Mercedes-Benz GLC 250d Coupe 4Matic (2017) Review

Mercedes-Benz has transformed its GLC lifestyle SUV from a practical soft-roader into a fashion accessory, but, given the market's sustained demand for vehicles of this ilk, that's hardly a surprise… Does the newcomer make a strong enough case for itself, however?

We like: Adaptive ride, modern cabin and good fuel consumption

We don’t like: Less practical, more expensive than its non-coupe stablemate

Alternatives

The main rival: BMW X4 is the car that arguably forced Mercedes-Benz’ hand to make the GLC Coupe. The range does not offer a direct competitor for the Benz, as, price-wise, this derivative effectively slots in between the xDrive20d and xDrive30d offerings.
Coupe looks without the drawbacks: Range Rover Evoque is getting a bit long in the tooth, but still offers the best of both worlds. It is a somewhat pricey option (yes, even compared with the 250d) – the equivalent SE TD4 is not particularly well specced.
The obvious choice: Mercedes-Benz GLC, it offers exactly the same of everything with the increased practicality of a useable boot.

See how the specifications of the GLC 250d Coupe compare with those of the BMW X4 xDrive20d and Range Rover Evoque SE TD4

What is it?

Well, let's cut to the chase: it's effectively a Mercedes-Benz GLC with the roof sloped down at the back so you get the coupe shape effect. It’s an SUV too, with decent ground clearance and an all-wheel drivetrain. While it seems a bit illogical to wantonly reduce the luggage capacity of a lifestyle SUV, BMW can attest to how popular its sports activity vehicle-flavoured X4 and X6 have been. This particular version is the GLC 250d Coupe, it's powered by a 2.1-litre turbodiesel engine mated with Mercedes-Benz's new generation 9-speed automatic transmission.

How does it fare in terms of…

Kerb appeal?

It's a GLC SUV, but with coupe styling. Not too dissimilar to the BMW X4 in execution.

A car like this has to cause a reaction of sorts from onlookers, isn't that the whole point of a coupe-styled SUV? The GLC Coupe does that with the huge diamond-studded grille up front; it certainly makes a positive impression as it heads towards you. The shape from side-on is quite bulbous and makes the Benz look like it’s on stilts… It might not be to everyone’s taste, but again, that’s all part of making a statement. There is also the AMG Line package, which you can add for about R37k extra. Our model only has the standard line, but the AMG Line adds a little more pizzazz with different body styling and bigger wheels. There’s also a sports suspension included in the pack.

Road manners?

The GLC Coupe was specified with the adaptive suspension option, which enables a driver to alter the Benz's damping characteristics (among other attributes) by selecting different driving modes. We found the ride quality in (standard) Comfort mode soft, but springy. The other generic modes are Sport and Sport Plus, all of which adapt the car's suspension settings, engine responses, gear change mapping and even climate control power. The key mode, however, is the individual mode. It allows you to specify all the above settings into one custom, personalised setup. For everyday driving, we had the suspension set to Sport and the rest set to comfort – this fixes the nervous ride and is still efficient and comfortable for town driving.

Run-flat tyres and chunky rubber combine with all-wheel drive to provide excellent grip.

Once the suspension was set to our liking, we could get on with driving the GLC Coupe properly. In Sport mode the ride quality is firm, yes, but not crashy on uneven stretches of road. Much of the "give" can be attributed to the higher profile of the tyres (235/55), which might not be great for looks but certainly improves the driving comfort. The steering is quite positive so the Benz swaps directions quickly despite its considerable height and bulk.

It’s a very easy car to drive and you feel comfortable with its size quickly due to its car-like driving position. Thanks to the higher profile tyres, you don’t feel too bad about sending the GLC Coupe down a gravel road, where it’s actually quite at ease. It’s very much a soft-roader with its exposed chrome pieces of bodywork, but we’ve witnessed its siblings tackle the dunes of Namibia with some success.

