There's a new McLaren supercar out and it was fully revealed at the 2017 Geneva Motor Show. Finally, it's in SA. Let's meet the 720S – the second-generation model in McLaren's Super Series.
Let's do some numbers. It's called the 720S as it has 720 horsepower. That's 530 kW with 770 Nm of torque, and it comes courtesy of a 4.0-litre V8 twin-turbocharged engine. McLaren says this engine is known as the M480T and is based on the current 3.8-litre V8 setup. 0-100 kph takes just under 3 seconds and in around 8 seconds, it will have breached the 200 kph barrier. If you're brave and if the road is long enough, it'll go onto 341 kph.
Made from a new carbon fibre structure, the McLaren 720S is both light and strong. The cabin has a luxury feel and there's extensive use of leather and machined aluminium. An all-new McLaren Driver Interface makes its debut and this comprises a folding display and infotainment screen.
"Super Series is the core of the McLaren business and personifies the blend of extreme performance, crafted luxury and unparalleled driver involvement that is the McLaren heartland. This is the first time we have replaced a product family and the new 720S is absolutely true to McLaren's pioneering spirit in being a revolutionary leap forwards, both for our brand and the supercar segment." Mike Flewitt, Chief Executive Officer, McLaren Automotive
The new McLaren 720S is available to order and the first owners will be getting their cars in May 2017. There are three trim levels: Standard, Performance and Luxury.
McLaren SA hosted us at an event where the first customer received his vehicle. The vehicle is priced from R5.5 million, but you can go wild with the optional extras like carbon fibre and there's talk of a customer car on its way to our shores that has cost R8 million. This year's allocation has been snapped up pretty quick, so if you're wanting one of these hypercars, best you order now to receive it in 2018.
Toyota’s 86 sportscar had a recent facelift in order to improve its dynamics and styling. Have the changes dulled the 86's oversteer tendency or are the improvements for the better?
We Like: Entry-level RWD fun, better interior, original.
We Don’t Like: Expensive.
Alternatives
For way less money: The Ford Fiesta ST200 may only be front-wheel-drive but we’d wager that it’s just as much fun. A 1.6-litre turbocharged petrol engine does service in the ST200 and it's good for 147 kW and 320 Nm of torque. The Fiesta ST200 is priced from R339 900.
For a more track-focussed machine: Renault offers the Clio RS Trophy for R70k less, if you can live with it, it’ll be faster on track. Its 1.6-litre turbocharged engine produces 162 kW and 260 Nm of torque (280 Nm with overboost). The Clio RS Trophy is priced at R419 900.
The original: The Mazda MX-5 may be less powerful, but you’ll be hard-pressed to notice it. It offers 118 kW and 200 Nm of torque from its 2.0-litre naturally aspirated engine and is priced from R441 700.
The front bumper is a new design as is the new light design. Special lightweight wheels are a new addition too.
The Toyota 86 landed here in 2012 as a relatively affordable way to get into rear-wheel-drive sportscar fun. It’s an area of the market often neglected by manufacturers as they prefer to spice up hatchbacks instead of building unique, entry-level sportscars to save money.
The 86 had its lights upgraded to LEDs, front and rear. There’s also a new front bumper design and new 17-inch wheels to go with a less ostentatious rear spoiler. The inside has had a solid reworking with most of the touch surfaces feeling softer or clad in Alcantara. From the driver’s point of view, the steering wheel is a whole 3 mm smaller in diameter and the information display screen between the dials is new.
The good
It's different
There’s something about a rear-wheel-drive sportscar that excites the senses. The 86 is low, really low, and you slide in rather than get in, much like you would in a race car. The cabin is tight and the seats are supportive. Your feet rest at waist height like you’re lying in a bathtub and you look out way beyond the bonnet. It takes a while to get used to these surroundings, but after a few corners, it fits like a tailored suit.
It has a new rear wing design for the facelifted model and the diffuser now sits at a 45-degree angle to generate better airflow.
Having a non-threatening 147 kW of naturally aspirated power behind the throttle has its advantages. Unlike modern turbos, there’s no sudden kick of power that comes in and then dissipates at 5 000 rpm. The flat-four cylinder engine in the 86 only starts to hit its stride at 5 000 rpm and goes on to over 7 000 rpm. It delivers clean, unadulterated power with a throttle response that’s long since been forgotten. The sound delivered could be better though. It’s like it’s being distributed to the driver via a hollow plastic box. It’s what a sheep with a really deep voice would baaa like. That’s also down to the nature of the flat-four engine, an in-line would deliver more of a scream – like the old Honda S2000.
That said the 86 is kitted with one of the best manual gearboxes in the business. The lever can be thrust into gear harder and faster than anything. Thrash the lever with all your might and you could get a shift from second to third in the same time as a dual-clutch ‘box and being a Toyota, you’d expect it to handle a lifetime of that abuse too. Coming back down the gears is just as fun too and the pedals are placed specifically to work with a heel-and-toe downshift.
Rear-wheel-drive fun
Back to the driving part… With the front wheels free from the corruption of power, they are free to do the steering alone. The turn in is sharp and direct and the steering wheel provides precise feedback as to what’s happening underneath you, a refreshing change. It’s sensitive to tiny adjustments on the wheel and you can really manipulate it however you want. The front tyres perform even better when you get a little bit of heat into them, biting harder into the tarmac. The suspension changes have made the rear-end less likely to step out every time you turn the steering wheel. The old model was always keen to slide around, even when negotiating something as simple as a right turn at a roundabout you would have to be on high alert for an unexpected drift.
