Suzuki is launching its new C-segment hatchback in South Africa this week. Take a look at the details and local pricing for the new Baleno.
We drove the Suzuki Baleno back in May at its international launch in Ireland and we think it's a good-value product. The Baleno is quite large. It's bigger than the Volkswagen Polo, but smaller than the Golf and is similarly priced to the Polo.
International markets get a fancy 3-cylinder turbopetrol engine but locally, the Baleno will be fitted with a 1.4-litre naturally aspirated engine. The engine is pulled from the current Swift, Ertiga and Ciaz. It’s good for 68 kW and 130 Nm of torque and buyers have the choice between a 5-speed manual or a 4-speed automatic transmission, with the auto only available in top-spec GLX form.
The Suzuki Baleno is a spacious C-segment offering and is competitively priced too.
Fuel economy is claimed at 5.1 L/100 km for the manual and 5.4 L/100 km for the automatic and if our experience of Suzukis is anything to go by, you’re likely to get very close to that figure over the long term. Acceleration times are average for a car in this segment with the manual managing the 0-100 kph sprint in 10.9 seconds while the automatic is a bit slower at 11.6 seconds.
On the inside, the top-spec Baleno GLX, features a 6.2-inch infotainment system, something local Suzuki buyers will see as a much-needed upgrade. The GLX is well-equipped with standard features like cruise control, automatic air-conditioning and rear park distance control. The GLX model also gains 4 additional airbags over the GL model, with a total of 6 airbags. The GLX also gains rear disc brakes, while the GL derivative has rear drum brakes. Standard fare across the range are USB and Aux ports.
The Baleno GLX features a much-needed 6.2-inch infotainment system and a leather steering wheel.
Space is where the Baleno excels with a boot size of 355-litres and 1 085-litres when the rear seats are folded down. Cloth seats are the standard across the Baleno range with the GLX model getting a leather ensconced steering wheel. The Baleno GL is fitted with 15-inch steel wheels and 16-inch alloys are offered on the GLX derivative.
Suzuki Baleno prices in South Africa (February 2017)
The Baleno appears to be extremely competitively priced for a hatchback of its size. It’s backed up by a 3-year/100 000 km warranty and a 4-year/60 000 km service plan.
Harold Durnez Wins Cars.co.za Fortuner 4×4 Challenge
Capetonian Harold Durnez has defeated all odds and won the Cars.co.za Fortuner 4×4 Challenge to stand a chance of winning a new Toyota Fortuner 2.4 GD-6 4×2 manual.
In September 2016, Cars.co.za took to social media in search of the ultimate multitasker to represent us in the Toyota Next Level Freedom Fortuner 4×4 Challenge. To be eligible for selection, applicants were required to submit a 20-second video showcasing their multitasking skills plus physical ability (running, swimming, cycling etc.) and provide reasons why they should be selected as a finalist.
The team at Cars.co.za had the tough task of selecting the 5 best submissions and after much deliberation, we decided that Harold Durnez, Tshiama Kekana, Roger Westbrook, Saleha Mohideen and Obadiah Naidoo would be our finalists in the Cars.co.za Fortuner 4×4 Challenge.
Harold Durnez excelled in the physical test to win the Cars.co.za Fortuner 4×4 Challenge.
All 5 finalists joined us in Cape Town for a day of fun-but-difficult challenges to determine who would represent us in the final Toyota Next Level Freedom Fortuner 4×4 Challenge taking place on 15-16 November 2016 in Knysna.
Harold Durnez came out on top on the day and he will team up with one of 4 celebrity sportsman in Knysna including Dakar Rally driver Giniel de Villiers, Cheetahs rugby player Ryno Benjamin, Bafana Bafana star Siphiwe Tshabalala and cyclist Andrew McLean from Toyota Cyclelab. Harold and his celebrity teammate will compete against 3 contestants for the ultimate prize, a new Toyota Fortuner 2.4 GD-6 4×2 manual valued at R454 000.
The Toyota Next Level Freedom Fortuner 4×4 Challenge will be recorded and televised on Supersport. Follow @ToyotaSA on Twitter for more updates.
Check out the videos below to see how Harold Durnez claimed victory in the Cars.co.za Fortuner 4×4 Challenge!
Take a look at how the new vehicle market performed in South Africa during the month of October 2016.
The state of the new vehicle market in South Africa is under considerable strain and October was another woeful month with major declines seen across all vehicle segments. Despite these declines, export vehicle sales showed strength with significant year-on-year growth.
According to Wesbank, a major contributing factor to the continued slump in new vehicle sales is affordability. During the course of 2016, prices of new cars have soared as a result of a weakening Rand and many consumers simply can’t afford to buy new cars. To rub salt on an already festering wound, consumers are also faced with increasing living costs and higher interest rates, making it even more difficult to set money aside for a new car. Wesbank says that in October, the average new car financed was 12.7% more expensive compared to the same period in 2016. This grim reality is forcing consumers to seek value in the used car market.