Engine performance?

The turbodiesel motor in the 250d is the tried and tested unit that Benz shares with Nissan in some products. It’s an engine that has since been replaced with a newer 2.0-litre turbodiesel (such as in the E-Class). While this engine is good (150 kW and 500 Nm of torque), it can be quite noisy, especially at idle. The new 2.0-litre engine works brilliantly in the E-Class, so the 250d felt like a bit of a throwback, comparatively.

But with 500 Nm of torque, just about every road manoeuvre is effortless. Overtaking at any speed is a cinch and at 120 kph, the motor is barely ticking over at 1 700 rpm. That’s especially good for fuel economy over long distances. Thanks to the transmission's 9 ratios, the 2.1-litre powerplant is almost always in the optimal torque band and also saving fuel by not revving higher than what it absolutely necessary. The shifts are smooth and seamless and you’ll be hard-pressed to detect them as they occur. As a result, we achieved an average fuel consumption of 6.9 L/100 km out of the 1 000 km we drove the GLC (admirable for an SUV) and you’ll likely see better figures as the engine frees up after a few thousand more kilometres.

Tech and gadgets?

Business as usual for the cabin of the GLC range. Laden with tech and customisable in terms of seat colour and dashboard trim.

Virtually everything you'd like to specify in a C-Class business class sedan is also available in this, its cousin, the GLC Coupe. Our model was brimming with extras such as a semi-autonomous driving function that allows you to take your hand off the wheel for 30 seconds while the car drives itself. Adaptive cruise control is nice to have as are the blind spot monitoring, lane departure warning and a 360-degree surround view features…

The infotainment system does not lack for functionality, but does not feel quite as crisp and intuitive to use as the interface in the E-Class, particularly when it comes to hands-free operation. Commands such as the input of navigation detail and making phone calls are not as easy to get right as they are in the new E-Class. These new bits of tech are likely to be phased into the GLC Coupe as the model progresses through its life cycle, though.

Practicality?

The GLC Coupe features less boot space but more style. Access via a rear hatch.

Left last for obvious reasons, the GLC Coupe is not so much about practicality as it is about style. Mercedes-Benz claims the luggage bay of the GLC Coupe is only 50-litres smaller than that of the standard GLC (500 vs 550 litres), but 200-litre worth of overall loading space has been sacrificed (when you fold the rear seats down). Most of this probably comes from the rear passengers’ headroom, which is reduced by the sloping roof.

With the sloping roof, certain loading issues arise. For example, if you want to pack a box, you have to be extremely sure that it’s low enough (or pushed back far enough) that the rear window doesn’t crush it when the tailgate closes. Suffice to say the GLC Coupe is trickier to pack tightly.

It's possible to fit an entire bicycle in the luggage bay, but the Mercedes-Benz GLC coupe's ultimate practicality is still compromised.

Pricing and warranty

The GLC 250d Coupe is priced at R795 222 and is sold with a 2yr/unlimited km warranty and a 6yr/100 000 km maintenance plan.

Verdict

The German premium vehicle marques are quite fond of creating niches, or alternatively, following each other into those non-traditional segments. More to the point, the Teutonic firms started the trend and other European and Japanese brands have followed suit. As a style-oriented purchase, the GLC Coupe makes a strong statement and it’s a very rewarding car to drive, but it doesn’t seem too different from a standard GLC, which offers a similar driving experience, but with none of the practicality drawbacks. The Coupe also happens to be an extra R100 000 on top of the standard car.

However, if we compare the GLC Coupe with its direct competitors, the picture looks a little bit different. The BMW X4 is, subjectively, not quite as eye-catching as the GLC Coupe and, as is the case with the Range Rover Evoque, a significantly older product. The Lexus NX is worth a look too and, if your budget can stretch that far, consider a Porsche Macan or Jaguar F-Pace. But as it stands, the GLC Coupe leads its tiny subsegment.

