Aston Martin will replace and expand its entire product line-up over the next 5 years – and the Gaydon-based marque will build the production version of the controversial DBX concept at an all-new (second) factory in Wales.
The British sportscar manufacturer, which recently availed us a First Drive of the knee-tremblingly pretty DB11, will soon start construction of a 360 000 m2 facility in St Athan as part of a R3.5-billion investment in a second manufacturing plant.
The factory has been earmarked to produce the DBX crossover, which was first shown at the 2015 Geneva Show (if that is what the production version will ultimately be named) by 2019. At a later stage, Aston Martin will also start assembly of Lagonda-badged first class sedans at the plant, but only after Aston Martin has rolled out replacements for the Vantage and Vanquish, which will continue to be produced in Gaydon, UK.
The somewhat inelegant C-pillars and up-on-stilts look of the DBX concept have drawn criticism from some quarters.
A production version of the RapidE all-electric vehicle is also on the cards for 2018.
So, is the DBX Aston Martin’s answer to BMW’s X6 (of which a bigger brother is apparently in the works) and Maserati Levante, to name but two examples, a more practical proposition than the Bentley Bentayga and Lamborghini Urus, or simply a super-luxurious, supersized Range Rover Evoque coupe? Over to Aston Martin CEO, Andy Palmer…
"The DBX… is a challenge to the existing status quo in the high luxury GT segment. It envisages a world, perhaps a world not too far away, when luxury GT travel is not only stylish and luxurious but also more practical, more family-friendly and more environmentally responsible.
Aston Martin is keen to explore the crossover market… but will the production version by an all-electric car?
“I asked my team at Aston Martin to expand their thinking beyond conventions, to explore what the future of luxury GT motoring would look like in years ahead, and the DBX Concept you see before you is the result," he said back in 2015.
Aston Martin DBX details
Although it remains to be seen if the DBX will stay true to its concept and feature an all-wheel drive and all-electric configuration (although the confirmation of the RapidE EV suggests it could, it will most definitely be a plush 4-seater.
Even in a highly stylised conceptual cabin execution, the rear accommodation looks a trifle claustrophobic.
The concept featured dual cargo areas: the rear luggage bay, as well as a frontal loading area (there is no conventional engine bay by virtue of the lithium sulphur cell-powered electric motors being located inboard of the wheels). The exterior sheet metal was made of machined billet aluminium, while the interior was covered in velvet-like Nubuck leather.
It remains to be seen whether the auto-dimming “smart glass”, bespoke driver and passenger head-up displays will be on the roadgoing, fit-for-public-consumption version, but Active LED headlights and carbon ceramic brakes coupled with an integral energy recovery system do not seem too far-fetched…
The next-generation of the popular Ford Fiesta is expected to arrive in South Africa in late 2017 or early 2018. Here is a detailed list of what consumers can expect from the compact hatchback.
We were afforded the opportunity to attend the world unveiling of the next-generation Fiesta at the recent #GoFurther event at the Blue Oval's factory in Cologne, Germany.
As the launch of the newcomer is about a year away, it's too early to confirm the exact engine line-up, but the 1.0-lite EcoBoost engine (74 kW, mated with a 6-speed automatic transmission, or 92 kW, when mated with an all-new 6-speed gearbox) will almost certainly be offered on the local market. All Fiesta derivatives will have a stop-start button while Ecoboost derivatives feature an Active Grille Shutter and manual versions will gain an ECO button.
The 5-door version is shown here in top-of-range Titanium specification.
1. ST-line & Active versions debut
Ford unveiled 4 iterations of the new Fiesta in Cologne… One of them was the Titanium (shown above), which is, as is the case with the current product, the highest-spec 5-door version and another was the 3-door Vignale, which is not earmarked for the local market.
However, the ST-line, which has been introduced throughout Ford’s product line-up abroad, promises to deliver a sportier look and suspension tuning for buyers who like the look of the ST derivative, but don’t aspire (or cannot afford) to own the top-of-the-range Fiesta, which is, of course, in the pipeline too.
Why hasn't anyone thought of this before? ST-esque looks will be available on lower-priced derivatives.
The ST-line's exterior adornments include unique alloy wheel-, grille-, bumper- and side-skirt designs; the interior features sports seats, alloy pedals and a flat-bottomed steering wheel.
What’s more, the new Fiesta Active represents Ford’s answer to Volkswagen’s CrossPolo. It comes equipped with a slightly raised suspension, with dark body cladding that flows from the front bumper lip, through the wheel arches and side profile to the rear, plus a contrast-painted roof replete with rails. Is there room in the market for this as well as the top-selling Ford EcoSport? We’ll see.
A smattering of black plastic cladding and tasteful roof rails give the Active that fashionable crossover look.
2. Evolutionary design, but much attention to detail
Joel Piaskowski, Ford of Europe’s design director, says the market’s "ongoing positive response to the dynamic design of the current model (even 7 years after it was introduced) prompted the firm to evolve the hatchback’s design to be more contemporary, yet not lose its 'Fiesta-ness'." Therefore, the newcomer’s looks are evolutionary, but with simplified, straighter lines and de-cluttered surfaces.
Size-wise, the new Fiesta looks similar to its predecessor, but it's 71 mm longer and 12 mm wider. The bonnet loses its centre bulge, the grille is wider and the headlamps smaller and longer. Ford further extended the Fiesta's belt- and window lines to give it a more dynamic profile and the side mirrors feature a straight cut between the upper and lower sections to “hide” the indicators lenses.
Quickest way to distinguish between the next Fiesta and current model is former's the elongated, swept-back headlights.
An openable, full length, panoramic glass sunroof (which will obviously be an option) is but one of the newcomer’s only finer details: the parking sensors are fitted flush with the body panels, the windscreen washer nozzles are hidden beneath the upper lip of the Fiesta's bonnet and the upgraded wipers clear 13% more of glass area. Also, when it rains the roof design better channels water away from the edges, which reduces the risk of occupants being dripped on, Ford claims.
Furthermore the doors are said to require 20% less effort to close and feature Ford's Door Edge Protector (a protective flap concealed in the door that moves into position as it opens to prevent damage to paint and bodywork in parking spaces).
The now discontinued Citroen C3 had a panoramic glass roof, but the new Fiesta's item will be able to open…
The Fiesta’s rear is arguably its most conservative aspect, but then again, aesthetic appreciation is entirely subjective. Horizontal tail-light clusters enhance the Fiesta's widened stance and feature C-shaped LED patterns. There are no visible screws in the taillights and the shut line between the roof and the tailgate has apparently been reduced by more than 30%.
3. Much more sophisticated interior
Even if it could be argued that the Fiesta’s exterior treatment has stood the test of time, most would agree that its somewhat button-bespattered fascia hasn’t. To remedy that, the newcomer’s cabin features flush, seamless surfaces and a one-piece centre console connects discreetly to the lower instrument panel.
The user-centric Fiesta interior design is said to have been influenced by “consumer interactions with smart devices and tablets” and the ergonomic positions “were confirmed using eye-tracking software”. But over and above more liberal applications of soft-touch materials (including the top of the instrument cluster), the number of fascia and centre console buttons have been reduced by almost 50% compared with the current-gen Fiesta.
Although the Fiesta's climate control console is evolutionary, the touchscreen transforms/simplifies the cabin.
