3 Reasons Why Mitsubishi Pajero Sport is #CarsAwards Finalist
What makes the Mitsubishi Pajero Sport 2.4 D4 4×4 a formidable contender in the Adventure SUV category of the 2017/18 Cars.co.za Consumer Awards – powered by WesBank? We investigate…
The new Mitsubishi Pajero Sport just made the cut-off date for #CarsAwards and it promises a value-for-money seven-seat off-road solution. Mitsubishi SA crams features and comfort into its products and the new Pajero Sport also brings serious off-road capability to this competitive segment. Is it enough to mount a challenge in this category?
3 Reasons Why Mitsubishi Pajero Sport is #CarsAwards Finalist
1. Refined performance
Mitsubishi has taken its new 2.4-litre diesel motor out of the Triton double-cab bakkie and plonked it inside the Pajero Sport. Power is rated at 133 kW and 430 Nm, and the vehicle is claimed to consume just 8.1 L/100 km. This engine is quiet and refined, and represents a marked improvement over the previous Pajero Sport. Furthermore, a new 8-speed automatic transmission is fitted too.
2. Explore in Comfort
Substantial work has been done on the Pajero Sport to ensure that its comfortable. Ride comfort and NVH levels have improved with enhancements to the suspension and body mounts.
Comfort features such as the multifunction steering wheel (adjustable for rake and reach), and rear park distance control with rear-view camera make life easier. 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.
3. Go-anywhere ability
The Pajero name brings legendary off-road ability to the table and this Pajero Sport is no different. It’s very capable and it features Super-Select 4WD-II four-wheel drive system which includes Off-road Mode and Hill Descent Control. There are also driving modes for gravel, mud/snow and rocky terrain, while a lockable rear differential will help extract the vehicle out of tight spots. Buyers will find the ground clearance of 215 mm particularly useful in the rough.
Watch #CarsAwards judge, Juliet McGuire review the new Mitsubishi Pajero Sport in the video below!
Have Your Say: Complete our survey!
Do you own a Pajero Sport? 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.
What are the Pajero Sport's rivals in #CarsAwards?
Our spy photographers have captured images of the next-generation Range Rover Evoque undergoing testing in the UK. Take a look at what the images reveal…
Picture credit: S. Baldauf/SB-Medien
The Evoque luxury SUV has been a huge sales success for Land Rover and nearly 10 000 units have found homes in South Africa since its launch back in 2011. Land Rover, however, is currently developing a new second-generation Evoque that will be based on an evolved version the current model’s D8 platform.
The Evoque, which represents the entry point into the Range Rover lineup, is expected to grow slightly in size which should result in increased cabin space and improved passenger comfort. Also, the new Evoque will probably inherit some styling cues from the recently-introduced Range Rover Velar, which should enhance the visual appeal of the Evoque even further.
Buyers will have a choice of front- and all-wheel drive derivatives and although there’s no word on what engines will be offered, we suspect carry-over from the current generation. There is, however, whispers of a mild hybrid powertrain being introduced as well as a plug-in hybrid version.
The new Evoque is expected to make its debut at the 2018 Paris Motor Show. We will keep you updated as more details emerge.
3 Reasons Why Toyota Fortuner is #CarsAwards Finalist
What makes the Toyota Fortuner 2.8 GD-6 4×4 Automatic a formidable contender in the Adventure SUV category of the 2017/18 Cars.co.za Consumer Awards – powered by WesBank? We investigate…
The Toyota Fortuner is one of the South Africa’s favourite vehicles. The new model continues its predecessor’s winning recipe of ruggedness and versatility, but adds a generous helping of sophistication, style, refinement and technology to the mix. Can the Fortuner go all the way to win this category?
3 Reasons Why Toyota Fortuner is #CarsAwards Finalist
1. Powerful and refined
This flagship Fortuner is powered the marque’s brand new 2.8-litre turbodiesel engine that develops 130 kW and 450 Nm of torque in this (6-speed automatic) application. It’s a very refined unit that doesn’t mind revving hard, and delivers its strong power in a sustained and fuss-free manner.
Toyota claims a rather conservative consumption figure of 8.5 L/100 km for this model. We say “conservative” because the Fortuner’s real-world economy is quite impressive, and not as far removed from the quoted figure as some other rivals. You should be able to achieve a range of around 900 km on a 80 L tank of diesel.