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Mitsubishi ASX Crossover Refreshed for 2017

The Mitsubishi ASX compact crossover has been updated for 2017 with fresh styling changes as well as the addition of a new value-for-money derivative. Take a look at the details below…

The ASX compact crossover has received a number of styling updates for 2017, now featuring the company’s new Dynamic Shield design language. Mitsubishi has also bolstered the ASX range with the addition of a new 2.0-litre, 6-speed CVT derivative that’s priced just below R400 000.

“We have to address the current affordability needs of our customers. Today’s economy often forces buyers to opt for lower-spec vehicles, but our new ASX 2.0 GL CVT derivative offers the comfort and efficiency of Mitsubishi’s CVT transmission as well as its impressive standard specification in a truly attractive package. When you consider Mitsubishi’s world-class safety ratings, the new ASX 2.0 GL CVT is easily the best sub R400 000 vehicle on the market” says Nic Campbell, General Manager of Mitsubishi Motors South Africa.

The ASX is the first model in Mitsubishi’s lineup to feature the new Dynamic Shield design language, which incorporates a much bolder grille design. The design will be carried over to other models such as the new Outlander and Pajero Sport. The ASX also benefits from redesigned seat cushions that offer higher levels of comfort.

Engine Power and Features

A new 2.0-litre CVT derivative joins the ASX range in 2017, priced from R399 900.

There are now five derivatives in the ASX range, all powered by a 2.0-litre petrol engine offering 110 kW and 197 Nm of torque. The front-wheel drive ASX is offered with either a CVT or 5-speed manual transmission. Mitsubishi claims 7.5 L/100 km for the manual derivatives and 7.6 L/100 km for derivatives equipped with the CVT.

In terms of safety, the ASX is equipped with 7 airbags, ABS with EBD, brake assist and ISOFIX child seat mountings. The ASX also carries a 5-star Euro NCAP safety rating.

All ASX GLS derivatives offer LED daytime running lights, hill start assist and electronic active stability control and traction control as standard.

Convenience features include Bluetooth with voice control, cruise control, electric windows, air conditioning, multifunction steering wheel and rear park distance control. Rain-sensing windscreen wipers and automatic headlights are also standard on all models.

GLS and GLX derivatives are equipped with a panoramic glass roof, a full-color touchscreen infotainment system, heated front seats, electrically adjustable driver’s seat and a rear-view camera. A Rockford and Fosgate sound system is also fitted for GLS derivatives.

Mitsubishi ASX – Price in South Africa

2.0 MIVEC GL 5-speed M/T – R364 900

2.0 MIVEC GL 6-speed CVT – R399 900

2.0 MIVEC GLX 5-speed M/T – R399 900

2.0 MIVEC GLS 5-speed M/T RF – R414 900

2.0 MIVEC GLS 6-speed CVT RF – R434 900

The Mitsubishi ASX is sold with a 3-year/100 000 km warranty and a 5-year/90 000 km service plan.

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Volkswagen Up! Versus Facelifted Up!: Spot the difference [Video]

There's a new Volkswagen Up! (the exclamation mark is important) in town and while it might not be an entirely new generation of VW’s popular city car, the facelift is quite extensive.

We thought the best way to show you these changes would be to line up(!) an original Up! and the latest Up! in our studio for a side-by-side comparison, also known as a game of spot the difference.

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Renault Kadjar XP Limited Edition (2017) Specs & Pricing

Renault has announced a limited edition version of its Kadjar SUV. Meet the Renault Kadjar XP, which comes with a number of accessories as standard. Here are the specifications and pricing.

Using the Renault Kadjar 96 kW 1.2 Turbo petrol Expression as a platform, the French manufacturer has created a new limited-edition model that features a number of useful accessories. It's called the XP – a video game term referring to Experience Points – and the aim of the vehicle is to encourage owners to enjoy the outdoors.

