A facelifted version of the Volvo V40 is set to be introduced in SA shortly. Here’s how much you’ll be paying for the updated Swedish premium hatchback.
The most notable change for the facelifted Volvo V40 is the distinctive headlamp design that mimics that of the award-winning XC90. "Thor’s hammer" (as the shape of the running light element has been nicknamed) is integrated into headlamp design and provides a striking front-on appearance for the V40. Between the front lights, the V40’s grille is more upright, again, like the XC90's. The exterior facelift is topped off with new wheel designs and a new Denim Blue paint finish.
There are 4 spec levels: entry-level Kinetic, mid-range Momentum, luxurious Inscription, and sporty R-Design, the latter of which rounds out the range. Volvo has specced all models with City Safety, which automatically detects objects and, if necessary, brakes the car to avoid a possible accident at lower speeds.
Three turbodiesel models and 5 turbopetrol models will be available from launch, all front-wheel driven. The D2 entry-level turbodiesel is only available as a manual, while the T3 and T4 turbopetrols are available in both manual and automatic. The D3 and D4 turbodiesels are only available in automatic.
Much of Volvo’s safety technology has filtered down to the V40 from the XC90, but many of the features are only available as options. Road sign detection, lane keeping aid, automatic parking, traffic congestion information and adaptive cruise control are all now available on the V40.
Power outputs are as follows (derivate names that start with T are turbopetrols, D: turbodiesels):
Volvo V40 T3: 112 kW and 250 Nm (manual is a 2-litre, auto a 1.6-litre)
Spy shots of the third generation Mercedes-Benz's A-Class premium hatchback have emerged.
The Mercedes-Benz A-Class shook up the market when the MPV-like first generation model was replaced by an also premium-positioned, but altogether sportier version in 2012. Facelifted internationally towards the end of 2015, it reached South African shores in early 2016 and we tested it thoroughly.
However, a series of photographs showing the next generation of Mercedes-Benz A-Class have already emerged. This model is scheduled to be unveiled in 2018 and these are the first pictures of the car being tested on a public road. While the test unit is heavily camouflaged, you can see some new details such as new mirrors, enlarged rear doors and a hatchback that looks a little wider than the outgoing model's, all of which will help to improve practicality.
We expect this model to feature the latest in Mercedes-Benz technology as showcased on the recently-introduced E-Class and we'd be very surprised if there was no autonomous driving functionality. Judging from the number of addenda, which appear to be an array of sensors (on the front of the car), the hatchback's likely to be pretty high tech indeed. Right now this vehicle is in the very early stages of development we'll keep you up to date.
This is the final hurrah for the flagship of the F10-generation BMW 5 Series. It’s the most powerful and exclusive M5 to make landfall in South Africa, and we spent 7 days holding on for dear life.
We Like: Effortlessly fast, gorgeous paint finish, immense brakes
We Don’t Like: Underwhelming noise, cabin feels a little dated despite recent updates
Alternatives:
German alternative one:Audi RS7 Sportback. This biturbo brute offers quattro all-wheel drive, which helps it match the M5 Pure Metal Edition off the line. There’s no sedan option as the RS6 is a station wagon, but at least the RS7 is a 4-door “coupe”. It’s more affordable, but not a limited-edition car.
German alternative two:Mercedes-AMG CLS63 S. Benz doesn’t have a direct rival to the BMW as the new E-Class AMG is still some way away. However, the CLS63 S offers performance that runs the M5 very close. It’s fractionally down on power, but offers 100 Nm more torque.
Something a bit different:Porsche Panamera Turbo. The Panamera is a four-door 2+2 and in Turbo guise, its delivers substantial punch. It offers less than 400 kW, but a mighty 770 Nm will help it keep up with the M5. It’s a bit more expensive, however, and due for replacment too.
The BMW M5 is such an iconic performance sedan that many unit sales could be attributed to the truncated name of the top-of-the-range 5 Series alone. The M5 badge carries tremendous gravitas and prestige, and the world’s premium marques have no choice but to sit up and pay attention to every new iteration of this Autobahn-storming uber saloon, which offers searing pace, seats 4 adults in sumtuous comfort and can haul all their luggage too.
It’s a great recipe and that’s the reason why each successive version of the M5 to roll off the production line carries with it great expectations. The current M5 represented a departure for the BMW… the introduction of turbocharging made the F10-generation version somewhat less intense and, ultimately, charming, than its predecessors, but the 4.4-litre forced-induction V8 – not least its dual-clutch transmission – delivered far more flexible performance.
BMW M5 30 Jahre with the older M5 versions. We didn’t get the derivative here, so BMW SA made its own version.
The current M5 was unleashed upon the world a few years back and now, as we cross the middle of 2016, it’s almost time for this model to be replaced. An all-new BMW 5 Series is imminent and a new M5 is sure to follow shortly thereafter. To celebrate the end of the (F10) BMW M5, there was a limited edition model called the 30 Jahre. This vehicle never made it to South Africa, but BMW South Africa chose to make its own special version, again. We say again, because BMW SA created the 333i and 325iS Evo I and II when the first-generation M3 was unavailable for the local market. Let’s not forget the E92-generation M3 Frozen Edition either, which made up for the BMW M3 GTS’ non-arrival… Thanks, BMW SA, you’re permanently on our Christmas card list.
So, what is this BMW M5 Pure Metal Edition all about? Let’s start with that colour. It’s called Pure Metal Silver Metallic and, at first glance, it almost looks like a chromed finish! The paintwork simply glistens in direct sunlight and is quite dazzling. If you want this exterior finish on a standard M5, it will cost you a tidy R100 000 extra. It’s a one-of-a-kind paint option and, as you’ll see in the video below, it’s the product of a unique manufacturing process.
