Toyota Thailand has facelifted the 8th generation of the Hilux bakkie and while the changes are mostly cosmetic, we wonder if this new-look will make it to South Africa, the home of the double-cab bakkie.
Thailand is a market which, like South Africa, adores its bakkies. However, the Toyota Hilux has faced stiff competition from other brands and as a result, has been facelifted. With a new look at the front, some cosmetic changes at the side and some interior tweaks, this facelifted Toyota Hilux is hoped to be more competitive.
The changes are substantial. The entire front has been replaced with a grille that looks very similar to that of the big Tundra, the front fog lights have been reposition and the bumper style has changed. The Thai market will also receive a model with a sportier exterior, called the Rocco. It has a grey and glossy black grille, grey metallic rear bumper, big 18-inch alloys with all-terrain tyres, black interior and LED fog lamps. There are some accessories on offer which include black sport bar and loadbed, plastic cladding over wheel arches and rear bumper, as well as decals. As it stands, the engine lineup stays the same.
We reached out to Toyota South Africa, who recently updated its Hilux model range, as to whether this new look Hilux would make its way to our market. At the time of going live, we had not yet heard from TSA.
Although the facelifted Mahindra Pik-Up doesn't look all that different on the outside, it is now a significantly improved product that is hard to beat at the price, as long as you can stomach the design.
We like: Refined and punchy engine, standard features, rugged feel
We don’t like: Old-fashioned looks, lack of ESP, glare on touch-screen interface
Alternatives
More of a workhorse: GWM doesn't offer 4×4 versions of its more modern Steed 5E and Steed 6 pick-ups, and has downgraded the specification of the trusty Steed 5 derivatives to cater for a more workhorse-oriented market. Consequently, the Steed 5 2.0 VGT Double-Cab 4×4 SX can be had for around R70 000 less than this Mahindra, but is seriously outgunned in terms of features.
Chinese Ranger: The JMC Vigus 2.4 TDCi Double Cab AWD LX costs about R10 000 less than the Mahindra and, on paper at least, appears to be a solid rival. It is based on the current-generation Ford Ranger, but very much a rarity in SA. There aren't nearly as many JMC outlets as Mahindra dealerships, so back-up could be a concern for some potential owners.
A used alternative: For similar money you can get a diesel, double-cab 4×4 from Toyota or Ford, provided you are willing to go the used route and settle for a slightly older vehicle. In both cases we found 2016 examples of Toyota and Ford's entry-level 4x4s available at similar pricing. Have a look here.
A somewhat more modern front-end can't hide the Pik-Up's otherwise old-fashioned design. It's not what one would describe as "stylish".
Indian brand Mahindra has built itself quite a solid name for trustworthy, rugged vehicles in South Africa, and our market currently ranks as one of the brand's most important export destinations. In fact, so important is Mzansi for Mahindra that it recently announced plans to build an assembly plant in South Africa. One of the products that the planned facility appears destined to assemble is the Pik-Up, recently launched in South Africa without the Scorpio moniker it carried before.
At first glance, however, the newcomer's updated looks can't hide its Scorpio legacy, leading to most test drivers expecting a vehicle that is also little changed under the skin. In reality, however, Mahindra appears to have carefully refined and improved nearly every facet of the Pik-Up, and the result is a bakkie that can now more confidently perform a dual-purpose role in the household – as a workhorse and weekend leisure vehicle.
How does it fare in terms of…
Design & Packaging
Redesigned facia is a vast improvement and general fit and finish is very good. Note standard navigation-capable touch-screen.
As this is not an all-new vehicle, it was always going to be difficult for Mahindra's designers to radically alter the appearance of the Pik-Up. After all, its Scorpio predecessor had a very unique, somewhat old-fashioned appearance. For the facelift, Mahindra focused its attention on the front-end, where you'll find a new grille, bumper and headlights. This S10-badged flagship even gets LED "eyebrows". 16-inch alloy wheels are standard and towards the rear Mahindra has improved the design of the cab protector. But that's it. With its relatively narrow track, upright cabin and ungainly rear-end, you can't get away from the fact that this is not a modern-looking bakkie, so if you want the neighbour's curtains to twitch with jealousy, the Pik-Up probably will fail that test.
Open the doors, however, and if you've experienced a Scorpio interior especially, you'll be quite pleasantly surprised by the improvements Mahindra has made to the cabin. Gone are the strangely textured and coloured plastics. Gone too, mostly, are the large panel gaps and ungainly design that characterised its predecessor. Instead, the new Pik-Up's cabin has a smart-looking charcoal black cabin with subtle subtle satin-silver accents here and there. Also impressing is the fit and finish – this could be the most promising sign yet of what's to come from Mahindra.
