Audi aims to cement its presence in the lucrative premium family car/compact SUV segment with the second-generation Q3.Our speculative rendering, produced exclusively for Cars.co.za by a Cape Town-based artist, provides some insights into what the next Q3 might look like.
With its recently added Q2 and second-generation Q7 and Q5 model releases, plus Q4 and Q6 nameplates also in development, Audi will soon have a solid lineup of crossover SUVs with which to tempt buyers. This is good news for Audi because consumer demand for high-riders shows no sign of abating. But there’s one more: the Q3, now the brand’s oldest Q-car which was introduced in 2011, is due for replacement.
Key design details
The new Q3 is expected to be slightly larger, but lighter than the current model.
The first spy shots of the next Q3 emerged late in 2016, revealing very little. Now though, the large beige canvas poncho has been binned for a swirly patterned camo wrap that hides much less of the baby Q5’s new sheet metal. While Audi chose to experiment with elements of the Q2’s exterior style, there appear to be no major surprises with the second-generation Q3. What is clearly evident are the prominently flared wheel arches and a front-end design that incorporates Audi’s new multi-faceted single frame grille.
Still, we’re talking subtle evolution here; no one will mistake this for any other brand. Riding on the VW Group’s MQB platform, the new Q3 is expected to marginally grow in size but should shed some weight too. A longer wheelbase is expected and that will contribute to increased interior space for passengers and the luggage bay may very well swell too. Also, based on the spy images you see here, the new wing mirrors are mounted lower on the doors compared with the current Q3. The traditional Q-car staples of aluminium roof rails, integrated tailgate/roof extension spoiler, flowing side window graphic and wheel arches that can easily accommodate 20-inch rims are all in the mix.
Apart from a more spacious interior, the new Q3's interior design will in all likelihood share similarities with its larger Q5 sibling and Audi's impressive digital Virtual Cockpit dashboard should make its way into the new model.
What engines will be offered?
A wide range of turbocharged petrol and diesel engines are expected for the new A3, but official details have yet to be revealed.
Engine options have yet to be confirmed but buyers can expect a range of 4-cylinder turbocharged petrol and diesel engines to power the new Q3. A plug-in hybrid version and an electric Q3 e-tron is also likely to follow later. Reports suggest that the Q3 range will offer either a turbocharged 1.0-litre petrol, a 1.5-litre turbopetrol and a 2.0-litre turbopetrol. On the diesel front, a 2.0-litre turbodiesel engine in various states of tune is likely.
The new Q3 range will be headlined by the performance-orientated RS Q3 which is expected to feature the powerful 5-cylinder, 2.5-litre turbocharged engine that does service in cars such as the RS3 and TT RS. An S Q3 derivative is also expected to house the same engine, albeit with slightly lower outputs.
The official reveal of the new Audi Q3 is a mystery at this stage but there is a possibility that the new model will be shown before the end of the year. If not, the new Q3 will almost certainly be shown early in 2018 before going on sale. We will keep you updated as more details become available.
Extended Mercedes-AMG GT range (2017) Launch Review
The AMG GT and GT S meet their snarly new siblings, the GT R and GT C at Kyalami Race Circuit.
Viscera. It's that stuff in your gut that AMG insistently takes a spoon to, then gives it a vigorous stir. When Mercedes-Benz's Affalterbach-based division first gave birth to the SLS, it had spawned AMG’s first road car. And, as sad as it was to see them cull it a few years later, they did thoughtfully replace it with that most evocative of teardrop profiles, a velvet glove slipped over a brutish, growly biturbo V8 with the advent of the smaller GT.
Soon after, it dialled up the aggression as AMG does and out came the S model. So now 375 kW and 650 Nm play the standard car’s 350 kW and 630 Nm and the zero to hundred sprint sheared from 4 seconds flat to 3.8 seconds. But as is typical of these power games, it’s not the incremental hike in outputs that set the two cars apart.
Bells? Whistles? Somewhat, but for the most part, it comes down to demeanour. What then of the AMG GT R, now blessed with a 3.6sec sprint time, 430 kW and 700 Nm? And crucially, where does the newest of them all fit in, the GT C?
The short answer, of course, is perfectly in between, with power and torque now sitting at 410 kW and 680 Nm and 100kph crossed in 3.7 seconds. Elementary Herr Watson, but if only we could drive the three monikers back to back at great pace, and in a safe, controlled environment. Enter South Africa’s premier race circuit, Kyalami.
S, C, R… is AMG playing scrabble?
Mercedes-AMG put its GT family onto a race track, the only safe space to try tame these beasts
Let us discard the base GT to start, and secondly, I’ll ask you to indulge us as we pit roadsters and coupes against each other for obvious reasons. I’m going to do this all wrong, and start with the most powerful animal here, the GT R that danced around the Nordschleife so impressively that it even stole its nickname; The Green Hell. You’ll especially see the resemblance in the one I’m driving thanks to its green Magno paintwork. Many V8s roar, most of them snarl, but AMGs growl. It’s in its marketing material for good reason, Affalterbach knows how to tune an exhaust note. The GT R doesn’t let the German side down, rather this car feels representative of the might of their noise department.
