The Mercedes-Benz X-Class is due for introduction in 2017, but don’t expect to see an AMG version. Here’s why…
The reveal of the Mercedes-Benz X-Class Concept just about "broke the Internet" a few weeks back and South Africa is one of the markets that will receive the X-Class later in 2017/2018, but If you were hoping that a high-performance AMG X-Class derivative was in the works, you will sadly be disappointed.
According to reports, Tobias Moers – the boss of Daimler's AMG division – has offered some reasoning as to why you won’t see an AMG X-Class on the road.
Demand is the biggest issue standing in the way of an AMG X-Class becoming a reality. There is simply not enough demand to justify the existence of such a model and market analysis by Mercedes-Benz seems to confirm this fate.
Also, it must be remembered that the X-Class is based on the Nissan Navara. It will even be built by Nissan in Barcelona, Spain. Production is also set to kick off in Renault’s Cordoba factory in Argentina come 2018, which will serve Latin American markets. It seems AMG isn’t too keen on developing a model that isn’t of pure Mercedes-Benz descent.
Moers also raises the issue of AMG branding conflict and that an AMG X-Class won’t fit the current brand image of Mercedes-Benz.
Although an AMG X-Class won’t see the light of day, Mercedes-Benz will in all likelihood offer a styling pack that will beef up the looks of the X-Class, but that's as far as the rabbit hole goes, for now.
We will keep you updated as more information on the Mercedes-Benz X-Class becomes available, so stay tuned.
Our German spy photographers have spotted a BMW X7 prototype undergoing testing and the Munich-based marque's new flagship SUV is due for introduction in 2018.
Picture credit: S. Baldauf/SB-Medien
BMW’s new flagship X7 SUV is under development and when it finally hits the streets, it will rival the likes of the Mercedes-Benz GLS and Range Rover. The spy shots reveal a new body design for the X7, which will be markedly different to the next generation X5. The large front-end features a new bonnet design; the X7 is noticeably taller and longer than the X5. To accommodate a third row of seating the new X7 will be over 5.0 metres long.
Engines for the X7 have yet to be confirmed, but reports are suggesting 6-, 8-cylinder options as well as a plug-in hybrid version. As for luxury appointments, the X7 will be packed with useful technology and is expected to trump the BMW 7 Series in this regard, so you can expect awesome technological wizardry from the Munich-based firm.
We will keep you updated as more details become available.
BMW X7 prototype – note the extended rear for additional seats. Picture credit: S. Baldauf/SB-Medien
Aston Martin's eagerly awaited new grand tourer, the DB11, has arrived in South Africa and Cars.co.za was offered an exclusive opportunity to sample the newcomer first… Can a road machine with such evocative styling deliver a driving experience that will match its head-turning kerb appeal? Ciro de Siena investigates.
I don’t see myself as particularly suave or sophisticated. I’m happiest when I am wearing a pair of jeans and a T-shirt and the most sophisticated thing about me is that I can tell the difference between a chardonnay and a sauvignon blanc in a blind tasting.
And so it was with some trepidation that I accepted the assignment of filming the brand new Aston Martin, the DB11 (look out for the feature video on Cars.co.za and our Youtube channel soon). Through its association with the James Bond film franchise, Aston Martin has become a household name, synonymous with alpha males such as Sean Connery and Daniel Craig.
Would I find the new DB11 overwhelming? Or would it cosset me in rich, sporting luxury, making me appear simultaneously wealthy and more attractive?
The voluptuous rear fenders and sculpted rear bumper of the BD11 are exquisite design details.
Disarmingly docile
Having never driven an Aston Martin DB9 (the DB11's predecessor), I arrived at Cape Town’s Aston Martin dealership admittedly a little excited. After an introduction to the car by the sales executive, I was handed the grand tourer's bulky key and sent on my way.
And then… absolutely nothing out of the ordinary happened. This is the incredible thing about modern supercars; they may have in the region of 500 kW on tap, but they’re as easy to drive as most passenger cars on the market.
While driving through Cape Town's inner city area the DB11 and I attracted a lot of attention. This may be, in no small part, because the DB11 looks like it was sent here from the future! With styling cues from the rather bonkers Aston Martin 0ne-77 hypercar, the DB11 is a thoroughly modern and muscular evolution of the achingly pretty DB9. The rear aspect, in particular, draws many a stare – it is particularly shapely, wide and dramatic.
The biggest compliment that one can pay the Aston's exterior execution is that the car looks purposeful from virtually every angle.