We'll come back to the standard features a bit later, but it's worth saying upfront that the refreshed design, much improved quality and generous standard features list do a lot to "hide" the vehicle's age from the driver and passengers. Nevertheless, the upright windows and the front occupants' proximity to the windscreen are obvious design throwbacks. Add a bad Cape crosswind and you'll also notice that the front side windows can occasionally pull away from the door frames, resulting in increased cabin noise.
Space is generous in the front, and both front chairs have fold-down armrests. In the rear, it's neither as spacious as some of the more modern offerings on the market, nor are the seats as comfortable, but you do get rear ventilation outlets and some oddments storage space. There are full safety belts and headrests for 3 rear occupants. It is also interesting to note that Mahindra has added rear Isofix anchorages to a safety package that also includes dual front airbags and ABS with EBD. Sadly there is no ESP.
In terms of load-carrying ability, Mahindra claims a payload rating of 995 kg for this model.
Engine characteristics
The S10 derivative gets a stylish instrument cluster. Engine revs smoothly and delivers good grunt.
The new Pik-Up is powered by an improved version of Mahindra's 2.2-litre mHawk turbodiesel engine that features variable gemoetry turbocharging. It develops 103 kW at 3 750 rpm and 320 Nm of torque from only 1 600 rpm (available until 2 800 rpm). The figures don't tell the full story. Mated with a new 6-speed manual transmission, this drivetrain has transformed the Pik-Up's driving characterstics… all for the better. There really isn't all that much turbolag, and the engine is both quiet and refined. Consequently, the Pik-Up is both pleasant and easy to drive around town, and a pretty decent cruiser as well, even at higher speeds. Mahindra claims a tow rating of 2 500 kg (braked) for this model.
Mahindra claims a combined cycle fuel consumption figure of 7.9L/100 km for this model, which compares well with similarly powerful engines from GWM and JMC. During our testing we achieved an average of around 9.4 L/100 km, which is pretty good for a large, heavy bakkie like this. A large 80-Litre tank ensures long distances can be covered without the need for refuelling.
On- and off-road ride
Various suspension enhancements and improved insulation have led to a much more enjoyable ride, on- and off-road.
Being one of the more, shall we say, "agricultural" offerings remaining on the market, the Pik-Up is likely to be subjected to use off the beaten track quite often. Thankfully, it feels well suited to such use, with its 245/75 16-inch tyres, generous 210 mm ground clearance and pliant suspension set-up making it a comfortable drive on poor road surfaces.
Mahindra says it has modified several suspension components significantly, and compared with the old Scorpio, it is definitely a much more settled, comfortable vehicle. A minor criticism raised by several testers, however, concerned maneuverability. The Pik-Up is a long vehicle (5 175mm) and the steering is comparatively heavy, which combined with the large turning circle can result in some frustration, especially around town.
This flagship 4×4 derivative is equipped with a low-range transfer box that allows for easy shifting between 2H, 4H and 4L using a rotary dial on the transmission tunnel. A mechanically locking rear differential is also standard. The Pik-Up seems pretty capable off-road, with low-range being sufficiently low enough to allow for strong crawling capability. It's also worth noting that during our off-road testing on particularly poor terrain the Pik-Up cabin's never emitted a squeak or a rattle.
Standard features
A standard touch-screen infotainment system (with navigation) is a real treat at this price level. Pity the screen isn't bright enough.
At the time of the new Pik-Up's launch Mahindra emphasised its desire to have the newcomer compete more effectively for the "leisure" shopper's money. In other words, the Mahindra Pik-Up is no longer pitched almost exclusively at the workhorse market, but needs to perform a dual purpose that includes weekend and lifestyle activities for families. As such, Mahindra has been rather generous with the standard specification.
Included are; climate control, remote audio controls, cruise control, auto lights and wipers and even a 6-inch touch-screen infotainment system with navigation – the system also includes USB/aux and Bluetooth support. While we appreciate the inclusion of a touch-screen at this price level, and the system generally works well, its positioning on the facia results in glare that often makes it difficult to use the system at all. And yes… we did turn the brightness all the way up.
Pricing & Warranty
The flagship derivative of the facelifted Mahindra Pik-Up sells for R354 995 (November 2017) and comes standard with a 4-years/120 000 km warranty and 5-years/90 000 km service plan. Services are conveniently staggered at 20 000 km (or 12 month) intervals. 4-years/120 000 km roadside assistance is also included.
Verdict
Appearances can be deceptive – similar in looks to its Scorpio predecessor, the Pik-Up has been transformed.
In many ways the Mahindra Pik-Up pleasantly surprised us. Yes, its appearance remains love/hate but there's an honesty about its design that, combined with a significantly improved overall offering, is quite alluring. At the price, there is nothing in the new-vehicle market that offers as comprehensive a package. The addition of a strong a warranty and service plan are further sweeteners to a deal that's already pretty appealing, given the big strides that have been made in terms of comfort and refinement. If you're in the market for a new bakkie that needs to work, but also perform a family role come the weekend, then this is well worth a test drive and serious consideration.
