The new Nissan Navara is now in South Africa and its arrival has sparked vociferous debate on social media. We take a closer look at some of the banter!
There are few motoring topics that spark such widespread debate as bakkies do, particularly in South Africa. We love bakkies and people’s opinions on them are as diverse as those who express them.
The new Nissan Navara and it rivals dominant products such as the much-loved Toyota Hilux, Cars.co.za Consumer Award-winning Ford Ranger and the Volkswagen Amarok (facelift coming soon). There are other competent fringe players in the market though, vehicles such as the Isuzu KB, new Mitsubishi Triton and Fiat Fullback – they're all vying for the attention of bakkie-crazed buyers.
If there is one new double-cab bakkie that has the potential to disrupt the status quo, it’s the new Navara. The Navara comes to market with something that its rivals lack and that’s a 5-link coil rear suspension that, in our opinion, significantly improves ride comfort over its competitors. That’s an important point to take note of, especially if you are considering buying a leisure double-cab bakkie.
Meanwhile, the Navara’s 2.3-litre twin turbodiesel engine, despite its smaller capacity, is a strong performer too, offering 140 kW and 450 Nm of torque using either a 6-speed manual or 7-speed automatic transmission, both of which are well matched to the engine.
Based on our experience of the new Navara thus far and considering where it sits in terms of price against the equivalent Hilux and Ranger, we think buyers will be silly to not consider it. We will have the new Navara on test soon, so look out for a thorough evaluation coming your way in the near future.
We recently spent some time with the new Toyota C-HR. What's it like, you ask? Watch our in-depth review and test drive for all the answers…
During our time with the new Toyota C-HR, we found it did something that possibly no Toyota has ever done before: stop people in their tracks, eager to get a closer look at this striking new compact crossover.
This car is certainly a bold move for Toyota. For a brand long synonymous with hugely popular but ultimately bland vehicles, the C-HR is designed to challenge, to provoke and to stir emotion. And we found it to be very successful in that respect.
However, we wanted to know, how successful is it as a vehicle that you might use on a daily basis? We brought it into our studio for an in-depth look and we also hit the streets of Cape Town for a road test, to assess the performance of the new 1.2L turbo petrol motor and overall ride quality of the vehicle. Let us know what you think of the new Toyota C-HR…
Lexus has updated its IS offering, adding more tech, stylistic upgrades and an increased focus on driving dynamics. We tested the flagship 350 F-Sport derivative to find out whether the Germans should be worried.
We Like: Full-house specification, individualistic looks, build quality, 6-cylinder sound We Don’t Like: Fuel economy, clumsy control interface
Alternatives
Ultimate driving enjoyment: At this price level you really can't beat the BMW 340i. It also packs a 6-cylinder engine, but adds turbocharging, so it's a significantly faster sprinter. The base price excludes a number of items that you get as standard with the Lexus, so you pay your money and make your choice(s)…
Efficiency without a performance penalty:Mercedes-Benz's C300, equipped with the sporty AMG Line package, can be had for less money than this Lexus. Traditionalists may sneer at its 4-cylinder engine, but it delivers enough torque to ensure greater low-down flexibility and the headline performance figures are the same (or better) than the Lexus'. Again, you'll have to delve into the vast and pricey options list to equal the Lexus' features.
Grip & Grunt: The current flagship Audi A4 is the 2.0TFSI quattro Sport. It starts at a significantly lower price point (mind the options list, however), and offers similar torque and performance to the Lexus. It also boasts quattro all-wheel drive as standard. The current A4 has fine dynamics, and a superb interior.
The F-Sport package adds further aggression to the IS's already bold looks.
With only around thirty IS 350 F-Sports sold in the past 12 months, it's fair to say that Lexus' contender in the Business Class segment has not managed to break the German stronghold. Nevertheless, this is (globally) an important segment and having a strong contender is crucial for any premium brand. Consequently, Lexus recently rolled out a round of updates for the IS and we sampled the flagship derivative to figure out whether the nip and tuck is extensive enough to change this Lexus' fortunes.
How does it fare in…
Design and Packaging
The revised front-end now features an even more aggressive take on the trademark Spindle grille.
For a good few years now, Lexus has been trying to shake a market perception that it makes clinically near-perfect cars that are soulless. That's the reason for the striking "spindle" grille, as well as some seriously eyebrow-raising body surfacing on, for example, the NX. With the latest IS, and particularly in F-Sport trim, this Lexus is now quite possibly the boldest-looking vehicle in its segment. The revised front-end has received a very aggressive, almost protruding version of the corporate grille, flanked by hungry-looking lower air dams. There's new detailing in the LED headlights and at the rear, LED streaks in the light clusters. Riding on its gunmetal-grey, 18-inch multispoke alloys, the IS 350 F-Sport turned many a head and even elicited positive comments from a few onlookers.