How does it fare in terms of…
Performance and ride quality?
Speedometer reads to 330 kph. While most cars are marked to an optimistic number, this M5 feels like it could get to 330 kph.
This particular M5 also has a 4.4-litre twin-turbocharged V8 motor, but whereas in standard guise this engine produces 412 kW and 680 Nm, this version has been upgraded to deliver peak outputs of 441 kW and 700 Nm (power is transmitted to the rear wheels via a 7-speed dual clutch transmission).
Climb into the Pure Metal Edition, click your seatbelt into place and stab the “Engine On” button. When the V8 bursts to life, its engine notes is – by the standards of modern performance machinery – seriously underwhelming. At the time of writing, a shiny BMW M4 fitted with an M Performance exhaust system arrived for testing and compared with the M5, it sounded nothing short of demonic… So, when we look back at our time with the Pure Metal Edition, we missed some snarl from the quad pipes. It sounds a bit rorty from a cold start, but the note becomes muted once the M5 is up to operating temperature.
Noise (or lack thereof) aside, driving the Pure Metal Edition was an unforgettable experience. The typical BMW M configurable driving modes are available and you can alter the steering weighting, engine responsiveness, suspension pliancy and even adjust the severity of the gear changes. Set everything to comfort and you could fool people into thinking you’re in a normal 5 Series. Start playing with the settings and flick the M gearbox into its most aggressive mapping and prepare for neck-snapping shifts. The tiller is equipped with shift paddles and they’re a joy to use thanks to near-instantaneous responses.
Typical BMW M stubby gear selector. Note the gear severity button just aft of the stub, and engine/suspension settings to the side.
The M5’s fitted with launch control, but we opted not to use it, because the BMW M5 Pure Metal Edition’s party trick is not turning in sheer obliterating sprint runs, but attacking the asphalt from speeds where it can lay its awe-inspiring power down. Obtaining a benchmark 0-100 kph time is not easy as the rear tyres tend to be overwhelmed by the BMW’s sheer grunt, but the way the super sedan accelerates in-gear from 80 kph is almost… terrifying.
If we had access to an Autobahn, this Pure Metal Edition could warp from 100 to 200 kph and if the road was long enough, go on to hit 300 kph. Acceleration is one thing, but the braking prowess is more impressive. The ceramic discs require a little more time to get up to peak operating temperature than steel ones, but once they’re primed, you can bring the Pure Metal Edition to a halt in such a manner that it feels like your eyes may pop out of their sockets!
When it’s not trying to defy the laws of physics, the BMW M5 Pure Metal Edition still does the basics right. When all the modes are set to comfort, it’s a comfortable and spacious executive sedan with plenty of overtaking power just a stab of your right foot away. The feel conveyed through the wheel is just right for driving enthusiasts who bemoan the fact that the overwhelming majority of executive cars feature overly numb (comfort-driven) steering setups.
Technology and comfort?
Live traffic updates are useful. BMW Connected services include weather and the car will even read news stories to you.
It must be noted: the Pure Metal Edition is not only impressive because of its monstrous engine and the fact that its driving experience can be customised to individual tastes. The head-up display is excellent, the satellite navigation features live traffic updates and when we landed up in traffic jams, the car amused us by reading out news headlines. Heated seats are a welcome addition, but we wish the Bang & Olufsen sound system was standard.
If you want a sporty and comfortable driving experience, then set the engine to sport and suspension to comfort. Easy. If you’re finding the gearshifts a little too savage on your neck, then dial the shift-severity down. You can further program your favourite Drive Mode settings into the M1 and M2 buttons on the steering wheel and even pre-disengage the stability control (although the onboard system will ask for confirmation). Do the latter at your own risk, however.
Switching of the M5 Pure Metal Edition’s stability control system should be avoided unless you feel particularly brave…
Value for money?
There are 2 ways to look at this. On the one hand, this is a limited-edition BMW M5 and, as the plaque on the dashboard points out, it’s one of 20 units that will be produced. Generally speaking, limited-edition performance vehicles hold their value well and (eventually) become highly sought-after collector’s items. If the BMW 1M is anything to go by, the BMW M5 Pure Metal will surely command high prices.
Then, on the other hand, when you compare the BMW M5 Pure Metal spec-versus-spec with an M5 Competition Pack (with a few extra boxes ticked), it seems a little expensive for what it is. Owners can, however, take comfort in the fact that they’re packing 441 kW, 18 kW more than the Competition pack and a whole 29 kW more than a standard out-the-box M5. You also gain those model-specific, executive-looking 20-inch alloy wheels.
And, the BMW M5 Pure Metal Edition is not just a shiny silver version of the M5 Competition Pack. To justify its high price tag, there are a few other tasty add-ons. Competition Package comprises a revised chassis, lower suspension, an Active M differential, a top speed increased to 305 kph and some electronic tweaks to the stability control and M steering. The Pure Metal Edition specification adds on ceramic brakes and an uprated interior comprising Merino leather-wrapped M seats, which offer a nice balance of support for performance driving and comfort for longer journeys.
The view which most other road users will see of the BMW M5 Pure Metal Edition.
BMW M5 Pure Metal Edition price in South Africa
This limited-edition derivative costs R1 948 000, which includes a 5-year/100 000 km maintenance plan.
