Update: Tesla to Prove Autonomous Tech with Long Distance Journey (Video)
Last week, Tesla announced that all the cars it produces, including the upcoming Model 3, will feature full self-driving hardware. Tesla also released a video that demonstrates the capability of the system and Tesla is now planning a long distance trip across the US that will put it's technology to the ultimate test.
Tesla CEO,Elon Musk, has reportedly announced that an all-electric autonomous Tesla vehicle will embark on a long distance journey from Los Angelas to New York in full autonomous mode before the end of 2017. The vehicle will cover almost 4 500 km through 11 states, without any input from a driver. More so, Musk is confident that the vehicle will also be able to find its owner, even if the owner is on the other side of the country. This feature is made possible by using a 'summon mode' on your smartphone and the car will drive itself to come find you. It's certainly groundbreaking technology, but the proof is in the pudding and we will have to wait and see how Tesla's ambitions play out in the real world.
Tesla has recently made headlines for all the right, and wrong reasons, but the major announcement to come from the Palo Alto-based electric car manufacturer is that all the vehicles it produces from now on, will feature full self-driving hardware that, in the words of Tesla, will offer a “safety level substantially greater than that of a human driver”.
Smart Hardware Updates
The hardware required to make the magic happen includes 8 surround cameras that provide a 360 degree view around the car with a range of up to 250 metres. In addition, 12 updated ultrasonic sensors help detect objects at almost twice the distance compared to the previous system. Each Tesla vehicle will also be fitted with a forward-facing radar with enhanced processing capability that’s able to see through heavy rain, fog, dust and the car in front of you.
A new onboard computer with 40 times higher computing power is at the core of Tesla’s newly developed neural net for vision, sonar and radar processing software. According to Tesla, “the system provides a view of the world that a driver alone cannot access, seeing in every direction simultaneously and on wavelengths that go far beyond the human senses.”
With all its onboard cameras and sensors, the new Tesla hardware "provides a view of the world the driver alone cannot access".
Before these features can be enabled, Tesla will calibrate the system using millions of kilometres of real-world driving to ensure safety and convenience. Initially, vehicles fitted with the hardware will lack some features (emergency braking, collision warning, lane keep assist and active cruise control) fitted as standard on previous Tesla cars with first-generation Autopilot hardware. As the features become validated, they will be activated over the air. New features will also be introduced as the validation process progresses.
The Tesla Model S and Model X are already being produced with this technology and are being sold on global markets. Tesla vehicles are not yet available in our market but Tesla announced earlier this year that South Africa would be added to the order book for the Model 3, which will likely become a reality in 2018.
The new Peugeot 3008 was revealed earlier this week and apart from offering good looks and fresh technology, it will also offer a unique mobility solution for city dwellers on the move with the option of an e-Bike and e-Kick scooter…
Several automotive manufacturers dabble in the production of a variety of consumer items other than cars, but those products are largely marketing tools to generate brand awareness. Peugeot, however, has essentially branched out on its core business by teaming up with Micro Mobility. The firm will offer an electrically assisted e-Bike and e-Kick scooter as options for the new Peugeot 3008 crossover SUV that will arrive in South Africa in the first quarter of 2017.
The idea is that you drive your new 3008 into the city, park somewhere, and for the last part of your journey, whether it is going to work or to your favourite coffee shop, you hop onto your e-Bike or e-Kick scooter and complete your journey. It’s fun, clever and useful…
The Peugeot e-Kick scooter weighs only 8.5 kg and is designed to fit into a "docking station" in the boot of the new Peugeot 3008 where it can be stored and charged while the car is running. Being electrically-assisted, the e-Kick features a thin lithium-ion battery pack and an electric motor integrated into the rear wheel.
The level of electric assistance is determined by the rider’s movements and the e-Kick has a range of up to 12 km and can reach a top speed of 25 kph. A foot-brake is included to bring the e-Kick to a stop and it even features a regenerative engine braking system that charges the battery pack when the brakes are applied. The e-Kick folds up easily too, making it easy to wheel around wherever you go.