Now though, with coil spring adjustments to improve stability and handling, the 86 requires a bit more provoking to get the rear to break away. It’s still just as controllable when it does let go, it just requires a bit more finesse with the throttle and wheel.
The steering wheel is now 3mm smaller in diameter and the digital display within the instrument cluster has been updated.
The bad
Expensive
When the 86 was introduced in 2012, this model, the 86 High manual cost R329 400. Right now, taking inflation and a couple of currency dips into account, it commands a price of R494 900. That’s hefty if you consider what it competes with in the power stakes – Fiesta ST200 R339 900, Renault Clio RS200 Lux R379 900. Even the Mazda MX-5 is R50k cheaper at R441 700.
The issue is that if you want a proper rear-wheel drive sportscar, the options under R700k are extremely limited. Yes, the BMW 2 Series is rear-wheel-drive, but it hardly has the same visceral and low-slung feel of a sportscar. There’s the Audi TT at R600k, and that’s a very good front-wheel drive car but you’re unlikely to find it to be as playful as an 86. You have to go right up to nearly R900 000 before the likes of the Porsche Boxster and new 2.0-litre F-Type enter the fray.
The 86 is essentially the only car in its class if you want a 2-door sports coupe, but it's expensive at nearly R500 000.
Verdict
It’s hard to judge a car when there are almost no direct rivals to judge it against. The new 86 improves on the driveability of the previous model with a bit more rear grip without removing the playfulness that makes the 86 entertaining to drive. The interior has been updated, introducing better looking and softer materials but it’s not as plush or refined as a German interior.
It still feels like the engine could do with 10% more power and an extra 1 000 rpm. That would make it something very, very fun to have on a weekend run. Do away with the weird engine noise and make it scream like the old 4-cylinder RSI motors used to and you’ve got yourself an untouchable sports coupe. For now, its appeal is limited as many, especially those who live at the Reef, will be put off by being blown away by every hot-hatch on the market.
In the fiercely competitive double-cab bakkie segment, a newcomer has a mountain to climb if it's to win the hearts and minds of the buying public. Mitsubishi's new Triton has already won us over in automatic guise, but how does the cheaper manual gearbox-equipped derivative fare?
We like: Extensive list of standard features, ride quality, off-road capability, good rear space, great engine
We don’t like: The automatic offers more comfort and convenience
Alternatives
The staple: The Toyota Hilux is still South Africa’s best-selling vehicle. Buyers flock to this long-established bakkie due to its reputation for reliability and excellent resale value. The top-spec Hilux 2.8 GD-6 double cab 4×4 Raider is priced from R554 600 (June 2017).
The Hilux's archrival: The Ford Ranger has led a strong charge against the Hilux and occasionally edged its Toyota rival in the monthly new vehicle sales statistics. Muscular looks, strong engines and advanced infotainment are the drawcards here and the Ranger 3.2 double cab XLT is priced from R578 900 (June 2017).
The beast:Volkswagen’s Amarok has proved itself a strong competitor in the double-cab bakkie market. With an SUV-like interior and ride, flashy good looks and a huge load bay, it has won over more than a few buyers. The facelifted Amarok 2.0 BiTDI double cab Comfortline 4Motion automatic is priced from R544 900 (June 2017).
When we reviewed the Triton 2.4DI-D Double Cab 4×4 Auto in April 2017, it made a positive first impression. We praised its good ride quality, engine refinement and generous list of standard features. However, we had not yet experienced the manual version of the Japanese bakkie. With a list price of R20 000 less than the Auto version, is this Triton the better buy?
Although aesthetic appeal used to almost inconsequential in the bakkie market, kerb appeal is a must-have attribute these days!
The good
Solid performance
Mitsubishi's all-new 2.4-litre turbodiesel has been quite the revelation. With peak outputs of 133 kW and 430 Nm, it provides good tractability; we've been impressed with its refinement and economy. Mitsubishi claims the Triton will consume 7.3 L/100 km and during the bakkie's tenure in our fleet (during which time it did a lot of commuting), we saw an indicated 8.5 L/100 km. Meanwhile, the 6-speed manual transmission has a light clutch pedal action, but the gearshift throw feels like that of most other bakkies: long and a tad vague, at least compared with other passenger vehicles/family cars. Thanks to the flexible engine, however, you won't need to constantly work the gear knob to keep up with the flow of traffic.
Six-speed manual gearbox is pleasant and simple enough to operate, but we'd advocate the automatic for ease of use.
Off-road skills
Seeing that the test unit had an all-wheel-drive configuration, we'd be remiss if we failed to mention the Mitsubishi's quartet of Super Select drive modes (2H, 4H, 4Hlc and 4LLc), which include low range and the ability to lock both centre and rear differentials. It's an easy system to operate as you simply come to a stop, engage neutral and select your driving mode. Once you're in the desired offroad mode, you can carry on driving and the Triton will impress if you take if on a serious trail. Remember not to ride the clutch!
In terms of the numbers, the Mitsubishi Triton has a claimed ground clearance of 215 mm, an approach angle of 28 degrees, a departure angle of 22 degrees and a break-over angle of 25 degrees, which are credible numbers.
New Triton is a handsome and capable double-cab bakkie
Standard specification
At this price point of R500 000, you should be getting a fair whack of standard features. The Mitsubishi Triton does not disappoint in this regard as the vehicle comes standard with dual-zone climate control, comprehensive entertainment system, park assist with reverse camera, and leather seats, but strangely there was no cruise control.
Mitsubishi Triton touchscreen infotainment system is straightforward to use
The bad
Not enough safety
These days there's a massive focus on safety when it comes to vehicles and we find it strange that the new Mitsubishi Triton can only muster just a driver and passenger airbag. All of its rivals offer up to 6 airbags, and in some cases, 7.