How? Well, several of the infotainment system’s functions are now operable by a touchscreen interface. The top-of-the-range system is an 8-inch colour touchscreen, which can be operated with pinch and swipe gestures. Ford claims “all Fiesta screens offer class-leading resolution and are up to twice as bright as those competitors”. A 6.5-inch touchscreen or a 4.2-inch colour screen with the MyFord Dock (for mounting and charging mobile devices) will be offered on lesser derivatives.
The integral SYNC 3 communications and entertainment system not only offers Bluetooth connectivity and audio streaming capability, but will enable drivers to control audio, navigation and connected smartphones using voice commands. It’s compatible with Apple CarPlay and Android AutoT and incorporates SYNC AppLink, which enables voice-activation of apps. A pair of USB ports is standard.
For a demonstration of how some of the SYNC 3 functions work, watch this video:
As for basic conveniences, the new instrument cluster features a 4.2-inch multi-function TFT screen, the height-adjustable driver's seat has repositioned lumbar support for greater comfort, the armrest is more practically positioned and a heating element will be optional on the steering wheel (in Europe).
Other upgrades include: a 20% larger glovebox, a 1-litre media bin in the centre console and rear doors can store 0.6-litre bottles and, most notably, rear seat passengers benefit from 16 mm more knee room, supported by new slim-back seats that are softer and offer greater side-to-side support.
The colour TFT screen in the new Fiesta's instrument binnacle matches the look of the touchscreen interface.
In terms of refinement, the new Fiesta’s stiffer body structure, improved noise insulation to isolate powertrain noise vibration and harshness (NVH), plus an acoustic windshield contribute to what Ford claims is “best-in-class interior quietness”. The firm claims the newcomer has an interior road noise level of 29.3 sone – a metric for loudness – at 100 kph, which is a 7% improvement over the outgoing Fiesta.
4. High-end safety systems
The next-generation Fiesta features no fewer than 15 driver assistance technologies, including adaptive cruise control, auto high beam, adjustable speed limiter, blind spot monitoring, traffic sign recognition (see the demonstration video below), driver alert, a lane keeping aid and -alert system and forward collision warning.
Ford South Africa stressed that not all of these systems would be offered on the local market when the Fiesta arrives because, in full safety specification, the advanced driver assistance technologies are supported by 2 cameras, 3 radars and 12 ultrasonic sensors, all of which can monitor 360 degrees around the vehicle and scan the road ahead up to 130 metres… that’s expensive kit!
Still, it is worth nothing this Fiesta is the first Ford to feature an enhanced version of Pre-Collision Assist with Pedestrian Detection that can detect people who are in the road, or who may cross the vehicle's path, especially at night. “The system (can) reduce the severity of some frontal collisions involving vehicles and pedestrians, or help drivers avoid some impacts altogether,” Ford claims.
Need help with parking? Ford's Active Park Assist with Perpendicular Parking has been enhanced to now apply the brakes if drivers do not respond to system guidance and proximity warnings while performing forward and reverse manoeuvres, and a collision with a parked car or obstacle is imminent. Fiesta is also the first car in its segment (in Europe) to offer Cross Traffic Alert, which warns drivers reversing out of a parking space of vehicles that may soon be crossing behind them.
How Active Park Assist with Perpendicular Parking works:
5. (Even) more fun to drive
"A fun driving experience is central to the Fiesta's appeal, and our next generation Fiesta remains true to the character, with the sharpest, sportiest and most balanced performance yet," Joe Bakaj, Ford of Europe’s vice president of product development, said at the newcomer’s unveiling in Cologne.
And how has Ford managed to coax a claimed “10% more cornering grip”, improved steering feel, better braking performance from the Fiesta, while simultaneously improving the car’s ride refinement?
Through advances in production, the body has 15% more torsional stiffness. Front and rear track have been widened by 30 mm and 10 mm respectively and wheelbase is slightly longer (by 4 mm).
No presentation of the new Fiesta would have been complete without a claim to its inherent driving dynamics…
The suspension features a lighter, stiffer hollow front anti-roll bar (said to contribute to better roll control and steering feel. New double-bonded suspension bushes are twice as stiff as the outgoing Fiesta for sharper steering response and they “bulge in a specific shape designed to better isolate road imperfections, combining with a larger rear twist-beam to reduce the impact of small bumps”.
Furthermore, “steering friction has been reduced by 20%, gearboxes now deliver smoother gear changes… (and) braking distances at 100 kph are reduced by more than 8%,” the manufacturer claims, adding that rear disc brakes feature on models with more than 73 kW outputs.
Electronic Torque Vectoring Control, which enhances the driving experience by applying a small amount of braking to inside wheels to assist traction and stability when cornering, is also offered.
But what, there’s 1 more…
Heads up, audiophiles… The next-generation Fiesta is the first Ford model to offer a B&O PLAY audio system as an option. At this stage, it is unclear whether it will be offered in South Africa, but if not on the next Fiesta, certainly future products.
New B&O PLAY in-car audio systems are exclusive to Ford's global vehicle line-up and, for the Fiesta, this means 10 speakers including a boot-mounted subwoofer and a central mid-range speaker on top of the instrument panel. The total amplifier power is 675W, governed by a Digital Signal Processing Amplifier that controls equalization and audio mixing including Surround Sound.
ICYMI: Watch the spectacular reveal at Ford's Cologne plant below:
The latest iteration of the Lexus IS is set to go on sale early in 2017. We took the revised business class sedan for a drive around the winding roads of the Lowveld to get a feel for it.
Such is the domination of Audi, BMW and Mercedes-Benz in the premium sedan market that Lexus battles to garner significant volumes with its IS model – not that the Japanese marque is alone in that predicament. It's just a particularly mysterious trend because Lexus seems to have the recipe spot on: the IS200t and IS350 are particularly well-made, suitable refined and all-inclusive, spec-wise. Options aren’t really… well … options at all, everything is included in the purchase price. This new model has merely refined its offering with a few styling tweaks and the odd bit of new tech.
Lexus is determined to change its image from a maker of solid, reliable and comfort-oriented premium vehicles to a brand whose products incorporate evocative style, have sporty pretensions and appeal to hearts' desires. We saw evidence of that with the LFA and most recently on the LC500 we just drove in Spain. The notable exterior tweaks to the facelifted IS revolves around the grille and headlights. The changes are subtle, but include LED headlamps and a new front bumper that makes the sedan's nose look more aggressive. The rear lights now have streaked LEDs, which are particularly noticeable.
A few improvements have been made to the interior too, most notable of which is the infotainment screen that features a much higher-resolution screen. F-Sport and EX derivatives have a 10.3-inch screen, whereas the E model is equipped with a 7-inch screen. Otherwise the cabin's unchanged, apart from a few trim changes that look a little more pleasing.
Improved handling
Tweaks to the suspension and chassis make for a better handling IS
Driving enthusiasts will appreciate that much of the development work for the IS facelift was devoted to making the sedan more fun to drive. The suspension and steering systems have been tuned to provide a more engaging driving experience and, when we drove the IS on the swooping roads of Mpumalanga, it felt an appreciably more resolved driving machine.
The steering certainly has better weight and feel to it and the body doesn’t lean over as much under hard cornering. The IS certainly is inching closer towards the "inherent sportiness" of the Teutonic sedans with which it competes. It’s not quite there yet, as it's not as quick to change direction; the suspension requires a second to settle before you can accelerate hard.