“The e-Kick is a truly multi-modal designed not just to be a mobility solution in itself but also to link all the other solutions together. The two handles used in driving mode fold up into a single handle that allows the scooter to roll from on one wheel, making it effortless to hop from your home to your car to a train to your work”, says Cathal Loughnane, Peugeot Design Lab Manager.
We have yet to try the e-Bike, but it will likely follow similar design and function to that of the e-Kick scooter. Although the e-Kick and e-Bike are brilliant additions to the new Peugeot 3008, it remains to be seen whether the idea will result in more sales when the new 3008 arrives next year. Either way, hats off to Peugeot for making the effort…
Porsche has introduced the 718 Cayman and Boxster in South Africa. The switch to a turbocharged, 4-cylinder engine marks a seismic shift for the Cayman and it's still brilliant, but… there's a but, reports our UK-based correspondent Kyle Fortune.
Porsche 718 Boxter and Cayman range prices in South Africa
The prices as quoted here include a 5-year maintenance plan. Three-year maintenance plans are also available at lower cost and you can configure cars to exact specification and price estimates on Porsche South Africa's website.
Do you want to know what the Cayman S is like to drive? If so, read on:
By Kyle Fortune
The 718 marks the biggest shift in the Cayman paradigm since Porsche introduced its mid-engined 911 understudy and blew away all comers in the small sportscar marketplace. Yes, it might live in the shadow of its rear-engined relation, as some traditionalists argue, but the Cayman's arguably a more complete sportscar than the iconic 911. Porsche has had to evolve its littlest coupe in the face of emissions legislation, however. The Cayman gains the "718" moniker in a bid to link the newcomer to a past that only the most ardent Porsche fans will understand, 2 cylinders have been lopped off the flat 6 motor and a turbocharger added to compensate. That's as seismic a shift as when the 911 went from air- to water cooling. Arguably greater, even.
We'll get to the engine in a moment, as the updates don't only centre on the powerplant. There's revised styling too; the Cayman was always a good-looking sportscar and the 718's changes do little to alter that: it's a head turner. There are revisions to the chassis too, the 718 adopting some bits from the Cayman GT4, and the quicker steering rack of the 911 Turbo, so the already accomplished handling of the old car should be improved further. The interior gets all the new touchscreen interactivity that the newest Carreras get, though, as ever, there's a fair bit of options box ticking to build your perfect Cayman S.
The rear 3-quarter aspect of the 718 Cayman is still one of the most evocative views in the sportscar world.
How does it drive?
The essentials remain the same. The Cayman, which we tested in manual S guise, remains a beautifully balanced sports car. The chassis is sublime, the steering quick and accurate, its weighting near perfect, the ride quality remarkable given it's riding on 20-inch alloy wheels (19-inch wheels are standard). Specified with PASM (Porsche Active Suspension Management) there's the choice of standard or sports settings for the damping, though the latter only adds unwanted frequency and intrusion on the road. It, like a sharper throttle map and louder exhaust in Sports and Sports+ modes, is accessed either via the normal button between the seats, or the configurable "mode switch" that arrives on the steering wheel with the addition of the Sport Chrono Package.
There was never anything wrong with the Cayman's dynamics, and Porsche's revisions with the change to 718 Cayman only enhance them further. There's no finer balanced sports car out there, certainly not at the price point the Cayman is at. There's a but, though, and it concerns the new engine.
The 718 Cayman features the first 4-cylinder turbocharged motor since the 968 model in the mid Nineties.
Porsche's hand was forced by legislation, as sports cars aren't immune to the creep of environmental regulations, which means downsizing. So the naturally-aspirated, high-revving flat-six of the pre-718 Cayman (and Boxster) have been replaced by a turbocharged four-cylinder. In the Cayman S it's 2.5 litres in capacity (2.0-litre in the Cayman), and in the S at least, like the 911 Turbo, it's a variable vane turbo, helping reduce lag.
No amount of turbine trickery can conceal the fundamental change the moment you turn the ignition key. Where the old car's 6-cylinder unit sounded exotic, the 4-cylinder's off-beat, Subaru-like rumble doesn't. There was an optional sports exhaust fitted to our test unit, which does little to add anything rousing to the mix: the previous Cayman created a soundtrack that you wanted to hear; in contrast, the 718 just generates mechanical noise.
