Range Rover Evoque Convertible (2017) Off-Road Review
Range Rovers, despite being very upmarket and luxurious vehicles, remain true to the ethos of the Land Rover brand: they are extremely capable off-road. Granted, most buyers are never going to take their shiny new Evoque Convertibles very far from the tarmac, but what if they did? We put the newcomer to the test on a challenging off-road track to find out how it fares in the rough stuff…
The Range Rover Evoque Convertible: it's a car that will look marvellous cruising down a sunny boulevard, or exude style on the school run. It's a Range Rover, but with the added bonus of getting the wind in your hair… assuming that's something Range Rover buyers have always wanted, of course.
However, as it is equipped with all the same off-road systems as any other Evoque – a car that we've literally driven across Africa – we thought it might be interesting, at the very least, to take the Evoque Convertible and get it dirty.
The Ford Focus range has been enhanced with stylistic and equipment upgrades in South Africa and Ford has also replaced the previous 1.6-litre turbodiesel engine with a new 1.5-litre turbodiesel engine. Take a look at the details…
Consumers who are considering buying a Ford Focus will be happy to know that the firm has implemented a number styling and technological upgrades, as well as offering a new 1.5-litre turbodiesel engine mated to a 6-speed manual transmission with outputs of 88 kW and 270 Nm of torque. The Focus range now comprises a total of 19 derivatives.
What’s changed?
Styling and technological updates come in the form of an updated and expanded Trend Styling Pack as well as an upgraded Driver Assistance Pack which now includes the latest SYNC3 infotainment system with navigation.
The Trend Styling Pack is offered as an option on 5-door Trend hatchback models only and incorporates a new full colour-coded body kit with a rear spoiler and an electric tilt and slide sunroof. Multi-spoke 17-inch wheels with low-profile tyres add to the appeal and Bi-Xenon HID headlights from the ST3 are fitted with a cornering beam functionality and LED daytime running lights. Electrically folding mirrors, rear privacy glass and dual-zone climate control is also included.
The cost of the Trend Styling Pack amounts to R19 984.
The SYNC3 infotainment system features improved functionality via an 8-inch touchscreen.
As for the Driver Assistance Pack, available on 4- and 5-door Trend derivatives, SYNC3 with navigation is now on offer. The system features full-colour graphics, an elevated 3D map view, predictive search function and voice activated points of interest (POI) functionality. Buyers will also benefit from free annual map updates for a period of 5 years.
The new SYNC3 system is faster than the previous SYNC2 system and boasts an 8-inch colour touchscreen with multi-touch gestures such as swipe, slide and pinch-to-zoom functionality. Smartphone integration is provided using Apple CarPlay and Android Auto, the latter of which is still subject to license finalisation for use in South Africa.
The Driver Assistance Package also offers Advanced Active Park Assist, Lane Departure Warning, Lane Keeping Aid and a rear-view camera.
The cost of the Trend Driver Assistance Package amounts to R17 089.
The performance orientated Focus ST and Focus RS also benefit from rear parking sensors now fitted as standard on the ST1, ST3 and Focus RS. Furthermore, the Focus ST3 also gains a reverse camera as standard. SYNC3 with navigation and 10-speaker sound system with a built-in sub-woofer are optionally available for the Focus ST3 and Focus RS.
Facelifted Mercedes-Benz GLA in SA (2017) Specs & Pricing
The facelifted Mercedes-Benz GLA has arrived in South Africa! Take a look at specification details and what you can expect to pay for the refreshed GLA.
Shown at the Detroit Motor Show earlier this year, the facelifted GLA compact SUV is now available in South Africa with updated exterior and interior styling and updated equipment lines.
What’s changed?
'Canyon Beige' is the new colour available on the GLA, which also benefits from exterior and interior styling updates.
Exterior revisions are minimal, but nonetheless include redesigned bumpers, a choice of new alloy wheel designs and a striking exterior colour called ‘Canyon Beige’ is now on offer. The GLA is fitted with a comfort suspension system as standard while an off-road suspension system is offered as an option, raising the body by 30 mm. A lowered suspension option is available on request provided that you opt for the AMG Line or the Dynamic Handling Package.
On the inside, a 360-degree camera is now on offer giving the driver full view of the vehicle and its direct surroundings. The interior benefits from new seat covers and trim elements with chromed control panels. An 8-inch infotainment system is fitted and the instrument cluster features new dials and needles.
Subtle highlights are seen on the electric seat controls on the door panels while the storage compartment in the centre console is now trimmed with a chrome frame. The air vent nozzle rings are also more pronounced. For the Urban and Style equipment lines, new seat cover fabrics and colours are available, including Artico man-made leather. LED high-performance headlights are offered as an option.
Most of the changes are found on the inside of the GLA with new details lifting the interior ambiance.
The previous Exclusive package is now supplemented with a Luxury Exclusive package that includes black leather in a buffalo look and trim elements include a choice of trapezium-grain aluminium, light brown satin-finish poplar wood or high-gloss brown walnut. Matt black ash wood or AMG trim elements in carbon fibre are also on offer. The Exclusive package with standard sports seats is still offered as an option.
The Night Package can be combined with the Style equipment line which includes 18-inch bi-chromatic light alloy wheels, high-gloss black radiator louvres, black roof rails and a black shoulder line trim strip. The front and rear bumpers and exterior mirrors in high gloss black further add to the sportiness of the Night Package.
The GLA also boasts Hands-Free Access as an option, allowing you to open and close the boot lid with a foot movement. As part of the optional Stowage Facility Package, the boot floor can also be locked using a key.
The Engine Range
The GLA45 AMG Yellow Night Edition features yellow details giving the model a more menacing and sportier character.
The engine offering includes a 1.6-litre turbopetrol engine in the GLA200 with 115 kW and 250 Nm of torque as well as a more powerful turbocharged 2.0-litre petrol engine in the GLA250 4MATIC offering 155 kW and 349 Nm of torque. Diesel options include a 2.1-litre turbodiesel in two states of tune with either 100 kW/300 Nm in the GLA200d or 130 kW/350 Nm in the GLA220d 4Matic.
