The Volkswagen Tiguan is about to land in South Africa, but a bigger 7-seat version has been spotted overseas. Check out the Tiguan XL.
Photos by S.Baldauf / S.B. Medien
Nestled on the Volkswagen Group's MQB platform that also underpins the excellent Golf 7 and Audi A3, to name but a few, the new Tiguan promises much. Read our first drive report by clicking here. The five-seat variant is due for its South African launch within weeks, but it is unlikely to be the only Tiguan destined for our shores. Rumours suggest that potentially a stylish five-door coupé version could follow, but arguably of greater significance is the vehicle you see here, the stretched, seven-seat Tiguan XL.
Shown here completely undisguised, the Tiguan XL is a 7-seat version that features a longer wheelbase and longer rear doors. Rumours suggest that its wheelbase is 110 mm longer than the standard model and it will likely be assembled in China and Mexico.
Once the Volkswagen Tiguan has been launched in South Africa, we'll get clarity on whether the expanded range will be made available to our market. Given the popularity of SUVs and crossovers of all shapes and sizes, we wouldn't bet against it.
BMW M4 M-DCT with M Performance Parts (2016) Review
The BMW M4 is a sublime sports car that combines sizzling performance with luxury and everyday usability with aplomb, but, in the hearts and minds of some purists, perhaps a tad too well. Whether the M4 ultimately lacks the sound and fury demanded by the most ardent M car aficionados may be debatable, but BMW has moved to silence the M4’s critics by offering a catalogue of OEM-approved aftermarket parts to give the Bimmer a more hardcore edge. We give it a blast…
The BMW M4 has been enhanced with OEM performance parts. Do the upgrades warrant the extra outlay? Read this review!
We like: Indulgent soundtrack, brutal performance, cabin comfort and space, build quality
We don’t like: Slightly lacking in low-rev responsiveness, steering could offer more feel
Alternatives:
A familiar, but new foe: If you’re more of a Benz person, then the brand-new Mercedes-AMG C63 is the obvious alternative. For the M4’s money (including M Performance Parts as fitted to this test model), you can just about afford the C63 S, which offers more power and torque. We’ve yet to put the C63 S Coupe through our test routine, so can’t quite make definitive statements yet about its dynamic abilities. Read our first drive report on the C63 Coupe here.
A bargain Audi: The current Audi A5’s successor has already been shown overseas and is on the way to South Africa. However, it’ll take a little longer before the new RS5 arrives. So, if you can twist your Audi dealer’s arm for a good deal on the outgoing model, you’ll still be getting a very good car. Can’t match the BMW dynamically, however, and is showing its age inside. Look for used examples on Cars.co.za.
This is not the so-called M4 Competition Pack, but rather an M4 equipped with goodies from the BMW dealership network’s M Performance Parts catalogue. Does the M4 really need this? Well, by all measurable standards the current, F82-generation M4 is a superb vehicle. It offers stupendous power, driving precision and comfort, all wrapped in a muscular coupe shape. And yet there are M-division fanatics who wonder whether the M4 has become too mild and long for the brutal soundtrack of the E92-generation V8 model, or the soulful straight-sixes that preceded it. And what about the looks? If you are one of those who think the basic M4 shape is a tad too restrained, then a selection of M Performance parts provides ample opportunity to add some visual drama.
How does it fare in terms of…
Upping the drama?
There is carbon-fibre addenda everywhere, but other trim elements are highlighted in gloss black finishes.
We’re big fans of the M4’s musclecar-esque looks here at Cars.co.za. But we can appreciate that owners who spend upwards of R1.2 million on a vehicle (that is clearly not used for the daily commute) might want to individualise their steeds, whether to draw more attention, or simply for their own enjoyment.
With a generous helping of carbon-fibre (CF) adornments, our M4 test unit certainly turned plenty of heads, most notably from other M4 drivers. So, if you do want your M4 to have greater visual presence, provided you’re not one of the 25 lucky locals who are set to procure the fearsome M4 GTS, then this may very well be an avenue worth exploring.
But what exactly can you get, and how much does it cost? This test unit featured 3 individual pieces of CF at the front and collectively they endow the M4 with a more menacing facade. These 3 pieces will set you back approximately R32 000. Then there are the CF mirror caps (around R14 000), CF side sills (R5 000 approx.), CF rear spoiler (just shy of R8 000) and the CF diffuser (R22 000 approx.). Finishing touches include a gloss black grille finish for about R2 000.
Then there’s arguably the biggest change, and it’s one that can be seen and heard – the exhaust system. For an eye-watering R57 000 BMW will fit an M Performance “silencer” that will be the cause of sporadic ear-bleeding. The big-bore pipes also look the part, as they’re finished in CF (for an extra R24k-odd). Consequently, you are now likely to hear this M4 long before you see it. On cold start-up it wakes up neighbourhoods with an almighty snarl before settling into a loud, angry idle. Out on the road it is quieter, but a loud roar is never more than a 2-cm flex of the right foot away. Switch to Sport or Sport+ modes and you (as well as everyone within earshot), will be treated to an aural assault courtesy of that quad-megaphone rear arrangement. Subtle it isn’t.