Verdict
The BMW M5 Pure Metal Edition is one special vehicle. By virtue of its near 2-tonne kerb weight, it should be appreciated more for its ferocious in-gear performance and high-speed cruising ability than its outright handling prowess (on tight, twisty roads). As great as the tyres are, they simply cannot cope with the sheer torque and unless you’re circumspect with the throttle, you’ll find the stability control light flashing in time to the rubberwear’s audible protests. We had an in-office joke about this car: it only has three gears: first, second, and HOLD ON FOR DEAR LIFE. Once it found some grip, the BMW M5 Pure Metal Edition would effortlessly lunge towards the horizon with passengers sitting in the back wondering how it was possible to be so brutal.
But not everyone is in the mood to drive at scenery-distorting speeds at all times, so with the Pure Metal Edition’s engine in its tamest setting, you’re behind the wheel of a supremely-specified BMW 5 Series, and while it does feel a tad dated, it’s superbly comfortable and refined. It offers one of the finest driving positions and even though it is a hefty car, it doesn’t feel dramatically larger than a 3 Series and is effortless to pilot in the confines of the city.
This generation of BMW M5 hasn’t quite won over the hardcore M5 fans whose eyes glaze over in happiness when you mention the sedan’s V10-powered SMG predecessor. They need to face the facts: engine downsizing and turbocharging are the way of the future, whether they like it or not. The next-generation BMW M5 is likely to use a similar engine and all-wheel drive, as featured on the mighty X5/X6 M, in on the cards.
As for the Pure Metal Edition, it’s a desirable swansong for this generation of the BMW M5. It’s not only stupendously fast, but involving to drive and let’s not forget those practical elements of a big boot and enough seating for four adults. If only it was louder/more dramatic in the aural department…
As Kia Motors South Africa prepares to launch an all-new Sportage compact crossover/SUV in the final quarter of 2016, the Korean marque has made small changes to its model line-ups, such as adding an SLX derivative of its Sorento SUV.
Kia recently launched a 1.2 LS derivative of its Picanto small hatchback – making the newcomer the second-most affordable model the brand offers – and, since June 1 2016, all Kia products sold from new are covered by a 5-year/unlimited mileage warranty. Now a 2.2 CRDi SXL AWD Auto 7-seater derivative has joined the Sorento line-up, replete with a 7-inch colour touchscreen (with satellite navigation integrated into the infotainment system) as standard.
Based on the existing SX AWD model, the SXL is powered by a 2.2-litre turbodiesel engine, which develops 147 kW of power and 440 Nm of torque, and is mated with a 6-speed automatic transmission and Dynamax AWD. Among a raft of standard features, the new SXL comes equipped with blind-spot detection with lane-change assist, rear cross-traffic alert and an electrically-operated, remotely-opening Smart Power tailgate.
As with all Sorentos, the SLX comes with a 5-year/100 000km maintenance plan, 5-year/unlimited kilometre warranty, as well as roadside assistance.
Kia Sorento prices in South Africa
2.4 LS Manual 5-Seater R443 995
2.2 CRDi LX Auto 5-Seater R568 995
2.2 CRDi EX AWD Auto 7-Seater R672 995
2.2 CRDi SX AWD Auto 7-Seater R699 995
2.2 CRDi SXL AWD Auto 7-Seater R719 995
As the demand for SUVs in South Africa and around the globe shows no signs of abating, fuel efficiency will be a deciding factor in consumers' purchasing choices. We list the most fuel-efficient SUVs currently on sale in SA.
The definition of an SUV is tricky. Is a vehicle with passenger car underpinnings and a raised ride-height considered an SUV – or is that a crossover? Can a crossover not be an SUV? For the purposes of compiling this list, we haven't considered the hatchback-derived crossovers. Therefore, vehicles such as the Ford Ecosport, Renault Captur and Mazda CX-3 are excluded as they are basically hatchbacks on stilts.
That still leaves a surprisingly large field of cars to sort out and, impressively, all the vehicles in our top 10 are claimed to consume less than 5.2 L/100 km on the combined cycle. Three petrol-electric hybrids make the list, but the remaining 7 spots are all occupied by small-capacity turbodiesels.
Most fuel Efficient SUVs in SA (2016)
1. Volvo XC90 T8 Twin Engine
The Volvo XC90 plug-in petrol-electric hybrid is said to consume as little as 2.1 L/100 km. It’s not a pedestrian eco-mobile either, as its 2.0-litre turbo- and supercharged engine combine with a 65 kW motor to produce 300 kW and 640 Nm of torque. In all-electric mode, it can travel up to 40 km and maintain 125 kph. Over and above the energy regeneration system, the XC90's batteries can be recharged by plugging it into an ordinary power socket. R1 074 100.
BMW launched its X5 xDrive40e at almost the exact same time as the Volvo XC90 T8 arrived. The xDrive40e is also BMW’s first plug-in hybrid vehicle and it combines the 2.0-litre turbopetrol motor with an 83 kW electric motor. The result is a maximum of 230 kW and 450 Nm of torque, but the headlining figure is a claimed fuel economy of 3.3 L/100 km. The BMW, like the Volvo, can also have its battery charged separately via a plug-in cable. R1 137 000.
The Cayenne hybrid may have been on sale for 2 years already, but it continues to feature on our fuel-efficiency lists. Its powertrain comprises a 3.0-litre 6-cylinder turbopetrol and electric motor that produce 306 kW and 590 N.m. Like the Volvo and BMW, the Porsche utilises a plug-in system and can run on electric power alone for a maximum of 35 km, but still consume as little as 3.4 L/100 km, which isn’t far off the plug-in vehicles' claims. R1 517 000.