Dial the driving mode selector into Sport+, pull both shift paddles towards you, flatten the brake and floor the throttle to release a baritone thrum that will send shivers up your spine, and naughty thoughts into your hippocampus. It rocks the little AMG’s chassis. Rocks but never lulls, you feel at the helm of a caged predator, and with the release of the brake pedal, all the other colours of hell join the green to break loose. And you’re off to the sound of thunder resonating in a metal bucket… rolling down a flight of stairs.
AMG GT-R. Raw, focused and potent… did we mention loud? Boy it's loud!
It’s quick, blistering, yet that acre-long bonnet feels a lap ahead of you. The GT R grips fiercely, my white knuckles suggest I am too. Immediately you can tell this car, a product of a company that has cultivated its products solely on race tracks, has proper pedigree, balance and precision where you might have suspected it was brutish and cumbersome. Before this test is over, it will reveal itself the easiest car to drive here. Climb into the older GT S and immediately you’re aware of the deficit in power and twist, and the better-appointed cabin – the GT R really plays that race-car-for-the-road card with conviction, including but not limited to a half roll cage, traction control dials and bucket seats.
The GT S is still a force of nature, lapping the circuit with similar verve and noise if somewhat turned down the wick. You’d need to be a race driver or have supernatural driving ability to truly eke out the R’s performance abilities above and beyond the still-hot S, but where the Green Hell car is uncompromising, the GT S feels close to that original base car – in this company anyway. But, and this part is worth remembering, the base car still feels absolutely special.
GT C Roadster – a tasty yet potent proposition
This brings us neatly and finally to the newest car in the lineup, the GT C Roadster. It's CV places it tidily in the middle in terms of price and performance, and if you’re after something very exclusive, Mercedes-AMG South Africa has brought four Edition 50 derivatives into the country at a premium. The GT C, like the GT R, comes with rear axle steer, includes adjustable damping and larger brake discs, throaty exhaust flaps (more noise, more AMG) and receives a raft of cosmetic upgrades including wider arches, more vents than ever, silver details and accents and 20 inch alloys at the rear – the fronts are ‘mere’ 19 inchers.
Style and cabriolet sophistication meets tasty V8 performance
It’s an overall overhaul to the performance and luxury of the base car but for now, let’s focus on the newfound shunt. I’ll happily cut to the chase and deliver my impression around Kyalami. The GT C feels much closer to the S than the R in its behaviour, slap bang between them for noise and drama, but in terms of engagement nothing touches the R. The GT R would not be my GT of choice for a daily drive, for that the GT C trumps its siblings. All of them. It’s a well-balanced performance coupe, a fine AMG, trouncing the S in every department. The GT R is hewn from race tracks, and must live on race tracks where it excels. It’s surprisingly comfortable considering how much technology has gone in (such as active aero panels to control heat and a carbon splitter with 80mm of travel) and how much weight has come out (including using lightweight magnesium components). But ultimately we’re playing with cars that can launch themselves from standstill to 100kph in 3.6, 3.7 and 3.8 seconds respectively. When performance results are this close to each other I’m afraid it comes down to the leather and the weather, and what's on offer in the open-air C is sumptuous.
A tasty verdict of sorts
The AMG GT family then isn’t a family at all. They’re flavours. Spicy, sweet and savoury – you decide which is which, except for the GT R – that’s wasabi! You might like spicy all the time, or just once in a while. You might hate the sweet stuff, or could happily survive on a savoury, day in and day out every minute of your life, so pick a GT that suits your taste. Me, I like chilli chocolate. What’s worth noting, however, is that the GT C is a brilliantly quick car that is also incredibly luxurious. While the GT R is a brilliantly quick car that is not.
How attractive is the Panamericana grille fitted to the Mercedes-AMG GT?
Mercedes-AMG GT Range Price in South Africa (September 2017)
R2 199 000 GT Roadster (350kW/630Nm)
R2 199 000 GT S Coupe (375kW/650Nm)
R2 599 000 GT C Roadster (410kW/680Nm)
R2 689 000 GT R (the Green Hell car – 430kW/700Nm)
R2 864 000 GT C Edition 50 (410kW/680Nm – limited to four in South Africa)
As promised, the Haval product onslaught gains momentum with the freshly launched H6C, a well-priced new competitor in South Africa's busy compact SUV/family car segment.
Haval, the premium SUV brand of GWM (Great Wall Motors), launched its H2 compact crossover in South Africa earlier this year and has been doing brisk business with that value offering ever since. The H2 has also gained widespread recognition as the best Chinese vehicle yet, including from our own test team (view the video review here). Since the introduction of the H2 it has also launched the H1 in South Africa, which is essentially a rebadged version of the GWM M4.
Now, the H6C, based on the underpinnings of the H6, China's top-selling SUV, adds an even more upmarket, stylish offering to the firm's local offering.
Lots of features, modern drivetrain
The H6 C is claimed to mark another step up for Chinese cars in terms of interior design and quality.
