Toyota has revealed this new GR HV sports car concept ahead of the 2017 Tokyo Motor Show – it gives us some indication of what the brand is planning in terms of sports cars.
The Aichi-based manufacturer has made it clear that its GR HV Sports concept blends the thrill of a sportscar with the environmental friendliness of an eco car. It features a 'targa top' and the design resembles the TS050 Gazoo Racing hybrid race car that competes in the World Endurance Championship. It further sports LED headlights, aluminium wheels, a rear diffuser and is finished in matte-black.
Inside, there's a selector switch that enables the car to be switched from automatic to full manual control and an engine on/off button is located in the gear selector. In terms of powerplant, not much is known except that Toyota says the concept is powered by a racing version of hybrid technology refined by the TS050. The GR HV concept adopts a front-engine, rear-drive layout with the hybrid battery centrally located to improve the centre of gravity and front-rear balance.
TJ Cruiser Concept
The TJ Cruiser concept combines the practicality of a van with the capability of an SUV.
Toyota will also show the TJ Cruiser concept at the upcoming Tokyo Motor Show. The TJ Cruiser concept was designed to cater for both 'work' and 'play' lifestyles. The 'T' stands for 'Toolbox, referring to the practical nature of the vehicle while the 'J' stands for 'Joy', as in the joy of exploring new places, referring to the part-time all-wheel drive capability of the TJ Cruiser.
The TJ Cruiser concept rides on 20-inch wheels and offers a spacious cabin with up to 3 metres of loading space with the rear seats folded flat. A wide opening rear door allows for loading of larger and bulkier items such as bicycles and numerous lashing points allow you to tie items down. Large sliding doors also improve loading ability and make it easy for passengers to enter or exit the vehicle.
The TJ Cruiser's bonnet, roof and bumpers feature 'care-free' materials with a special scratch and dirt resistant coating. Based on the next-generation Toyota New Global Architecture (TNGA) platform, the TJ Cruiser can be powered by "2.0-litre class" petrol and hybrid powertrains.
Both the Toyota GR HV sports car concept and TJ Cruiser will be shown at the Tokyo Motor Show on 27 October – 5 November 2017.
Dramatically different in overall appearance and under-the-skin construction, the 5th-generation Discovery boldly steps further upmarket. However, has Land Rover discarded too much of what made the previous model such an icon?
We like: Superb refinement, spaciousness and luxury, off-road ability
We don’t like: Fuel consumption, pricey options
Alternatives
The off-road S-Class: The Mercedes-Benz GLS 500 may sell for just over R1.5 million at base-price level, but if you add a few pricey options to the Discovery, the Benz’s price no longer looks that daunting. The turbocharged 4.7-litre V8 in the GLS is significantly more powerful than the supercharged V6 in the Land Rover, and (remarkably) has a lower claimed fuel consumption figure, too. The GLS has 7 seats as standard and is luxuriously equipped even before you delve into the options list… but it can’t match the Disco off-road.
Sweet Swede: The Volvo XC90 T8 Twin Engine R-Design is a more affordable 7-seater luxo-SUV for folks who don’t require the Discovery’s outright off-road ability. With its petrol-electric drivetrain it outpunches the Landy, too, but it’s not as spacious inside and can’t match the Discovery’s devastatingly good ride on all surfaces. Still… an appealing and classy offering at a considerable saving.
Not a trace of its predecessor’s boxiness remains on the outside, and it’s all change underneath too…
How do you replace a vehicle that has pretty much defined its segment for more than a decade? That’s exactly the conundrum that faced Land Rover when work started on the all-new 5th-generation Discovery. After all, the squared-jawed Discovery 3, launched way back in 2004 and which evolved gently into the Discovery 4 in 2009, had not only improved with age, but also showed no signs of diminishing in popularity.
What was the core appeal? Well, that’s the million-rand question and Land Rover would be right to point at the Disco’s unbeatable combination of luxury, 7-seat practicality, on-road refinement and off-road ability. So, when work started on this new model, none of those attributes could be compromised, but greater efficiency, weight-saving measures and modern in-car safety and entertainment technology had to be incorporated, too. That’s a tall order indeed…
How does it fare in terms of…
Design & Packaging?
Practical, yet luxurious, the Discovery’s cabin marries functionality with feel-good premium design and materials.
We’re not going to delve into a lengthy analysis of the new Discovery’s exterior design except to say that we sorely miss the old car’s visual character. Land Rover has tried to incorporate a few of its idiosyncrasies, however, such as the unsymmetrical rear number plate solution and there’s a much less pronounced stepped roofline, but overall the new Discovery can easily be mistaken for a Range Rover Sport. Admittedly, for some people that won’t be a bad thing.
The relationship with the Range Rover Sport is not merely an aesthetic one, however, because for the first time the Discovery doesn’t have a steel ladder chassis at its core, but rather the Sport’s aluminium monocoque. This move has been key to the shedding of weight – nearly half a tonne compared with its forerunner. We’ll get back to the underpinnings later, but from a packaging point of view Land Rover has taken care to evolve the Discovery’s trademark cabin practicality.
The cupholder area slides forward to reveal a large storage “box” underneath.
The Discovery 5 has grown in most key dimensions, including in its wheelbase, which is 38 mm longer than before. From behind the steering wheel, however, it feels much the same as before. You sit high, peering down at drivers of “lesser” vehicles, and are always aware of the Land Rover’s sheer size. It’s a feeling not too dissimilar to driving a Rolls-Royce, in fact… What is new, however, are the surroundings.