Finally, a slightly more value-oriented SUV appears on the list. The Qashqai, with its 1.5-litre turbodiesel motor, is claimed to use just 4.2 L/100 km. With outputs of 81 kW and 260 Nm, the Nissan offers more than enough performance to be practical both on the freeways and around town. The Qashqai further offers a very comfortable ride quality and a spacious interior that go a long way to explain its sales success around the globe. R362 900.
The second-generation of BMW X1 is a much-improved product. The build quality and packaging are major enhancements, but it appears the new 2.0-litre turbodiesel engine is also particularly efficient. The claim is that it will return 4.5 L/100 km – not bad for a 140 kW 400 Nm turbodiesel. R522 900.
The Renegade range has gradually expanded over the last year and now includes a turbodiesel derivative. The macho-styled SUV, together with its 1.6-litre turbodiesel engine delivers a reasonable 88 kW and 320 Nm of torque. The claimed consumption figure is excellent at just 4.6 L/100 km. R421 990.
A second contender from Volvo enters the fray, this time the smaller-packaged XC60. Volvo is certainly pushing fuel efficiency to new highs (or lows) as its 2.0-litre turbodiesel is both powerful and efficient. The outputs are 140 kW and a healthy 400 Nm, and the fuel economy? Only 4.7 L/100 km. R610 956.
Renault updated the Duster last year with a slight facelift and a new range of engines. The 1.5-litre turbodiesel (in manual, 2-wheel-drive guise) is the most efficient derivative. Replete with 80 kW and 240 Nm, the Duster is said to use 4.8 L/100 km. The Duster is also the most affordable car on this list. R276 900.
BMW’s xDrive system combined with the extra heft of the bigger X3/X4 platform probably accounts for most of the increase in fuel economy over the X1. The same 2.0-litre turbodiesel (with the same outputs as the X1) is claimed to return as little as 4.9 L/100km. R632 226 and R722 226 respectively.
Nissan is the third manufacturer to get a second car in the top 10. The X-Trail uses a 1.6-litre turbodiesel unit mated with a manual gearbox. The most fuel efficient version is the 2-wheel-drive model (said to consume 5.1 L/100 km. The engine delivers adequate power at 96 kW with 320 Nm of torque. R381 900.
The newly-introduced Mercedes-Benz E-Class is touted as the best executive sedan on the market. Does the range-topping E350d deliver on its promise of sublime comfort and exceptional road manners? Let’s find out…
We like: Interior execution, technology features, comfort, ride quality
We don’t like: Perhaps-too-understated exterior styling, E220d seems a better buy
Alternatives
For similar power: The BMW 535d (R1 026 052) offers more power at 230 kW and comparable torque (630 Nm) from its 3.0-litre 6-cylinder turbocharged engine. The 5 Series is, however, due for replacement in early 2017 and the current car feels its age in some aspects. The G30-generation will see the introduction of several new engines and a host of new technologies, some of which is currently offered in the 7 Series.
For value for money: The Audi A6 3.0 TDI (R733 500) is also equipped with a six-cylinder 3.0-litre turbodiesel engine, which offers 160 kW and 400 Nm of torque. The Ingolstadt-based brand does not offer its bi-turbo turbodiesel in the A6, which will also be replaced next year, but at this derivative's asking price, you can afford to spec up the TDI liberally.
The Mercedes-Benz E350d is supremely comfortable to drive on the daily commute.
The local executive sedan market has shrunk considerably in recent years because many buyers are opting for the added practicality of premium SUVs. Despite their declining popularity, executive sedans still have much to offer in the way of comfort and refinement and the latest E-Class has received much praise in this regard. While it competes against ageing rivals (in the shapes of the BMW 5 Series and Audi A6), it’s likely to dominate the segment until a product comes along to match and, possibly, dethrone it. Volvo’s S90 sedan (which is due in South Africa in October 2016) looks like a strong opponent and if the success of the XC90 is anything to go by, the Swede could make waves when it arrives on our shores.
We got our first taste of the new Mercedes-Benz E-Class at its international launch in Portugal earlier this year. Our road test editor, Ashley Oldfield, who attended the event, was suitably impressed with the newcomer's “intelligent” technology and resolved road manners. The new E-Class was subsequently introduced to South Africa with three derivatives on offer from launch (the range will expand later this year). The line-up currently comprises the E200, E220d and the E350d.
How does it fare in terms of…
Technology?
The large infotainment display is impressive, but the optional Widescreen Cockpit is a "must-have feature".
The new Mercedes-Benz E-Class is jam-packed with a host of technological features that improve the sedan's overall driving experience. The most noticeable feature in this E350d was the large, high-resolution, 8.3-inch infotainment display.
The system is highly customisable and features an attractive menu setup that can be navigated using the familiar Comand controller and Touchpad, or, if you prefer, you can use voice activation instead. In addition to this, you can also control the infotainment system using the touch-sensitive buttons mounted on the steering wheel (the E-Class is the first Benz to feature such buttons on the steering wheel). The infotainment system is slick and easy to use, just the way it should be.
Not only can you can wirelessly integrate your smartphone with the infotainment system, you can charge your phone using the inductive charging pad in the centre console (provided the former’s Qi-enabled). Two USB ports are also included.
The E-Class can also be optionally fitted with an impressive Widescreen Cockpit (R14 500) that combines two 12.3-inch screens that simultaneously serve as a digital instrument cluster (positioned directly ahead of the driver) and as a central infotainment screen. Sadly, our test unit featured the standard instrument cluster with round dials and the 7-inch display. It’s not unattractive, by any means, but the Cars.co.za team feels the Widescreen Cockpit is well worth the extra spend.