Simphiwe Nghona, CEO of Motor Retail at WesBank said, “The new car market has been under pressure throughout the year, but receding consumer demand is even more pronounced. We’re seeing record numbers of applications for pre-owned vehicles. Consumers can get better value for money in the used market, where the average transaction value for financed a used car is nearly R100 000 less than a new car.”
Furthermore, Wesbank advises consumers to be mindful of their vehicle expenditure as this can have serious financial consequences on the household budget. “As we head towards the end of the year consumers should avoid the temptation to overspend, whether buying a new or used car. Any vehicle purchase now will have an impact on their budget for the next 4 – 6 years and they need to account for all monthly costs,” said Nghona. “This includes petrol costs, which are rising. If your budget cannot absorb these rising costs you might have an unpleasant festive season.”
New Car Sales Summary – October 2016
48 745 aggregate new vehicle sales down by 10.1% (5 494 units) compared to October 2015.
32 738 new vehicle sales down by 9.5% (3 438 units) compared to October 2015.
13 559 Light Commercial Vehicle (LCV) sales down by 10.7% (1 623 units) compared to October 2015.
30 718 export sales up by 10.8% (2 999 units) compared to October 2015
Top 5 best-selling car brand in South Africa – October 2016
1. Toyota – 11 129 units
2. Volkswagen – 8 055 units
3. Ford – 7 199 units
4. Nissan – 3 692 units
5. GMSA – 3 324 units
Top 5 best-selling cars in South Africa – October 2016
Challenging times lie ahead for the new vehicle market and rising new vehicle costs, household disposable income pressure, low business confidence and higher interest rates will continue to have a negative impact on the market.
A leading Reserve Bank indicator has, however, registered growth for the first time in a three-year period, suggesting that modest improvements in the economy could be realised in the next 18 months.
Mercedes-AMG's compact performance sedan recently underwent a facelift and we got to drive it. The Benz is a more elegant prospect than its A45 sibling, but can it justify the price premium?
We don’t like: expensive, ride is too firm, rear legroom won't be comfortable for tall people
Alternatives:
For a fast German sedan: Audi S3 sedan. The Audi RS3 sedan would be a more logical rival (because it produces similar outputs), but it is not in South Africa yet. The S3 sedan is not as fast as the CLA 45 but boasts impressive levels of build quality and refinement. The boot isn't as capacious as the Benz's.
For a stylish and fast alternative: the BMW M2 is arguably the finest performance vehicle to emerge from BMW in years. Although it's a coupe, it's more than a match for the CLA 45 AMG in terms of driver thrills.
A similar AMG: Mercedes-AMG A45. This review is not meant to be a head-to-head comparison, but the CLA 45 and A45 arguably appeal to the same target market. At R100 000 cheaper than its booted sibling, the A45 makes a strong case for itself.
Even in its sportiest iteration, the CLA 45's styling is divisive, those who like the micronised performance sedan looks.
How does it fare in terms of…
Performance?
The CLA 45's 4-cylinder turbopetrol engine is said to be the most powerful production 2.0-litre powerplant in the world. How do peak outputs of 280 kW and 475 Nm grab you? Consider the 5.5-litre V8-engined Mercedes-Benz C55 from 2004 (with its snarling exhaust note) produced only 270 kW. Therefore, with half the cylinders and less than half the displacement, the CLA 45 represents the latest in compact performance from AMG. If it's not a poster child for downsizing, what is?
Power reaches all 4 wheels via Benz's all-wheel 4Matic system, but the system is front-biased, with the rear wheels providing additional propulsion depending on how much traction is available at the nose. The best way to demonstrate the compact AMG’s performance capability is with a race start (a full-bore acceleration run from standstill). Essentially this is where the car’s hardware gets the CLA 45 off the line in the fastest possible manner by balancing traction and power perfectly. It’s straightforward to execute; turn the driving mode dial to Race, press the stability control once to engage ESP Sport, pull both shift paddles towards you and the dashboard displays "Race Start, pull right paddle to confirm".
Put your left foot hard on the brake, depress the accelerator and the engine revs climb. Release the brake and off you go. The way the Mercedes-AMG CLA 45 scoots off the line is remarkable and the claimed zero-to-100 kph sprint time is 4.2 seconds. While we didn’t go that fast, we definitely broke the 5-second barrier. It’ll go on to a limited top speed of 250 kph.
The CLA 45's purposeful rear-end styling is complemented by eye-catching alloys that fill the car's wheel arches.