The superbly made interior is stocked with many standard features, but ergonomically lags the best in this class.
The oohing and aahing continued inside, where the flagship IS has a lot to look at, starting with striking red leather upholstery in the case of our test unit. Slide in and you're faced with a facia unlike anything else in this segment. Partly futuristic, somewhat cluttered, but probably better screwed and glued together than any of its direct competitors, it takes a while to become familiar with the controls in the IS. It continues with Lexus' mouse-like haptic control-input system, which simply is not as user-friendly as BMW's iDrive or Audi's MMI. The chrome strips that double as temperature control "sliders", however, are very nifty items and we do appreciate the size (10.3-inch) and resolution of the infotainment screen. This F-Sport derivative also features a very smart digital instrument cluster with the sliding centre "gauge", which always garners plenty of attention.
In terms of design appeal then, an already bold, individualistic offering becomes even more so with this update. We're quite sure that Lexus could discover more buyers if only it could find a way of getting more bums into the IS 350 F-Sport. Those who crave expressive design will find a lot to admire…
Ride and Handling
Further suspension and steering finetuning has resulted in a car that remains refined first, sporty second.
As is the case with its extroverted design, Lexus's engineers targeted the Teutonic sedans (primarily the BMW 3 Series) when it settled on a suspension set-up for the IS. Prior to the facelift, the IS was actually already pretty impressive in the ride and handling stakes, so any improvement this time round can be only incremental. The steering feels better-weighted and more linear in feel than before, which immediately makes the IS "feel" like a sportier car.
Underneath, however, the inherent "Lexusness" of this chassis means it offers superb damping and great refinement, though ultimately not the crispness and tight body control of a BMW, for example. But we doubt that this is a deal breaker. In fact, if anything, the Lexus IS' combination of ride comfort and sporty persona is likely to impress those that "give it a whirl". Note, also, that this model features Lexus' Adaptive Variable Suspension as standard.
Performance and Efficiency
Various driving modes are on offer, with Sport+ being unique to the F-Sport derivative
Powering the IS 350 F-Sport is the brand's proven 3.5-litre, 6-cylinder engine that is renowned for its smoothness. In its current guise it delivers a strong 233 kW, almost as much as the 240 kW offered by the turbocharged 6-pot in the BMW 340i. Lexus claims a 0-100 kph sprint time of 5.9 seconds for this model, which is certainly not to be sniffed at. It's undoubtedly a charming engine, one that gets nicely vocal as the revs rise, and which can deliver entertaining acceleration. The 8-speed gearbox, too, is a good one, offering creamy smooth shifts and being commendably swift in Sport (or Sport+) mode.
But compared with the turbocharged competition there are a few downsides. For one, to access brisk acceleration you have to get the revs up because that maximum power output is only available at 6 400 rpm. Some of the turbo'd German sedans deliver their maximum torque from as low as 1 300 pm (as opposed to the Lexus's peak at 4 800 rpm) and this is very noticeable in general driving. The most memorable characteristic of the drivetrain remains refinement. Drivers who want their cars to be more engaging, sharper and "aggressive" especially in terms of gear shifting, will still find the IS 350 F-Sport somewhat "too" refined.
And then there's the not-so-insignificant matter of fuel economy… Lexus claims a combined cycle consumption figure of 9.7 L/100 km, which is significantly higher than the competition. In reality, you're more likely to achieve around 11.5 L/100 km.
Comfort and Features
The infotainment screen is now bigger than before, and offers a crisper display.
One area in which Lexus has (thankfully) not followed the example of the Germans, is in the comprehensiveness of its standard specification list – there simply are no option boxes to tick! Those sumptuous, leather-upholstered front seats offer not only electric adjustment and memory settings but also heating and, for the driver, 2-way adjustable lumbar support.
In terms of infotainment, this model comes standard with the Lexus Premium 10-speaker sound system and incorporates 2 USB plug points, voice command, Aux and Bluetooth support and navigation.
Cruise control is fitted (sadly not adaptive), as are auto-levelling headlamps, front and rear park distance control and a rear-view camera. The full complement of airbags are included in a safety package that does, however, lack some of the more modern features (such as auto parking, cross-traffic alert etc.).
Pricing & Warranty
The Lexus IS 350 F-Sport sells for R728 800 (March 2017) and is backed by a 4-years/100 000 km warranty and 4-years/100 000 km Maintenance Plan. Service intervals are scheduled for every 15 000 km.
Verdict
Rear legroom is acceptable for this segment of vehicle, but there are more spacious rivals.
There is a lot to like about this Lexus IS 350 F-Sport. Most members of the test team gave the quirky looks a thumbs-up, while the quality of the interior was unanimously praised. We also like the fact that it comes so comprehensively specified as standard, and dynamically it certainly ticks a great many boxes. But there are some issues which are magnified when you add the context of the competition.