That behaviour could be attributed to the fact that the IS is, after all, damped for ride comfort, which is still a major selling point for the Lexus – whether it be on rough potholed roads or cruising through town. The suspension soaks up bumps beautifully and together with the well-insulated cabin, creates a very serene and relaxing place to drive or be transported in.
Engine line-up
The engine range remains the same as the previous IS with a 2.0-litre 4 cylinder turbopetrol in the E and EX grades. The motor develops peak outputs of 180 kW and 350 Nm of torque. It’s a capable engine, when driven enthusiastically or when the Lexus is just calmly eating up the miles at 120 kph. The abundance of torque lower down in the engine's rev range (at least compared with a non-turbo motor) makes it a little easier to overtake and its 8-speed ‘box fires off nearly imperceptible shifts as you waft along. Fuel consumption from Dullstroom to Johannesburg (a 260 km trip) averaged out at 7.9 L/100 km.
Interior of the F-Sport get the digital instrument cluster and 10.2-inch infotainment screen
The F-Sport model’s engine is the familiar 3.5-litre V6 non-turbopetrol mill that produces 233 kW and 378 Nm. It’s more of a cruising engine as it only really starts to sing when you push it into the upper echelons of the rev range. The torque is also delivered at higher revolutions, which means the gearbox has to work harder to help deliver optimal overtaking acceleration. When pushed, it does produce a sonorous V6 howl, that’s nothing short of thrilling to conduct along a mountain pass.
Summary
Given the mildness of this update, it would be a trifle unfair to expect the Lexus IS to suddenly challenge for best-in-segment honours, especially considering that its BMW 3 Series rival was updated relatively recently and all-new foes in the shapes of the Audi A4 and Volkswagen Passat were launched late 2015/early 2016. Stylistically, the IS predates the purposefully-evocative LC500 by several years and, in that regard, it was perhaps ahead of its time when it was launched.
Nonetheless, there are several reasons why we'd recommend the sedan: refinement, comfort and yes, a good balance of poise and sportiness. The business class segment is no longer about overt sportiness anyway… for real excitement you need to fork out for S (or RS), M and AMG derivatives (in the cases of Audi, BMW and Mercedes) and, in terms of a "no need to pick myriad options from the extras list to procure a nice package" purchasing proposition, the Lexus excels.
In fact, the only notable feature that seemed to be missing was adaptive cruise control. Standard cruise control is available, but the adaptive version would add a little extra convenience to longer drives. All models are sold with a 4-year/100 000 km service plan and you can now buy a Lexus on guaranteed buy back.
IS200t E – R601 900
IS200t EX – R659 100
IS350 F SPORT – R728 800
They call it the Monster from the Green Hell. They say it is essentially a road-going version of a Nurburgring 24-Hour Race-winning GT3 race car. It looks somewhat like the automotive equivalent of the Hulk, and sounds like a demon… a very furious demon. Has the new Mercedes-AMG GT R stretched the brand too far? Is it too uncompromising in its pursuit of race-honed dynamism and shattering performance? We travelled to the international launch in Portugal to find out.
QUICK FACTS
Engine: 4.0-litre V8 biturbo
Power: 430 kW/6 250 rpm
Torque: 700 Nm/1 900-5 500 rpm
Transmission: 7-speed dual-clutch
0-100 kph: 3.6 sec
Maximum speed: 318 kph
Availability in SA: Order books are open. First delivery around May next year
Price in SA: R2 689 900
PORTIMAO, PORTUGAL – As I arrive at the Conrad Algarve hotel, my stress levels have been dialed way up. You see, Mercedes-AMG has been building the legend of the GT R intensively in the past few months. Consequently, and even before anyone had driven it, the GT R already has something of a reputation as a handful. Not content with the no less than show-stopping looks of the GT and GT S models, the growl of their V8 engines, or the driving entertainment they offer, the Affalterbach-based brand has developed this: an essentially street-legal version of its winning GT3 racing car. By the look and sound of it, it is bound to be handful to drive. And the place where I am to pilot it is the Portimao circuit in Portugal – a place legendary for its blind corners and stomach-churning altitude changes. I’ve never been on it, which is… less than ideal.
The pursuit of optimal airflow
Panamericana grille is unique to this model, but most of the aero changes are hidden underneath the car.
I’m a big fan of the GT/GT S. The evocative short-tail, long-bonnet profile, gloriously rumbly 4.0-litre V8 engine and inviting interior more than compensate for the few areas where the dynamics could be somewhat sharper or more resolved. You’d think, therefore, that not much would be required from Mercedes-AMG to upgrade it into a GT R… but you’d be wrong.
In the metal, the R looks markedly different to its GT/GT S siblings. The biggest change is at the front, where it sports the so-called Panamericana grille with 15 chrome slats. The bespoke nose is not purely for aesthetics, however… the large outer air intakes channel air to the radiators more effectively and the side gills reduce drag by creating “air curtains” around the front wheels.
Massive rear wing and intricately designed rear diffuser are not there for the looks, but to improve airflow.
Having spent some time with the engineers responsible for developing the car, it quickly became clear that there was an almost obsessive desire to suppress lift on the GT R’s front axle. Not only is the front splitter wider, there are active vertical louvres in the lower airdam that can be opened or shut automatically to better directly airflow. Plus, a carbon fibre underbody section automatically lowers by about 40 mm at 80 kph in Race mode (120 kph in the other driving programmes) to dramatically change airflow beneath the car, reducing lift on the front axle by as much as 40 kg at 250 kph.
At the rear, the most obvious visual changes are again there for aerodynamic purposes – the large wing increases negative lift force on the rear axle and can be manually adjusted (if needed), while the intricate double diffuser is integral to the underbody active aero package, so as to further improve driving stability and reduce temperatures in so-called hot spots.
Less weight = more speed
Bonnet and bootlid are made of magnesium, while the rest of the body and chassis are in a variety of aluminium alloys.
After optimised aerodynamics, the next big focus of this track juggernaut’s development was weight reduction. This would not be easy for the engineers, as they were not allowed to simply strip out the cabin, as many other brands do with their most extreme “specials”. No, the GT R had to retain all of the luxuries of its GT and GT S siblings.
So, a lot of fine detail work was done; the bonnet and bootlid are made of magnesium, for example, while the various chassis and bodywork parts are fashioned out of a number of different aluminium alloys. Underneath the car is a new single-piece carbon fibre brace that replaces a 3-piece, heavier design on the lesser models.
It’s not only lighter, but also improves torsional rigidity by a not insignificant 7.5%. Then there is the so-called “torque tube”, which connects the engine and transmission – it, too, is now made of carbon fibre and weighs just 13.9 kg, which is 40% lighter than the aluminium unit in the GT S. Crikey, they’ve even put in a lighter lithium-ion battery.
Finally, the forged alloy wheels were designed specifically for the GT R and further reduce the car’s unsprung mass.
So then… stiffer, lighter and aerodynamically clever. What about power?
Heart of the Beast
With 430 kW and 700 Nm of torque at its disposal, the AMG GT R blasts to 100 kph in 3.6 seconds.