Straight-line decimation is not the only thing the CLA 45 can do well, however. Its steering accuracy and handling prowess is, if not the best in the business, certainly from the top shelf. You can effortlessly carve up a mountain pass thanks to the vehicle's abundance of confidence-inspiring stability and the 7-speed dual-clutch transmission works best in manual mode (when you’re in complete control of cog-shifting and can ensure the performance motor remains in optimal boost range).
While 4-cylinder motors are not normally renowned for evocative, throaty soundtracks, this particular powertrain featured a sports exhaust which opened up around the 3 000 rpm mark and each gear shift was accompanied by a terrific brahp courtesy of out the quad exhausts. We may (or may not) have driven through a few underpasses repeatedly to enjoy the artillery sound effects. The downside is that these fireworks can be a bit tiresome and the engine note drones, but you can dial the driving mode back to Comfort so that the car regains some sense of civility and daily-driver friendliness.
The previous CLA 45 (and its A45 hatchback sibling) suffered from one key issue. While they were both stupendously quick and agile machines, a lack of ride comfort on anything other than A-grade tarmac was a major concern. For the 2016 model, however, Mercedes-AMG attempted to address the shortcoming. The CLA suspension is claimed to feature improved damper settings and spring rates, which should, in theory, improve matters.
Is the difference noticeable? Well, sort of. The ride is still firm and sporty (and just short of crashy in Race mode, to be fair), but. fortunately, you can customise the vehicle 's adaptive suspension settings through the Individual mode and leave everything in Sport, but the suspension in Comfort. We found it the best compromise.
Practicality?
The seats are supportive and well bolstered, while the rest of the cabin is dripping with sporty touches
The CLA 45 is claimed to offer 470 litres of boot capacity, which is quite reasonable and compares favourably with its rivals. The Audi S3 sedan and BMW M2 offer just 390 litres, for example. But despite the sedan body, the rear space and legroom is only suitable for shorter-than-average adults. Our test unit featured beautifully crafted and supportive front sports seats which hinder the rear legroom a little, but in a driver-focused performance machine, rear passenger comfort is not a priority.
Standard specification is fair, but we’d expect a bit more considering we’re in the R800k territory. COMAND satellite navigation is a R26 600 option, which is a bit cheeky. As per all German manufacturers, you can go town with options and packages to make your CLA 45 AMG more comfortable and desirable. We’d suggest investigating AMG Exclusive package which includes heated front seats as well as the AMG Dynamic Plus package, which gives you the adjustable suspension.
Price and after-sales backup
The Mercedes-AMG CLA 45 4Matic retails for R838 714, which includes a 2-year/unlimited km warranty, as well as a 6-year/100 000 km maintenance plan.
Verdict
There’s no denying the CLA 45 AMG is a blistering performer; we're sure that very few cars could keep up with it on a tight and winding section of road, let alone in slippery road conditions, where the Benz impresses with its prodigious all-wheel-drive grip. It’s also unlikely to punish driving mistakes too aggressively, which is a trait we like. What's more, the Benz is ballistic off the line; some high-end machinery had better be on their guard when a CLA 45 AMG pulls up alongside them.
Things look less rosy when you look at the CLA 45 AMG in relation to its hatchback sibling, the A45 AMG. Does the addition of a boot and distinctive "4-door coupe" styling in a mechanically similar vehicle justify a R100 000 premium? We don’t think so, and it becomes a tough sell when you start throwing in some extras. The A45 AMG is the better car, but in the case of the United States where the hatchback isn’t sold, the CLA 45 will have to do. Luckily we’re in South Africa and have the freedom of choice and while the 2.0-litre turbocharged engine is faultless, we’d prefer it to be nestled in the bay of the A45.
The eagerly awaited RS version of Audi's desirable TT sportscar was launched in South Africa in November 2017 (with a price tag of R963 000), to compete with acclaimed sports coupes such as the BMW M2 and Porsche 918 Cayman. The TT RS is powered by a characterful and potent 2.5-litre 5-cylinder motor mated with Quattro all-wheel drive and our correspondent Nic Cackett drove it in Spain late in 2016…
Sentence three of the TT RS’s press pack finds Audi in an uncompromising mood. “Driving pleasure guaranteed!” it proclaims, having teed off with the model’s increasingly lofty power output. The exclamation mark is meant as playful confirmation of what ought to be obvious to the reader, but it’s possible to take it as huffy Germanic consternation, too: “You must like it now, surely?”
The previous TT RS did appeal to some of us, in a chin-jutting, brazenly pushy kind of way. But that contingent of fans was in the minority. Mostly we thought it was prodigiously fast and fabulous sounding but still overtly lacking in the dynamic subtlety that made the Porsche Cayman probably the most agreeable sports car of its generation. Its engine – the indubitably splendid 2.5-litre throwback 5-pot turbo – was categorically not the issue. Yet characteristically it is here where Audi has invested a good deal of time, extracting more power from an identical displacement while at the same time reducing its overall mass by 26 kg (exchanging a steel crankcase for an aluminium one accounts for most of that saving).