The GLA range is headlined by the Mercedes-AMG GLA45 4MATIC with its turbocharged 2.0-litre engine developing 280 kW and 475 Nm of torque. A 7-speed dual clutch sport transmission is fitted and claimed acceleration from zero to 100 kph is dispatched in 4.4 seconds. An automatically controlled exhaust flap is standard and the exhaust note can be note can be further enhanced if you opt for the optional AMG performance exhaust system. Fuel consumption is claimed at 7.4 L/100 km.
A Yellow Night Edition is also available to buyers who want something even more sporty than the standard GLA45 AMG 4MATIC. The Yellow Night Edition is painted in night black or cosmos black, combined with matt graphite grey and yellow details. The matt black light alloy wheels feature yellow rim flanges as well as a black-painted AMG twin louvre seen in the grille. Yellow highlights are also seen on the front apron, mirror housings, side skirt inserts, rear diffuser and on the rear wing. AMG sports stripes in matt graphite grey are seen on the bonnet, roof, boot lid and down the side of the car.
The yellow theme is carried over into the interior and the model benefits form an Aerodynamic Package and Night Package while the AMG Dynamic Plus package is offered as an option.
Mercedes-Benz GLA – Price in South Africa
GLA200 – R485 400
GLA250 4MATIC – R654 700
GLA200d – R513 000
GLA220d 4MATIC – R592 500
Mercedes-AMG GLA 45 4MATIC – R856 700
GLA45 4MATIC Yellow Night Edition – R961 700
The GLA is sold with a 2-year/unlimited km warranty and a 6-year/100 000 km maintenance plan.
Suzuki has finally built an all-new Swift, which is the successor to the Japanese brand’s best-selling product in South Africa. We sent our UK correspondent Wayne Gorrett to the South of France to drive it before the newcomer arrives on the local market later this year.
Guided by the “Suzuki Next 100” plan announced at the Frankfurt Motor Show in 2015, Suzuki – the 2016/17 Cars.co.za Consumer Awards Brand of the Year – is currently on an international product offensive developing an entirely new range of what it does best – small city cars.
Two years ago, with the demise of both the Alto and Splash models, the roomy and frugal Celerio made its appearance. It was followed last summer by the impressive Baleno and earlier this year, it was the return of the Ignis name in the form of a quirky but refreshingly different micro-SUV – pure character on wheels.
According to Suzuki SA, a little over 16 000 Swifts have found homes in South Africa since its introduction in 2008. Now, the all-new third (global) generation Swift is on its way and should reach our shores late this year.
The new Swift in profile. It shares a platform with the Ignis and Baleno.
The 2017 Swift rides on the recently developed “Heartect” lightweight platform first introduced under the Baleno and Ignis. This new platform is 30 kg lighter, which has contributed to the lightest Swift in the new line-up registering a kerb weight of just 890 kg, which is 104 kg lighter overall – impressive, considering no one realised the excess weight was there in the first place.
The engineers have also spun their magic on the new car’s dimensions. The Mk3 Swift is 10 mm shorter overall than the outgoing model, but its wheelbase is 20 mm longer. Tucking the wheels even further into each corner means that there is more interior room, including a 20% bigger boot (at a claimed 265 litres – 54 more than the outgoing Swift). The new car is also 15 mm lower and 40 mm wider, which accentuates its bullish stance.
In the current Suzuki model line-up, the new Swift will slot in between the funky Ignis and more sober Baleno.
The external package
With 5.4 million Swifts sold worldwide since 2005, Suzuki knows a winning formula when they create it. The 2017 Swift is a familiar shape and very much a smoothed-off, buffed evolution of what went before, with the wrap-around windscreen, similarly shaped light clusters and the sloping roofline
It certainly makes a statement with its aggressive grille, muscular arches and very distinctive shoulder line. The blacking-out of the entire A- and B-pillars along with the top half of the C-pillar, makes the roof appear to “float”.
Rear door handles are hidden in the C-pillar to give it a 3-door appearance
Suzuki has discontinued the 3-door Swift derivative in most markets because of low take-up and, while the Swift in the photos might at first appear to be a 3-door, the more eagle-eyed will have noticed that the rear door handles are concealed in the black plastic trim of the C-pillars.
In the UK, the new Swift offers 10 fashionable exterior colours and full personalisation options both inside and out and, in doing so, target a more youthful demographic.
The interior
The good work done by the exterior designers is mostly continued on the inside. The interior has been completely redesigned and features a new dashboard with a V-shaped layout and revised vents. The dash design is neat, but nothing like the effort given to the Ignis.
Below is a 7-inch touchscreen replacing the radio unit and numerous buttons and knobs found in the previous model. The manual HVAC controls just above the centre console are also new, now including modern buttons with new graphics.
Interior has had a major overhaul and appears more modern, but some of the plastics still feel low rent.
The instrument cluster is an improvement and features separate covers for the speedo and rev counter and a new digital display in the centre. The steering wheel has a circular centre section (boss) with chrome detailing, controls on both spokes, sporty grip areas and a flat-bottom lower section.
There’s more interior room, comfortable front and rear furniture and a bigger boot to aid practicality. However, plastics deployed in critical touch zones look and feel a bit cheap.
Engines and transmissions
This far ahead of its South African launch, choices by Suzuki SA on engines and transmissions have yet to be announced. However, at its pan-European launch, a pair of petrol-fuelled engines were available to assess, coupled with 5-speed manual and 6-speed automatic gearboxes.
The first, a 1.2-litre four-cylinder 67 kW Dualjet engine offers CO2 emissions of 98g/km and combined fuel consumption of 4.3 L/100 km. This is the same engine as in the current Swift and will be in the new Ignis when it arrives soon. Deployed in the new Swift Lite, the engine offers noticeably more entertainment than before, which is good news. But wait, it gets better…
Naturally aspirated engines are available although we are uncertain what versions will make it to SA.
The real star of the show is the cracking 83 kW three-cylinder 1.0-litre Boosterjet engine, which Suzuki claims sips an official 4.6 L/100 km. This engine is also available with Suzuki’s SHVS mild hybrid system (Smart Hybrid Vehicle by Suzuki), although the combined unit is unlikely to make it to local shores. It loves revving and proves willing throughout the gearbox.