Manual gearboxes are dying out
Given how far we've come with the automatic and dual-clutch gearboxes, manual transmissions feel like old technology. The automatic sibling may only have five ratios, but it offers a far more relaxing drive. We'd be happy to pay that bit extra for the automatic as it'll be less effort and wear-and-tear.
Verdict
The Mitsubishi Triton, now in its 5th generation, has proven to be a surprisingly good bakkie in terms of offroad skillset and day-to-day comfort. In manual guise it's pleasant enough, but given how user-friendly the 5-speed automatic gearbox is, we'd advise people to fork out that bit extra for the clutchless option.
There's definitely enough kit and gadgets given its asking price and we felt that the cabin was spacious and comfortable, despite the vehicle's size which is fractionally smaller than its rivals. It drives well and certainly looks the part, and you're going to be brimming with confidence if you decide to head offroad, knowing that it's going to take a lot to get a Triton stuck. We were impressed with its handling traits on both gravel and tarmac.
With that in mind, we feel that the Triton is arguably the best product that Mitsubishi produces right now, but we're surprised that its Italian sibling, the Fiat Fullback, is matching it on sales. As a newcomer, we feel it offers enough to convince a good few South African motorists to consider it instead of the ever popular Toyota and Ford offerings.
Haval H2 1.5T Luxury Auto (2017) Review [with Video]
The H2 is Chinese SUV brand Haval’s first foray into the South African market, in H2 1.5T Luxury guise, it represents a tantalising proposition: price wise, it undercuts popular compact crossover rivals, and in terms of size, it rivals family car/compact SUV offerings. What’s more, its standard specification offers features that many premium marques reserve for their options lists.
We like: premium packaging, generous specification, value for money
We don’t like: untidy rear wheel-well sealing, clicking wiper repeaters, short(ish) service plan
Alternatives
The popular option: Hyundai’s Indian-made Creta compact car is one of the bigger compact family cars on the market and is selling up a storm. The 1.6 Executive AT (R339 900) is R21k more expensive than the H2, but trails it in terms of performance, luxury cabin finishes and overall specification.
The #CarsAwards champion:Suzuki was named Brand of the Year in the 2016/17 Cars.so.ca Consumer Awards and the Vitara 1.6 GL+ the Compact Family Car of the Year. In automatic guise (R321 900), it compares favourably with H2 in terms of economy and its build quality is superb, but in terms of premium feel and luxury specification it lags behind its Chinese rival.
A more MPV-like crossover: The Honda HR-V 1.5 Comfort AT (R334 200) does not offer much in the way of SUV-flavoured kerb appeal, but it remains a well-made, comfortable and reasonably spacious (if average specified) family car. Safety specification is good.
The not-so-compact compact family car: The Nissan Qashqai is one of the most desirable options for those who need just a little less practicality than what a family car/SUV offers. If you can live with a manual ‘box, the 1.2 Visia (R330 900) is good value, but specification wise not in the league of the H2. A facelifted version arrives in November 2017.
Haval (we’re reliably informed its moniker is a contraction of the phrase “have (it) all” and local brand representatives suggest one pronounces the name to rhyme with the word “gravel”), is the SUV offshoot of Great Wall Motors (GWM), which has been importing a variety of vehicles into South Africa for a number of years, but is best known for its range of Steed bakkies. Last year, Haval sold no fewer than a million vehicles worldwide, and in the annual Brand Finance report (issued recently), it was listed as the “second-most valuable” and “most powerful” SUV brand in the world.
The H2 compact family car (first shown in China in 2013) will be the first of several Haval products to be released in South Africa via an initial network of approximately 40 dealerships (not all Haval-branded as yet). Whereas GWM (and now, Haval) was previously imported under licence by a South African company, the business is now wholly owned by the Chinese giant, which augers well for sustained after-sales and marketing support.
"Is that a baby Mercedes-Benz ML (now known as the GLE)?" Curious onlookers were enamoured with the H2's chunky, premium looks.
How does it fare in terms of…
Kerb Appeal?
Although the H2’s exterior styling is technically well worn (because the vehicle made its Chinese debut as long as 4 years ago) it is a credit to the Haval designers that this “newcomer” still looks reasonably fresh "out of the box". In terms of aesthetics, there are number of factors that count in the 1.5T Luxury’s favour: it may be front-wheel driven, but as opposed to many crossovers, the Haval was conceived to be just an SUV, which endows it with a purposeful blockiness that appeals to so many buyers; the front styling is bold and chunky with chrome-look trim, LED daytime running lights and integrated indicator lenses that complement the standard 18-inch alloys and roof rails; in short, it has “hey, what’s that?” factor.
That’s not to say that the Haval’s get-up is devoid of Chinese-market quirks that set it apart from the majority of vehicles in its segment. Local consumers might find it unusual, for example, that the name Haval appears on the vehicle’s exterior in 5 places: the grille and tailgate (which is normal), the pair of C-pillars (a red rectangular decal on each) as well as the derivative designation lettering: “Haval H2 1.5T”. The overall exterior finish proved commendable, however, save for some untidy white sealant in the rear wheel wells, a driver’s door that was a bit sticky to close and 2 exposed screw holes in the tailgate, which were ostensibly meant to accommodate a squarer number plate, but were unused on the test unit.
It may appear as if the 18-inch alloys are missing centre caps, but the holes in the middle of the wheels have toothed radial designs.
Luxury packaging and practicality?
