Volkswagen Golf GTI Clubsport S Local Details Emerge
Some details on the 47 Volkswagen Golf GTI Clubsport S heading for South Africa have emerged.
The Volkswagen Golf GTI Clubsport is the most powerful and fastest GTI in South Africa that money can buy, but hot on its heels comes an even more insane faster and more hardcore derivative. Meet the Volkswagen Golf GTI Clubsport S – the current Nurburgring Nordschleife front-wheel drive record holder. It was created to celebrate 40 years of Golf GTI and on paper at least, it looks like one formidable hot hatch package.
Let's get the numbers out the way. Compared with the current Volkswagen Golf GTI Clubsport, the S turns the heat up a notch further. The Clubsport packs 195 kW and 350 Nm, while the S boasts 228 kW and 380 Nm. It features a higher top speed too and you can hit 265 kph in the Clubsport S, in comparison to the 249 kph limit in the standard Clubsport. Enthusiasts will also note that the adaptive chassis control now has a Race mode in addition to the standard Normal, Comfort and Individual modes.
The Clubsport S will have a six-speed manual gearbox and will be sold exclusively as a three-door as opposed to the DSG-equipped five-door Clubsport. It has unique 19-inch alloy wheels too. With substantial weight reduction, the S is 30 kg lighter than its counterpart.
You can have any colour you want as long as it's Pure White, with a black roof. SA gets just 47 units.
South African spec for Clubsport S
South Africa has been allocated 47 Volkswagen Golf GTI Clubsport S units. The rear seat bench has been removed, the space-saving spare wheel has been replaced with a tyre mobility kit and the panoramic sunroof is not available as an optional extra. In place of the rear bench is a rear strut brace which adds structural rigidity.
All 47 units will be built in early September 2016 and are expected to land in South Africa in October. Only one colour will be available: Pure White with a black painted roof. Bucket seats are standard and the Discover Media navigation will come fitted as a standard feature too. The production number of the vehicle (001/400 to 400/400) will be etched by laser onto the ashtray cover.
Want a Volkswagen Golf GTI Clubsport S? Head to your local Volkswagen dealership, but be warned, this exclusive model will be in high demand and some may already be accounted for. The United Kingdom received 150 Clubsport S units and all were quickly snapped up, so you will have to move fast. Pricing will be interesting as a standard Golf GTI Clubsport retails from R540 200. You can purchase a Golf R for R592 580 and the flagship Ford Focus RS costs R699 900, so we estimate that the hardcore Clubsport S will be priced between R600 000 and R650 000.
Watch the Volkswagen Golf GTI Clubsport S Nurburgring Record
Lamborghini Huracan LP610-4 Spyder (2016) Review
It’s time to match the thrill and style of open-top driving with the audacious design of the Lamborghini Huracan. Is there a better match in the world?
We like: Lamborghini design, uniqueness, naturally aspirated V10
De don’t like: You pay over the top for that uniqueness, not a mad, crazy Lambo.
Alternatives
If you don't want an all-wheel-drive: There's a Huracan LP580-2 available for the more hardcore driving enthusiast that wants rear-wheel-drive. Watch this video where we have the Spyder and 580-2 on the same stretch of road.
If you want a different Italian car: Ferrari 488 Spider – the old rival offers a turbocharged engine and a metal folding roof.
If you want to pay less: Early next year, the Audi R8 Spyder V10 will arrive; it's the same car underneath with a less exclusive badge.
The setup
Redhill: a stretch of tarmac sculpted into the side of a mountain, towers above Simon’s Town. Topographically, it looks like the designer spilled a huge piece of wet spaghetti over the hill and decided to tar over it. It’s narrow, the hairpins are flanked by bricked walls and it’s bumpy. It’s a miniature version of the famous Col de Turini, a serpentine stretch of road that switchbacks its way out of Monte Carlo, most famously used in the Monte Carlo Rally.
Redhill is a test of even the most agile machinery, normally suited to lightweight, nimble sportscars rather than powerful, wide supercars. It’s here where the fabric-roofed Huracan finds itself, lined up at the bottom of this sinuous, switchback ridden climb.
How does it fare in terms of
High performance?
It’s a Lambo, so it’s got to be something special when you hammer the throttle, right? It is. Packed tightly just behind the driver’s left shoulder is a naturally aspirated 5.2-litre V10. The natural aspiration is a key element to the engine’s exquisite sound and character. It's ostensibly the last of a dying breed as manufacturers are seeminly cornered into producing emission-reducing smaller turbocharged engines for their headlining sportscars. So it’s a blast from the past in some ways, as it’s been a long time since we’ve seen a rev-needle free to roam the 8 000 rpm mark and the Lambo’s V10 merrily sings all the way to 8 500 rpm before it's reigned in. Lambo has at least tried to appease the environmentalists by including a cylinder deactivation system that shuts down an entire bank of the V10 at slow speeds. A little light on the instrument cluster pops up to let you know you’re using just 5 of the 10 cylinders…
But enough about the eco stuff and back to what happens when you mash the Lambo's throttle. The Huracan benefits (and in some cases doesn’t) from an all-wheel drive system. This means when you get on the throttle it doesn’t lack for traction and it’s also very stable at the rear under acceleration.