The accessories include new 17-inch alloy wheels, cornering fog lights, a towbar, side steps and roof rails. Renault South Africa claims the value of these accessories comes to R40 000, but the price of the Kadjar XP is the same as the normal Expression model at R364 900.

The Renault Kadjar features 200 mm of ground clearance – useful for those who like mounting pavements and driving on gravel. It's powered by a 1.2-litre turbopetrol engine with outputs of 96 kW and 205 Nm, and it's claimed to be quite frugal with claimed fuel consumption and emission figures of 5.7 L/100 km and 127 g/km respectively.

Renault Kadjar XP Limited Edition price in South Africa

The Kadjar XP Limited Edition comes standard with a 5-year/150 000 km mechanical warranty and a 6-year anti-corrosion warranty. Also standard is a 5-year/90 000km service plan with services taking place at 15 000km intervals. The Renault Kadjar XP Limited Edition goes on sale on the 9 February 2017.

Renault Kadjar XP Limited Edition 96kW 1.2 Turbo petrol R 364 900 (incl. VAT)

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The Sorry State of Speed

How has it come that the faster we drive, the less we enjoy it?

So, Evo magazine and Autocar – benchmark publications, as well as TopGear (you can make up your own mind on that one), voted the Porsche 911 R as their über-most (not Uber) car of 2016.

Undeniably, the past 12 months was an exceptional period for the performance enthusiast. From the overhyped Ford Focus RS, the predictably underwhelming Audi RS3 and the underappreciated BMW M140i latecomer, to the tyre-shredding Mercedes-AMG C63S Coupe and the track-focused BMW M4 GTS. Topped, by a mountain of gold dust sprinkled over a dollop of Chantilly cream – the angelic goodness of the Audi R8 V10 Plus and McLaren 570S. And there were many more in between.

Cars.co.za compared the Audi R8 V10 Plus and McLaren 570S on track. Related links at bottom of article.

It’s seemingly incidental that the 911 R and Golf GTI Clubsport S (which was Evo’s runner-up and 3rd in TopGear respectively) are global limited-run sell-outs – more so in South Africa (according to Porsche the number that made it here was “more than one but less than ten”, and 47 VW units of the Clubsport S).

But it also isn’t.

That the 911 R romped away with more accolades than Cristiano Ronaldo came as little surprise: a 4.0-litre naturally aspirated flat-6 from the GT3 RS, manual gearbox with rear-wheel drive and a limited slip differential (the mechanical type, not the trippy tablet), more weight-saving measures with no option of either a radio or aircon, it’s the lightest 911 and purest Porsche you can(not) buy. Call it the 991-generation GT3 you’ve always wanted.

Porsche 911 R – a lightweight, naturally-aspirated analogue driving tool. The driver’s driver’s car.

Key to its existence is that the 911 R was designed as a road car, not a race car; was solely conceived to aid the pursuit of pleasure. The driver’s driver’s car. That’s why unlike its more hardcore GT3 siblings, it doesn’t have any wings, and you can drive over speed bumps without fear of disembowelment.

But the 911 R’s true charm doesn’t wink from beyond its 8 250 rpm redline, or that the controls are as crystal-like in communicating the car’s behaviour as the mountain stream you’re flying past on a Sunday morning blast. Neither is it Porsche’s conveniently-timed generosity in allowing you to control the gearbox yourself when a three-pedal next-gen GT3 comes out later this year, or the performance-porn of weight-saving canvas door pulls and cloth seats. It’s because the 911 R serves as a counterpoint to everything else out there, both intellectually and existentially. And the question one should be asking is not why it’s here, but rather how we got here.

As humans, we seek to find joy in little things. But how many performance cars (that are available as new models today) just lets you jump in, turn the key and immediately go fast? Is it not bizarre that between a BMW M5’s two M buttons there are 486 different programmable combinations? Have you ever sat at a traffic light and engage launch control in an AMG? There are more steps to go through than the space shuttle’s pre-countdown sequence. And by which time the Hyundai Veloster Turbo next to you that thinks he’s racing you has long disappeared. And tweeted about his victory. And the light has turned orange again.