By adopting parts from the GT4 and the 911 Turbo's steering rack, the 718 Cayman is nimbler than ever.
Sounds uninspiring, but it's faster in every way
The compensation for the lack of aural appeal is an engine that's appreciably quicker, at any point in its rev range. The 4-cylinder's low-rev urgency is transformational, meaning you don't need to be wringing it out nor changing down the beautiful shifting 6-speed manual gearbox for pace, thanks to its peak torque (420 Nm) arriving at just 1 900 rpm. Maximum power (257 kW) arrives at a respectably high 6 500 rpm, but there's little incentive to really have the Cayman S's rev counter needle up there, as its delivery is strongest in the mid-range rather than the upper portion that previously defined it.
Naturally, this makes for a car that's faster more of the time (Porsche claims a 0-100 kph sprint time of 4,6 seconds for the manual S derivative), the added low-rev urgency arguably allowing you to enjoy its chassis more readily, and the Cayman S is indecently rapid and hugely responsive. It's particularly so in Sport and Sport+ modes – though why Porsche insists on forcing rev-matching blips for downshifts (that require PSM stability management completely off to disengage) in these modes remains a mystery. An easy life isn't necessarily something you want when you're in an engaging sports car. The pace might be greater in the 718, but the rewards simply aren't as hedonistic, as now the tuneless engine's strength is its performance, as opposed to its character.
The 718 Cayman (shown here in PDK guise) has an intimate interior replete with a touchscreen infotainment system.
In isolation, and if you had never experienced the naturally aspirated 6-cylinder engine in the pre-718 Cayman S, you might be wondering what we're complaining about. The Cayman S is all the sportscar you could want: it's hugely capable, enjoyable, and still in a different league to its rivals on a purely objective and rational sense. What it has lost are those incalculable intangibles that made the previous 6-cylinder Cayman S a car that you'd look for any reason to drive, and that made time behind its wheel an occasion. You'll enjoy and even admire the 718 Cayman S, but it's simply not as captivating, largely because its earworm's all wrong and it's that little bit less engaging and demanding thanks to its greater torque and lesser appetite for revs.
The automatically deploying rear spoiler does not fit as flush with the rear bumper as before (it rests atop a black Porsche sill).
Verdict
Porsche's changes to create the 718 Cayman S are understandably transformational. It's a different car as a result of its new powerplant, and it's not all good news. It's a more complete, rounded proposition as a result, but the engine's lack of charisma denies the 718 Cayman S an element of its makeup that was arguably its signature, that being the flat-6, naturally aspirated engine. Blame economy requirements and emissions, though driven as it should be the new engine consumed (an indicated) 10.36 L/100 km over a 480 km 7-hour return journey we did in it. Coincidentally, we completed the same round trip last year in a Cayman GTS. But whereas the memory of the GTS remains tattooed on our memory; that of the 718 is already fading…
Honda has officially announced that its Clarity fuel-cell vehicle can achieve a range of 589 km.
The hydrogen-powered Honda Clarity fuel-cell vehicle (FCV) has staked its claim with the “best range of any zero emission vehicle” title after Honda announced its official range of 589 km with an equivalent fuel consumption rating of 3.5 L/100km. The Clarity FCV is a 5-seater sedan and its range is more than current zero-emission leaders such as the Tesla Model S (506 km), Toyota Mirai (516 km) and Chevrolet Bolt (383 km).
"Not only does the Clarity Fuel Cell fit five passengers and refuel in three to five minutes, it offers customers a driving range on par with gasoline-powered cars. The Clarity leads the pack with a 589 km driving range rating, and with a growing network of hydrogen stations and fast fuelling time, the zero-emissions family road trip is no longer science fiction" said Steve Center, vice president of the Environmental Business Development Office at American Honda Motor Co., Inc.
The Honda Clarity FCV will go on sale in the US before the end of 2016 and Honda will utilise 12 approved fuel cell dealerships in California to support the Clarity FCV. Honda will also to look to expand on its existing hydrogen fuelling station network in the US in the future.
South Africa has no such infrastructure in place and the Honda Clarity FCV will therefore not be offered in Mzansi.
