Renault Clio RS (2017) First Drive

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 vrrr phaa 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.

Check out the specs of the Lux and Trophy models here

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5 Cool Things About New Volkswagen Golf GTI

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.

Read a full driving report of the GTI and GTD here.

1. It has more power

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

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Ford SA Releases Hotter Fiesta ST

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.

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Isuzu after GM: Return of the Samurai!

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.

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Renault Clio RS (2017) Specs & Price

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.

New Clio RS 200 EDC Lux – R379 900

New Clio RS 220 EDC Trophy – R419 900

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Spy Shots: Mercedes-Benz X-Class

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.

Update: Audi RS3 Sedan (2017) First Drive

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

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Fiat Tipo (2017) First Drive

Fiat has expanded its product offering in South Africa with the introduction of the Tipo, now available as a compact hatchback or sedan. We drove the newcomer at the local launch in Port Elizabeth this week. Take a look at what the newcomer has to offer.

For many years, the Fiat 500 was the bread-and-butter model in Fiat’s local product portfolio. Then, in 2015, came the 500X compact crossover, followed by the Fiat Fullback bakkie in 2016. Now, Fiat is further extending its model line-up by entering the competitive C-segment with its latest offering, the new Tipo.

The Tipo hatchback will rival the likes of the Ford Focus, Hyundai i30, Mazda3, Opel Astra and Toyota Auris, while the Tipo sedan will compete against the popular Toyota Corolla, Hyundai Elantra, Ford Focus, Mazda3, Volkswagen Jetta, Honda Ballade and Chevrolet Cruze. Given the recent proliferation of compact family cars/crossovers, C's certainly not an easy segment in which to do business; is the Tipo’s value proposition strong enough to resonate with buyers, then?

The range

The Tipo comes to market as both a sedan and hatchback with 3 engines and trim levels to choose from.

As mentioned earlier, the Tipo comes in hatchback and sedan guises. For the hatchback, there are 2 engine choices on offer with 3 trim levels to choose from, including the entry-level Pop, mid-spec Easy and range-topping Lounge.

The engine choices for the Tipo hatchback include an entry-level 1.4-litre naturally-aspirated petrol engine with 70 kW and 124 Nm of torque. This engine is mated to a 6-speed manual transmission with a claimed fuel consumption figure 5.7 L/100 km. For more gusto, customers can opt for the naturally aspirated 1.6-litre engine petrol engine with 81 kW and 152 Nm of torque. This engine is only offered with a 6-speed automatic transmission and fuel efficiency is a claimed 6.3 L/100 km. The hatchback derivatives comprise the 1.4 Pop, 1.4 Easy, 1.4 Lounge and the 1.6 Easy Automatic.

For the Tipo sedan (in addition to the engines mentioned above), a 1.3-litre turbodiesel engine is also offered with peak outputs of 70 kW and 200 Nm of torque. In this case, a 5-speed manual transmission is utilised and Fiat claims a fuel consumption figure of only 3.7 L/100 km. Unlike its hatchback sibling, the Tipo sedan is only offered in Pop and Easy trim specification. The Tipo sedan derivatives include the 1.4 Pop, 1.4 Easy, 1.3d Easy and the 1.6 Easy.

Click here for more details regarding specification for the new Fiat Tipo

What’s it like to drive?

The 1.3-litre turbodiesel with 70 kW and 200 Nm of torque offers good performance, but it's only offered in the Tipo sedan.

Fiat introduced the media contingent to the new Tipo in the historical Tramways Building in Port Elizabeth, where various Tipo derivatives were ready to head out onto the road. Our first drive started behind the wheel of the 1.3-litre turbodiesel sedan.

Upon entering the Tipo, it quickly became apparent that perceived interior quality is good. The soft-touch dashboard and instrumentation is neatly laid out/easily accessible and the cloth seats are well contoured and comfortable. A basic audio system is fitted, offering Bluetooth, audio streaming, a text reader and voice recognition (USB and auxiliary port are standard).