The Ford Focus RS has a very specific target market, certainly, but is its drift mode function really justified?

Then there’s Ford, who in the Focus RS thought that a drift button would broaden its appeal beyond the roads and onto the spotty faced-Internet (although one suspects that right now, crispy Kugas are trending more than even Ken Block).

To me, drift mode is a particular thing of disgust. Even McLaren – once a self-proclaimed maker of the finest sports cars in the world – has cottoned on to this. When you see the 650S replacement, the 720S, at Geneva next month, it will be the first McLaren fitted with a sideways-on-demand button. This from 537 kW nuclear bomb. What would that button conceivably need to do? And then people wonder why Force India is lapping McLaren in F1…

So too has Mercedes-AMG, who had its hand forced in the new E63 sedan, but at least going switchable AWD in an 850 Nm car was a necessary step to towards safety instead of Ford’s one towards stupidity (or "hooliganism", ed.) in the Focus RS.

The Mercedes-AMG E63 S: an all wheel drive monster, but with computer-controlled Drift Mode.

The point is while cars are getting faster, they’re also becoming less fun to drive, and that’s because their grip levels have become so stratospherically high to cope with the speeds that they are capable of. The true joy of driving comes from pushing a car to – and when the circumstances allow – beyond their limits. Before traction and stability control, if in a RWD car, all you needed to do was flatten your right foot. Nowadays, you can’t, because first, you’d have to mount your GoPro or set up a Facebook live session before pressing the button. And letting the car do all the work.

It’s not just the fault of the manufacturers, though – they’re only giving us what we want. Don’t get me wrong: technology powers progress and fosters excellence – and must be celebrated for doing so. But in the continuous quest for everything superlative in the automotive world, sterility seems to be the default outcome of technological advancement. And from an enjoyment point of view, we are paralysed into a state where everything we want in our cars to make them better is only making them worse.

Which in the post-truth period of engine sounds being played through speakers, buttons to engage “maximum go-kart feel” (as found in contemporary Minis), SUVs badged as sports cars, and yesterday’s idiots are tomorrow’s presidents, marks why the naked 911 R isn’t so much a car as it is a saturation point. A beacon of hope; and a call to sanity.

Mazda BT-50 (2017) Specs & Price

The facelifted Mazda BT-50 bakkie makes its market introduction this week. Here are the specifications and pricing for this new product.

This generation of the Mazda BT-50 was introduced to the South African market back in 2012. It was marketed as an Active Lifestyle Vehicle, which meant that the BT-50 was aimed at more the leisure end of the market as opposed to the workhorse. What's new for 2017? There's new exterior styling, which includes a new face, redesigned side steps, rear combination lamps and 17-inch aluminium wheels. The cabin has also been refined to give a higher-quality feel with the addition of Bluetooth, steering wheel switches and cruise control from the SLX model. The SLE model picks up new features that include a rear-view camera, an auto-dimming mirror and electrical driver seat adjustment.

The Mazda BT-50 double cab range comprises 2.2L 4×2 6MT SLE, 3.2L 4×4 6MT SLE and 3.2L 4×4 6AT SLE as well as new models: a 2.2L 4×2 6MT SLX and 2.2L 4×2 6AT SLE. The facelifted Mazda BT-50 is assembled in Thailand. There are 7 colour finishes: True Red, Aluminum Metallic, Cool White, Jet Black, Deep Crystal Blue, Blue Reflex and Titanium Flash.

Mazda BT-50 Model Lineup

The BT-50 Mazda Care plan is now aligned with that of Mazda passenger vehicles; with a 3-year unlimited kilometre factory warranty, 3-year service plan and 3-year roadside assistance. For complete peace of mind motoring; a Customer Service Guarantee on pre-arranged repairs is also included.