Our German spy photographers have spotted Hyundai’s wide-body Veloster prototype, also known as the RM16 N, undergoing testing at the Nürburgring. Check out the details below…
Picture credit: S. Baldauf/SB-Medien
The RM16 N concept was first shown earlier this year at the Busan Motor Show and a prototype has now taken to the tar at the Nürburgring in Germany for testing. The big news for Hyundai’s potential N-powered hot-hatch is that it’s based on the Veloster but it will feature a mid-mounted, rear-wheel drive layout, as opposed to a front-engine, front-wheel drive layout seen in the current Veloster.
Power in the RM16 N concept comes courtesy of a turbocharged 2.0-litre 4-cylinder engine coupled with an electrically-aided turbocharger producing at least 220 kW and 383 Nm of torque. Power is sent to the rear wheels using a 6-speed manual transmission.
The Hyundai RM16 N prototype showcases progressive styling with a mid-engine, rear-wheel drive layout.
In terms of styling, the RM16 N is vastly different to the current Veloster and it gains wider fenders, new headlights and larger air intakes both at the front of the vehicle and behind the doors. The spy shots also reveal Brembo brakes and large rear spoiler.
Reports suggest that if the car goes into production, it will feature carbon-fibre body panels for less weight and improved weight distribution, an adjustable rear-wing spoiler, an adjustable exhaust valve and a dynamic driver's seat that can automatically increase the level of bolstering when cornering hard.
Although Hyundai is keeping its cards close to its chest regarding the release of a production version of the RM16 N, the fact that a near-production ready prototype has been spotted on the Nürburgring is enough reason to believe that Hyundai might be considering it. Based on the above images, let’s hope they do…
Ken Block recently released Gymkhana 9: Raw Industrial Playground featuring the potent Ford Focus RS RX. Ford has now released Part 1 of a 360-degree virtual reality version of Gymkhana 9. Part 2 is expected to be released in coming weeks and we will surely share it with you when it arrives. In the meantime, enjoy the drive with Ken Block in the video below! It's awesome…
We love watching Ken Block ripping up tar and taking over streets across the world… don’t you? Block’s previous Gymkhana shenanigans are pretty impressive, showcasing immaculate driving skills and hair-raising moments. Now, Gymkhana 9: Raw Industrial Playground has arrived, but this time Ken Block goes back to his Gymkhana roots in Buffalo, New York where he goes full tilt in a powerful Ford Focus RS RX. Awesome!
“I really wanted to bring Nine back to the core roots of my earlier Gymkhana videos. The full city takeovers are a ton of fun, but we felt it was time to get back to the basics, especially with the new Ford Focus RS RX. We really wanted to let it shine and be the star in this video since it has so much useable power and control,” said Block.
The Ford Focus RS RX was designed and built in partnership with Ford’s Performance wing, Ken Block’s Hoonigan Racing team and team M-Sport for the World Rally Championship and offers a mammoth 448 kW and 894 Nm of torque from its 2.0-litre EcoBoost engine. Those power outputs are nearly double compared to the 257 kW and 440 Nm of torque offered in the standard Ford Focus RS. The Ford Focus RS RX is claimed to achieve zero to 100 kph in just 1.9 seconds.
“The great thing about these videos, everything I do with the car, everything we capture on camera is all real, live action,” Block added. “We may do a few takes to get all of the angles covered or to get the timing more dialed, but at the end of the day it’s all actual driving, nothing is faked.
It all worked out amazingly and I couldn’t be more stoked on how this video turned out,” Block concluded.
Enough words, watch Gymkhana 9: Raw Industrial Playground below and revel in the tyre clouds left by the mighty Ford Focus RS RX…
Some driving enthusiasts prefer sportscars with manual ‘boxes, but now that quick-shifting dual-clutch transmissions are widely available and well proven, those aficionados seem to be in the minority. But what if they’re justifiably old-school? We’ve been enamoured with the BMW M2 Coupe since we reviewed and track tested an M-DCT automatic version of BMW’s visceral sportscar, but our UK correspondent is adamant that the 6-speed manual M2 is the one to have. Here’s why…
As I park up, my wrists feel like numb stumps on aching forearms. Fingers still grip the steering wheel like frozen bear claws and my skull sits rigid atop my spine. What remains of my innards have morphed into mush and the pounding of my racing heart could awaken the dead.