Because of the H2 1.5T Luxury’s particular price point, premium marques’ compact family car/crossover products weren’t included as alternatives for the purposes of this review, but, as it turns out, they (not Haval) should be grateful for the omission. And that’s because, at the price point of R309 900 (the test unit's list price as of June 2017), there is no product available on the new vehicle market (irrespective of segment) that can match the sheer number of standard luxury features offered by the Chinese newcomer.
When unlocking the vehicle (with the remote key fob or standard keyless entry system), the headlamps’ welcoming function is complemented by electrically foldable side mirrors that project dazzling red Haval badges through their integrated puddle lamps. Upon ingress to the leather-trimmed interior, you’re greeted by H2-badged sill plates and a multifunction steering wheel as well as an electrically adjustable driver’s seat with lumbar support. At night, the interior is illuminated with LED mood lighting and the window sills of all 4 doors are clad in soft-touch plastic!
All these adornments could easily look overwrought, but the execution is quite tasteful and, critically, cohesive-looking. The switchgear is conventional, but the fascia is trimmed in smart piano black with metallic accents applied to the edges of the ventilation outlets and hangdown section, but also a number of the control knobs including the dial that operates the functions of the (yes, stock-standard) sunroof.
The fascia is dominated by the touchscreen infotainment display, piano black inserts and metallic finishes. Note the H2 detail at the bottom spoke of the steering wheel.
Rear passengers are afforded more than reasonable legroom, a ventilation outlet and a centre armrest with drinks holders/storage compartment. The luggage capacity is about on par for a vehicle of the H2’s size (a full-size spare wheel and fire extinguisher are provided under the boot board), but should utility space be required the 60/40 split rear seatback is easy enough to bring into operation.
Interior and on-road refinement?
To many consumers, it’s not enough if a vehicle offers “surprise-and-delight features”, of which the H2 1.5T Luxury has many, if they don’t work in subtle, organic ways. In this regard, the Haval mostly impresses. Yes, the display of the full-colour touchscreen infotainment system, which relays the functions of the 6-speaker Bluetooth, USB and auxiliary-enabled audio unit and dual-zone climate control system, looks a bit shouty (and its user interface is a tad clunky), but it appears well-co-ordinated with the 3D-look instrument binnacle and its integral colour TFT information display.
In a similar way, it is a bit annoying that the cruise control system emits a shrill chime (which unfortunately sounds like an “onboard error message” in other cars) when you activate it (although the function seemed to work perfectly well), or that the (automatically activated) wipers' relay click incessantly when the blades are in operation. However, when we activated the SVC function on the right spoke of the steering wheel, we were delighted to find that there is a camera that monitors the kerb view of the left-hand side of the vehicle (side view camera – a boon when parking in narrow streets) and, when one executes an aft manoeuvre, the display of the reverse-view camera has a grid with a dynamic tracking function.
Access to the load bay is at a convenient height and a metallic sill plate protects the lip of the bumper from scrape marks.
In terms of general interior and on-road refinement, the Haval’s powertrain worked unobtrusively (except for when hard acceleration was required), and at cruising speeds the level of insulation from noise, vibration and harshness was commendable, with only wind noise (ostensibly generated by the side mirrors) becoming apparent at the national highway speed limit. Meanwhile, the steering is direct and not over-assisted, and the pedals were easy to modulate, even though the exterior of the test unit (which was delivered to us with a little more than delivery mileage on its odometer) emitted a faint toasted-metal smell, which led us to believe that the brakes were still "bedding in" when our assessment began. Otherwise, the H2 offered a reasonable ride/handling balance: most road imperfections were absorbed well, complemented by predictable road holding and cornering ability.
Performance and economy?
Whereas the performance and economy of its GWM-badged SUV predecessors could have been accused of being marginal (or conservative for the sake of better reliability, depending on your point of view), the 6-speed automatic transmission of the 1.5T Luxury makes reasonably good use of the 105 kW/202 N.m availed by the 1.5-litre turbopetrol, even though it’s not hard to notice that the otherwise-willing motor must propel a vehicle that has a claimed kerb weight of no less than 1.5 tonnes, especially when needing to make brisk pullaways or bursts of overtaking acceleration are required.
In a compact family car package where rear legroom is good, but luggage space merely fair, the availability of utility space is a boon.
Otherwise, the H2 accelerates relatively eagerly to overtaking speeds (the transmission can be overly eager to engage high gears… and, although we did not test the vehicle’s real world fuel consumption with a full complement of occupants and their luggage on board, we did notice that by selecting the Economy drive mode, the indicated consumption dropped from the high 11s to well under 10.0 L/100 km during the duration of the (7-day) test period, which suggests that an average consumption of close to the 9.0 L/100 km mark could certainly be achievable in the long run.
Safety specification?
Given its family car positioning, the 1.5T Luxury is suitably equipped with safety features: over and above front-, side- and curtain airbags, ABS with EBD and brake assist, the traction control system is augmented with stability control plus an electronic parking brake with auto-hold function.
The convenience of the push-button start function, automatically activated headlamps and self-dimming rear-view mirror is complemented by the whiplash-reducing front active headrests. Furthermore, child seat anchor points and –locks are provided for rear occupants and finally, the aforementioned reverse-view and side-view cameras are supplemented by parking sensors at the back. Although the H2 doesn’t have a Euro NCAP score, its safety equipment list is encouragingly comprehensive, which is, after all, in keeping with the premium positioning of the brand.
The exterior finish of the H2 was hard to fault; the untidy application of white sealant in the rear wheel well was the biggest gripe.
Price and after sales service
The H2 1.5T Luxury retails for R309 900, which includes a 5-year/100 000 km warranty, including unlimited km roadside assistance. The kilometre limit of the 5-year service plan is 60 000 km, which is, however, shorter than some of its competitors’ 90 000 km programmes, it must be noted.