This derivative is also fitted with an automatic air conditioning system, a multifunction steering wheel, 16-inch alloys, electric front windows and side mirrors and a 60:40 split rear bench.

Interior build quality is good and the Tipo comes well specced with features.

At start-up, the 1.3-litre turbodiesel engine emits a typical diesel thrum (perhaps a little noisier than we expected). As we set off up the coast towards Cape St Francis, the engine noise subsided substantially and with its 200 Nm available at 1 500 rpm, the turbodiesel motor felt punchy and responsive to throttle inputs – it performed surprisingly well on the open road.

The 5-speed manual transmission, with its oversized gear knob, was relatively smooth-shifting and the Tipo felt tractable in the higher gears (you don’t have to gear down often to access overtaking acceleration, in other words). The newcomer delivers good ride quality too; it coped well even on uneven roads. In terms of handling, the Italian was sufficiently surefooted with a steering feel that's weightier than most cars in this segment. Overall, the 1.3-litre turbodiesel provided adequate, even entertaining, performance, but how would the 1.4-litre petrol fair?

The UConnect infotainment system with navigation is simple and easy to use, but the screen could be a bit larger.

At the next driver change, we hopped into the 1.4 Lounge. This derivative benefits from 17-inch alloy wheels, chrome detailing, a leather-wrapped steering wheel, rear parking sensors, cruise control and lumbar support for the driver’s seat. The interior was a step up from the sedan version, featuring built-in 3D navigation and a fancier, sporty-looking instrument cluster.

As to be expected (due to its lack of turbocharging), the naturally aspirated 1.4-litre engine immediately felt underpowered compared with the turbodiesel engine we just drove. With 70 kW and 124 Nm of torque (available from 4 500 rpm), the driver has to work the 6-speed manual transmission a bit harder to get the most out of the engine. Manoeuvres such as overtaking require better planning and judgment and the driver will be gearing down frequently on steeper inclines to hold the power band for longer.

Despite this, the 1.4-litre engine’s performance was average, at the coast that is. On the reef and fully loaded with passengers and luggage, the Tipo 1.4 may prove to be too sluggish. For hatchback buyers, that leaves the Tipo 1.6 Automatic as the only alternative. Unfortunately, we didn’t get a chance to drive the Tipo 1.6 at launch, so we are unable to comment on its performance, but we will hopefully have it on test soon.

Luggage space is very generous in the Tipo and the 60:40 split rear bench adds to its storage flexibility.

Summary

Overall, the Tipo represents good value, particularly in terms of its packaging. It's not an attention-grabbing, aspirational product, but its specification is quite comprehensive, plus there is generous space for passengers (rear occupants are afforded generous leg- and headroom) and their luggage (the hatchback has a class-leading 420-litre luggage bay, Fiat says). The Tipo sedan has a particularly large boot with a claimed capacity of 520 litres, which is considerable and, if you utilise the 60:40-split rear bench, utility space increases even further.

In terms of safety, the Tipo is fitted with 2 airbags, rear ISOfix child seat mounting points, ABS, electronic stability control, tyre pressure monitoring and hill hold assist. Rear parking sensors are fitted on all except Pop derivatives, while a reverse camera is optional on Easy sedan and Easy hatchback, while being standard on the 1.3 Lounge derivative.

We will have the Fiat Tipo on test soon, so look out for a thorough evaluation coming your way. For now, take a look at what you can expect to pay for the new Fiat Tipo below:

Fiat Tipo – prices in South Africa

Hatchback

1.4 Petrol Pop Hatch R249 900
1.4 Petrol Easy Hatch R269 900
1.4 Petrol Lounge Hatch R289 900
1.6 Petrol Easy Auto Hatch R294 900

Sedan

1.4 Petrol Pop Sedan R229 900
1.4 Petrol Easy Sedan R249 900
1.3 Diesel Easy Sedan R274 900
1.6 Petrol Easy Auto Sedan R274 900

All Fiat Tipo models come with a standard 3-year/100 000 km warranty and service plan.?