The design has been neatened up considerably, with most of the switchgear having migrated into the touchscreen control interface. At first glance the fascia can look a bit stark and minimalist, but there is a staggering number of hidden storage solutions… Besides the very spacious storage box between the seats (cooled as an option), another “secret” (and very deep) storage area is revealed by sliding the entire cupholder section on the transmission tunnel out of the way. Furthermore, the climate control interface lifts out of the way electrically to reveal another hidey hole.
Note buttons on door frame to control the seat adjustment.
A key difference between the new model and its predecessor is that you now have to choose whether you want third-row seating… and then pay extra for it (R21 800). It’s an option box we’d eagerly advise ticking, as the Discovery’s cabin is so vast, and the seating arrangement so cleverly packaged, that it is one of the very few truly useful 7-seaters on the market.
Certainly, those seated in the second row will have very little to complain about, seeing as they are afforded reclining backrests as well as fore/aft legroom adjustment. The 2 seats in the back also offer enough legroom to make them practical for transporting more than just small kids. It’s also interesting to note that the 2 rearmost seats (when fitted) come standard with Isofix child seat mounting points.
With the optional third-row seats folded away, the luggage area is vast.
As before, the packing space with the seats folded down is nothing short of cavernous. Even with 5 seats occupied there is more than 1 000 litres of luggage capacity on offer, and the total utility volume of 2 500 litres remains unmatched in this segment.
Our test unit was equipped with several interesting gadgets, including the ability to fold down the seats (second and third rows) electrically. It certainly beats clambering all over the cabin pulling on hooks and latches! When fitted with the Remote Intelligent Seat Fold pack (R22 100) one can adjust the seating configuration one of three ways; via the touchscreen system in the front of the car, buttons mounted in the cabin, or even by using an app on your smartphone.
As standard, and even more so once a few option boxes have been ticked, the Discovery is loaded with modern features that will boost its appeal to tech-savvy buyers. Depending on specification, you can have up to 9 USB ports, no fewer than 6 twelve-volt charging points and even an in-car 3G WiFi hotspot that caters for up to 8 devices. So… no more entertainment complaints from the teenagers seated in the back when you hit the long road to grandma’s! They can remain very much “plugged in”. Needless to say, the infotainment system offers seamless iOS and Android connectivity.
Performance & Efficiency?
While the new-generation Discovery is up to 480 kg lighter than its predecessor, it’s by no means a featherweight SUV – it still tips the scales at more than 2 tonnes even in its most basic configuration. That means it still needs some serious grunt under the bonnet. While a review will follow of what is most likely going to be the top-selling derivative, the Td6, this write-up focuses on the Si6 with its supercharged 3.0-litre petrol V6.
Although the petrol engine delivers pleasing performance, it is outpunched by the competition and is thirstier, too.
To be honest, we’re not sure why buyers would opt for the Si6… Sure, its peak outputs of 250 kW and 450 Nm are plentiful, but only when considered in isolation. The Discovery 5’s German (Mercedes-Benz GLS) and Swedish (Volvo XC90) rivals offer more grunt and, perhaps surprisingly so, the turbocharged 4.7-litre V8 of the Mercedes-Benz GLS 500 manages to theoretically offer better fuel consumption. Land Rover claims a figure of 11.5 L/100 km for this Discovery, which is on the high side and still proved impossible to match in the real world – we achieved a consumption figure of just over 13 L/100 km during our test period.
In the real world and in performance terms, there also appears little tangible benefit to going the superpetrol Discovery route. Due to the very nature of the Discovery driving experience (it’s a vehicle to waft in… not rush around), it’s throttle mapping is such that it’s not the briskest vehicle off the mark. Don’t misunderstand us… The Discovery Si6 is a lovely vehicle to drive and there is more than enough power for most needs, as well as excellent refinement, from the engine in general as well as the silky-smooth 8-speed transmission. We just believe that the torquey and more efficient turbodiesel better suits the likely owner profile and driving character of the vehicle.
Ride & Handling?
Any concerns that the new Disco’s Range Rover Sport-derived underpinnings have radically altered the driving experience are dealt with convincingly within the first few minutes behind the steering wheel. As before, the driver is always reminded of the Discovery’s size and height, and the trademark Discovery sense of “superiority” is therefore very much intact. It also “feels” similar to the previous car in the way that it responds to inputs, either via the steering wheel or the throttle pedal.
The steering may perhaps feel a smidge lighter than before, and the Land Rover arguably feels less top-heavy in the corners, but it comes across much more as an improved/refined Discovery 4, than a Range Rover Sport with different suspension and drivetrain settings. That’s a compliment, by the way…
20-inch wheels are standard but buyers can also choose 21- or 22-inch optional rims.
In HSE specification air-suspension and the high/low-range transfer box are included as standard, but Terrain Response 2 and ATPC (All-Terrain Progress Control) are optional extras. Don’t confuse Terrain Response 2 for a replacement for the well-known Terrain Reponse system, which is still offered as standard (with Rock Crawl mode) and allows the driver to manually select the appropriate mode for the upcoming terrain. Terrain Response 2 simply automates the selection. Even without ATPC and Terrain Response 2 there’s little that will trouble the Discovery when it sojourns off the beaten track.