Through a change to the turbochargers, mostly, and greater boost (1.35 bar compared with 1.2 in the GT), the AMG GT R packs a 55 kW bigger punch in the engine department (compared with the GT S). The charismatic 4.0-litre twinturbo V8 powerplant churns out 430 kW (at 6 250 rpm) and 700 Nm, the latter figure available from as low as 1 900 rpm and remaining entirely available all the way to 5 500 rpm. Read that sentence again and try to picture the torque curve and the impact that it has on the driving characteristics. Yup…this thing promises to pull like the proverbial steam train.
Mercedes-AMG has optimised the GT R’s transmission too. The 1st gear is longer, so that it’s not only a pull-away gear, while the 7th gear is shorter so that the sensation of acceleration remains heightened. The final drive ratio has been reduced too, and the transmission was beefed up to cope with the extra power and torque outputs.
The GT R still offers the Race Start mode, which allows you to achieve the claimed 0-100 kph time of 3.6 seconds! The maximum speed is a claimed 318 kph.
Ready to Race
If you’re a real driving expert, you can adjust the degree of slip at the rear axle using this facia-mounted button.
Ultimately, however, and as you will see during the driving report lower down, the biggest change in character, as well as the major point of improvement compared with the GT S, has come as a result of the changes to the suspension.
Because the GT R is significantly stiffer than the GT S, the AMG engineers have been allowed to soften the damping on the GT R. It also gets race-inspired coil-over suspension (specifically designed for this derivative), which is paired with AMG Ride Control – a continuously variable, adaptive damping system. This latter automatically adapts the damping on each individual wheel as required by the driving situation, speed and road conditions. It works brilliantly – but more on that later…
Precision is further improved by the fitment of uniball joint bearings on the lower wishbones at the rear axle (again, inspired by what is used in motorsport). They are said to have zero play, so the wheels’ track and camber do not change, even when the GT R is being pushed extremely hard in the corners.
The GT R is no stripped-out racer. You still have all the mod-cons, and lots of buttons to play with when setting up the car to your specific needs.
Furthermore, the GT R is the first AMG model to feature active rear-wheel steer. At speeds of up to 100 kph the angle of the rear wheels is opposite to those in the front. This is said to improve agility and reduce steering effort. At speeds over 100 kph, however, they are angled parallel to the fronts, which has a positive impact on stability in high-speed corners.
Finally, an addition that will please enthusiastic drivers: AMG Traction Control. Accessed through a racy-looking (and impossible to miss) yellow switch on the fascia, it allows skilled drivers to tune the amount of slip allowed at the rear axle. There are no fewer than 9 settings to choose from.
On the Road
In this instance, race-honed doesn’t mean harsh and uncompromising on the road.
The roads around the Portimao racing circuit were the ideal place to test a vehicle such as the Mercedes-AMG GT R, because there was a variety of sections: tight corners, sweeping curves, straights to “open the taps”, smooth asphalt and coarser, bumpier sections too. In all honesty, I did not expect the GT R to excel in such variable conditions, but it did…
Of course, I left the damping in Comfort mode, but quickly switched the engine to Race and the Exhaust to Sport+. By doing that you can experience all the sound and fury, as well as the responsiveness of a race car, on the road, but with a fair degree of ride comfort. Look… even in Comfort mode the GT R’s ride is firm, but even on the worst sections of the road it never felt harsh or crashy. You can really feel that the damping has been improved, and yet there is precious little roll in the corners. I had a chat with multiple DTM champion Bernd Schneider later in the day and he echoed my sentiments – the GT R doesn’t only handle and steer better than the GT S, but it rides better too. And that is quite an amazing achievement…
Besides the surprising ride comfort, there are other reasons why you could conceivably drive the GT R daily. Firstly, the cabin is every bit as luxuriously trimmed and equipped as that of the GT S, so there’s no lack of features. It affords usable boot space, and although the seats look like they offer “aggressive” bolstering, they proved comfortable. Yes, select the more comfort-oriented transmission and engine settings, and the GT R will hide its race-car-for-the-road attributes well.
Hitting the Track
Mercedes-AMG also offers a Track Pack, consisting of a rear roll cage and 4-point race harnesses.
If you’ve been following Jeremy Clarkson’s new Grand Tour series, you would have seen Portimao in episode 1. It was the track Clarkson and Co used for the “Holy Trinity” sequence, featuring the LaFerrari, Porsche 918 and McLaren P1. The track is a bit like a rollercoaster and remarkably undulating in nature. There are a large number of blind corners and, to really turn up the pressure, we have to try and keep up with Bernd Schneider. Oh… and it’s started to spit with rain.
Highly conscious of the surfeit power being directed to the rear wheels, I am quite tentative in the first few corners, but by the time we’re halfway through the first lap.my confidence in the grip coefficients of the R’s tyres is much stronger. As was the case on the twisty bit of road I encountered away from the track, the GT R impresses with the immediacy and accuracy of its steering responses. It feels incredibly agile in the slower corners – a tangible benefit of the rear-wheel steering.
The gearbox, too, is magnificent. Following the advice of Herr Schneider I leave the GT R in automatic for the first few minutes, and the transmission shifted precisely as needed despite my initial ham-fisted driving and lack of track knowledge (which was not helped by all the blind corners and crests). Shifting manually, of course, proved to be even better and more entertaining, with explosive pops, from the exhaust when shifting down into corners, adding to the fun factor.
And then, when we started picking up real speed, especially in the more sweeping corners, the stability of the car was highly apparent and proof that all the aero and suspension fettling paid off for Benz. For all its intimidating looks and furious sound, as well as a specification sheet littered with race-car terms, the AMG GT R is actually easy to drive fast… forgiving, even.
But don’t think, not for so much as a moment, that the driving experience is so “friendly” that it lacks fizz. No chance of that. The acceleration is so ferocious/relentless that you don’t really get the opportunity to breathe as you’re squashed into the seat. And then, under braking, the optional carbon ceramics are so powerful and consistent that whatever air is left inside your lungs is squeezed out by the strain of the safety belt. Talk about a driving experience leaving you breathless!
Later in the day I hitched a ride with Herr Schneider to really see what the GT R can really do. It left me highly impressed, but with a severe case of motion sickness and a knee hurting from having to brace my body from being shaken about amid all that on-track action and fury. And it feels as if the GT R can do this… pounding a race track… all day long.
Summary
Green Hell Magno paintwork make sure the AMG GT R is unmissable… as if there was ever any chance!
It seems unlikely that one would ever be able to call a car costing this much (approximately R2.7-million) a bargain, but I’m tempted to proclaim a Mercedes-AMG GT R “a smart buy”. If you want your supercar to draw crowds with its jaw-dropping looks, then that’s a box ticked… particularly in Green Hell Magno green. And what about an incredible soundtrack? Sizzling, usable performance? Comfort on the road? Engagement on the track? Tick… tick… tick… (big) tick!
So, to answer the question posed at the beginning… Has the AMG GT-R stretched the Mercedes brand too far? Nope… it has established a new benchmark for performance cars carrying the three-pointed star.
We travel to Spain to test the evocatively styled LC500 on road and track. Does the eye-catching V8-engined newcomer offer enough performance and driver involvement to be considered a fully-fledged sportscar? Let's find out…
Lexus is not renowned for producing headlining sportscars, but the eye-catching LC500 looks to change all of that. Just how good is it? We drove the eye-catching V8-engined newcomer, which will be launched in South Africa in mid-2017, on the roads around Seville and on the Monteblanco race circuit.