Powering out of one of Redhill’s many tight hairpins requires no real finesse of the throttle or hesitation from you ankle extension. You just boot it – and the sooner the better. As you begin to unwind the steering lock, you can unleash the full potential of the V10 instantly. There’s no squirm, no rear-end shuffle and certainly no sink in the suspension before the car bursts out of a corner. It’s pure excitement and motoring enjoyment and a lot of that comes down to the Huracan being easy to drive fast: even inexperienced drivers can access the power driver without worrying it may all go wrong/you’ll end up on YouTube.
Ragtop appeal?
Lamborghinis have never really had a problem attracting attention and the Huracan Spyder is no different. The fabric roof and all its bits and pieces add 100 kg of extra heft and the glass-covered engine bay (op the coupe) gets replaced with carbon fibre vents. It’s a pity because being able to peer into the engine is one of the coolest things about the "supercar experience", but the downside is forgotten soon as the roof is extended backwards revealing the Huracan Spyder’s achingly beautiful shape. If the Huracan hardtop is a supermodel in a classy evening gown then the Spyder is the same supermodel – in a bikini.
Thankfully Cape Town put its cold and wet weather on hold for a few days so that we could spend quality time driving with the roof down. The convertible’s forte is cruising through seaside towns at slow speeds so as to draw attention from crowds and bask in their adulation. Judging by the crowds it attracted while with us, the Lambo aces it as far as attention-grabbing looks go. If that doesn’t work you can always dab the throttle pedal a little and let the V10 fire off a riff that’ll wake the dead.
With the roof down the V10's sound reaches your ears uninterrupted and at an increased volume. The Spyder brings you closer to the heart and soul of the Lambo, its sound is so soulful and earnest that it might cause a lump in your throat. It urges you to hit the upper limits of the engine's rev range; you feel like the conductor of an orchestra of cylinders and exhaust pipes, able to bend the symphony to your will with a twist of your right foot. The sound is addictive and pure, better than anything adorned with a turbocharger/s can deliver. The V10’s pipes are clear of the disturbance that a turbo introduces to the combustion process, hence the cleaner, purer sound. Sticking with natural aspiration is all worth it when the results are this good.
Putting it through its paces?
Sitting at the bottom of Redhill, I scroll through the driving modes on the Lambo’s Alcantara-wrapped wheel, Strada? Sport? Corsa? Sport feels like the right setting here, it’s too tight and bumpy for Corsa (Race mode), plus a hint of traction control might be needed if there’s an unexpected wet/sandy/oily patch. Sport mode turns the exhaust volume up another notch, improves the throttle response and initiates a more rapid shift from the dual-clutch gearbox.
The Lambo is now primed to attack the climb up Redhill.
First and second gears are dispensed within a single breath, the Huracan hits 100 kph from a standstill in just 3.4 seconds and 200 kph is clocked up in 10.2 seconds. We’re not testing the latter number out here, but we are pressuring the carbon ceramic discs to perform at their best. They take a while to warm up usually, but the initial grab and bite is intense. The seatbelt grabs you in and you sink into the bucket seats, a bit of ab strength is required just to keep your face from thumping the steering wheel.
Once the brakes are hot, they can get quite grabby and difficult to modulate but they are extremely effective. Taper off the brakes before the corner and start turning in, the Huracan’s chassis, is taught and rigid, there’s very little flex and it whips in towards the apex. At the tightest point of the turn the fronts don’t quite bite and grip as much as you want and the nose can push a bit wider than you anticipate. It’s a brief extra pause before you can use the advantage of the all-wheel-drive flexibility and punch the throttle. When the power hits the wheels, it’s like the Huracan has been shot from a compound bow.
There’s no spooling and pausing for turbos here; as long as you’re at least in the middle of the rev range, the Huracan will respond immediately. Instant gratification is delivered wholesale by virtue of the ease with which the Lambo can dominate a corner. Hoof it to the next bend, climb on the brakes with gusto, simply repeat the previous corner’s technique and the Huracan will continue to bend to your will. It’s not scary – it’s hardly intimidating – and, it’s properly quick. It feels like you’re getting the most out of a supercar without having to try hard at all or without needing much in the way of driving talent.
A theatrical interior?
Lamborghini interior design is… showy. The Huracan plays homage to fighter jets in its cabin with the abundance of toggle switches and latches that need to be lifted. The start button hides behind a red latch that needs to be lifted before the start button can be thumbed into action. It’s like a protection cover before being given the go-ahead to fire a missile volley. It’s not entirely comfortable if you’re a slightly taller driver as it doesn’t feel like the seat reclines enough to a comfortable position and those who like a more laid-back position are going to struggle to get comfortable. The interior does feature Audi-like switchgear however: the centre console buttons, the font and the icons are all borrowed from Ingolstadt. At least the instrument cluster has a slightly different take on the Audi Virtual Cockpit, if only marginally. Everything is designed with a trapezoid in mind and the shape is littered throughout. Unfortunately, the cabin lacks quality feel and touch that you’d expect for the money you’re spending. The Audi R8's interior feels more solid and that’s nearly half the price of this Lambo.
Verdict
The Spyder is the best current derivative of the Huracan, because the open-top driving experience enhances the aural and visual pleasure a Lamborghini can deliver and appreciably so. The extra weight of the fabric roof hardly detracts from the driving experience and on the right day on the right road provides one of the best motoring experiences you’re ever likely to have. There are a few flaws with the driving position and the cabin could do with more Lamborghini theatrics. The front luggage bin is small and gets hot when the brakes warm up, which is fine if you want to keep some food warm (we jest, of course).