Both engine options drive the front wheels through a 5-speed manual as standard, while the 6-speed automatic and Suzuki’s excellent ALLGRIP 4WD are options with the 4-cylinder 1.2-litre Dualjet.
Performance, ride and handling
The turbocharged Boosterjet engine, with its 83 kW output is 16 kW more than the larger capacity 1.2-litre Dualjet unit, making the smaller-engined car faster to 100 kph by 1.3 seconds, yet it returns 4.6L/100 km, just 0.3L/100 km behind the 1.2.
Best of all, it’s an engine that shows eagerness and willing–it pulls strongly from low down the rev range (like a petrol engine shouldn’t) which proved a boon around the mountainous roads and hairpin bends around Monaco and along the French Riviera.
The car rides well and smothers the worst bumps, though extended lengths of uneven surface can make it a little skittish. Its cornering performance is excellent – the Swift turns in exactly where aimed and maintains its poise with good feedback from the wheel and little discernible body roll.
Larger wheelbase has made more space for passengers and luggage but hasn’t affected the Swift’s fun-to-drive chassis.
You don’t spend your time thrashing the 3-pot Swift just to keep up with traffic. It’s decently quick through 2nd and 3rd gear of the excellent 5-speed manual gearbox.
The Swift Boosterjet also has a highly appealing audio performance, just enough to make it sound interesting, without ever becoming harsh or sounding like it is wheezing towards the red line. It piles on the revs quickly and sweetly, belying its turbocharged status, which all helps to make the car feel so lively.
Prices
Again, as you would expect this far in advance of its South African introduction, no prices are available for the new Swift, but in the UK, the five-model range starts from £11 000 (R190 000). Anything between R180 000 and R220 000 seems within range, but it’s purely speculation at this time.
Summary
The Suzuki Swift has always been an easy car to like and this 2017 iteration continues that attraction. With its smart design that builds on the cute looks of its predecessors and some appealing efficiency figures.
The new Swift is a genuinely capable little car. Not only does it cover all the important city car bases – it’s efficient, comfortable, good looking and well equipped–but it’s just as fun to drive as the class-leading Ford Fiesta. But critical parts of its interior finish are no better than the class average.
Overall though, the new Swift is a good car and–depending on final trims, engines and prices for the local market–will continue to be competitive in a busy class where it’s notoriously difficult to stand out.
Peugeot, now operating solo in the South African new vehicle market (without sibling brand Citroën), is refocusing its product line-up. One of the attractive new-generation vehicles that deserves a closer look is the refreshed 2008, a compact family car/crossover that is both practical, and stylish. We tried the flagship 1.2T GT-Line derivative to find out whether it merits your consideration.
We like: Excellent build quality, punchy engine, practical load area
We don’t like: Pricey, back-up concerns
Alternatives
Style… from a trusted brand: The newly launched Toyota C-HR is hard to ignore in this segment. Similarly priced at R356 000 (May 2017), it offers excellent build quality, refinement and the peace of mind that comes from buying a Toyota. But, it has its flaws – the boot is very small and the standard specification can't match the Peugeot's.
Quality and design: The Mazda CX-3 is a strong seller locally and should appeal for both emotional and rational reasons – it is solid, refined and well-equipped on the one hand, but also stylish and not entirely "predictable" or mainstream. The 2.0 Individual Automatic sells for R365 400 (May 2017).
More space, more power: The recently refreshed Opel Mokka X is a strong rival, offering more cabin space than the Peugeot, a more powerful (albeit thirstier) engine, and excellent standard specification in Cosmo trim. It is slightly more expensive (R368 100), but also boasts a stronger warranty and service plan.
With its GT-Line trim, smart wheels and upmarket detailing, the 2008 hides its essentially compact wagon design well.
French car maker Peugeot has been in the news a lot of late, but not always for its products. First came news of the local restructuring and organisational changes, all in an effort to ensure the brand's long-term presence and profitability in South Africa. As a consequence, the decision was made to cease importation of Citroën products so as to allow the focusing of efforts on rebuilding the Peugeot brand instead. Internationally, Peugeot grabbed the headlines earlier this year when it announced its acquisition of German brand Opel from General Motors. So, there's a lot happening…
But what South Africans probably haven't heard about all that much is the dramatic turn-around the brand has experienced in Europe. New boss Carlos Tavares restored the troubled company to profitability in only 2 years. And here's a key fact – that would not have been possible with poor product…
Locally intensive efforts are also underway to restore lustre to the famous brand, and the refreshed 2008 will play a key role as it competes in one of the fastest-growing and most competitive segments of the market, the compact crossover.
How does it fare in terms of…
Design and Quality
The GT-Line trim level adds several attractive details to the otherwise conservative 2008 design.
The Peugeot 2008 was originally introduced in 2013 as one of the first of the compact crossovers. Based on the popular 208, it offers a station-wagonesque bodyshape that is quite conservative in appearance. The combination of a clever facelift and upmarket GT-Line specification, however, makes for quite a handsome vehicle.
In truth, the facelift has been subtle but effective. The new, more upright grille design endows the 2008's face with a more assertive appearance where its predecessor played the "cutesy" card. Indeed, it is clear that Peugeot has tried hard to make the 2008 look more macho SUV, less city slicker – witness the greater use of black plastic cladding around the lower parts of the body and the wheelarch extensions. The GT-Line trim package further adds smart, dual-tone 17-inch alloy wheels, gloss black detailing and other shiny bits. The overall effect has been positive, with the 2008 looking at once modern and sophisticated.
The 2008's cabin boasts excellent fit and finish and top-notch materials.
Step inside and you'll find a cabin that impresses with its Germanic levels of fit and finish. The partially leather-upholstered seats feature exquisite red stitching, a detail that extends to the steering wheel, doorsills and even the oddly shaped handbrake lever. The combination of gloss black and satin silver detailing, with materials that are impressive to the eyes and fingertips, give the 2008 arguably one of the most expensive-feeling cabins in this segment.
Comfort and Features
There is no shortage of standard features in this 2008. Dual-zone climate control is standard.