Verdict
Can there be a more effective way to enter the local market than by introducing a model that offers almost unbelievably good value for money compared with its well-established rivals? The arrival of Haval in South Africa had been anticipated for a number of years and even though the H2 arrives in Mzansi half way through its model life, there seems less risk when entering a burgeoning market segment where long-established brand biases count for less. Whereas sister brand GWM’s SUV offerings aimed to create an air of prestige on top of a brand whose reputation was based primarily on commercial vehicles, Haval’s product pitch is purposely premium and the brand’s reputation in the East is anything but insignificant.
As was the case with many of its fellow Chinese offerings, this newcomer was subjected to a very close examination by our test team. However, we could find no drawbacks to the product that could be considered deal-breakers or (forgive us) red flags, quite the contrary, in fact.
As we summarise in our video review (a link to which appears below), the Haval H2 shakes off that kiss of death that "it's the best of the Chinese brands" title that many critics bestowed on its GWM parent company's products. The 1.5T Luxury is a compelling compact family car offering – full stop. What consumers do have to bear in mind, however, is that Haval, as a burgeoning brand in the South African context, has a relatively small dealer footprint (and, therefore low brand visibility), plus it still needs to build a reputation for solid after-sales support in its own right.
Does it require a leap of faith? Perhaps, but not a huge one.
Jaguar has officially revealed the XE SV Project 8! Take a look at the details…
Jaguar Land Rover Special Vehicle Operations has created what it calls “the pinnacle of performance sedans” to rival the likes of potent machinery such as the BMW M3, Mercedes-AMG C63 S and the Alfa Romeo Giulia QV. It’s called the XE SV Project 8 and it means business, on paper that is…
JLR Special Vehicle Operations boss, John Edwards, said “SVO's raison d'être is to produce halo vehicles that push the boundaries in terms of luxury, performance and all-terrain capability. Project 8 is a great example of what happens when enthusiastic designers, engineers and manufacturing specialists are given the opportunity to create an extreme performance sports car without compromise."
Engine power
Only 300 examples will be built and all will be left-hand drive so you won't see the XE SV Project 8 in South Africa.
The XE SV Project packs a mean punch thanks to its supercharged 5.0-litre V8 engine that produces 441 kW and 800 Nm of torque. The engine is paired with an 8-speed Quickshift transmission, enabling it to accelerate from zero to 100 kph in an eye-watering 3.3 seconds before clocking off a top speed of 321 kph. Chew on that for a while…
The revised suspension has stiffer spring as well as manually adjustable Continuously Variable Dampers, which lower the ride height by 15 mm for track application. All-wheel drive ensures maximum traction and it’s equipped with an Electronic Active Differential. It’s also the first time that a road car has been fitted with F1-inspired silicon nitride ceramic wheel bearings for the carbon ceramic brakes.
Key styling features
In terms of styling, the XE SV Project 8 wears a carbon fibre front bumper, carbon fibre bonnet and a adjustable front splitter. Aerodynamics are aided by a flat underbody panel and a purposeful rear diffuser. The rear bumper, you guessed it, is made of carbon fibre too… This performance beast rides on 20-inch forged aluminium wheels and is also equipped with an adjustable rear wing.
The XE SV Project 8 can either be a 4-seater or strictly a 2-seat track car complete with a roll cage with the optional Track Pack.
The interior benefits from an Alcantara-wrapped sports steering wheel and gloss carbon fibre trim elements. The XE SV Project 8 comes with seating for 4 as standard but a 2-seat Track Pack can be specified which includes 2 front carbon fibre racing seats with 4-point harnesses and a roll cage.
Only 300 examples of the Jaguar XE SV Project 8 will be built and all examples will be left-hand drive, which sadly means that it won’t be available in South Africa. In terms of cost, the XE SV Project 8 is priced at approximately R2.5 million.
Watch the Jaguar XE SV Project 8 in action in the video below!
BMW has revealed a new Black Fire Edition of its X5 M and X6 M performance SUV. The limited edition models will arrive in South Africa towards the end of the year in limited numbers.
Fans of the BMW X5 M and X6 M performance SUV are in for a treat as BMW will be bringing a new Black Fire Edition to South Africa in the fourth quarter of 2017. Interested buyers will have to make their intentions known because only 25 units will be offered in our market. A total of 10 X5 M and 15 X6 M Black Fire Editions will be available.
Key details
Only 25 Black Fire X5 M and X6 M Edition models will be offered in South Africa.
Both the X5 M and X6 M Black Fire Editions are powered by a potent 4.4-litre V8 engine that delivers 423 kW and 750 Nm of torque. Rear-biased xDrive all-wheel drive will ensure brisk acceleration using a standard 8-speed M steptronic transmission and BMW says both models will accelerate from zero to 100 kph in 4.2 seconds.
In terms of styling, both models wear a Sapphire Black Metallic paintjob and a unique black M double kidney grille with black bars dominates the front end. Large, black 21-inch forged alloy wheels are fitted and the models also feature carbon fibre mirror caps as standard.
On the inside, comfort comes in the form of fully-electric M multifunctional seats with integrated headrests and upholstered in fine-grain Merino leather in contrasting black and Mugello Red. Contrasting red seams are seen on the seats and on the centre console. An anthracite headliner complements the interior look even further, as do the piano black trim elements. A leather M steering wheel with aluminium shift paddles will be offered as standard while a M Performance Alcantara steering wheel with light-blue leather accent will be available as an option at no extra charge.