Filming the car, however, would prove to be particularly undramatic. Usually, supercars make my life quite difficult. They’re not easy to manoeuvre and usually they don’t have such niceties as park distance control or a decent camera assistance system. And when you’re on your 323rd U-turn of the day, because the cameraman “wants another one”, you tend to miss these rather mundane features.
Awash with modern conveniences
Aston Martin must have realised at some point in the recent past that the Gaydon-based firm was good at building pretty cars with soulful engines, but that its onboard technology was lagging behind. And so Aston's reps went over to Germany to knock on the door of Mercedes-Benz, and politely asked if they could please borrow a few things, such as a reverse-view camera, an infotainment system and, for some reason, an indicator stalk.
A floating fascia, touchpad controller and largely digital instrument cluster evidence the advancement of the DB11's interior.
This was a good move. Thanks to the British marque's enthusiastic new technology partner, all the clever bits of hardware and software that make modern cars so feature-rich are now present in the DB11. So, the infotainment system is straight from Benz, as is the brilliant 360-degree parking system, as is, indeed, the Aston's indicator stalk. The only reason I know this is because I’m a motoring journalist and therefore a car nerd, and I recognise all the Benz bits. But you probably won’t, and you’ll just think Aston Martin has finally built a properly modern interior.
But the partnership with Mercedes-Benz isn’t limited to the cabin. All future Aston Martins that require a V8 powerplant will feature engines from Germany, or AMG's facility in Affalterbach, to be more precise. However, for the DB11, Aston have created something special.
While retaining the characteristic V12 smoothness, twin turbochargers have made the DB11's motor very responsive and flexible.
Charge of the turbo brigade
Designed and built in-house, the new 5.2-litre V12 marks a departure for Aston – a firm that has reportedly never built a turbocharged engine before. And so they’ve twin-turbocharged this one, for good measure. The result is a silky smooth powerplant that delivers impressive power: 447 kW is a commendable output, but it’s the torque figure that is just remarkable. At 700 Nm, that’s the sort of torque you’d expect from a large turbodiesel engine. To put it in perspective, the Lamborghini Huracan has roughly the same power output, but only 560 Nm of torque.
And that makes for a very different sort of performance. The Aston feels big-engined. Sure, it doesn’t rev as freely as the Huracan but the wave of torque available is almost unsettling. It’s a car that doesn’t catapult off the mark (although 0-100 kph in 3.9 seconds isn’t exactly slow), but once you have momentum, it feels like you’re being pulled down the road by some sort of otherworldly force. The 200 kph mark comes up very quickly and the engine's surge of acceleration shows no sign of relenting.
The smoothness of the DB11's ride quality was particularly evident on less than perfect country roads.
This, coupled with an unbelievably smooth ride quality (considering that it's a sportscar), makes the DB11 a sumptuous grand tourer (GT). The comfortable, plush leather seats (with heating and cooling functions), the endless power, the decent boot space…yes, it’s a GT of the highest order.
Large performance envelope
However, while the DB11 can mimic a sledgehammer in terms of on-road drama, it can also feel like an electric razor. Thanks to 3 driving modes and a matching number of suspension settings that adjust the behavour of the car's adaptive Bilstein suspension, the Aston's damping can be firmed up, the engine response sharpened, the steering made quicker and, most importantly, the exhaust made louder.
In Sports+ mode, the dials turn an angry red and the V12 howls. The throttle is more sensitive, each gear change is more aggressive and suddenly you’re driving something that doesn’t feel like a GT car at all. Maybe I wasn’t going much quicker, but the car certainly felt more alive – and so did I.
After 2 days with the car, I was very confused as to what the DB11 was trying to be. Aston Martin calls it a “sports GT” so maybe the Gaydon-based firm itself is not exactly sure what the DB11 really is…
Summary
Perhaps it is no longer enough for a car to serve a single purpose, even one as exquisite and exclusive as the DB11. Perhaps Aston’s engineers felt pressure from cars like Ferrari’s 488, Audi’s R8 and more affordable (but no less potent) cars like the Mercedes-AMG SL63. Perhaps the firm sought to create a car that gives you the best of all worlds: a super-sportscar when you want it to be, and an ultra-comfortable cruiser when you don’t.
Using the latest in adaptive drivetrain technology, this is increasingly possible and I think Aston Martin has come very close to building "the complete car". But in trying to be all things to all people I think the DB11 loses something – a clarity of purpose. I think that in Europe, the GT-nature of the car will be highly appreciated, but that nature might be slightly lost on South African buyers. Local buyers might want a supercar that is less compromising in its approach to performance. Even though the engine is scintillating, the DB11 remains quite a heavy, large vehicle.