Slide in behind the diminutive steering wheel of the 2008 and it may take some time to acclimatise. The steering wheel may offer rake and reach adjustability but is nevertheless set very low, and adjusting it into too high a position will see the top part of steering wheel obstruct the view of the instrumentation. Peugeot calls this setup the iCockpit and claims that the ideal steering position (low, small steering wheel, with a view over the top to the instruments) will quickly feel more natural. Perhaps we've got used to it with the 208, but there appears to be some truth in this…
Save for the quirky driving position, the 2008's cabin is actually pretty straightforward and appreciably practical and comfortable. Those front seats are superbly supportive and comfortable, but arguably eat into rear legroom somewhat. Nevertheless, rear passengers are still reasonably well catered for, with especially headroom being generous courtesy of the stepped roof design. Speaking of the roof, interesting LED streaks are embedded into the roof lining – a nice touch!
The standard features list is very comprehensive, with dual zone climate control, a comprehensive touch-screen infotainment system (with navigation), auto lights and wipers, 6 airbags, Isofix rear child seat anchorages and cruise control all included as standard.
The 2008's load area is significantly bigger and more practically shaped than most rivals.
Unlike some rivals, particularly the swoopy C-HR and CX-3, the 2008's more traditionally wagon-shaped body gives it a big advantage in the practicality stakes. Lift the tailgate and you'll find a spacious luggage area measuring a claimed 410 L with the seats up, way better than almost all potential rivals. Fold down the rear seats and Peugeot claims a total utility space of nearly 1 400 L, which combined the box-like shape of the rear compartment, means that bulky items can also be transported.
Ride and Handling
Like most Peugeots, the 2008 offers supple suspension and good roadholding.
Peugeot has long been one of the most talented brands when it comes to developing cars that offer both a comfortable, supple ride, and engaging dynamics in the corners. While it is unlikely that many owners would expect thrilling handling from their small crossover, the reality is that the 2008 is actually fun to pilot. The combination of quick, direct steering and a supple suspension set-up that also resists lean well in the corners will be appreciated by those for whom driving is not merely about getting from A to B. Those drivers who simply want a comfortable, refined and quiet cruiser will find that the 2008 also has those boxes ticked.
Performance and Economy
The 6-speed automatic transmission is nicely matched to the willing 3-cylinder turbo engine.
Powering this derivative of the 2008 is one of the best downsized engines available on the market, Peugeot's 1.2-litre, 3-cylinder turbopetrol. It delivers a strong 81 kW and 205 Nm of torque, the latter figure being particularly important as it is already available from a low 1 500 rpm. Also consider that the torque output is more than what Toyota's managed to extract from the 4-cylinder engine in the C-HR, as well as being higher than what's on offer from Mazda's naturally aspirated 2.0-litre, as fitted to the CX-3.
The engine is mated with a new 6-speed automatic transmission that drives the front wheels. It's particularly well-matched with the engine's power delivery characteristics, resulting in smooth, quick progress. Unlike many other set-ups of this ilk, the 2008 responds very quickly to throttle inputs with the little Peugeot feeling nippy and even quite sporty to drive as a consequence. Could a crossover be genuinely fun to drive? In the 2008's case, the answer appears to be a resounding "yes"!
The little 1.2-litre engine is keen to rev and delivers impressive performance (and economy).
A feature fitted only to this GT-Line model is called Grip Control. It features 5 settings (normal, snow, sand, off-road and ESP off), and simply uses electronic trickery to adjust the amount of traction on offer for the prevailing driving conditions. We doubt many drivers will ever get to use it, but it is comforting to know that this little crossover does have some "off-road" ability to go with its 165 mm ground clearance and black plastic-clad wheelarches.
Peugeot claims an impressive combined cycle fuel consumption of 5.2 L/100 km, which is comfortably better than what is claimed for the C-HR and CX-3. In the real world, of course, you're unlikely to match this figure, especially if you use the 2008's impressive performance often. Nevertheless, as far as small turbopetrols go, it is frugal when driven with restraint – we achieved figures of around 7.4 L/100 km during our test term, which you should be able to match or improve upon.
Pricing and Warranty
The Peugeot 2008 1.2T GT-Line automatic sells for R349 900 (May 2017), and comes backed with a 3-years/100 000 km warranty and 3-years/45 000 km service plan. The service plan can be extended at extra cost, or can be changed to a full maintenance plan if desired.
Verdict
Stylish, practical and with an excellent engine, the 2008 deserves greater success.
If you've read thus far, you'll have realised that the refreshed 2008 has turned from an also-ran into quite the star player. We've been impressed with the 1.2-litre engine in the bigger Peugeots before, and it honestly transforms the character of the 2008, providing excellent performance and efficiency. Inside, the 2008 now arguably offers class-leading fit and finish, a generous standard specification package and a more practical cabin than almost all rivals.
So what stands between the Peugeot 2008 and your cash? Perceptions, most likely… At this point, when there is so much change at an organsational level of the brand in South Africa, one can only speculate as to what the future holds. We do believe that, given Peugeot's European turnaround, the restructuring is both necessary and hopefully successful in a local context. The small dealership footprint, however, will continue to ensure that the 2008 remains a fringe player, which is sad.
The Volvo V90 Cross Country has arrived in South Africa and it brings a combination of 'wagon practicality and off-road prowess to the executive sedan/estate market.
Cross Country is an important moniker for the Volvo brand; such-branded models from the Scandinavian manufacturer has garnered a small, but loyal, following. The badge represents typical Volvo style and safety, with a healthy dose of practicality and off-road ability added to the mix.
“We know that South African buyers in the premium crossover segment have limited choices, and so we are delighted that the new Volvo V90 Cross Country is now able to cater better for this discerning audience. It is the only crossover in its segment that is available in South Africa, allowing us to continue to lead with a lifestyle enabler that brings all of Volvo’s latest technology and design excellence to the fore,” says Greg Maruszewski, Managing Director of Volvo Car South Africa.
Offroad capable
The Cross Country is built on the same Scalable Product Architecture (SPA) as its S90 and XC90 siblings. For this application, the Cross Country benefits from additional 60 mm of road clearance, bringing it to a substantial 210 mm, which is well-suited to South African conditions. The tyres have been uprated too, the new rubber has a softer ride and offers more grip.