The introduction of a “baby AMG” to the E-Class line-up seems a godsend to those who seek more performance from Benz’s executive sedan package but can’t afford the ‘bahnstorming E63 S. Does the 295 kW/520 Nm machine represent the ultimate blend of prestige and on-road punch?
We like: Imposing looks, more than enough performance, “sleeper car” status
For natural athleticism: Until the ballistic M5 arrives, the 540i is the flagship of the BMW 5 Series range. Sportiness and driver engagement are more inherent to the Five than its E Class rival, but with “only” 250 kW and 450 Nm, the Bimmer can’t match the E43’s motor's output. Having said that, the 540i’s R1m price tag leaves room for up-speccing with M Sport package and adaptive suspension.
Understated performance: Although the Audi A6 is well and truly in the twilight of its model cycle, the 4.0-litre V8 of the S6 outmuscles the E43 with peak outputs of 331 kW and 550 N.m. It costs about the same as the Benz, but in terms of kerb appeal, the S6 is almost anonymous and not all that engaging to drive, sadly.
For sporting pedigree: For reasons that are unclear to us, the Coventry-based marque has resisted the temptation to produce a V8-engined R derivative and offers a supercharged 3.0-litre XF S instead. Outpunched by the E43, and not quite as well made, it seems expensive at R1 264 000.
Just when we thought Mercedes-Benz had abandoned notions of producing high-performance V6 engines (after all, a new generation of straight-six motors will be rolled out by the marque in the near future), Mercedes-AMG spawned a plethora of 3.0-litre turbopetrol 43 derivatives in models ranging from the SLC roadster to GLE premium SUV. Although the E43 4Matic is not quite as purposefully styled as its E63 S brother, it sports muscle-bound (even somewhat sinister) looks and with a claimed 0 to 100 kph time of 4.6 sec, it offers more than sufficient performance to please those who want the elegance, sophistication and refinement… accompanied by surges of adrenalin.
Optional 20-inch titanium alloys beef up the AMG sedan's kerb appeal appreciably. How long will the 43-series stick around? We wonder.
The Good
Just enough sportiness
The design brief for the E43 must have been a tricky one for Mercedes-AMG. The E43 needs to look more purposeful than a standard E-Class specified with an AMG Line body kit, but not as brutish as the awe-inspiring twin-turbo 4.0-litre V8 engined E63 S. To that end, the “baby AMG” sedan errs on side of understatement, the diamond-effect grille, gaping front bumper, gently flared side skirts, quad-tipped exhaust ends and subtle boot spoiler (topped off the optional 20-inch alloys shod with low-profile tyres) endow the midnight black Benz with more than a hint of a menacing presence.
The E43’s aesthetic execution drew mixed reactions from our test team members, some of whom liked its dark, brooding looks and others who found the accoutrements did little to liven up a conservative design. As to the question of whether the car would satisfy the tastes of an executive who would like to draw admiring glances but without attracting enthralled mobs whenever they drive their Benz onto a service station’s forecourt, the AMG is clearly intended for those who prefer a goold old “humble brag” now and again.
Whereas the AMG's fascia is quite dark & sombre, contrast stitching and red seatbelts left the ambience of the cabin nicely.
Sumptuous interior
The E43’s subtly detailed exterior was matched with a black-on-black leather-trimmed interior accented by racy carbon-fibre-pattern fascia insets and a flourish of metallic finishes, the overall effect of which may be a little too brash for some tastes, but the red contrast stitching and matching safety belts added a sense of fun to the cabin.
As is the case with most test units provided by German premium marques, the AMG sedan was laced with optional extras, the most impressive being the so-called widescreen cockpit, which effectively allows the digital instrument binnacle to blend into an expansive infotainment monitor. It looks positively slick and futuristic, it was just a pity that the “top menu bar/bottom menu bar” Comand interface, which can be operated via the touchpad or controller wheel on the centre console, feels a trifle dated in its operation.
A wide variety of vehicle information can be displayed on the "widescreen cockpit". Note the carbon-fibre pattern of the fascia trim.
Thrusting performance
Some readers may remember the whirring, growling supercharged 3.2-litre engines from the AMG “32” era more than a decade ago, but otherwise Mercedes-Benz's V6 motors are hardly regarded as sonorous. In the E43’s defence, this AMG’s exhaust note is pressing, rorty and pleasing on the ear – although it stops short of feeling as hard-edged/feral as the V8's does.
Meanwhile, the beefed-up turbochargers of the 3.0-litre V6 help to propel the E43 at a fair lick of pace, to say the least. With outputs of just under 300 kW and more than 500 N.m on tap, the Benz delivers virtually unburstable mid-range acceleration with near-instantaneous responses. To its credit, the sedan’s 9-speed automatic transmission, which is native to the E-Class range and not developed especially for AMG, does not baulk and shifts smoothly whether the sedan's crawling in peak traffic… or carving up a mountain pass with zeal!