There's no mistaking the Aud TT RS for lesser models. The big grille, wheels and fixed rear wing add considerable presence.
Performance
With peak silliness now at 294 kW and 480 Nm, the coupé version (there’s a roadster, too) is rated at 3.7 sec to 100 kph, which is almost a second quicker than the manual 718 Cayman S and only a few tenths slower than the current R8. The chassis, meanwhile, is a familiar reworking of the existing TT’s. The RS gets the quicker-reacting evolution of the current electro-hydraulic all-wheel drive system to go with model-specific tuning of the suspension, ESC and steering rack.
Compared with the TTS, it sits 10 mm lower on firmer springs, which remain passive unless you upgrade to the magnetic dampers, and wears stiffer bushes. The quattro drivetrain is carried over from the RS3, although this time much less is made of the supposed back-axle playfulness attributed to that car. Audi is keener to emphasise the RS’s established appeal as flagbearer for the TT line-up, a role for which the car has been visibly bulked up. The enlarged air intakes and fixed rear spoiler serve to assist a more efficient intercooler and lustier aero, but their aggressive appearance pays greater dividends when it comes to the model’s market position.
Audi's Virtual Cockpit is standard and features buttons lifted straight from the current Audi R8 V10.
Ditto the cabin, which, like all variants of the TT, is a wall-to-wall triumph. Audi’s easy-on-the-eye Virtual Cockpit is standard, as are plush sports seats and an RS steering wheel that, for the first time, features satellite controls in addition to the S tronic dual-clutch automatic gearbox’s paddles: one to toggle through the Drive Select system, the other to thumb the engine into life.
That red starter button is the same as the one used in the R8 to spark the V10, and while the TT RS’s in-line powerplant is literally half of the R8’s lump, it generates an outsized charisma from its idiosyncratic 1-2-4-5-3 firing sequence. While it is no surprise to find the raggedy, wonderfully corrupted heartbeat familiar (helpfully embellished by an optional sports exhaust), the initially faithful replication of its predecessor’s performance is a little more unexpected.
Clearly, 480 Nm from 1 700 rpm is sufficient to have the Audi rolling readily forward, but the RS’s warbling mid-range (where you’ll spend most time) feels no more productive than it did the last time around – a consequence of only a very modest rise in peak torque, not to mention a carried-over tendency to feel a bit stodgy when the dual-clutch automatic transmission is left to its own fuel-saving devices.
Neck-wringing, then, is required to have the RS flinging out demonstratively greater speed than before. Its advantage resides in the new engine’s final 1 150 rpm, a greased slither of forcefulness that, while endearing, is rarely encountered on the road beyond the first three of the seven gears. Stretch its legs all the way to the redline and appreciate the hard work that's gone into this powerplant.
Ride and handling
Our scribe found the Audi TT RS fast, yet sane and manageable thanks to quattro.
Naturally, that has more to do with adhering to (or otherwise) national speed limits than upsetting the drivetrain, which deadpans the extra grunt with the usual sticky aplomb. But it is the palpable absence of squirm and squirrel to which Audi is referring when it uses the word "precision" to describe the quattro system’s ground-covering abilities, and the TT RS evinces this failsafe quality from start to finish.
To its credit, the RS’s marginal enhancements do add up to an incremental improvement. Slightly lighter over the nose, endowed with additional camber on tailored Pirelli PZero rubber and wearing, in this case, optional 20-inch wheels, the car turns in a little more sharply ("agility" being another quattro watchword) and, courtesy of a torque vectoring system that works hard enough to eventually overheat the put-upon brakes, grips even more tenaciously than its predecessor managed.
Even the passive ride, an inevitably very firm, but not meanly damped washboard, was generally acceptable on our test route in Spain (more so, in fact, than the oddly inconsistent magnetic-ride alternative). Nevertheless, once again, Audi’s concepts of "precise" and "agile" don’t seek to include an ounce of real, teeth-sinkable fun beyond the physicality of either naked speed or blunt adhesiveness.
So while it may be technically capable of dispensing 100% of its available torque to the hind quarters, the RS rarely seems inclined to do so, and nor does it permit a morsel of genuine clarity to ascend the apparently mighty sinew that is its steering column. As with the RS3, coaxing a gently enlivening sense of neutrality from the otherwise front-end-preoccupied drivetrain is too often the best a keen driver can hope for – and a pale shadow of the nuanced relationship a Cayman owner can expect to forge with the 718’s cultivated chassis.
While the TT RS is technically capable of dispensing 100% of its torque to the rear wheels, it rarely seems inclined to do.