*Shot on location in Spain using stock footage supplied by the manufacturer.
Update: New Mercedes-Benz E-Class Coupe Details Revealed
Following the release of a short video teasing the new E-Class Coupe earlier this week, Mercedes-Benz has revealed more details ahead of its debut at the Detroit Motor Show in January 2017.
The new Mercedes-Benz E-Class was introduced locally earlier in 2016 and by all accounts, it’s an impressive product. The E-Class Coupe, however, has been in development for some time and Mercedes-Benz is gearing up to reveal the new E-Class Coupe to the public. The new E-Class Coupe will make an official appearance at the Detroit Motor Show in January 2017. The E-Class Coupe should arrive in South Africa towards the end of 2017 or in the first quarter of 2018.
Key design elements
The E-Class Coupe looks strikingly similar to the C- and S-Class Coupe but it's differentiated with a third side window, slim and long taillights, a dual power dome bonnet and less pronounced lines on the bodywork. You will also notice the striking rear “stardust effect” taillight clusters, giving the E-Class Coupe a distinct look when night falls. The interior design is more in line with the current E-Class, albeit with a new air vent design, new front seats and specific panel trim elements.
In terms of dimensions, the E-Class Coupe stands 4 826 mm in length, 1 860 mm wide and 1 430 mm tall and is some 123 mm longer, 74 mm wider and 32 mm taller than its predecessor. The 2 873 mm wheelbase has been stretched by 113 mm too, making way for a roomier cabin for passengers.
Engine offering
On the engine front, the E-Class Coupe will be powered by four engines at launch (Europe). These engines include a 2.0-litre turbodiesel engine in the E220d with 144 kW. The E200 and E300 will be powered by 2.0-litre turbopetrol engines offering 135 kW and 180 kW respectively. The E400 4MATIC will offer 245 kW from its 3.0-litre twin turbocharged V6 engine. All models are equipped with a 9G-TRONIC 9-speed automatic transmission.
Further engine options are likely to be introduced at a later stage. TheMercedes-AMG E63 S 4MATIC will be offered in South Africa in about June 2017 and comes fitted with a twin turbocharged 4.0-litre V8 engine with 450 kW and 850 Nm of torque. If you haven't read our first drive yet, do yourself a favour…
Mercedes-Benz may even decide to introduce the AMG E50 Coupe 4MATIC featuring a new 6-cylinder, 3.0-litre that could see power outputs reach 420 kW, but that remains to be seen.
We will keep you updated as more details regarding local introduction, specification and pricing become available.
The new-look Mazda BT-50 may still be regarded by some as the less-than-macho, somewhat awkward-looking cousin of the top-selling Ford Ranger, but beneath its polarising exterior styling lies a pragmatic bakkie that is made for work and isn’t short on comfort, either. Australian contributor Matt Campbell drove it ahead of its local introduction in February 2017.
The facelifted Mazda BT-50 range certainly looks a bit more masculine than it did before, with a revised grille treatment, new-look headlight inlays, a re-sculpted front bumper and there’s a slightly revised rear-end with new, redder taillights.
But, really, if you already liked the swoopy KODO design language-flavoured look of the Mazda BT-50, as opposed to the square-edged styling of its competitors, then you probably won’t care too much about the aesthetic changes. Or, you might love them.
The BT-50 may be regarded as an overtly lifestyle-oriented double-cab, but its off-road prowess is substantial.
As with the current range, the BT-50 line-up consists of single-cab, Freestyle extra-cab and double-cab models powered by 2.2- and 3.2-litre turbodiesel engines. So there’s something for everyone and, according to Mazda South Africa, the range line-up of will remain much – if not exactly – as before.
The BT-50 was the last Mazda model to be introduced in South Africa under Ford's custodianship (back in 2012) and it was produced at the Blue Oval's Silverton plant (in conjunction with the Ranger). However, like in Australia, the Ranger comfortably outsells its comparatively outlandish cousin on the local market and Mazda, which took over the distribution of its own products in 2014, now sources its BT-50s from a plant in Thailand.
Mazda dares to be different with the most evocative of bakkie designs, it does not look bare without nudge- and roll bars.
Given that the Ranger received such a large update this year, you may expect some technological advances to the BT-50. But, in what can be seen as a demonstration that Ford and Mazda no longer co-develop their products, the newcomer sports nothing like the changes offered by Ranger.
In the cabin
Let’s start with the stuff the BT-50 doesn’t get that the Ford Ranger does – the list isn’t short.
There’s no company-sourced infotainment system – the impressive MZD Connect media controller in the brand’s passenger vehicles isn’t fitted to the BT-50. But in high-spec models, there’s a touchscreen media unit, but we will have to wait and see if it will be offered in South Africa (it might!). All models have USB connectivity and Bluetooth phone and audio streaming with voice control to keep you in touch on the road.
Although the instrument cluster remains largely analogue, the touchscreen infotainment system would be a nice-to-have feature.
Unlike the updated Ranger, the Mazda doesn’t get the clever digital readouts on either side of a central speedometer. Instead, the cluster looks identical to how it already did, and that means a speedometer and rev counter, but no digital speedo, nor sat-nav instructions or safety aid settings…because, you guessed it, the Mazda doesn’t get the new safety tech of adaptive cruise control and forward collision alert that’s offered in the high-end Ford models. A rear-view camera is available, and there are six airbags in most models.
It’s a smart cabin with excellent finishes and convenience features, which is, after all, what modern Mazdas are renowned for. The storage solutions are good, with large door pockets up front (and in the rear of double-cab models), and good storage between the seats, too.
The controls are chunky and easy to use, although the more affordable models have a button-heavy media system that can be a bit of a pain to use.
Rear legroom remains one of the BT-50's strengths, the bench can accommodate up to three adults.
If you choose a double-cab, there’s easily enough space for five adults on board, with 3 big boppers fitting across the back at a squeeze. If you have little ones, there are ISOFIX child-seat anchor points.
Under the bonnet
The engine line-up remains unchanged, with the 2.2-litre 4-cylinder turbodiesel drivetrain offered in the lower-end models, producing 110 kW and 375 Nm of torque. For a 4-cylinder engine this is a competitive offering, and if you can’t stretch to the higher models in the range then you’ll not be left feeling hard done by. It's an honest and strong engine, with its sweet spot between 1 500-2 500 rpm – beyond that it can be quite noisy.
High-spec versions have the same 3.2-litre, 5-cylinder turbodiesel engine with 147 kW and 470 Nm of torque. It’s an effortless engine with limited weight on board, and even with a full load – five adults and a few hundred kilograms in the load bay – it’s strong. The 6-speed automatic can seem a little busy at lower speeds, particularly when you’re dealing with traffic, and there’s some lag down low in the rev range if you try to hurriedly take off from a standstill.
The jury's still out on the tail light designs, but they're nothing if not distinctive.
That said, the engine is among the best in the class for pure grunt – this isn’t a bakkie that feels like it will shy away from hard work, despite the fact Mazda pitches it more as a lifestyle vehicle.
Driving dynamics
Another thing the Mazda BT-50 misses that the impressive Ranger has is electric power steering. In the Ranger, the responsiveness of the tiller is so good that you can turn it into parking spaces with just your fingertips.