Like conventional E-Class sedans, the E43 has an uncluttered centre console because its transmission lever is on the steering column.
The Not So Good
Compromises are required
The 4Matic all-wheel-drive, which ensures the most effective distribution of the E43’s surfeit torque, prodigious grip from the 20-inch tyres and the dynamic responses/adaptability of the AMG sports air body control suspension make the E43 palpably easy to drive quickly. Its driving modes allow a multitude of suspension, engine/transmission and steering mode combinations to suit a driver's taste. Even so, when the driving mode is set to full Comfort mode, however, the ride quality feels particularly nervous at low speeds.
To be fair, the suspension does an admirable job of ironing out road imperfections at higher speeds, and the body control is progressive but almost always composed. For a sedan of considerable heft (just under a tonne), one that can transport 4 adults and their luggage in comfort no less, the E43 feels very wieldy, as if it is oblivious to its own weight. The steering, though accurate and quick, does not convey feedback of any great significance though, which might be a boon when driving long distances, but it lessens driver engagement.
The AMG's digital instrument cluster can be customised to display whichever kind of information the driver finds most useful.
Costly to get a nice one
To get back to the matter of the extras specified to this test unit, it needs to be mentioned that the E43 requires quite a bit of up-speccing to look and feel as lavish as this car.
The handsome LED headlamp clusters are standard, yes, but the multi-spoke 20-inch alloys cost R19 500*. Inside, the electrically adjustable front seats with memory function and 4-way lumbar support (R14 200*), which are heated and ventilated (R19 500*), offer a good blend of comfort with a satisfactory level of lateral support and the Burmester surround sound system produces excellent audio quality for an additional outlay of R15 800* (or R99 800*, if you want the 3D version). These items, and the widescreen cockpit (R15 300*), seem worthwhile.
Meanwhile, the Comand online navigation (including the touchpad, vehicle setup and monitoring, plus live traffic, costs an extra R33 800*. Alternatively Garmin Map Pilot navigation setup costs “only” R14 200*, keyless start is R10 400* and, if you’d like extended climate control (Thermatronic), that’s another R10 500*. These options are only a handful of those specced on the test unit, excluding the active safety system packages that are on offer, therefore it is best to consider the E43’s new list price as… a rough guideline.
Understatement and AMG are not usually associated with one another, but, believe it or not, the E43 does not appear overly showy.
Price and after-sales support
The Mercedes-AMG E43 4Matic costs R1 174 008* (before options), which includes a 2-year/unlimited km warranty and a 6-year/100 000 km maintenance plan.
* Prices quoted were accurate at time of being published (November 2017).
Verdict
Is it really necessary for Mercedes-Benz to offer two full-fat AMG derivatives in 1 range, even if they offer disparate levels of performance? Comprehensive choice can certainly benefit buyers, yes, but in the case of the E43, the lower-end AMG derivative offers appreciably more exclusivity, but not all that much more performance, than the E400 4Matic. Consider that the latter delivers outputs that are 50 kW and 40 N.m lower than the AMG’s, but it costs more than R100k less (in AMG Line spec) than its sibling.
Just how visceral is an AMG model, as opposed to derivative, supposed to be? The E43's approach favours subtlety.
While there is no question as to whether the E43 offers enough performance to satisfy the majority of executive sedan buyers (its refined exhaust note is understandable given the sophistication of the vehicle’s target market), the compromise demanded by the AMG’s packaging undermine some of the E-Class’ finest attributes: on-road poise and refinement.
Ultimately, the E43 succeeds at being a luxury sedan laced with added performance, but it cannot match its flagship sibling at being a hardcore performance sedan clad in luxury…
That we can forgive, given the big difference in their asking prices. However, the biggest disappointment is that this AMG sacrifices too much of the comprehensive refinement that its more affordable siblings deliver with so much ease. It’s a model that feels like an afterthought derivative, as opposed to a hidden gem, in the E-Class range.
If you haven't seen it already, watch our video review of the E43 below:
3 Reasons Why Jaguar F-Pace is #CarsAwards Finalist
What makes the Jaguar F-Pace 20d AWD R Sport a strong contender in the Executive SUV category of the 2017/18 Cars.co.za Consumer Awards – powered by WesBank? We investigate…
The Jaguar F-Pace has set new sales records and standards for the brand since its introduction in 2016. It's the first SUV built by Jaguar and its attractive styling and performance credentials have left a mark on consumers. This particular model also features the entry-level turbodiesel engine, but don’t think it’s underpowered as Jaguar Land Rover’s Ingenium engines continue to impress with power and torque delivery.