According to BMW’s specifications, the parts fitted to this vehicle have not affected the claimed power outputs, so ultimately this M4 test unit provides us with an opportunity to reassess the M4’s performance, as it is as standard. To a large degree the character of the M4’s turbocharged 6-cylinder engine can be deduced by looking at the power and torque figures. The 317 kW of peak power arrives at a heady 5 500 rpm, and remains available until 7 300 rpm.
So, even though the addition of turbocharging (two small turbos, in fact) has added a lot of torque low down in the rev range (550 Nm available from 1 850 to 5 500 rpm), the engine retains the sweet high-revving characteristics of the naturally aspirated 6- and V8-engined M3 models that preceded it.
The parts fitted to this M4 has not made it any faster… but it’s plenty fast enough!
BMW claims a 0-100 kph sprint time of 4.1 seconds for this M-DCT equipped car (with Launch Control), and provided you have access to a grippy surface, it will achieve that sprint time with relative ease. The manual-transmission M4, by the way, is said to take 4.3 seconds to complete the benchmark sprint, but that time will not be something most drivers will easily achieve. The M-DCT ‘box, along with the various driving modes, endow the M4 with numerous personalities, and it really is up to the driver to spend time with the vehicle and learn which settings are best suited to their own driving styles.
Lazy drivers could initially be frustrated by what appears to be a lack of low-speed responsiveness, but dial in the correct gear and match it to the power and, and all such perceptions will be shattered quickly… The M4 is ferociously quick, and the power delivery is relentless once you’re in the (generously large) sweetspot of the rev range. Ultimately, however, the coupe’s initial throttle response is subjectively not as sharp as those of previous-generation M3s.
If you do crave more power than the standard M4 can muster, then BMW offers the Competition Pack for an additional price of R135 900 over the standard car. It raises the M4’s power output to 331 kW and lifts the top speed to 280 kph.
Ride and Handling?
Massive compound structure, internally ventilated and drilled discs provide superb stopping power. You’ll need it.
Once more, the parts fitted to this vehicle do not extend to the hardware underneath the muscular, carbon-adorned body. In fact, our test unit didn’t even feature the Adaptive M Running Gear (suspension), which is a R27 200 option on all M4s. It does, however, like all M4s, feature the Active M differential, which is an electrically controlled mechanical limited-slip differential.
In truth, the M4 serves up a remarkably comfortable ride given the hardcore nature of its performance. The suspension is pliant in most instances, perhaps aided by the fact that unlike other 4 Series models, it doesn’t ride on RunFlat tyres.
At the same time, it is also very resistant to roll and pitch/yaw characteristics in the bends. The latter is particularly impressive, because the M4 is by no means a light car, notwithstanding all the applications of CF (roof, driveshaft etc.). The active diff plays a big role in the car’s dynamic charisma, fighting understeer upon corner entry and allowing for some controllable tail-out antics at the exit. The electrically assisted steering is probably the weakest link in the package. Though you can firm up the feel by switching to the sportier modes, it never feels particularly sharp. Pity…
Of course, most hardcore drivers will want to switch off all the electronic nannies as soon they reach a suitable track, but we’d caution against that. Explore the track-oriented settings first, as they allow for a fair degree of slippage before intervening and saving your bacon. Ultimately, the M4 may not be lithe, pin-sharp machine its forebears were, but there is plenty of fun to be had here if you dig into the staggeringly large number of layers of this car’s personality.
A final note on the M4 dynamic ability – we’d recommend ticking the Adaptive M Running Gear option box. Although the ride quality delivered by the M4’s standard suspension is not atrocious by any means, anything that potentially helps traction, particularly on poorer surfaces, is welcomed. Keep in mind that this system is included if you select the Competition Package (R135 900), or alternatively offered separately for R27 200.
Cabin comfort?
No M Performance Parts fitted to the cabin of this test unit. No problem…
The cabin of this M4 was entirely standard, save for a selected few extra features, including head-up display, ConnectedDrive and Concierge Services, among others. The predominantly dark trim of this car also suited its “sinister” exterior finishes but the clever use of satin silver/aluminium finishes bring some welcome relief. It’s a smart, well-made cabin that’s also surprisingly big on space. It offers usable rear legroom and the boot, at 445 litres in (claimed) capacity, will rival many a hatchback. The way in which the M4 manages to be both luxury grand tourer and rapid junior supercar is quite something.
Standard features on the M4 include shapely M Sport seats with illuminated logos, rain-sensing wipers, auto-on adaptive Xenon headlights, electric rear roller blind, driver’s seat electric adjustment with memory, cruise control with a brake function, climate control, front and rear park sensors and rear-view camera, Professional 3D navigation system, 20Gb of music storage and a Hi-Fi Loudspeaker system with 9 speakers, among many other comfort, safety and luxury-boosting features.