Summary
Whereas a comparative lack of indulgence was more easily forgiven in the RS’s hatchback sibling, in a coupé, one specifically intended to compete with a raft of adjustable, rear-wheel-driven sports cars, the failure to deliver a properly rounded handling experience serves only to highlight just how two-dimensional the remainder really is.
Which isn’t to deny the likeability, thrashability and motley soundtrack of the quirkily brilliant 5-pot engine, nor, indeed, the straight line speed, handsome looks, badge kudos and superior interior of the TT RS itself. Let's not forget this car's hard-charging, stability-happy style will be much appreciated on a drive from the office to home on a rainy evening too.
But for it to not particularly appeal in sun-starched rural Spain, with both B-roads and an empty Circuito del Jarama laid on, goes to show just how far out of reach the slower, worse-sounding and recently humbled Porsche 718 Cayman still is.
Renault Kadjar 96 kW 1.2 Dynamique Automatic (2016) Review
When Renault launched the Kadjar locally earlier this year, the range was curiously missing the option of an automatic gearbox. Now that both the petrol and diesel Kadjars are available with a 7-speed automatic dual clutch ‘box, we test drove the 96kW TCe Dynamique Auto to try and determine whether the addition of a self-shifter makes this French crossover any more desirable.
We like: Curvy good looks, sophisticated style inside and out, high level of features
We don’t like: Slightly lack-lustre performance, price premium, not much else
Alternatives
For something bigger: Consider the Honda CR-V 2.0 Comfort automatic. On paper, the CR-V's boot is 186 litres larger than the Kadjar’s and its 2.0-litre engine offers more power at 114 kW and 192 Nm of torque. The Honda CR-V 2.0 Comfort automatic is priced from R409 800.
For more tech: Volkswagen has just launched the new Tiguan, and it’s a virtual Starship Enterprise in the cabin. For a similar level of specification to the Kadjar 1.2 Dynamigue EDC, you can consider the 1.4 TSI Comfortline automatic. It offers 110 kW and 250 Nm of torque from its 1.4-litre turbopetrol engine. The downside? It's more expensive with a price from R457 680. The Kadjar represents good value against the Tiguan.
For something similar, but cheaper: Consider the Nissan Qashqai 1.2 Acenta automatic. Built on the same chassis and sharing an engine, it’s basically the same car but is priced from R362 900. The Qashqai's 1.2-litre turbopetrol engine offers 85 kW and 165 Nm of torque.
The Kadjar is certainly a looker. We think Renault have really excelled with the design here, in a segment where aesthetics are perhaps just as important a consideration as fuel economy or even practicality. The car looks even better on the optional 19-inch wheels, but if you venture into the dirt, it must be said that the accompanying low profile tyres do stiffen up the ride, and it wouldn’t be advisable on anything but the smoothest gravel roads.
The Kadjar's design is attractive and will appeal to style-conscious buyers.
Practicality
While you would never describe the Kadjar as cramped, it does offer less interior room than some rivals. The boot space is quoted as 370 litres, which is smaller than the 430 litres of its sibling, the Qashqai, and significantly smaller than cars such as the Honda CR-V, at 556 litres. However, Renault SA has decided to sell the Kadjar with a full-sized spare wheel, which they say robs the car of 100 litres of boot space.
In my experience, the Kadjar still offers the practicality of an SUV, especially when the rear seats are folded flat. I was able to help my family move a four-seat dining room table with ease.
Drivetrain performance and refinement
The star of the show here is, of course, the new automated dual clutch gearbox, taking over shifting duties from your left arm and clutch leg. Of course, in traffic, this makes life significantly easier and means you will be much less tired and frustrated after a spell in traffic, which many of us face on a daily basis in this modern motoring world.
The ‘box is smooth and unobtrusive and is particularly well-suited to the small capacity 1.2-litre engine. This is one of those marriages that just works and the Kadjar plods along happily with the driver largely oblivious to what’s happening under the bonnet. However, I did find that the engine was slightly overwhelmed in this application; it does feel as though this is a little too much car for the motor, especially in the lower reaches of the rev range where the turbo hasn’t quite got up to speed yet. That being said, if I put my patient hat on and drove as calmly as possible, I did find the drive to be quiet and pleasant, and of course, more economical. If you think of the Kadjar as anything but a performance car, then it's a smooth and comfortable modern car with little to fault.
At only R10 000 more than the manual Dynamique variant, I would happily choose the auto every time over the manual, and I imagine that most buyers will too.
Techy things
The digital instrument cluster is classy touch in the Kadjar.
The first thing you’ll notice when climbing into the Kadjar is the fully digital instrument display, as well as a crisp touchscreen mounted front and centre of the dashboard. The instruments are presented in a functional, practical way and the quality of the display is particularly impressive.