The vehicle's electronic chassis control has been reworked and this includes tweaks to the all-wheel drive, hill descent control, continuously controlled damping (CCD), electric power steering and electronic stability control. In terms of offroad ability, the vehicle's BorgWarner AWD setup apportions power efficiently between the front and rear axles.
On dry surfaces, the majority of power goes to the front wheels, but up to 50% of the delivery can be sent to the rear wheels. Interestingly, the system engages full all-wheel drive at a standstill, resulting in maximum traction upon pullaway.
Lauded Volvo tech carried over
The dashboard is not too dissimilar to that of Volvo's other products. The Cross Country features the acclaimed Sensus Connect 10-speaker infotainment system, which controls features such as navigation, climate control and entertainment. Bluetooth/USB/auxiliary connectivity is standard, but if you opt for the Smartphone Integration Package, you gain Apple CarPlay and Android Auto functionality too.
The V90 Cross Country further features the semi-autonomous technology known as Pilot Assist, which takes some of the driving off your hands at speeds of up to 130 kph. There's also Adaptive Cruise Control, where the car uses a camera and radar to match the speed of the vehicle it is following.
Driving modes in the newcomer include Comfort, Eco and Dynamic, which are self explanatory, but the Offroad application requires explanation: when going off the tar and onto rough terrain, Offroad mode activates hill descent control, adjusts throttle/transmission mapping, and if you have the optional air suspension, it'll also adjust the ride accordingly.
In terms of safety, the Volvo V90 Cross Country features a plethora of features, all of which are standard. ABS, EBD, EBA, stability and traction control, hill start assistance and six airbags, and Volvo’s Side Impact Protection System (SIPS) and Whiplash Protection System (WHIPS) are included. According to Volvo, "the V90 Cross Country was also recently named one of the three safest cars ever tested by industry safety benchmark testers Euro NCAP, having scored full points for autonomous emergency braking for pedestrians (made possible by pedestrian detection, part of City Safety)." The other two were also Volvo products, which goes to show how seriously the Swedes take safety.
Choice of Engines
The Volvo V90 Cross Country comes with a choice of 2 turbopetrol and 2 turbodiesel engines. All derivatives feature all-wheel drive and an 8-speed automatic transmission.
D4: 2.0-litre 4-cylinder turbodiesel with 140 kW and 400 Nm. Average consumption is rated at 5.2 L/100 km.
D5: 2.0-litre 4-cylinder turbodiesel with 173 kW and 480 Nm. Average consumption is rated at 5.3 L/100 km.
T5: 2.0-litre 4-cylinder turbopetrol with 187 kW and 350 Nm. Average consumption is rated at 7.4 L/100 km.
T6: 2.0-litre 4-cylinder turbo- and supercharged petrol with 235 kW and 400 Nm. Average consumption is rated at 7.7 L/100 km.
Choice of Trim
The Volvo V90 Cross Country features 2 trim levels per derivative, with both offering generous levels of kit. Momentum starts off the range, with Inscription offering more luxury. There are 13 exterior colours and 12 interior schemes to choose from.
Momentum features glossy black window detailing, electric folding side mirrors, matt chrome roof rails, automatic full-LED headlights with Active Bending and Active High Beam, front LED fog lights, rain-sensing wipers, rear parking sensors, chrome-tipped exhaust outlets and 18-inch alloy wheels.
Inside, there's full leather upholstery with the innovative pearl seam, comfort seat padding, a electrically adjustable driver’s seat with variable lumbar support and memory function, Black Walnut décor inlays, a 12.3-inch digital instrument cluster, the 9-inch Sensus Connect interface, satellite navigation, a 10-speaker high-performance audio system, 2-zone automatic climate control, split-folding rear seats with a ski hatch, mid-level interior illumination, a leather steering wheel with full multifunction support, a leather gear lever, the diamond-cut Drive Mode selector, fully-automatic and laminated windows all-round, metal door sill mouldings, and a 12V power socket in the boot.
Inscription features 19-inch alloy wheels, a leather-clad key, Nappa soft leather upholstery, an electrically-adjustahle passenger seat with memory function, power-adjustable side support and extendable cushions for both front seats, high-level interior illumination with adjustable ambient colour settings, and illuminated door sill mouldings as standard.
Volvo South Africa is also offering pocket-friendly option packs for those who want some additional features. Want to go full Cross Country and embrace the lifestyle? We'd suggest looking at the Adventure Pack, which includes a panoramic roof, 360-degree surround view camera, auto-dimming mirrors all-round, integrated compass, powered folding rear seats, air suspension and a 230V power outlet. You can further customise your Cross Country with bike racks, scuff plates, boot mats, mud flaps, dog crates and harnesses, tow bars, and roof boxes.
Volvo V90 Cross Country prices in South Africa (May 2017)
All models come standard with a 5-year/100 000 km full vehicle warranty, full maintenance plan and roadside assistance, as well as laminated glass and Tracker Connect as standard.
The first batch of spy shots of the upcoming BMW X2 have arrived. It’s not looking like the elegant concept anymore, is it?
Image credit: SB Medien
The all-new BMW X2 has been spotted putting in test mileage at the Nurburgring. The camouflaged coupe/SUV is set to be production ready at the end of this year with an expected sales ETA of 2018. It's essentially a sporty-looking version of the BMW X1 in the same way the X4 is to the X3 and the X6 is to the X5.
From the spy shots, it appears that the concept model’s sloping roofline and bold stance have been softened to meet production and safety requirements.
The front and rear lights have also reverted to a more familiar BMW design than the striking LEDs of the concept model. View the concept X2 here.
The Nurburgring testing mule also shows a car sitting on large, low profile tyres. This suggests BMW is perhaps testing a racier version of the X2, possibly something like an X2 M. We will keep you updated as more details emerge.
It may be the Quadrifoglio version of the Giulia that has been grabbing the headlines, but what about the not so hot models? We tried out the entry-level 2.0T to see if it’s still a match for the German segment leaders.
We like: Great ride, handles brilliantly, strong engine
We don’t like: Tiny wheels, brakes difficult to modulate
Alternatives
Ever so slightly bigger inside: The Audi A4 2.0 FSI is a great all-rounder in terms of space, drivability and comfort. Priced at R522 068 (April 2017), it's the current Cars.co.za Consumer Awards – powered by WesBank champion in the business class sedan segment.