How much does the BMW M4 with Performance Parts cost in South Africa?
The standard BMW M4 is priced at R1 207 836, and collectively the M Performance Parts fitted to this vehicle is approximately another R170 000. The good news is that these parts do not affect the standard 2-years/unlimited km warranty and 5-years/100 000 km Maintenance Plan.
Verdict
If this review is anything to go by, the M4 is arguably under-appreciated by M fanatics.
Ultimately the M Performance Parts fitted to this M4 have not improved the package in any measurable way (except decibels), but simply represents a way for those interested in heightening the drama associated with what remains arguably the best performance car at the price, to have their kicks. And there’s certainly nothing wrong with that. If, however, you want to up the appeal of your M4 in a less superficial way, then may we suggest the Competition Pack?
Priced at R135 900, the Competition Pack includes a sports exhaust (which adds an edgier timbre to the standards M4’s aural characteristics, but is admittedly not as raucous as the M Performance version), Adaptive M suspension, M seats, a power hike to 331 kW and the upping of the top speed to 280 kph, among other goodies. This means you’ll still have more than R30 000 left to spend on BMW’s tempting optional extras catalogue…
Watch the BMW M4 with M Performance Parts Video
Quick facts about the BMW M4 with M Performance Parts:
Frequently Asked Questions
What are the different models of the 2025 BMW M4 available in South Africa?
The 2025 BMW M4 range in South Africa includes the M4 Competition Coupe, the M4 Competition Convertible, and a limited edition M4 CS model.
What are the engine specifications of the new BMW M4?
The standard M4 Competition models are powered by a 3.0-liter turbocharged 6-cylinder petrol engine that produces 390 kW and 650 Nm of torque. The M4 CS version has an increased output of 405 kW.
What are the 0-100 kph acceleration times for the new M4?
The M4 Competition Coupe with all-wheel drive accelerates from 0 to 100 kph in 3.5 seconds. The convertible version does it in 3.7 seconds, and the M4 CS achieves it in 3.4 seconds.
What is the price of the 2025 BMW M4 in South Africa?
As of May 2025, the M4 Competition Coupe AWD is priced at R2,238,002, and the M4 Competition Convertible AWD is priced at R2,338,842.
What are the warranty and service plan details for the M4?
The BMW M4 comes standard with a 5-year/100,000 km service plan and a 2-year/unlimited km warranty.
Low-profile tyres may look good on stylish alloy wheels, but there are upsides to sticking to more conservative higher-profile rubber.
A number of companies make a range of tyres that enable you to change in one-inch steps from 13- to 17-inch diameter wheels while keeping the diameter of the tyres more or less the same. This is important, because if the diameter changes too much, the speedometer and odometer will become inaccurate.
But that's not all. Before upgrading the appearance of your car by changing its rims and tyres you need to bear in mind your budget, brand preference and the desired look (of a wheel/tyre combination), but there are more factors at play than potentially inaccurate speedos and odometers.
Understanding tyre jargon
So, let's say you do want to change to bigger wheels and lower profile tyres. How can you keep the all-important diameter roughly the same? Well, by changing the aspect ratio (A) and tyre width (W) of your next tyre. The aspect ratio is given by the fraction A = (H/W) where H = tyre height (the distance from the rim to the tread).
Lost already? Don't be alarmed, many motorists don't understand the jargon. Perhaps the infographic below will provide clarity:
Image from motorepair.co.uk
So, using the above formula, if H = 120,25 mm and W = 185 mm then the aspect ratio is 120,25/185 = 0,65 and the tyre will be coded 185/65 (ie width/aspect ratio). This is usually expressed as a 65-profile tyre, or a 65% aspect ratio tyre, which means the tyre height is 65% of the width.
Advantages of higher profiles (above 60% aspect ratio)
They are not the most aesthetically pleasing, but smaller wheels will be less expensive to purchase/replace.
The larger tyre height will result in a more flexible tread. The tyre is better suited to absorbing road shocks and, therefore, facilitates a more comfortable ride quality.
The greater height will also reduce the risk of suffering serious damage to the tyres or wheels when traversing potholes and bumping kerbs.
Disadvantages to lower profiles
The wheel-and-tyre combination looks old-fashioned, humdrum and conservative.
Advantages of lower profiles (from 25 to 55% aspect ratio)
Many people think bigger wheels are prettier.
The bigger wheels will enable bigger brakes to be fitted.
The reduced tyre height will result in a stiffer tread, which will increase steering accuracy and improve cornering behaviour.
Disadvantages to lower profiles
The wheels will be bigger and more expensive.
The stiffer tread. This will reduce comfort levels and make these tyres more vulnerable to damage.
Finally, keep in mind that a drastic aftermarket reduction in aspect ratio may affect the efficiency of anti-lock braking systems.
Have a look at the video below for a quick summary and more info:
The Automobile Association (AA) has predicted another fuel price cut for September 2016.
South African motorists are in for yet another fuel price cut if the Rand continues to show strength. Commenting on unaudited mid-month fuel price data released by the Central Energy Fund, the AA has predicted substantial fuel price cuts for September 2016.
The main reason for the predicted reduction in fuel prices is the ongoing strengthening of the Rand in the first half August 2016. The stronger Rand has “outmuscled” rising oil prices, which could result in a 69 cent per litre reduction in the wholesale petrol price and a 94 cent per litre reduction in the diesel price at the end of the month.
"The Rand firmed substantially against the US dollar in the first fortnight of August. However, international petroleum prices showed a sharp jump over the same period. Fortunately for South Africans, the Rand is ahead in the contest, and the current data indicates considerable price reductions at month end" says the AA.
Furthermore, “The fuel price for September will depend on whether the Rand can continue to counter upward trends in international petroleum prices," the AA commented.
"Any flattening out of the Rand's gains would be negative for the fuel price, but there would have to be a substantial reversal for the current picture to be spoiled before the end of August," the Association concluded.
Mercedes-Benz has expanded its line-up of E-Class derivatives with the introduction of the E250 and E400 4MATIC derivatives.
When the new Mercedes-Benz E-Class made landfall in South Africa back in June 2016, three models were on offer including the E200, E220d and the E350d. As promised, the E-Class range has now been expanded to include the E250 and E400 4MATIC. The range is expected to be bolstered even further with the imminent arrival of the E43 AMG and the E63 AMG in the second quarter of 2017. A plug-in hybrid derivative will complete the range in 2018.
Here’s a quick summary of the current Mercedes-Benz E-Class offering in South Africa.
Model
Engine
Power
Torque
0-100 kph
Fuel Consumption
E200
2.0-litre turbopetrol
135 kW
300 Nm
7.7 secs
5.9 L/100 km
E250
2.0-litre turbopetrol
115 kW
350 Nm
6.9 secs
6.3 L/100 km
E400 4MATIC
3.0-litre turbopetrol
245 kW
480 Nm
5.3 secs
7.7 L/100km
E220d
2.0-litre turbodiesel
143 kW
400 Nm
7.3 secs
3.9 L/100 km
E350d
3.0-litre turbodiesel
190 kW
620 Nm
5.9 secs
5.1 L/100 km
All models are equipped with 9-speed automatic transmissions. The E400 4MATIC is the first all-wheel drive E-Class to be offered in South Africa and is powered by a 3.0-litre 6-cylinder turbopetrol engine that delivers 245 kW and 480 Nm of torque.
The popular Renault Captur range has been expanded with the addition of a diesel-powered derivative. We tried out the newcomer in Johannesburg.
Renault's stylish little Captur has made a significant mark on the local compact crossover market and, as it stands, sits behind the Ford Ecosport on the sales charts. On average, the Captur tallies up a few hundred sales each month and since its launch, almost 5 000 vehicles have found homes in South Africa. It has achieved this with a fairly limited engine line-up, consisting of only small-capacity turbopetrols. Until now, that is. Enter the turbodiesel derivative.
The new engine
The new engine is not exactly "new" in terms of technology, as it does duty in a variety of Renault models already. It's called the K9k engine, which is a 1.5-litre dCi turbocharged motor that offers outputs of 66 kW and 220 Nm. This puts it between the 66 kW 0.9-litre petrol and the 88 kW EDC Captur flagship in terms of power. This engine's real strength is economy and Renault SA cheekily compared its claims to those of the hybrid Toyota Prius. A figure of 3.6 L/100 km is the claim, with emissions of 95 g/km. The Toyota Prius boasts claimed figures of 3.7 L/100 km and 87 g/km, so this Captur indeed seems to be a seriously efficient vehicle, on paper at least.
This engine is the same as found in Renault's Duster as well as the Nissan NP200 small bakkie. It has also seen application in Renault's Mégane, Laguna and Scenic models. Nissan has used this engine in its Juke and Qashqai, while Mercedes-Benz selected this motor for its Citan commercial vehicle and the base-spec A180 hatchback. So… it's certainly been judged good enough for use by various brands and in numerous model types.
The Sunset theme in the Renault Captur. Note orange detailing on seats, steering wheel and info-tainment cluster
Driving the diesel Captur
This diesel Renault Captur features a five-speed manual transmission and power reaches the front wheels. It’s built on the Renault Clio platform but the suspension tuning is different, as the target customers are likely to prefer a softer setup. However don’t interpret this as a bad thing as it offers reassuring solidity and ease of use. The diesel engine is not the most modern unit around and as a result can be a little rough at idle, but it pulls well and power delivery is smooth.
The engine has plenty of shove and it doesn’t need to be worked hard to extract the best performance from it. The manual gearbox is straight from the Renault parts bin, too, and has been used in many of its products. It boasts a light clutch action and while it only has five ratios, these feel correctly spaced out. We’d usually favour a sixth gear for open-road cruising which helps economy, but at national highway speeds the Captur diesel’s rev counter sits at around 2 500 rpm only in fifth gear, so it hardly feels stressed.
This engine and gearbox combination works really well in the Renault Captur. We feel this is exactly what the Captur needed from the start and we look forward to putting it through our intensive real-world test routine. Even the claimed fuel consumption looks realistic, given that some journalists were returning similar figures on the launch test route. We drove briskly and returned 4.5 L/100 km on our drive – some way off claimed figures, but still an impressive achievement.
Limited Edition Sunset
To announce the arrival of the diesel engine in the Captur lineup, Renault South Africa has put together 100 limited edition versions called the Sunset. According to Renault, "orange is the new black" and this Sunset edition features Diamond Black and Sunset Orange exterior paintwork. The orange-and-black theme is carried on into the cabin and there’s some orange detailing on the steering wheel as well as around the infotainment system. There’ll be just 100 Renault Captur Sunsets available, so if you want one, you'd better be quick.
The rest of the package is unchanged, with the Captur Sunset boasting the same enviable combination of stylish design, spaciousness and practicality as its siblings. For detail on this model's standard specification, click here.
Renault Captur Price in South Africa
Every Captur is sold with a 5-year/150 000 km mechanical warranty, a 3-year/45 000 km service plan and a 6-year anti-corrosion warranty. Services take place at 15 000 km/1-year intervals.
Renault Captur 1.5 dCi 66kW Turbo Dynamique Sunset R292 400
Renault Captur 1.5 dCi 66kW Turbo Dynamique (diesel) R289 900
Renault Captur 66kW Turbo Expression (petrol) R249 900
Renault Captur 66kW Turbo Dynamique (petrol) R264 900
Renault Captur 88kW Turbo Dynamique (petrol) R304 900
The Big 5: Why the Volvo XC90 (can) rule the Kruger
The award-winning Volvo XC90 is undoubtedly an accomplished premium SUV, but is it good enough to impress on the quintessential South African long-haul trip: a visit to the Kruger National Park? Cars.co.za contributor Brett Hamilton finds out and, in doing so, reassesses his perception of the Volvo brand.
For Volvo, the XC90 remains an extremely important vehicle – and for a number of reasons. For a start, it replaced the archaic previous-gen XC90 in an increasingly discerning, competitive, lucrative and growing segment. And second, it was the first all-new Volvo to be launched under Chinese owners Geely. It offers a ‘taste of things to come’ and, as such, was always to undergo close scrutiny.
So, it’s good. But the city-slick look of this XC90 T6 with optional R-Design package and 20-inch alloys got us wondering if it is good enough for one last test: A distinctly South African trip to Kruger National Park?
After spending a week in our largest national park, here are the Big 5 reasons why we’d suggest using the XC90 for your next visit to see some animals:
1. The cabin
The XC90's cabin is spacious, and with the two rear seats folded away, the luggage space very capable of swallowing a Kruger trip's luggage.
Any comfortable long-distance trip requires a good interior. Previous Volvos always left me cold in execution and the tactile quality of finishes. It just never "felt" like other premium offerings. The XC90 changes that: In short, Volvo has ticked all the boxes in this department.
Our unit came fitted with the optional R-Design package (R54 000) which includes heated front seats, a head-up display, visual park assist, Bowers & Wilkins audio, blind-spot detection and keyless entry and go. But, even without these bells and whistles, the cabin is tastefully designed and very well finished with stark lines, sharp edges and neat stitching. The dark finishes best suited a trip such as ours and the soft-touch leather fitted to the dash, doors and arm rests ensured easy cleaning of dust.
The front seats are adjustable in all directions and angles and offer excellent comfort and, most importantly, support. And there are 7 seats in total (granted, those fold-away ones in the rear are best-suited for small children). But, my point is that the XC90, while appearing sleek and "compact" from the outside, is genuinely spacious on the inside. The luggage capacity is also impressive and managed to swallow all our luggage (with the parcel shelf in place).
2. The sound
The optional 19-speaker Bowers & Wilkins audio system was a treat.
I’m a music guy and, while the radio is strictly silent in Kruger, the optional 19-speaker Bowers & Wilkins premium audio system was simply superb during our trip to Kruger Gate. The system makes use of seven 25 mm Nautilus tweeters, three 100 mm cones, four 80 mm cones, four 170 mm long-throw woofers, a single 250 mm sub-woofer and a 1 400W, 12-channel, Class D amp. The result is a balanced and crisp sound throughout the cabin.
The system also allows for numerous sound-play options, including Studio, Stadium and (my favourite) Concert Hall. In order to replicate the sound experience of Gothenburg’s renowned Concert Hall in Sweden, the company took more than 800 individual measurements in the hall and, with some tech-magic, recreated the acoustics of the concert hall.
3. Driving it
Our test unit's 20-inch wheels were not ideally suited to the gravel of the Kruger.
Another gripe I’ve had with older Volvos was a distinct wooden feel to the suspension damping, which meant that the cars' underpinnings provided too little feedback during enthusiastic driving jaunts. This also detracted from the Swedish marque's premium aspirations. The new XC90 makes use of the company’s modular Scaleable Product Architecture (SPA),which greatly contributes to balanced road holding despite the XC90’s large dimensions. Interestingly, the XC90 makes use of a transversely mounted composite leaf spring at the rear.
So, it has a lot going on mechanically and, for the most part, the XC90 impressed during the entire trip. Some mountain passes outside Kruger was easily matched with little body roll, secure handling and enough feedback to inspire confidence through tight bends.
At low speeds on gravel roads within the National Park, the Volvo's ride was comfortable. The 20-inch wheels and rims are far from ideal for such conditions, however, as the steering wheel danced a merry jig in my hands which the XC90 traversed rougher sections of road.
There are 4 driver modes to choose from, including a green option that includes start-stop – very handy when you prefer silence while game viewing.
4. The tech
Sensus info-tainment system works like a tablet, and is a smart feature of the classy cabin.
A key element to ensure the uncluttered design of the dash is the inclusion of a 9-inch Sensus Connect touch-screen infotainment system. In terms of size and operation, the screen is very much like a tablet PC and allows for the easiest way to access the entertainment system, climate control and other vehicle settings that I’ve come across. The menus are intuitive and large enough for easy operation.
5. Safety tech
Numerous on-board safety systems are available, including pedestrian and cyclist detection. Note digital instrumentation display.
When embarking on a load journey, safety is of uppermost priority. And the XC90 delivers a long list of features, including: ABS with EBD, HAS, HDC, stability and traction control, 7 airbags, the IntelliSafe system (incorporating pedestrian and cyclist detection (not yet buffalo), run-off-road mitigation, autobrake at intersections, front collision warning with full autobrake, road-sign information and lane departure warning with driver alert control).
So, it is all good at the moment. However, if we’d change one thing …
… The engine
The XC90 range offers a wide selection of engine options, including a plug-in hybrid. Our unit was the T6, with its four-cylinder, 2,0-litre petrol engine that features turbo- and supercharging. The powerplant produces peak outputs of 235 kW and 400 N.m of torque, which means that it offers more than enough in-gear acceleration. In fact, overtaking at high speeds was never an issue. However, for long journeys I would have preferred a more frugal (Volvo claims 8.0 L/100 km and we managed an average consumption of 10.5 L/100 km) turbodiesel derivative.
Summary
XC90 is not just a slick city runner, but a classy, luxurious cross-country tourer for the family.
The credentials of the XC90 are beyond reproach. It has managed to palm in more than enough awards to attest to that. After spending a week with the XC90 in a typical holiday environment for South Africa, it is also clear that the beauty of the XC90 is more than skin deep. Has it passed the Kruger test? For sure, but perhaps a turbodiesel derivative (shod with smaller rims and tyres) would have been better suited to the trip. But I quibble.
Mahindra’s XUV500 SUV can now be had with a 6-speed automatic transmission.
Popularity of automatic transmissions are on the rise and for the city dweller who prioritises comfort, economy and convenience, driving an automatic makes more sense on busy city roads. Mahindra has listened to customer feedback and is now offering a new 6-speed automatic transmission for its XUV500 SUV, which will be available for the W8 front-wheel drive derivative only.
Mahindra says the new transmission delivers smooth, quick shifts with a focus on economy and convenience. A “creep” function makes low-speed traffic driving easier and the transmission also features a manual override function to allow the driver to engage in manual gear shifting if necessary.
The Mahindra XUV500 W8 is powered by a 2.2-litre turbodiesel engine offering 103 kW and 330 Nm of torque. Mahindra claims a fuel consumption figure of 7.4 L/100 km.
Key Features
The XUV500 can seat up to seven passengers and rides on 17-inch, multi-spoke alloy wheels with all-terrain tyres.
The interior features black leather-upholstered seats and W8 derivatives are equipped with a full-colour, 7-inch touchscreen that provides access to navigation (with voice prompts), Bluetooth and the sound system. A reverse camera and USB port are also included.
Other notable features include rain-sensing headlights and windscreen wipers, a multifunction steering wheel, automatic climate control air conditioning, electric windows and cruise control.
On the safety front, the XUV500 is equipped with six airbags, ABS with EBD, electronic stability program (with roll-over mitigation). Hill hold and hill descent control are available on W6 and W8 derivatives.
Mahindra XUV500 – Price in South Africa
XUV500 W4 – R272 995
XUV500 W6 – R319 995
XUV500 W8 – R354 995
XUV500 W8 AWD – R374 995
XUV500 W8 Auto – R389 995
Pricing includes a 5-year/150 000 km warranty and 5-year/100 000 km service plan. Services are at 20 000 km intervals or every 12 months.
As automatic gearboxes continue to improve, self-shifting derivatives are gaining popularity in the compact car segment. Is "the automatic" worth the extra money? We test the Opel Astra 1.4T Sport automatic to find out…
We like: Ride and comfort levels, excellent connectivity and specification level, good auto ‘box, powerful
We don’t like: Interior could feel more premium, more expensive than rivals
Alternatives:
If you want to spend less: The Ford Focus 1.5 T represents incredible value and its engine and gearbox combination is on par with the Astra. Its cabin is more value-oriented/less premium in execution.
For something more upmarket: The Peugeot 308 1.2T GT Line Auto has a very refined automatic gearbox and well-built, premium interior.
The conservative, safe choice: The Volkswagen Golf 1.4TSI Comfortline auto is a solid choice (good in all departments), but it's getting a little long in the tooth. It is also likely to offer the best resale value.
Are small automatics worthwhile?
As urban traffic congestion worsens by the day, one's left leg is often compelled to work the clutch pedal like it's a StairMaster. For those seeking a less-taxing alternative, however, automatic gearboxes have improved significantly over the last 5 years… so much so that automatic derivatives are now more fuel-efficient than their manual counterparts, at least in most cases. They also tend to be faster-accelerating than manuals, so it’s a win-win situation. As ever, there is a premium for a modern, quick-shifting automatic and in the case of the Astra, it will cost you an extra R20 000 – in this instance you also get leather upholstery, however.
This Astra matches a 1.4-litre turbopetrol with a 6-speed automatic transmission.
How does it fare in terms of…
Engine and gearbox refinement?
There’s no point going the automatic route if the car you are interested in has a clunky, old-school transmission. The Astra uses a regular automatic gearbox (not a dual-clutch setup), but that doesn’t mean its shifts are slow and clumsy, quite the opposite, in fact. The 6-speeder is mated with a powerful 1.4-litre turbocharged turbopetrol motor that’s good for 110 kW and 245 Nm of torque. The two work well together, creating a comfortable drive in traffic and then when you get out onto back roads, it shifts predictably and confidently when you unleash all the power.
In terms of the competition, the smoothness of Astra’s automatic is right up there with the Golf and Focus, but the Peugeot leads the pack in this department. The Astra claws ground back with its extra power/torque, which makes it easier to overtake and maintain speed on the long road.
In terms of efficiency, the significantly less powerful Golf has the advantage over the Astra, with the Opel' claimed consumption figure of 5.5 L/100 km stil comparing quite favourably with the Golf's (5.0 L/100 km) and 308's (5.2 L/100 km), especially when keeping in mind the punchier performance.
New Astra is shorter than its predecessor, but roomier inside.
Ride and drive?
Opel has really improved the interior comfort of the new Astra. The body control is good too, so it sits nice and flat in the corners. That’s not to say it’s set up too stiffly for everyday use… in fact, its ride is quite pliant over bumps and the suspension copes well when the road surface deteriorates. The steering is middle-of-the-road as far as weighting is concerned and there’s nothing scary or disconcerting when you have to make an emergency manoeuvre or swerve rapidly. The 130 kg of kerb weight that this new Astra has shed has certainly contributed to it feeling more engaging and agile in the handling department.
Interior comfort?
The new Astra, despite being 49 mm shorter than the previous model, has a roomier cabin. Rear legroom is up by 35 mm compared with the preceding Astra and during the test, rear passengers made no mention of being cramped when sitting behind my "6-foot driver" seating position. The driver’s seat is manually adjustable and the steering wheel has a long stretch on its reach adjustment – making it easy to find the perfect driving position.
The available luggage space is comparable with the Golf and Peugeot and is bigger than the Focus. There’s a lip on the boot opening that precludes you from sliding boxes or flat items directly into the Opel's bay and therefore a little extra effort is needed to lift items into the boot. In terms of practicality, the cabin does lack extra stowage space for oddments such as keys and phones, especially in lower end of the centre console in front the gear lever. The cupholders are rather shallow, leading to spilt cold drinks/coffee at times.
Seat and steering wheel positions are very adjustable, helping you to find the perfect driving position easily.
Features?
Opel has paid particular attention to the comprehensiveness of the new Astra's specification. It’s bang up to date and features a responsive and crisp-looking touchscreen system that is compatible with Apple CarPlay and Android Auto (although only the iOS version currently works in South Africa). Our test unit was equipped with the 8-inch Navi 900 IntelliLink System with Dynamic Navigation system, which is admittedly a R10 700 option on the Sport model, but the degree of smartphone connectivity and added route guidance functionality is well worth the cost – especially if you have an iPhone.