Then again, it’s not so much the fact that the Discovery can overcome such obstacles, but the manner in which it does it that is so deeply impressive. With the correct settings selected and the ATPC set at a steady low speed, the Discovery will crawl over or through whatever comes its way, while the occupants of its 7 seats can relax while ensconced in the lap of luxury, merrily oblivious to the machinations of the immensely capable vehicle in which they’re being transported. Land Rover claims a ground clearance of 283 mm (up by 43 mm) and a highly impressive maximum wading depth of 900 mm (an increase of 200 mm).
The air suspension has another benefit… you can stand behind the vehicle and at a press of a button lower the rear end to easier load items in the luggage area, or to make the hooking-up of a trailer easier.
Ultimately, the Discovery 5 drives (on- and off-road) just as fans of the previous models would expect. Refined and quiet, it makes for a great long-distance touring vehicle. On gravel, it is arguably without peer, with its air-suspension, cabin insulation and various safety and comfort-boosting tech making it impervious to surface changes.
Pricing & Warranty
The Discovery Si6 HSE’s base price is a heady R1 273 502, which includes a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan. HSE specification includes the following items as standard: electrically adjustable front seats (driver’s with memory), 20-inch alloy wheels, LED headlights, Meridian sound system and Navigation Pro, detachable tow bar, electronic air suspension, twin-speed transfer box (high/low range), auto lights/wipers, 3-zone climate control, reverse-view camera, front/rear PDC, keyless entry, cruise control and a powered tailgate, amongst other items.
4-zone climate control and several rear-seat entertainment options are available.
The options list is littered with attractive features, however, and we believe some should have been standard at HSE level, especially given the vehicle’s high purchase price. For one, 7-seater versatility is core to Discovery appeal but costs R21 800. If you want the ability to electrically fold those seats (2nd row included) remotely, then that’ll be another R22 100. The Discovery is a big vehicle and therefore tricky to park… so you’ll probably want Park Assist. That’ll cost R19 200, but excludes the 360-degree surround view which you must then also specify for an additional R5 400. Want to really use your Discovery’s off-road ability to the fullest? Then you’ll have to get the Capability Plus pack (R26 800) which includes Terrain Response 2, an active rear locking differential and ATPC (All Terrain Progress Control).
So, while you ultimately have the freedom to “build” your Discovery to your very specific needs, it does rapidly escalate the Land Rover’s already heady price very quickly. We spent some time on the Land Rover configurator and managed to build an HSE specification Discovery that would cost significantly more than R1.7 million!
Verdict
Overall, the Discovery 5 remains the most versatile luxury SUV one can buy. The manner in which this newcomer seamlessly blends the roles of practical family tourer with status SUV, genuine off-roader and refined all-rounder is just about priceless, which just about justifies its hefty price tag. We’d humbly suggest, however, that the buyer’s speccing journey should start with the Td6 derivative, which offers an engine more in tune with the overall character of the car, as well as greater efficiency.
Last month, Ford South Africa confirmed that the highly-anticipated Ranger Raptor performance off-road bakkie will be offered locally. We have seen the Ranger Raptor prototype undergoing testing and our Cape Town-based artist has now created a speculative rendering of what the double-cab Ranger Raptor might look like.
The Ford Ranger Raptor is a hardcore, performance off-road bakkie that has local enthusiasts excited. Exact details of the forthcoming Ranger Raptor are scarce but this speculative render created especially for Cars.co.za provides some insight into what Ford is brewing in the Australian Outback.
The Ranger Raptor is currently being developed by Ford Performance in Australia and is expected to arrive in South Africa sometime in 2018 or even 2019, but its exact arrival date has yet to be confirmed.
In terms of what will power the Ranger Raptor, rumours abound and many believe that it will be fitted with either a revised 5-cylinder 3.2-litre turbodiesel currently used in the Ranger or even the 331 kW 3.5-litre V6 turbo petrol engine from the F-150 Raptor. However, interestingly, the latest indications are that the Ranger Raptor will debut a downsized, twin-turbocharged 2.0-litre diesel engine.
A smaller engine will cut weight and with 2 turbochargers, a high-output 4-cylinder diesel engine can produce the necessary performance required for the Ranger Raptor. Power outputs of the rumoured 4-pot are unknown at this stage. Much like the larger Ford F-150 that’s sold in the North America, the Ranger Raptor will employ a 10-speed automatic transmission driving all 4 wheels.
In order to deliver its notable off-road performance, the Ranger Raptor will likely be fitted with a heavily revised suspension system. The Ranger Raptor will certainly look the part too with more aggressive and beefier styling and a wider stance when compared with the standard Ranger.
We will keep you updated as soon as more information on the Ford Ranger Raptor becomes available.
We would love to hear what you think of the Ranger Raptor, so feel free to share your thoughts and comments with us. Also, watch the teaser video for the Ford Ranger Raptor below!
Jeep Grand Cherokee Trackhawk Coming to SA in 2018
Fiat Chrysler Automobiles (FCA) has had a busy year in South Africa in 2017, launching several key models to market, but the group is looking forward to 2018…
FCA is the world’s fifth largest automobile manufacturer and markets a host of brands such as Abarth, Alfa Romeo, Fiat, Fiat Professional, Mopar, Chrysler, Jeep and Dodge.
However, US-built Dodge and Chrysler vehicles are no longer produced in right-hand drive configuration and will therefore no longer be offered in the South African market. FCA will, however, continue to support and service local customers through its franchise dealers.
FCA will be expanding it dealer footprint with new dealerships expected in Sandton, Fourways, Menlyn and Durban. FCA will also be occupying a new Head Office in the second half of 2018.
In 2017, FCA launched key models such as the much-acclaimed Alfa Romeo Giulia D-segment sedan and the Fiat Tipo sedan and hatchback. The Fiat Panda was recently reintroduced to market and Alfa Romeo’s highly-anticipated Stelvio SUV is due to arrive in South Africa before the end of the year.
FCA will ride this momentum into 2018 where it will introduce the new Jeep Compass compact SUV to market as well as the new Jeep Wrangler.
The big news, however, is that the Jeep Grand Cherokee Trackhawk high-performance SUV will make landfall in 2018.
Jeep Grand Cherokee Trackhawk coming to slay BMW, Mercedes-AMG and Porsche
With 523 kW and 881 Nm of torque, the Jeep Grand Cherokee Trackhawk is significantly more powerful than its rivals.
Rivalling mighty products such as the BMW X5M / X6M, Mercedes-AMG GLE 63 and Porsche Cayenne Turbo S, the Jeep Grand Cherokee Trackhawk is set to rock the high-performance SUV market when it arrives.
Fitted with a powerful supercharged 6.2-litre V8 engine sourced from the Dodge Challenger SRT Hellcat, the Trackhawk will produce a not-to-be-taken-lightly 523 kW and 881 Nm of torque, which is substantially more than what its rivals offer.
The Jeep Grand Cherokee Trackhawk will offer blistering performance with zero to 100 kph dispatched in a rapid 3.5 seconds while powering on to at least 290 kph.
An exact launch date is yet to be confirmed, but we will keep you updated as more information becomes available, so stay tuned!
Following the launch of the Triton bakkie earlier this year, Mitsubishi has followed that up with the SUV version, named the Pajero Sport. An all-new Pajero Sport was introduced to South Africa recently and we took it offroading to determine if it has what it takes to compete with its rivals. Watch the video!
The Pajero Sport is a vehicle that is here specifically to take on the Toyota Fortuner and Ford Everest – both of which have a stranglehold on this segment of the market. However, the Pajero Sport is priced very competitively, sliding in beneath the equivalent Fortuner and Everest. It packs a decent punch from its new-generation 2.4-litre turbo diesel motor with 133 kW and 430 Nm of torque, which sends its power to all four wheels via a new 8-speed gearbox.
And of course, there is Mitsubishi's legendary Super Select four-wheel drive system thrown in for good measure. In this episode, Juliet McGuire takes the new Pajero Sport to our favourite 4×4 testing ground, outside Cape Town. We take a detailed look at the interior, the rear seats and load space practicality, and of course, we get the Pajero Sport properly dirty.
The new Mini Countryman came to market earlier this year and with its larger dimensions, it has grown into a rather practical premium compact family crossover with youthful styling appeal. The brawny Countryman John Cooper Works (JCW), however, sweetens the formula with more power and all-wheel drive capability. How does it perform and should you consider it? Let’s find out…
We Like: Bullish looks, performance, interior quality, practicality
We Don’t Like: Pricey optional features
Alternatives
Mercedes-Benz GLA 250 4MAtic AMG Line – The GLA 250 is also powered by a 2.0-litre turbocharged petrol engine with 155 kW and 350 Nm of torque. It’s not as youthful as the JCW and perhaps not as playful to drive but it’s definitely an alternative worth considering. The GLA 250 4Matic AMG Line is priced from R681 190.
Volvo V40 Cross Country T5 Inscription – The V40 CC is a little smaller than the Countryman but offers a sleeker, more hatchback like shape that seems less bulbous. The current generation V40 CC is getting quite long in the tooth but it does have a super range of petrol and diesel engines and a comfortable interior at a cheaper price tag. It's priced at R584 706.
Audi Q2 2.0TDI Sport S Line Automatic – The Q2 has loads of styling appeal and even though it has less power than the JCW with 105 kW and 350 Nm of torque, its price of R585 150 gives you generous room to add a host of attractive features that are arguably more stylish than what the JCW can offer. It’s not a cheap option but it competes well in terms of visual appeal and will suit those looking to impress.
The Countryman JCW offers an attractive blend of practicality, style and entertaining performance.
Facts & Figures
Price: R636 972 (October 2017)
Engine: 2.0-litre turbopetrol
Power/Torque: 225 kW / 450 Nm
Transmission: 8-speed sports automatic
Fuel consumption: 7.4 L/100 km (claimed)
0 -100 kph: 5.1 secs
Top speed: 250 kph
Boot capacity: 450 – 1 390 L
What is it?
A wide planted stance in combination with all-wheel drive proves useful when venturing on gravel.
The Countryman is not only the largest Mini on offer, but this JCW Countryman is also the most powerful all-wheel drive Mini, ever.
Most vehicles in the compact family crossover segment look comparatively bland when parked next to the JCW Countryman and that’s because it looks like it stepped out of the gym with bulging bodywork and a muscular demeanour. Younger buyers wanting a premium compact crossover with flamboyant styling and performance punch will find this JCW Countryman to be an alluring proposition.
The JCW Countryman is distinguished from its lesser stablemates with sporty features such as large air intakes in the front bumper, a rear diffuser, a roof-mounted spoiler and roof rails to round off the look. This test unit came dressed in white with red sports stripes, red roof and you guessed it, red side mirrors. We think its brutish looks are appealing but it might be too much for the conservatives out there…
Is the Mini JCW Countryman all show or can it actually go? Let’s take a closer look at what it has to offer…
The Good
Strong Performance
A slick, seamless transmission and punchy engine ensure brisk acceleration and the dual exhausts are quite vocal too.
A specially-tuned, 2.0-litre turbocharged petrol engine is found under the bulging bonnet of this JCW Countryman and in this application, offers a playful 225 kW and 450 Nm of torque. All 4 wheels are driven, part-time (front-wheel-drive until wheel slip is detected, at which point power is spread to the rear wheels), through a slick and quick shifting 8-speed sports automatic transmission.
With the full torque load delivered from between 1 450 and 4 500 rpm and maximum power achieved between 5 000 and 6 000 rpm, the JCW Countryman’s performance capability is always nearby, so close in fact, that it seemingly urges you to open the taps whenever you have an open piece of tarmac ahead of you. It coaxes the driver, begging for play time, and it’s part of the reason why we found this JCW Countryman so entertaining to drive.
When in Sport mode, the JCW Countryman livens up and goes into attack mode with the dual tailpipes gargling and barbeling all kinds of wonderful gurgly noises that might upset the dogs in your neighbourhood. Acceleration is quick when you lay the hammer down and the mounted shift paddles give you some freedom to exploit the engine’s capability. Mini claims 5.1 seconds in the sprint to 100 kph, which is enough to embarrass some wishful punters at the robots.
In contrast to its entertaining performance, the JCW Countryman can also be a sedate family crossover when driven with a mindful driving style. Fuel consumption varies according to your driving style and the highest figure we experienced was 11.6 L/100km on spirited runs but easily dropped to about 9.5 L/100 km with a more relaxed driving approach. Mini claims a fuel consumption figure of 7.4 L/100 km.
Fun handling and compliant ride
The Countryman JCW offers a comfortable ride suitable for the daily commute but a sporty undertone will keep you engaged.
True to its Mini genes and despite it larger girth, the Countryman JCW handles wonderfully and steering feedback is positive and predictable. It can be whipped through corners at pace while remaining true and composed. Given its wider, bullish stance, it hugs the tar with reassurance and much of its handling prowess can be attributed to its part-time all-wheel drive system which also gives it added grip on gravel roads or on slippery surfaces.
Although it’s ride quality isn’t plush in the SUV sense, it is however adequately sprung to comfortably absorb imperfections but yet firm enough to give it a sporty riding feel. That said, it’s a capable and comfortable daily runner with a distinct sporty flavour in the way that it drives and mommy’s and daddy’s should find it suitable on the school run and wherever else the road may lead.
Practical interior
The interior is typically Mini and will appeal to a younger clientele. Perceived interior build quality is good.
The interior is what you would expect from Mini – vibrant, youthful and erm, colourful. The cabin is lit, in youth speak, with enough lights and colours to convince you that Christmas has arrived every time you step inside.
The interior is robust and solidly built with a premium feel befitting of its price tag. The jet-fighter inspired switchgear adds a nice sporty touch to the cabin and they have a quality feel to them.
Once you familiarise yourself with the layout of the large, round, central infotainment system, it’s easy to use and toggling through the menus using the rotary dial soon becomes second nature. It offers myriad of functions including vital vehicle information, Bluetooth connectivity and Mini Connected App which, when downloaded on your smartphone, brings your social life, music, news, browsing and other functions to your fingertips when you are driving. A total of 2 USB ports and an auxiliary port are at your disposal for connecting or charging devices.
The infotainment system is vibrant and easy to navigate with a host of useful features including the Mini Connected App.
The multifunction sports steering wheel is adjustable for rake and reach with mounted audio and cruise control buttons. This JCW is also fitted with well-bolstered, manually adjustable sport seats with height adjustment and adorned in a combination of leather and suede cloth. We found them to be firm and relatively comfortable and supportive. Climate control air conditioning is standard.
Rear passengers have ample space and the rear seats can slide forwards and backwards to accommodate taller passengers. Luggage space is large enough at 450 litres with a useful false floor to store valuables out of sight. With the rear seats folded down, the loading area is perfectly flat and space increases further to 1 390 litres for longer and bulkier items. There’s also ample cupholders and storage space for oddments.
Safety features
The JCW Countryman is fitted with 6 airbags, ABS with EBD, emergency brake assist and electronic stability control with traction control. ISOFIX child seat mounts are also standard.
The bad
Optional features
With R83 000 worth of options fitted, this Countryman JCW doesn't come cheap.
Like all Minis, a vast array of optional features are on offer to customise your car to your preferences. For buyers, this is both an attractive and costly exercise.
This test unit came generously equipped with additional features such as 19-inch JCW Course Spoke rims (R9 000), Climo View Package with glazed windows, panorama glass sunroof and heated seats (R14 000), red sports stripes (R3 500), folding side mirrors (R2 800), front armrest (R2 050), Harmon Kardon sound system (R8 900), Mini navigation system (R7 800), head-up display (R6 800), active cruise control (R7 600), front and rear park distance control (R7 500), tyre pressure monitoring (R2 750) and sport automatic transmission (R27 500). Do you get the point?
Additional features escalate the price quickly and this test unit comes in at around R722 000 with all its added features. Buyers are advised to tick off options carefully.
Price and warranty
This Mini Countryman JCW sport automatic is priced at R636 972 and is sold with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan with service intervals set at 20 000 km.
Most crossovers are boring in comparison to the Countryman JCW. There's nothing quite like it and we like it.
We really like the Mini Countryman JCW and we think it is an impressive product that has fashionable road presence while delivering solid and entertaining performance. It also happens to offer desirable practical qualities and overall it proves that a premium compact family crossover needn’t be boring.
It is on the pricey side of the spectrum, especially when you start dipping your wallet into the extensive options list but if you consider that there is nothing quite like it on the market, then perhaps it’s money well spent if you are looking for a crossover with more punch and appeal than the GLA, X1, V40 Cross Country and Q2. It certainly won’t disappoint you, that’s for sure…
This is the last video in our 2017 #CarsRaceDay series. In one of our most ambitious video projects yet, we worked with the city of Cape Town to close an incredible road in the farmlands beyond the city. It's always been one of our favourite pieces of tarmac to test cars and now we had it all to ourselves.
We lined up 8 high-performance cars, fired up our race-ace Ashley Oldfield and staged 3 races.
In this video, we review the #CarsRaceDay lap-time leaderboard and Ashley reveals, in ascending order, his favourite driver’s cars out of the 8 contenders that he spurred up the hill. Then, he gathers together all of his (considerable) driving skill to set a blistering time in the McLaren 570S, which promptly proved why supercars are in another league to (otherwise fast) road cars…
We get behind the wheel of Hyundai's first bona fide hot hatchback – and poster child of the firm's fledgling performance division. It's not confirmed to come to South Africa, but as an alternative to the iconic and highly desirable Volkswagen Golf GTI, the i30 N doesn't disappoint, our UK correspondent finds. Not in the least, in fact…
By Richard Lane
What is it?
The i30 N is the first hot hatch from a marque with a full works entry in the World Rally Championship, and therefore something to be taken very seriously indeed. Hyundai’s aim has been to cram in as much performance for the least possible cost to buyers and that should have your ears pricked up.
Why now? Well, Hyundai has seen significant sales growth in the past 5 years. To build on that success and to translate rally podiums into profit, it’s now launching a performance arm – N.
Enter Albert Biermann, long-time boss of BMW’s performance arm – M. He’s the type of man who expects the "ESC off" button in a car to actually mean "off" (in the i30 N, it does) and yet recognises that, in 2017, a 5-door hot hatch needs to be usable to be a hit in showrooms. This machine is very much his baby and the German’s presence is a major reason for optimism about its ability to entertain.
Hyundai's new i30 N takes square aim at the hot hatch establishment. Let's hope it makes it to South Africa!
The fundamental i30 N package is nothing out of the ordinary – it’s a 5-door hatch with a turbocharged 2.0-litre engine driving the front wheels. What is rather unusual is the level of hardware on offer for a modest outlay, with the £24 995 (the equivalent of R450 000… in the UK market) base model getting 184 kW, an electronic limited-slip differential and 3-way adaptive suspension. An optional Performance Package sees those figures increase to £27 995 (the equivalent of R510 000… in the UK market) and 202 kW.
As for pace, the standard car hits 100 kph from rest in 6.4 sec, while the Performance model shaves 0.3 sec from that time. Both will hit 250 kph and manage around 7.0 L/100 km combined, says Hyundai.
Key design features
A sporty diffuser and twin tailpipes communicate intent and the performance i30 N will power from 0 to 100 kph in 6.1 seconds.
The 5-door bodyshell is the same as that used for the standard i30, with Hyundai claiming it to be already adequately stiff (the N gets underbody strut braces, nevertheless). Wider wheel arches have been grafted on and the N car sits up to 8 mm lower.
Aggressive bumpers with deep intakes at the front, a red pinstripe on the splitter and a triangular brake light that sits within the gloss-black rear spoiler are other identifiers, although perhaps none are as conspicuous as the N’s rather lovely, and unique, signature colour – Performance Blue. There’s also a choice of 18-inch wheels (shod in Michelin Pilot Super Sport tyres) or 19-inch options (bespoke Pirelli P Zero).
A hardcore N mode will extract the most performance, while Eco and Normal modes are best used for everyday driving.
Components for the car’s upgraded brakes, fettled engine, toughened-up 6-speed gearbox, reinforced clutch and sophisticated suspension are all either built in-house or supplied by Korean firms with whom Hyundai has a close relationship. It might have been developed at the Nürburgring, but the i30N’s physical form is refreshingly home-grown, and that’s helped it undercut the competition.
The car is also highly configurable, with settings for the e-differential, engine map, exhaust, suspension, steering and ESC. All in all, there are 1 944 combinations, although by default they’re grouped into Eco, Normal, Sport and a hardcore N mode. There’s also an N Custom mode, with which you can deploy your favourite settings at the touch of a button.
Inside, the i30 N gets either a 5.0-inch display atop the dash or an optional 8.0-inch unit. You get Apple CarPlay and Android Auto, as well as readouts for power, torque, turbo boost pressure, lap times and – sure to go down well with the local constabulary – acceleration. Performance Pack models also get a removable brace that stretches across the boot floor – how about that for intent?
What's it like to drive?
The i30 N's performance is commendable, particularly when you consider that it was developed in 30 months. It's a staggering achievement for Hyundai.
Extremely impressive. Surprisingly so, given that in just 30 months the project has gone from being an entry on the Hyundai board’s wish list to a product you can buy from dealerships complete with a 5-year warranty.
Perhaps most impressive is that the i30N gets the fundamentals right. The seats are decently low and supportive, and there’s plenty of adjustability in the steering column. That’s a big tick in the box in this segment. In our left-hand-drive test car, the pedals were slightly offset to the right, but still well spaced for heel-and-toe shifts (if you’d prefer not to use the admittedly excellent rev-matching function).
The i30 N is a competent all-rounder. It can be a formidable performer in full attack mode, but can also be a comfortable daily driver.
Factor in the quick, tactile throw of the gearstick and the short-travel clutch and you’d swear Hyundai had been building this kind of car for generations. The i30 N also feels robust to its core, although the material quality is a league below what you’d get in a Golf GTI.
On the move, the 2.0-litre engine is supple enough to take a higher gear and carry eye-widening speed through corners by leaning hard on the superbly damped chassis. Alternatively, you can drop a cog or two and get familiar with the engine’s 6000 rpm sweet spot. Either way, throttle response is refreshingly crisp for a turbocharged unit, and while there’s no great climax to be had as engine speed rises, there’s plenty of character here – particularly with the off-throttle pops and bangs from the exhaust (as is de rigueur) in N mode. The Performance Package car also features an overboost function that delivers 380 Nm for up to eight seconds at a time.
It’s difficult to overstate what a brilliant job Hyundai has done with this car’s chassis. The most severe mode, Sport+, is usable – preferable, even – on most roads, although the Sport setting beneath it quells flares of wheelspin that rougher surfaces precipitate. Normal mode, meanwhile, calms proceedings to the extent that you might forget you’re at the wheel of such a potent hatch. The burly engine and commendably feelsome steering are merely the supporting cast.
Qualms?
The i30 N's versatility is a key strength but track enthusiasts might be left wanting a little more.
There aren’t many. The i30 N is not a car that’ll suck you into an apex regardless of your entry speed in the style of, say, a Clio RS. Neither does it change direction with the brusque conviction of the French rivals; in fact, it can feel quite nose heavy if you’re even a little bit too ambitious on turn-in. The ABS also seems a tad sensitive, although that could be a consequence of the blistered Italian rat-runs.
First impressions suggest that track day regulars – whom Hyundai is attempting to woo with the i30 N – might also want for a more mobile rear axle. Biermann admits a Renault Sport Mégane is the sharper tool in this regard, but insists the i30 N is the more versatile proposition and better device for learning. He’s probably right, too.
As for aesthetics, call them "tame" if you like, but Hyundai prefers to use the word "timeless". We’ll give it the benefit of the doubt on this one – there’s a refreshing lack of chintz to the i30 N that imbues it with an elegance reminiscent of the Clio 197 and original Focus RS. No bad thing.
Should I buy one?
The Hyundai i30N's future in South Africa has not been confirmed, but if it comes, it should undercut the competition by a fair margin.
Well, you can't. Hyundai South Africa cannot confirm whether it will introduce the hot hatch; the i30 N's future availability will depend on a number of factors, not least the exchange rate. Moreover, the hot hatch market has never been so competitive… Newcomer Hyundai, however, has 2 things to help it hit the ground running: top-level motorsport experience and the right personnel. So has that worked out?
On the evidence of this first drive, you’d have to say it has. Hyundai has pulled off some feat in delivering a car that feels so intuitive and enjoyable – not to mention heroically fast when the moment arises – and yet will happily play shopping cart when necessary.
Moreover, at the equivalent cost of R510 000, even the higher-spec Performance Pack N-car undercuts the likes of the Honda Civic Type R and, remarkably given the kit on offer, the Golf GTI (we reiterate: in the UK market). That the Hyundai is arguably the better all-rounder than either should guarantee it your time and, at the very least, your consideration. Oh, if only this i30 derivative could come to the Republic.
The 2017 Kinsey Report has landed, detailing the costs of 35 replacement parts commonly needed for servicing and repairing 62 similar cars with reasonable to good sales across nine categories.
The annual report, compiled by veteran journalist Malcolm Kinsey since 1996, continues to be the definitive guide to parts pricing in the South African market, giving consumers a reasonable idea of the damage you can expect to your bank account if you own any of these cars and run into any part replacement expenses that are not covered by warranty, service plan or insurance.
The ranking of the cars in each category below is determined by adding up the costs of typical servicing parts (filters, spark plugs, wipers, brake pads, etc.), repair parts (cam belt, shocks, clutch plate, flywheel, fan belt, etc.) and parts that are commonly needed in the event of a crash (doors, fenders, bumpers, glass, lights, wheels etc.). The highest-ranked is the car with the lowest total expenses across all three of these categories.
The Datsun Go Lux came out top amongst its nine competitors in all three parts categories: service, repair and crash parts. This is a welcome accolade for Datsun, who have only been in the country for three years and have just reported a 203% volume increase across dealer sales channels on a year-on-year, year-to-date basis. The Polo Vivo is in second spot but boasts the lowest parts cost when calculated as a percentage of the price of the vehicle. The Tata Bolt was included for the first time and fared well in the repair costs category (2nd) and service costs (3rd), but took a knock in the crash section because if you bust a rear fender you’ll need a whole new side section.
Top spot here goes to the VW Polo 1.2 TSi with both the most economical parts basket and best basket to purchase price of the car – a good indication of all-round value for money. It also scores first in repair and crash parts and second in service. Renault takes second and third place with its Sandero and Clio respectively.
For the third straight year this category is dominated by the Toyota Corolla – the 1.6 Quest just pipping the 1.6 Prestige by a few thousand on the overall parts basket and also the percentage value for money. The VW Golf GTi, comparatively expensive as a package, scores well in repair parts, in 2nd place.
Winner here is the Mahindra KUV 100, followed in second place by the Peugeot 2008, ahead of the Ford Ecosport 1.0T by a mere R23. Mahindra is lowest in the both the service and repair section with the Peugeot best in the crash parts section.
This category is again won by the Toyota Fortuner, convincingly in both least expensive parts basket and percentage calculation. Second goes to the RAV 4 2.0 – up seven places from last year, and third the Ford Kuga1.5 T, also very much improved this year. All three have the least pricey crash parts and it is interesting to note that all three have managed to beat inflation with their overall baskets being lower than in 2016.
Here it’s Toyota again in both overall parts basket price and percentage. All the vehicles in this section have automatic transmissions – the manual options not being as popular. Winner is the Toyota Prado 3.0 VX followed by the Volvo with good prices in service (1st), repair (2nd) and crash (2nd) parts. The Range Rover Evoque holds on to the third place which it achieved last year.
It’s a third win for Toyota in this category, with the Hilux 2.8 GD, clinching best basket price and affordability percentage. Second is the Nissan Navara and third, the Isuzu KB 300, all tried and tested favourites. GWM Steed 6 gets a look-in with impressively low servicing parts costs.
Nissan is smiling here with first and second going to the NP 200 (half tonne) and NP 300 (1 tonne) respectively. These genuine workhorses may lack a creature comfort or two but prove their value when put to work.
These are again all automatic transmission vehicles – like the executive crossovers, the demand in this luxury category is almost exclusively for automatics. Volvo clinches first spot again with the S60 with the BMW 320i close behind. The BMW came out tops for percentage value for money.
Despite a depressed economy and political uncertainty in South Africa, September 2017 was the fourth consecutive month that aggregate domestic new car sales recorded positive gains on local soil. Take a look at this new car sales summary for the details…
The new car market has made somewhat of a U-turn with positive results reflected during September 2017 with new passenger car sales and light commercial vehicle (LCV) sales showing strength. Exports also recorded strong gains and this trend is expected to continue in coming months. Aggregate new vehicle sales showed year-on-year growth of 7.0%.
Rudolf Mahoney, Head of Brand and Communication at WesBank commented that “This remarkable recovery in the new vehicle market is being made possible by superlative marketing incentives from manufacturers. Right now, new vehicle deals are just that much more attractive than buying used, and consumers are seeing the value.”
Furthermore, data from WesBank reveals that value for money in the new car market was a key driver in September’s positive results with average deal values declining. WesBank notes that the average new vehicle finance transaction in September was some 1.1% lower, which indicates that manufacturers are giving value back to the consumer. Sales through the dealer channel, where consumers are most active, reflected an increase of 6.3% during September 2017.
In the used car market, however, supply of quality used vehicles is ‘drying up’, resulting in continued price inflation. WesBank says that used vehicle finance deal values have risen by 8.4% year-on-year with no signs of slowing. In fact, in the last 3 months alone, this figure has jumped by 2.5%.
New car sales summary – September 2017
Aggregate new vehicle sales of 50 675 units up by 7.0% (3 318 units) compared with September 2016.
New car sales of 33 669 units up by 5.9% (1 868 units) compared with September 2016.
Light Commercial Vehicle (LCV) sales of 14 523 units up by 11.7% (1 520 units) compared with September 2016.
Exports sales of 36 359 units up by 11% (3 595 units) compared with September 2016.
Top 5 best-selling car brands in South Africa – September 2017
Toyota continues to dominate the local car market with Hilux, Corolla, Fortuner, Etios, Avanza and RAV4 being top sellers.
Toyota – 11 123 units with market share of 22%
Volkswagen – 8 012 units with market share of 15.8%
Ford – 6175 units with market share of 12.2%
Nissan – 5 098 units with a market share of 10.1%
Hyundai – 3 147 with a market share of 6.2%
Top 5 best-selling cars in South Africa
The Toyota Hilux is the best-selling vehicle in SA, out-selling its Ford Ranger rival by a considerable margin.
The National Association of Automobile Manufacturers of South Africa (NAAMSA) predicts an overall year-on-year improvement of 1.5% for 2017. Furthermore, positive global economic growth will continue to support vehicle exports.
WesBank, however, provides some advice to consumers, “When looking at the macroeconomic indicators over the past few months, we see some stability. However, it’s not all plain sailing for car buyers and motorists. The cost of mobility is rising sharply, in keeping with the recent months’ rapidly escalating fuel prices, and contributing to a negative outlook for the remainder of the year. It, once again, shows that consumers should leave breathing room in their budgets to accommodate increases over the duration of their finance contract.”