The sleek H6C (short for Coupe) again seems to raise the bar for vehicles originating from China. It is powered by a 2.0-litre turbopetrol that develops 140 kW and 310 Nm of torque, from 2 000 to 3 600 rpm. Haval claims it can sprint to 100 kph in 9 seconds. The H6C is offered locally with a choice of either a 6-speed dual-clutch transmission (a first for the brand in SA) or a 6-speed manual. All-wheel drive versions are available on special order.
The H6C is offered in South Africa in 3 trim levels; City, Premium and Luxury. All variants (barring the base City) have 6 airbags, while ESP (stability programme), hill-descent and -ascent control and a reverse camera are standard across all variants.
Given its specification, powertrain and good looks, the Haval H6 C looks like a strong new contender.
Also standard on all derivatives are; dual-zone climate control, electric/folding side mirrors with demister, keyless entry, remote audio controls and auto lights/wipers. All variants (but the entry City model) get an 8-way electrically adjustable driver's seat and (synthetic) leather upholstery. The flagship Luxury has a panoramic sunroof and xenon headlights as standard. The infotainment systems in all derivatives offer full Bluetooth, Aux and USB functionality, with the top-specification Luxury model offering a higher-grade system.
Pricing and Warranty
The Haval H6C, like its smaller sibling the Haval H2 is backed with a 5-year/100 000km warranty, a 5-year/60 000km service plan, and 5-year/unlimited km roadside assistance.
The Volkswagen Golf GTI is one of South Africa’s most popular vehicles but it has become pricey, putting it out of reach of many consumers. However, what if there was something cheaper that could offer a comparable ownership experience, most of the performance, but importantly, consume half the fuel? We present you with the Golf GTD.
We like: Great power delivery, exceptional fit and finish, smooth ride quality, excellent fuel economy
We don’t like: best features are optional, not a cut-and-thrust performance machine
Alternatives:
No compromise: If you don’t want to drive a diesel, consider the petrol-powered Volkswagen Golf GTI priced at R545 800. It’s one of the best compact hot hatchbacks and more powerful than the GTD, with 169 kW/350 Nm developed by its 2.0-litre turbopetrol engine.
For something with more style: Consider the BMW 120d M Sport. It presents a credible threat to the GTD as it arguably offers a more premium badge on the nose, while rear-wheel drive dynamics will entertain driving enthusiasts. It’s priced from R524 100.
A premium proposition with its own flair: Volvo offers a V40 R-Design with a potent diesel motor and a sporty kit. Interestingly its performance runs the GTD very close, but the cabin feels outdated by comparison. The V40 D4 R-Design is priced from R510 100.
The concept of a diesel-powered Volkswagen Golf GTI may be foreign to South African consumers, but in Europe, the car’s hugely popular. In fact, sales of the GTD are higher than that of the petrol GTI and, in some European markets, the GTD outsells the GTI 2 to 1. The recipe is simple. Take the remarkably versatile, composed MQB platform, then insert a potent-yet-frugal diesel engine, retain all the creature comforts plus luxury features from the double Cars.co.za Consumer Awards Premium Hatchback champion and voila: another quick-yet-refined upmarket hot hatchback.
Turbodiesel engines are typically rougher-sounding than their petrol counterparts and have more leisurely responses to throttle inputs (even if torque delivery remains impressive), and it must be said, in the case of the Golf GTD this rings true, to a degree. Start it up first thing in the morning when its metal innards are cold and you might be forgiven for thinking someone had wedged a John Deere tractor engine into the Golf”s engine bay.
However, once the vehicle’s engine and powertrain are warmed up to optimal operating temperature, the engine note settles and the motor spins up deceptively easily for a turbodiesel unit. Thanks to some clever work through the car’s speakers, there’s none of that trademark diesel thrum when accelerating either and instead you get a deep rumble, which is a subtle hint you’re behind the wheel of something, um, “rather brisk”.
The ride quality delivered by the 18-inch Sevilla alloy wheels is firm, yet comfortable enough for the daily commute.
Impressive performance
Usually, the trick with a performance diesel engine is that because it delivers peak torque in a narrow power band (usually between 2 000 rpm and 3 500 rpm), it’s best to keep the engine spinning in that range to extract optimal performance. However, things are a little different with the GTD.
The turbodiesel Golf’s engine is a tad more responsive in that regard; you can feel the turbocharged surge coming earlier than expected and the 2.0-litre mill is quite happy to be pushed hard. Some detractors suggest the GTD is not deserving of the badge due to its relatively low outputs of 130 kW and 350 Nm, and, to be fair, even a (soon-to-be-replaced) Polo GTI boasts higher peak power. However, the GTD has a party trick: launch control. With the GTD in attack mode, it’ll hit 100 kph from 0 in under 8.0 seconds, but it’s the way it launches off the line that is astonishing and satisfying.
The strength of the GTD is its in-gear acceleration. Thanks to a dual-clutch automatic transmission that is smartly calibrated to the engine’s performance characteristics, the turbodiesel Golf almost always operates in the sweet spot of its power unit and the car gets a real move-on with very little fuss. It’ll even spin its wheels in 2nd gear if you try hard enough, so while many say the GTD’s not really a performance car, it tries hard.