If it’s attention you want, the Huracan Spyder delivers top marks, right from the angry LED daytime running lights through the sculpted shoulder line, multi-layered rear bumper and quad exhaust pipes. This Lambo is the perfect car for the committed hedonist. If said hedonist can conjure up around R6-million.
We drove the Huracan Spyder and (rear-wheel drive) LP580-2 derivate back to back. Watch:
The 2016 edition of the Monterey Car Week has come and gone, and while the headlines were dominated by the huge amounts of money involved in the classic car auction, motor manufacturers came to the party with some special machines. Here's our choice of five amazing cars from the 2016 Monterey Car Week!
Lamborghini Centenario Roadster
This is an extremely limited edition convertible version of the already sold-out Lamborghini Centenario. Only 20 will be built and all are already sold. Lamborghini says each one costs more than two million Euros, which translates to around R30 million. Lamborghini claims the Centenario roadster reaches 100 kph in just 2.9 seconds and it will max out at 350 kph.
While Cadillac is no longer on sale in South Africa, this eye-catching concept shows off plenty of tech and premium design from the General Motors family. In true American tradition, power comes from a 4.2-litre twin-turbocharged V8 motor, which previews the next generation of engines coming to Cadillac and other GM products.
How elegant and graceful does this look? This is Maybach's outrageous low-slung gull-winged concept featuring all-electric all-wheel-drive. It has a claimed range of more than 500 km and will, in theory, surge to 100 kph from standstill in under four seconds!
Aston Martin has dropped the top on its breathtaking Vanquish Zagato sports car and created the Volante. The Vanquish Zagato Volante will be powered by the same naturally aspirated 6.0-litre V12 engine found in the coupe version. Power has been bumped up to 441 kW and the car is capable of sprinting from zero to 100 kph in about 3.7 seconds.
BMW is known for showing impressive concepts at the Concours d'Elegance. Now, BMW has shown its latest 2002 Hommage concept, which tips its hat to the 1973 BMW 2002 turbo, the first series-produced European-made that employed turbo technology.
Ford Ranger 2.2 TDCi Automatic (2016) Specs & Price
We will be driving the recently introduced Ford Ranger 2.2 TDCi automatics in George, Western Cape this week! Herewith the specifications and pricing detail of the new derivatives. Look out for our first drive article – coming your way soon.
In July 2016, Ford South Africa bolstered its Ranger lineup with the addition of nine 2.2 TDCi automatic derivatives with 6-speed automatic transmissions.
The option of an automatic transmission on the Ranger 2.2 TDCi derivatives will add to the overall appeal of the range while catering for buyers who prefer the convenience and comfort associated with driving an automatic vehicle. The new self-shifting derivatives are spread out over various body styles (Single Cab, Super Cab and Double Cab) in either 4×2 or 4×4 guise. Different trim levels are also on offer for each body style to suit buyers' specific needs.
All derivatives come with a 4-year/120 000 km comprehensive warranty, a 5-year/100 000 km service plan (all but base models, on which it is optional), a 5-year/unlimited km corrosion warranty, as well as 3-year/unlimited km roadside assistance plan.
Single Cab
Ford Ranger 2.2 TDCi Single Cab 4×2 XL Auto – R273 596
Key features: 2 airbags, electronic stability programme (ESP), traction control, hill launch assist, tow bar, 16-inch steel wheels (alloys optional), manual air conditioning, electric windows and a radio with two speakers. USB and auxiliary ports are also included.
Ford Ranger 2.2 TDCi Single Cab 4×4 XLS Auto – R374 474
Key features: 2 airbags, electronic stability programme (ESP), traction control, hill launch assist, hill descent control, electronic transfer case, towbar and 16-inch alloy wheels. On the inside, you will find a leather steering wheel with mounted controls, manual air conditioning, electric windows, cruise control, a Ford SYNC-equipped audio system (with 4 speakers, a CD player and 4.2-inch colour TFT screen), as well as USB and auxiliary inputs.
Super Cab
Ford Ranger 2.2 TDCi Super Cab 4×2 XL Auto
Key features: 2 airbags, electronic stability programme (ESP), traction control, hill launch assist, towbar and 16-inch steel wheels (alloys optional). The interior includes electric windows, air conditioning and a radio with 4 speakers as well as USB and auxiliary inputs.
Ford Ranger 2.2 TDCi Super Cab 4×2 XLS Auto
Key features: 4 airbags, electronic stability programme (ESP), traction control, hill launch assist, towbar and 16-inch alloy wheels. The interior includes a leather steering wheel with mounted controls, cruise control, manual air conditioning, electric windows, cruise control, Ford SYNC-equipped audio system with 6 speakers, a CD player and 4.2-inch colour TFT screen, as well as USB and auxiliary inputs.
Ford Ranger 2.2 TDCi Super Cab 4×4 XLS
Key features: 4 airbags, electronic stability programme (ESP), traction control, hill launch assist, hill descent control, towbar and 16-inch alloy wheels. The interior includes a leather steering wheel with multifunction steering wheel, cruise control, manual air conditioning, electric windows, cruise control, Ford SYNC-equipped audio system with 6 speakers, a CD player, 4.2-inch colour TFT screen, as well as USB and auxiliary inputs.