But part of me feels that none of these reservations really matter. There will undoubtedly be more powerful and faster DBS, Virage and Vanquish versions of the DB11 in due course, which should appease performance aficionados. Suffice to say the car looks fantastic and makes you feel a little bit like a movie star when you are behind its wheel. And that alone is probably worth the Aston's R4-million price tag…
The DB11 is virtually guaranteed to feature in future Bond films, but in which guise? Watch this space, 007.
Don't be fooled by the way it looks in pictures: the C-HR is bigger than most compact family cars/crossovers and, when it arrives in South Africa in January 2017, it will mark a number of firsts for a Toyota car in SA: a turbocharged petrol engine, cutting-edge styling, plus, unlike its siblings, its name is an abbreviation (for Coupe High-Rider). Here's what it's like…
By Matt Robinson
Toyota, for too long dependent on solid-if-unremarkable machines, showed signs of rejuvenation when it released the 86 coupe in 2012 in a joint venture with Fuji Heavy Industries (Subaru). Apart from the oddball FJ Cruiser, that car has kind of stood alone ever since as the sole interesting spark in a largely conservative range (unless you find the Prius technically fascinating, of course). But now we've got this fantastic C-HR as a barometer of where the marque is heading. Sitting on a new platform and promising more youthful appeal, the best news of all is that the C-HR is not all about its stunning exterior appearance alone, as it possesses a chassis of rare talent in the compact crossover/SUV/Family Car world and an interior that is streets ahead of any of Toyota's usual fare.
The C-HR's rear 3-quarter view features elaborate detailing; note the dramatic swages in rear doors and fenders.
What is it?
The Toyota Coupe High-Rider, or C-HR. No, we don't understand the different placing of the hyphen in the initialised version of the name either, but that's how it is. After the current, wild-looking Prius, it is the second vehicle the Japanese marque has built on its Toyota New Global Architecture (TNGA) platform. Compared to the aforementioned eco-car, the C-HR has a shorter wheelbase but a wider track, and for the moment it launches with a two-engine range that's rather light on power for something that's supposedly a sporty car.
However, don't despair. For a start, just look at it. From an aethetic point of view, the newcomer's exterior treatment is potentially divisive – we guarantee a small fraction of you are making retching noises or similar, denouncing it as a hideous mishmash of angles and conflicting aesthetic ideas. However, so many car manufacturers, Toyota included, do plenty of "safe" designs in all manner of market segments, so to see the carmaker stick its neck out and launch the C-HR onto the roads almost unchanged from the concept version it touted at motor shows is at once incredibly refreshing and hugely commendable.
And, to these eyes at least, it looks absolutely fantastic. There is not a mainstream compact crossover/SUV/family car at any price that can hold a candle to it for visual appeal, the C-HR managing to look equally stunning in sober hues like silver or black, or in its more youth-oriented war paint of bright blue with a contrast roof. There are so many interesting details to drink in when looking at it that you can spend the best part of an hour finding intriguing new angles from which to best view it, so absolutely top marks to all at Toyota for the C-HR's "out there" styling.
That's a Toyota? You better believe it… the distinctive front-end treatment looks almost cartoonish.
Bigger than it looks
It might look all compact and teensy, but that's another clever trick of the design, because it's bigger than an Auris in all dimensions and therefore is – as we've hinted at – a family car contender, rather than a rival for vehicles of the ilk of the similarly striking Nissan Juke. Toyota itself suggests it sits above the Nissan Qashqai/Renault Kadjar clan and that it could even potentially pinch a few conquest sales from the likes of the brand-new Audi Q2, the BMW X1 and Mercedes' GLA. And if you're wondering what this means for the RAV4, fear not, as that SUV continues alongside the C-HR as the more pragmatic of Toyota's high-riding offerings.
So, the C-HR looks marvellous. But it has a mediocre interior, right? Wrong. Very, very wrong. Toyota has made a determined effort to up the quality levels inside and it shows. This is the company's finest cabin yet, with much improved switchgear (goodbye to big, clunky lozenge buttons hiding low down, hello to diamond-shaped, elegant designs arranged in a thoughtful fashion), far nicer materials used for all the major touchpoints (the Nappa leather steering wheel is a particular highlight) and some interesting design themes – such as the blue line motif running from the doors over the new Toyota Touch 2 infotainment screen in the centre console, or the "diamonds" in the headlining, or the dashboard that's heavily angled towards the driver.
The C-HR's cockpit is particularly driver-oriented… see how the fascia curves towards the driver's seat.