The centre touchscreen is well designed too, both in terms of hardware and software. The screen is responsive and functions very much like a smartphone and you can swipe left and right easily between screens. The software is extensive. The functions range from the frivolous: driver profiles can be set up with customised colour palettes and displays, to the didactic: there is a constantly updated report card rating your driving in terms of fuel efficiency, with the aim of making you a more economical driver. This can become quite a fun challenge – to constantly better your score, which of course benefits your bank account in the long run.
Besides the colourful screens, the interior is a bit grey; a monotone design theme dominates the cabin. However, the quality of the materials is of a high grade and the fit and finish are difficult to fault.
Standard fitment includes Bluetooth, two USB ports, an auxiliary input, navigation, dual zone climate control and park distance control.
The Kadjar's interior is well-equipped with an easy-to-use touchscreen interface.
Renault Kadjar Price in South Africa
At a list price of R399 900, you can expect to pay a little more as dealers will likely have specced metallic paint (R2500) and potentially leather/electric/heated front seats for R12 000. Again, at R10 000 more than the manual Dynamique model, we think that the automatic Kadjar is the one to have. If you are interested in a Kadjar, it's definitely worth shopping around – we found at least one dealer in the Western Cape region offering R30 000 cash back on the Kadjar, which makes it a lot more appealing.
The Kadjar is sold with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan.
Verdict
The diesel Kadjar should be strongly considered when looking at the range. With significantly more torque and better fuel economy, it too is now offered with an automatic transmission and it might be the pick of the range. At a less than R15 000 premium, depending on how many km's you drive every month, the diesel has a real chance of saving you money over the course of ownership.
As a range, the Kadjar is well-specced, has excellent levels of connectivity, trumps in the style stakes and offers a smooth and comfortable drive. Based on the Qashqai, it just about justifies the price premium over its Japanese sibling, which remains the no-brainer in this segment. The Kadjar makes an appealing option for those who can’t see themselves in a Nissan.
This is it, the final episode of our Cars.co.za Fortuner Challenge. This is the episode where we announce our winner, who will be going through to the finals in Knysna in November.
In Episode 2, our contestants faced 3 challenges, a rapid-fire quiz about the Fortuner, a sharp-shooting soccer and rugby challenge, and the "Pack the Fortuner" challenge.
After 4 challenges, at the end of episode 2, Tshiamo led the pack with 300 points, followed closely by Obadiah and Harold.
In this episode, our contestants faced the toughest challenge yet – a physical challenge which will see them run, cycle and kayak in a last ditch effort to score vital points.
Who will emerge victorious? Only one way to find out.
If you missed out on competing in the Fortuner 4×4 Challenge, you can still win a brand new Fortuner by backing your sporting hero in the finals. Click here to choose your hero and enter the competition:
Motorists should expect a fuel price increase in November 2016.
Fuel prices are set to rise in November with petrol set to rise by 45c/litre and diesel by 64c/litre. The Automobile Association (AA) predicts the increase will be implemented in the second week of November.
The AA also commented that "The Rand incurred heavy losses at mid-month in the wake of the NPA's decision to charge Finance Minister Pravin Gordhan, the deficit has not been made up, even though the Rand has been slightly stronger in the last ten days. In the time being, international petroleum prices, which had been steadily rising in the first two weeks of October, have flattened out somewhat, which is encouraging."
Commenting on the state of current affairs in SA, the AA concluded: "We once again urge organs of government to exercise the utmost caution in dealing with economically-sensitive issues which can severely impact on working-class citizens," the AA concluded.
Hyundai Automotive SA will be the next major carmaker to join the compact family car/crossover fray when it launches the Creta in February 2017. What can local consumers expect? We have pre-launch details and our India-based correspondent Anubhav Sharma has driven it…
The compact crossover craze has graduated from being a phenomenon to becoming a pivotal segment in the global auto industry. It’s well documented that sedan sales are suffering because of the public’s growing predilection for SUVs and similarly-styled family vehicles… sales statistics certainly bear that out.
It’s hardly surprising, given that South African consumers are spoiled for choice in the compact family car segment: Ford’s EcoSport leads the charge, and, if you discount the premium manufacturers’ products and hatchbacks that have merely been cladded up for effect, Chery, Citroen, Fiat, Honda, Jeep, Kia, Mahindra, Mazda, Mini, Nissan, Opel, Peugeot, Renault, Subaru and Suzuki offer options too.
The Creta looks purposeful and comes with the requisite black side cladding, 16-inch alloys and roof rails.
However, market leaders Toyota and Volkswagen don’t have contenders in that market – in the case of the former, not yet anyway. It is, therefore, significant that another volume-seller, Hyundai, is readying a strong contender – the Creta.