In terms of driving assistance and safety features, the E-Class impresses too. The optional Driving Assistance package (R32 500) provides a host of features, including Drive Pilot/Distance Pilot DISTRONIC. Drive Pilot automatically maintains following distances to other vehicles at speeds of up to 210 kph; all the driver needs to do is keep their hands on the wheel.
Working in conjunction with steering assist, the E-Class is able to drive itself without much steering or throttle inputs from the driver and it will brake and accelerate for you as well. The system is intimidating to use at first, but it’s fascinating to experience this level of intelligent technology in congested traffic situations. The driver is, however, required to hold the steering wheel, and if you fail to do so, audible and visual warnings are activated before the E-Class brings itself to a halt.
Active safety features such as active brake assist, attention assist, crosswind assist, rear cross traffic alert, evasive steering assist, active lane-change assist, active lane keeping assist and active blind spot assist instil confidence in the driver and undoubtedly make the Mercedes-Benz E-Class fundamentally safer to drive on a daily basis.
Buyers can also look forward to the arrival of Remote Parking Pilot next year, which will allow you to move your E-Class into or out of parking spaces using a smartphone app. Overall then, from a technological perspective, the E-Class doesn’t disappoint. Just be mindful that many of the most desirable features are optional extras.
The exterior design of the E-Class is derivative, yes, and conservative, but it suits the nature of the car.
With 190 kW and 620 Nm of torque on tap from its 3.0-litre V6 turbodiesel engine, the E350d is not short on power and it delivers brisk, unflustered on-road performance. The E350d pulls strongly when overtaking manoeuvres are required and its performance is further enhanced by the 9G-TRONIC automatic transmission, which shifts in a smooth, unobtrusive manner. The steering wheel-mounted shift paddles allow the driver to exploit performance even further with manual inputs.
As an executive sedan, the E-Class seems best geared for comfortable cruising, but you can extract notable performance from the E350d, which enables the driver to choose between Eco, Comfort, Sport, Sport+ and Individual driving modes. Ultimately, the E-Class doesn’t feel as fast as it is, which is largely due to its refinement… You simply don’t feel the speed.
Meanwhile, the E350d has a claimed consumption figure of 5.5 L/100 km. While we could not match that average, we achieved a respectable 8.2 L/100 km with little effort. When driven conservatively, the Benz should dip well below that.
Ride & handling?
Ride quality is exceptionally good in the E 350d, making it the most refined executive sedan offering currently on sale in SA.
A major highlight of the new E-Class is the way in which it interacts with terra firma. With its steel, comfort-oriented suspension and selective damping system, the E350d glides over tar in a way few cars can. Only the biggest undulations will jar the suspension and, on most road surfaces, the Benz provides high levels of driving comfort. If you really want to treat yourself to superb ride quality, consider the optional Air Body Control air suspension (R29 000). The E350d is also accomplished when tackling corners, where it feels well-balanced and composed. Steering feel is direct and responsive.
The engine emits minimal mechanical noise, which, together with a well-made cabin that's well-insulated from tyre rumble and wind intrusion, creates a serene in-car environment. It all contributes to an eminently refined driving experience.
Packaging, comfort and practicality?
The interior of the E-Class is comfortable and well-built. It's a pleasant place to inhabit…
When sitting inside the E350d, the cabin's excellent perceived build quality is difficult to ignore. To put it simply, the interior of the E-Class is beautifully-made. Our test unit featured brown open-pore ash wood trim, which exuded a classy, upmarket feel. The interior's ambient lighting adds glamour to the overall package with a total of 64 different colours to choose from.
The electrically adjustable black leather seats were supremely comfortable and offered sufficient lumbar support, which was particularly desirable on longer journeys. Furthermore, the seats featured a heating function (an R18 500 option that offered some respite from the cold winter chill) and a dual-zone automatic climate control air system is fitted as standard.
The E350d features a capacious boot (540 litres). The boot cavity is both long and deep, making it perfect for swallowing goods of various shapes and sizes. A 40:20:40 split rear seatback, which offers multiple configurations, was fitted. The centre section can be folded down to accommodate longer items without impinging on the rear seats, or the whole bench can fold flat to free up maximum loading space. There’s also sufficient storage spaces afforded in the doors and centre console.
Compared with its predecessor, the new E-Class is 43 mm longer and its wheelbase has been stretched by 65 mm. This development has particular benefit to rear passengers, who will find the generous levels of leg-, shoulder- and headroom.
Pricing and Warranty
The range-topping E350d is priced from R973 936, but the E220d (R803 100) is arguably the most desirable derivative in the range. A 2-year/unlimited km warranty and a 6-year/100 000 km maintenance plan is included in the purchase price.
The E350d impressed us with its cohesive, refined and sophisticated package. The perceived interior quality was definitely a highlight and passengers were well ensconced in the E-Class. Tech-savvy buyers will also appreciate the comprehensive technology systems on offer. Overall, the Benz is difficult to fault and Mercedes-Benz has shifted the goal posts in terms of technology, packaging and ride comfort in the executive sedan segment. That said we feel that the styling of the E-Class is understated and somewhat conservative (if that's a bad thing?), which may preclude it from standing out in showrooms.
The E-Class has received criticism for being too similar-looking to the C-Class. Why then should buyers consider the E-Class over its sibling? The answer is simple. The high levels of refinement and build quality of the E350d can’t be matched by the C-Class. The E-Class is a cut above and buyers seeking refinement, comfort and luxury won't be disappointed. The E-Class will, however, be challenged when the new BMW 5 Series, Audi A6 and Volvo S90 are introduced to our market.