BT-50 2.2L DE SLX 6MT 4X2 – R441 600

Maximum power: 110 kW @ 3 700 rpm
Peak torque: 375 Nm @ 1 500-2 500 rpm
Fuel consumption 7.6 L/100km
6-speed manual transmission
6 speakers
16-inch alloy wheels
Bluetooth
Integrated Audio system (Radio/CD/USB/Aux)
Multi-functional steering wheel
Cruise control
Locking rear diff (LRD)
Tailgate lock
Cloth seats
Temperature display
Front power windows
6 Airbags (D+P+S+C)
Side step
Front fog lamps
Power adjustable mirrors/power fold
Air conditioning

BT-50 2.2L DE SLE 6MT 4X2 – R447 000, R497 700 (Auto)

6-speed manual/automatic transmission
Dual-zone aircon
Leather seats
Chrome power windows
Integrated Audio system – high
17” Alloy wheels
Headlamps Auto on/off
Rain sensing wipers
Parking sensors
Reverse camera
Auto dimming mirror
Electrical seat adjustment (Driver)
Leather gear knob
Electrical driver lumbar support

BT-50L 3.2L DE SLE 6MT 4X4 – R541 700, R555 700 (Auto)

Max power 147 kW @ 3000rpm
Max torque 470 Nm @ 1750-2500rpm
Fuel consumption Man (9.3 L/100km) Auto (9.7 L/100km)
Load Adaptive Control
Trailer Sway Mitigation
Roll Over Mitigation
Hill Launch Assist
Hill Descent Control

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Hyundai Elantra (2017): 5 Things To Know

Hyundai South Africa will introduce its new Elantra range in June 2017 as a rival to the facelifted Toyota Corolla (and others) in the compact family car segment. Over and above improvements in refinement, occupant comfort and safety, the range will include 1.6-litre turbopetrol derivatives.

If the Elantra is not Hyundai’s longest-serving model in South Africa, which it probably is, it certainly is the best-known sedan in the firm’s local history. The outgoing version has received many accolades during its model cycle and its successor, which we first believed would be introduced in the local market before the end of 2016, incorporates improvements in numerous areas. Following recent introductions of the new Honda CIvic and updated Corolla and Kia Cerato, the Elantra faces stiff competition from rival sedans, let alone a clutch of crossovers.

1. More dynamic stance, better aerodynamics

The new 6th-generation Elantra is 20 mm longer, 25 mm wider and 5 mm taller than its predecessor and, apart from the narrow, swept-back headlights with LED daytime running lights, the most notable elements to the front of the sedan are the front wheel “air curtains” at the outer ends of the bumper that are said to help channel airflow around the wheels to minimise turbulence and wind resistance.

In profile, sweeping character lines along the car’s flanks accentuate the sedan's dynamic stance and the newcomer’s claimed drag coefficient (0.27) can be attributed to strategically positioned underbody covers, a lower rear bumper spoiler and longer bootlid. Local derivatives should come with either 16- or 17-inch alloys.

In overseas markets, top-of-the-range Elantras feature chrome beltline moulding, auto-folding exterior mirrors, front door handle courtesy lights and LED rear combination lights in some markets, but it remains to be seen whether they’ll all feature on the cars in the South African market.

2. More spacious and driver-oriented interior

Given the increases in the Elantra’s exterior dimensions, it stands to reason that there’s more shoulder room (by 7 mm at the front, 12 mm at the back) and additional head- (up by 4 mm) and legroom (up by a significant 59 mm) at the rear.

The interior architecture shares many of its cues with the recently launched Tucson and to create a more driver-focused feel, the newcomer’s centre stack is angled towards the driver by and angle of 7 degrees.

Cabin ambience also has been enhanced via alloy-look air vent surrounds and metallic-painted dashboard/door trim inserts. Top of the range derivatives could also feature air-vent/radio/climate-control surrounds finished in high-gloss piano black, together with an ergonomic sliding front centre armrest.