The Creta, as you may remember, was shown first at the Beijing Auto Show in 2014 and went on sale relatively soon thereafter. It shares its Hyundai-Kia platform with the current i30, Kia Soul and Kia Ce’ed among other cars in the family.
Most markets need compact cars that offer space, off-roader looks, higher ground clearance and an abundance of features. The Creta was Hyundai's answer. China and India were the first recipients and the newcomer has been very well received.
The standard LED running lights add a sense of urban sophistication.
Purposeful SUV-inspired looks
The biggest challenge insofar as compact family car design is concerned is that a car absolutely has to look the part; the last thing a manufacturer wants is for its product to be labelled a mere "hatchback on steroids". Hyundai, we feel, has got the SUV look spot on. The wide grille, tall stance, a rising shoulder line and the floating roof is a good mix of SUV styling and Hyundai’s fluidic design language.
The ground clearance (190 mm) is not class leading, but sufficient for traversing so-called "B-roads". The 16-inch alloys (standard across the range) add to the SUV look of the Creta. The rear aspect is a bit plain, even though Hyundai has tried to carry on with the SUV look with a widened bumper.
On the inside
Unlike the outside, where it is important to look like an SUV, most buyers want the inside execution to be as plush and comfortable as a car. Hyundai has certainly attempted to do that by packing the Creta with numerous bells and whistles.
The interior does not mark a major stylistic departure from previous Hyundais; a touchscreen infotainment system will be standard on SA-spec cars.
As with most modern Hyundais, the South African-spec Creta will come with leather upholstery, automatic single-zone climate control (which seems to be borrowed from the i20), dual front, side and curtain airbags, fog lamps, roof rails and a reverse-view camera, to name just a few features.
The cabin is well-appointed, but the hard plastics don’t give it a very modern look. In South Africa, the Creta will sport a full touchscreen “infotainment” system that includes satellite navigation. Practicality was clearly a strong focus area for the Creta’s development team, with enough nooks and cubby holes provided for cups, bottles, mobile phones, coins etc. There are also nice touches like grab handles and leather door pads.
Five adults and 2 mid-size luggage pieces can fit inside the Creta, but the cabin will accommodate 4 adults more comfortably. The high seating position is welcome, but doesn’t work very well with the high window line.
Under the bonnet
South Africa is expected to get the 1.6-litre petrol (manual and AT) and 1.6-litre turbodiesel automatic; both 1.6 engines are definitely up for the job.
The 4-cylinder petrol makes peak power of 90 kW and 154 Nm of torque, whereas its turbodiesel sibling punches out 96 kW and a frisky 265 Nm.
190 mm of ground clearance is afforded; although the Creta is not a genuine SUV, it copes well with country roads.
The petrol is a smooth and relaxed motor, which is good to potter around the city. Stop-and- go traffic is not a problem at all and it reacts to frequent throttle inputs well. However, it does not like being pushed and, unfortunately, you have to give it the stick for the motor to wake up. It does so grudgingly and you can hear the engine "complaining" inside the cabin. The low torque and a weak mid-range don’t help its cause either.
The diesel is a comparatively brighter star with its refinement, wider torque spread and low noise levels. The familiar turbo lag (up to 1 800 rpm) exists, but the car isn’t a drag to drive until the turbo kicks in. The broad range torque, however, bails you out in cut and thrust driving conditions and the car picks up speed smoothly. In the city, its driving experience is on par with that of its petrol sibling, but overtaking requires less effort.
Both the engines are mated with a torque converter 6-speed auto 'box, which isn’t necessarily a downer as the transmission is well-suited to city driving. The gear shifts are neither fast nor furious, but are in tune with the engine’s capabilities.
Whereas the Creta offers workmanlike performance, its best on-road characteristic is its pliant ride quality.
Even on the diesel derivative, the 'box does not like a heavy right foot, but if you insist the gearbox will extract whatever it can out of the engine. There is the option to shift manually, although it upshifts automatically at the redline.
If you don’t mind using your left foot, opt for the 1.6 petrol manual. The gearing ratios are better spaced and the engine responds quite well. The 20-to-70 kph range is well handled in the 3rd gear only, making the Creta reasonably perky on the daily commute.
Absorbent ride, benign handling
The handling department hasn’t been one of Hyundai’s strong suits, but the Creta will surprise you. It feels tight, when compared to other Hyundais, and inspires confidence when going fast too. The steering is a delight: light and easy to drive, but weighs up nicely as you pick up speed.
Meanwhile, the Creta has a decidedly car-like suspension setup and absorbs most bumps and bad roads confidently. There will be an occasional thud, as the suspension travel is not really set up for an SUV, but that’s hardly a compromise for an "urban off-roader", is it?
Thanks to the pliant suspension and the longer wheelbase, the rear seat occupants will feel more like they're riding in a sedan than a tall SUV.
The Creta's luggage area is said to accommodate up to 400 litres in cargo.