We all love a good, sonorous 6-cylinder engine, but the moments when one gets to enjoy the engine's alluring traits these days are few and far between, and probably won't make up for its daily deficiencies – a lack of low-down punch and heavy fuel consumption. Furthermore, the control interface simply can't match the Germans and it can counter neither the BMW's dynamism, nor the Mercedes-Benz's comfort, or the Audi's all-round blend of talents.
So, ultimately it comes down to the IS's possible trump card, value… There is no Business Class sedan that packs so many toys as standard at this price level. Is that enough to swing it? You know your priorities…
Given a few thousand km to live with Subaru’s high-riding Forester, it quickly becomes a car that's very hard to live without. It may not appear so from the sales charts, but this may just be the hidden gem the active lifestyle family is after.
Subaru Forester 2.0 XT – Quick Specs
Price: R597 000 (March 2017)
?Engine: 2.0-litre, 4-cylinder turbopetrol
Transmission: CVT
Power: 177 kW
Torque: 350 Nm
Fuel Consumption: 8.5 L/100 km (claimed)
We like: Practical, solid build-quality, reliable feel
We don't like: Thirsty when in a hurry, infotainment system lacks features
Put to good use
As a "lifestyle" sort of a person (I am a dedicated mountain biker), the Subaru Forester was entrusted to me for a few months of hard work. And by entrusted, what I actually mean is: I yoinked it! Yep, I straight up nabbed the Forester from under my colleagues' noses; making sure absolutely no-one else in the team got a chance to take it off my hands. It’s one of the perks of being the guy in the office (the road test editor) who decides who gets what.
There was a reason for the yoink (a word that originates from the popular animated sitcom The Simpsons and is now in general use): during the 2 months that the Subaru was in the custody of Cars.co.za, I had certain tasks to perform for which the Forester would come in very handy. First, it was used as a vehicle to search for a wedding venue in the Winelands and farms of the Overberg region. Second, it was used to ferry around a few Joburgers who were holidaying in the Cape and finally, I needed something rugged enough to transport my mountain bike on a daily basis.
"An entirely justifiable yoink", wouldn't you say?
They say Subaru owners are dog owners. Luna the Border Collie helped us tick off the checklist of things to test
Getting dirty
The first task involved multiple trips through the Huguenot Tunnel and into the heart of the Cape Winelands. Most farms offer up a gentle dirt road that any hatchback or even sportscar could deal with. There was the odd occasion, however, that the Subaru’s X-Drive special off-roading button was put to the test.
On a steep downhill on a farm in Worcester, for example, I engaged the hill descent control that allowed the Forester to creep down the slope with ease. The Subaru's 220 mm ground clearance also gives it more clearance underneath than most similar SUVs. For comparison, the Land Rover Discovery Sport only has 212 mm and the Nissan X-Trail 209 mm. The extra bit of clearance comes in handy if you plan on tackling the odd bit of rough stuff.
Fully loaded the boot can handle 488-litres of things. Fold the rear seats down and that opens up 1 557-litres
Considering all the miles we were chalking up on our search for a wedding venue, it gave us a lot of time to explore the Forester's interior. The XT model features everything Subaru SA has to offer so it is kitted with niceties such as leather seats, dual-zone climate control and a panoramic sunroof. I can’t say I'm much of a sunroof user, but it brings a lot of light into the cabin without making it overly hot over the summer months. We hardly noticed it was there.
The infotainment system allows for Bluetooth connectivity and there’s a USB port, but other than that it’s a pretty bare-bones system. There are two apps available, Pandora for global radio station tuning – if you have mobile data to burn – and screen mirroring, which we couldn’t get to work.
Task 2
The second task, of ferrying some Vaalies around the Cape, gave a good indication of the effectiveness of the rear occupant space as well as the ride comfort. The Forester is a longer car than those mentioned above, but has a shorter wheelbase (60 – 100 mm less) which can lead to decreased rear legroom. There were no complaints from the passengers, as rear space looked ample. The only thing it really lacked was a dedicated aft aircon vent.
Interior of the Forester is easy to understand and feels well-built.
As for the on-road experience, the ride quality is solid and unflustered. It coped well on long journeys and often put its passengers to sleep on the drives back home. The ride can come across as slightly firm in town, especially over speed bumps and potholes, but not enough to be unsettling. The cabin is well insulated from the wind at higher speeds and all the trim panels join together precisely. The general fit-and-finish is more on the rugged, as opposed to luxurious, side of things, but it feels like it is all made to last for a long time rather than just the first year… as many cars seem to be these days.
The final task
I swap cars a lot during the year and a towbar is a luxury I don’t always have. The Forester has one – as standard. That means I could hook my bike rack on and transport it around quite easily. Sometimes though, it’s a chore to keep hooking it on and off, this is why I’m constantly tossing bikes in the back of cars.