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Mercedes-AMG C43 Cabriolet 4Matic (2017) Video Review

Mercedes-AMG recently wedged its twin-turbocharged 3.0 V6 into the C-Class Cabriolet and bolted on the firm's 4Matic all-wheel-drive system to create the C43 Cabriolet 4Matic. The Benz costs more than R1 million and produces a (very) pleasurable noise. We were very eager to review it…

And so we took the Benz for a scenic drive along Cape Town's coastline to experience wind-in-our-hair motoring. On the day, however, Cape Town's iffy weather had other ideas. A downpour gave us a chance to appreciate the newcomer's roof-up driving experience. Is it a more realistic "performance cabriolet" proposition than the V8-engined C63 derivative?

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Double-cab bakkies are the new SUVs

Although it's not the first bakkie of its kind, the arrival of the V6 turbodiesel Volkswagen Amarok marks the beginning of South Africa's luxury double-cab era. With their asking prices swelling towards the R1-million mark, could "luxobakkies" curtail demand for full-sized SUVs?

Kids can’t get enough screen time. Adults can’t watch enough series. And private car customers, it would appear, can’t buy enough SUVs.

The most pronounced trend during this last decade of automotive design and customer demand has been the coming of SUVs. They are the industry’s profit ponies and considered so crucial, that Germans brands (who anchor global automotive business) have predicted, and are preparing, to furnish product portfolios with 50% SUV content in the near future.

Unlike congested European markets with virulently anti-car cities, South Africa’s situation is a rather different one. With our immense network of gravel roads and a keen sense of adventure, the requirement for vehicles with true utility has made the proliferation of SUVs a justifiable evolution. There’s a caveat, though. South Africans still love bakkies more.

The Merc X-Class is due at the end of 2017 and will be a test of how much SA is willing to pay for a luxury bakkie.

This year the limits of that desire, justifying the double-cab bakkie as an authentic SUV alternative, will be tested. Towards the end of 2017, the brand which represents luxury motoring with a greater lineage and variety of offerings than any other – Mercedes – will bring to market its first 4×4 double-cab bakkie.

As with all things Mercedes, X-Class will certainly price handsomely – at a level which represents value to those who can understand the merit of a Mercedes bakkie; but also a level which will be particularly ambitious.

How ambitious? Mercedes remains understandably coy about X-Class pricing, but the promise of C-Class cabin bits and 3-litre V6 turbodiesel power mean it will be quite a bit dearer than Nissan’s Navara, which it shares a chassis and suspension configuration with. Fortunately, there is a product which can assist in understanding the marketing logic and possible price position of X-Class.

It’s German. It’s a double-cab. With passenger car ergonomics and cabin bits. Has a V6 engine too. And gives us the closest clue to where X-Class will price and why it’s happening. This tool of analysis is Amarok.

Japanese idea. German execution.

South Africa has had V6 turbodiesel double-cabs before. Most people, including the marketing staff at German brands, forget this. Late in 2010, Nissan did something quite courageous and delivered to the local market, Navara V6 dCi.

Not only was it immensely powerful for its time, with outputs of 170 kW and 550 Nm (credible even in 2017), but its cabin featured true SUV-grade infotainment equipment. Here was a vehicle with a load-bin and off-road ability (curiously without a rear differential lock), that passengers who weren’t wearing hardhats or hunting camo would feel comfortable travelling in.

The Navara V6 dCi was the first double-cab bakkie to break the R500k barrier back in 2010.

Nissan’s Navara V6 dCi double-cab also priced at a R100k premium to its rivals. It became the first bakkie to breach R500 000 – and not just slightly beyond that number. The price of R573 700 remains the only attribute of it people remember and in the fullness of time, it has become the somewhat forgotten double-cab of South African bakkie history.