More comfortable inside, if not by much: The Mercedes-Benz C200 still has the comfiest ride in the segment. At R522 068 it seems like great value, but consider that the majority of buyers would want to spec a Trim Line when they order their Benz; Avantgarde spec will push the price up to the Giulia's level.
The default sporty sedan: The BMW 320i Auto remains the first choice for those who want that fine blend of sportiness, refinement and luxury. At R547 956, it undercuts the Alfa on price slightly, but note that the same that applies to the Benz (and Audi to an extent) is true for the Bimmer, Luxury Line pushes price beyond the Giulia's.
Something not from Europe: The Lexus IS comes fully loaded with features and its higher price actually represents good value. It can’t match the Europeans for driver involvement or sheer desirability, however. The 200t E retails for R601 900.
The base-spec Giulia comes standard with 16-inch wheels, they are tiny but can be upgraded to 17- or 18-inch.
The 2.0T is an entry point into the Alfa Romeo Giulia range. So much has been said, written, photographed and filmed of the Quadrifoglio Verde performance derivative that we’ve forgotten that Alfa actually needs to sell derivative versions of the Giulia to make some money. It's up against the stiffest of competition with the likes of the Audi A4 2.0TFSI, BMW 320i and the Mercedes-Benz C200.
The 2.0T is powered by a frisky 2.0-litre turbopetrol mated with an 8-speed automatic transmission. It offers basic luxuries – the real nice-to-haves are dispatched to the options list – so can this base version, distinguished by cloth seats, 16-inch wheels and a single-barrel exhaust pipe, successfully lure business class sedan buyers away from traditional fare by offering something that can't be listed on the spec sheets?
In a market that trades on kerb appeal and sportiness, the Alfa sticks to its knitting: the refined, elegant looks grow on you.
How does it fare in terms of…
Kerb appeal
The hype around the Giulia is still piquing people’s interest. During its tenure in our test fleet, the 2.0T garnered admiring looks and a plethora of questions from passers-by; indeed, Alfa Romeos still have that sense of romanticism/mystique about them.
And the Giulia's cause is certainly aided by its surfeit kerb appeal. It looks purposefully sporty at the front and shapely at the rear. The number plate positioning still appears to be most onlookers' problem, but as an Alfa owner/enthusiast, you may just assert the brand "owns" that design quirk.
Still comfortable in traffic and city driving, but we would like to try it on the bigger wheel options.
Ride comfort
Somewhat surprisingly, for a sedan with a sporty bent, the Giulia delivers a satisfying blend of thrilling dynamics and on-road pliancy, courtesy of a supple suspension. Take it easy and the suspension soaks up speed bumps and crevices in its stride. It provides near C-Class levels of comfort in its ride, but it would be interesting to test it on slightly bigger wheels with a lower profile – something owners will probably opt to specify for their cars.
Interior tech and refinement
The cabin is minimalist in design, but the touchable surfaces all feel sturdy and premium.
In this particular segment, you expect a certain level of technology to be present along with opulent cabin trims and finishes. Unfortunately, although far from stripped out, the Giulia does not seem all that well specified. The standard cabin trim is cloth, which can be upgraded to leather at extra cost if you so choose, but the material is rather comfortable and the front seats are pleasingly supportive around the sides.
Dual-zone climate control is a nice standard feature, however and the 8.8-inch infotainment system connects quickly via Bluetooth and USB ports – it's one of the better phone-to-car systems we’ve used. Navigation is only available on the next model up (Super) in the Giulia lineup.
Meanwhile, the build quality of the Giulia appears to be good, if not best-in-class. The interior design is pleasing to take in and the touches of brushed aluminium on the dash and dark wood grain trim panel around the gear lever are great to run your fingers over.
Grained wood surrounds the gear lever, infotainment controller and the dynamic mode selector dial.
The rim is leather steering wheel is nice and thick and the start button located by your left thumb feels just right. There’s a lot to like about the cabin of the Giulia, even though it seems restrained and conventional by traditional Alfa Romeo standards, it would please most business class sedanistas.
Performance
Alfa Romeo no longer lags behind in the performance department or indeed its drivetrain technology. The 2.0-litre turbopetrol's outputs are very competitive at 147 kW and 330 Nm of torque; it moves the Giulia along effortlessly and is lightning-responsive to throttle inputs (for a turbo motor).
There’s plenty of torque in reserve if you need to overtake at freeway speeds and acceleration from standstill to 100 kph is claimed at 6.6 seconds, which is nothing short of blistering for an entry-level derivative. The 8-speed transmission is smooth-shifting up the gears and, for the most part, back down the 'box too. It can get a touch clunky when coming to a standstill as it rushes to get back into first gear.
The Alfa badge can hold up to the German test now. Start/stop button is a simple thumb away – a simple and practical idea.
The only criticism at this point would be the Giulia'sbrakes. They are difficult to modulate progressively. A small prod does nothing and a slightly harder prod appears to have the retardation of a Formula 1 car. Slow speed braking can make you look amateurish as you jolt your way to a halt.
Handling dynamics
Attenzione! There’s a new segment leader in this department. The Giulia was conceived as a performance car first and the chassis designed and tweaked specifically for it. The lesser-powered derivatives benefit from that design philosophy, particularly with regards to their handling and steering.
The Giulia is the new class leader when it comes to handling talents in the Business Class segment.
The Giulia will please you with its rapid steering that makes it feel light on its wheels and quick to change direction (it does require familiarisation, but is easy to adjust to). The sedan doesn’t lean dramatically as a result of the sharp direction changes and remains spirit-level flat (well, just about) when thrust side to side. It’s great fun to coax through your favourite twisty section and provides astounding confidence to push and find the limits.
The grip levels are high, even on the comparatively tiny wheels and the Giulia feels balanced and predictable, even if you force it to give up its grip on the road. The steering weights up gradually as you feed on the lock, but it lacks ultimate feel, but that can be said of so many electrically-assisted steering systems nowadays. It is one of the better steering systems we’ve used recently, however.