Two bikes in the Forester and a meeting with its sportier (but less powerful) sibling: the BRZ
The Forester’s seats can be dropped via levers in the luggage bay or by pushing buttons on the rear seats, the last feature of which is very practical. It also has a rubber mat in the boot that keeps the mud and dust from creeping into the leather and carpets. Courtesy of the Subaru's wide rear aperture and a boxy shaped luggage bay, my large 29-inch wheeled MTB fitted in without the need to take the front wheel off – a rarer occurrence than you might think.
How did the petrol engine hold up?
I was a little concerned that the 177 kW/350 Nm turbopetrol engine would drink unleaded petrol as rapidly as it can sprint from zero to 100 kph. Yet, throughout the test period (during which some 2 000 km was clocked up), the Forester returned an average figure of 9.6 L/100 km. Given the model's performance capability, we feel that the return was not exorbitantly high… with some longer runs, it could even come down more.
Still a box-shaped Subaru but it will seamlessly fit into your everyday life
The quick trips to the shops and crawling in stop-start city traffic result in less efficient returns; the Forester will hover around 12-14 L/100 km on those sorts of jaunts. The CVT gearbox doesn’t feel as annoying when the Forester is driven in a respectful manner and it effectively keeps the revs low/in the optimal torque band. However, if you use the throttle pedal in a staccato manner, the 'box can get confused (shuffle between high and low RPM schizophrenically).
Conclusion
The Forester is a driving tool that feels like it was made to last, if not forever, a very long time. It may not have all the gizmos or fancy add-ons, but it just keeps on chugging along like it did on day 1. It’s practical for hauling passengers and undertaking adventures alike and is a capable off-roader too, with excellent ground clearance.
The Forester made my life extremely easy during the time it stayed in my custody. The fuel consumption was a slight issue, but there’s no diesel on offer in the range, so petrol is your default choice. At R597 000 it’s quite dear, but its price has stayed stable while its rivals' have increased. It comes fully loaded too, so there are no extra costs for optional features, which, when compared to a BMW X1 and flagship Volkswagen Tiguan, make it a reasonable offering.
Land Rover Discovery (2017) International First Drive
The all-new Land Rover Discovery builds on the strengths of its predecessor and brings a few new tricks to the party. We've been made to wait a long time for the new Discovery, has the wait been worthwhile? We got a chance to drive the Disco before its local introduction in July 2017 to discover how the king of off-roaders has been reinvigorated.
What new?
The fifth generation Land Rover Discovery. All-new, too; from the monocoque aluminium structure to the introduction of a four-cylinder turbodiesel engine, Land Rover’s most capable family hauler has been re-invented for 2017. Don’t fret though; Land Rover’s not gone too far off its usual route with it, focusing heavily on the space and practicality, which is why you'll still get seven very accommodating seats. To that, it’s upped the technology and connectivity, retaining its utter off-road dominance and heading upmarket in interior ambience and equipment, while also bringing a new, slipperier look to the once boxy icon.
The new Disco incorporates much of the Range Rover's tech and styling.
Outwardly it’s still recognisably Discovery, only the familiar elements like the stepped roof are complemented by some Range Rover design cues. Likewise, and somewhat unsurprisingly, there’s more than a hint of Discovery Sport in its looks. It’s largely successful, too; certainly the surfacing, shut lines and detailing are very classy, though the ability to swallow seven adults convincingly does give it a rather Kardashian backside. Adding the optional Dynamic Pack or Black Pack to the styling mixes up the appeal, thanks to a contrasting roof, dark wheels, badge deletion and some smart grille elements in the front bumper.
Technology’s up, so there’s the ability to fold all those seats remotely via your smartphone app and as many as 9 USB sockets to charge stuff (as well as four more 12V sockets) meaning you’ll be in demand when your pal’s phones are running on empty. You can option a 3G WIFI hotspot, too, indicating that the Discovery is fully equipped for a modern, connected life. The interior quality takes a sizeable leap into Range Rover territory, though some of the plastics lower down the cabin feel a bit low rent.
The cabin has been upgraded and can have up to 9 USB ports fitted
The touchscreen operation of all the infotainment remains a bit clunky against the best of its rivals and at times ponderously slow, while the Meridian premium audio in the HSE version lacks the sort of ear-tickling crispness and stadium-filling punch of rivals' upmarket stereo systems. We’re nit-picking, as the Discovery has improved to the extent that it feels at least two generations ahead of the car it replaces, even if some rivals' infotainment systems are more intuitively navigated and operationally superior in some areas.
How does it drive?