New Amarok is prophetically the second coming of Nissan’s Navara V6 dCi idea: SUV cabin comfort, V6 diesel power and 1-tonne load capacity. The difference is that VW has executed it with greater aplomb. Amarok’s V6 turbodiesel is sourced from Audi – Navara’s was a Renault – and the ZF 8-speed automatic transmission, delivers unparalleled drivetrain adaptability.

VW’s double-cab V6 will crawl up-and-over the most technical off-road terrain, is always in the appropriate gear when hunting for that gap in traffic and cruises effortlessly at near autobahn speeds, with the least volume of acoustic intrusion possible. The VW passenger car cabin components also mean it’s no more intimidating to drive than an oversized Polo.

The Amarok V6 is over R700k for certain models, it will no doubt be a useful acid test of the market for the Merc X-Class.

Perhaps more than anything else, Amarok demonstrates that double-cab bakkies are now approaching, and possibly cannibalising, the bottom-end of South Africa’s off-road-capable SUV market. By off-road capable SUVs, we’re referring to Touareg, Pathfinder, Discovery, Prado, Pajero and GLE (the non-AMGs). All credible off-roaders, with spacious car-like interior architecture, but crucially, without overt high-performance 0-100kph credentials or ‘40-profile tyres.

An Amarok mirrors the off-road ability of Touareg, with entirely acceptable cabin comfort, and although its rear suspension isn’t as sophisticated, the bakkie’s ability to carry 1010 kg is well worth the sacrifice. As a lifestyle vehicle, it’s much better than an SUV for a customer profile which appears to mirror the requirements of most South Africans.

Better than SUVs in surprising ways

The double-cab bakkies of 2017 are in surprising ways superior to SUVs for travelling and adventure. Loading an SUV to the where your kit meets the roof trim is foolish and dangerous. If any of the fluids you packed start leaking, upholstery’s ruined and during an emergency brake application, you have objects that become cabin missiles.

With a bakkie, passengers and kit are separated. There’s a tonneau cover limiting the height at which you can load and no risk of objects flying about the cabin when you pulse that ABS pump to stop short of a Gemsbok en route your favourite Namibian wildlife reserve. Best of all, if you are returning from a weekend away, and your outdoor gear is muddy, or there are fluid containers with the risk of spill or seepage, a bakkie load-bin requires only a minute of high-pressure hosing to clean and a few minutes of sun to dry.

Modern safety features, a decent infotainment system and a 1-tonne loadbay. Could this be the perfect combination for the South African?

Nimble steering and clever suspension calibration imbue Amarok with great high-speed cruising confidence, and with that Audi V6 turbodiesel running at 580 Nm on overboost, it’s faster than any other double-cab bakkie South Africans have ever had the option on. With the grade of stability systems and tyre technology on offer a decade ago, a bakkie of Amarok’s performance could have been classed as an irresponsible product offering. In 2017, it feels right. In fact, it feels so right, you’d consider it as being priced fairly compared to several SUVs of comparable size.

R700 000 bakkies are the new ‘normal’

Much as Navara V6 dCi challenged double-cab pricing perceptions, Amarok V6 has done the same in 2017: shattering the R700k price ceiling for a South African double-cab. For the blend of traditional workhorse carrying ability, open-road cruising performance and cabin comfort it’s a natural evolution of price inflation.

Think double-cab bakkies have suddenly become alarmingly expensive? If you track V6 turbodiesel double-cab bakkie pricing against a performance car benchmark, such as BMW’s 1M, for instance, the bakkies haven’t radically escalated. In 2011, BMW’s 1M retailed for R537k. In 2017, it successor, M2, has a sticker price closer to R900k. Navara V6 dCi was R573k back in 2011 and Amarok V6 is just beyond R700k in 2017.

When compared to passenger cars, bakkies have not actually grown in price nearly as much.