Pricing for the X5 M and X6 M Black Fire Edition models are not yet known but we will keep you updated as soon as this information becomes available.
The first tangible result of the deal between Aston Martin and Mercedes-AMG has arrived. Meet the AMG-powered Aston Martin DB11!
The new engine in the spotlight is the 4.0-litre twin turbocharged V8, which does duty in a number of AMG products such as the C63 and AMG GT sportscar. While it's mechanically strong enough to have its outputs substantially hiked like that of the E63 and AMG GT-R, in the Aston Martin DB11 V8 application, it produces a modest 373 kW and 675 Nm of torque.
Those figures are enough to see the Aston Martin DB11 power to 100 kph in just 4 seconds. In comparison, the twin-turbocharged V12 is only a fraction faster, which we'll put down to its weight. The real benefit of this smaller engine is economy and efficiency, which are rated at 230g/km of CO2 and it has an EU combined fuel economy figure of 9.9 L/100 km. This is important for markets that penalise engine capacity, such as China.
As great-sounding as the AMG engines are, Aston Martin has tweaked this V8 engine for the DB11. A custom air intake, revised exhaust and wet sump lubrication system is fitted. A remap of the engine's electronic control unit as well as tweaks to the engine and throttle mapping has resulted in that Aston Martin feel and sound that customers are after. Mechanically, the new V8-engined DB11 has seen revisions to the suspension bushing, geometry, anti-roll bars, springs, dampers and ESP software.
Visually, you will be able to differentiate between the two DB11's, as there are unique alloy wheel finishes, dark headlamp bezels and a pair of bonnet vents instead of the four vents on the V12. These vents come in a choice of black or titanium-finish mesh, again different from that fitted to the twelve-cylinder variant.
The Automobile Association (AA) has said that petrol prices will be coming down at the end of June 2017.
According to the AA, our currency has remained mostly stable for the past month, while international petrol prices have carried on declining. This means that the South African petrol price will be coming down.
Petrol is set to drop by up to 69 cents a litre, diesel by 62 cents, and illumination paraffin by 58 cents.
"The drop in paraffin prices will be particularly beneficial to citizens who rely on this fuel for lighting, cooking, and especially heating, in the winter months," says the Association. "As ever, even medium-term predictions of the fuel price remain difficult in the current environment of political instability and weak economic conditions. We advise all fuel users to create space in their budgets for price increases if the picture should deteriorate further," the AA concludes.
The Isuzu KB X-Rider was initially offered as a limited edition model but after experiencing sales success in the local market, this spruced-up double cab is now a permanent fixture in the KB lineup. Should you consider the KB X-Rider? This quick review will help you decide.
We Like: Styling, ruggedness, power delivery
We Don’t Like: Dated radio system, unrefined engine, no PDC
Alternatives
For more power: Consider the Ford Ranger 2.2 Double Cab Hi-Rider XL, priced from R394 900. This derivative offers 118 kW and, perhaps more importantly, 385 Nm of torque from its 2.2-litre turbodiesel engine. The Ranger offers fewer standard features than the X-Rider, but is arguably more refined. Perceived interior build quality is better too.
For similar value: Consider the Fiat Fullback 2.5 Double Cab SX priced at R402 900. Its 2.5-litre turbodiesel engine offers similar outputs compared with the KB X-Rider with 100 kW and 324 Nm of torque. Standard feature specification is basic, but added comfort features include cruise control and a heated driver's seat.
The visually enhanced KB X-Rider is fitted with a sports bar, 18-inch diamond-cut alloy wheels and side steps for added road presence.
The KB X-Rider is based on Isuzu’s entry-level KB 250 Hi-Rider Double Cab derivative, but is differentiated by a number of exterior visual enhancements and interior appointments that will appeal to the image-conscious bakkie buyer looking for an affordable, dual-purpose double cab. Combining attractive pricing with bold looks, while doubling up as a workhorse when it’s required, is the X-Rider worth considering? Let’s find out…
The good
Striking looks
The KB X-Rider excels in the style stakes… as far as looks are concerned, it hits the mark. It comes with 18-inch, diamond-cut alloy wheels (with contrasting red centre caps) shod with all-terrain tyres, while the black bumper guard (with integrated fog lights) and tubular side steps gives the X-Rider added road presence. A beefy sports bar completes the exterior look, plus several X-Rider badges remind you that this is not an ordinary KB.
Red stitching, piano black trim and X-Rider badging sets the interior apart from the rest of the KB lineup.
On the inside, you are met with leather-trimmed seats with red contrasting stitching that’s also seen on the leather steering wheel and gear lever boot. The headrests are embroided with ‘X-Rider’ logos and piano black inserts are seen on the centre console, door trim and central air vents.
A red Isuzu badge and ‘X’ on the door trim further differentiates the X-Rider’s interior from those of standard KB derivatives.
Practicality
The X-Rider successfully wears two hats, as the well-known expression goes… It’s a good-looking weekend lifestyle vehicle and it’s ready to get to work when you are. Being a 4×2, you won’t be able to venture very far from the beaten track (reasonably well maintained surfaces), but with a ground clearance of 224 mm, you can easily tackle a gravel road or hop the odd pavement if you have to. A differential lock is offered as an option.
The X-Rider is also fitted with a heavy duty tow bar and has a maximum braked towing capacity of 2.1 tonnes. The X-Rider has a payload of 1 020 kg, which means you can transport bulky items with ease.
The KB X-Rider offers generous legroom for rear passengers.
Rear passengers will find legroom is more than reasonable and the X-Rider has bottle holders in the door mouldings while a drinks holder is at the driver’s disposal. Additional storage space is available in the centre console, glovebox, ahead of the gear lever and atop the dashboard. The driver’s seat is height-adjustable and the steering column is adjustable for height only. Electric windows and a manual air conditioning system is standard.