Hyundai SA has confirmed that a touchscreen infotainment system with MP3 capability, auxiliary and USB input sockets will be offered on local derivatives. You can expect Bluetooth connectivity and audio streaming and a multi-function steering wheel (with buttons for handsfree telephony, audio system and cruise control) to be provided too.

Automatically-activated headlights, a rear parking assist system with reverse-view camera are likely to feature, while the flagship models should be equipped with leather trim and dual-zone climate control (with an automatic windscreen defog function). An electronic self-dipping mirror, rain-sensing wipers, rear-seat cooling vents, keyless entry and start and a colour 3.5-inch information cluster (in the instrumentation cluster could all be included, depending on local specification.

3. Added body rigidity and better refinement

Through the greater use of advanced high-strength steel and aerospace-derived structural adhesives (at high stress points) in the construction of the Elantra’s body, Hyundai’s newcomer has significantly more torsional rigidity than its predecessor, which means there is more noise, vibration and harshness (NVH) suppression, better occupant protection and enhanced vehicle dynamics.

Meanwhile, the front suspension has a new sub-frame with optimised geometry engineered to target improved NVH characteristics, while at the rear, the torsion-beam axle rear suspension features upright, longer dampers and repositioned coil springs. All of which should result in better ride refinement.

4. Extensive safety specification

Given that the Elantra is a family vehicle first and foremost, a comprehensive safety specification is a must. Again, the local market’s specification has yet to be confirmed, but 6 airbags (front-, side- and curtain units) should be standard, plus an electronic stability control (ESC) system, including hill-start assist (HAC), traction control (TCS), anti-lock brakes (ABS), electronic brake-force distribution (EBD), brake assist (BAS) and vehicle stability management (VSM).

5. 1.6-, 1.6- turbocharged and 2.0-litre petrol engines

Whereas the outgoing Elantra model featured workmanlike 1.6- and 1.8-litre naturally-aspirated (non-turbo) four cylinder engines, the newcomer’s engine line-up will closely resemble that of the new Tucson range, with the exception of the entry-level powerplant, which produces outputs of 96 kW/157 N.m in the current range.

The other derivatives, will be powered by either a 2.0-litre Nu MPi 4-cylinder petrol engine (featuring dual continuously variable valve timing and a 2-step variable induction system) that produces 115 kW and 196 Nm (at 4 000 rpm) or a 1.6T GDI 4-cylinder turbopetrol (130 kW/265 N.m) paired with a 6-speed manual or 6-speed automatic transmission (a 7-speed dual-clutch transmission is likely with the latter, however).

And, what are the chances of a hotter flagship version joining the line-up? In 2016, Hyundai unveiled an Avante (as the Elantra is known in its home market) Sport model (shown below), powered by the Veloster Turbo’s 150 kW/265 N.m 1.6-litre turbocharged direct-injection 4-cylinder turbopetrol engine mated with a paddle-shift dual-clutch transmission.

The Sport, which, in terms of packaging, shares a few cues with the Corolla Sprinter, rides on 18-inch alloy wheels, has LED headlights, a beefed up front bumper with a black-framed grille and enlarged “air intakes”, but the biggest revision is that the derivative features a multi-link rear suspension and its ride height has been lowered by approximately 18 mm.

It remains to be seen whether this version, with its upgraded front brakes, recalibrated speed-sensitive electric power steering and double exhaust ends will ever be made available in South Africa, but it would certainly add some spice to what is expected to be a well-made and -specified, if less than spectacular, newcomer to the market. Watch this space!

Watch a video of the new Hyundai Elantra:

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Volvo V40 T4 Cross Country In-depth Review

Usually, we only get to spend about a week with a test car. However, over the December holidays, Volvo asked if we'd like to spend a month with their V40 T4 Cross Country.

This gave us a unique opportunity to really get to know the car, inside and out. In this review, we cover boot/load space, interior quality fuel economy, ride comfort, South African pricing and the special extra trim that comes with the Cross Country edition.

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Spy Shots: Facelifted BMW M2

Our German spy photographers have captured images of what appears to be a facelifted BMW M2 prototype undergoing testing. The changes appear to be quite substantial… could this be a development unit for the rumoured hotter version of many critics' favourite BMW M car?

Picture credit: S. Baldauf/SB-Medien

The current BMW M2 has received much attention since its local arrival in 2016 and it recently scooped a deserving win in the Performance Car category of the recent Cars.co.za Consumer Awards – powered by WesBank. This achievement is a testament to the ability and performance credentials of the M2 and for the next iteration, BMW will be looking to improve upon what is clearly a winning formula.

The spy shots you see here depict what appears to be a pre-production version of a facelifted BMW M2 as it undergoes testing, replete with camouflage covering the bumper and grille, front and rear taillights and rear diffuser. A number of design changes can be expected for the facelifted BMW M2 with the front grille, headlights, bumper and air intakes likely to change substantially. At the rear, the taillight graphic and rear diffuser will also be redesigned. Furthermore, the M2 seen here also features a larger exhaust system and bigger brakes.

The design of the facelifted BMW M2 is expected to change substantially compared with the current iteration.

The current BMW M2 is powered by a 3.0-litre straight-6 turbocharged engine that develops 272 kW and 500 Nm of torque. If this car is only a precursor to an M2 that simply carries over the 2 Series updates, it is not that likely that engine will be tuned to provide more power/torque, but it is still a possibility. Last year, reports suggested that BMW is working on a hotter version of the M2, likely to be called the M2 GTS or M2 CS, which will offer in the region of 300 kW from an uprated version of the engine under the hood of the current M2.

We will keep you updated as more information on the facelifted or hotter BMW M2 becomes available, so stay tuned.

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Behind the Badge: Alfa Romeo

It’s arguably the weirdest automotive brand badge of the lot, replete with what looks like the Cross of St George and a crowned serpent with a predilection for ingesting humans. Alfa Romeo has a badge with two distinctly different parts, the history of which is… not entirely clear.

Alfa Romeo is one of the oldest names in motoring, dating back to 1910. Its badge remains one of the great motoring mysteries as the symbols date back to the Crusades. Draughtsman Romano Cattaneo apparently came up with the idea for the Alfa Romeo logo after seeing a coat of arms at the Sforza Castle in Milan.

On the left of the Alfa Romeo badge is a red cross on a white field. This is, in fact, the flag of Milan turned through 90 degrees. Alfa Romeo’s home was Milan, where its cars were built up until the 90s. The flag originates from the Crusades, where Milanese soldiers wore the red and white cross beneath their armour.

The right-hand side of the badge is where it starts to get interesting. The image appears to be a person being eaten by a huge snake. There are a number of theories around this symbol, here are just a few:

The legend of a dragon/snake that terrorised local villagers until it was slain by Uberto, Squire of Angera.
Lombards (Germanic people who ruled large parts of the Italian Peninsula) would often wear snakes around their necks as good luck charms.
A Biblical symbol for divine protection used by Archbishop Ottone Visconte on his shield when going into battle against the Saracens during the first Crusade.

No, the snake is "giving birth"

Alfa Romeo’s official stance is that the man is coming out of the snake as a renewed and purified person. The symbol comes from a nomadic Saracen Knight that Ottone Visconte defeated in battle and in tradition, took the symbol on the shield. Believe what you will…

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Behind the Badge: Alfa Romeo

It’s arguably the weirdest automotive brand badge of the lot, replete with what looks like the Cross of St George and a crowned serpent with a predilection for ingesting humans. Alfa Romeo has a badge with two distinctly different parts, the history of which is… not entirely clear.

No, the snake is "giving birth"

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