But I’ve never felt so alive in my life!
On the ragged edge of legal velocities somewhere deep in the English countryside, I’ve just spent a thrilling few hours piloting the 6-speed manual version of BMW’s astonishing M2. Some cars should only be sold with stick shifts – BMW’s M2 is one such car and in 6-speed manual guise, it’s stupendously the better for it.
The case for the BMW M2 manual
The BMW M2 manual adds a level of engagement that enhances the overall driving experience.
Manufacturers sing the praises of their automatic gearboxes, with some dual-clutch systems able to, not only to shift faster than a human ever could, but return marginally better fuel economy figures as well. I don’t have an issue with that, as that’s the way technology should advance…on a Volkswagen Passat. Some brands hardly bother with manuals at all; Ferrari doesn’t sell a single manual model and news that Jaguar was to offer a manual ‘box in the F-Type was considered quite a big deal a little while back.
BMW’s M2 occupies unusual territory in the automotive market. As the German automaker has evolved, filling its line-up with gargantuan crossbred models, single-purpose performance vehicles mean less to the brand’s luxury buyer base. However, to the shrinking, yet vocal group of BMW traditionalists, the M2 embodies hope for the future of driver-focused engineering.
The M2 differentiates itself from the rest of BMW’s line-up with a “less is more” philosophy. Though it’s possible to add a number of safety and convenience features to the M car’s interior, the standard-issue M2 is relatively fuss-free. Instead of a massive infotainment screen, massaging seats, and semi-autonomous technologies, drivers engage with a 6-speed manual transmission, a thick-rimmed steering wheel, and sport driving modes.
The M2 is a visceral performance machine that thrills driving enthusiasts, but without intimidating novices.
The beauty of the M2 is in its agility, responsiveness, and precision. Extracting these elements requires driver finesse and attention; Unnecessary ‘amenities’ tend only to muddy the experience. While the BMW M2 may pretty much only be a 1-Series in an inflatable sumo wrestler’s suit, its flared wheel arches (4cm in the front and 7 cm over the rear), and stretched low profile rubber look the business. Its short wheelbase adds purpose and the aerodynamic front-end styling oozes menace.
With an output of 272 kW at 6 500 rpm and maximum revs of 7 000 rpm, the 3.0-litre straight 6 engine in the BMW M2 fires a warning shot across the bows of its rivals in the high-performance compact sports car segment. Fuel consumption with the 6-speed manual gearbox is a reasonable 8.5 L/100 km, while the CO2 emissions are tagged at a tree-felling 199 g/km.
However, it’s the Germanic efficiency of the M2’s engine’s peak torque that really leads the way here; a thumping 465 Nm is on tap between 1 400 and 5 560 rpm, with the overboost setup increasing this by 35 Nm to 500 Nm between 1 450 and 4 750 rpm.
From a standing start, 100 kph arrives in just 4.2 seconds with the speed topping out at an electronically limited 250 kph.
Along with most performance cars of this calibre, it’s often about the noise. The soundtrack of the M2’s stirring six-pot was engaging but not overstated, with only a whisper of turbo plumbing evident: the mechanical serenade and rousing quad-outlet exhaust dominated the on-road orchestra.
The M2 joins the M3 and M4 as the only M Division products to be offered with a manual transmission.
The 6-speed manual gearbox stands out with its compact design and low weight. Throws are perfectly short and the gates are narrow. The use of a new type of carbon-fibre friction lining enhances shift comfort. An engagement speed control function, which blips the throttle on downshifts and lowers the engine’s revs on upshifts, makes urgent gear changes smoother and affords the car greater stability during hard driving.
The lighter manual ‘box balances the axle load distribution to nearly 50:50, enabling the car to give more neutral and stabilised driving characteristics in pretty much every situation. When the argument in favour of the stick shift is based on how much fun it is, it’s undeniable.
Pushing the limits
So, finally… let’s get out on the road.