Absolutely nothing will touch the Discovery off-road, at least nothing that’s able to carry seven in luxurious comfort. Apparently it’s Land Rover’s most capable vehicle off-road, bettering even the old Defender in the mire. We’ve no reason to doubt that, it shrugging off any terrain with a simple twist of its Terrain Response knob, the disdain it treats any habitat with born of its capacity to absolutely conquer it. Underneath, the standard air suspension, various differentials, transfer cases and complex 4-wheel-drive systems divvy out the appropriate drive to where it’s needed, and the list of off-road acronyms is an alphabet spaghetti of terrain-defying capability, though their actual operation is a paragon of simplicity.
The Discovery aims to be the most comfortable off-roader on the planet, capable of taming any type of terrain with a simple switch of the terrain response knob
However able it is in your chosen environment, the majority will never turn a wheel in more mud than a winter road or scale anything more Himalayan than a pavement kerb. It’s reassuring to know it can, though. On the road, Land Rover has stuck to the Disco’s winning formula of comfort and ease, rather than deferring to any pretence of sporting appeal. It steers deftly enough then, though the body roll is certain to limit your enthusiasm in a bend before it approaches anything like the limits of its grip. The air suspension is largely comfortable, only the patter of sharp ridges upsetting its otherwise impressive composure.
Watch adventurer Bear Grylls adjust the Discovery's seats while parachuting:
The all-new aluminium structure sees the Discovery shift as much as 450 kg off its predecessor, which is an incredible amount. It’s allowed Land Rover to downsize the entry-level diesel engine to a 177 kW four-cylinder twin-turbocharged Ingenium unit. In other JLR products, the engine is offered in 132 kW form, which would struggle here, as, while it’s mostly smooth in 178 kW guise, ask for anything above merely brisk progress and the 4-cylinder’s revs rise to the detriment of refinement – and there’s not a marked increase in progress.
Peg back your expectations and the four-cylinder diesel hauls along the still over 2-tonne Discovery with respectable, if never scintillating, pace and refinement. A large part of that smoothness is attributable to the eight-speed automatic transmission’s excellent shift quality and speed. Choose the V6 turbodiesel and you’ll gain 13 kW and add 100 Nm of torque to the 500 Nm of the four-cylinder, but the additional pace it brings isn’t so distinct to make it the default choice. Indeed, its refinement at lower revs isn’t as impressive as the 4-cylinder's.
Verdict
The Discovery has been brought bang up to date, with an all-new look and greater technology mated to the same massive space, utility and practicality, fine road manners and incredible off-road ability. It’s a shame that the new engine line-up at introduction cannot match the best of its rivals: Audi offers a V6 turbodiesel with more power and fewer emissions than the Discovery’s new 4-cylinder unit, for example.
The interior lacks some of the final polish that marks out the best of its competition, too, but even so, it’s difficult not to see the new car as a triumph. Land Rover already has 20 000 pre-orders globally. Those buyers won’t be disappointed. The local line-up will initially comprise a V6 turbodiesel and a supercharged V6 petrol.
Estimated price and details
Land Rover Discovery 2.0 SD4 HSE Lux
Price: from R980 000 (V6 turbodiesel)
Engine: 2.0-litre four-cylinder turbodiesel
Fuel consumption: 6.5 L/100 km
CO2 emissions: 171 g/km
Top speed: 200 kph
0-100 kph: 8.3 seconds
Power: 177 kW at 4 000 rpm
Torque: 500 Nm at 1 500 rpm
If there was one thing the BMW i8 range lacked, it was a convertible option. After wowing crowds at 2016 Consumer Electronics Show in Las Vegas with its i Vision Future Interaction Concept, BMW is now officially developing a convertible i8 hybrid sportscar.
Picture credit: S. Baldauf/SB-Medien
The i8 has been a phenomenal brand builder for BMW. Sure, it has not sold in enough numbers to warrant an award for sales success, but its undeniably cool and provides a realistic glimpse into the future of motoring. We've driven the i8 and experienced the hybrid technology in other BMW i Performance products and have come away feeling upbeat. Now, BMW looks to expand the i8 range with a convertible model. First seen at the 2016 Consumer Electronics Show in Las Vegas, the i Vision Future Interaction Concept was more a demonstration of tech in a convertible body, as opposed to an all-new car.
Here you can clearly see the convertible roof on the BMW i8 as it undergoes winter testing. The roof will in all likelihood be a two-part folding roof. Production is expected to begin in 2018. We will keep you updated as more definitive details become available.
BMW i Vision Future Interaction Concept from the 2016 Consumer Electronics Show in Las Vegas.
After the thrilling introduction of the visceral Quadrifoglio version of the Alfa Romeo Giulia (which remains available, but in limited numbers), the 2.0-litre derivatives of the new range are tasked with enlarging the Italian marque’s footprint in the cut-throat business class segment.
On the face of it, the “cooking-variety” Giulias, shorn of the flagship version's rip-snorting 375 kW 2.9-litre twin-turbo V6, a host of exterior carbon-fibre addenda, those massive black rims, an active aero splitter, Alfa DNA Pro, torque vectoring and chassis domain control (active suspension) systems, look a trifle unassuming, still elegant and oh-so-easy on the eye, but yes, comparatively demure.