The interior is composed of hard-wearing plastic which means that it can withstand daily abuse and can be cleaned with relative ease.
Sufficient performance
The KB X-Rider is powered by a 2.5-litre turbodiesel engine that produces 100 kW and 320 Nm of torque. The rear wheels are driven via a 5 -speed manual gearbox. The engine is noisy at start-up, but settles into a typical diesel thrum out on the open road. With all its torque available from 1 800 rpm, the X-Rider offers good punch between robots and on the highway.
The shift action of the transmission is somewhat notchy, in fact, it feels a trifle stubborn when it is not at optimal operating temperature; to get the most from the engine (like when you need to execute an overtaking manoeuvre), you will find yourself gearing down often to access its sweet spot. To summarise the driving experience, by the standards of double cabs that have been introduced more recently than the KB (many of which are admittedly more expensive than this derivative), the X-Rider feels more "old school bakkie" than modern family car.
The X-Rider's engine is somewhat unrefined but it performs well low in the rev range where it delivers strong perfromance.
In terms of its ride quality, the X-Rider is average, delivering relative driving comfort in most cases. Ride quality deteriorates marginally as the road surface quality worsens, where the ride becomes more jittery. Incidentally, Isuzu claims a fuel consumption figure of 7.7 L/100 km, but you can expect to see figures of around 9.5 L/100 km, depending on your driving style.
The bad
Poor radio quality
The radio is frustrating to use and is of poor quality. Isuzu can do better here…
The KB X-Rider is fitted with a basic radio system and although it offers Bluetooth functionality and a USB/Aux port, looks rudimentary. The quality of the buttons and the sound quality produced by the 2 front speakers are poor. We also found the radio to be distracting to use while driving. Steering wheel mounted audio controls are present, however, for convenience.
No PDC
For a vehicle of this size and considering that the large dimensions of the X-Rider make it cumbersome to manoeuvre, Park Distance Control (PDC) would help prevent unnecessary parking mishaps. Careful judgment is required to manoeuvre the X-Rider and without PDC, it’s probably only a matter of time before you bump into something.
Standard safety feature specification is basic and the X-Rider is equipped with ABS and EBD, Brake Assist, Electronic Stability Control with Traction Control and Hill Start Assist. Only 2 airbags for the driver and front passenger are fitted.
Price and warranty
The Isuzu KB X-Rider is priced at R388 400 and is sold with a 5-year/120 000km warranty and a 5-year/90 000km service plan.
Verdict
The KB X-Rider is not perfect, but it's a robust offering and is backed by a comprehensive warranty and service plan.
The Isuzu KB X-Rider is a no-fuss double-cab with attractive styling that bakkie lovers can appreciate. The interior appointments lift the interior's appeal somewhat, but at ultimately, the X-Rider can’t hide its utilitarian roots. Although the interior is fairly well constructed, the quality of the radio system is disappointing.
The X-Rider’s power delivery is good with solid performance low down in the rev range, but you will have to wrestle the notchy gear lever to access it. Its robust build and workmanlike demeanour will make light work of most tasks in its way. As a reasonably affordable, good-looking double-cab bakkie, the KB X-Rider has its appeal and is keenly priced, but buyers will have to come to terms with its limited refinement. The KB X-Rider is, however, backed by a comprehensive warranty and service plan that will go a long way in ensuring peace of mind.
The all-new Audi RS5 gets a biturbo V6 co-developed with Porsche, but that’s just the start of its makeover. International correspondent, Nic Cackett, investigates.
Before we talk about the new RS5, we’d be remiss not to sound a rhetoric last post at the departure of the old model. Not because it was particularly good overall – in fact, it fits Audi’s starchy stereotype about as accurately as a Paulaner brewer probably fits into lederhosen – but rather because it was the final refuge of Ingolstadt’s 4.2-litre V8; arguably the naturally-aspirated multi-cylinder engine of the last decade. Its replacement is the all-new 2.9-litre twin-turbocharged V6 co-developed with Porsche, and already a feature of the latest Panamera lineup.
Naturally, on paper, it's superior in almost every sense, and every improved-upon number counts as a reason to be cheerful. But its predecessor was far more than just a tightly-wound bundle of numbers: it possessed a throttle response to die for as well as the kind of impossibly lean, caterwauling soundtrack that had your pulmonary vein spiked even before a righteous 8 250 rpm turned up on the tachometer.
The new Audi RS5 switches out a V8 for a Porsche-developed 2.9-litre V6.
New bits and bobs
The memory of the departed V8 provides not only a neon signpost to the previous RS5’s most likeable fixture, but also quattro GmbH; the entity which has now morphed into Audi Sport – a branding behemoth and the home of all things hardcore in Ingolstadt’s universe. It is an expanding portfolio, and with the growth spurt of RS-badged models set to continue over the next 18 months, there’s plenty of space within the range for some judicious tweaking. Consequently, the introduction of its latest 2-door, 4-seat coupe has been carefully juxtaposed with the mention of ‘Gran Turismo’; a notable divergence for a car previously expected to fight tooth and nail with the BMW M4 and Mercedes-AMG C63 Coupe.
A couple of the new car’s modifications are notable out of the gate. It's lighter by 60 kg in its cooking format (thanks mostly to the 31 kg-lighter V6) and gets the mechanical rear ‘sport’ differential to better complement the quattro all-wheel-drive system and wheel-selective torque control. The chassis is new, too, with a five-link arrangement at the front and back, paired with adaptive dampers (RS sport suspension with Dynamic Ride Control is an additional option; ditto the RS exhaust system and the traditionally undesirable dynamic steering setup – all fitted to our test car). There’s also a transmission change: the V8’s dual-clutch 7-speed ‘box makes way for an 8-speed torque converter supplied by ZF – already featured in the S5 model, albeit mated to a different engine.