Double Cab
Ford Ranger 2.2 TDCi Double Cab 4×2 XL
Key features: 2 airbags, electronic stability programme (ESP), traction control, hill launch assist, towbar and 16-inch steel wheels (alloys optional). The interior includes front and rear electric windows, manual air conditioning and a radio with four speakers as well as USB and auxiliary inputs.
Ford Ranger 2.2 TDCi Double Cab 4×4 XL
Key features: 2 airbags, electronic stability programme (ESP), traction control, hill launch assist, towbar, electronic transfer case and 16-inch steel wheels (alloys optional). The interior includes electric windows, manual air conditioning and a radio with four speakers as well as USB and auxiliary inputs.
Ford Ranger 2.2 TDCi Double Cab 4×4 XLS
Key features: 4 airbags, electronic stability programme (ESP), traction control, hill launch assist, hill descent control, cruise control, towbar, electronic transfer case and 16-inch alloy wheels. The interior includes front and rear electric windows, mounted steering wheel controls, manual air conditioning, Ford SYNC with six speakers, CD player, 4.2-inch colour TFT screen and USB and auxiliary ports.
Ford Ranger 2.2 TDCi Double Cab 4×2 XLT
Key features: 5 airbags, electronic stability programme (ESP), traction control, hill launch assist, towbar, cruise control and 17-inch alloy wheels. The interior includes electric windows, a multifunction steering wheel, dual climate control, Ford SYNC-equipped audio system with 6 speakers, a CD player, 8-inch colour TFT screen, two USB ports and auxiliary port.
Ford Ranger 2.2 TDCi Automatic – Price in South Africa
Single Cab
Ford Ranger 2.2 TDCi Single Cab 4×2 XL Auto – R311 900
Ford Ranger 2.2 TDCi Single Cab 4×4 XLS Auto – R426 900
Super Cab
Ford Ranger 2.2 TDCi Super Cab 4×2 XL Auto – R357 900
Ford Ranger 2.2 TDCi Super Cab 4×2 XLS Auto – R411 900
Ford Ranger 2.2 TDCi Super Cab 4×4 XLS – R472 900
Rumours suggest that Volkswagen will preview its first pure-electric production vehicle at the upcoming Paris Motor Show.
One of the consequences of the dramatic Diesel Gate scandal that broke in 2015, is Volkswagen accelerating its plans to become a player in the pure electric car market – a clear shift away from its historic focus on diesel power, and an addition to a strategy of adding plug-in hybrid derivatives to most of its model ranges in the coming years.
The company previously displayed the BUDD-e minibus concept eaerlier this year at the Consumer Electronics Show (CES), but the vehicle it is rumoured to be taking to Paris is apparently a lot closer to production. It is claimed to be of similar exterior dimensions as a Golf, yet offers the interior space of a Passat, courtesy of its ground-up electric design – as opposed to it being an EV version of a regular internal-combustion vehicle. It is also said that Volkswagen wants to market a vehicle with a 500 km range and recharging (at least to 80%) in around 15 minutes.
Expect the new VW EV to have a very dramatic, futuristic interior.
The concept will then be further refined for market introduction in late 2018 or early 2019, according to reports. Interestingly, Volkswagen's new bosses also want the vehicle to make a very bold statement about the greater technological capability of the Volkswagen Group. As a consequence, the new EV is expected to offer not only cutting-edge drivetrain features, but also offer several firsts inside, as Volkswagen aims to reposition itself for a new era.
French aircraft conglomerate, Airbus, is developing an autonomous flying car, with the first prototype expected to take flight as early as 2017.
No, this is apparently not an April Fool's joke… An idea that only a few years ago seemed unreal, is now becoming a reality. Do you remember the AeroMobil flying car from 2014? Well, Airbus is developing an autonomous flying car that will be designed to carry cargo or passengers. A prototype is likely to undergo testing in 2017 and Airbus believes that the autonomous air-going vehicle could be in service within the next 10 years.
An autonomous vehicle platform called Vahana, developed by A3 at Airbus’ high-tech facility in Silicon Valley is central to the project and as you can expect, a number of technical and legal issues need to be fleshed out before the autonomous vehicle can take to the skies.
Vahana head, Rodin Lyasoff said: “Many of the technologies needed, such as batteries, motors, and avionics are most of the way there.” However, the detection and avoidance systems needed for an aircraft to operate autonomously are well behind those already in use in cars. “That’s one of the bigger challenges we aim to resolve as early as possible,” Lyasoff added.
Autonomous aircraft regulations are also a challenge, as drones without a remote pilot are currently not allowed to fly over any city in the world.
The proposed autonomous aircraft would carry passengers and cargo on a ride-sharing basis as per Uber and we could very well see a partnership develop between Airbus and Uber when (or if) this project ever gets off the ground.
Lyasoff concludes, “We believe that global demand for this category of aircraft can support fleets of millions of vehicles worldwide. In as little as ten years, we could have products on the market that revolutionise urban travel for millions of people.”
Is the Mazda3 2.0 Astina worthy of your ownership? We spent a month with the range-topping model to get a sense of what the car is like to live with on a day-to-day basis.