Oh, and did we mention fuel efficiency? Volkswagen claims an average fuel consumption figure of 5.0 L/100 km for the GTD, which is a tad unrealistic in our opinion, but we’re happy to speculate that even if you’re driving the newcomer with wanton disrespect for efficiency, you’re most likely never going to see returns of higher than 9.0 L/100 km, whereas the Golf’s turbocharged petrol rivals will all be sitting in the 11s…
Although the GTD lacks outright performance, it does offer sufficient punch and lower fuel consumption is its strength.
No chance of mistaking it for a run-of-the-mill Golf
Although GTI fanboys (and -girls) will argue that version 7.5 of the iconic hot hatchback still holds a slight upper hand in the looks department, there should be no quibble that the GTD offers more than enough kerb presence in its own right. Eye-catching exterior adornments include a sports front bumper with C-signature air-curtains, LED headlamps and daytime running lights (replete with “Light Assist” automatic high-beam control), 18-inch Sevilla alloy wheels, dark-red LED tail lights (with dynamic turn signal) and a twin pipe exhaust system. It all looks tastefully purposeful.
As ever, the GTD’s interior is supremely comfortable, sufficiently spacious, plus it is nothing short of a study in upmarket build quality… the look and feel of the trim finishes, even if they’re a tad conservative, would not be out of place in a more expensive business class vehicle. Over and above the 8-inch Composition Media touchscreen infotainment system, which feels bang up to date in terms of functionality (such as Apple Carplay/Android Auto connectivity), cruise control, dual zone climate control, heated sports front seats and classy white Interior ambient lighting have been availed.
The bad
The infernal options list
Yes, the GTD is smart inside, but for consumers who are expected to fork out more than R500k of their hard-earned Rands, the good stuff is still just out of reach. The digital dashboard (R8 000) is such a desirable feature, but it can only be had in conjunction with satellite navigation (R20 200). The adaptive chassis control will please performance aficionados, but again, that costs an extra R12 700. The plus side of all of this is that you’re likely to be able to walk into a dealership and see a GTD on the floor with some of these features added on already; perhaps there’ll be some haggle room.
Volkswagen Active Info Display… Lovely, but you pay extra for the luxury.
The inevitable comparison
With a chassis that is stiffer and sits lower than your standard Golf, a special electronic slip diff, the steering setup from the GTI and uprated brakes, the Volkswagen GTD goes all-out to deliver driving thrills. There is surfeit handling prowess courtesy of oodles of front-end grip, a well weighted and accurate steering configuration, and, when the Golf is tasked to attack the twisties, admirable, measured body control.
However, in terms of outright excitement, it’s just not as compelling as the GTI. Yes, it’s slightly heavier than its petrol-powered sibling, but that is not the problem: whereas the GTD has given you all its torque by 3 500 rpm, the GTI will keep delivering the same level of peak engine twist up all the way to 4 600 and, more importantly, in cut and thrust driving conditions, the former’s throttle responses feel a bit blunt and dopey by comparison.
Pricing and warranty
The Volkswagen Golf GTD retails for R506 700 (August 2017). It comes with a 5-year/90 000km service plan, 3-year/120 000km warranty and a 12-year anti-corrosion warranty. Service intervals are set at every 15 000 km.
A mountain bike fits nicely into the Volkswagen Golf GTD, but you will have to take the bike’s front wheel off.
Verdict
Does a diesel hot hatchback work? In a way, yes, it definitely does. However, the GTD is not a new concept as there are potent offerings from BMW and Volvo in the forms of the 120d and V40 D4 respectively. The GTD’s cabin and features effortlessly top that of the BMW, the Volvo’s cabin feels outdated by comparison and the Volkswagen’s arguably “better dressed”. The fact that it has launch control further underlines its sporty credentials.
It may not have the outright performance of its petrol-powered brother, but there’s certainly enough off-the-line shove to elbow lesser performance hatches out the way. Once rolling, and with the DSG transmission in its most aggressive setting, the in-gear punch is unrelenting. Don’t expect the same levels of driving fun as in a GTI, but on the other side of the coin, the refinement and relaxing cruising nature of the car is a major highlight.
A well-assembled and well thought out cabin with plenty of luxury features. This is what Volkswagen does best.
Ultimately, the GTD is a jack-of-all-trades, but master of none. It’s refined, offers credible performance and has enough space and practicality to still qualify as a sensible buy. We think mature buyers who may see the GTI as a “too showy” offering may easily take a liking to the GTD. It was a valiant and brave decision to bring it to our market, and while the Golf offers something different, it’s hard to imagine it will sell in large numbers.
Given how the European market has cooled towards diesel engines due to emission concerns, we think the “diesel performance vehicle” is on its way out/plug-in hybrid hot hatches will be the next big thing. Still, we’re happy the GTD’s here. Its few shortcomings are relative to the immense breadth of talent of its GTI sibling, which is high praise in itself. As a standalone ownership proposition, the GTD is very unlikely to disappoint…
It’s hardly likely to dent the GTI sales, but it makes for a more mature drive. We’re fans of the power delivery and refinement, but would look elsewhere for outright driving thrills.
Take a look at how the South African automotive industry performed in August 2017.
According to sales figures released by the National Association of Automobile Manufacturers of South Africa (NAAMSA), aggregate domestic sales of new vehicles registered positive results for the second month in a row with year-on-year growth of 6.7%. New passenger car sales and Light Commercial Vehicle (LCV) sales reflected positive gains while exports retracted during the period with a decline of 12.9%.
WesBank’s Rudolf Mahoney, Head of Brand and Communications commented, “This growth is extremely positive. The shift back to new was expected and inevitable, especially with a dwindling supply of quality used vehicles. Meanwhile, new vehicle price inflation is slowing down. It is evident that manufacturers and dealers have come to realise that right now it’s a value-for-money play, and are offering highly attractive incentives to attract customers into the new car market.”
New Car Sales Summary – August 2017
Aggregate new car sales of 49 222 up by 6.7% (+3 091 units) compared with August 2016.
New passenger car sales of 32 161 up by 5.4% (+1 654 units) compared with August 2016
LCV sales of 14 834 up by 10.8% (+1 448 units) compared with August 2016.
Export sales of 29 927 down by 12.9% (-4 431 units) compared with August 2016
Volkswagen – 7 299 units with market share of 14.9%
Ford – 6 482 units with market share of 13.2%
Nissan – 5 050 units with market share of 10.3%
Hyundai – 3 062 units with market share of 6.2%
New car sales outlook
Factors contributing to improvements in the new vehicle market include reduced new vehicle pricing pressure, lower inflationary trends and lower interest rates as of July 2017. Attractive sales incentives have also supported the demand for new vehicles.
Rudolf Mahoney said, “Interest rates are also lower, which has had a significant positive impact on consumer sentiment and willingness to apply for credit. Further rate cuts are anticipated for September and this will stimulate the market for the remainder of 2017.
“Buyers should just be very cognisant of their deal structures and how a vehicle purchase today will affect their finances four or five years down the line. They should buy smart, choose the deal that’s right for them, and plan ahead to ensure their budgets can absorb any changes in monthly affordability.”
NAAMSA predicts an overall improvement of between 1.0% and 1.5% for 2017 based on domestic sales over the last 2 months. Global economic growth remained positive which will support vehicle exports in the medium term.
Nissan Navara vs Ford Ranger (2017) Comparative Review Video Part 1
We put the new Nissan Navara to the test against the new Ford Ranger FX-4! Watch the video to see how these double-cab bakkies fare in Part 1 of our test.
The bakkie market is truly thriving in South Africa and motorists have never had so much choice. The Ranger FX-4 is a new edition to the leisure bakkie market and South Africans had to wait a good while for the new Nissan Navara to arrive in local showrooms, but it is finally here and Nissan is confident that this is the bakkie to set new standards in the segment.
In part 1 of this head-to-head test, we review the on-road comfort of the Navara and Ranger FX4 and take a detailed look at the interiors.
We also properly test their load capacity with the help of our friends at the Backsberg wine farm. It involves a forklift…
We couldn't have made this video without the generous help of the people at the beautiful Backsberg Estate. With a top-notch restaurant, wine tasting and cellar store on the property, the winery is leading the way in terms of modern farming practices – it was the first carbon neutral wine farm in South Africa. Visit them at www.backsberg.co.za
Mercedes-Benz has released a new teaser image and a video of its EQ A concept, ahead of its official reveal at the 2017 Frankfurt Motor Show.
Mercedes-Benz is embarking on a full electric campaign for the future and the EQ Concept previews this future. Mercedes-Benz confirmed that EQ will be a brand, but exact details have yet to be revealed.
What we do know is that Mercedes-Benz is planning an assault on the electric car market and it's easy to see why, as products from BMW and Tesla have captured a portion of the market. Naturally, Mercedes-Benz will want a slice of that pie and the EQ brand is set to take its rivals head-on. Rumours suggest a production version of the EQ A will be potentially hitting the streets in 2019 and will feature a single electric motor driving the front wheels.
There will be a few EQ models on the cards, with EQ A being a hatchback and EQ C being an SUV. Mercedes-Benz has, in the past, claimed that it will be launching 10 new electric vehicles before 2025. Watch this space as Mercedes-Benz makes a big move into the electric car market.
Renault Alaskan Launches in Europe, Coming to SA in 2018
After launching the Alaskan double-cab bakkie in Latin America, Renault has now set its sights on the European market where it hopes to capitalise on growing demand. Renault plans to introduce the Alaskan double cab bakkie to South Africa in 2018.
Renault is launching its Navara-based bakkie in Europe and the model is expected for South African introduction next year. When it arrives, the Alaskan will take on a host of leisure double cab products such as the Toyota Hilux, Ford Ranger, Nissan Navara, Volkswagen Amarok and forthcoming Mercedes-Benz X-Class, to name a few.
The Alaskan will have much to prove in a segment filled with established products.
The Alaskan uses the same platform as the Navara and Merc X-Class, so Renault has a good foundation to work from. How it plans to position the Alaskan among the above competitors will be of paramount importance. The 5-link rear suspension setup lends itself towards comfort, so we expect it to be more of a leisure or lifestyle bakkie than a workhorse.
The Alaskan is powered by a 2.3-litre diesel engine offering either a single turbocharger with 120 kW or a twin-turbo with 140 kW. A small turbo will provide strong torque at low revs and a larger turbo provides more power at higher revs. Renault claims a fuel consumption figure of 6.3 L/100 km. A 6-speed manual or 7-speed automatic transmission will be offered.
A choice of 3 driving modes will be at the driver's disposal including 2WD, 4H and 4LO, depending on the terrain. The Alaskan is equipped with an electronic limited-slip differential, self-locking rear differential (manually engaged), hill start assist and hill descent control.
Based on the Nissan Navara, the Renault Alaskan inherits some strong offroad genes.
Key safety features include ABS with EBD, brake assist, electronic stability program, traction control and a total of 7 airbags as standard.
Interior features include a 7-inch touchscreen infotainment system with navigation, 360-degree camera and Bluetooth functionality. A 5-inch TFT 3D colour display is also fitted, giving the driver vital information such as fuel economy, navigation instructions, driver aid settings, compass, USB device controls and so forth. The Alaskan is fitted with NASA-inspired zero gravity seats with heating function while the driver's seat is 8-way electrically operated. Leather upholstery will be offered on specific derivatives along with automatic dual-zone climate control with independent air conditioning for front and rear passengers.
A number of storage solutions will be available to passengers, including storage bins underneath the rear seats. Local specification, however, may differ from what is offered in Europe and specification will be confirmed closer to the Alaskan's arrival in 2018.
The Alaskan will be offered with a range of comfort and convenience features including a 7-inch touchscreen infotainment system.
We will be driving the new Renault Alaskan in Europe in the near future, so stay tuned to our social channels (Facebook, Twitter and Instagram) for more details.
It's been a long time coming, but the new Mitsubishi Pajero Sport has finally arrived in South Africa! Take a look at specification and pricing for the new Pajero Sport.
Mitsubishi welcomes its next generation Pajero Sport 7-seat SUV to the South African market and it will go up against formidable rivals such as the popular Toyota Fortuner and Ford Everest.
Nic Campbell, General Manager at Mitsubishi Motors South Africa says, "Under the new design concept, labelled 'Dynamic Cruising Off-Roader', Mitsubishi engineers have combined the best of both worlds with the all-new Pajero Sport – an accomplished four-wheel drive sport utility one can confidently show off to the world. If it's value for money you crave, you'd be hard pressed to look beyond the keenly priced and well-equipped Pajero Sport 4WD derivative. We are confident that the all-new Pajero Sport will fit in nicely with our existing product line-up and customer base, while luring new lifestyle customers with its sophisticated car-like driving dynamics, luxurious comfort and elegant style as well as its admirable off-road reputation."
Engine power
The new Mitsubishi Pajero sport arrives in SA to take on the Toyota Fortuner and Ford Everest.
Powering the Pajero Sport is a new-generation, 4-cylinder 2.4-litre turbodiesel engine producing 133 kW at 3 500 rpm and 430 Nm of torque at 2 500 rpm.
An all-new 8-speed automatic transmission is standard and Mitsubishi claims that the setup contributes to up to 17% improvement in fuel consumption with CO2 emissions under 200 g/km. The new Pajero Sport is offered in high-specification 4×2 and 4×4 guise and the former is claimed to consume 8.0 L/100km while the latter carries a claimed consumption figure of 8.1 L/100km. The transmission also offers a Sport Mode with manual shifting and shift paddles behind the steering wheel for added convenience.
The Pajero Sport is fitted with the latest-generation Super-Select 4WD-II four-wheel drive system which includes Off-road Mode and Hill Descent Control, making it a capable adventure vehicle too. Driving modes available to the driver include Gravel, Mud/Snow and Sand or Rock to optimise traction in various terrains and the 4-wheel drive system is also coupled with a lockable rear differential.
Standard safety features include 6 airbags, ABS with EBD, brake assist, active stability control with traction control and a brake override system.
Pajero Sport Design
The Pajero Sport is offered in either 4×2 or 4×4 guise and comes packed with a host of standard features.
The most striking design element is surely the front-end, which features a new 'Dynamic Shield' incorporating chrome trim. The new model also features slim headlights as well as LED Daytime Running Lights with the fog lights set low on the front bumper. At the rear, vertical tail lights stretch all the way down to the rear bumper. It's an interesting take on a rear design and we'll have to see how the South African market takes to it.
The interior draws inspiration from the Triton, on which it's based, and features a 'high console proportion' dashboard with elements in silver-finish throughout. The soft leather seats have been upgraded too, adding more luxury to the vehicle.
The driver's seat is electrically adjustable and the second row of seats are split in a 60:40 configuration and recline, slide or tumble, depending on your needs. A centre armrest with cup holders and air vents all the way to the rear give passengers added comfort. The third row of seats can fold flat into the floor to minimise intrusion in the load bay.
The seats can be folded and tumbled in various configurations to suit your loading requirements.
The multifunction steering wheel is adjustable for rake and reach while rear park distance control with a rear-view camera makes reversing safer. Other standard features include dual automatic air conditioning with rear temperature controls, electronic parking brake, cruise control and a Bluetooth-capable infotainment system with voice control.
"Something that adds huge value to the new Pajero Sport is the fact that many additional features come as standard as opposed to most of its competitors where it attracts an extra cost, making our new SUV even more attractive," adds Campbell.
Mitsubishi says ride comfort and NVH levels have improved too with enhancements to the suspension and body mounts. Ride quality is provided by double wishbone coil springs with a stabilizer bar in the front and multi-link suspension with stabilizer bar in the back.
Volvo V90 Cross Country D5 AWD Inscription (2017) Quick Review
Possibly as expected, the Volvo V90 Cross Country has not set sales charts alight. In a market where buyers prefer SUVs, including Volvo's own highly acclaimed XC90, a high-riding station wagon was always going to be an eclectic choice. Nevertheless, it remains one of the underestimated gems on the market, especially so in D5 form…
We like: Practicality, understated prestige, superb cabin, exclusivity, safety
We don’t like: Overly firm low-speed ride, pricey
Alternatives:
A road-biased premium SUV: Jaguar's entry into the SUV market has not only been highly successful (the F-PACE is the reigning World Car of the Year), but it has been achieved while retaining a distinct Jaguar character. As such, the F-PACE is one of the more dynamic SUVs, yet doesn't mind getting its boots dirty. At this price level you can have the F-PACE 20d R-Sport, which looks the part and is similarly equipped as standard, but lacks the Volvo's grunt and load space.
A smaller, but prestigious German: The Mercedes-Benz GLC is one of our favourite offerings from the stable of the 3-pointed star and marries all that remains class-leading of the C-Class with greater versatility, stylish looks and a modicum of off-road ability. No wonder the GLC is such a strong seller! At this price level you can get the 350d 4Matic Exclusive which out punches the Volvo in performance terms, but lacks the Swede's boot space and a few other features.
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Market oddball
Excellent ground clearance, all-wheel drive and SUV cladding add to the V90 Cross Country's presence and ability.
With fewer than a dozen V90s having found new homes in the first half of this year, Volvo's handsome new premium, all-wheel drive station wagon is clearly not for everyone. That said, it was never meant to be. What we have here is an entirely practical, eminently stylish and thoroughly up-to-date product that can fulfill a staggeringly wide variety of roles. Let's see how it shapes up in D5 turbodiesel form, which is likely to be the "top-seller" in the lineup.
The Good
Classy looks, inside and out
Premium finishes, elegant design and high-tech features are characteristics of all modern Volvos.
Station wagons are often described as "fuddy-duddy", but this V90 Cross Country garnered plenty of praise for its looks as well as plenty of stares in traffic. It's a big car, rides high and looks particularly handsome when fitted with these big 20-inch wheels (R12 750). All the SUV-inspired addenda has been tastefully applied and the result is a car that would equally look the part on a dirt road to a far-off adventure, on the school run, or dropping guests at a luxury, exclusive event.
Inside, we can think of few cars at this price level that can match the V90 Cross Country's combination of modern technology, build quality and overall design. The attention to detail is simply staggering with authentic materials being used for all the touch points, including the knurled starter switch and drive mode selector. The perforated Nappa leather (R11 000) feels of a superior quality, too, and in this test unit extended to the fascia (R15 500).
Pride of place goes to the digital displays, particularly the large 9-inch Sensus Connect infotainment system with its tablet-like functionality. It remains a talking point for anyone travelling in the vehicle, and while it takes a while to get used to it, it certainly contributes to the theme of cutting edge technology married with traditional materials that make modern Volvos so desirable.
Spaciousness and Practicality
The boot is large and with the rear seats folded flat, total utility space is very impressive.
Riding on a long wheelbase (2 941 mm) the V90 Cross Country offers plenty space, even for 5 passengers. Rear legroom is unlikely to ever be a concern, and with 5 adults in the cabin, comfort levels are high. Rear ventilation outlets are fitted, too. Boot space is generous, with Volvo claiming a volume of 560 litres as a minimum (loaded to the tonneau cover). This can be expanded by folding the rear seats to a commodious 1 526 litres, which compares very favourably with large premium SUVs. Power folding rear seats are optional and are very handy as they allow the rear seats to be folded without any fumbling or stretching into the loadbay.
A large rear fold-out armrest with sliding drinks holders and extra storage is provided at the rear.
In the V90's case, however, we must also highlight the actual shape of the load area – the rear seats fold completely flat and the shape of the load area is relatively free of intrusions, so very large box-shaped items can easily be accommodated. A powered tailgate is an optional extra, as is an automated luggage bay cover (R2 000).
With its latest products, Volvo has upped its technology game significantly, even in aspects beyond the brand's traditional strengths in the various safety departments. As illustrated in the Instagram video above, it is worth highlighting some of the safety features again, however, as they do contribute significantly to the overall appeal (and cost) of the vehicle.
Adaptive Cruise control with Pilot Assist, which can facilitate autonymous driving at speeds of up to 130 kph in certain conditions, is standard fitment. By the way, the V90 Cross Country was recently announced as one of the 3 safest cars ever tested by EuroNCAP, with the other 2 being from Volvo as well and sibling vehicles based on the same architecture (XC90 and S90). Impressive stuff…
Also standard is City Safety (with automaking braking when required) which incorporates a host of features, including pedestrian, cyclist and large animal detection as well as auto-braking at intersections (when turning into the direction of oncoming vehicles) etc. View the video (on the new XC60) below to see all its functions in action.
An underrated feature remains Cross Traffic Alert, which warns when vehicles approach the rear of the vehicle from a position where they are hard to see from the driver's seat (such as reversing out of a parking spot). This option was fitted to our test unit and in one situation, certainly assisted in avoiding a pricey accident.
With regards to infotainment, the aforementioned Sensus system is comprehensive and includes navigation as standard. Based on the functionality of a modern smart device, the system is simple to use once it has become familiar to the operator. Pinch, zoom, slide, select… all these actions will be familiar to most modern consumers and in the case of the V90 Cross Country, allows you to access or control pretty much everything in the car, including the climate control (4-zone as an option in this test unit).
A 10-speaker sound system is standard but our test unit also featured a 19-speaker Bowers & Wilkins premium sound system that costs R39 500 and which delivers magificent sound quality. The infotainment system also offers Voice Control as standard and Apple CarPlay and Android Auto (not available in SA yet, Aug 2017) are offered through the optional Smartphone integration package (R4 000).
Powerful and Efficient
The Cross Country's off-road mode adjusts throttle and gearbox mapping to better suit likely challenges off the beaten track.
The V90, like all new-generation Volvos, is powered by a relatively small capacity 2.0-litre turbocharged engine, in this instance a diesel. It is likely to be the most popular choice in the lineup and develops impressive outputs of 173 kW and 480 Nm of torque. Consequently, the large V90 never feels like it's struggling for performance, and is claimed to be able to sprint to 100 kph in 7.5 seconds and to reach a top speed of 230 kph. In comparison with the turbopetrol engine on offer from Volvo, we found this diesel to be significantly less laggy at the bottom end of the rev range, so the V90 feels responsive even when pottering around. The 8-speed 'box is well-matched to the engine, too, and generally finds the correct gear without fuss or delay.
Another area where the diesel convincingly defeats its petrol sibling is in terms of fuel economy. Volvo claims a combined cycle consumption figure of 5.3 L/100 km, which we obviously couldn't match, but the achieved 7.0 L//100 km was nevertheless impressive for such a large vehicle. With a full 60 litre fuel tank, you should be able to travel up to around 1 000 km between fill-ups, further enhancing the V90's touring appeal. Due to what we presume is exemplary cabin insulation, the diesel engine is remarkably muted throughout.
The (not so) Good
Firm low-speed ride
Low-profile 245/45 tyres on large 20-inch alloy wheels may contribute to an overly firm low-speed ride.
Our previous review of the T6 (read it here) highlighted surprising ability off the beaten track. The 210mm of ground clearance actually rivals many SUVs and the air suspension with active chassis (fitted as part of the R75 000 Adventure Pack) copes well with rough gravel surfaces and also allows for greater wheel articulation compared with the standard set-up which uses the integral axle/transverse composite leaf spring set-up of the XC90 at the rear. By selecting the Off-Road drive mode, the ride characteristics are further enhanced to better suit off-roading conditions. So, in terms of offering the type of varying road-surface versatility that the Cross Country name promises, this V90 certainly delivers.
Furthermore, while always on the firm side, the V90 Cross Country is a quiet, comfortable cruiser that makes touring particularly pleasant. We only found the damping at low speeds to be too firm, which means that on really poor surfaces and over speed bumps and the like, the V90 CC can come across as "thumpy".
Pricing and Warranty
As standard the Volvo V90 Cross Country D5 AWD Inscription sells for R880 466, but our test unit was equipped with a number of optional extras, pushing the price to R1 063 785. A noteworthy addition is the Adventure Pack (R75 000) which comprises a number of items such as heated seats, panoramic sunroof, powered tailgate, power-folding rear seats and air suspension with active chassis among many more. The striking 20-inch wheels cost a reasonable R12 750 while the banging 19-speaker Bowers & Wilkins premium sound system adds R39 500. The standard warranty is for 5-years/100 000 km and the V90 also comes with a full maintenance plan of 5-years/100 000 km.
Verdict
Handsome, luxurious, practical and… eccentric? Can the V90 CC help make station wagons cool again?
As likeable as the V90 Cross Country is, it will remain an odd-ball (and slow seller) in the local market. As it stands it has no direct rivals, but could appeal to someone who would otherwise buy an SUV, but is looking for something less run-of-the-mill, but without sacrificing any functionality. It is also worth noting that even with its high ground clearance and off-road optimised suspension, the V90 Cross Country still feels more like a traditional car on the road, which in some regards is a major benefit. Does it offer the widest spread of talents at the price point? We think it's certainly in the running…
So, ironically, in a world that slavishly follows the SUV market trend, Volvo's slick new spin on the station wagon formula could be seen as avant-garde and borderline eccentric. For whatever reason it is ultimately purchased, practical or emotional, those buyers are settling into a very desirable, excellent car.