How it stacks up against the competition
The compact family car segment is pretty packed, with strong contenders like the Ford EcoSport, Mazda CX-3, Suzuki Vitara, Jeep Renegade, to name just a few.
All these cars have their pros and cons, and the Creta seems primed for the fight. The Creta has more legroom and headroom when compared with the EcoSport and the Vitara, for example. It looks more ruggedly SUV-ish than the decidedly crossover-flavoured Mazda CX-3 and its ride quality is more pliant compared with the Renegade. Does this mean the Creta is the one to buy in the segment?
The competition has strong points too, like the torquey turbodiesel option in the EcoSport, the excellent fit and finish of the CX-3 or the off-road capabilities of the flagship Renegade. We can’t decide until we know the price, can we?
The rear of the Creta is not that distinctive, but its rear bumper features a sporty apron.
Summary & price estimate
Size-wise, the Creta sits almost exactly in between the Ford EcoSport and the Nissan Qashqai and price-wise, expect the range to begin at just over R300 000 and end near the R400 000 mark. This does make things interesting. The Creta’s strongest points are its executive specification and a capacious interior, although its petrol derivatives deliver workmanlike, rather than exhilarating, performance.
As we suggested at the outset, there are there are good options from the competition, but the Hyundai badge on the Creta’s nose is not insignificant. Buoyed by the Korean manufacturer’s reputation for solid value, build quality and reliability (which allows Hyundai to offer a 7-year/200 000 km warranty), the Creta is likely to start its South Africa journey with a strong advantage. Being voted the Car of the Year in India certainly gives the newcomer star appeal…
Update: First Mercedes-Benz Generation EQ-based SUV Coupe Coming in 2019 [with Video]
Mercedes-Benz showcased its sporty electric SUV coupe at the 2016 Paris Motor Show and the Stuttgart-based firm has announced that the first production Generation EQ-based SUV coupe will be built at its Bremen plant and will be introduced in 2019. Mercedes-Benz plans also plans to introduce at least 10 new electric cars within the next decade.
The Generation EQ previews the next generation of Mercedes-Benz vehicles powered by battery electric drives. Merc is claiming a maximum output of up to 300 kW and 700 Nm thanks to scalable battery components, permanent all-wheel drive and a range of up to 500 kilometres.
"Generation EQ" is the forerunner of Mercedes-Benz's new product brand for electric mobility, EQ. The name EQ stands for "Electric Intelligence" and is derived from the Mercedes-Benz brand values of "Emotion and Intelligence". Future Mercedes-Benz vehicles will feature the latest generation of charging tech. It can be charged at home by induction or wallbox for fast charging.
While we're mildly disappointed that this concept car does not preview a particular product, but rather a future range of vehicles, there's no denying how cool the future looks.
"The mobility of the future at Mercedes-Benz will stand on four pillars: Connected, Autonomous, Shared and Electric. 'Generation EQ' is the logical fusion of all four pillars," says Dr Dieter Zetsche, CEO of Daimler AG and Head of Mercedes?Benz Cars. "The emission-free automobile is the future. And our new EQ brand goes far beyond electric vehicles. EQ stands for a comprehensive electric ecosystem of services, technologies and innovations."
"Generation EQ is hot and cool," says Gorden Wagener, Head of Design at Daimler AG. "Its fascination lies in a reinterpretation of our design philosophy of sensual purity, the aim being to create an avant-garde, contemporary and distinctive electro-look. At the same time, the design of the visionary show car, which has been reduced to the essentials, reveals an alluring progressivity."
The interior of "Generation EQ" features an all-new user interface, which combines emotive appeal with intelligence and user-friendliness. No more traditional knobs and switches here, as the vehicle features touch controls, which are integrated into OLED displays (OLED = organic light emitting diode). The 24-inch TFT high-definition widescreen display presents info such as speed, range, driving data or navigation and map details.
First EQ model coming in 2019
The new EQ product brand will be guided by a corporate strategy for future mobility referred to as CASE, representing 4 strategic pillars including Connected, Autonomous, Shared & Services and Electric Drive. The first electric Generation EQ-based SUV coupe will be produced in Bremen, where the C-Class, E-Class, GLS, SLC and SL are currently produced. A further 9 EQ products will follow to meet the target of introducing 10 new EQ electric vehicles before 2025.
“Emission-free automobiles are the future. I am pleased that for the series production of our first electric EQ model, we can count on one of our most important partners in the global production network: our colleagues from Bremen. The Bremen plant delivers a maximum of flexibility and high speed as well as Mercedes quality from the beginning, also for our electric models,” says Dr. Dieter Zetsche, CEO of Daimler AG and Head of Mercedes-Benz Cars.
Watch a video clip of the Mercedes-Benz Generation EQ below:
