Lamborghini has unveiled the extremely limited edition Centenario Roadster, of which only 20 will be built. All of them have already been pre-sold at more than 2-million Euros (R30 million) a pop.
The Centenario Roadster follows on from the recent Coupé variant, which was also limited to 20 units. Both cars were developed to commemorate the centenary of the brand's founder, Ferruccio Lamborghini, and are also said to embody a new design direction for the brand.
The Centenario Roadster features a carbonfibre monocoque, as well as body parts made from this same lightweight, but immensely strong material. Lamborghini paid particular attention to the aerodynamics of this open design in an effort to both reduce turbulence in the cabin, as well as to enchance downforce. The extending rear wing provides huge downforce at high speeds and the Centenario is further equippd with rear-wheel steering for increased agility and stability. The car is also fitted with Lamborghini's magneto rheological suspension and Lamborghini Dynamic Steering (LDS). The Independent Shifting Rod (ISR) transmission, first seen in the Aventador, is fitted.
Powered by the most powerful engine produced by Lamborghini to date, the Centenario Roadster is said to "easily reach 350 kph", at which speed the naturally aspirated V12 behind the seats must be making glorious music. The engine delivers 566 kW, enough to rocket the Centenario Roadster to 100 kph in 2.9 seconds.
Cabin offers all the mod-cons, including an advanced touchscreen info-tainment system and Apple CarPlay.
Perhaps surprisingly, the Centenario Roadster is no bare-boned speed machine – it is actually quite luxurious inside. You get satellite navigation and a high-definition 10.1-inch touchscreen through which you can browse the Internet, check your e-mail and social media and use online applications such as web radio. Apple CarPlay is also part of the mix. And for those drivers who will be pushing their pricey collector's pieces to the limit, there is a sophisticated telemetry function that allows you to record and compare speeds, lateral and G-force data.
See Lamborghini unveil the Centenario Roadster during the Monterey Car Week in California;
BMW South Africa has updated its 2016 7 Series line-up with new technologies, some of which are standard on all models.
The Munich-based company announced these updates earlier this week in Johannesburg, after revealing that it has already sold a total of 292 of these ultra-luxurious sedans from January to July, with the 730d making up over a third of total sales. In this article we focus on five of the most amazing pieces of technology you'll find in the 7 Series, but there are many more. From the use of carbon-fibre reinforced plastic in the body, to Laserlights and an inductive charging station, the 7 Series bristles with technology.
“At BMW we believe the future can be predicted most effectively if we’re helping to shape it,” said Adrian van Hooydonk, Senior Vice President BMW Group Design. “The primary objective in the development of the new car was to create a vision of modern luxury and to exceed our customers’ expectations. In BMW’s eyes, modern luxury is rooted in the most advanced technologies and extremely fine attention to detail.”
Remote Control Parking
A first in the first-class sedan segment, the 7 Series is able to park itself, but there’s a (small) catch. It is able to manoeuvre up to 10 m forwards or backwards into a parking bay; and not alley dock or parallel park. It’s meant to assist getting into tight parking spaces or narrow garages. Come to think of it, the 7 Series is quite wide, so much so that it makes almost all parking bays seem narrow!
In order to get the car to park itself, you must first get the 7 Series into position, so you have to drive it all the way to the front of the bay. Once you switch off and get out of the car, you have to stand within a 1-metre proximity, and use the Display Key to access the Remote Parking feature. You long press the P button on the right to activate it, which then prompts you to start the engine via the Display Key. You will then see an image of the car on the screen of the key, which you press and move it in the direction you want the car to park; forward or backward. If an obstacle is in the way, the car detects it automatically and stops. You need to walk in the direction of the vehicle so the smart key and car remain within 1 metre of one another.
Gesture Control
The iDrive infotainment system on the new 7 Series introduces a touchscreen display and the introduction of Gesture Controls. It detects your hand movements by a 3D sensor control, which is located on the roof of the vehicle. Supported gestures include changing the radio station, turning the volume up and down, or accepting and rejecting calls.
The gestures take a few tries before getting used to. For example, to reject a call you must wave your hand from right to left and to increase the volume, move your index finger in a circular, clockwise fashion. When doing the gestures, be aware that drivers in other vehicles may stare at you in confusion!
Display Key
The Display Key comes standard with the 7 Series. It allows you to access certain features of the car before getting in, such as adjusting the temperature, checking if the car is locked, viewing fuel status and range, service notifications, the status of the windows and Remote Control parking.
Rear-seat entertainment
The back seat of this particular BMW 7 Series (featured in the video inserts) is equipped with optional viewing screens for passengers, as well as a tablet to access entertainment features. The tablet, which is fairly simple to operate while docked, can also be used to adjust several comfort settings… there are large user-friendly icons for controlling the temperature, seat adjustments, roof window, blinds, radio stations, etc. The seats also offer a massage function; the experience is so plush that being a rear occupant of a (so-equipped) 7 Series on a long journey can be compared with flying business class.
ConnectedDrive Store
ConnectedDrive came to South Africa about two years ago, and as of September 2016, the local ConnectedDrive Store will go live. It will allow drivers to download and buy new apps for their vehicles, or access new services.
There are two ways to download apps to your vehicle. One is via the web portal, and the other is in the vehicle itself. The car comes standard with a built-in SIM card, which is used to access these services, as well as Real Time Traffic Information (RTTI). As the store is yet to go live (in South Africa), we weren’t able to see which apps are coming.
Mercedes-Benz has officially showcased its Vision Mercedes-Maybach 6 concept vehicle at the Pebble Beach Concours.
Maybach's outrageous low-slung gull-winged concept highlights the luxury arm of Mercedes-Benz's vision for the next few years. This all-electric all-wheel-drive vehicle is 5 700 mm long, packs 550 kW (thanks to an 80 kWh battery pack), has a claimed range of more than 500 km and will, in theory, surge to 100 kph from standstill in under four seconds!
The looks are elegant and graceful, and the gullwing doors, which you can see in action in the below video, are a particular highlight:
Reports are suggesting that Volkswagen will be expanding on its SUV offering with the introduction of an Amarok-based SUV.
The aged speculation around an Amarok-based SUV seems to be coming to a head as reports are suggesting that Volkswagen is seriously considering launching just such a product to take on the likes of the popular Toyota Fortuner and Ford Everest.
Carlos Santos, VAG’s Commercial Vehicles director was quoted as saying, “There is some very serious development happening at the moment for an SUV based on Amarok, which will be quite a large passenger vehicle. It’s not confirmed yet but it’s been going on since the start of Amarok.”
If the Volkswagen Amarok SUV gets the green light, it will seat up to seven passengers and will in all likelihood be powered by the 3.0-litre V6 turbodiesel engine that’s expected to be introduced in the facelifted Amarok, which is due for local launch in 2017. The engine can be had in three states of tune, 120 kW, 150 kW and 165 kW with 551 Nm of torque, with the highest power output making the most sense in an SUV application.
The Amarok-based SUV will probably borrow styling cues from the new Tiguan (due in SA later this year). Further details are scarce at this point but if any new information regarding the Amarok SUV are revealed, you will know about it right here on Cars.co.za.
Would you like to see an Amarok SUV in South Africa?
BMW has exhibited a new 2002 Hommage concept at the 2016 Concours d'Elegance in Pebble Beach, California, in celebration of its turbocharged history.
BMW is known for showing impressive concepts at the Concours d'Elegance and you may even remember the potent-looking 3.0 CSL Hommage from 2014. 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. This particular compact sports coupe concept builds on the 2002 Hommage concept shown earlier this year at the 2016 Concorso d'Eleganza Villa d'Este.
"The BMW 2002 Hommage celebrates the extraordinary feats of engineering on which BMW turbo technology is based and re-interprets them in the form of a design study. With its iconic orange/black paintwork, the car has a colour scheme and livery synonymous in the minds of many motor sport fans with the triumphs of the 1970s," says Karim Habib, Head of Design BMW Automobiles.
BMW 2002 Hommage Concept – Styling
The BMW 2002 Hommage concept is a modern interpretation of the 1973 BMW 2002 turbo.
The BMW 2002 Hommage Concept sits low to the ground and rides on bi-coloured, 20-inch racing wheels with gold-coloured brake callipers (replete with an M logo apiece) hidden behind them. The car has compact dimensions and is characterised by a long wheelbase, short overhangs and a menacing “shark nose” that pays tribute to sporty BMWs from the '70s and '80s. Other standout elements include an enlarged air intake and elaborate spoilers at either ends.
The wheel arches are flared too, adding to the aggressive stance of the 2002 Hommage concept. A further elaboration on the original 2002 is the addition of an unbroken carbon-fibre “waterline” that connects various elements, enwraps the car and distinguishes between the upper and lower body surfaces.
Much like the original BMW 2002, the 2002 Hommage concept has two single round headlights with reflective gold colouring that alludes to the “golden” 50th anniversary of the BMW 2002’s launch. Similarly, the indicators are housed separately within the wraparound carbon-fibre element.
The width of the rear is emphasised with a horizontal sub-division much like the original 2002 and the rectangular rear lights feature a black-panel look. The BMW logo is placed asymmetrically to the right of the number plate and a pair of twin exhaust tailpipes are set in a carbon diffuser.
We really like what BMW has achieved with this latest 2002 Hommage concept. What do you think of it?
Extended Test: Ford Kuga 1.5T Trend Automatic [with Video]
We have conducted an extended (month-long) test of the Ford Kuga 1.5T Trend automatic to discover what it’s like to live with. The relatively downsized 1.5-litre turbopetrol engine is mated with an automatic transmission and our test unit was also generously and luxuriously specced. Let's take a closer look…
Ford Kuga 1.5T Trend automatic – Quick facts
Price: R422 900 Avg fuel consumption: 7.0 L/100 km (claimed) Engine: 1.5-litre 4-cyl turbopetrol Power: 132 kW Torque: 240 Nm Load volume: 456-1 653 L Airbags: 7 Warranty: 4-year/120 000 km Service plan: 4-year/80 000 km
The Kuga's exterior treatment still looks fresh, even though an all-new version will be introduced in the near future.
What is it?
The Ford Kuga has been on the market for some time now but remains a popular choice among compact SUVs. Even though it was introduced to the local market in 2013, we think the looks are still sharp enough for the Kuga to remain competitive against newer rivals. In 2014, the model underwent an upgrade which included new engine and transmission pairings, and it's this newer 1.5T EcoBoost Trend derivative that we’ve been testing.
Petrol-powered motivation
The Kuga is available in all-wheel-drive guise, but our test unit was front-wheel drive. While you might initially think that the Kuga is too large for a FWD setup, you never really notice which wheels are handling the power, mostly due to the very smooth gearbox modulating the power delivery. All-wheel drive is available for this model for an additional R31 000 and unless you constantly tackle gravel roads or slippery conditions, then it’s probably not worth it.
The turbocharged 1.5-litre engine does seem a little overwhelmed in this application. Power is healthy at 132 kW, but available torque is relatively low at 240 Nm. While it is a smooth motor, it does have to work hard to move the car around. I found myself having to constantly add extra throttle in most driving situations, not just when overtaking. As such, fuel consumption suffered, and we averaged 9.1 litres/100 km.
An automatic transmission makes light work of the daily commute, although fuel consumption wasn't as good as expected.
Although Ford claims an average fuel consumption figure of 7.0 L/100 km, I don’t feel that your average will ever be much better than what we achieved. Under ideal conditions – cruise control on a flat freeway at 100 kph – the Kuga was still showing an instantaneous fuel consumption reading of 9.0 L/100km.
That said, the Kuga rarely feels underpowered, it’s just that the engine needs to be worked harder for optimal performance. The big advantage of the automatic 'box was that it made stop-start traffic infinitely more bearable. Given the state of traffic on our roads at the moment, I can’t imagine purchasing anything other than an automatic. Keyless entry with a push-start ignition is also a convenient, day-to-day feature, although this does make it easier to lose the key.
Fold-out trays on the backs of the front seats are very family friendly.
Interior comfort and features
Despite its smaller engine, the Kuga does feel like a big, solid, comfortable family vehicle. The Kuga is sold in the United States as the Endeavour and while it is a European-designed and -built car, it does feel somewhat “American” in its demeanour. The ride quality is comfortable and definitely set up for cruising; the Kuga is great for long distance journeys.
The front seats, in particular, are lounge-like and the heated seats are an absolute treat in winter. Space for front passengers is generous and the cabin feels anything but cramped. I particularly appreciated the quality of the leather and other materials. It almost feels like no expense has been spared, and that’s a welcome feeling at this price point.
The infotainment interface is not the newest in the Ford stable, but its functionality wants for nothing.
The rest of the interior is modern enough, but Ford’s SYNC1 system is starting to feel dated, with its small infotainment screen and a large collection of small buttons on the centre dashboard.
However, it is very functional. We liked the voice control features and once your phone is bluetoothed, you can just forget about it, making use of the steering wheel controls or voice activated features to play music and control calls. Using the system becomes second nature, a sign that it's quite intuitive.
Rear space and load area
Rear seat passengers have ample room and are well catered for. Nifty touches include sturdy food trays for each passenger, mounted to the back of the front seats. A 230V, 2-pin plug point in the footwell is great for charging laptops and other larger devices, or sorting out rear entertainment for the little ones.
The Kuga's loading space is very versatile and often transported mountain bikes during its test tenure.
A particularly well thought out feature is the one-touch folding function of the rear seats. They fold in a 60/40 split and it’s a distinctly no fuss affair that will be appreciated by busy mums and dads with lots on their hands. Using one hand, simply lift a lever fitted to the side of each seat (positioned just below your hip if you are sitting on the back seat) and the seat springs down flat automatically.
With the rear seats fixed in place, the boot space is already generous and noticeably deep, but with the seats folded flat, there shouldn’t be much that you can’t fit in a Ford Kuga. The car was popular in the office amongst those of us with bicycles, and Cars.co.za colleague Ashley Oldfield borrowed the car on a few occasions to transport his mountain bikes. Our video features a demonstration of the folding function and the load space with seats in place and folded down.
Verdict
The provision of a 230V electrical outlet in a vehicle is rare in our market, but was well received by the team.
The Kuga is a spacious, practical vehicle that will undoubtedly become a useful member of the family. While its infotainment system is a little dated, having already been replaced elsewhere in the Ford stable by SYNC2, the reality is that some rivals at this price point do not offer nearly as much functionality.
With a car of this size, perhaps a diesel engine would be better suited to daily driving. However, the 2.0-litre turbodiesel is only available with all-wheel-drive, and at R488 900, it would be virtually impossible for the potential fuel savings to offset the initial outlay. In that sense, the petrol engine’s downsides are not enough to rule it out as being the best option in the line-up, if you are not interested in having all-wheel drive.
The price of this Kuga has crept up over time to R422 900, from a launch price of R379 900. However, with generous standard specification, the Kuga has been able to hold its own amongst a barrage of newer rivals such as the Mazda CX-5, Hyundai Tucson and Renault Kadjar. At current pricing, the Kuga is still in line with the competition in terms of price and specification.
This might be worth waiting for… Scheduled to arrive in South Africa in the first quarter of 2017, the Audi Q2 will be a premium offering in the small crossover market, which is currently dominated by volume-selling manufacturers' wares. Many will assume that this newcomer will be an instant hit on the local market by virtue of its famed 4-ringed grille, but Audi doesn't produce mediocre products – and it's not about to start now, reports our UK correspondent.
By Neil Briscoe
The Q2 is the latest prong in Audi's assault on the "global No.1 luxury carmaker" award, a crown that the Ingolstadt company wants to lay claim to by 2020. Audi long ago figured out that the best way to do that was to create a phalanx of SUVs and crossovers, and the Q2 is the latest – a small crossover that will compete with the Mini Countryman and some of the mass-market brands' cars, such as the Peugeot 2008, Honda HR-V, Fiat 500X and Jeep Renegade.
The Q2 doesn't look dramatically different to other contemporary SUVs, but its detailing in chunkier!
It's largely based on the MQB platform, so in spite of its diminutive size, it's more closely related to the A3 than the A1. But those hoping that means it's a practical family crossover will be disappointed – space in the back is quite poor, with limited headroom and legroom, even if there is a useful 405-litre boot.
At least it's good looking, especially on the inside. Our test car came with a few choice extras including the brilliant full-width Virtual Cockpit digital instrument panel and some cool-looking dash and door trim panels that are actually lit from behind at night.
Black cladding beefs up the Q2's kerb appeal, but will those interchangeable C-pillar covers catch on?
Pictures don't do it justice
If you are not convinced by the Q2's exterior appearance, it's thankfully better looking on the outside than you'd guess from the photos. The rear-pillar "blade", which comes in a contrasting colour and can be swapped out for a fresh colour (at your behest), seems a bit gimmicky. Meanwhile, the Q2 looks okay in some colours, but less so in others, but the rest of the car is well proportioned – chunkier and squarer than the current norm for Audi, with enlarged head- and taillamps, heavily scalloped sides and a big, broad radiator grille. Not pretty-pretty perhaps, but cute in a shrunken Tonka Toy kind of way.
It's also very safe; Audi has equipped the Q2 with autonomous emergency braking with pedestrian detection and there is a wealth of other safety gadgets on the options list, including active cruise control (which can take over the driving entirely in heavy traffic), cross traffic alert, blind spot monitor and more.
The provision of the (optional) Virtual Cockpit sees Audi's digital instrumentation technology filter further down its line-up.
That it's high tech will hardly come as a surprise. Audi has fitted it with the new AudiConnect package, which uses a built-in SIM card to link the infotainment system to the internet and which can, for an extra charge, be used as a Wi-Fi hotspot. Speaking of charging, there's also a wireless charging pad for phones, Apple CarPlay and Android Auto built in and other such niceties as a heads-up display. Obviously, most of that will be on the options list…
How does it drive?
Surprisingly well, as a matter of fact. Being based on the A3's underpinnings was never going to make it especially bad, but the Q2 feels tight and taut most of the time, with excellent steering. It uses, as standard, Audi's progressive steering system, which alters the ratio of the rack depending on various parameters, meaning it's more stable at high speed and faster to turn in at low speed.
An engaging driving experience will not be high on buyer's lists of needs, but the Q2 is quite agile anyway.
You never notice the system altering the ratio, but it works really well and endows the Q2 with a nicely agile, but still well-planted, driving experience. It's not the most talkative steering ever, and less engaging than that of the Countryman, but the Q2 is quite good fun in the twisties; the firmly damped suspension is up to the task. Well, mostly; the ride quality it is a bit firm and occasionally fidgety, and that was on super-smooth Swiss asphalt. How will the Q2 ride on indifferent road surfaces when it reaches South African shores? We'll just have to wait a handful of months to find out.
Meanwhile, you might assume that the 1.0-litre, 3-cylinder TFSI engine would be far too small and weedy for this car, but no, it's actually quite brilliant. The motor is smooth-spinning and sweet-revving, it happily zings along, with a helpful (if not excessive) combo of 85 kW and 200Nm of torque. Impressively, it's as happy hauling up motorway inclines in sixth as it is accelerating up to its redline heading up and down some Swiss Alps.
The only black marks are against the cabin. Although the front seats are very comfortable, there is always a slight sensation of being crammed in, the driving position is slightly offset and the manual gear lever feels like it's positioned too far back for comfort.
Rear accommodation is not the Q2's strong point, but that's true for most small crossovers.
Verdict
Everyone's going so "crossover crazy" at the moment, all Audi had to do was show up with a car that was roughly the right shape, slap the firm's emblem on it and sit back and watch sales take off. Had the Q2 been rubbish to drive, no-one outside of a few outraged motoring critics would have much cared. It's to Audi's credit, then, that the Q2 looks and feels like such a well-sorted product. The cabin is beautiful and well-made, the steering sharp, the chassis capable and really only some interior niggles, small back seats and that too-fidgety ride count against it. Having driven it, I genuinely think it deserves to succeed.
Pricing
Audi Q2 1.0T Manual R434 500 (May 2017)
Audi Q2 1.0T S Tronic R453 000 (May 2017)
Audi Q2 1.0T Sport Manual R464 500 (May 2017)
Audi Q2 1.0T Sport S Tronic R483 000 (May 2017)
Audi Q2 1.4T Manual R511 000
Audi Q2 1.4T S Tronic R529 500
Audi Q2 2.0 TDI Sport S Tronic R565 000 (May 2017)
Watch a 360-degree video of the Q2, filmed during its international launch in Cuba:
First-time buyers looking for a set of wheels to get them from A to B as cost-effectively as possible – that's a typical description of the budget segment's clientele. Which models are SA’s favourites in terms of sales, however? See below…
There is no doubt our budgets are being stretched at the moment; we’ve even been told to tighten our belts by the Department of Finance! Therefore the new vehicle market is down substantially (year-on-year) as consumers delay buying big ticket items (such as vehicles) for as long as they can. First-time buyers – or those considering the purchase of a basic set of wheels for a variety of reasons – look to the budget segment of the market, where the Renault Sandero Expression was named the best new buy in the segment in the inaugural Cars.co.za Consumer Awards programme early in 2016.
So which cars do South Africans buy most in this segment of the market? Factors such as price, value for money and reliability are generally at the forefront of buyers' minds. Performance and handling, for example, tend to take a back seat here as a result.
This article is based on South African new vehicle sales figures for the first 7 months of 2016. Some of the vehicles have had price increases along the way so we have set the limit at R160 000 for a budget car. The data was provided to us by Lightstone Auto, specialists in market intelligence within the motoring industry, and it excludes rentals and fleet sales.
Best-Selling Budget Hatchbacks in SA 2016
Hyundai i10
The Korean manufacturer seems to do particularly well with the long-serving and pint-sized i10. Its 1.1-litre 4-cylinder engine provides sufficient shove to scoot the Hyundai along and it’s very fuel efficient at a claimed 4.8 L/100 km. The i10 doesn’t have a displeasing shape or style to it and Hyundai offers an excellent 7-year/200 000 km warranty with the car. The i10 is priced at R152 900 for the manual model, while the automatic costs R174 900.
The Go (with Airbag) is Datsun’s top-selling, as well as most expensive, product. The Go is a simple,cost-effective way to become mobile. Safety has been somewhat of a question mark, probably dissuading more than a few customers. The price is alluring at R104 900 for the 1.2 Mid and R119 900 for the Lux.
Kia’s Picanto is still attracting plenty of buyers 5 years after this version arrived in South Africa. The Picanto still looks funky and fresh and its 1.0-litre 3-cylinder engine is frugal and reasonably powerful. The basic 1.0 LS model is likely the best seller although Kia has recently introduced a 1.2 LS that could do particularly well. The 1.0 LS is priced at R129 995 with the better equipped (CD player, electric windows and more airbags) 1.0 LX at R159 995.
The Sandero is the current Cars.co.za Consumer Awards champion in the budget car category of the programme, offering better value and higher safety standards than most of its competitors. All Sandero derivatives come standard with ABS, EBD and stability control. The Renault's 3-cylinder turbopetrol engine is also among the most powerful in the segment with 66 kW with 135 Nm of torque. The Sandero line-up’s prices were hiked recently so the base Expression (excluding aircon) now costs R147 900, with aircon R164 900 and the Dynamique's asking price is up to R171 900.
General Motors SA produces the Chevrolet Spark in Port Elizabeth and the fun-to-drive, surprisingly spacious and fit-for-purpose budget car sells well in SA, especially the 1.2 LS version. It's not clear when its successor will arrive on the market; for now, the range includes the 1.2 Campus (R137 400), 1.2 L (R149 000) and the 1.2 LS (R158 900).
Treading a fine line between sportiness and elegance has long been a strength of Mercedes-Benz’s compact coupes, but with the Three-Pointed Star looking to attract a younger clientele, is the C-Class Coupe as well-balanced as it should be… and does its turbocharged 4-cylinder engine do it justice?
We like: Head-turning looks, exquisite interior, spirited performance
We don’t like: Ride on firm side of pliant, uninspiring engine note
Alternatives:
The dynamic option: Having recently undergone a revision, the BMW 430i can’t match the C-Class’ boulevard looks (or its plush interior), but it still holds a slight edge in terms of driver involvement.
Nonconventional luxury: Lexus recently introduced a 2.0-litre turbocharged version of the RC coupe and, although expensive, the RC200t EX is specced liberally. It seems more of a cruiser than sportscar.
Still worth a look: While we await the arrival of the new generation Audi A5, the current Walter de Silva-designed car is an elegant, well-made coupe that represents a solid used/almost new purchase.
The superbly proportioned C-Class Coupe looks resplendent with its "starry sky" grille.
What is it?
It won’t surprise many people that Mercedes-Benz’s exterior design director, a Slovenian named Robert Lesnik, signed off on both the new C-Class Coupe and the exquisite S-Class Coupe projects, because the (newer) former incorporates several of the latter’s design cues, which is especially evident in its voluptuous rear three-quarter view and the elegant silhouette of the side profile.
The C-Class (of which the sedan version is produced in East London) continues to be a top performer for Mercedes-Benz around the globe and the Sindelfingen-based firm attests that the average age of the sedan’s buyers is younger than it was for its predecessor. With the svelte Coupe version, Benz hopes to attract an even more youthful clientele and has dispensed with old-school conservatism to create an avant-garde package (excuse the pun) that is eminently fashionable, equipped with contemporary technology and athletically-inclined from the outset (not limited to AMG derivatives).
The Edition 1 package adds subtle badging and standout 19-inch rims to the C-Class.
How does it fare in terms of…
Outstanding kerb appeal?
Whereas BMW went so far as to rename its 3 Series Coupe the 4 Series in 2013, Mercedes-Benz simply ensured that, aesthetically speaking, the coupe version of its W205 C-Class would clearly distinguishable from its sedan brother, with the former receiving the biggest allotment of pretty genes. Of course, there is a familial resemblance, which is strongest from the front and front three-quarter view of the C300, but from the A-pillar all the way to the bluff rear-end, the test unit looks every bit like a micronised S-Class Coupe, replete with seductively sloped C-pillars and a subtle bootline. What's more, those sensually elongated taillamp clusters “broaden” the hindquarters and “flatten” the car’s stance.
The end result is an exterior execution that looks both grand and alluring; a shape that appeals to older and younger buyers at different levels. Design critiques are subjective, but the C-Class Coupe must be one of the most distinctive and dashing cars in its class. The eye-catching 19-inch wheels come courtesy of the Edition 1 package that was specified for the test unit and for those buyers who find AMG derivatives accoutrements a little flashy, the C300 oozes restrained elegance. Bravo.
A flat-bottomed steering wheel gives a clue to the C300 Coupe's sporty pretensions.
A sumptuous interior?
If there are readers who aren’t entirely won over by the exterior characteristics of the C-Class Coupe (there shouldn’t be many), they’re more than likely to be enraptured by the German car's meticulously detailed interior. The Edition 1 package trims the Coupe in a combination of brown and black leather upholstery with turquoise contrast stitching (an acquired taste, but it works well in conjunction with the LED mood lighting).
Meanwhile, the expansive plunging fascia is trimmed in matt-finished dark wood veneer and smattered with marvellously tactile metallic switchgear. The entire space feels instantly exclusive and, most importantly, expensive. Anoraks will be quick to point out that the standard trim on the car is Artico faux leather and that trim lines add to the cost of the car, but if the purpose of the interior is to evoke a business class ambience in a compact executive car cabin, it’s worth the outlay.
To its credit, the Coupe's driver's seat strikes a good balance between an engaging position, for when you want to sit low and close to the steering wheel, and a more comfort-oriented setting, where you'd want to recline a bit more and stretch your legs on longer drives, at least more so than its predecessor. And, whereas the previous two-door version of the C-Class did not have class-leading interior design or ergonomics, the C300's controls (admittedly derived from the World Car of the Year winning C-Class sedan) are very intuitive to use, save for the Comand menu navigation that now seems a trifle clunky (but improves with familiarisation). The steering wheel doesn't feature the haptic "scrolling" buttons as featured in the new E-Class, for example, either.
The instrumentation cluster is housed in a pair of interlaced chrome-edged half-cylinders.
Performance and handling?
Given the C-Class Coupe's evocative cladding, it would be a travesty if the C300 disappointed in terms of performance and dynamism. Fortunately for Benz, it doesn't… the 180 kW/370 N.m 2.0-litre 4-cylinder turbopetrol may not have an inspired exhaust note under normal operating circumstances (it does snarl a bit more urgently in the Sport driving mode), but it will dispatch the 0 to 100 kph sprint in a claimed 6 seconds and deliver eager overtaking acceleration in freeway driving conditions. The coupe's handling characteristics are sure-footed courtesy of an electronically adaptive suspension and a wide track and the steering setup, although not communicative in the traditional sense, is well weighted and direct. The C300 is fleet of foot and yes, engaging to drive.
You may sense that there is a BUT coming and you're right, here it is… The C-Class Coupe is a relaxing car to drive on the daily commute, with a good level of NVH suppression, a willing engine and firm-but-generally-pliant suspension setup. The C-Class Coupe is also surprisingly eager to pile on the pace where road conditions are conducive to enthusiastic driving. However, where the C300 seems the least impressive is when you are driving the car in a variety of ways in short succession (when you require a short, sharp burst of speed while cruising on the highway, for example).