3 Reasons Why the Jaguar F-Pace 20d is #CarsAwards Finalist
1. Performance and economy
Powered by a 2.0-litre turbodiesel that’s good for 132 kW and 430 Nm of torque, the F-Pace delivers adequate surge and accelerates briskly with plenty mid-range overtaking grunt. The major drawcard of this 2.0-litre unit is the fuel consumption figure of just 5.3L/100 km that gives the F-Pace a theoretical range of 1 132 km.
2. Luxury and tech
As standard, the F-Pace 20d R Sport comes with most nice-to-have features fitted to create a sense of luxury. The perforated Taurus leather upholstery looks and smells “proper”, there’s keyless start, bi-zone climate control, a 380W Meridian sound system, auto lights/wipers, cruise control, front and rear park distance control and a rear-view camera. There are other worthwhile features on offer too such a waterproof Activity Key and the InControl Connect Pro pack with handy phone apps and useful navigation functions.
3. Sporty driving dynamics
The F-Pace is essentially a sports car that just happens to be a practical SUV and in our experience, it performs astoundingly well. It corners without body lean, which is counter-intuitive given its SUV heft. The barriers of grip are beyond that of the average large SUV and it’s probably the closest example of a sports car in an SUV body that we’ve sampled.
The F-Pace rides pristinely and Jaguar’s new suspension design has really improved the dynamism and comfort of its modern offerings. The F-Pace is composed on all surfaces, making it a confident car to drive.
Have Your Say: Complete our survey and WIN!
Do you own an F-Pace? We would love to hear from you! Tell us about your experience by completing our Ownership Satisfaction Survey. Your input counts for 50% of the final result!
Elon Musk has announced that the second-generation Tesla Roadster will take to the streets in 2020! More importantly, it’s fast, very fast…
Powered by a 200 kWh battery, the Tesla Roadster will offer blistering performance and according to official claimed figures, zero to 96 km/h will take a mere 1.9 seconds while zero to 160 kph will be achieved in 4.2 seconds. Top speed is claimed at a staggering 402 kph and the new Tesla Roadster will have a range of about 1`000 km.
Key design features include slim LED headlights, curved body panels, thin taillight clusters and a purposeful diffuser.
Estimated pricing for the Tesla Roadster is pegged at approximately $200 000 or R2 843 850 with interested buyers required to cough up $50 000 or R710 962 as a reservation.
What do you think of the new Tesla Roadster? Share your thoughts with us!
We will keep you updated as more information becomes available.
Come Drive With Me is a brand new series hosted exclusively on the Cars.co.za Youtube Channel. We'll be hosting some of South Africa's favourite personalities and helping them experience their dream cars. And every episode we'll have something exciting planned for them, too.
In Episode 1, one of the most stylish, busiest and hard-working gents in South Africa joins us for a drive in Cape Town. Mercedes Benz kindly offered us their most powerful, most extreme AMG car available right now: the GT R. It was a perfect match.
We picked Maps up in Cape Town and headed out to Grabouw to experience the Cape Canopy Tour Zipline, set in the dramatically beautiful Western Cape heartland.
A huge thank you to Mercedes Benz and Cape Canopy Tours for making this video possible.And of course to Maps Maponyane joining us.
The Rise of World Rallycross: F1 bosses take note!
The rise of World Rallycross as a major international motorsport phenomenon gained further momentum when this colourful sport visited South Africa for the first time last week. It not only lived up to expectations but probably shattered most modern motorsport enthusiasts' perceptions of what motorsport could be… and should be.
As a type of motorsport, World Rallycross is not a new thing. It is generally accepted that the first official rallycross event took place in the late '60s in the UK, with the first race being won by none other than Vic Elford (successful sportscar, rally and F1 racer) in a Porsche 911. The fans immediately fell in love with this more action-packed type of racing where drivers didn't seem to mind rubbing door mirrors at every corner. It was dirty, fast… and just a little bit more dangerous than "normal" racing.
It was massively popular in Europe during the 80s, when the monstrous Group B rally cars that could no longer compete in the World Rally Championship found a new home on rallycross circuits. I vividly remember lapping up those old Havoc car crash videos that featured so much rallycross action at the time – my brother and I particularly appreciated the antics of Martin Scanche and Matti Alamäki, who always appeared to be on a collision course with each other. But subsequent decades saw rallycross fade somewhat, largely due to poor management and promotion.
Straight off the bat, WRX pulled the crowds at Killarney and thrilled the audience.
That all started changing in 2014, the first year that the FIA and promoter IMG Motorsport teamed up to create a World Championship. Since then, and with proper marketing and promotion behind it, the World Rallycross Championship has rocketed in popularity as measured by all metrics – TV audience, social media exposure, and event attendance. It has started luring big names and official OEM participation, is heading for new territories (SA this year, USA next year), and is signing up partners and sponsors along the way.