Hot hatches are said to pair rapid performance and everyday practicality in the perfect motoring marriage. We tested the Ford Focus ST for an extended period to find out just how well-balanced those attributes are…
First impressions
I couldn't contain my excitement! I got to call another hot hatch "my own car" for a whole month rather than just the usual 10-day test period. I’m no stranger to living with hot hatches (having tested a Renault Megane RS Trophy for 6 months), but I was quite looking forward to driving the Focus ST, which is a little less hardcore/track-oriented – a firm, sporty ride and heavy clutch are great on the track, but offer little comfort on the congested commute to work.
The Focus ST arrived finished in Stealth Grey with 13 000 hard-driven kilometres on its odometer and its interior seemed to have stood up well to extensive use (by members of the motoring media) since it became a fleet vehicle. The seats looked almost new and there weren’t rattles or ill-fitting panels in the cabin. The number plate needed a better mounting system because it rattled against the body every time the hatch closed; double-sided tape would sort that out.
Living with the 'heat'
The Focus ST has an incredible soundtrack once you exploit its full (184 kW) power output. Ford has managed to keep the throaty growl from the old 5-cylinder engine, despite lobbing off a cylinder with this latest model. The sound elicited excitable throttle inputs from my right foot and I took just about every opportunity to get the ST growling: I leant hard on the throttle when pulling away from 'lights and punched overtaking moves with more pace than required. Of course, that played havoc with fuel economy… The ST averaged 10.1 L/100 km during the test, which is not awful, considering how much "fun" we were having.
The Recaro front seats are impressively supportive and easily the highlight of the Focus' cabin. It’s nice to be held firmly in your seat by the large side bolsters that stop you from sliding out of your preferred position when the ST is driven enthusiastically on twisty roads. Some larger passengers complained that the seats were a bit too tight for their liking, but the pews' cushioning does smooth out the ST's stiffer ride quality to an extent.
Now in the latter half of its product cycle, the ST has been updated with a stiffer suspension setup and the steering has been sped up in order to make the hot hatch more agile. Despite the less-absorbent damping, the ST rides well over all but the sharpest of bumps and doesn't feel overly unpleasant over longer trips. If you’re doing a long-haul trip, however, the ride can get irritating after 3 or 4 hours, so plan a few stops along the way. You may also want to add a mountain pass or two to the journey. Once I got to grips with the way the ST handles, I aimed it at the nearest mountain pass and put it to the test.
Recaro seats offer impressive lateral support but not built for "wider" people
Despite a highly-engineered suspension and a clever torque vectoring system that’s meant to reign in torque steer, the ST is wild. Slamming on the power during corner exits will elicit tugs from the steering wheel (as if the Focus wants to go into a direction of its own rather than the one the driver intends). You have to be fully vigilant when pushing on: the wheels are more than happy to spin up considerably before the traction control gets involved. Once fully awake, the ST’s chassis feels alive and its proportions seem to shrink into those of a smaller, easily chuckable- and confidence-inspiring driver’s car.
There’s just enough wiggle from the rear end when you lift off the throttle to get a tight, apex-hunting turn in. As your confidence grows with each and every successfully negotiated corner, understeer will eventually intervene to let you know that you are asking too much from the front tyres. It’s more at home on sweeping, flowing bends than tight hairpins or point-and-squirt sections. The torque steer is a bit too intrusive to really enjoy consecutive tight switchbacks.
I never tired of the engine sound and muscular gear-shift action though. The tractable nature of the turbocharged engine means that 6th gear is good enough for overtaking from almost any speed. The ST provides a smooth everyday experience and, when lit up, delivers thrills to sustain adrenaline junkies.
The finer things
I missed a navigation function in the Focus ST – it’s something that’s not offered and there’s no way to interlink a Smartphone app to do the navigation either. You can still connect your phone via Bluetooth to make calls and the Sync system will also display text messages. Overall, the Sync system is intuitive to use (accessing media and altering climate settings can be done via the touchscreen). There are also climate controls toggles on the centre of the fascia.
As a third option, you can change just about any setting through the voice activation system. I found this to be a bit too difficult to use and it was easier and quicker just to use the touchscreen – it’s a cool gimmick to show your mates, though. Standard seat heaters are amazing; winter is here and there’s nothing better on a crisp morning than putting the seat heaters on full blast to warm up your posterior while the main heater takes its time to come on stream.
Sync system on the Ford is intuitive and easy to use but there's no navigation or reverse camera available
Practicality wise the perky Ford did more than an adequate job. It ferried my mountain bike and trail dog (in its luggage bay) to several venues around the Western Cape and found itself with 4 people up a few times. Larger occupants (6ft plus) complained about the legroom in the back when seated behind the driver, but remarked how comfy the seats were. Notable omissions are parking sensors and a reverse-view camera. They're not even available as options. As a terrible reverser/hitter of hidden tree stumps, I’m terrified of backing into things. Cameras and parking sensors are the first options I'd tick on the list.
The question that every hot hatch buyer has to ask themselves is this: is the Ford Focus ST better than a GTI? Well, the Volkswagen is the segment leader, but the ST is more powerful and certainly a more fun car to drive on track/when a road snakes its way around a mountain. The GTI wins on the comfort front, but that’s not really what hot hatch hooliganism is about. The ST’s a more original choice than the GTI, but probably won’t hold its value as well in the long run. Ultimately, the ST is not the performance bargain it once was, but even with that in mind, the Ford is still more of the driving enthusiasts' hot hatch.
Jaguar has launched what it calls a performance SUV. It features some strong powerplants, intuitive technology and promises an enthralling, hands-on driving experience. Let’s get under the skin of the new Jaguar F-PACE.