The array of safety features on the Opel easily trumps those of the competition. Besides the standard ABS, EBD, traction control and torque vectoring, the Opel has innovative additions to improve safety. Adaptive LED lights are an option on this Sport model, complete with cornering headlights. Forward collision alert will chime a warning if you are heading for a possible front-end crash and there’s a traffic sign detection system that displays the current speed limit. A few other nifty features include lane keeping assist, automatic parking and a reverse-view camera.
Optional Intellilink infotainment system has built-in Apple CarPlay and Android Auto.
Pricing and warranty
The Opel Astra 1.4T Sport Auto costs R374 000, which includes a 5-year/120 000 km warranty and a 5-year/90 000 km service plan. Service intervals are at every 15 000 km.
Verdict
Compact cars with good automatic gearboxes are becoming increasingly important in this segment. They are easier to drive in traffic with fewer negatives in terms of fuel consumption or sluggish acceleration. The Astra automatic offers 15 Nm more torque than the manual version too. The downside is the added price… in the Astra’s case, it’s R20 000 more than the manual 1.4 Sport, but includes leather seats where the manual has cloth upholstery only.
The automatic version retains the new Astra’s inherent dynamic feel and handling and the onboard technology is class-leading, but it’s let down by the less than premium feel of some of the interior finishings, especially compared with the Golf and 308. By virtue of being the freshest contender in the segment, however, the Astra is likely the leading automatic offering in the compact hatchback class.
Had we driven the Astra a couple weeks earlier we would have probably praised it more, but it arrived just after we drove the Peugeot 308 automatic, which feels like a more premium offering. The French car is also a little cheaper, but bear in mind that according to preliminary Cars.co.za survey data, the German brand is on the up in terms of after-sales service satisfaction and also has a bigger dealer footprint than Peugeot. All things considered, the new Opel Astra, in any guise, is easy to recommend.
Renault Captur Sunset Ltd Edition (2016) Specs & Price
Renault South Africa has launched a limited edition Captur crossover in South Africa. It's called the Captur Sunset and it forms part of the new engine offering for this model range.
The Renault Captur has been a sales success for the French brand, having sold over 4 500 units since its arrival back in May 2015. If there was one thing missing from the rather good Captur package, it was the option of a diesel engine, something which would address the lack of outright torque in the baby 66 kW petrol three-cylinder turbo model.
“From the outset, when first assembling the Captur range, it was always our plan to have a diesel derivative in the line-up and the introduction of the diesel-powered Renault Captur 1.5 litre dCi 66kW Turbo Dynamique model to the current petrol-only product line-up is in direct response to the growing demand for a diesel derivative in this segment,” says Jeff Allison, product manager at Renault SA.
The Renault Captur engine range now consists of three engines, one diesel and two petrol engines. The new engine here is a four-cylinder, 1.5-litre diesel unit, offering 66 kW and 220 Nm of torque. Of more interest is the staggeringly impressive fuel consumption figure claim of just 3.6 L/100 km. It's the same engine found in the Renault Duster and numerous Nissan/Renault products. Power reaches the front wheels through a five-speed automatic gearbox.
Captur Sunset colour scheme
According to the Renault marketing material, 'Orange is the new black' and this is the theme behind the Renault Captur Sunset. The main exterior colour is Diamond Black, while the roof, mirrors and details are clad in Sunset Orange. The combination has been carried over into the interior and the speaker surrounds and MediaNav console are the main recipients of the paint combination. The seats gain Sunset Orange zip collection covers too.
Standard specification is comprehensive and the Renault Captur also features daytime running lights, cornering lights, 17-inch alloys, Bluetooth connectivity, satnav, a USB port, as well as a multifunction steering wheel with radio controls located behind the wheel. A hands-free key card, electric side mirrors and electric windows (front and rear) plus automatic climate control, rear parking sensors with rear camera, automatic headlights and rain-sensitive front wipers are standard across the diesel range. A tyre pressure sensor is also standard on the Dynamique models.
The Renault Captur is safe too and carries a five-star Euro NCAP safety rating. ABS with EBA and Electronic Stability Program (ESP) is standard, as well as Hill Start Assist (HSA) and three ISOFIX child seat anchor seat attachments found on the front passenger seats and rear seats.
Renault Captur 1.5 dCi Sunset Limited Edition – Price in South Africa
The Renault Captur 1.5 dCi 66kW Turbo Dynamique Sunset Limited Edition retails for R292 400. Every Captur is sold with a 5-year/150 000 km mechanical warranty, a 3-year/45 000 km service plan and a 6-year anti-corrosion warranty. Services take place at 15 000 km/1-year intervals.
The rest of the Captur range is priced as below:
Renault Captur 1.5 dCi 66kW Turbo Dynamique (diesel) – R289 900
Renault Captur 66kW Turbo Expression (petrol) – R243 900
Renault Captur 66kW Turbo Dynamique (petrol) – R264 900
Renault Captur 88kW Turbo Dynamique (petrol) – R304 900