In the Mazda, the existing hydraulic steering system remains, and its action is heavy: it verges on cumbersome at low speeds when parking or performing 3-point turns, and the turning circle is quite large, too. At higher speeds the steering accuracy and response are excellent, and off-road, it offers appreciable feedback to the driver’s hands, allowing them to know exactly where the front wheels are.
Shift-on-the-fly 2H to 4H functionality is still a boon to those appreciate the odd off-road excursion.
The ride can be harsh in lower-spec models, but that’s to be expected when there’s nothing in the tray when the payload capability is so high. Higher spec models with the larger alloy wheels ride commendably, even over rough roads with nothing in the tray.
Summary
It misses out on some of the good stuff that the Ford Ranger gets, but the BT-50 is backed by a 4-year/120 000 km warranty and it has 3-years of roadside assistance included. Servicing is due every 15 000 km and there’s a 5-year/90 000 km servicing plan, too. The new-look Mazda BT-50 remains among the best in the segment for power and torque, and it certainly has the capability expected of this type of vehicle. Yes, it may lack some of the top-end features of the Ranger and, yes, its exterior styling is still an acquired taste, but a 5-year/90 000 km service plan, backed by a 5-year/150 000 km warranty and keen pricing has kept the BT-50 on people's shopping shortlists, even if it wasn't the bakkie they ultimately bought. May the same be true for this newcomer.
Comparative Review: Hyundai Tucson vs Kia Sportage vs Renault Kadjar vs Volkswagen Tiguan
These 4 family cars, which were recently introduced in South Africa, compete in one of the most hotly-contested segments in the South African new vehicle market. We get down to the nitty-gritty to find out which one is the best buy.
At a glance
Hyundai Tucson 1.6 Turbo 4WD Elite
Kia Sportage 1.6T GT-Line AWD
Renault Kadjar 81 kW dCi Dynamique
Volkswagen Tiguan 1.4TSI Comfortline R-Line Auto
Price
R519 900
R599 995
R414 900
R475 680
We like:
Quiet cabin, composed ride, styling
Build quality, sure-footed drive, wireless charging bay
Value for money, fuel efficiency, infotainment system
Interior and exterior style, comfort, practicality
We don't like:
Bland cabin, plain infotainment system, thirsty
Expensive, thirsty
Small boot, interior quality outclassed here
Laggy engine
Three of these 4 competitors are re-entrants to the family or compact SUV/crossover segment. The new generation Hyundai Tucson has returned to its original nameplate in the wake of a successful 7-year stint as the ix35. The Kia Sportage, the latest of the contenders to reach the South African market, has been repositioned as a more premium offering…whereas Kia was synonymous with budget-friendly offerings before, it’s now pushing into the premium market. Volkswagen’s Tiguan has always been a good seller on the local market and the new model impressed us with its stylish good looks, but the range is not quite completed yet (with turbodiesel models only joining the fray in 2017). Finally, Renault released the Kadjar as a brand new vehicle in 2016. The French car may be based on the Nissan Qashqai, but Renault has ensured the Kadjar's interior meets the high-tech standards that the firm's renowned for.
What do we have?
What used be "soccer mom" cars have now become sought-after vehicles for everyday use…
When we plan comparative reviews, it’s not always possible to be granted custody of ideally matched derivatives at the same time, because it's up to the test unit's respective manufacturers/importers to decide which vehicles will go into the media fleets. Nevertheless, each of these contenders is equipped with an automatic 'box, which is the transmission option that the majority of buyers prefer. The 2 Koreans are top-of-the-range models, both featuring all-wheel-drive in tandem with 1.6-litre turbopetrol engines. The Tiguan 1.4 TSI Comfortline with its R-Line equipment package is currently the range-topper (until the 2.0-litre turbopetrol and -diesel models arrive in early 2017), while the Kadjar, in this bunch, offers a value-for-money option with its 1.5-litre turbodiesel.
How do they compare in terms of…
Practicality?
The VW Tiguan has the largest boot, but the Koreans have reclining rear seats which, adds to the overall comfort.
Hyundai Tucson 1.6 Turbo 4WD Elite
Kia Sportage 1.6T GT-Line AWD
Renault Kadjar 81kW dCi Dynamique
Volkswagen Tiguan 1.4TSI Comfortline R-Line Auto
Length
4 475 mm
4 480 mm
4 449 mm
4 486 mm
Width
1 850 mm
1 855 mm
1 836 mm
1 839 mm
Height
1 660 mm
1 655 mm
1 607 mm
1 632 mm
Wheelbase
2 670 mm
2 670 mm
2 646 mm
2 677 mm
Boot capacity/seats down
488 L/1 478 L
466 L/1 455 L
370 L/1 478 L
520 L/1 655 L
Sportage boot has a wide opening aperture and a low loading height. Rubber mats are a great addition.
Space and versatility are of paramount importance in modern compact SUVs/crossovers: seats need to fold flat, the luggage bay needs to be capacious, Isofix child-seat mounting points are a must and plenty of room must be availed to front and rear passengers – and these requirements are reflected in these vehicles' exterior dimensions. The Renault Kadjar is the smallest car here, but upon closer inspection, there is little to choose between the rivals. The Kadjar is 37 mm shorter than the longest (Tiguan) and 19 mm narrower than the widest (Sportage). In height and wheelbase dimensions the Kadjar loses out by 53 mm and 31 mm respectively. The Renault does have the most ground clearance at 200 mm, 28 mm more than the lowest vehicle here – the Tucson.
Tucson boot looks identical to that of the Sportage, except it is claimed to be 20-litres bigger!
This results in the Kadjar having the smallest luggage bay of the lot at (a claimed) 370 litres, whereas the others have visibly larger loading bays: Sportage – 466 litres, Tucson – 488 litres and Tiguan – 520 litres. The Sportage and Tucson have very square boot openings that make it easy to load bigger objects and their boot lips are nice and low too. The Sportage and Tiguan have electric tailgates, which take the effort out of closing the rear hatches/assist shorter people that might struggle to reach the handles. The Sportage’s tailgate motion is particularly slow, it needs to be noted.
Tiguan has a floorboard that can be lowered to give the boot more depth
Rear passenger space is excellent in each of these contenders, even the Renault, which appears to have sacrificed a modicum of boot space for improved back seat comfort. However, the Korean pair holds the edge here: they offer reclining rear seats (with multiple levels of adjustability) as well as additional ventilation vents for the aft passengers. If you want to fold the rear seats down, all the SUVs have a one-lever release system to flatten out the utility space.
Kadjar has a narrower boot opening and its's higher off the ground than the others but, the load area is nice and square
Result: Korean cars favour rear passenger comfort due to reclining seats; Tiguan has best luggage space; Kadjar best suited for couples with small kids.
Ride quality?
The Hyundai and Kia ride on the same, new-for-2016 platform; the Tiguan uses the tried and tested MQB platform that forms the base of the Volkswagen Golf and Audi A3 (corrected) – to name just a few; the Kadjar has a 2-year-old Nissan Qashqai platform that we have praised in the past for its comfort and sure-footedness.
The Tucson and Sportage are both vastly improved over their predecessors, especially in the handling department. The Tucson’s ride is excellent as it crests speed bumps with nothing more than a polite squash of the suspension. There is no thudding/jarring and it’s the same when you get it out of the city and into the hills – the suspension remains composed over varying surfaces. The Sportage feels much the same although one can’t help but feel that the Kia's ride quality is a little bit more pliant and resolved than the Hyundai's… it’s a small notch above the Tucson when it comes to absorbing road imperfections.
The Korean manufacturers have vastly improved noise and vibration levels. Very quiet ride from inside the cabin.
The Tiguan is the most car-like to drive: you sit lower in the cabin and it seems to shrink around you, making the car feel more nimble and agile overall. The ride quality can feel a tad crashy over harsher bumps (like potholes or washboard gravel), but on the regular trip to school and work, the VW's wieldiness is welcome. That leaves the Kadjar, which can’t quite match the others for comfort over the bumps. That's not to say it’s horrible to drive, but you can discern that it’s not quite at the same level as the other 3. They all ride on 19-inch wheels, but the Renault suffers the most for it. You could deal with the others' low-profile tyre-shod ride qualities, but you may want to switch back to 17-inch wheels on the Renault and benefit from plumper sidewalls that offer more give.
Result: Sportage slightly pips the Tucson for ride comfort. Tiguan is also very good, but can feel stiffly-sprung on severe bumps. Kadjar's composed but could benefit from the standard 17-inch wheels.
On-road refinement?
The Tucson and Sportage deserve to be commended for their improved cabin refinement. Driving along at city speeds, their cabins are serenely quiet. Both the Hyundai and Kia feel extremely solid and well-built, the latter even more so than the Tiguan, which is of a high standard too. At freeway speeds, you pick up a bit of wind noise emanating from the Sportage’s mirrors. The Tucson remains dead quiet inside – a testament to its excellent build quality and standing out above the rest. The Renault starts to show its "value positioning" here as it emits odd creaks here and there and the cabin isn’t as quiet as the others.
Tiguan is the most car-like to drive but, all the SUVs are capable of holding their own on a mountain pass like this.
Exterior appeal
The school run can now be executed in style, as these fresh-looking contenders demonstrate… The Tiguan’s R-Line kit is a must-have, because without it (R18 000) the Volkswagen looks rather bland. Thankfully our test model came equipped with the option and certainly attracted its fair share of onlookers. The Tucson is a good looker too: it has more rounded looks, but a stylish and poised stance focused around a good looking front grille and headlight layout.
The Sportage is interesting, to put it mildly. The exterior treatment may polarise opinions, but it grew on us the more time we spent with the Kia. The "ice cube" LED lamps, for example, are an "interesting" design cue. The Kadjar makes a statement too – its bold and curvy design catches the eye as it drives past and like the Clio, it has a very attractive colour palette – all the models we have tested have come in this shiny Toffee Apple red that you want to lick.
It's a personal choice as to which car has the best looks. None are going to be laughed at on the school run.
Interior and features?
Again, when it comes to interior build quality, the Koreans have taken things to another level. The Sportage is especially well built inside. The shut lines are tight throughout; hit any piece of trim with your fist or jiggle something about and it just won't budge. It's a level of solidity beyond even Volkswagen’s renowned quality. The Renault can’t quite match up to the solid build quality of the others, but it does match them and, in some cases, beats them on features.
Both the Kadjar's digital display panels are customisable.
The Kadjar has a customisable infotainment touchscreen and a digital instrument cluster as standard. It requires a solid press of the screen to select what you want but it’s a good system that, once you’ve set up to your liking, is very quick to navigate and its swipe functionality (like a Smartphone) is useful for swapping through the screens. Navigation is also standard in the Kadjar and its reverse-view camera was the clearest and sharpest to work with.
Hyundai has a basic instrument and infotainment setup, it could do with a bit more "cool" factor.
The Korean pair, by contrast, have a much simpler setup with analogue dials for the instruments and a basic infotainment screen. Both use touchscreen systems (navigation is optional in the Hyundai), but have to be used in combination with the physical buttons below the screen. It’s not as customisable as the Renault's interface and it doesn’t have as many features as either the Tiguan or Kadjar. All the navigation systems on the SUVs were particularly easy to use and accurate when finding points of Interest. Real-time traffic would be a great next step in future generations of the navigation systems.
Much better steering wheel design from Kia. Wireless charging dock in front of the gear lever is a brilliant addition
Of all the features and abilities these SUVs have, 2, in particular, stood out. Firstly, the Volkswagen’s digital instrument cluster. We’ve said it before, but it’s the best in the business with its crisp, hi-res display and its adaptability. It is an optional extra, but it brings the cabin to life with its vibrant colours and functionality. The second stand-out feature was the wireless charging bay in the Sportage. Anyone who has a Smartphone that's less than 2 years old probably has this functionality on their phone. Toss your phone into the space in front of the transmission lever and an orange light flicks on to tell you your phone's battery is being charged. Great, that frees up a USB slot and there’s no need for extra charging cables!
Tiguan's optional digital instrument cluster is the best in the business
Result: Tiguan and Kadjar outshine the Koreans for tech and usability but, the build quality of the Koreans, especially that of the Sportage is a cut above the other 2.
Performance vs economy?
Hyundai Tucson 1.6 Turbo 4WD Elite
Kia Sportage 1.6T GT-Line AWD
Renault Kadjar 81kW dCi Dynamique
Volkswagen Tiguan 1.4TSI Comfortline R-Line Auto
Power/Torque
130 kW/265 Nm
130 kW/ 265 Nm
81 kW/260 Nm
110 kW/250 Nm
Claimed fuel consumption
8.5L/100 km
7.5L/100 km
4.7L/100 km
6.1L/100 km
Estimated range
729 km
827 km
1383 km
951 km
The 1.6-litre turbo engine in the Tucson and Sportage is identical in terms of power and torque outputs. There’s 130 kW available and 265 Nm of torque. That’s more than enough power to get you up to speed, but the trade-off against economy is debatable. During our test period, the Sportage averaged 9.9 L/100 km and the Tucson 10.2 L/100 km. Compare that with that of the most efficient car here – the Kadjar – and there’s a definite case for turbodiesel automatic compact SUVs/crossovers. The Kadjar (over the same route) averaged 6.1 L/100 km. It has less power at 81 kW from its 1.5-litre turbodiesel but, the all-important peak torque figure is 260 Nm. The Kadjar does feel underpowered when you’re in a big rush, but for everyday use and overtaking, it’s sufficient. And, as you can see you’ll be saving yourself around 4.0 L/100 km on fuel. The Tiguan tries to find the middle-ground with its 1.4-litre turbopetrol with figures of 110 kW and 250 Nm of torque. It didn’t do all that much better than the other petrol cars here, returning 9.1 L/100 km.
Kadjar makes a big statement for diesel auto combination saving around 4L/100 km
The turbopetrol cars all suffer from turbo lag at the bottom end of the rev range, especially if you’re crawling along and then have to accelerate again. They take too long to react and can sometimes cause hesitation that leads to trouble, particularly at intersections. The turbodiesel Kadjar has less of this problem and was most responsive at low speeds. The Renault's automatic 'box feels better matched with the diesel engine than the firm's 1.2-litre turbopetrol motor.