For South Africans, and myself, this past weekend was the first time to get up close with World Rallycross. In short, it may just be the ultimate type of motorsport and it highlights so many things that are wrong with other formulae.
You can interact and identify with the personalities/cars
There were numerous opportunities for fans to interact with the drivers and get close to the cars.
Key to WRX's appeal to me is that the viewer can identify the cars. They look like the cars us regular folk drive (VW Polos, Audi A1s, Peugeot 208s, Ford Fiestas etc.) even though they are actually rocketships that accelerate to 100kph faster than a F1 car. Next year, Renault will also be in the mix with a brand-new Megane RS RX purpose-built by Prodrive for the sport. There also seems to be far easier public access to the cars and drivers, through pre-event meet-'n-greets or pit walks during the event weekend. Nothing beats being able to meet your heroes.
While we were standing on the grassbank, my son (a dedicated Sébastien Loeb fan) ended up next to a couple of similarly aged boys, and each of them already knew who they supported and what cars they drove. Throughout the weekend it became clear that the WRX drivers' names are aleady becoming very familiar to the attendees and that passionate fans were being made. I don't really see that with modern-day F1.
WRX is designed to entertain
The mix of dirt and tarmac, along with tight corners, jumps and a joker lap contribute to the fast-paced action.
A WRX event takes place over the course of 2 days, with various qualifying heats and semi-finals in addition to the all-important Supercar finals. Also, the supporting RX2 category qualifiers and races are not there as place-keepers. They're action-packed, too, and certainly not the ideal time to pop to the loo or refreshments stands. The races are all short, however, and very fast-paced. This means the cars are generally close together on the track, resulting in lots of action. A joker lap (a slightly longer lap that each driver has to take once per race) adds a welcome element of strategy and surprise.
Each WRX track must have a jump (because watching cars jump are fun), and you can view most of the track from almost any viewpoint. I took my son to view from the "cheap seats" (grass bank), and we had no problem viewing most of the action (except for turn 1 which was out of sight).
The VW Polo is the "winningest" WRX contender thus far.
Packed between the racing events are a variety of other motorsport-related activities, including stunt shows and drift displays. You get the distinct impression that WRX doesn't take itself too seriously, and as a result the crowd feel more at home. It is very different to the experience at a modern F1 race…
Ultimately, however, the combination of fearsomely fast cars, utterly committed drivers that don't care how much of their car makes it to the end, and a track purposely designed to encourage paint-swapping action is what delivers the thrills, every time. It certainly did so at Killarney. I initially wondered whether those paying R700 for grandstand seating would be getting value for their money. Considering that the action goes on all weekend and is pretty relentless… I wonder no more.
Interesting factoids
Even the "support acts" delivered plenty of thrills throughout the weekend.
If you're new to following the FIA World Rallycross series, you may be interested in learning some its recent history. Including the newly crowned 2017 champion (VW's Johan Kristoffersson) there have been only 3 champions since 2014, with Petter Solberg winning in the first 2 years of the series, and Mattias Ekström claiming the title in 2016.
The VW Polo has claimed the most all-time wins in the Championship with 11 victories, followed by the Citroën DS3 (9) and Peugeot 208 (8).
What happened at Killarney?
If you couldn't make the race, then sit back and lap up the action in this 2-hour plus recording of the main races this past weekend. At times the racing is so combative and thrilling it may leave you breathless. Enjoy! By the way, with an audience of over 27 000, the event nearly hit maximum capacity (30 000), boding well for the future. Cape Town has a contract to stage the season finale for the 4 next seasons of FIA World Rallycross.
What makes the Audi Q5 2.0 TDI Quattro Sport a strong contender in the Executive SUV category of the 2017/18 Cars.co.za Consumer Awards – powered by WesBank? We investigate…
The all-new Audi Q5 is a new edition for 2017. The new model is larger than before but also lighter thanks to the use of lightweight materials. Interior levels of comfort have been increased and the general ride and drive has been geared towards supple comfort. Will it best its rivals to scoop the win in the executive SUV category?
3 Reasons Why Audi Q5 2.0 TDI Quattro Sport is a #CarsAwards Finalist
1. Refinement and fuel economy
Audi makes outstanding turbodiesel engines and this 2.0 TDI with 140 kW and 400 Nm of torque blends effortless acceleration with a surprisingly linear climb up the rev range. The 7-speed S tronic dual clutch mates perfectly with the engine, keeping quick acceleration within reach as you prod the throttle pedal. What’s more, fuel efficiency for this Q5 is claimed at 4.9 L/100, km which is impressive for a vehicle of this size.