Mazda3 2.0 Astina – Quick Facts
Engine: Naturally-aspirated 2.0-litre petrol Transmission: 6-speed automatic Power: 121 kW Torque: 210 Nm 0-100 kph: 10.3 secs Top Speed: 198 kph Fuel Efficiency: 5.9 L/100km Boot Space: 308 L
Highlights and Lowlights of the Mazda3 2.0 Astina
The Mazda3 has quietly become one of the country's top-selling C-segment hatchbacks. It competes against such vehicles as the new Opel Astra, Ford Focus and, of course, the Volkswagen Golf 7. But, as is usually the case with modern Mazdas, this product doesn't follow the current trends (on purpose). It's sleek and sporty looking, where most rivals are quite boxy or bland, and with a naturally aspirated 2.0-litre engine as opposed to a downsized turbo, the Mazda3 is pitched at a discerning customer looking for near-premium style and luxury. But what is a Mazda3 like to live with? We spent more than a month with this Astina derivative and these were the 5 things that left a lasting impression.
1. The looks
The Mazda3 Astina is an attractive hatchback with its sleek, low-slung stance.
Our first encounter with the Mazda3 occurred nearly two years ago when we had our first unit on test, and time has done little to diminish its appeal. It has aged well, and still photographs beautifully too, especially in Soul Red body colour.
Where other hatchbacks generally can look boxy and uninspired, the Mazda3 appears "livelier" with its longer bonnet and low-slung, coupé-like stance. It’s what we like to call "clean" design – simple, attractive and curvy. Note that 18-inch alloy wheels are fitted as standard on this Mazda3 2.0 Astina. A very small facelift will happen in the coming weeks, so keep an eye out for that. Even so, visual changes won't be significant, because they don't need to be.
2. Interior layout
The interior of the Mazda3 Astina features a minimalist design approach with a host of standard features.
What we like about the interior of the Mazda3 2.0 Astina is the simple, minimalist design approach Mazda has employed in the car. The interior, much like the exterior, is uncluttered, yet elegant in design. There’s a neat seven-inch touchscreen placed on the upper dashboard and it offers access to a variety of functions such as media, navigation, Bluetooth and vehicle settings. The system is easily navigated using the rotary dial positioned ahead of the centre console (a feature typically found on more expensive cars). Dual-zone climate control air-conditioning is standard on this Astina and the buttons and dials to control it are neatly clustered in the lower dashboard. More importantly, the interior is solid and well-built.
The 7-inch touchscreen adds a nice upmarket touch to the Mazda3 Astina's interior.
There’s also a small heads-up display screen that pops up when you start the car using the start/stop button. It looks nifty, but we perceived it to be a bit gimmicky. We think a heads-up display projected onto the windscreen would add a nice premium touch instead. Another gripe, if we can call it that, is the CD loader. It’s awkwardly placed directly ahead of the transmission and when in Park, it’s difficult to load a CD due to lack of space. You have to shift the transmission into Neutral or Drive to create space to load the CD. But then again, who uses CDs these days anyway?
The instrument cluster of the Mazda3 Astina is stylish and sporty in design.
With our gripes out the way, another aesthetic highlight in the Mazda3 is the instrument cluster. It’s sporty in appearance and attractive to look at with a large central tachometer combined with a digital speedometer and flanked by two information displays. For added convenience, the driver can browse trip information, engage cruise control or take calls using the mounted controls on the steering wheel. We must mention the seats too. It’s easy to get comfortable in the Mazda3 and the standard leather upholstery adds a premium feel to the interior. Furthermore, the driver’s seat is 8-way electrically adjustable, so finding the best driving position is effortless.
3. Ride quality and handling
You only have to drive the Mazda3 for a short distance to be impressed with the ride quality. For the most part, the Mazda3 delivered a smooth and comfortable drive over varying surfaces and only on the roughest and bumpiest sections of road did the Mazda3's underpinnings send jolts through the cabin. The cabin is also reasonably well insulated and very little wind and road noise intrudes while driving.
The Mazda3 Astina is comfortable to drive and delivers decent performance.
The engine, however, isn’t as refined as we expected it to be. It’s quite a noisy unit, but not unbearably so. We also found that the Mazda3's engine (a 2.0-litre petrol unit) prefers not being rushed. The engine moans a bit under hard acceleration and the transmission isn’t quite suited for spirited driving (the manual Individual derivative will certainly be more engaging to drive). In order to extract the best performance from the Mazda3, a steady power feed will yield the best results, resulting in smooth, linear acceleration as opposed to a ‘pedal to the metal’ approach.
Nonetheless, you may be happy to know that the Mazda3 feels quite sporty behind the wheel and it handles well when you are pushing on. We had a chance to test the Mazda3’s handling abilities on an out-of-town trip where winding country roads allowed us to push the Mazda3 a bit harder than usual. We discovered that the Mazda3 was composed and responsive when tackling corners at speed.
In terms of fuel consumption, Mazda claims 5.9 L/100 km for the 2.0 Astina and during our extended test period, we achieved an average of 8.4 L/100 km.
4. Practicality
The Mazda3 Astina is a capable and practical vehicle for a variety of activities.
At 308 litres, the Mazda3’s boot is the smallest when compared to its main competitors (Ford Focus, Volkswagen Golf, Opel Astra). Even though this is the case, a fair amount of luggage and goods can still be loaded in the boot. If more space is required, the 60:40 split rear seats can be folded down. During our test, the Mazda3 was often required to transport surfboards and other surfing equipment to the beach. With the rear seat folded flat, we could easily slide three or even four surfboards into the Mazda3 and still have space for other goods.