The Germans have formulated bakkies which are what South Africans long for from their SUVs. Sensible ergonomics, intuitive infotainment and quality seats inside. Sophisticated automatic transmissions to exploit the performance and refinement potential of what is fuelled under the bonnet… All whilst retaining the traditional bakkie load-bin, which can cope with every South African leisure or labour eventuality. After 100 000 km of gravel travel commuting, a heavy-duty bakkie tailgate, with its oversized hinges, is less likely to develop some shutline play, manifesting as a maddening rattle – something which afflicts the strut supported hatch doors on some SUVs.

VW has effectively opened the path for X-Class price acceptance with its V6 Amarok. Considering the parallels in configuration there’s little doubt the Mercedes bakkie will move us to a new price point for South African double-cabs. A price point beyond R800k.

*We’ve omitted Land Cruiser’s V8 double-cab for the good reason that it is not a V6 turbodiesel, nor particularly sophisticated in any possible way. It does retail for R734k, however.

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Renault Clio RS (2017) First Drive

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.

What’s new?

That gearbox?

Speed thrills

Mountain passes

Track gadgets

Summary

Related content

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5 Cool Things About New Volkswagen Golf GTI

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.

1. It has more power

2. The new interior screens are spectacular

3. This new Golf boasts semi-autonomous technology

4. The looks have changed slightly

5. You can go to town with the options

Facelifted Volkswagen Golf – prices in SA

Further reading

Would you like to buy a Volkswagen Golf?

Ford SA Releases Hotter Fiesta ST

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.

More Power and Performance

Visual Changes

Ford Fiesta ST200 Price in South Africa (May 2017)

Related Content

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Isuzu after GM: Return of the Samurai!

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.

Bakkies are the best business

Imagine a dealership, with no cars….

Isuzu builds 600 000 diesel engines per annum

Related content:

Want to buy an Isuzu KB?

Renault Clio RS (2017) Specs & Price

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…

Engine and Outputs

Specifications

Renault Clio RS – Price in South Africa (May 2017)

Further Reading

Want to buy a Clio RS?

Spy Shots: Mercedes-Benz X-Class

Mercedes-Benz is set to debut its X-Class bakkie later this year. Meanwhile, test mules are already doing the rounds.

Further Reading:

Update: Audi RS3 Sedan (2017) First Drive

Tuned for more fun

The part that matters

How does it drive?

Should you buy it?

Audi RS3 Sedan Quick Specs

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Looking for a used Audi RS3?

Start your search here

Fiat Tipo (2017) First Drive

Fiat has expanded its product offering in South Africa with the introduction of the Tipo, now available as a compact hatchback or sedan. We drove the newcomer at the local launch in Port Elizabeth this week. Take a look at what the newcomer has to offer.

The range

What’s it like to drive?

Summary

Fiat Tipo – prices in South Africa

Related Content

Interested in buying a second-hand Fiat?

Mercedes-AMG C43 Cabriolet 4Matic (2017) Video Review

Mercedes-AMG recently wedged its twin-turbocharged 3.0 V6 into the C-Class Cabriolet and bolted on the firm's 4Matic all-wheel-drive system to create the C43 Cabriolet 4Matic. The Benz costs more than R1 million and produces a (very) pleasurable noise. We were very eager to review it…

Related content:

Want to buy a Mercedes-Benz C-Class Cabriolet?

Double-cab bakkies are the new SUVs

Although it's not the first bakkie of its kind, the arrival of the V6 turbodiesel Volkswagen Amarok marks the beginning of South Africa's luxury double-cab era. With their asking prices swelling towards the R1-million mark, could "luxobakkies" curtail demand for full-sized SUVs?

Japanese idea. German execution.

Better than SUVs in surprising ways

R700 000 bakkies are the new ‘normal’

Related Content

Want to buy a Volkswagen Amarok?

Facelifted Audi RS3 Sportback Gets More Power
Facelift Audi A3 (2016) First Drive
Track Race: Audi RS3 vs Merc-AMG A45 vs Honda Civic Type R vs BMW M2 [Video]
Drag Race: Audi RS3 vs Mercedes A45 AMG [Video]