Considering the reception to its classically-pretty predecessors, the retro 156 and svelte 159 (I am proud to have owned one of each), the Giulia is suave and executively-clad, but not drop dead gorgeous. By Alfa’s lofty style standards, the Giulia is inoffensively attractive, but that’s true of the newcomer’s rivals from Germany, the UK, Sweden and Japan (who’d ever think that the Lexus IS’ exterior treatment would be the most attention-grabbing of the lot?).
There is an integral elegance to the Giulia's shape, but look quickly and the non-QV derivative could be mistaken for another premium sedan.
But then, even though 156 sales started strongly in South Africa, the 159, which arrived here in 2006 at the height of a new-vehicle sales boom, failed to garner much sales success despite its advances in refinement and a maintenance plan; besides, its performance and efficiency were mediocre. The range later gained a turbodiesel version and then, in 2011, the introduction of the Ti-specification and 1.75-litre turbocharged motor made little to no impact at all.
“Beauty is not enough", at least that is what Alfa Romeo’s 2003 advertising slogan read, and, unfortunately, it proved rather prophetic for the fate of the beautiful 159 and its delectable Brera and Spider siblings. So, does it really matter that the Giulia’s not THAT attractive, then?
Designed to conquer Trump land
To understand the Giulia’s product pitch, consider that it’s based on Alfa Romeo’s Giorgio RWD platform, which will underpin a raft of upcoming products, including the Stelvio SUV. The Milanese marque is desperate to crack the North American market, but, until recently, it just didn’t have the products to do it.
The Giulia, however, which is said to have been delayed until FCA boss Sergio Marchionne was happy with it, represents Alfa Romeo’s best shot to date of establishing a foothold in the lucrative (comparatively massive) United States market and other places where the brand is a mere myth. The firm feels so strongly about the newcomer's chances that it ran a (what must have been very expensive) Giulia TV ad spot during the mass-watched 2017 Super Bowl.
Ignoring the optional carbon-fibre wrapped front seatbacks for a minute… the rear legroom available in the Giulia is quite impressive.
As a car that’s meant to win new converts to the brand, the Giulia is a conventionally packaged business class sedan – plain and simple – which is a very good start in a market where buyers can be very brand-loyal. It has a rear-wheel drive layout, offers reasonable rear legroom, its 2.0-litre 4-cylinder turbopetrol motor develops more power and torque (147 KW/330 N.m) than the BMW 320i, Mercedes-Benz C200 and Audi A4 2.0 TFSI (with the exception of the latter's quattro sport derivative) and the motor’s mated with a slick 8-speed automatic transmission sourced from ZF.
The second derivative in the range, the Super, features 17-inch alloys, twin exhausts, privacy glass and aluminium-trimmed scuff plates. Inside, you find dual-zone climate control, auto headlamps and windscreen wipers, stop/start technology, lane departure warning, adaptive cruise control and shift paddles. So, the specification is quite good, although blind-spot monitoring and a reverse-view camera (or at least rear PDC) would have been sweeter still.
The seats are, a little curiously, trimmed in a combination of leather and cloth, which is sporty and befits the sedan’s character, but most buyers would probably prefer full leather, because, well, that’s what they’re used to getting in business class sedans.
The woodgrain insets (if specified as part of the Luxury Pack) give the Alfa a "baby Maserati" feel.
The biggest revelation of the Giulia’s interior is the feeling of solidity it exudes. Again, by the standards of its predecessors, there is little flair or flourish to the Italian car’s fascia design (no Agua/Benzina/Olio dials), but the controls have such a reassuring weight to them and there are metallic trims on all the important touch areas. Any buyer who’s owned or test driven a business class sedan would feel very much at home when ensconced in the Alfa’s cabin.
Look, there are still quirks to the interior, principal of which is the sit-up-and-beg driving position, which is more akin to that of a crossover or SUV than a sporty sedan, the infotainment system’s touchscreen seems scattered with arbitrary digital messages when it is not being used (I’m sure the navigation system in the Super with Stile Pack or Quadrifoglio derivatives is a bit more cohesive-looking, judging from my short stint in the meteoric QV) and when the lane departure warning on the Super is activated it emits an uninspiring “whumh whumh whumh” noise. Hmm, charming.
Still engaging to drive quickly
The good news, from a driving point of view, is that the Giulia delivers a level of engagement that belies that awkward driving position. Courtesy of an innovative suspension (double wishbone setup with semi-virtual steering axis at the front and a 4.5-link configuration at the rear) and what is claimed to be the most direct steering system in its segment, the Italian handles with a level of alertness and deft that is sadly rare in cars of its class.