The Mazda3 Astina's boot swallows surfboards and dogs, perfect for a trip to the beach.
Rear passengers, leg-, head- and shoulder room is ample and there is storage space for bottles in the rear doors.
We were also happy to find two USB ports and an auxiliary port in the centre console for connecting / charging multiple devices. In our opinion, two USB ports are always handy, particularly on long journeys with other passengers who might need them.
In case you haven’t noticed, the Mazda3 2.0 Astina is packed with a generous amount of features. Apart from the features we have already mentioned, this Mazda3 derivative is equipped with a BOSE sound system, rear park distance control with a rear-view camera and blind spot monitoring.
A total of six airbags are included as is ABS with EBD, traction control and electronic stability control. The Mazda3 2.0 Astina compares favourably with its rivals and for the asking price of R357 600, you are getting a generously-equipped, stylish car.
Should you consider the Mazda3 2.0 Astina?
The Mazda3 Astina is worth your consideration if you are looking for a stylish and comfortable hatchback.
Given the high-level of specification offered in the Mazda3 2.0 Astina, it’s a car that deserves consideration if you are shopping for a semi-premium hatchback. The Mazda3 is comfortable and easy to drive and its handling and ride quality make it an attractive proposition.
The Mazda3 will appeal to buyers who want to drive a car with a bit more presence, style and luxury than your standard hatchback offering. In summary then, there’s very little not to like about the Mazda3 2.0 Astina. The facelifted Mazda3 will be introduced in South Africa soon, so you might be able to get a good deal on the current model, or you can wait until the latest model arrives, which will certainly improve on an already accomplished product.
Price, warranty and service
The range-topping Mazda3 2.0 Astina is priced from R357 600 and is sold with a 3-year/unlimited km warranty and a 3-year/unlimited km service plan.
We get behind the wheel of Volvo’s flagship premium SUV. It offers plug-in petrol-electric hybrid technology, top-of-the-range safety features and serious performance potential, but does it have what it takes to be a class leader?
We like: hybrid technology, fuel economy, safety features, still retains 7-seat practicality, refinement
We don’t like: battery life is short, fuel consumption climbs rapidly when battery's charge is depleted.
Alternatives
BMW X5 xDrive40e – the BMW arrived on the market at the same time as the Volvo, but its hybrid SUV is more expensive, has only five seats, less power & torque and its claimed fuel consumption is higher than the Volvo's.
Lexus RX450h – Lexus has been offering (a non-plugin) petrol-electric hybrid system in a premium SUV for years. The latest version is a seriously refined product, but it's not as thrifty as the Volvo, also has only 5 seats and less specification, but it costs a bit more.
Porsche Cayenne S e-Hybrid – it's the most expensive out of these three rivals and comes substantially down on spec when compared to the Volvo. Its hybrid system is not as efficient as that of the Volvo and it too has 5 seats in comparison to the XC90's 7-seat setup. Untested.
When Volvo released this generation of XC90, the evocatively-styled premium SUV caused a sensation. As the first all-new Volvo to be produced under new parent company Geely’s ownership, the newcomer had to affirm the Swedish brand's finest attributes and plot a bold course for the future. It succeeded.
The Volvo has received many accolades, including one from us… The D5 Inscription was named the Best SUV in the inaugural Cars.co.za Consumer Awards, which was well-deserved. However, our experience of the Volvo XC90 has shown there are drawbacks to the Drive E generation of forced-induction 2.0-litre four-cylinder motors. Especially in petrol guise, the smaller engine needs to work hard to maintain the hefty 7-seater SUV's momentum and, as a result, the Volvo's fuel consumption (especially in an urban environment), tends to be higher than what the manufacturer claims.
Enter the T8 Twin Engine AWD Inscription – that's its full title. This T8 is visually similar to its siblings, however, under the sleek and shiny sheet metal there’s an electric motor to complement the T6 2.0-litre engine. Does the additional technology give the XC90 that winning edge again?
It looks like a standard XC90 on the outside, but the powertrain is far from standard.
How does it fare in terms of…
Efficiency and Performance?
The XC90 T8’s powerplant comprises a petrol engine with electrical assistance. Interestingly, the XC90 is built on Volvo’s new scalable platform, which was designed to include an electric motor, whatever additional circuitry may be required and affiliated battery packs. Up front is a turbocharged and supercharged 2.0-litre petrol-powered motor that produces 235 kW and 400 Nm. The latter powers the front wheels through an 8-speed automatic transmission.
Then there’s an electric motor nestled on the rear axle that powers the rear wheels and produces 65 kW and 240 Nm. The system's combined outputs, 300 kW and 640 Nm, are more commonly associated with a sportscar, yet here we are in a hybrid 7-seat SUV! Clever packaging from Volvo has resulted in the 9.2 kWh battery being positioned in the tunnel that runs through the middle of the floorpan, so the standard luggage space/7-seat configuration remains.
Volvo claims a surprisingly brisk 5.6-second dash from 0 to 100 kph, but doing repeated sprint runs decimates XC90's T8's battery life and, frankly, defeats the purpose of this vehicle. The other eye-opening claim is that the Volvo consumes 2.1 L/100 km and emits 49 g/km of CO2.