The self-shifting transmission in the Sportage is eager to kick down, which is a good thing in the corners because it’s ready to press on sooner than the others in this group. The Tiguan’s DSG has the occasional problem of holding onto gears for too long, which can be annoying, but it’s still the smoothest shifting ‘box of the lot. The Tucson has a sports mode that livens the whole experience up incredibly. The shifts become quicker and the throttle responds better to being poked. When not in sports mode, it’s a bit of a dulled experience, but one that’s quite refined and acceptable for an everyday run-around.
GT-Line Kia Sportage sits at the top of the range but it seems particularly expensive in this company
Result: Buy a diesel auto, you'll save a lot of money on fuel
Value for money
The prices of these cars vary (to say the least!). The Renault, at R414 000, is the cheapest, compared with the Kia, which is the most expensive at R599 995. Despite the Sportage's fashionable packaging and superior overall execution, it's difficult to recommend it over the Korean's more soberly-specced and conservative Tucson cousin. The Sportage has a few nice touches like the wireless charging bay, but it doesn’t do enough to warrant such a lofty price tag. You can get a R475 680 Tiguan and spec it with R75 000 worth of options, which is actually quite easy to do, and you will end up with a better infotainment system, adaptive cruise control and a very fancy instrument cluster. That takes it above the spec of the Sportage and still R50k cheaper.
Kadjar offers the most in terms of value for money but can't match the others for quality or refinement
The Tucson isn’t exactly cheap at R519 900 either, but, for essentially the same product as the Sportage bar a few niceties such as heated front and rear seats, LED foglights and front parking sensors, it’s a more sensible option. Then there’s the Kadjar, which is substantially cheaper than every other car in this group and it is still comparatively well-specced. You won’t find it lacking for anything tech-wise, but it can’t match the others for luggage capacity, refinement and build quality. You would make a massive saving on initial purchase and then more savings at the pumps, the latter of which equates to nearly R50 per 100 km driven. Only the Sportage has a diesel auto in its range (Tiguan diesels arrive in 2017) and it still commands a R70k premium on the Renault.
Result: Renault wins on outright value. The Sportage is particularly expensive even with all its bells and whistles. Tiguan and Tucson find a decent middle ground.
Verdict
Taking everything into account, it may seem like the Renault is outclassed by its opposition but, it’s a lot cheaper and the diesel/auto combination is a better fit for a family car/compact SUV/crossover. It’s got all the gadgets you'd want inside and passenger space is the equal of the others, but it lacks outright luggage capacity. The French car's interior build quality isn’t a match for the others and despite riding on an excellent platform, the Kadjar's eclipsed by its more expensive rivals in terms of overall ride refinement. For best value-for-money, it’s the default choice.
The Hyundai flies under the radar in this company, it’s outshone by its stablemate in virtually every department apart from price. It’s refined and quiet to drive and offers a spacious and practical cabin. The Tucson's infotainment system is devoid of frills and the overall interior design is a bit boring/uninspired. You won’t be disappointed with the Tucson, but it represents a head-over-heart purchasing proposition, the other options here are more enticing.
Choices choices. Weigh up the pros and cons of each and decide which features are more important to you
That leaves the Tiguan and the Sportage slugging it out for the spoils. The Sportage has the best build quality of any of the cars, feeling solid inside and out but, the interior materials, especially the dashboard could do with a more premium look. It has plenty of standard features and the wireless charging console is a major bonus. It drives well on all surfaces, retaining its solid and "together" feel, it’s only real fault is its hefty price.
The Tiguan also has its faults; the Volkswagen's ride can feel overly firm and there’s more turbo lag at pull-off, which is something you need to get used to. However, the Tiguan has notable pluses, such as its dashing exterior looks and stylish interior. Passengers are well catered for in terms of space and comfort and the boot is the biggest on offer here. You do need to spec up the Tiguan a little to get the best out of the package, but you would get the best overall combination of practicality, tech, style and ride comfort. When the turbodiesel version arrives in 2017, it could be the best buy in the segment.
Renault’s budget-busting Kwid has arrived in South Africa and we put the newcomer to the test to find out if it’s worthy of your attention. Are the Kwid’s strengths enough to warrant a purchase or should you consider pre-owned options? We take a closer look…
So, is it any good? Join Cars.co.za contributor and Cars.co.za Consumer Awards judge Ciro De Siena as we hit the road in this budget-friendly Renault.
Be sure to read our full written review of the Renault Kwid
Toyota's luxury brand, Lexus, has announced a new version of the IS sedan. Here are specifications and pricing for the 2017 Lexus IS.
The Lexus IS, rival to the BMW 3 Series and Mercedes-Benz C-Class, has never been a best seller and we don't understand why. It's supremely well built and boasts levels of specification that marketers can only dream of. There are a raft of decent engines and the drive isn't bad either. For 2017, Lexus has changed its IS sedan significantly.
The Vice President of Marketing at Lexus South Africa, Glenn Crompton says: "The Lexus IS has established a strong reputation over four generations because of its trend-setting design. All the improvements on the 2017 model have been made with the aim of enhancing driver and occupant experience."
What's New?
From the outside, the 2017 Lexus IS features a redesigned front-end with a more prominent spindle grille, new bumper with large air intakes, a more sculpted hood and standard LED headlamps. The rear gains a revised rear bumper, combination taillights and exhaust pipes. There are new alloy wheels too. The cabin gains a revised infotainment system with a 10.3-inch screen and some improvements to the interior panel finishes.
The 2017 Lexus IS model line-up comprises three grades with two engine choices. There's the IS 200t E and EX, and IS 350 F Sport and all are available in rear wheel drive. The IS 200t models feature a 2.0-litre twin-scroll turbocharged inline four-cylinder engine with an intercooler. It has 180 kW and 350 Nm of torque and comes with a 8-speed Sport Direct Shift (SPDS) automatic transmission with paddle shifters. The IS 350 F Sport has a meaty 3.5-litre V6 that produces 233 kW and 378 Nm of torque. Power reaches the rear wheels through an eight-speed SPDS automatic transmission. All derivatives feature driving modes which include Eco, Normal and Sport modes, while the F Sport also adds Sport S+, Variable Gear Ratio Steering (VGRS) and Adaptive Variable Suspension for optimal handling and superior ride quality.
Without getting too technical, there are changes to the front suspension with the aim of improving steering response and improved ride comfort. Lexus SA is claiming that the overall body rigidity has been increased, the electric power steering system has been improved and that the adaptive variable suspension has been tweaked for better ride characteristics.
We attended the launch of the facelifted Lexus IS this week, so look out for our driving impressions coming your way later this week.
Standard Features of the Lexus IS
IS 200t E (R601 900)
LED Headlamps
Stop & Start Technology
17-inch Alloy wheels (new design)
Rear fog lamp
Headlamp cleaners
Smart entry
Auto door lock
Exterior mirror: retractable, heated, electric
Steering column: electric tilt and telescopic adjustment
Seat Heating and ventilation
Drive lumbar support
Performance rod
Rear side airbags added
8 speakers
7-inch display
Radio DVD/Player
Remote controller
Clearance and back sonar (PDC)
Service Plan: 4-year / 100 000 km (Distance Plan)
IS 200t EX (R659 100)
10-inch EMVN Player
Remote touch interface
Navigation
Service Plan: 4-year / 100 000 km (Distance Plan Plus)