It's not perfect; there are a few hiccups, such as the highly unusual, patterned hard surfaces on the door cards, the hard plastic at the base of the windscreen and a few retro-looking LCD numbers in the displays, but overall the C-HR has a superb interior. Okay, the rear seats feel a little dark and claustrophobic, due to the small windows at the back, but there's actually more than enough knee- and headroom back there, and there's a capacious luggage bay, too. "You don't have to sacrifice every shred of practicality to have that fantastic exterior", that's the point we're making here.
In Europe, the C-HR line-up features two efficiency-biased Atkinson cycle petrol engines, but South Africa will only get the 1.2-litre four-cylinder turbopetrol with peak outputs of 87 kW and 185 Nm, paired with either a 6-speed manual with IMT (we'll come back to that in the drive section) or a CVT automatic.
Rear legroom is adequate, but the small side glass areas can make rear passengers feel a trifle hemmed in.
What is it like to drive?
Response, linearity and consistency. These were the watchwords when developing the C-HR and Toyota would appear to have hit the nail on the head.
The 1.2 litre is not straight-line quick (the claimed 0-100 kph time is 10.9 seconds), but it feels a lively little performer thanks to its ability to sweetly pile on revs, while the superb IMT gearbox only adds to the fun. IMT stands for Intelligent Manual Transmission and it's basically a rev-matching function to smooth out gearshifts. It functions brilliantly and, craftily, Toyota has made it switchable, so if you think it's one level of interference too many you can turn it off.
However, it's the cornering that makes you go "wow" in the C-HR. Crikey, what a great chassis for a crossover. No rival in the segment has such crisp turn-in or resistance to understeer, and there's even the sensation that the C-HR will adjust its line faithfully on the throttle. The steering lacks feel – so many modern systems do – but it is well weighted and consistent, which makes placing the relatively light C-HR (1 320 kg) on the road an exercise in precision.
Can a crossover be fun to drive… even dynamic? The C-HR's on-road demeanour certainly suggests it can.
Add in a beautifully judged throttle map, great body control and some strong, nicely modulated brakes, and the whole suite of controls allows you to maintain masses of pace through all manner of corners. You can't go into the driving experience expecting hot hatch-like ability from the C-HR, but by the standards of its SUV/crossover rivals, this is easily the most enjoyable thing to punt about in the class.
It's incredibly entertaining for a taller-than-a-hatchback machine, then, but the C-HR is also blessed with a fabulous ride, that never gets upset in towns, on poor country roads or by transverse ridges running across motorways. There's a little bit too much wind ruffling from the door mirrors at 120km/h and some tyre roar is evident, but overall the Toyota is a very pleasant thing to cover ground in, whether you're going at it hammer and tongs on a twisting route or simply cruising along a big dual-carriageway with the active cruise control doing its traffic-soothing act.
There is a price to pay for that seductively sloped hatchback, but luggage space is fair nonetheless.
Summary
The C-HR looks brilliant, inside you'll find the best interior the company (Lexus notwithstanding) has ever made and it drives excellently. It's a shame that the rear passengers are sitting in quite a narrow, confined space, it doesn't quite have the go to match its extravagant show and in the UK (where pricing begins at R375 000) it's not exactly cheap, given it's one of the least practical cars in the segment… But we are quite enamoured with it regardless, because the C-HR's execution is so daring and the care that has gone into its dynamic make-up is shiningly evident within your first few kilometres behind the wheel. If this is what the TNGA chassis can do to enliven Toyota's product line-up, then we'd say to the Japanese giant: much more of the same in future, please. Toyota South Africa says the model will be reaching our market in March 2017. There'll be just one engine for now (the 1.2 turbocharged petrol) and a choice of either a manual transmission or a CVT.
BMW M4 GTS: What’s Cool About the Ultimate Performance BMW
The BMW M4 GTS is one of those halo performance cars that doesn't come around very often. It's a special vehicle that's not just a tricked-out BMW M4. There's so much more to it and here are some cool things that separate the BMW M4 GTS from its standard sibling.
Stupendous engine
Lurking under that matte-grey bonnet lies the award-winning 3.0-litre turbocharged 6-cylinder engine found in the normal M3 and M4. However, in the GTS, some clever engineering in the form of smart water injection technology results in a startling power hike. Without getting too technical, the water is sprayed into the intake manifold where it evaporates.
This evaporation causes the intake air temperature to drop dramatically, which results in higher boost pressures while reducing wear and tear. The number one enemy when it comes to turbochargers is heat, and the water injection counters this beautifully. The water tank is located in the boot in place of a spare wheel and it requires to be topped up with distilled water. During the four days we had the BMW M4 GTS, it didn't ask for water, which is a great sign.
What does this all mean? Peak power now sits at 368 kW, while maximum torque is rated at a monstrous 600 Nm. BMW claims the M4 GTS will hit 100 kph in 3.8 seconds and will go onto a top speed of 305 kph. Also, thanks to the lightweight special exhaust, the BMW M4 GTS happens to sound rather special.
The BMW M4 GTS gains some interesting performance-related upgrades in the cabin. While many performance vehicles boast some go-faster bits, most of these just turn out to be just for show. In the M4 GTS' case, the upgrades are significant and very necessary. Let's start with that roll cage. It forms part of BMW's Clubsport Package for this vehicle and is mounted behind the front seats. Splashed in Acid Orange paint, it not only looks great, but provides additional rigidity and occupant protection. It's also where you can mount 6-point racing seatbelts, which are available as well. These are ideal for high-performance track driving, but you can always revert to the standard (and eye-catching) seatbelts.
Ah, the carbon fibre bucket seats… while some sports seats are a bit of a gimmick, these are functional and necessary. They keep the driver and passenger secure, even during high-speed cornering. Finally, a 2 kg fire extinguisher is bolted just behind the two seats. Due to the positioning of the roll cage and the fire extinguisher, the M4 GTS loses its rear seating bench, something we're okay with. More passengers would just add weight and slow the car down.
The go-faster diet
BMW has put the M4 GTS on a diet, which obviously improves performance. The standard BMW M4 with a Dual-Clutch Transmission (DCT) tips the scales at 1 653 kg, whereas this BMW M4 GTS comes in at 1 510 kg. How did this happen? Well, the GTS was put on a strict diet and there are carbon-fibre bucket seats, a lightweight centre console without storage compartment, the rear seat panelling and boot area partition are lightened, while the front driver and passenger doors have been stripped of some material. They look like they're finished in unpolished carbon fibre, which looks very purposeful. The attention to detail is impressive and even the interior door handles have been replaced by (M-colour coded) fabric pull loops.
The exterior also gets the lightweight treatment. The redesigned bonnet, roof and front splitter are assembled from carbon-fibre-reinforced plastic (CFRP). The adjustable rear wing is also made from this light-but-durable high-tech material. Finally, the exhaust system gains a titanium muffler that lowers the car's kerb weight even further. The sound produced by the exhaust system is nothing short of awe-inspiring.
Aero hero
Meanwhile, the BMW M4 GTS features a purposeful splitter on the front and a Deutsche Touring Car (DTM) wing on the rear. While many onlookers scoffed and made comments that the Bimmer looked like an aftermarket effort, there were a few that knew exactly what the GTS is all about. Both the wing and splitter are functional aerodynamic addenda help keep the M4 GTS glued to the road.
Bespoke toolkit
It gets better, the wings are adjustable! After digging through the owner's manual, we stumbled across some incredible info. The manual gave guidelines on how to set the suspension, wing and splitter to cope with various conditions and surfaces. There was even a recommended settings page for those owners in Europe who were wanting to take their cars onto the Nordschleife section of the Nurburgring!
We discovered a neatly packaged toolkit in the boot (shown below), which can be used to adjust various parts, and even if you don't intend on changing anything, the toolkit itself is a work of art. It's this level of detail which we really appreciate and admire.
The LC500 luxury sports coupe, replete with the most rigid body structure ever produced by Lexus and a 10-speed automatic transmission, will be launched in South Africa during the first half of 2017.
The Japanese premium manufacturer is preparing to launch its first outright performance model on home soil since the IS-F sedan made its debut in 2010 and Cars.co.za will be attending the world launch of the LC500 in December.
The all-new Lexus LC coupe is the most torsionally rigid vehicle the luxury marque has ever produced, according to the global chief engineer Koji Sato.
Sato says the LC features levels of rigidity that surpasses even that of the limited production LFA V10-engined supercar: "The LC is 60 per cent more rigid than the GS, which results in sharper and more linear handling."
Sato reveals that the LFA development programme had played a major role in influencing key construction elements of the LC.
"You’ll find the carbon fibre composite technology we developed for the LFA in the lightweight parts we designed for the LC, such as the compression-moulded sheets of re-impregnated carbon fibre in the inner door panels," he says.
The dedicated focus on outright dynamic ability for LC also led to the achievement of a 52:48 weight distribution for the LC 500.
Sato also remarks that Lexus International chief branding officer and master driver, Akio Toyoda drove the LC at every key stage of its development and had returned crucial feedback.
"Toyoda has driven the LC at all the important stages during the car's development and will continue to do so.
"After taking the car around the Shibetsu proving ground in northern Japan in snowy conditions, he made several requests about how we might improve its characteristics, so you can be sure it is going to be a fun car to drive,” he says.