To obtain an optimal weight-to-power ratio, the newcomer features a carbon fibre driveshaft and aluminium for the engine and suspension (including front domes and front and rear frames). The car handles really nicely, even if its steering feels a mite lively (again, by the standards of its direct rivals). Allied to that, the ride quality is pleasingly pliant (on the 17s) and the absence of severe wind and road noise intrusion was impressive… It is a bona fide luxury car.
By imbuing the Giulia with good levels of build quality and on-road refinement, the Alfa's appeal is substantially broader.
The engine’s performance is eager, but truth be told the throttle and transmission responses are rather leisurely unless Dynamic mode is called upon… heck, the exhaust note (for a direct-injection turbopetrol motor) even has a snarly edge to it. Suffice to say there is more to come from the package, with a 206 kW Veloce version in the works for introduction at a later date and I, for one, can't wait to drive it.
In conclusion then, the Alfa Romeo Giulia, in 2.0-litre guise, might not be the most pretty, spirited, heart-wrenchingly desirable sedan that the Milanese-based marque has ever produced, but it is a very competent business class sedan (with a bit of a twist… it really is entertaining to drive quickly). Suffice to say it will appeal to conventional premium car buyers in a way its predecessors never could.
And yet, such is the underappreciation of the Alfa Romeo brand in South Africa (for various reasons) that perhaps the peace of mind offered by the Mercedes-Benz rivalling 6-year/100 000 km maintenance plan might still not help the Italian marque win over enough buyers to make the Giulia a sales success. Expectations are modest – bear in mind that the family car/compact SUV/crossover segment has made huge inroads into this market.
It’s a pity. The Giulia 2.0 is not the most desirable Alfa Romeo I’ve ever driven. But it most certainly is the best one.
When the current generation of the Ford Everest arrived in South Africa in 2015, we were suitably impressed with the lifestyle SUV's comfort, style and offroad ability. However, its limited model line-up (comprising of 3.2-litre models only) limited the Ford's appeal. Now, with an extended range, the picture looks rather different…
Although the pricing of the initial range was prohibitively expensive, Ford now offers the vehicle with a smaller 2.2-litre turbodiesel engine. Additionally, the Blue Oval now manufactures the Everest locally following a massive investment in the Silverton plant.
We took the latest, more affordable Everest for a drive, on both tarmac and gravel. We take a look at the tow rating, the latest Sync3 infotainment system, get comfy in the back seats and try to answer the question: do you really need the bigger engine?
Kia’s more upmarket Sportage, equipped with a turbodiesel engine and automatic transmission, might just be the pick of the range. In an extremely competitive segment, does the Kia stand out enough to warrant consideration? We investigate.
We like: Build quality, cabin quietness, spacious
We don’t like: Expensive, infotainment system could do with more features
Alternatives
For an equally-priced German: The Volkswagen Tiguan is now available in turbodiesel guise and for the same price as this Sportage, you can get yourself the flagship 2.0TDI 4Motion Highline R-Line derivative.
For something that looks more rugged: The Toyota RAV4 2.2 AWD VX offers similar specification for slightly less money. It has less power and no satnav, but it can withstand harder use than you might expect.
If you need more space: The top-spec Nissan X-Trail 1.6dCi 4×4 LE has loads of room inside for passengers and their luggage. There’s no automatic offered for the turbodiesel, which is disappointing, but it offers superb value for money.
Styling of the new Sportage is distinctive, if not to everyone's taste.
Facts & Figures
Price: R567 995 (March 2017)
Engine: 2.0-litre 4-cylinder turbodiesel
Transmission: 6-speed automatic
Power: 130 kW
Torque: 400 Nm
Fuel Consumption: 6.8 L/100 km (claimed)
Top speed: 201 kph
0-100 kph: 9.5 sec
Summary
The turbodiesel Sportage sits one level below the top-spec turbopetrol and misses out on a few of that model’s highlights. There’s still a wealth of specification on offer, plus the turbodiesel engine makes more sense from a fuel-consumption point of view and is better suited to lugging the heft of an SUV body around. It’s still a bit expensive, especially when compared with the segment leaders (such as the Volkswagen Tiguan, Toyota RAV4 and soon-to-be-renewed Mazda CX-5), but it doesn’t lack for quality or refinement. It’s a well-built vehicle and its stand-out feature is its build quality, something that doesn’t immediately grab your attention when you're perusing cars on a showroom floor. In the long run, the Kia could well be worth the extra initial outlay.
The good:
Build quality and on-road refinement
Kia has been hard at work improving the quality of its products because the Korean brand wants to move into the premium sector to rival the Volkswagens (or even Audis) of this world. It has done an excellent job too: the Kia Sportage is one of the best-built cars we’ve driven to date, certainly in its segment, anyway. Drive it in town or on the freeway and there’s little perceptible in the way of road noise or engine chatter; only when you get the Sportage right up to 120 kph do you hear a slight whistle emanating from the side mirrors.