2. Quality interior
The choice of materials, sophistication of the technology and overall fit and finish are excellent in the Q5. Your eyes will be drawn first to the excellent 12.3-inch Virtual Cockpit colour screen which displays vital information directly ahead of the driver. The MMI infotainment system, displayed on an 8.3-inch screen in the centre stack, is also as good as ever, ticking every type of usability and connectivity box you’d like, including Wi-Fi, a wireless charging bay and Apple CarPlay and Android Auto smartphone mirroring functions.
3. Magic ride
With the standard 18-inch wheels fitted, the ride in the Q5 is serene as it nonchalantly glides over potholes and road joints. Even washboard dirt roads can’t unsettle the Q5’s sorted chassis. Audi has fitted quattro as standard on the new Q5 so traction on slippery surfaces is excellent too.
Watch our video review of the Audi Q5 2.0 TDI quattro below!
Have Your Say: Complete our survey and WIN!
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That's right, Alfa Romeo has released an SUV. Based on its Giulia sedan platform, the new Alfa Romeo Stelvio offers eye-catching looks, is laced with luxury trimmings and promises a superb driving experience. We attended the launch of Italy's latest SUV to bring you this report.
Ah, Alfa Romeo. That brand which every petrolhead is apparently morally obliged to adore without question. The Italians have produced some fantastic machinery over the years and yours truly learnt how to drive in an Alfa Romeo 156 Twin Spark, one of the finest business class sedans the brand has ever produced. Despite the Giulietta offering a credible fresh(ish) product, there hasn't been anything groundbreaking from Alfa Romeo for some time. Until now, that is. With the Alfa Romeo Giulia, we witnessed a new chapter for the Turin-based manufacturer. All-new from the ground up, with very few shared parts from FCA Group, the Giulia has won many fans and accolades, including a #CarsAwards finalist nod from us.
However, as good as the Giulia is, the market for business class and executive sedans is on the decline. Enter the executive SUV, where people want a raised driving position and a bit more space, at the sacrifice of outright driving thrills. The Alfa Romeo Stelvio is the brand's first mainstream SUV, but it's not the first time it had ventured down this route. Back in 2003, Alfa Romeo released the Kamal concept, which you could say was ahead of its time.
An Alfa Romeo SUV? What!?
The Stelvio driving on the Stelvio Pass.
The Alfa Romeo Stelvio is named after an iconic pass in the Italian Alps. Made famous by Top Gear, the Stelvio Pass is both beauty and beast. The scenery is off the charts, but in terms of actual driving experiences, the Stelvio Pass is a monster with 75 hairpin bends. As for the Stelvio itself, it's built on the same Giorgio platform as the Giulia, which is a great thing. The Giulia is a joy to drive and we expected the Stelvio to provide much the same in terms of driving thrills, but more on that a bit later. Under the Stelvio's skin is extensive use of carbon fibre, such as in the prop shaft, which contributes to an astonishingly low kerb weight of 1 660 kg. In terms of size, it's the same length as the Giulia at 4.7 metres and is 1.7 metres high. Ground clearance is a credible 200 mm and the vehicle comes with Alfa's Q4 all-wheel-drive setup, meaning gravel roads can be taken on without hesitation.
Powertrain
This is the Alfa Romeo Stelvio First Edition, featuring big alloy wheels and a panoramic sunroof.
Right now Alfa Romeo has only one powertrain option for the Stelvio. A fire-breathing Stelvio (the Quadrfoglio Verde) will be coming to SA in the third quarter of 2018. The SA-spec Stelvios come with a 2.0-litre turbocharged 4-cylinder petrol engine with 206 kW and 400 Nm. Power goes to all four wheels via an 8-speed automatic transmission. This Q4 setup sends 100% of power to the rear wheels until the front wheels lose traction and the front axle powers on with up to 50% torque. The potential result could be a drifting Alfa Romeo SUV, but we were not going to try it out as the launch route was subjected to a tremendous cloudburst over the Franschhoek region. The benefit of this engine is that it's modern and conforms to Euro6b regulations. Alfa Romeo claims a combined fuel consumption figure of 7.0 L/100 km, but in reality, you're likely to see closer to 10 and we'll explain why below.
What is the Stelvio like to drive?
The Stelvio's 2.0-litre engine is not the same spec as that of the 4-cylinder Giulias, it produces higher peak power of 206 kW.
In a word, sensational. We mentioned that fuel consumption is likely to be higher than expected and for good reason. It's a phenomenal piece of driving goodness. The Alfa Romeo Stelvio defies belief and the laws of physics, by driving in a most SUV-unlike manner. Stelvio feels more hatchback than luxury family SUV and our launch route comprised some of the finest stretches of driving roads in the Western Cape. It was a perfect testing ground to put Alfa's claim of 'impeccable handling' to the test and boy did pass with flying colours. Despite the inclement weather on some parts of the route, we felt confident to carry on regardless, knowing well enough that the Q4 all-wheel-drive system and communicative chassis was going to keep us in firm control. Off the line performance is credible too, with zero to 100 kph dispatched in under 6 seconds.