While looks are subjective and one man’s rose is another’s weed, the common consensus on the launch was that this Jaguar is an exceptionally graceful and striking newcomer. In an era where cars closely resemble each other, there is no mistaking the Jaguar for a product made by any other brand.
Yes, this is a Jaguar through and through, and you can see design cues from the brand's F-Type sports car have been transferred and adapted into the lines of this imposing SUV. We say imposing because it’s a big vehicle. However, despite Jaguar’s marketing spin, we don’t quite buy the "SUV tag". Think of this as a raised body variant of the Jaguar XF or XJ and whereas the F-PACE's not a dedicated offroader, its all-wheel drive abilities are better than expected.
The F-PACE is unique in its assembly. Jaguar could have taken the easy route and based the newcomer on the Discovery Sport's underpinnings, but Jaguar built its own platform (based on that of the XE, XF and F-Type) instead and this means it has car-like driving manners. Good work Jaguar!
Powertrains and outputs
At launch there are three engines to choose from, all with varying states of output. Kicking off the range is the 2.0-litre, 4-cylinder turbodiesel motor that delivers a healthy 132 kW and 430 Nm. However, the turbodiesel engine that you really want to stretch your budget for is the 3.0-litre V6. It produces 220 kW, which is not insignificant in itself, but a whopping 700 Nm of torque. In terms of the turbopetrol line-up, the venerable 3.0-litre V6 supercharged engine makes an appearance. You can opt for 250 kW and 450Nm of torque, or in top-spec S trim, you have 280 kW and 460 Nm at your right foot's disposal.
On paper, the 2.0d has the smallest outputs, but despite its diminutive size, the baby turbodiesel punches well above its weight and is, unsurprisingly, the most frugal of the bunch. The numbers are respectable; it’ll hit 100 kph from standstill in 8.7 seconds and return a claimed consumption figure of 5.3 L/100 km. The bigger diesel, in turn, is substantially faster from zero to 100 kph at 6.2 seconds, and it is said to consume 6.0 L/100 km. Onto the potent petrol engine and the eager motor will propel the F-PACE to 100 kph in 5.8 seconds (5.5 for the S). The petrol engines are both claimed to return 9 L/100 km.
All F-PACEs come with an 8-speed automatic transmission that directs power to all 4 wheels, but with a rear-wheel-drive bias (the front wheels come into play in low-traction conditions). Meanwhile, a torque vectoring system enhances the handling by sending braking power to the inside wheels while cornering.
The F-PACE comes in 3 trim levels, but you can request a 4th called First Edition, which is virtually full house, but at a substantial premium. Pure starts off the range and you progress up to R-Sport and then the range topper is the S model. With each jump in trim level, wheel size increases accordingly and you can specify wheels up to 22-inch in size. Pure models have 18-inch alloys, R-Sport moves up to 19-inch items, while S models have 20-inch rims.
Dual-zone climate control, cruise control, push-button start, electronic parking brake, large touchscreen infotainment, reverse-view camera, front and rear parking sensors and electrically adjustable seats are just some of the features available, but be mindful that if you select the bottom-of-the-range trim level, you will have to spec the F-PACE up at extra cost. The options list is vast: items such as a blind-spot monitor, cross traffic alert, satnav, heated seats and wifi are available. The First Editions come fully loaded and are available in some limited edition colours. The Caesium Blue you see here is a First Edition option.
The cabin is extraordinarily spacious and, on top of that the luggage space is generously large. The Jaguar F-PACE is going to make families very happy as the rear legroom is ample, even for tall people. The dashboard features elements from the XF and XE, and combines them all into a high-riding package, which is to say the visibility out the front is excellent. Our units came equipped with digital instrument clusters, which was clear and intuitive to operate.
The launch took us to the Eastern Cape where we put the F-PACE through its… er…. paces on different surfaces. We drove on a combination of surfaces: open national highway, back roads and gravel routes through a game reserve. Our first impression of the range was with the baby turbodiesel and we came away impressed with its on-road refinement and comfort. Despite riding on big 19-inch wheels, the ride quality was pliant and supple, and it was only on an imperfect (pockmarked) surface that any coarseness translated to the cabin. Wind and engine noises are well-damped thanks to good cabin insulation; it's only on the open road (and around the national speed limit) that the big wheels and tyres generate substantial road noise.
As for the handling, the F-PACE suppresses body roll as well as any big SUVs and there’s some truth to the marketing spin from Jaguar: the newcomer is definitely a driving machine. The steering is nicely weighted, provides solid feedback and the sure-footedness of the Jaguar encourages enthusiastic cornering. There’s plenty of grip available and unlike some of its competitors, the F-PACE doesn’t feel unsettled unless you deliberately manhandle it.
Jaguar incorporated a track session at the Aldo Scribante circuit to underline the sportiness of its new SUV and while we still maintain that it’s just weird to coax a 1.8-tonne SUV around this twisty circuit at heady speeds, the F-Pace performed better than expected. Admittedly our expectations were a little low and we feared the laws of physics would overwhelm the Jaguar, but it’s surprisingly poised.
It may be road-orientated and lack a low-range transfer case, but the Jaguar acquits itself well when you take it off the beaten track. If you want the proper bundu basher experience, then look to products from the Land Rover stable, but F-Pace can tackle gravel with ease. We suspect it’ll be effective on slippery surfaces thanks to its smart all-wheel drive system which shifts power between axles and wheels.