Pricing
The Giulia 2.0T comes in at R555 000. That's about R10-20k more than comparable base-spec German rivals and will ultimately cost more once you have upgraded its wheels and upholstery etc, but if you rank vehicle dynamics highly or are looking for something a bit more standout, then it's arguably worth the small extra outlay. The Giulia is sold with a 3-year/100 000 km warranty and a 6-year/100 000 km maintenance plan.
Verdict
There were worries that the Giulia would be a one-trick pony, that it was only going to work as a Quadrifoglio and that the run-of-the-mill versions would be average. Well, in our experience, the Giulia works as an entry-level business class car too. It feels like a luxury item from the interior to the driving experience and stylish exterior – bar the tiny (16-inch) wheels.
Its handling dynamics are its strong point, leaping ahead of the competition. The Giulia is engaging to drive and the chassis and wheels feel glued to the tarmac. The engine is excellent, with very little lag at the bottom-end. Space in the front and back is on par with competitors as is the boot space. It’s also surprisingly comfortable in day-to-day driving situations and apart from the difficult to modulate brakes, it's a smooth, refined sedan.
The interior, while lacking features such as parking sensors, cameras or fancy headlight systems, is a nicely designed and a cosseting place to sit and we'd rate its build quality as good; it's certainly not a negative. The infotainment system is easy to use and comprehensive in its abilities.
We're willing to put our heads on the chopping block: If you’re buying a BMW 3 Series because it’s the most dynamic business class sedan on the market, then you’re buying the wrong car. The Giulia can now lay claim to that title.
The facelifted Volkswagen Amarok has arrived in South Africa with the 3.0-litre V6 turbodiesel Amarok headlining the range. We took it for a drive this week at the local launch in the Free State and herewith our findings…
The leisure double-cab bakkie market is an important segment locally and the recent influx of new or facelifted product has broadened the spectrum for buyers looking for a capable, hard-working lifestyle bakkie. Buyers are spoilt for choice with Toyota Hilux, Ford Ranger, Isuzu KB, Nissan Navara, Mitsubishi Triton, Fiat Fullback and Volkswagen Amarok being key players in the segment.
A few years ago, there were some double-cab stalwarts who made light of the Amarok's "tiny" 2.0-litre turbocharged engine, but now the Wolfsburg-based brand looks to shake up the segment by offering a range-topping 3.0-litre V6 turbodiesel engine, which is, significantly, the only V6 turbodiesel bakkie listed on the South African new vehicle price list.
It’s also worth noting that sales of the Amarok single cab will be discontinued as Volkswagen aims to focus on its leisure double cab offering. The local launch of the facelifted Amarok took place this week and we had a chance to get behind the wheel of the 3.0 V6 TDI Amarok on tar and dirt.
What’s changed?
The big news is the arrival of the 3.0-litre V6 turbodiesel engine, it offers outputs of 165 kW and 550 Nm of torque.
In terms of exterior design, the latest Amarok features a revised bumper and grille design with a choice of new alloy wheels. In our opinion, the Amarok is one of the best-looking double cabs on the market and it also happens to be the largest in terms of its exterior and interior dimensions.
The interior, however, is where the Amarok shows off most of its changes, which include a new dashboard design that incorporates a comprehensive touchscreen infotainment system. The Amarok differs from most of its rivals by offering an SUV-like interior that is attractive to the eye and kitted out with a range of comfort features that you may not expect to find in a bakkie, such as height-adjustable seats for the driver and passenger, for example.
A new dashboard design and infotainment system gives the Amarok upmarket appeal with a host of comfort and convenience features on offer.
The new 3.0-litre V6 turbodiesel engine sits atop of the Amarok range and offers peak outputs of 165 kW and 550 Nm of torque. An overboost function will also increase outputs to 180 kW and 580 Nm for about 10 seconds for additional shove when it’s needed.
The 3.0 V6 is offered with Highline, Highline Plus or Extreme trim and an 8-speed automatic transmission and permanent all-wheel drive are standard. All 3 engine derivatives are equipped with an electronic differential lock (EDL).
What’s it like to drive?
The Amarok 3.0 V6 delivers brisk performance while returning decent fuel consumption figures. Ride quality is good too…
After arriving in Bloemfontein, the media contingent were shuttled to Lindsay Saker VW where a fleet of Amarok V6s and 2.0-litre bi-turbo models awaited us. We buckled up and set off for our final destination at Prynnsberg Estate near Clocolan in the eastern Free State (some 155 km away).
Volkswagen didn’t have the range-topping 3.0 V6 Extreme on hand, so we drove the Amarok 3.0 V6 Highline derivative instead. Finding the correct driving position was easy thanks to the height-adjustable seats and telescopic steering column. This derivative was also fitted with optional features such as leather seats (which were quite comfortable with heating function), front/rear park distance control with reverse-view camera (must-have feature), a navigation system, bi-xenon headlights with daytime running lights as well as automatically activated headlights and rain-sensing wipers.
Tackling rough terrain is well within the Amarok's means and the 3.0 V6 has a maximum towing capacity of 3.3 tonnes with a 1-tonne payload.
The 3.0-litre V6 turbodiesel engine is relatively quiet and refined in operation and only becomes marginally noisier under harder acceleration. We were particularly impressed by the power delivery of the 3.0 V6… It can easily be driven sedately, but when you need to get a move on, it doesn’t hesitate and it accelerates with pace, which is particularly useful if you need to initiate a quick overtaking maneuver on the highway.
The full 550 Nm of torque is available from around 1 500 rpm, resulting in brisk acceleration and Volkswagen claims the 0 to 100 kph sprint will take 8 seconds, which is rapid for a double-cab bakkie! You have to check your speed regularly because the Amarok 3.0 V6 is much faster than it feels.
The Amarok 3.0 V6 hides its speed well and you would be forgiven for thinking you are driving an SUV.
Another impressive feature on this 3.0 V6 is its standard 8-speed automatic transmission. It’s arguably the best automatic transmission in the double-cab segment and it operates unobtrusively, delivering smooth shifts while seemingly always being in the best gear suitable for the driving situation. Buyers can also opt for mounted paddle shifters, allowing the driver to manually shift gears to further manipulate the power and torque delivery.