Much like the Giulia sedan, the Stelvio's steering feedback is wonderfully accurate and the directness is something we appreciate. There's a sense of being firmly planted to the road, which is refreshing considering how many cars feel disconnected to the tarmac. The car features Alfa's DNA system which refers to the driving modes. Dynamic is self-explanatory, Natural is for everyday driving, while Advanced Efficiency dials everything back to improve fuel economy. The Alfa Romeo Stelvio also has 50/50 weight distribution.
Features
The Alfa Romeo Stelvio comes to market with two trim levels, Super and First Edition, and you can see the comprehensive specification below. There are few optional packs, which further sweeten the deal if you're wanting some extra goodies. We'd recommend looking at the Cold Weather Pack (heated front seats and steering wheel) as well as the Sound Theatre Pack (Harmon Kardon audio). We have experienced this infotainment system before in the Giulia and while not groundbreaking, it's slick and fairly straightforward to use.
Safety
Alfa Romeo's Stelvio is one of the safest vehicles on the road and features many safety features, both active and passive. Highlights include Integrated Brake System (IBS), Forward Collision Warning and Autonomous Emergency Brake with pedestrian detection, Lane Departure Warning, Blind Spot Monitoring (BSM) with Rear Cross-Path Detection and Active Cruise Control. The EuroNCAP report for this car is excellent, with highlights such as a 5-star rating for the 2017 test.
European left-hand drive pictured. SA cars will be right-hand drive. Note the start/button on the steering wheel.
Alfa Romeo Stelvio Price in South Africa
The Alfa Romeo Stelvio has gone on sale with pricing from R810 000 for the Super, while the First Edition is priced at R946 000. All Alfa Romeo Stelvios feature a 3 year / 100 000 km warranty and a 6 year / 100 000km maintenance plan as standard. While some may wince at the price, remember that there are very few options and the vehicle comes standard with a generous amount of kit. Also factor in a wildly fluctuating exchange rate, which hurts manufacturers who do not have plants in SA. Alfa has noted that customers want choice and variety, and there are eleven body colours and three alloy wheels (from 18" to 20") to choose. For the Alfisti, the telephone dial-style alloys are back, just for you.
Quick Summary
Alfa Romeo Stelvio. Drives as well as it looks.
Hardcore Alfa Romeo fans must be wincing at the thought of their beloved brand producing a mainstream family SUV. Fortunately for them it ticks all the boxes. Exceptionally pretty? Check. A joy to drive? Check. Potential issues with dealerships? Check. See, Alfa Romeo South Africa has a not-so-stellar track record when it comes to customer service and they've admitted it. However, with a new boss at the helm who has considerable experience with luxury brands in South Africa, there's an attitude of 'we know there were issues and we're going to fix them'. It's refreshing to see and for all the naysayers who think Fiat/Alfa Romeo are going to leave South Africa? Think again. FCA are here to stay and will be investing heavily in new dealerships as well as a new head office. The team at FCA happily point out that they've fixed their parts supply issues.
As for the Stelvio, Alfa Romeo has taken the luxury SUV brief and knocked it out the park. While interior quality may lag slightly behind say an Audi Q5, the standard specification and overall driving experience blows Ingolstadt's offering out the water. The Alfa Romeo Stelvio defies belief and the laws of physics with the way it drives. It feels like a Giulia on stilts, which in actual fact, isn't far from the truth. We're hoping that the Stelvio portfolio is expanded to include a diesel derivative and an entry-level 4×2 version wouldn't go amiss either. Alfa Romeo has got the basics right with the Stelvio and if this is what it takes for the illustrious Italian brand to survive the 21st century, then they're well on the way to preserving their heritage and securing the future.
Haval H6C vs Kia Sportage (2017) Comparative Video Review
We recently tested the Kia Sportage and new Haval H6C to determine which of these family SUVs offers the best overall package. Is the Sportage the better buy or is the Chinese Haval H6C the stronger product?
The Kia Sportage fits neatly into the family car segment of the market, which is dominated by cars such as the Hyundai Tucson and Toyota RAV4, not to mention the Mazda CX-5. In such a competitive arena, Kia has an uphill battle in trying to woo buyers. With the arrival of the Chinese-made Haval H6C, that task just became a touch more difficult.
The Haval H6C is brand new to South African roads, and its introduction follows the relative success of the smaller H2 crossover which we reviewed earlier this year:
In this head-to-head comparison, we've pitted the Haval H6C Luxury (the top of the range model) against the Kia Sportage 2.0 EX Plus, which sits in the middle of the Sportage range.
As you'll see in the review, these 2 cars are extremely similar, but in one very important way, they are very different. As things stand, these two cars are separated by R100 000. Which one is the better buy? Watch the video for all the details…