The Lexus LC500 is powered by the same naturally-aspirated 5.0-litre V8 petrol motor found in the RC F coupe and GS F performance sedan, which are not on sale in South Africa.
In LC500 application, this engine produces 348 kW and 527 Nm of torque, powering the rear-wheels through a newly developed 10-speed automatic transmission, which marks the first time this type of transmission is utilised on a luxury car. The newcomer’s 0-100 kph sprint time is said to be under 4.5 seconds making it an exceptionally quick vehicle.
Mazda has revealed the all-new CX-5 in Los Angeles. It shows a new design, updated chassis as well as improved safety and entertainment systems.
Soul Red is certainly the CX-5’s colour, just about every example we've seen on our local roads is red. The new CX-5 has just been announced and as you can see from the pictures, it’s red too. The exterior design has been tinkered with, but not overhauled entirely. The grille and headlights appear to be the major differentiator. The headlights are more slanted and aggressive and the grille is set deeper into the front end creating a 3-dimensional effect.
New narrowed headlight design and recessed grille
The centre of gravity of the new CX-5 has been lowered and the front and rear tracks widened by 10 mm each. The A-pillars have been shifted back 35 mm creating the appearance of a longer bonnet and sportier demeanour. The new chassis is 15.5% more rigid than before and Mazda says that this makes the CX-5 quicker at responding to steering inputs. This should mean even more agility from the sporty SUV.
Inside, the CX-5 has undergone a more thorough update. The interior’s surfacing and buttons have been improved to feel more premium with the layout of the controls optimised for quick and easy operation. The instrument cluster now has a 4.6-inch hi-res display screen between the updated analogue dials that displays trip information and navigation instructions, among other things.
The infotainment screen measures 7-inches and has been moved slightly closer to the driver. It also benefits from a better resolution screen. The system now has internet capability as well as App integration in order to connect to social media networks and cloud-based content.
Both screens (instrument display and infotainment) have been updated to feature hi-res displays
The rear seats have been fitted with a 2-stage recline feature for added comfort and the luggage capacity is said to be 505-litres. That’s only 5 litres bigger than the previous model sold in Europe and America. Our local model, fitted with a spare wheel reduced the boot size to 403 litres, so it will be interesting to see whether Mazda South Africa will make the same decision to favour the spare wheel at the cost of load space.
The engine lineup looks to remain the same as the current generation with the 2.2-litre turbodiesel topping the range. The 2.0-litre petrol and 2.5-litre petrol will also be carried over.
Some new safety and convenience features have been added such as adaptive cruise control and road sign recognition. The increased strength from the chassis is also said to improve occupant safety in the event of a collision.
As for local introduction, Mazda SA expects the new CX-5 to be here during the second quarter of 2017.
Previously…
Mazda has announced that it plans to reveal the all-new CX-5 in November 2016.
The Mazda CX-5 has been a top-seller in the family SUV segment, especially in SA. It's sporty style, well specced interior and reasonable practicality have undoubtedly helped the Hiroshima-based firm meet customers needs. The new model, which will be shown for the first time at next month's Los Angeles Auto Show, is said to have refined all aspects of the previous model.
The new CX-5 will see another evolution of the Kodo design (soul of motion) for the exterior. The only image Mazda has released is the above teaser image, which doesn't give too many details on what to expect – other than it's likely to come in Soul Red. We will have to wait for 16 November to divulge further details.
The ultra-luxurious Mercedes-Maybach S650 Cabriolet has been revealed at the LA Motor Show!
Luxury drop-top motoring doesn’t get much better than this Mercedes-Maybach S650, which has been revealed at the LA Motor Show this week. The recently-launched Mercedes-Benz S-Class Cabriolet is certainly an impressive and expensive luxury cabriolet, but this Mercedes-Maybach S650 is set to push the opulence limits just a little bit further.
The Mercedes-Maybach S650 is based on the S65 Cabriolet but is differentiated by a number of bespoke details. You may notice that the body gains additional chrome details as well as a redesigned front bumper. Maybach emblems are found on the fenders while the S650 rides on forged 20-inch wheels.
A Maybach logo is projected onto the floor when opening the doors and once inside, you are met with a plush cabin adorned in the finest materials. Leather dominates the cabin and the perforated leather seats feature outer diamond quilting on the side bolsters. Bespoke trim is also seen on the door panels and instrument panel while deep-pile floor mats add yet another luxurious touch. The interior design is said to create a yacht ambiance, inspired by the Mercedes-Benz Style "Arrow 460-Granturismo" yacht. Mercedes-Maybach S650 Cabriolet customers will also receive an exclusive Maybach – Icons of Luxury travel bag set made from the same leather found in the S650.