We also found the Amarok’s ride quality to be good, so much so, in fact, that you have to keep reminding yourself that you are actually driving a bakkie and not an SUV. It copes well with bumps and ruts in the road and the positive steering feel makes the Amarok particularly pleasurable to drive on longer journeys. Interior build quality is good too and although there are few soft-touch surfaces, the interior is sturdy and rattle-free.
Volkswagen claims a fuel consumption figure 9.0 L/100 km for the Amarok 3.0 V6 and during our drive, we averaged 9.6 L/100 km, with other motoring scribes reporting figures as low as 8.6 L/100 km, the latter of which is quite impressive.
Safety has also been enhanced with the addition a Post-Collision Braking System which automatically applies the brakes in the event of a collision to prevent the vehicle from having a secondary collision. Off-road ABS is also useful when driving on dirt and it reduces the braking distance considerably compared with normal driving conditions. Other standard safety features include ABS with EBD, 6 airbags, Electronic Stability Control, Hill Descent Assist, Electronic Trailer Stabilisation and Hill Hold Assist.
The short answer is: You can venture off the beaten track with great confidence! After arriving at the historical Prynnsberg Estate, we set off into the surrounding mountainside to get a feel for the Amarok’s off-road ability. When you press the off-road button next to the transmission, the Amarok alters the throttle calibration (by holding the gears for longer periods), automatically engages hill descent control and activating the off-road ABS.
Although the off-road route was relatively mild, the Amarok easily traversed the sandy and rocky terrain. The wealth of torque available low in the rev range made light work of the route and the Amarok felt both composed and comfortable in the rough stuff. A rear differential lock can be engaged for more difficult obstacles, but it was never required during the press event evaluation.
The Amarok 3.0 V6 is a robust off-road vehicle capable of tackling rough terrain and it's adequetly equipped with safety features.
Even though the off-road route didn’t offer major obstacles for the Amarok to tackle, we were still impressed by the Amarok’s composure on the trail and we have reason to believe that the Amarok is capable of tackling much more difficult terrain. For those of you who will be putting your Amarok 3.0 V6 to work, you will be pleased to know that it has a towing capacity of 3.3 tonnes with a 1-tonne payload.
Final thoughts
The Amarok is a quality, premium product, perhaps the best on the market, but its pricing may dissuade buyers.
The facelifted Amarok will appeal to buyers looking for a more upmarket leisure double-cab bakkie. Compared with its rivals, the Amarok is the more sophisticated offering and the addition of the 3.0-litre V6 turbodiesel engine to the range should be well received by buyers. The newcomer is powerful, both on and off-road, and its 8-speed automatic transmission class-leading. The Volkswagen's road manners are particularly impressive and the interior execution leaves little to be desired. We think the Amarok sits at the top of the segment in terms packaging, design and comfort.
The main issue of contention, particularly from a buyer’s perspective, is the price. The Amarok 3.0 V6 Highline we drove has a starting price of R665 700 before options, while the top-of-the-range V6 derivative is priced from R748 600, which may force buyers to consider other options. You can obviously opt for the 132 kW 2.0-litre derivatives too, which start from R521 900.
At present, the V6-engined Amarok is way ahead of its rivals in terms of pricing, but if you consider that the upper-end of the leisure double-cab bakkie segment will grow further when products such as the new Mercedes-Benz X-Class and Renault Alaskan come to market, then perhaps the top-of-the-range Amarok will find itself in a favourable price environment when those competitors arrive. As ever, quality comes at a price…
Nonetheless, if you decide to buy the Amarok 3.0 V6, you’re unlikely to be disappointed. It’s a formidable, quality offering that sets a new benchmark.
We will have the Amarok 3.0 V6 on test soon, so look out for our full review in the near future.
Volkswagen Amarok – prices in South Africa
2.0 TDI 103kW 4×2 Manual Comfortline R487 700
2.0 TDI 103kW 4MOTION Manual Comfortline R544 900
2.0 BiTDI 132kW 4×2 Manual Highline R521 900
2.0 BiTDI 132kW 4MOTION Manual Highline R573 000
2.0 BiTDI 132kW 4×2 Auto Highline R539 400
2.0 BiTDI 132kW 4×2 Auto Highline Plus R591 900
2.0 BiTDI 132kW 4MOTION Auto Highline R590 600
2.0 BiTDI 132kW 4MOTION Auto Highline Plus R643 100
2.0 BiTDI 132kW 4MOTION Auto Extreme R673 600
3.0 TDI V6 165kW 4MOTION Auto Highline R665 700
3.0 TDI V6 165kW 4MOTION Auto Highline Plus R716 600
3.0 TDI V6 165kW 4MOTION Auto Extreme R748 600
The Amarok is sold with a 3-year/100 000 km warranty, 5-year/90 000 km service plan and a 6-year anti-corrosion warranty. Service intervals are set at 15 000 km.
BMW's limited edition M4 DTM is now available in South Africa. Except, that it's not actually available.
The standard BMW M4 is a respected performance machine in its own right, but BMW has revealed a spruced-up M4 to celebrate Marco Wittman’s DTM driver's championship victory, and it’s called the DTM Champion Edition.
The modified DTM Champion Edition is powered by a 3.0-litre twin turbocharged 6-cylinder engine that incorporates the same water-injection system found in the M4 GTS. The DTM Champion Edition develops identical outputs to the M4 GTS with 368 kW and 600 Nm of torque and can sprint from zero to 100 kph in 3.8 seconds before smashing an electronically limited top speed of 305 kph.
Being a limited edition model, only 200 will be offered worldwide and all examples are painted in Alpine White with the BMW’s M division decals present for effect. Other modifications include canards or wings on the front bumper, a large front splitter, side skirts, rear diffuser, rear wing and mirror housings in carbon. The wheels are styled in matte grey as standard and ceramic brakes provide essential stopping power.
M Carbon bucket seats in Alcantara and merino leather are found inside. There’s also an M sports steering wheel and a white rollover bar that replaces the rear seats.
Out of the 200 special edition models, 15 made it to South Africa but have all been spoken for already. Each one of the 23 costs R2.3 million.