It’s the M2’s cornering tenacity that stands out on the road. On occasional broken and greasy surfaces, the M2’s grip and communication saw its electronic nannies disturbed, but the BMW never felt twitchy or perilously “on edge”.
The M2 ushers its nimble body through corners with unending confidence.
At a recent McLaren track day, a pro racer advised me to “trust the grip, Wayne. Just trust the grip”. Such sage advice is all well and good when proffered around a track with forgiving run-offs, but our narrow British roads are an entirely different story. They’re well-policed, for a start!
The accurate and perfectly weighted steering is brilliant, allowing the front-end to clearly communicate its intent to my hands, while the perfectly executed throttle-blip during manual downshifts made me appear rev-perfect. Thanks, BMW.
In its element on a winding road
Pushed to its limit in corners, the BMW M2 can generate 0.99 G of grip, about the equivalent of being tackled by a tight-head prop with score to settle. In its element on a winding road, the M2 ushers its nimble body through corners with unending confidence. Its athletic handling stems from M’s suspension tuning mastery, plus the sticky rubber measuring a chunky 265 mm wide at the rear.
Though the M2’s Sport+ driving mode dials in a bit of tail-happy compliance, skilled drivers can choose to turn off the M2’s stability control system entirely. While some cars transform into widow-making machines without electronic policing, the manual M2 breaks away with calculated precision. Rear-end rotation can, therefore, be used as a tool, rather than a scare tactic.
The BMW M2 is all about the thrills, but it’s also reasonably comfortable for the everyday commute.
At present, the only direct rival to the BMW M2 is the redesigned Audi TTS (until the TT RS arrives), the Porsche Cayman S and the Mercedes-AMG SLC43. While the Audi is truly a magnificent blend of performance and technology, it simply can’t match the power and precision of the M2, the Cayman S is, by all accounts, an eminently wieldy dynamic machine (if powered by a dull-sounding turbocharged 4-pot) and as for the Benz, I’ve reliably been told that whereas its 270 kW twin-turbo V6 motor is snarly and sonorous, the SLC43 is more a brawny convertible than a serious sportscar.
Summary
Whereas BMW’s migration away from bare-bones performance machines raised doubts that the Munich-based carmaker’s M division could still churn out a no-frills sportscar, the M2 has resolutely silenced the naysayers.
Surprisingly, the M2 was rather comfortable in the ride department, considering the standard set-up may best be described as firm. It’s a very liveable hard-charger but was slightly let down by excessive road noise from the front-end and poor attenuation of tyre noise on all but the smoothest surfaces.
The manual-geared M2’s performance is thankfully still analogue in nature – a product of driver manipulation, not computer-actuated machination. It doesn’t politely ask for driver co-operation, it demands focus, skill, and precision to extrapolate the depths of its ability.
Hardcore driving enthusiasts will argue that getting the most out of a manual ‘box is rewarding in itself.
When discovered, the overwhelming sense of satisfaction is immense. I quickly came to terms with the fact that far smarter men than me have designed the car to make me feel like a world-class driver, rather than building a car that only a skilled driver could make the most of.
Anyway, feeling has returned to my wrists, my fingers have reassumed their natural shape and my stomach and heart have finally stabilised, so I’m off for a well-earned cup of tea and perhaps, a biscuit…
In Part 2 of our supercar showdown, we put the Audi R8 and the McLaren 570S through the toughest test yet: a standing start hotlap of Killarney Racetrack.
With more power and all wheel drive, on paper, the Audi looks like it has this showdown wrapped up. But the McLaren, feeling a bit like the underdog can hit back with its razor sharp handling and an incredibly stiff chassis.
We lined them up for one last challenge, with Ashley Oldfield at the wheel.
The all-new 4th generation Kia Sportage is now available in South Africa and we took it for a drive at the launch in Cape Town. Take a look at what the new Sportage has to offer…
The Kia Sportage competes in the compact SUV/crossover segment against products such as the Toyota RAV4, Nissan Qashqai, Hyundai Tucson, Ford Kuga, Mazda CX-5 and the recently introduced Volkswagen Tiguan, to name only the major players. It’s a hugely popular segment of the market and Kia’s all-new Sportage has been improved in key areas to strengthen the Korean brand's product offering in South Africa.
We attended the launch of the new Sportage in Cape Town and had the chance to sample 2 of the 5 Sportage derivatives now available in our market.
Key design features
Compared with its predecessor, the new Sportage is 40 mm longer and its wheelbase has increased by 30 mm. The rear overhang has been shortened by 10 mm, while the front overhang has grown by 20 mm. The height and width of the Sportage are identical to that of the outgoing model.
The 4th-generation Kia Sportage is attractive on the outside and the interior is completely new.
The new Sportage is certainly attractive from the outside; it exhibits a more distinctive design compared with its predecessors and the front end, featuring a highly detailed bumper with ornate quad-foglight clusters, really stands out. Buyers have the choice between 16-, 17- or 19-inch alloy wheel designs while the GT Line derivative is fitted with 19-inch alloy wheels as standard.
Perhaps more importantly, the Sportage’s interior has been completely redesigned and now appears to be more upmarket with a quality material finish. The Korean carmaker has also improved NVH levels with increased insulation to keep road and engine to a minimum. Buyers who opt for the GT Line derivative can choose between two-tone interior colour options in either Dark and Light Grey or Black and Canyon Beige at no additional cost.
Regardless of which interior colour you choose, the console is black and all Sportage derivatives come standard with a black interior. The GT Line also gains sportier appointments in the form of a D-Shaped leather steering wheel, piano black fascia and aluminium alloy pedals.
Kia has modernised the Sportage's interior to be more comfortable with improved ergonomics.
In terms of interior space, the Sportage offers more headroom and legroom for front and rear passengers. Luggage space has grown from 465 litres to 503 litres and when the seats are folded down, a claimed 1 455 litres of utility space is at your disposal. The aperture of the luggage bay is also some 35 mm wider than before and the sill has been lowered by 47 mm to make the loading of heavy items easier. Fuel thank capacity has also increased to 62 litres.
Sportage buyers have the choice between petrol or diesel engines with 5 derivatives to choose from.
There are 5 derivatives in the range. The base model is the Sportage Ignite and it’s powered by Kia’s revised 4-cylinder 2.0-litre petrol engine that develops 114 kW and 192 Nm of torque, powering the front wheels via a 6-speed manual transmission. Kia claims a fuel consumption figure of 7.9 L/100 km for this derivative.
The Sportage EX derivative is fitted with a 2.0-litre turbodiesel engine offering 130 kW and 400 Nm of torque. This engine is now 5 kg lighter than before and has been enhanced for optimum performance. Like the Ignite derivative, the Sportage EX is available in front-wheel drive only but makes use of a 6-speed automatic transmission. Fuel consumption for the EX is rated at 6.8 L/100 km.
For buyers seeking all-wheel drive capability, there are two Sportage SX derivatives on offer in both petrol and diesel guise. The diesel Sportage SX is powered by the same 130 kW/ 400 Nm 2.0-litre engine found in the Sportage EX. The petrol-powered Sportage SX is new to the range and comes fitted with Kia’s familiar 2.4 GDI engine, developing 135 kW and 237 Nm of torque and with a claimed fuel consumption figure of 8.5 L/100 km. Both SX derivatives feature a 6-speed automatic transmission.
The new top-of-the-range Sportage 1.6 turbopetrol GT Line offers 130 kW and 265 Nm of torque and comes equipped with Kia’s new 7-speed dual-clutch transmission sending power to all-four wheels. This is the same, albeit detuned, engine found in the Cerato 1.6T Koup. Claimed fuel consumption for the Sportage GT Line is 7.5 L/100km.
What’s the new Kia Sportage like to drive?
The Sportage 1.6 turbopetrol GT Line offers sporty features and come well-equipped with comfort and safety features.
The launch route totalled about 150 km and our first drive began behind the wheel of the Sportage 1.6 GT Line. We were met with a smart-looking leather interior featuring the optional two-tone Black and Light Grey colour scheme, which actually provides a nice contrast to the interior.
We were also treated to a host of comfort features such as fully electric and heated seats as well as a panoramic sunroof (standard). Other notable interior features included a 7-inch touchscreen infotainment system with integrated navigation, Bluetooth connectivity and two USB ports (front and rear) for charging devices. There’s also a wireless charging pad ahead of the transmission lever where you can wirelessly charge your phone, provided that it’s compatible. The interior was well equipped with safety features too, including blind spot detection and lane change assist.
Out on the road, the Sportage 1.6 GT Line delivered good performance and the turbopetrol engine seemed to provide adequate power on the highway and the ride quality was decent too. The driver can choose to drive in either Eco or Sport mode, and despite a hint of turbo lag, the engine and transmission work reasonably well together to extract the most performance from the engine. A number of curvy bends did little to unsettle the Sportage and it remained composed and confident, even in tighter turns. Apart from the sportier appointments of the GT Line, its performance wasn't as sprightly as we had expected.
We then stepped into the Sportage 2.0-litre turbodiesel SX derivative. This engine’s performance impressed us more. With 130 kW and 400 Nm of torque, the Sportage SX seemed to be more willing and able to push on than its turbopetrol sibling. The additional torque is definitely beneficial on the open road and overtaking manoeuvres were easily executed. The 6-speed automatic transmission also delivered smooth, virtually imperceptible, shifts.
The Sportage 2.0 SX turbodiesel provided good performance and coped well in the dirt.
Our destination was Lothian Vineyards near Rockview Dam and somehow we managed to get lost. This mishap did, however, give us the opportunity to test the Sportage’s suitability to dirt roads. The Sportage managed to deliver a surprisingly smooth drive over what seemed to be a poor quality surface and its suspension had no problem in ironing out bumps and ruts.
We also noticed a confusing quirk in the Sportage SX 2.0 turbodiesel. The opposing power/volume dial and tuning dials for the audio system are clearly marked, yet their functionality was reversed. So, when you turn up the volume, you are tuning to a radio station and the tuning dial serves as a power and volume button instead. Kia Motors SA, assures us, however, that the problem was limited to that unit and that its dealers have been alerted in case there are any other units that need to be rectified.
Summary
Based on our driving experience at the launch of the Sportage, we felt that the 2.0-litre turbodiesel SX derivative was particularly impressive in terms of performance and it should return more favourable fuel consumption figures compared with the petrol derivatives.
Although the Sportage now offers more space, it's still smaller inside than products such as the Toyota RAV4, Volkswagen Tiguan and Hyundai Tucson, and it's pricier too. For example, the range-topping Sportage 1.6 GT Line is priced at a lofty R599 995 and although it has all the bells and whistles, it's considerably more expensive than the rivalling Ford Kuga 2.0T AWD Titanium (R507 900) and Toyota RAV4 2.5 AWD VX (R513 000).
Kia is seemingly offering a more sophisticated and upmarket product in the new Sportage, but its pricing (especially of the AWD derivatives) will, in all likelihood, force many buyers to consider more affordable options in the market first. It's a smartly-packaged and fashionable Korean product, but, as is so often the case, the best value is to be found at the lower end of the range.
We should have the new Kia Sportage on test soon, so look out for a thorough evaluation in the near future. In the meantime, take a look at what you can expect to pay for the new Kia Sportage below.
Mercedes-Benz Bakkie Teased Ahead of Launch [Video]
We're just days away from seeing a production version of the Mercedes-Benz double-cab bakkie. With the international reveal about to happen, the Germans have released a teaser video to whet our appetites.
Rumours are rife that this new model from Mercedes-Benz will be called the GLT, but nothing has officially been confirmed. It will be built on the new Nissan Navara platform, but will feature luxury appointments and technology. Mercedes-Benz commercial vehicle division head Volker Mornhinweg revealed last year at the 2015 Frankfurt Motor Show that the “GLT” will be produced in 3 specification levels and only as a double-cab. It is expected that turbopetrol and –diesel powerplants will be offered in 4- and 6-cylinder guises and that there will be a choice between 6-speed manual and 7-speed automatic transmissions.
The Mercedes-Benz bakkie will be assembled at the Daimler-owned and Renault-Nissan Alliance plants in Spain and Argentina, and will go on sale in 2017. Target markets include Australia, Europe, Latin America and South Africa.