Engine power
The S650 Cabriolet is powered by the same 6.0-litre biturbo V12 engine found in the S65 AMG with 463 kW and 1 000 Nm of torque on offer. These numbers will allow the S650 to accelerate from zero to 100 kph in 4 seconds before reaching an electronically limited top speed of 250 kph. The rear wheels are driven through a 7-speed automatic transmission.
As revealed by the interior photographs, only 300 Mercedes-Maybach S650 cabriolets will see the light of day.
Suzuki’s Vitara spent a couple months with us as one of our extended test units. Is the sensible Suzuki mantra still the right path to follow?
Sensible and Suzuki, two words that are combined all too often when describing a brand new product from the Japanese brand. This Vitara model is positioned as a small to medium-sized SUV that’s a little bit funky. It has more ground clearance than the SX4 and is smaller and less off-roadie than the ageing Grand Vitara. Most importantly though, it’s in a segment of the market that is growing quite nicely. There has been a rapid shift from multiple manufacturers to pump a plethora of vehicles into this segment as quickly as possible. Off the top of my head, I can think of the Renault Captur, Nissan Juke, Hyundai Creta, Toyota C-HR, Kia Soul and the Opel Mokka that all vie for your money in this segment.
What does it offer?
Not straying too far from its fundamentals, the Vitara is the sensible choice of the bunch. It has a touch of excitement about the exterior with its two-tone paint scheme. Ours has a black roof against a red body colour but there are a number of colour clashes to choose from of you want to stand out. Our model is the GL+ meaning it is front-wheel-drive and manual. There are autos in the range and there’s also all-wheel-drive models if you want but I don’t think that’s really necessary for a soft-roader in a country where there’s not much ice or snow to worry about. All models are powered by a 1.6-litre naturally aspirated petrol engine. It’s a decision that goes against the market trend when you consider all the rivals offer turbocharged petrol units. Suzuki SA maintains that its naturally aspirated engines are just as fuel efficient and having less moving parts, less likely to break down. I’m not so convinced by its logic and you can read my thoughts on the naturally aspirated engine here. Suffice to say, I need more torque please, and lower down the rev range.
No. The interior doesn’t translate the exterior’s fun colour scheme. Unless you go for the top-spec GLX model, then you get colour-coded air vent plastic bits. Unfortunately, the GL+ makes do with a standard black plastic interior. None of it is soft touch but it does feel well put together and particularly sturdy. I suspect children could host a full game of 4-square in the cabin and after many hours not break or damage anything. My crazy Collie, despite leaping in and out of the boot several times made no impression on the carpets, plastics or seats.
The infotainment system seems to be a bit behind the times with its 1990s digital clock font – no touchscreen infotainment system here. The system does have Bluetooth, USB and an Aux. jack for connectivity, so all the basics are covered I guess. You can even control the radio and the cruise control via satellite buttons on the steering wheel.
The focus appears to be on practicality, and space and in that department, there’s not much to be snuffed at. The boot is spacious at 375-litres and the seats are easily folded down flat to offer 1 120-litres of cargo space. I can tell you that is just about enough to fit a bike in the back without having to take the wheel off. The boot also has neat shopping bag hooks in the corners and storage bins have been sectioned out of the boot corners to provide a space to store something as big as a pair of shoes or a lunchbox.
The rear legroom is good too, as is the head and shoulder room in the rear. The rear door pockets have nice big drinks holders just about big enough to store a 2-litre bottle in them.
Apart from the rather lethargic engine that needs its nuts revved off to get anywhere, it’s actually a refined drive. The gearbox is a neat and quick-shifting 5-speed and the steering’s connection with the road is well-weighted once you start moving off-centre. The ride is composed and settled, especially over your day to day tarmac. It’s a redeeming feature of all of Suzuki’s range, they ride very well. If you take it off-road onto your average washboard dirt track that is common place around the South African hinterlands it does a reasonable job too. For a smallish car, it irons out the bumps well.
Is it economical?
Yes. It is very economical, particularly in town and on the basic commute route. On the open road at freeway speeds, it seems to use more fuel as it struggles to maintain speed. With the torque being higher up the rev range you have to work the engine harder (and the gearbox) in order to maintain a constant 120 kph. That extra revving has an adverse effect on the fuel economy. That said, I was still able to average 6.7L/100 km over the 4 000 km I managed in the Vitara.
The Suzuki Vitara probably doesn’t suit my fast-paced and urgent driving style, and for everyday use, I would far prefer a modern turbocharged engine which, has more torque at lower RPM. However, the Vitara has this undeniable sense of reliability and reassurance that it won’t break or fall apart. It’s practical on the inside but, not technologically advanced enough for the modern tech fundi to find appealing. The Vitara then remains the sensible choice in the compact family car segment.
Cars.co.za Consumer Awards: The Test Days
The Cars.co.za Consumer Awards (#CarsAwards) powered by WesBank recognise the best cars available in the South African new vehicle market using a unique, multi-faceted judging process. We recently put the finalists in each of the respective categories through their paces at the Gerotek Testing Facility, north of Johannesburg.
There is much more to this awards programme than handing out trophies – the goal ultimately is to identify the best buys within each of their respective categories, and thereby assisting the consumer in making informed choices. Whether you end up buying one of the winners, or one of the semi-finalists, you – the consumer – should rest assured you are buying a very good car… based not only on the findings of our panel of experts, but public feedback. But how does it work? With around 2 000 derivatives available in the South African market, the process of finding the right car can be a daunting one.
Our test jury comprised both the in-house team of journalists from Cars.co.za and an external jury featuring candidates that are knowledgeable about cars but not necessarily active in the automotive space (to ensure that alternative viewpoints to the "petrolheaded" test team's opinions were incorporated).
The Gerotek Testing Facilities complex is an imposing place. Carved into the side of the mountain, the layout features multiple grades of road, skidpans and discrete circuits where vehicles can be comprehensively evaluated. Gerotek was formerly a military facility where tanks and assorted military vehicles were developed in South Africa's isolation era. It's an incredible place and while the military activity has largely ceased, car manufacturers often conduct hot-weather and altitude testing with their forthcoming products. During our two days at Gerotek, we spotted some irregular vehicles driving around the complex, but, for obvious reasons, we couldn't take photos of them…
The facilities' helpful and experienced staff set up a comprehensive test route on which the vehicles could be put through their paces, but also offered the consistency and safety to ensure fairness across the board. Each one of the 13 judges was required to test the finalists that were available during the two days of testing (with the exception of the First Class category) on the predetermined course before scoring the respective vehicles in the categories to which they were assigned. In between their driving stints, the judges did exhaustive static evaluations of the cars' packaging, build quality and interior features
The test route comprised:
Skidpan/gymkhana
400m straight with braking zone
Slalom course
Emergency lane change test
Dynamic handling track
A variety of road surfaces to drive on, such as "Belgian" cobblestones
Ride and handling track up a mountain
4×4 course (for appropriate 4×4 vehicles)
Sand pit (for appropriate 4×4 vehicles)
The route provided a thorough test of the machinery and demanded sustained concentration from the judges (we were thoroughly briefed beforehand). Despite the heat and the challenging test regimen, none of the vehicles suffered major mechanical issues – a testament to how good these finalists are.
The logistics
Losing 39 keys was a real risk. Some are missing from this photo… we found them eventually.
The challenge of delivering 39 cars from respective manufacturers' fleets to Gerotek on a specific date was no simple task. A big thank you to the fleet managers who worked behind the scenes to juggle media bookings and to the respective drivers for bringing clean, fuelled vehicles to Gerotek on time. Some vehicles were sourced from various dealerships and head offices, which would have been impossible had it not been for the willing JHB Cars.co.za team who volunteered for driving duty. That said, who would turn down a chance to drive a #CarsAwards finalist as opposed to spending a day in the office?
There was one thing we forgot…
Hats and summer attire – perfect for the Cars.co.za Consumer Awards powered by WesBank testing days.
The weather, obviously. While it was something we had no control over, none of us could predict the intense heatwave that gripped the Gauteng region during the 2-day test period. By 9 am on the first day, most cars were registering mid-20C readouts and by 11 am, the mercury had risen above 30C and kept climbing. In fact, during the lunch break, various cars displayed temperatures of 40C or more. The vehicles seemed to cope well with the heat (a few judges remarked that some of the sportier cars felt "a little lazy", their engine management units ostensibly curtailing performance to avoid overheating).
The second day marked a vast improvement with reduced temperatures, but then there was a threat of rain. Admittedly it was desperately needed as the country is in the middle of a drought… In the event, the judges completed their scoring shortly before dusk and handed in their #CarsAwards score books.
It may have been two long and hot days, but all of the team were still smiling after it all. With the scoring tallied up and verified by our auditor from KPMG and 50% of the final result depending on the findings from the ongoing Cars.co.za Owner Satisfaction Survey (developed in association with leading automotive data specialists, Lightstone Consumer), the 14 winners of #CarsAwards (including Brand of the Year) will be announced in January 2017.