2. Practically spacious
The Fortuner is versatile and the seating can be altered depending on your requirements. Toyota claims that second- and third-row occupants have more space in the new model, and in reality this seems to indeed be the case. The second-row seating features a 60/40 split and features a slide function as well as reclining backrests. Third-row seating is split in half 50/50 and features a recline function. Both of the rows can be stowed with just one touch.
3. Comfortable and capable
The Fortuner is well-sorted in terms of comfort and Toyota’s focus on refinement has certainly paid off. The bodyshell appears to be well insulated against road, tyre and other noises, so the cabin is a very quiet place. The ride, too, has improved markedly, though it retains some of the trademark stiffness of its predecessor, which arguably, contributes to the edge it has in off-road conditions.
The first-generation Fortuner offered legendary off-road ability, and its successor leads from the front again. It offers excellent ground clearance and approach/departure angles, as well as a rear differential lock. Coupled with the responsive automatic transmission and good torque characteristics, the Fortuner hardly breaks a sweat, even in comparatively tricky off-road situations.
Watch our video review of the Toyota Fortuner 2.8 GD-6 4×4 Automatic below!
Have Your Say: Complete our survey!
Do you own a Fortuner? 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.
Fiat's budget-oriented compact hatchback, the Panda, has re-entered the South African market, now powered by a plucky 2-cylinder turbopetrol engine. Does the revitalised Italian still have what it takes to be a force in this price-sensitive segment of the market?
We like: Charming, fun to drive, excellent driving position
We don’t like: Thirstier than expected, noisy
Alternatives
The #CarsAwards finalist: The Suzuki Ignis is a funky little city car which has impressed us with its fun factor and many features. It's ten grand cheaper than the Fiat and feels better finished. Thanks to some clever packaging, the cabin is more spacious than you might expect.
Go French: Renault Sandero Stepway offers a lot of space and features for the exact same amount of money as the Fiat. The engine is also small, but the extra cylinder makes it more refined.
Also worth a look: TheVolkswagen Cross Up! brings that famous German build quality to the table and the refinement is right up there with the very best. The naturally-aspirated engine could do with a bit more shove though.
Not much has changed to the exterior execution of the revitalised Fiat Panda; we feel it needs a bright finish to look its best.
What is it?
Having undergone a facelift, the underrated Fiat Panda has returned to the South African new vehicle market. All derivatives in the range, which includes fun-to-drive 4×4 versions, are powered by the 0.9-litre Twin Air engine. The goalposts in this fiercely contested segment have moved on significantly during the Fiat's year-long hiatus, but the Panda's cute looks and fun-to-drive attitude are ever-endearing and, in terms of dimensions, the Fiat Panda hits a clever sweet spot. It's compact enough to be classified as a small car, yet big enough inside to comfortably seat 2 adults up front and 2 children at the rear. It was cleverly priced, but 2017's volatile ZAR exchange rate has meant that the Fiat's price has nudged up.
The Good
The perky engine
We scoffed at the idea that a 2-cylinder engine could offer enough to move the Panda around at a credible pace, and boy, were we wrong. In this application, the Panda produces 63 kW and 145 Nm, which may not sound like much, but when you consider the low kerb weight of around 975 kg, the Fiat has a respectable power-to-weight ratio for a vehicle in this class. A 0-100 kph time of 11 seconds sounds acceptable and the car feels spritely enough to achieve that. However, there is a downside to this engine, which you can read about a bit later.
These stylish alloy wheels shod with reasonably chunky rubber deliver a fairly comfortable ride quality.
User-friendliness
The Panda's quick steering and agility in the confines of a city are greatly appreciated and the Panda feels like it can turn on a R5 coin. The City functionality lightens the steering up so much so that it feels as if you can turn using one finger, which means that tight parking maneuvres pose no problems. We are also fond of the driving position as you sit quite high up, as opposed to a conventional lower-down hatchback position. The transmission is a 5-speed manual unit and shifts are effortless; each ratio slots in with ease. We loved the cell phone cradle (replete with adjacent USB charging port) located on the dashboard. Who needs a built-in and costly in-car GPS when modern smartphone apps are just as effective?
This little gadget is a godsend if you're travelling in an area that you're not familiar with; you can charge your device from here too.
Safety features
It's a rarity in this segment to find a car with stability control, but the Panda comes standard with it as well as ABS and EBD (with integrated hill hold function) and front- and side airbags. A tyre pressure monitor is also standard across the range and all (but the Easy) have front and rear parking sensors.
The Not-so-good
Not as frugal as expected
We love the rorty Twin Air motor, but Fiat's economy claim for this derivative is too ambitious. Despite some carefully measured and frugal driving, we couldn't get the consumption readout to dip below 6.0 L/100 km. It was frustrating, but, given the compelling 'hit-me-with-your-best-shot' character of the turbocharged 2-pot engine, not entirely surprising.
The motor also emits strange resonances that vary depending on which part of the rev-band it operates. At low revs, the powerplant hesitates and sounds like a diesel, until you breach the 3 000 rpm mark, where it gains a purposeful tone and builds a head of steam. Go past 4 500 rpm, however and the engine will suddenly feel strained.
From the tinny sound the doors emit when they're closed, to the rough finish of the fascia trim, the Panda feels very basic.
Less-than-class-leading build quality
Be it as a consequence of the Panda being in the twilight of its product cycle (its overall design is, therefore, somewhat dated), or just extensive cost-saving measures, the quality of the Fiat's cabin materials and general fit and finish of the interior panels are marginal. In the Panda's defence, the leather-trimmed multifunction steering wheel, automatic air-conditioner, Bluetooth-equipped audio system (with auxiliary and USB inputs) all add to a luxurious specification, but the ultimate execution of the interior is a bit of a let-down. The black plastics feel a trifle cheap to the touch (the fascia trim has a rough finish to its edge, for example), the switchgear feels lightweight and the seat fabric screams to be clad in protective covers…
Price and warranty
The Fiat Panda range starts from R184 900, with this Lounge model featuring more standard features, coming in at R199 900. Fiat's new Panda range comes with a 3-year/100 000 km warranty and 3-year/100 000 service plan.
Verdict
Not much has changed when it comes to the Fiat Panda. The Twin Air engine is an interesting proposition; it'll take some time to get used to
The Fiat Panda has always been a heart-over-head purchasing proposition and this latest incarnation of the Italian city-car proves no exception. It's brilliant in the confines of a city, where it scampers through traffic and is a joy to park. However, the engine's disappointing fuel economy and top-end coarseness and the cheap-and-cheerful interior are drawbacks. Overall it is a charming little car brimming with personality. There are some fun touches, like the door panels which are covered with tiny letters, all spelling out the word: "Panda".
However, it's difficult to recommend the (admittedly well-specced) Panda over the cheaper and cleverly packaged Suzuki Ignis, or the spacious Renault Sandero Stepway. Those who do take the plunge will be rewarded with an easy-to-use city slicker that's backed up by a strong warranty and service plan. Sadly, it might be too little, too late for Fiat's plucky hatchback.
Nissan’s flagship 4×4 has finally arrived in South Africa! The Patrol is emboldened by a 66-year lineage, but with an equally intimidating sticker price.
I'm going to skip ahead to the outrageous bit for the sake of some much-needed context. R1 299 000. That's what Nissan's flagship will cost you and I agree, that's a hell of a lot of money for a Japanese SUV. To be honest, it's a hell of a lot of Japanese SUV too, but then it's been just that for the last 7 years since it was rolled out in this guise internationally. Rolled out, and over anything in its way. Just the same as the Nissan Patrol claws its way out of treacherous terrain, I'm going to try to claw back some merit for this pricey 4×4.
Indomitable legacy
The burly Nissan Patrol offers proven offroad capability and it coped well in tough terrain on launch.
The Nissan Patrol has quite the legacy, a senior samurai with a lineage spanning 6 models and 66 years. This one is a proper force of nature. Braced with 298 kW and 560 Nm from a burly traditional, naturally-aspirated V8 measuring 5.6-litres in capacity. Top speed is a respectable 210 kph but one imagines the Patrol could achieve this through treacle if required, left to its own devices – with lethargic shifts of its 7-speed automatic specifically.
If that engine is its muscle, the sinew wired to its limbs must be the All Mode 4x4i with the full array of drivetrain modes (4H, 4L as well as diff-lock and limited slip differential) that enable its tenacity. There’s no fancy air suspension here, instead, HBMC (Hydraulic Body Motion Control) does the job of flattening any surface into a creamy soufflé.
For its neural network, Nissan has employed its full Intelligent Mobility Suite of electronic aids and enhancers. I refer to blind spot warnings and preventive measures, lane departure warnings with intervention, intelligent cruise control and with this a raft of safety tech as well. Things like Intelligent Driver Awareness, 360-degree Around View Monitor (using all 5 cameras) plus the usual acronyms such as ABS, EBD and BAS (brake assist) and lest we forget, ye olde seat belts.
Armed with the aforementioned attributes, we aimed our Nissan Patrol north towards De Wildt Game Park and its 4×4 proving grounds for some extracurricular activities, but not before taking in the Patrol’s on-asphalt behavioural traits.
The Patrol comes with a hefty price tag, but justifies it with its sheer size and no-frills packaging.
It feels as big as it is, a lumbering juggernaut with an uncharacteristically raspy soundtrack that handles precisely the way you’d imagine. That is, with some consideration from the driver. Comfort? Ask several of my passengers on the day who managed a good power nap or two during my several hundred kilometres at the wheel.
Yes, that 140-litre fuel tank might sound impressive now, but it’s filled with quick-burning petroleum which I incinerated at a rate of 16.0 L/100km. But then we pulled into the game park’s gravel road infrastructure and the Patrol began to make much more sense.
There’s a reason the United Arab Emirates love it. Yes, typically it is at home launching off towering dunes and at play in vast deserts, but there’d be none of that here on rather craggy gravel, pockmarked and loosened by the rain. Also, petrol is cheaper there. Way cheaper.
The Patrol, with its 272 mm of ground clearance (approach angle of 34.3 degrees, break-over of 24.4 degrees and departure of 26.2 degrees) advanced effortlessly. It descended and ascended absolutely everything with little more than a thumbing of the diff-lock selector on the rare occasion. I’m sorry. I have nothing to report. If you ever need to travel to the Gates of Mordor in supreme comfort, get a Nissan Patrol.
Luxury Vs Utility
If you're in the market for a luxury off-roader, then I'll admit you're spoilt for choice at this price point. Teutonic and British badges adorn countless full-size SUVs, luxury vehicles with varying degrees of off-road capability. But if you don't want a flashy BMW X5 or a Range Rover, and prefer something with the aerodynamic qualities of a concrete block with marginally more understated aesthetics, then there is really only one rival – the Toyota Land Cruiser.
An 8-inch touchscreen with Satnav is fitted, as well as 2 screens for rear passenger entertainment.
Align your expectations accordingly and you’ll better appreciate the Patrol for its brand of luxury, being wholly based on its utilitarian origins. There’s no flash. No rising gear knobs, no twirly in the sky augmented controls, but there is an 8-inch touchscreen with 2 more screens for the middle row.
It’s a 7 seater with a third row that can fit whole human beings, a Bose speaker system to entertain them, Satnav with 3D mapping and a powered tailgate. It also has a refrigerator between the front pews and sheer acreage of living space there and everywhere else. It also has a full-sized spare wheel, a 6-year / 150 000km warranty with roadside assistance and can tow 3.5 tons merrily. Does that add up to R1.3 million? Only you can decide.
The sum of its parts
The Patrol is Nissan's Godzilla of SUVs…
If you’re still making up your mind as to whether or not the Nissan Patrol is worth your money, just stop. The first lot is almost certainly already spoken for, snapped up by long-standing enthusiasts that enjoy its no-frills aesthetic and it’s proven go-anywhere ruggedness.
Nissan representatives themselves admit that this is not meant to be a volume seller, but rather to represent the upper echelon and indeed the uppermost rank in their SUV lineup.
As for everyone else, you’ll have to ‘make do’ with premium machinery such as the new Land Rover Discovery HSE and BMW X5 and I suspect you’ll be perfectly happy in doing so too. The Nissan Patrol then, for when your love of V8 noises and tearing up twisted terra firma collide with a need for absolute comfort and a penchant for Japanese monsters. And you thought their other flagship deserved the name Godzilla?
Quick stats
Nissan Patrol 5.6l V8 LE Premium AT 4x4i
Price: R1 299 000
Power/Torque: 298 kW / 560 Nm
Fuel consumption: 14.4 L/100km
Top speed: 210 kph
Warranty: 6-year or 150 000 km warranty
Service Plan: 3-year / 90 000 km service plan (with intervals of 15 000 km)
Volkswagen Polo GTI (2018) International Launch Review
Earlier this year, a high-ranking Volkswagen executive claimed the new Polo GTI would be "better to drive than a Golf GTI". We sent our international correspondent Nick Cackett to see if the Polo GTI (due in South Africa in Q2 2018) sets a new benchmark for small hot hatches.
We didn't get on all that well with the previous Volkswagen Polo GTI. It was worthy enough in a modest kind of way, but whereas its rivals made a punching bag of your adrenal gland, the Polo merely prodded at your reasoning, forever reminding you how economical and easy to live with it was.
It's not shouty about being a GTI in the looks department, but there appears to be more drive lurking beneath the surface than before.
At the heart of its rationale was the GTI's predecessor's powertrain, a tedious combination of a DSG (dual-clutch automatic transmission) and a twin-charged 1.4-litre TSI that was its biggest fault, it being about as brawny and thrilling to tussle with as a tired budgie (the 1.8-litre turbocharged unit introduced with the facelift was better – ed). Consequently, the best thing about the new version is its wholesale replacement. You can still have a DSG as an option, but we urge you not to. Stick with the standard 6-speed manual, which is what we drive here.
Are the new bits any good?
Attached to the new ’box is an all-new turbocharged 4-cylinder petrol engine. Better still, the 2.0-litre unit is a variant of the EA888 engine lineup, which features in other performance Volkswagen models (it fills out the engine bay of the Mk6 Golf R, for example). In Polo GTI guise it cranks out 147 kW from 4 000 rpm, and 320 Nm of torque from just 1 500 rpm.
Bucking the trend – VW has upsized the engine from a 1.4-turbopetrol to a 1.8-turbopetrol. In this new version a 2.0-litre is on duty.
Volkswagen's reworked the chassis, too; stiffening up the anti-roll bars and tweaking the settings on a suspension that has the Polo’s ride height dipping by 10 mm at the front and 15 mm at the back. Looks-wise, the morph into shrink-wrapped Golf GTI is almost complete. It’s as chunky as a bar of hotel soap, with only the reduced track width really giving the game away.
The bar was admittedly low given the spiritlessness of its (particularly pre-facelift) predecessor, but the changes have delivered much in the way of the hoped-for effect. This is a more rambunctious and modestly involving (from a driver's point of view) Polo.
Much as fitting a larger capacity engine helped the Mini Cooper S’ overall appeal, so the EA888 engine thoroughly enhances the Polo GTI package. There is a bigger presence and sweeter soundtrack for a start, and the get-up-and-go is satisfyingly brisk in a way that doesn’t immediately need to be stoked up with supplementary throttle inputs to feel quick.
But briskness there is, should you want it. Where the 1.4-litre TSI was all forced induction fizz and then laboured at the top end, its ultimate replacement has a much bigger… performance envelope; still inevitably muscular in the mid-range and more linear at high revs than peaky, but there’s now a decent payoff from the new 2.0-litre that makes it worth revving the GTI beyond 4 500 rpm.
The manual version produces the most fun-to-drive feeling, but will Volkswagen South Africa launch a stick-shift Polo GTI?
Does it handle better?
The sensation of having a more powerful, let alone flexible, engine under the bonnet feeds well into the handling experience too, because the so-called stability bias (neutral handling characteristic) that Volkswagen prefers to engineer into its non-R hot hatches requires vociferous throttle and steering wheel inputs to keep the driving experience interesting.
Previously, there was little to entice a driver to push a Polo GTI to its limits; now, with a lively powertrain, there’s more incentive to engage with the chassis’s ceaselessly high levels of grip. Opt for the Sport performance pack and you'll get a switch that allows you to firm up the damping just a little; press it and, together with the new anti-roll bars, the Polo indeed passes off a pleasing impression of its big brother – meaning that your favourite stretch of twisty asphalt can pass underneath you in a blur of crisp handling and typical-of-VW overall refinement.
The engine change and small chassis tweaks make for a much better driving thrill.
As the range-topping Polo, the GTI's exterior gets a pretty comprehensive specification with 17-inch alloy wheels, rear spoiler, twin exhaust ends and GTI styling pack. Underneath there is a sports suspension, which is 15 mm lower than the standard car, while inside there are sports seats, 6.5-inch touchscreen infotainment, Bluetooth…. oh, and a radio/CD player.
As with all VW products, the Polo feels like a well-put-together product, replete with quality finishes.
Summary
Overall, the driving experience is all very gratifying… Considering the inherent substance and practicality that come part and parcel of the new Polo package, it makes it easy to forgive the GTI derivative's typical inflexibility beyond the limit (you can’t turn the stability control off, and it wouldn’t matter if you could).
That ultimately, in our prejudiced book, leaves it still trailing the superheroes among the superminis. The Ford Fiesta ST 200 and 2017/18 #CarsAwards finalist Renault Clio RS220 Trophy both exciting in ways the Polo never begins to emulate – but we're more than willing to concede that they both exude a certain showiness that isn't everyone's cup of tea.
Considered from other angles, the appeal of the Polo's superb build quality, practicality and inviting interior all start to stack up, especially when if it manages to stay shy of R400k.
It's still an appeal-to-logic car, but all things considered, one could recommend the Polo GTI over either of those aforementioned rivals, because it is still the consummate all-rounder.
Downhill MTB Champ Andrew Neethling and the Nissan X-Trail
Andrew Neethling is a South African journeyman, champion, pioneer and ambassador of the downhill world cup mountain biking scene. He takes us back to where it all started at the foot of the Helderberg mountains.
Andrew has recently returned to where it all started – Helderberg, Somerset West, to open his own bike shop and build and maintain spectacular trails for all enthusiasts to use.
We spent some time with him and in this video, he breaks down what it was like in the early days when he travelled the world with his brother to races and building illegal trails to practice on.
Now that he has come full circle back to where he started, what is he up to and what are his plans in SA?
3 Reasons Why Volkswagen Amarok is #CarsAwards Finalist
What makes the Volkswagen Amarok 3.0 V6 TDI 4Motion Highline Plus a strong contender in the Leisure Double Cab Bakkie category of the 2017/18 Cars.co.za Consumer Awards – powered by WesBank? We investigate…
The powerful Amarok 3.0 V6 TDI joins the leisure double cab bakkie fray offering upmarket lifestyle appeal and has leisure-oriented buyers in its crosshairs. The Amarok nameplate has built itself a sizeable following with South African buyers being particularly smitten with the Amarok in automatic guise. The addition of the Amarok 3.0 V6 TDI, however, has attracted much publicity since its introduction, but considering its lofty price tag, can the Amarok best its capable rivals?
3 Reasons Why Volkswagen Amarok is #CarsAwards Finalist
1. Powerful, refined performance
The source of envy in this latest Amarok 3.0 V6 TDI is indeed its engine. The 3.0-litre V6 turbodiesel engine is lifted from other Volkswagen Group products and delivers a class-leading 165 kW from 3 000 to 4 500 rpm and 550 Nm of torque, from 1 400 to 1 750 rpm. There is also an overboost function, which for short periods of time – such as when overtaking – lifts the maximum power and torque figures to 180 kW and 580 Nm. Performance is brisk by bakkie standards and this Amarok is mated with VW's excellent 8-speed automatic transmission and 4Motion permanent all-wheel drive system.
So, what does this all translate into on the road? Quite simply, the Amarok sets a very high new benchmark, not only for performance, but for responsiveness and refinement, too. Volkswagen claims a combined cycle consumption figure of 9.0L/100km.
2. Premium quality interior
The Amarok’s SUV-like interior is arguably best-in-class with premium finishes and an upmarket look and feel. Leather upholstery is fitted as standard on this Highline Plus derivative and the cabin is very spacious in the front, mostly because it is so wide and high. Both front seats are manually height-adjustable, and there really is no shortage of headroom. A Discover Media infotainment system that features satellite navigation and a neat touch interface with pinching/sliding functionality, Bluetooth and USB/Aux compatibility is fitted as standard. There is much to like about the Amarok’s interior…
3. Comfortable in all conditions
With its first gear set-up for off-roading and towing specifically, the Amarok doesn't need a low-range transfer 'box. It copes well in the rough and all you have to do is press the off-road button next to the transmission and the Amarok will alter the throttle calibration (by holding the gears for longer periods) and automatically engages hill descent control and activates the off-road ABS. Offroading in the Amarok is really easy and hassle-free!
More than this, one of the main factors driving the Amarok's success as a leisure vehicle in the bakkie segment has always been its relatively passenger vehicle-like ride quality. Compared with many of its rivals, it is simply the more refined, "supple" vehicle across a wider variety of surfaces.
Where the Amarok puts clear distance between itself and other bakkies, however, is in refinement. From the precision of the steering, to the smooth-shifting nature of the transmission, the exceptionally impressive NVH (noise, vibration, harshness) control, and its ease-of-use in off-road conditions, the Amarok really is a bakkie from a different league.
Watch our video review of the Volkswagen Amarok 3.0 TDI V6 below!
Have Your Say: Complete our survey!
Do you own an Amarok? 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.
The interior of the new Mercedes-Benz G-Class has been revealed ahead of its debut at the North American International Auto Show (NAIAS) in January 2018.
Mercedes-Benz is gearing up to introduce the new G-Class to the world and although its exterior design is expected to be evolutionary rather than radically new, it’s the interior where the most impactful changes will be found. Mercedes-Benz has revealed the interior design of the new G-Class and it’s noticeably more luxurious and technologically jazzed up than the current model. More than this, comfort and convenience levels have been improved and the G-Class’ interior will feature a smattering of high-quality materials befitting of the iconic offroader.
Key Details
The new G-Wagon features an optional Widescreen Cockpit and steering wheel found in the E- and S-Class.
The most prominent feature in the new G-Wagon is the optional Widescreen Cockpit taken from the E-Class and S-Class. It comprises two 12.3-inch screens under shared glass that stretches from the driver’s side across to the centre stack. The system boosts the premium feel in the cabin and can be controlled using the touch-sensitive Touch Controls on the steering wheel which function much like a smartphone with swipe functionality. The screen display is customisable with 3 themes including Classic, Sport and Progressive.
For those who prefer a more traditional look, two tubular analogue dials set in a 12.3-inch frame, flanked by a 12.3-inch navigation screen is fitted as standard.
Key G-Class elements such as the grab handle and chrome-highlighted switches for the differential locks, seen between the air vents, have been retained. The shape of the air vents mimic that of the round headlights while the shape of the speakers are similarly shaped to the indicator lights.
As standard, the G-Class is finished in high-quality materials which include open-pore wood trim, metal accents, carbon fibre and leather.
The G-Class' offroad ability is proven on the Schöckl, a mountain in Graz, where the vehicle is produced.
A "Schöckl" badge with a “G” is found on the B-pillar and signifies the tested offroad ability of the vehicle at Merc’s Graz plant's local mountain, used for its hard and merciless testing which every G-Wagon needs to overcome.
The interior also benefits from numerous new storage spaces as well as 2 removable cup holders and an oddment tray found ahead of the touch pad in the centre console. A wireless charging pad can also be specified as an option.
A Burmester surround sound system with 16 speakers is fitted as standard while a 590W amplifier with Digital Sound Processing is available as an option.
Passengers are well-catered for with a reclining rear bench that can be folded down to 60, 40 or 100 percent. The seats offer heating and memory function while an optional Active Multicontour Seat package includes multi-contour seats with various massage functions, climatised seats and fast seat heating. The driver and front passenger also get treated to adjustable lumbar support.
As you can expect, Mercedes-Benz will offer a wide range of trim options to suit varying tastes. An AMG Line trim package can be specified, which apart from red seat belts, red topstitching on the black leather seats, centre console, instrument panel and doors, will also include a flat-bottomed steering wheel, which is a first for the G-Class.
The arrival of the new G-Class in South Africa has not yet been confirmed but it will likely arrive later in 2018. We will keep you informed as more details emerge.
Audi’s open-top supercar brings you one notch closer to that sonorous V10 engine that gleefully performs its greatest hits, on demand, just behind your left ear. If you can't (or don’t want to) reach up the V10 Plus derivative, the Spyder is the best alternative.
We like: naturally aspirated V10 soundtrack, ease of everyday use, compelling performance
We don't like: No more manual version, not suited to taller drivers, overpriced
Alternatives:
For something wilder – The Jaguar F-Type SVR Convertible is not a mid-engined supercar, but it offers a wilder ride and emits fruitier pops and bangs. Bear in mind it’s more powerful than the Audi, accelerates just as quickly and, somehow, costs R650k less.
For something with more pedigree – The Porsche 911 Turbo Cabriolet PDK costs the same as the R8 Spyder, but isn’t going to give you the same aural stimulation and doesn’t really give the best of what the 911 package has to offer.
For the newest entrant – TheMercedes-AMG GT C Roadster is the newest addition to this club. The Benz is powered by a stonking engine, but its handling can be a little wild if you don’t have your wits about you.
Quick Specs
Price: R 2 905 500
Engine: 5.2-litre V10 petrol
Power: 397 kW at 7 800 rpm
Torque: 540 Nm at 6 500 rpm
Gearbox: 7-speed dual-clutch automatic
Kerb weight: 1 720 kg
0-100 kph: 3.6 sec
Top speed: 318 kph
Economy: 11.7 L/100 km
What’s new?
The R8 V10 is closely related to the Lamborghini Huracan Spyder, and barring trim differences and body style, they are near-identical. For this version of the R8 V10, Audi has included the much-loved S-Tronic dual-clutch transmission, as well as a new differential that’s capable of sending 100% of its power to the rear wheels. It’s still primarily an all-wheel-drive car, but the adjustability of the V10 Spyder's diff will in all likelihood entice buyers that have previously berated Audi's supercar for its tendency to understeer at the limit and its safety-first handling characteristic.
Still an eye-catching design, although arguably not different enough from its predecessor.
The newcomer's interior is a masterclass in Audi minimalist design, where all the pertinent information is displayed on the Virtual Cockpit (all-digital display) in the instrument cluster with a plethora of buttons/toggles mounted on the steering wheel. This makes the steering wheel a little cluttered, but the buttons mostly stay out of the way when you’re wielding the wheel from side to side with zeal.
The good
V10 engine goodness
The last of a dying breed, a throwback to the days of mental supercars, whatever you might call the rev-happy V10 engine, it’s time is coming to an end. But what an end. At a lofty 8 500 rpm, it touches that nerve that sends goosebumps coursing out of your skin. Out in Grabouw, as we wound through the Apple orchards, through valleys and over hills, the howl of the 397 kW/540 Nm V10 was evocative and unforgettable…
The best way to enjoy the V10 engine? With the top down and at 8 000 rpm.
With the top down (it can be dropped in around 20 sec, at speeds of up to 50 kph), the sound is enhanced more vividly compared with the coupe. Even with a cold chill in the air, the urge to drop the roof on a good road is hard to resist. Crank the heater up a bit, fold the roof down and bask in the glory of a super responsive, naturally aspirated V10. Oh, we have missed such linear power delivery and a lanky rev range in modern turbo engines!
Everyday sportscar
When the Audi R8 arrived back in 2006, it changed the way we thought about top-end sportscars/supercars… They could be fiendishly fast, but comfortable in traffic and capable of cresting speed bumps without graunching the car's nose. The new model retains that inherent ease of use. With a couple prods of the Drive Select button, the R8 can be shuffled from an apex-hunting, corner-hugging machine to something with which you can potter round town. The ride is never going to be as good as the R8's more practically packaged siblings, but it’s entirely easy to live with.
The R8 has a brilliant way of adapting from mountain pass slayer to inner-city trundler with consummate ease.
The talents of the R8 are accessible, even to those who don’t own a race suit and fireproof undies. It doesn’t feel like it’s about to snap into oversteer or run out of grip. You can push on with confidence and, with the top down, it all feels faster as the wind buffets you. The cabin remains relatively quiet at speed and you can have a conversation without having to raise your voice to a yell. The engine noise is way louder than the wind ever gets!
The bad
Not for taller drivers
As we discovered with the Lambo Huracans, the roadster driving position does not seem to allow the driver’s seat to go as far back as it does in the coupe. This is probably because the roof is stored behind the driver and in front of the engine. If you’re 6ft (183 cm) or taller, your legs are going to have to be bent more than you’d like, which is a pity, as the Spyder is probably the best version of the R8.
Audi interiors are almost always exceptional. The R8's is exquisite, bar the cluttered steering wheel.
Overpriced
The previous generation R8 may have been much loved and -respected, plus moved the sportscar game on significantly, but the price of this new model is staggering, to put it bluntly. The Spyder starts at R2.9 million before options and you can quite easily spend R200k-500k on options if you want bigger wheels, racing seats, performance steering wheel and ceramic brakes. The competition all seem to be considerably less money.
Verdict
The R8 Spyder can no longer claim to be one of only a handful comfortable or easiest-to-live-with supercars. The likes of Mercedes-AMG and, to a lesser extent, Jaguar and Porsche have joined the "can do it all sportscar" ranks. What it does have is an easily accessible thrill zone. It’s not scary like a 400 kW sportscar can be, it’s not intimidating to hustle around a tight mountain pass and it excels on open, sweeping roads. The levels of balance and driver involvement are just right for a mainstream sportscar and the ravishing (top-down) look is unlikely to disappoint onlookers.
Moreover, the big trick up the R8 Spyder’s sleeve is its engine: the 5.2-litre V10 makes life with the roof down a bucket list event every time you let the motor spin merrily to the top end of its rev range. Nothing sounds quite like it (bar the aforementioned Huracan of course) and the soundtrack is unfettered, unlike the synthesised pops, crackles and bangs that are the calling cards of the turbocharged brigade.
It’s certainly not worth an extra R500k over the hard top in most people’s books, but if you’re playing in the R3-million price frame for a car, you’re likely unconcerned with the purchasing cost and more likely to pick the car that prompts outbreaks of goosebumps with the most alacrity.