Thanks to the new engine, the RS5 is lighter while an automatic gearbox replaces the dual-clutch unit.
That means the RS5 shares its V6 with the second-generation Panamera 4S, but not an entire driveline (Porsche’s saloon incorporates the eight-speed PDK ‘box). The output is slightly different, too: Audi Sport having eked out 7 kW more so it can claim to match the outgoing V8’s 331 kW. Peak torque, predictably, is dramatically superior, the V6 summoning up 600 Nm from 1 900 rpm. At the same time, emissions have been slashed by 17%.
Head-turning looks, inside and out
In the metal, it looks the business. The RS5 signals a mild overhaul of the brand’s styling approach – although with its blistered arches, lacerated air intakes and pothole-big oval exhaust pipes, it establishes a familiar scene. The proportions feel about the same, too, despite the 74 mm of additional length predominately donated by the MLB’s larger wheelbase. The inside also conforms to type, which is to say immaculate and brilliantly made and utterly endearing to touch and look at. Virtual Cockpit makes another appearance on in the instrument cluster, and the test car we drove in Andorra had enough alcantara on the door cards, steering wheel and gear shifter to neatly distinguish the RS model from the closely related S5.
The RS5's interior is laced with alcantara and it's another exhibition of how to build an interior properly.
Sumptuous character
Start-up is slightly less auspicious. Audi Sport has persevered with the soundtrack – boldly equating it to the turbocharged V6 that powered the B5-generation RS4 – but its bass-edged waffle doesn’t cover the sound or reality of two substantial blowers whistling away betwixt the cylinder banks. The engine isn’t necessarily captive to the rise and fall of the Scirocco, yet nor is it an unchained melody on the V8’s Richter scale.
That’s to be expected. And so is the type of performance cranked like buttermilk from the distant churn once you’re underway. Where its predecessor dispensed progress in escalating staccato lunges at the redline, the V6 unfurls itself through the medium of the mid-range. Its surge is prodigious, unthreatening and prolonged – any concern about the Tiptronic’s lacklustre showing in the S5 is swept away by its sure handling of the many rhythmic upshifts required.
Around this entirely different sort of engine, Audi has moulded a palpably different sort of car. Tested on super-heated stretches of deserted French autoroute, the RS5 can be characterised as easily the most comfortable car in Neckarsulm’s lineup. In Comfort mode, the traditionally nagging short-wave stiffness has been uncoiled by adaptive dampers with enough latitude to finally deliver a sympathetic and supple primary ride. Claims made of its GT status within the lineup are not (wildly at least) overblown.
Even in the strange 'army green' colour, the new RS5 look aggressive and ominous.
Imperfectly balanced
Tie in a dynamic steering system which actually comes good at outside-lane motorway speeds – competent and thickly accurate – and suddenly you’ve got a two-door RS car persuasively capable of crossing a continent. That the new V6 plays as compelling a part in that narrative as the V8 did in the old car’s motley charm, is a massive plus in its favour.
Where the drawbacks occur, they do so with a pervading sense of inevitability. It hardly needs saying that the new RS5 is quicker than the old, and feels it (there’s simply too much torque fermenting in the engine bay for it not to be) but there isn’t the same accompanying theatrical fizz to its high-rev function, nor the same pot-marked mechanical shunt to its paddle-operated gear changes.
That it proves less than mesmerising in such moments is hardly startling given the point of comparison – but it does feed into the RS5’s wider shortcomings; specifically in a chassis dynamic which still gently refuses to ever come enthralling to life. That’s not to say that progress hasn’t been confidently made: with less weight over the front axle and the rear diff attached, the car is plainly more agile than it’s ever been and can at least be goaded into delivering more drive to the outside back wheel. But the adjustability is fleeting, and very promptly tidied up by the drivetrain even with the stability control switched out.
Immodest amounts of speed or throttle will simply result in Audi’s age-old understeer remedy. Perhaps that’s all forgivable against the backdrop of its maker’s penchant for massive directional stability – it’s rather less easy to absolve the ‘dynamic’ end of the dampers settings (too firm even for Andorra’s roads) or the steering (too impenetrably frustrating for any road) or the decidedly clumsy pedal feel of the cost-option ceramic brakes.
The Audi RS5 makes the most sense as a GT cruiser car, distancing itself from old enemies such as the BMW M4 and Merc C63.
Final say
Ultimately, this leaves the RS5 recognisably imperfect – and persuasively distinct. The prime reason for acquiring one (the V8) has manifestly gone, and while the new V6 is as consistent as treacle and about as satisfying when warmly spooned into your life, it’s not necessarily the kind of engine that stands dramatically out from the broader experience to howl ‘buy me’.
Instead, any deeper appreciation of the prospect rests on a preference for the model’s tactful repositioning. Dig the monster GT vibe, and the car’s established gifts for interior splendour, technical prowess and sharp-edged appearance start to make considerable sense – as does the generosity and seamlessness of the biturbo lump. Seen from this alternative vantage point, which has almost nothing to do with the hard-charging, handling flair that exemplifies its rivals, and the RS5 appears simultaneously limited – and quite possibly more appealing than ever before.
Audi RS5 Quick stats
Price: R1.2 million (est.)
Engine: 6-cylinder, 2.9-litre, twin-turbocharged, petrol