The cabin is incredibly sturdy too. The shut lines are remarkably tight and the panels and joints are immovable, even when tempted loose with a hard thump of the fist. The driving experience has improved too – the Sportage rides smoother over bumps and is easier to place with a better-weighted steering system.
Interior build quality is excellent. The wraparound dash adds a touch of luxury to the interior.
Improved practicality
The new Sportage is bigger than the outgoing model, both inside and out. There are also a few small modifications to make life a bit easier. The luggage compartment's loading height has been lowered in order to make lifting things into the boot easier. The load bay itself is also slightly larger (at 466 litres), but contains a full-size spare wheel. Rear passengers are well looked after – legroom is good with rear ventilation outlets and reclining seats for extra comfort.
The only slight negative in terms of practicality is that the rear seat recline levers are on the lower bases of the seats, which means that you have to walk around both sides of the car to fold the seats down.
Boot size is 466 litres with a full-size spare tyre under the boot board. Rear seats fold flat and also recline for added passenger comfort.
Fluid torque aids cruising ability
The turbodiesel engine has always suited SUVs; the high torque output of a diesel engine is beneficial if the motor needs to move a 1 700 kg body and the Sportage feels well-matched to its engine. Its 400 Nm of torque is among the best-in-class and 130 kW is ample for acceleration and overtaking duties.
Its 6-speed automatic transmission shifts along, mostly unnoticed, until it occasionally kicks down (for what feels like) a touch early. The only downside to that is a that more weight is shifted forwards than expected. With the cabin being so well insulated, it’s hard to tell how rough the diesel motor actually is, but the eager power delivery and smoothness of the acceleration are what counts most.
Diesel auto combination mates well with the Sportage. It's comfy on the school run and the highway journey.
The bad:
Finicky infotainment system
While the Sportage doesn’t lack for spec or features, the infotainment system doesn’t feature all the latest app integration and customisation capabilities of other compact SUVs' units. It’s also a bit odd having a part touch/part button system. The buttons below the screen control the different functions, but from there you have to use the touchscreen to navigate the sub-menus. Apple-CarPlay and Android Auto aren’t available yet, but could be on the way soon.
There is built-in navigation as standard, but no real-time traffic information, which could be worth implementing for added value. We also miss the wireless charging dock that's found in the GT-Line model.
The infotainment system is first controlled by the buttons below the hazard button. From then on, it turns into a touchscreen.
Price premium
Currently, the price of this model (March 2017) is R567 995. It’s been that way for 6 months, which is good as new models tend to increase in price over time. It places the Sportage at the very upper limit of the family car/compact SUV segment. Consider that there are a lot of good vehicles you have to pass up in order to choose a Sportage… You also have to say no to a Tiguan – the Cars.co.za Consumer Awards family car champion, which is now available in a diesel auto and that’s a hard task. The Kia does come with an excellent 5-year/unlimited km warranty and a 5-year/90 000 km service plan, however.
Verdict
The Kia Sportage feels at home with a turbodiesel engine and automatic transmission. Whether or not you need the all-wheel drive version is debatable, but it does give you access to a better-specced car. So, if you want things like navigation, xenon headlights, park distance control and heated front seats, you’ll have to live with the all-wheel-drive. According to the manufacturer's claimed figures, it doesn’t affect the fuel consumption figure by having it, however.
Overall, the Sportage is well-built, practical, drives smoothly and feels like a solid piece of machinery that's made to last. It lacks a little in the tech department and the price is a little steeper than we’re accustomed to seeing from the Korean manufacturer, but it’s still very much worth considering.
Even though the South African car market is viewed as oversubscribed by many, Chinese brand BAIC will arrive next month armed with a compact hatchback.
The news of BAIC's arrival comes as a surprise, especially as the local market seems particularly tough at present and many of the smaller Chinese brands/importers are struggling. At this time details of the brand's backers are unclear, but BAIC is a major Chinese state-owned enterprise and holding company of several automobile manufacturers. It has joint ventures with Hyundai and Mercedes-Benz in China and manufactures high-quality vehicles such as the C-Class and Sonata for Chinese consumption.
D20 compact hatch first
The Mercedes-Benz links are evident inside, where the D20 looks very similar to the first-generation B-Class.
We have already received an invitation to the brand's first local launch, the D20 compact hatchback. The D20 is said to be loosely based on the underpinnings of the first-generation and short-lived Smart ForFour, a vehicle which was co-developed with Mitsubishi (Colt). It also features a design that seems heavily inspired by the first-generation Mercedes-Benz B-Class, including the interior. Most likely the D20 will be offered in South Africa with 1.3- and 1.5-litre engines, the latter potentially with the option of a 4-speed automatic.
We will keep you updated as more information becomes available.