The baby turbodiesel Jaguar F-PACE was a pleasant surprise as the motor didn't feel overwhelmed by the task of lugging the big body around: it's still brisk and has plenty of overtaking grunt. At first glance, this looks to be the sensible option for buyers. Then you get the bigger diesel and that proved an eye-opener to drive. The brawny V6's torque is, in a word, stupendous and allows the F-PACE to thunder down the road not unlike a runaway freight train. The best part of this performance is that the motor's claimed fuel consumption is fair; it's a really strong performer.
On the second day, we got to grips with the supercharged V6 petrol unit. Having been teased the previous day by petrol F-PACE launch units overtaking us and hearing the beautiful roar of that supercharged V6 motor, we were itching to have a go. The reality is that the range-topping model is an indulgence: its abundant power delivery is matched with a monstrous thirst as leaning on the throttle will send the consumption rocketing skywards. The instantaneous power delivery and delightful roar of the engine are addictive, and it feels like the soul of an F-Type sportscar has been transplanted into this SUV.
Has Jaguar done enough to ensure sales success with the F-PACE? Based on our first impression, absolutely. Is it a quality product that moves the Jaguar brand further? Definitely! So it’s a great-looking vehicle that boasts some very smart technology and the cabin is spacious. The boot is cavernous and you’ll just love the way it drives. If we were to select our favourite from the launch, we’d head straight for the mighty 3.0 V6 diesel. It thunders along, riding a 700 Nm wave of torque that makes overtaking on the open road effortless.
Is it value for money? Er, no. As good as the Jaguar F-PACE is, the competition around the R1-million mark is tight. Rivals are everywhere and unfortunately for Jaguar, one of them is a blood relative. For an extraordinarily similar amount of money, a Range Rover Sport can be purchased. It has an off-road pedigree, something this newcomer cannot offer. In the premium SUV market, Volvo has done a sterling job with its new 7-seat XC90 and its flagship T8 TwinEngine is cheaper, lighter on fuel and just as quick as the Jaguar F-PACE.
Jaguar has its sights on the Porsche Macan, BMW X3 and Audi Q5, and the F-PACE knocks them for 6 in the space department. It has most of its rivals licked in terms of drive quality too. Tough competition aside, Jaguar has done extraordinarily well with its first attempt at a full-sized SUV/crossover. It is road-biased, but you’ll appreciate the extra bit of ground clearance and intelligent all-wheel drive when you head onto gravel roads. It’s more capable than we give it credit for and once you’re familiar with the Jaguar's electronic aids, you can tackle roads you wouldn’t feel comfortable travelling on in an executive sedan.
The technology and digital integration into the car is exceptional and we're very keen to try the iWatch and waterproof Activity Key out.
Rumour has it that BMW is developing a more hardcore version of its M2 coupe and… we hope it's true.
Where there’s smoke, there’s fire! The BMW M2 Coupe recently launched in South Africa and it was received with arms wide open. Some even tout it to be the best M car to come from the Munich-based firm in recent years.
Can the M2 really get any better? Sure it can. Reports are suggesting that BMW is working on a more hardcore version of the M2 coupe and it will likely be dubbed M2 GTS or M2 CSL. However, BMW has not confirmed this, but a report from Auto Motor und Sport suggests that the car has been given the go-ahead. If the standard M2 is anything to go by, the M2 GTS is bound to be a very special vehicle indeed.
The BMW M2 GTS will be a pure track-focussed machine and is likely to feature carbon fibre body panels and an aerodynamic kit with a large fixed rear wing. To maximise performance, the M2 GTS will be offered with ceramic brakes and a track-biased adjustable suspension while riding on wider wheels and sitting closer to the ground. Furthermore, the rear seats may be omitted to shed weight in favour of going even faster.
Power will come from an uprated version of the six-cylinder 3.0-litre turbocharged engine used in the current M2 but with an output of at least 300 kW. The current M2 offers 272 kW and 465 Nm of torque and can sprint from zero to 100 kph in 4.3 seconds and reach a top speed of 250 kph.
We will keep you informed when more information becomes available.?
In case you are wondering how the current BMW M2 stacks up against cars such as the Mercedes-AMG A45, Audi RS3 and Honda Civic Type R, you're in luck, watch our track test below!
Renault adds a sedan model to its new Mégane lineup and, it’s rather good looking. Also… it's not coming to South Africa.
Renault originally announced the new Mégane at the Frankfurt motor show way back in 2015. The hatchback model should arrive in South Africa later this year, but since the original European introduction the company has steadily been rolling out more variants in the form of a station wagon and now, the sedan. Instead of calling it a sedan, Renault calls its attractive new four-door a Grand Coupe.
The Grand Coupe has a newly styled rear end with elongated rear tail lamps filled with LEDs for a very distinctive lighting signature. The front end remains identical to the hatchback with the ‘teardrop’ LED lighting starting to grow on us a bit more.
The boot of the "sedan" measures in at a healthy 508-litres and is operated using Renault’s hands-free Easy Trunk system. The boot opens when you wave your foot underneath the rear of the car and then is closed with a button on the tailgate.
The interior is, again, identical to the hatch's and we can't wait to try out Renault’s new 8.7-inch TFT touchscreen. The system is an updated version of what is currently offered on the Kadjar. The Mégane Grand Coupe also features Renault’s Multi-Sense system that offers three modes (Comfort, Eco and Sport) to adjust the driving character of the car.
The Grand Coupe will use the same engines as the hatch in Europe. Currently the line-up consists of two petrol engines – one naturally-aspirated and one turbocharged unit. Three diesel engines are available with 6-speed manual or 6-speed automatic transmissions.
Given the current depressed state of the C-segment sedan market in South Africa, the sad news is that the Grand Coupe is not currently planned for South African introduction, according to Renault SA.