In reality, the fuel consumption is good, but it’s not that good. See, it all depends on the state of the battery. If it’s fully charged and you don’t need to go on the highway, you can get away with not using any petrol power whatsoever and it was possible to drive home from the office on electric power only. At one stage we saw an incredible consumption readout of 1.9 L/100 km!
However, the battery's power reserve doesn’t last long, particularly if you’re in a hurry, and once the petrol engine has to operate on its own, fuel consumption climbs. When driving in a normal style with the battery depleted, it’s a trifle disappointing to see a consumption display over 10.0 L/100 km.
Charging takes three hours and you don't need Volvo to come install anything at your home or office.
Charging the XC90 T8 is simple. There’s no need to visit a dealership and no need for Volvo to install anything at your home. The derivative comes with a charging cable that plugs directly into a household wall socket in your garage (or at least within the cable's reach). The process takes 3 hours and the connector clicks safely into a port located on the left side of the car near the front door. We routinely would plug the T8 in at the office so it was fully charged by the time we were scheduled to head home. With another overnight charge, we could commute back to work without tapping into the petrol engine at all.
See how the powertrain works here:
Drive quality?
There are 5 drive modes (Pure, Hybrid, Power, All Wheel Drive, Off-road), but Pure and Hybrid are likely to be used most often. Pure gives you the option of electric power at speeds of up to 125 kph with the petrol engine completely off (battery charge permitting), while Hybrid is the default setting with a blend of electric and petrol power. Power mode summons every last Volt and cranks up the responsiveness of the petrol engine for maximum performance, which is ideal for achieving maximum acceleration from a standing start, should you ever need it. Rather don’t mash your foot down because while the vehicle can deliver spirited performance, the engine note sounds rather strained and unrefined under that circumstance – hardly in keeping with the XC90's personality.
The drive quality is not too dissimilar to that of a standard XC90 – refined and luxurious, but the way the vehicle cleverly switches between electric power and petrol was particularly impressive. The vehicle can recoup some of the electric energy with regenerative braking as well as the Charge mode. You can set the car to harvest more energy by selecting Brake mode on the gear selector: when you take your foot off the accelerator the car will gradually decelerate as if someone has pushed the brake pedal for you. It’s not as apparent as, say, the BMW i3 which almost negates the need for a brake pedal with its aggressive regeneration. We spent the majority of our time with the car set to the default hybrid mode (with brake regeneration on) to eke out maximum efficiency.
Volvo's tablet interface continues to impress. Charge and Hold functionality are unique to this model.
Safety?
Volvo continues to make major advances in terms of vehicle safety and the XC90 is, unsurprisingly, one of the safest SUVs on the road. Standard safety specification includes 7 airbags, pedestrian & cyclist detection, run-off-road mitigation with impact-absorbing seats, auto brake at intersections for oncoming traffic, front collision warning with auto brake, lane departure warning and road sign information. Our test unit came with adaptive cruise control (including Pilot Assist), which is a R19 000 option.
Pilot Assist is Volvo’s smart traffic assistant and while it’s not being marketed as semi-autonomous technology, it takes the chore out of negotiating gridlock traffic. The XC90 essentially follows the vehicle in front of it up to a speed of 50 kph and it won’t stray out of its lane. It's eerie watching the steering wheel make tiny adjustments without any driver input, but you can’t take your hands off the wheel for too long (the onboard system will sound an alert). While it’s a great step forward in terms of avoiding bumper bashes and the advance of low-speed autonomy, control of the T8 still ultimately rests in the driver’s hands.
The XC90 cabin is spacious, minimalist and well built. The T8 model gains a crystal gear selector.
Volvo XC90 T8 Twin Engine price in South Africa
The Volvo XC90 T8 Inscription is priced from R1 116 100 and comes with a 5-year/100 000 km warranty. There’s also a 5-year/100 000 km full maintenance plan. Our test unit was specified with some extra features courtesy of the Premium Pack, which is a R55 500 option.
This pack is well worth the money and includes: heated front seats, heads up display, visual park assist with 360-degree HD cameras, power adjustable side supports in the seats, 19-speaker Bowers & Wilkins premium audio system, keyless entry and start as well as blind spot info system with cross traffic alert.
As mentioned earlier, Pilot Assist with adaptive cruise control is a R19 000 option. Other options worth noting are privacy glass (R4 750), compass in rear-view mirror (R1 275) and the big 19-inch alloy wheels are a no-cost swop out.
Verdict
This Volvo XC90 T8 Twin Engine Inscription makes a serious case for itself. It’s more affordable than its rivals, yet retains 7-seat capability despite the addition of an electric engine and batteries. The tech is impressive and it moves the segment's goalposts a little further forward. It’s easily one of the most advanced hybrids on sale today and should help dispell that negative perception that hybrids are a bit uncool. What’s cooler than being able to drive to and from work without using any petrol, but still be able to undertake long trips (utilising petrol power) when you want to?
The XC90 T8 is currently the best hybrid SUV on sale and its technology is staggeringly good. We'd wish the battery life was a little longer as the electric charge just seemed to deplete rather quickly when we were on the highway, but we found the T8's consumption quite acceptable at slower speeds.
