Revealed: Performance Pack for 2017 Volkswagen Golf GTI
The facelifted Volkswagen Golf GTI has only just been launched in South Africa, but already there's a hotter derivative that's potentially coming to South Africa. Meet the Volkswagen Golf GTI Performance Pack.
The Volkswagen Golf GTI is an accomplished product and you can read about our thoughts here. With peak outputs of 169 kW and 350 Nm, it's certainly not pedestrian, but what if you wanted a bit more go from the 2-time Cars.co.za Consumer Awards-champion? The previous-generation (pre-facelift) Golf GTI line-up included a Performance Pack derivative. The latter featured a tad more power and sharper dynamics, but some critics felt that the gap between 162 kW and 169 kW was not enough to differentiate the two models.
Now Volkswagen has announced a Performance Pack version of the facelifted Golf 7 (or Golf 7.5, as some have named it) GTI and this time there's a bigger power hike between the standard and uprated versions. With the new GTI developing the old Performance Pack's outputs, a considerable increase was needed and now sits at 180 kW and 370 Nm (compared with the stock GTI's 169 kW and 350 Nm). The new GTI Performance Pack is claimed to accelerate from zero to 100 kph in 6.2 seconds, going on to a limited top speed of 250 kph.
Red GTI badges on the front and the rear plus GTI on the brakes make this a Volkswagen Golf GTI Performance Pack.
It'll look a bit different too; the Golf GTI Performance Pack features red GTI badges on the front and rear, GTI logo on the red brake calipers and, speaking of stopping power, enlarged, internally ventilated discs are fitted to the newcomer and we suspect these items (front: 340 mm, rear: 310 mm) come straight from the flagship Golf R derivative. On the mechanical side, apart from the engine upgrade, a limited-slip differential has been fitted as standard, which will help the GTI Performance Pack put down its power in the twisties.
In terms spec, the Volkswagen GTI Performance pack has more features as standard. European spec cars will have Active Info Display and the new Composition Media radio as standard. Will it come to South Africa? Given how much we love the Golf GTI brand, it would not surprise us if the vehicle did eventually make it to South Africa.
When approached for comment on the matter, a Volkswagen SA representative said, "we are evaluating whether to bring the Performance Pack but no decision, either way, is finalised."
Changes to car companies' global strategies continue to alter the composition of the South African car market. Recently, the departures of the Citroën and Daihatsu brands were followed by a much bigger announcement – General Motors is leaving SA, which will see sales of Chevrolet models come to an end. More market shocks could be on the way, but the unavailability of Chrysler and Dodge products isn't one of them…
FCA (Fiat Chrysler Automobiles), which produces Jeep, Dodge, Chrysler, Fiat and Alfa Romeo vehicles, is currently not planning to replace any of its right-hand drive Chrysler and Dodge products with new-generation vehicles. The consequence of this global decision for South Africa is that the Chrysler and Dodge brands can no longer be imported.
Is the Journey the last we'll see of the Dodge brand in SA? Perhaps… but strategies are always evolving.
According to an FCA South Africa spokesperson, the ageing 300C sedan can still be imported on demand, but at this stage it doesn't look like a right-hand drive replacement is on the cards. A handful of Dodge Journeys remain in the dealer network, but once those are sold, no more will be imported. It is important to note, however, that this is not a "withdrawal" from the market, but simply the result of a change in the multinational's global product strategy. Local dealers will continue to provide after-sales services to all FCA brand customers.
Focus on Fiat, Alfa Romeo, Jeep
The upcoming Alfa Romeo Stelvio is a focus product for the FCA Group. Look out for it later this year.
The effective discontinuation of Chrysler and Dodge on the domestic market will allow the local subsidiary of FCA to focus on strengthening the Alfa Romeo brand, expand the market footprint of Fiat products and launch new-generation Jeep products in the near future. Recently the company introduced the highly acclaimed Alfa Romeo Giulia in South Africa and, later in the year, will be adding the Milanese marque's first SUV, the Stelvio – read more about that model here.
The impact of the Peugeot-GM deal on Opel availability in South Africa remains to be seen.
The South African market is relatively oversubscribed for its size, so some form of consolidation has been on the cards for some time. But, perhaps surprisingly, brands are not only leaving, but also investing. Isuzu has announced that it will be taking over much of General Motors' local operation, while Volkswagen is reportedly considering launching Czech brand Skoda, Chinese giant BAIC is building a factory to sell its cars and SUVs and GWM will introduce its upmarket SUV brand, Haval, later this month. We wait to see what happens with Opel – expect an announcement on June 8 2017.
Another small brand that appears to have disappeared off the local market quietly is Korea's SsangYong. Here, too, the unavailability of the brand's products is simply the result of economics. At the current exchange rate it is not possible to import and market SsangYong's attractive new products, including the smash-hit Tivoli crossover, locally. Should the exchange rate improve, however, we're told that SsangYong could very well make a return one day.
Audi has introduced the second generation of its business class coupe and the S5 is the current flagship of the range. Are its looks and refinement enough to elevate it to the position of class-leader… or does its price tag take it too close to more sought-after executive grand tourers?
We like: Responsive engine and smooth power delivery, sumptuous and comfortable interior
We don’t like: Maybe not the style icon it once was, expensive.
Alternatives
If you prefer overt sportiness: The 440i Coupe M Sport is less expensive than the S5, but it may be best to wait until the facelifted version arrives in late May 2017.
If you prefer svelte, feminine lines: The Mercedes-AMG C43 Coupe 4Matic is powered by an all-new V6 turbopetrol that offers a bit more aural drama than the S5, but the Benz can’t match the S5 for build quality.
If you don’t like German cars: The Lexus RC 350 F-Sport uses a naturally aspirated V6, in a well-equipped, premium-finished, all-round package. It’s more distinguishable than the Teutons, yes, but cannot match them for outright performance.
The S5 is freshly styled, but somehow doesn't have the ultimate appeal of the original A5.
How does it fare in terms of…
Style and appeal?
The first A5, penned by legendary Italian designer Walter de Silva, burst onto the market in 2007 replete with beautiful, flowing lines that appealed to everyone. Understated but not boring, it made a tasteful style statement. This new model doesn’t change much of the design, but it doesn’t bring enough "newness" to distinguish it enough from the pack anymore. Due to familiarity, it’s gone back to being an inoffensive, rather than iconic, design. It’s still a good looking car, and in the glossy black paintwork showcased by this example, many will approve.
Performance?
S-badged Audis tend to hit the sweet spots in their respective ranges, even though performance aficionados still hanker for the RS versions. The S3 and S6 are the derivatives to have in their ranges, for example, as the price differences to get to the RS models are arguably too far to justify the flagship versions' lofty asking prices. The S5, which harnesses a 3.0-litre V6 turbopetrol producing 260 kW and 500 Nm of torque, is more than fast enough. The automatic 'box is not an S-tronic dual-clutch unit, as you’d expect, but a normal torque converter. This is because Audi believes its Tiptronic ‘box deals with the high torque output better than the S-tronic dual clutch. It also makes the car easier to drive around town/less jerky in traffic.
The new V6 turbopetrol is responsive and quick. There is a smooth, linear feel to the way the revs climb.
The ‘box is rapid-shifting, both on up- and downshifts, yet it doesn't baulk or stumble in bumper-to-bumper traffic. And, whether you're accelerating from a standstill or overtaking slower cars, the S5 is certainly potent, yet there’s nothing brutal about its performance… it’s all about smooth and linear acceleration. Stare at the speedo during a full-bore acceleration run and it’s hard to believe how fast the S5 gains speed. It’s all very comfortable and easy, which is what you’d expect from a GT aimed at a buyer disinterested in acceleration times or lap times.
Even with the Drive Select modes at your disposal to shift between comfort, sport and individual modes, you never really feel the need to shift into Sport and wring the S5’s neck. It suffices to just to leave the Ingolstadter in Comfort and breeze along, all the while moving at a fair lick!
Ride and handling balance?
The ride quality is firm, yes, but reasonably comfortable over most surfaces and its reward is nimble and agile body control when the Audi's driven with verve. All the while, the cabin barely relays exterior noise… it's only when the speedometer needle approaches the vertical position that you hear the exhausts and that crisp, unfiltered howl from the V6 in front of you.
The quattro system combined with adaptive dynamics helps the S5 stick to the tarmac like glue.
The quattro system, which is 60:40 rear-biased, keeps the S5 settled and planted to the road. You can push the S5 hard and it will return grip and chassis control that will amaze, but it lacks driver engagement. The S5 does everything with such ease that it feels like the car is doing all the work for you. There’s no need to extend that sixth sense out to the wheels or focus in on what’s being fed through the steering wheel as the S5 just does what you tell it – with ease. That’s probably exactly what an S5 driver is looking for, not something they have to dance with through a mountain pass, but something they can sit back in and relax, enjoying the view, all the while maintaining the same speeds as any other performance saloon.
Interior ambience?
Audi does minimalism exceptionally well and the S5 is a great example of an uncluttered cabin. By virtue of being of unburdened by myriad buttons and switches, the cabin feels larger than it actually is. You have to constantly remind yourself that you're seated in a variant of the A4 – not the A6… it feels that spacious.
The sports seats are standard in the S5 and they are comfortable and supportive.
The quality of materials and touch surfaces is top grade and the brushed aluminium makes it feel modern and expensive. Virtual cockpit has been installed, so everything you ever need is digitally broadcast to your instrument cluster. Despite the amount of information available in the instrument binnacle, it never feels cluttered, it’s a great system. The S5 gets special additions that include aluminium door sills, Nappa leather, sports seats and a sports steering wheel.
Pricing and after sales
The Audi S5 Coupe costs R928 000 (May 2017) before options. In terms of backup, it is sold with a 5-year/unlimited km maintenance plan and a 1-year/unlimited km warranty.
Verdict
Of the 3 German choices in this segment, the Audi understands its buyer best. It’s the most premium-feeling product and plays the role of a comfortable grand tourer better than the Mercedes-Benz C-Coupe and BMW 4 Series. Granted, the S5 isn’t the most engaging car to drive in terms of driver involvement, but it executes all its tasks, including spirited driving, with consummate ease. The quattro drive system and adaptable dynamics make the S5 more of a comfortable Autobahn-slayer… than a mountain pass maniac.
Virtual cockpit gives the driver a vast amount of options in order to customise what's displayed on the instrument cluster.
Inside, the S5 feels the most upmarket and premium among its competitors. Audi has continued to march ahead of the competition with its plush materials and soft-touch finishes.
Therefore, if you’re in the market for a R900 000 coupe, the Audi is a solid choice. If you want something sportier, you probably won't require rear seats and should consider proper sportscars like a Porshe Cayman or Jaguar F-Type. The point of the S5 is to deliver performance with absolute refinement and class. If that's what you want, you can't go wrong here.
The 4th-generation Clio RS received mixed reviews, so the performance arm of Renault set about making the updated model worthy of its RS badge. Has the French firm got it right? We hit some Western Cape mountain passes to assess the newcomer's skillset.
Renault Sport has made some great cars, past and present. It doesn’t pander to compromise or comfort; its products are aimed directly at the driver who wants to drive fast and accurately and, when the opportunity presents itself, unleash their machine on a race track. As a result, many of its products are hard-edged and difficult to live with on an everyday basis. It’s impossible to add race suspension and then make it soft and cushy over a speedbump, especially when you’re targeting the lower end of the performance market…
What’s new?
In terms of exterior treatment, the newcomer is still instantly recognisable as a Clio, but this updated version has a few new tricks up its sleeve. Those fog lights (in the pattern of the RS logo) provide a signature lighting detail and double up as cornering lights. The headlights now sport C-shaped LED strips, similar to those of the Megane.
Chequered flag inspired foglights double as cornering lights.
Step inside and it’s like walking into a Renault RS gift shop. RS badges are decked all over the cabin, the seats, steering wheel and gear lever are garnished with red stitching and although the dashboard and surrounds are designed to look like they were made from carbon fibre weave, they're finished in a pleasant soft-touch rubber material, as a matter of fact. It’s actually quite a premium cabin (once you start prodding the panels and finishes) and appears solidly-built too.
That gearbox?
Gearshift paddles have a thick metallic feel to them, but are column-mounted (instead of wheel-mounted).
The biggest criticism of the previous Clio RS was its clunky and unintuitively shifting dual-clutch transmission. After nearly 400 km with this updated model, I couldn’t fault the 'box's performance. Its shifts (up and down) are brisk and the responses from the shift paddles are immediate… In fact, Renault claims the Clio’s gearbox is as fast at swapping cogs as a Nissan GT-R's. I’m still not a fan of the paddle shifters being mounted on the steering column instead of the wheel – I often found my fingers grasping fresh air instead of a paddle.
Speed thrills
Powering the Clio RS is the same 1.6-litre turbocharged petrol engine as before. There are 2 versions of the RS to choose from, a hardcore RS Lux model and an inside-wheel lifting, borderline crazy, RS Trophy derivative. The Lux has peak outputs of 147 kW and 260 Nm and the Trophy 162 kW has an overboost function that lifts the torque to 280 Nm. Both manage sub-7 second 0-100 kph times with the Lux claimed to clock 6.7 seconds and the Trophy 6.6 seconds.
The trophy has Akrapovic exhaust pipes that add a serious amount of aural pleasure to the experience.
The Trophy model stands out from the Lux with its larger wheels (18-inch), lower ride height, stiffer springs, red brake callipers (and 320 mm discs) and an Akrapovic developed exhaust system. The exhaust is noticeably similar in sound to that of the Megane RS Trophy. It gives the Clio Trophy a distinctive backing track to go with its prodigious speed and handling prowess. It certainly gives the Golf GTI and R a challenge in the vrrrphaa stakes.
Mountain passes
We were set the challenge of conquering both Bains Kloof pass and Franschhoek pass over the course of the day’s route. Bains Kloof is treacherously narrow with nothing more than a few painted stones on the verge to stop you from tumbling into the abyss below. It’s bumpy too. We thought it best to start this section with the less rigid Lux model.
It turned out to be a good choice, because the Lux’s slightly softer suspension was still firm over the bumps, but never upset by the constant jolting. The small hatch was quite suited to this narrow, point-and-squirt section of tarmac, its proportions allowing you to (just about) clip the inside mirror on the cliff-wall-cum-apex before powering out. Delivering short bursts of acceleration between 2nd and 3rd gear is the Clio’s strong point.
The Clio RS deals in grip and agility that none of the pocket-sized superminis can match.
For the much smoother – and wider – Franschhoek pass, the Trophy makes sense. Look, if you're a driving aficionado and can afford to buy into the RS brand you may as well go all-in. The Trophy is rewarding, grippy and delivers aural thrills aplenty. You won’t be disappointed by its cornering abilities, but its ride quality is bone-crushingly hard… it's something you’re just going to have to live with. If you plan to the commute with the Trophy, you will in all likelihood going to occasionally lose your cool by virtue of the suspension.
Track gadgets
Downloadable track data that can be analysed later. That's every track day enthusiasts must-have.
Built into the infotainment system is Renault’s RS monitor, an application that stores all the car’s data, such as throttle positions, brake pedal applications, G-forces and a whole bunch of engine graphs. There’s a lap timer too and all the data is available to download to an SD card. It’s the perfect track day tool and a reasonable replacement for a Vbox data logger.
Summary
The Renault Clio RS is not the "performance bargain" it once was when compared with the Fiesta ST and Polo GTI. Then again, it’s a more focused driver's car than either the Ford or the Volkswagen. It would be interesting to see how much faster the Renault is than those 2 over a single lap… and whether it would be worth the ride comfort you'd have to sacrifice. Given the improvements to the gearbox, we feel the car is an improvement over the previous version. Specification at this price level is fair and the only options worth considering are the limited edition yellow or white paint finishes. It's hard, it's fast and it's involving. A Renault Clio RS, in other words.
The facelifted Volkswagen Golf GTI was launched in South Africa in the middle of May 2017. Here are 5 key things we think you should know about the latest iteration of the award-winning premium hatchback.
We recently attended the launch of the Volkswagen Golf GTI and came away deeply impressed… it's not surprising that it remains the premium hatchback champion in the Cars.co.za Consumer Awards – powered by WesBank (it defended its title in the 2016/17 instalment of our programme).
The South African market is peculiar insofar as the majority of Golfs that are sold are GTI derivatives. However, that sales statistic might change after the range expands in July 2017, because that will herald with the introduction of the (GTI-complementing, but turbodiesel-powered) Golf GTD, Golf R etc. The GTD will be priced around the R500 000 mark.
169 kW and 350 Nm from a 2.0-litre turbocharged petrol engine… Performance is brisk, but not edge of your seat.
It's not the biggest increase in power we've seen, but the fact is, it does offer more poke than the pre-facelift version. Power from the 2.0-litre 4-cylinder turbocharged TSI motor is rated at 169 kW, with peak torque coming in at a hefty 350 Nm. These outputs may sound familiar and they should: they match those of the outgoing Performance Pack Golf GTI. Rumour has it the next iteration of the Performance Pack will slide into the market with 180 kW, perfectly positioned between GTI and the mighty Golf R.
What else do you need to know about the powertrain? Oh yeah, the manual gearbox has been discontinued (at least Volkswagen South Africa does not offer it). Those who are sad about that are in the minority: the vast majority of local GTIs are equipped with DSGs. Why'd you want a manual anyway? The DSG derivative is quicker, easier to drive and lighter on fuel?
2. The new interior screens are spectacular
Discover Navigation Pro is the flagship infotainment system and while it's an optional extra, we think it's well worth the additional outlay.
The Volkswagen Golf now features larger and more detailed infotainment touchscreens. Some of those are admittedly optional extras, but given their quality, well worth ticking the box. On our drive of the 2017 Volkswagen Golf GTI, our test car came fitted with the 9.5-inch Discover Navigation Pro system. Discover Pro is a full touchscreen unit with gesture control. Not only is the unit's integration into the dashboard beautifully finished, but the graphic quality is top-notch. Tech fans take note of the resolution: 1280×640!
3. This new Golf boasts semi-autonomous technology
Volkswagen Traffic Jam assist is able to track the vehicle in front of it and keep the Golf in its lane at speeds of up to 60 kph.
The new Volkswagen Golf is able to drive semi-autonomously at speeds of up to 60 kph. This is called Traffic Jam Assist and forms part of the Golf's Autonomous Level 1 specification. Technically, the onus is on you as the driver to still do the majority of the driving, but the car is able to step in and take some of the work off your hands.
There are also tech assistance systems such as Trailer Assist, which removes the complications around towing trailers and caravans, as well as the third generation of Volkswagen's Park Assist, which according to VW, "makes it possible to park semi-autonomously in any parking space that is parallel or perpendicular to the carriageway. For perpendicular parking spaces, not only is parking in reverse supported for the first time in a Golf, it is also now possible to drive into a parking space semi-autonomously."
4. The looks have changed slightly
The big changes are redesigned bumpers and revised headlights. These lights are now full LED units.
The new Volkswagen Golf GTI has received some visual changes in the form of redesigned bumpers, bigger exhaust tips, new alloy wheel designs, full LED headlights, LED tail lights (with pulsing directional indicators) and you'll notice a notable amount of red detailing around the headlight modules.
5. You can go to town with the options
Active Info Display is an option well worth investigating. If you spec it, you will need to include the satellite navigation option too.
Being a Volkswagen, you can tick multiple options to suit your individual needs. However, if you're not careful, you can easily add a substantial premium the already hefty price tag (R545 800). That said, if you've got the cash to spend, then we can highly recommend the Active Info Display digital dashboard (R8 000), the Discover Pro Satnav Infotainment system (R20 200) and Adaptive Chassis Control (R12 700).
Facelifted Volkswagen Golf – prices in SA
81 kW 1.0 TSI Trendline R289 900
81 kW 1.0 TSI Comfortline R304 200
92 kW 1.4 TSI Comfortline DSG R356 400
81 kW 2.0 TDI Comfortline Price to be confirmed at a later stage
130 kW 2.0 TDI GTD DSG Price to be confirmed at a later stage
169 kW 2.0 TSI GTI DSG R545 800
213 kW 2.0 TSI R DSG Price to be confirmed at a later stage
Ford South Africa has announced a faster and more powerful version of its Fiesta ST hot hatchback that's now available in South Africa! However, it is a limited edition, so you're going to have to move fast if you want one.
The Ford Fiesta ST has been a runaway success for the Blue Oval. It combines respectable performance with wonderful driver feedback, resulting in a vehicle that delivers thrills at a reasonable price. Now, Ford SA has confirmed that 160 units of the new Ford Fiesta ST200 will be offered in our market. It will go up against the newly-refreshed Renault Clio RS and the popular Volkswagen Polo GTI.
More Power and Performance
A power increase from 134 kW and 240 Nm to 149 kW and 290 Nm is the key change in the Ford Fiesta ST200.
Power from the 1.6-litre turbocharged motor has been increased and it now sits at 149 kW and 290 Nm. The standard car delivered 134 kW and 240 Nm. These power upgrades mean that zero to 100 kph will take 6.7 seconds and with overboost, you get an additional 11 kW and 30 Nm for 11 seconds. This makes the Ford Fiesta ST200 one of the most powerful hatchbacks in its class. Under the skin, the gearbox features a revised, shorter final drive ratio and there's an uprated suspension too. Also, the steering has been sharpened for better feedback and control.
Visual Changes
An ST200 badge in the cabin lets you know that you're driving something special.
The Ford Fiesta ST200 features a unique ‘Storm Grey’ metallic finish as well as matte black 17-inch, five-spoke alloy wheels with red brake callipers. There are rear LED taillights as well as subtle ST200 badges around the vehicle.
The interior features Recaro heated sports seats with partial leather, dual-tone seatbelts, illuminated scuff plates and privacy glass for the rear windows. Reverse parking sensors with an integrated reverse camera are also included. The specification remains fair with SYNC infotainment, Bluetooth and Voice Control, Ford MyKey, remote central locking with keyless entry and start, climate control, as well as seven airbags including a driver’s knee airbag.
Special paint job, matte-black alloys and red brake callipers make this Fiesta ST stand out from lesser models.
Ford Fiesta ST200 Price in South Africa (May 2017)
Ford Fiesta ST200 – R339 900 (including VAT).
The vehicle comes with a standard Ford Protect 4-year/120 000 km warranty, 4-year/60 000 km service plan, 5-year unlimited distance corrosion warranty and 3-year unlimited distance Ford Roadside Assistance. Service intervals are every 15 000km.
The upshot of General Motors withdrawing the Chevrolet brand from, and ceasing operations in, South Africa, is that Isuzu will become an independent manufacturer and distributor. What is the future of a bakkie-only brand in a bakkie obsessed country? Bright – our contributor argues.
South Africa is a fiercely loyal bakkie market and our biases can often turn to irrational hostility. Amongst all the maddening brand rivalry and pseudo-scientific justifications, there is Isuzu. And much like the Cheetahs rugby team, nobody dislikes Isuzu.
There is good reason for this. In South Africa, Isuzu is what many others can only claim to be: the authentic bakkie brand. The brand only sells bakkies, no passenger cars or SUVs. The heritage is a timeline of elaborate Samurai-themed 1980s television marketing, vinyl seats, indestructible KB250s and the first proper leisure double-cab: the original KB280 LE.
In 2017, Isuzu can perhaps change the way the entire bakkie business in South Africa operates and it’s all the consequence of opportunity created by a rather sad – and completely uncharacteristic – German automotive company failure. For nearly 9 decades Opel has been the stepchild of the German auto industry. Owned by General Motors (GM), it never managed to evolve into the luxury brand business, with attractive margins, that all other German automotive companies achieved.
Isuzu launched the updated version of its KB in Namibia last year; it famously featured in Episode 1 of The Journey on Cars.co.za.
In March, the situation became intolerable for GM and it did what had been expected for quite some time. It sold Opel, rather surprisingly, to the French company Peugeot Citroen (PSA). What the PSA takeover of Opel would mean for South African was initially unclear, but the feeling was always that there would be a severe restructuring of GMSA’s curious local offering, which housed Chevrolet, Opel and Isuzu – all operating from the same dealerships and sales organisation.
The greatest South African asset has always been GM’s production facilities in Port Elizabeth, which has produced Chevrolet cars (most recently the Spark budget car and the Ute light pickup), various Opel models … and Isuzu bakkies, providing GMSA’s business with price shielding due to the manufacturing credits. All of this has changed. Rapidly.
On May 18 (2017), Cars.co.za reported that GMSA had announced it will no longer produce cars in South Africa, having sold its shareholding in the Struandale industrial facility to Isuzu Japan. Click here for the full story. It’s a tragedy for Chevrolet in South Africa (Opel could survive as part of Peugeot SA), but for Isuzu, this is a new beginning.
Daniel Kotze of Vanrynsdorp (seen here with his wife and 2 of his children) owns 7 KBs. Behind them is his favourite, a 1979 KB, which was owned by his grandfather and father.
Bakkies are the best business
If you are particularly knowledgeable about the history and dynamics of South Africa’s fascinating bakkie industry (in terms of its complexity and particular brand bias), you'll recognise that Isuzu has been an asset waiting for its true value to be unlocked. These are bakkies renowned as workhorses, which also have the potential to profit from the robust double-cab leisure market, where Volkswagen's new Amarok has just proven that R700 000 price acceptance is possible.
Automotive brands trading in South Africa cannot ignore the importance of our bakkie market. Mercedes-Benz is bringing its X-Class double-cab bakkie here later this year for exactly that reason. Bakkies are big business in Mzansi and when the double-cab leisure market was first established, in the mid-1990s, it was not Toyota or Ford who dominated – but Isuzu.
Those first Isuzu KB280 LE double-cabs had comfortable seats and car-like ergonomics when most rivals offer carpet-quality upholstery and military vehicle user-interface design. Its 2.8-litre turbodiesel engine was also quieter and smoother than any competitors – most of who used aftermarket turbochargers instead of holistically designed OEM units – in South Africa.
The Isuzu KB was one of the first bakkies on the market to adopt car-like creature comforts and offer a less agricultural ride quality.
In the decades that followed, KB was eventually usurped by Hilux and Ranger. In 2017, the double-cab bakkie market has fiercer competition than ever before, but Isuzu has retained a presence.
Imagine a dealership, with no cars….
Isuzu as a standalone brand in South Africa. Ambitious or foolish? As humans, we count to 3 whenever attempting anything ambitious or foolish and as such, I can think of 3 reasons why Isuzu’s rejuvenated, independent, South African business might surprise in the years to come.
Firstly: loyalty. As mentioned before, Isuzu has been in South Africa for 5 decades and those customers it has serviced in agriculture and industry are terrifically loyal to the brand. It is that rarity, a generational brand, where grandparents and grandchildren can relate similar ownership experiences. Expect this loyalty to be leveraged by standalone Isuzu dealerships.
Isuzu plans to have 90 outlets once General Motors' dealership rationalisation has been wound up.
Imagine a dealership which only sells bakkies and appropriate accessories? A service centre which always has the correct diesel injectors in stock. Canopies. Load-bin liners and covers. Off-road or load-bearing endurance tyres. Items which are often impossible to carry – or poorly present – in a mixed-model matrix dealership, due to cost and scale, could be standard line items in these new bakkie-only Isuzu dealerships.
Isuzu has an opportunity to establish a unique retail model in South Africa. If you are a bakkie customer, would you not feel more drawn to purchasing and servicing your vehicle at a dealership that is completely geared to serving bakkie specific customer requirements, instead of hatchbacks and performance cars too?
Isuzu builds 600 000 diesel engines per annum
Secondly: diesel. The last few years, even weeks, have been an unhappy time for engines which run on uncle Rudolph’s compression-ignition principle. European cities are advanced in their plans to ban diesel-engined cars by 2025 and Volvo’s said it sees no future in the fuel source.
In South Africa, diesel remains boundlessly popular as bakkie fuel and Isuzu is a most prolific supplier of diesel engines – the Japanese firm builds about 600 000 diesel engines a year. The company’s entire engine research and development methodology is resolutely focused on making the best bakkie and truck diesel engines imaginable.
It’s a diesel effort of impressive scale and has excellent application in the South African bakkie market, which will remain (turbo)diesel-powered for a rather long time.
The Chevrolet Trailblazer may have a "future" in the local market after all… overseas Isuzu markets the lifestyle SUV as the MU-X.
Thirdly: SUVs. Yes, I know mention was made of Isuzu’s authentically bakkie heritage in South Africa, but they’re built some stellar SUVs over time, too.
The Troopers were amazingly capable 4x4s and the success of Toyota’s Fortuner could so easily have been Isuzu’s if the firm endured with the KB-based Frontier into the new millennium. If we look at what is available in Australia, which is also a right-hand-drive warm climate market, there is an excellent bakkie-based SUV called the MU-X.
Essentially an Isuzu Trailblazer, it has a multi-link coil rear suspension and all the makings of a quality Fortuner/Everest rival. If you were an automotive brand considering the South African market as your business case, consultants would predict some semblance of success with a product portfolio of single- and double-cab bakkies, augmented by robust SUVs. Which is exactly what Isuzu has… Its product matrix is almost uncannily appropriate for South Africa.
Isuzu has the potential to succeed as an off-road lifestyle brand much in the way that Land Rover, Jeep and Subaru has.
Best of all is that Isuzu’s marketing, product planning, parts, distribution and customer service won’t be contaminated or diluted by attempting to service both bakkie/SUV and passenger car customers from the same supply chain or dealer network. That’s a huge potential customer experience USP.
For 5 decades it has been South Africa’s most unambiguously bakkie brand, and now the unbundling of GMSA has availed Isuzu a golden opportunity to reassert itself. If we ask them nicely, Isuzu may even deliver a South African single-cab special edition supercharged KB260 Blazer again. No, wait, that’s just my inappropriate 1990s bakkie nostalgia being revealed.
Renault South Africa has launched the facelifted Clio RS in South Africa! Take a look at specification and pricing for this performance derivative of the Clio hatchback…
Renault's Renault Sport (RS) division has a formidable track record when it comes to exciting hot hatchbacks and all versions of the Clio RS and Megane RS have been popular over the years. Now, an updated Clio RS is available in South Africa!
From launch, there will be two derivatives: Clio RS Lux and Clio RS Trophy. Visually, there'll be a few cues to differentiate these RS models from lesser Clios. Big alloy wheels (17-inch on the Lux, 18-inch on the Trophy) with sporty bumpers, prominent exhaust tips and the RS logo-styled lights are key differentiators. The Lux has a sports chassis, while the Trophy sits lower and has a racing trophy chassis.
The Renault Clio RS Trophy: 162 kW of fast yellow French hatchback.
Engine and Outputs
There's one engine with two states of tune available. The Renault Clio RS Lux features a 1.6-litre turbocharged, four-cylinder petrol engine with 147 kW and 250 Nm, while the Trophy boasts 162 kW and 250Nm, but with an overboost function that takes the torque output to 280 Nm. Both vehicles feature a six-speed dual-clutch gearbox, with power going to the front wheels. No need for a manual gearbox as this dual-clutch transmission features launch control. With these numbers, we think the Clio RS Trophy will be able to scare and possibly embarrass bigger machinery.
Performance is brisk, with the Trophy being the quicker of the two with a zero to 100 kph time of 6.6 seconds. It'll top out at 235 kph and if you're not racing around, it's claimed to consume 5.9 L/100 km.
Specifications
The cabin of the Renault Clio RS is sporty and generously equipped.
This is the first time a Trophy-badged Clio RS is available in South Africa and it'll offer the closest experience to a race car. It features high-performance Michelin Pilot Super Sport tyres, a hardcore sporty chassis, Akrapovic exhaust and 320 mm ventilated disc brakes.
Both vehicles have the following features as standard:
Onboard navigation via the 7-inch touchscreen
Multimedia, radio and telephone systems with Bluetooth connectivity
Cruise control with speed limiter
Rain sensors
Light sensors
Hands-free card key
ABS, EBD and emergency brake assist (EBA)
New generation ESC (Electronic Stability Control) and ASR (Anti-Slip Regulation) active traction control, ensuring the vehicle remains stable even in difficult road conditions
HSA (Hill Start Assist) effectively preventing the vehicle from rolling when trying to pull away, or on an up or down gradient
Driver and passenger head & chest front and side airbags
Height adjustable driver and passenger seat belts with pretensions and load limiters and 3 front and rear ISOFIX seat attachments
A rear diffuser, twin exhaust and LED taillights dominate the rear of the Renault Clio RS.
Renault Clio RS – Price in South Africa (May 2017)
The Renault Clio RS is sold with a 5-year/150 000 km mechanical warranty and a 6-year anti-corrosion warranty. A 3-year/30 000 km service plan applies, with service intervals at 10 000 km. Metallic paint is an option at R2 500, and you might want the limited edition colours such as Sirius Yellow and Frost Pearl White for an additional R10 000.
Mercedes-Benz is set to debut its X-Class bakkie later this year. Meanwhile, test mules are already doing the rounds.
Picture credit: S. Baldauf/SB-Medien
Mercedes-Benz showed the concept versions of the bakkie earlier this year at the Geneva Motor Show. Underneath, it’s essentially a Nissan Navara, but Merc is adamant that the X-Class will be a vast step up in luxury.
Underneath the ‘wire mesh’ on the front of this test mule, you can see the Mercedes-Benz badge and grille, meaning it must be relatively close to production ready.
You can expect the ride of the Mercedes-Benz X-Class bakkie to be particularly good as reports on the chassis it shares with the Nissan Navara are extremely positive. It uses a new five-link independent rear suspension setup that is a first in the bakkie segment.
The X-Class is expected to go into production later this year with South African models being built in Barcelona, Spain.
Audi desires to evolve the RS brand into something that has clearer and closer ties to its racing cars. The RS3 Sedan, which will soon be launched in South Africa with a list price of R925 000 (May 2017), is said to be the first step away from "safe and predictable Audi performance models". Our UK correspondent, Neil Winn, took it for a drive through the mountains of Oman to test that statement.
As a versatile hot hatch, the Audi RS3 has always been close to the top of the podium. If you want a quick, luxurious and secure all-weather machine that offers decent levels of practicality and reasonable running costs, it’s hard to ignore Ingolstadt’s junior performance car. But we’ve always struggled to gel with the five-pot Audi, partly because of its prodigious price and partly because it places unflappable performance ahead of flamboyant entertainment. However, as demonstrated by the surprisingly playful TT RS, it seems that Audi Sport isn’t completely averse to producing cars with a sense of fun.
Tuned for more fun
Therefore, for 2017, special attention has been paid to the RS3’s historically straight-laced dynamics. Firmer RS Sport suspension with adaptive damper control promises flatter cornering; widened front and rear tracks (by 20 mm and 14 mm respectively) should limit joy-sapping understeer; and new ESP software even allows for some “controlled drifting” – or so Audi Sport tells us.
Even so, the star of the show still resides up front. Billed as the world’s most powerful series-production five-cylinder engine, the 2.5-litre turbocharged five-pot is the same all-aluminium unit first seen last year in the new TT RS Coupé. With peak power rated at an impressive 294 kW, this ‘mid-level’ RS is now more than half a second quicker to 100 kph than the original Audi R8.
The RS3 has been widened and given more power from a new 5-pot turbo engine.
You’ll be able to reproduce the same results time and again, thanks to Audi’s 7-speed S tronic dual-clutch automatic ’box. However, more obvious than these mechanical changes is the RS3’s new body style. For the first time, Audi is offering the RS3 in sedan form in an effort to generate extra sales in the increasingly important, but hatchback-phobic, US and Chinese markets. In fact, Audi believes it will sell more of these four-door RS3s in the US and Asia than in Europe.
Granted, the idea of an extra expensive compact performance saloon might not be everyone’s cup of tea but, to our eyes at least, that sleek body looks great.
Combined with the enlarged air intakes, flared arches and lower roofline, it’s hard not to get excited at the prospect of a mini super-saloon. In fact, with a longer wheelbase than a B5-generation RS4, it could be the ideal all-weather machine. The interior is a triumph. The predominantly black cabin is an exercise in restraint, but there are enough touches to indicate that you are indeed sitting in an RS model.
The traditional, flat-bottomed steering wheel and embossed RS logos on the cross-stitched leather seats add a touch of class, and in line with the rest of the facelifted A3 line-up, the interior of the RS3 can be enhanced with Audi’s Virtual Cockpit TFT instrument display.
As with the new A3 range, Virtual Cockpit is now available. Touches of Alcantara on the steering wheel and door panels remind you of the RS3's racing pedigree.
The part that matters
Small details aside, there’s only one feature in the cabin that truly matters: the bright red starter button. Thumb it and the five-cylinder motor barks into life with an intensity that betrays its compact size. In town, that iconic offbeat firing sequence sounds truly superb, although we were a touch surprised by a distinct lack of pops and crackles on the overrun.
Perhaps Audi has grown tired of artificial sonic enhancements. Regardless, with 480 Nm from 1 700 rpm, the RS3 is seriously quick off the line. The 4.1 seconds-to-100 kph sprint feels entirely believable from behind the wheel, with the quattro all-wheel-drive system ensuring no loss of traction.
Combined with a quick-shifting dual-clutch transmission (in manual mode), it is one of only a few road cars capable of delivering such levels of effortless performance. And yet, once up and running, the RS3 never quite delivers the same kind of top-end rush you’d expect from a sports saloon with nearly 300 kW.
The exhaust barks and pops less on the overrun than the previous RS3 but it still sounds superb when you let it loose.
This is partly down to the engine’s flat torque curve, but the car is also hampered by a gearbox that can be hesitant when left to perform its own shifts. It’s a combination that is most noticeable on the exit of hairpins and slower corners: when you expect to accelerate out on a wave of torque, you instead have to wait for the boost to build before you’re able to drive cleanly off the corner.
To its credit, the new engine does benefit the RS3, albeit passively, when the roads get twisty. With the car’s wider track, a revised ESP system and, most important, less weight over the nose, the car turns in more sharply than the outgoing (and non-saloon) RS3.
How does it drive?
Where the old model would slip into understeer mid-corner, the new car digs in and drives through more accurately. On the tight and twisting switchback roads that snake their way up and down Oman’s Dhofar mountains, it was easy to play with the RS3’s newfound balance.
Lifting off on entry now allows you to dictate your angle of attack, with the rear axle helping to point the car at the apex. It’s a joyous feeling when you get it right. Once you get on the power, the supposedly ‘playful’ quattro system pulls everything back into line, despite it being theoretically capable of dispensing 100% of its available power to the rear wheels.
It's capable of sending 100% of available power to the rear wheels, reducing its tendency to understeer.
Still, there is no question that this is a genuinely talented car and one that is engaging on the right road. The hot and dusty roads of Oman are quite similar in nature to those we have in SA, the low-grip surface did give us an insight into the RS3’s abilities up to and over the limit – abilities that bring it closer to rivals such as the VW Golf R and BMW M140i, both of which are significantly cheaper. And therein lies the reason that this is a car that is hard to recommend, especially when you factor in the comparative costs.
Should you buy it?
Official prices have yet to be announced by Audi Sport, but we've locked them down to a figure of R925 000, which is a mighty amount of money considering that the outgoing RS3 Sportback started at R710 000. Add in the best part of R100k plus for carbon-ceramic brakes and the optional adaptive dampers, and you’re looking at an ‘entry-level’ RS model that’s not far off the cost of a BMW M4.
Will that be enough to put the public off buying one? Of course not. But the choices of machinery that hover in and around the million rand mark are wondrous, and you may find it difficult to justify an RS3 Sedan over something like a BMW M2, Mercedes-AMG CLA 45 or even a Porsche Cayman S – if you want a sportscar.
Audi RS3 Sedan Quick Specs
Price: R925 000
Engine: 5-cylinder, 2 480 cc, turbopetrol
Power: 294 kW at 5 850-7 000 rpm
Torque: 480 Nm at 1 700-5 850 rpm
Gearbox: 7-spd dual-clutch automatic
Kerb weight: 1 515 kg
0-100 kph: 4.1sec
Top speed: 280 kph
Economy: 8.3L/100 km