The enlarged Comand infotainment screen does not offer touchscreen functionality, but its display is crisp and clear.
Whereas the Benz's 9-speed transmission is ubiquitous in the new E-Class range, this derivative makes do with the older 7-speed 'box and, whether the engine's throttle mapping is too conservative for the sake of efficiency, or the 'box shift pattern software is calibrated to only react under very particular conditions, or turbo lag tends to make its presence felt, the C300's responses can feel a mite blunt and hesitant at times. When most drivers encounter this, they will tend to apply more pressure on the throttle pedal, which will make the gearbox snag a lower gear and a droney rev frenzy is sure to ensue.
Practicality?
Although the downsized engine (a derivative in the C300's position would have sported a 6-cylinder motor in the previous model line-up) comes with a less characterful soundtrack, the claimed average fuel consumption of 6.9 L/100 km should allow the Coupe to be reasonably affordable to run (by sportscar standards, at any rate) and we saw returns of comfortably below 10 L/100 km during the test.
Purchasing a 2-door does require a fair degree of compromise, but in the case of the C-Class Coupe, it is palpably manageable. Rear occupant headroom was always going to be a luxury given the Benz's wicked plunging roofline, but legroom is satisfactory for a pair of adults on shorter trips. The rear bench's cushion and backrest feature two indentations to facilitate better seating comfort. Two small children should sit quite comfortably, but don't expect to fit a family of four's luggage into the boot, it's better sized for a few days' shopping/a large suitcase and a hold-all bag, perhaps.
The C-Class Coupe's wind-cheating shape aids fuel efficiency, which is a claimed 6.8 L/100 km.
C300 Coupe price and after-sales back-up
The standard car costs R664 518, including a 2-year warranty and 6-year/100 000 km maintenance plan.
Verdict
It's difficult to argue against the C-Class Coupe in terms of the bold expression of style and fine taste that it makes on behalf of its custodian/owner. Mercedes-Benz has yet to introduce a 6-cylinder version that will close up the reasonably cavernous divide between the highest of the 4-cylinder models (the C300) and the flagship C63/C63 S AMG derivatives in the product line-up. As a result, the C300 (as tested here) is an excellent showcase of the C-Class Coupe's finest traits: tantalising design, exquisite detailing, superb occupant comfort and a good performance-ride-handling balance.
And yet, we'd be remiss if we failed to note that the C300's unspectacular powerplant/transmission combination and less-than-lively responses when required to transform from a comfortable cruiser to an engaging sportscar, if only for brief periods at a time, renders this particular derivative more of an executive's luxurious and (reasonably) comfortable mode of personal transport and less of a driver's car. Fortunately for Mercedes-Benz, however, the C300's potential buyers will favour the former over the latter by some margin. It's not a perfect all-rounder, but very few cars are…
Viewed in isolation, the Lexus RC 200t EX seems a well-appointed left-field choice, the BMW 4 Series is sportier, but with less sense of occasion and given the Audi A4's set of talents (and superb build quality and refinement), the upcoming A5 will be well worth looking out for. In the meantime, however, the C-Class Coupe makes the biggest, most emphatic statement; if it's sheer dynamism you are after, look at the Four, for everything else, get the Benz.
Volkswagen is expanding the Polo range to include an SUV/crossover model and while the vehicle you see here is heavily disguised, it gives you some idea of the newcomer that the Wolfsburg-based brand is readying for launch.
Photos by S.Baldauf / S.B. Medien
What you see here are the first spy shots of (what appears to be) the 2018 Volkswagen Polo SUV undergoing testing in Germany. It will be based on the next generation of Volkswagen Polo (a shortened MQB platform), feature all-wheel drive and incorporate design cues from the new Tiguan. The Polo SUV will have (the obligatory) raised ground clearance and roof rail; we'd be surprised if it didn't come with similar body cladding to the current CrossPolo.
The crossover/baby SUV segment is one of the most competitive in the new vehicle market with the likes of the Ford EcoSport and Renault Captur currently tallying up healthy sales figures. A Volkswagen competitor will likely come in with aggressive pricing which will see it take a significant portion of sales.
While it may be an outrageous show car, the Volkswagen T-Cross Breeze concept (shown below) showcases a smaller-than-Tiguan baby SUV. Expect some of these styling cues and dimensions to appear on the new Volkswagen Polo SUV.