Products such as the T8 and its rivals are too new for us speculate on how eager South African consumers will be to adopt the new technology. As things stand, the plug-in hybrid market is comparatively tiny and for some buyers, the technology will be intimidating, as plug-in hybrids are relatively unproven in our market. Therefore, we predict that few T8 derivatives will find owners compared with non-electric XC90 models.
Nonetheless, the technology in this Volvo is deeply impressive and should set a trend amongst automakers. While the premium SUV plug-in hybrid market may be small and comprise just three entrants (Volvo XC90, BMW X5 40e, (as yet untested) Porsche Cayenne e-Hybrid), the Volvo is our pick of the litter.
Quick specs of the Volvo XC90 T8 Twin Engine Inscription:
Mahindra SA has launched a redesigned version of its Scorpio S10 SUV. The new model is based on an (apparently) all-new platform and apart from fresh looks, the newcomer boasts a host of new technologies
“Following on the launch of the new-generation XUV500 sports utility vehicle last year, we’re proud to introduce the all-new, thoroughly re-engineered, equally advanced Scorpio S10 SUV to the South African market,” says Sanjoy Gupta, chief executive officer of Mahindra SA. “The Scorpio has always represented an appealing mix of capability and value, but this latest model raises the bar significantly in every respect. Everything, from the contemporary appearance to the sophisticated interior and the under-the-skin engineering, has been re-engineered to an entirely higher standard,” Gupta added.
What's new?
There's a new-look front end with purposeful detailing: the new headlights incorporate LED daytime running lights, a bonnet scoop feeds cool air to the intercooler and foglights are recessed into the bumper. Tough touches include wheel arches, roof rails and side cladding and to maximise the Scorpio's go-anywhere ability Mahindra has fitted all-terrain tyres. The rear of the vehicle features LED tail lamps and a roof spoiler with an LED brake light.
Under the skin there's a completely new suspension with dual wishbones, coil springs and hydraulic dampers at the front, while the rear has a multilink design augmented by coil springs and an anti-roll bar.
The cabin receives a makeover too: there's a 6-inch touchscreen display system that incorporates satellite navigation, CD/DVD playback as well as USB/Aux inputs. New technology includes automatically activated headlamps and windscreen wipers, a tyre-pressure monitoring system, climate control and rear park distance control. The cabin trim now features blue/grey upholstery with a two-tone dashboard. The new steering wheel has multifunction capability (with toggles for the audio system and cruise control). The steering column is tilt-adjustable for driver comfort.
Other notable features include power windows and electrically adjustable exterior mirrors, 12V charging points, remote central locking, and a remote fuel filler flap. In terms of safety features, the Scorpio has dual front airbags while the brakes are ABS-equipped and feature electronic brake-force distribution (EBD). A collapsible steering column, crash protection crumple zones, side impact protection bars, an immobiliser and anti-theft alarm system are standard.
The engine and transmission
The Mahindra Scorpio S10 SUV retains its predecessor's 2.2-litre intercooled and turbocharged diesel 4-cylinder motor that produces 88 kW and 280 Nm. In terms of transmission, there's a new 5-speed manual 'box while the 4×4 model gets a low-range transfer case, auto-locking hubs and the ability to shift between 2WD/4WD on the fly at speeds of up to 100 kph. Mahindra claims the new Scorpio S10 SUV will consume an average of 7.2 L/100 km. For the off-road fundis, the Mahindra Scorpio boasts 180 mm of ground clearance.
Mahindra Scorpio S10 price in South Africa
All models are covered by a three-year/100 000 km warranty, and a three-year/60 000 km service plan.
Scorpio S10 SUV 4×2 R283 995
Scorpio S10 SUV 4×4 R299 995
Aston Martin has shown its latest creation, the Vanquish Zagato Volante, at the Concours d'Elegance in Pebble Beach, California.
Do you remember the phenomenal Vanquish Zagato coupe shown earlier this year? Well, Aston Martin has shown the convertible version at the 2016 Concours d'Elegance, and it looks exquisite.
The Vanquish Zagato Volante is the result of a collaboration between the Aston Martin and Italian design house, Zagato, and only 99 examples will be produced at Aston Martin’s headquarters in Gaydon, England.
The Vanquish Zagato Volante will be powered by the same naturally aspirated 6.0-litre V12 engine found in the coupe version. Power has been bumped up to 441 kW and the car is capable of sprinting from zero to 100 kph in about 3.7 seconds.
Sumptuous Styling
The Aston Martin Vanquish Zagato Volante features a bespoke interior with high-quality finishes.
The Vanquish Zagato Volante shares its proportions with its coupe sibling and the round tail lights with bladed LED technology (similar to that found on the Vulcan supercar) are particularly striking. The folding hood mechanism is derived from the Vanquish Volante and carbon fibre sills are seen running along the lower body to provide horizontal emphasis.
"Just like the Coupe, we have emphasised the way surfaces change and intersect to create a muscular form. We've endeavoured to create an elegant, flowing shape that really works to emphasise the car's sculpted rear haunches" says Aston Martin's EVP and Chief Creative Officer, Marek Reichman.
The interior is finished in high-quality materials including herringbone carbon fibre, anodised bronze detailing and fine Bridge of Weir leather. A signature ‘Z’ quilt stitch pattern is found on the seats and door sections, while the trademark Zagato ‘Z’ is embossed on the headrests and also stitched into the centre console.
