The Toyota C-HR made its debut at the Paris Motor Show and production of the new crossover has started at Toyota's Sakarya plant in Turkey.
The new C-HR crossover is being built alongside the Corolla and Verso models at Toyota's plant in Sakarya, Turkey. The plant exports about 80 percent of its production to Europe and its export destinations are expected to expand to serve markets in the USA, Canada, Taiwan, Mauritius and South Africa. Production capacity at the facility has also been ramped up from 150 000 units to 280 000 units.
“The Toyota C-HR is a hugely important product for the whole of Toyota, not just for Toyota Motor Manufacturing Turkey. The crossover segment is growing fast. This car is Toyota’s very strong entry to this segment,” said Dr Van Zyl, Toyota Motor Europe (TME) President and CEO.
The Toyota C-HR (an abbreviation for Coupe High-Rider) is arguably one of the prettiest Toyotas to emerge from the Japanese marque's design studio and, when it makes its debut in South Africa in 2017, it will fill a particular gap in the brand's line-up. Developed on the Toyota New Global Architecture, the C-HR is positioned between the Auris and the RAV4. With interest already reaching considerable levels, the target of 100 000 annual sales is not outrageous…
At 4 360 mm long, 1 795 mm wide, 1 555 mm high (Hybrid) and with a 2 640-mm wheelbase, the production Toyota C-HR looks very similar to the concept version from Paris Motor Show back in 2014.
It'll have a number of engines such as hybrid and turbo petrol units. The hybrid is a 90 kW unit with a claimed consumption figure of 3.7 L/100 km while emissions are as low as 85 g/km. The 1.2-litre turbopetrol engine produces 85 kW and 185 Nm, and will consume just 5.7 L/100km, Toyota claims. The top-spec engine will be a 2.0-litre petrol unit with 106 kW. Derivatives will be equipped with either a 6-speed manual gearbox or a continuously variable transmission (CVT). Competitors in this segment are the likes of the Nissan Juke, Suzuki Vitara, Renault Captur, Honda HR-V and the Mazda CX-3.
New C-HR interior will be available in a choice of three colours: Dark Grey, Black/Blue and Black/Brown.
The interior is quite eye-catching and, significantly, offers a preview of the next generation of Toyota cabins. It represents a departure for the Japanese marque and it's called "Sensual Tech", which combines "high-technology functionality" with some "fashionable style". The C-HR also uses the new Touch 2 infotainment system which, has cool features like 3D maps and Mirrorlink for your Smartphone.
Marketing spin aside, the C-HR offers a driver-focused fascia, as well as a roomy cabin, in a compact body. It certainly looks premium and a glance at the standard equipment underlines its intentions to provide a compact luxury crossover.
There's a whole host of modern safety features such as auto-braking for pedestrians, radar-guided cruise control, lane departure warning and even road sign recognition. In terms of features, there'll also be intelligent parking as well as a top-notch audio system from JBL. Heated seats, smart entry, bi-tone metallic paint and big 18-inch alloy wheels will be available for the top-spec model.
Our German spy photographers have spotted a next-generation BMW X5 undergoing testing.
Picture credit: S. Baldauf/SB-Medien
The BMW X5 SUV is due for replacement in 2018 and the Munich-based firm is already hard at work testing the new X5. Our spy photographers have provided some imagery of a new X5 protoype undergoing testing and they reveal some interesting design details that you can expect to see when the new X5 finally hits the road. Previous spy shots were early chassis and powertrain mules, but what you see here is the first mule with the new design.
The front-end of the new X5 has been completely redesigned and the spy shots reveal a production-ready grille and large air intakes set in the front bumper. The rear-end has also been redesigned with a new rear bumper and new exhausts. Expect this new BMW X5 to be launched a 2018 model year vehicle.
Volkswagen Tiguan 1.4 TSI Comfortline R-Line (2016) Review
Based on our site traffic, user interest in the new-generation Volkswagen Tiguan has not abated. It's a vehicle that appears to tick so many boxes that consumers are willing to forgive it for what appears to be a premium price positioning. Here we review the lower output 1.4-litre turbopetrol model, equipped with a manual transmission. Could it be the pick of the range?
We like: Upmarket feel & solid build, spaciousness, fuel economy We don’t like: Turbo lag, pricey, ride on 19-inch wheels
Alternatives:
For better value: Mazda CX-5 2.0 Dynamic may not be the most modern offering around, but it still looks the part and is loaded with standard features as standard. It is still R40 000 cheaper than the Tiguan, even when you forego the R-Line kit on the Volkswagen. What you don't get, however, are a few of the more modern features that make the VW so desirable. The Mazda is also not as spacious. It sells for R377 700.
For more power: The new-generation Hyundai Tucson has been selling up a storm of its own in South Africa. Available for similar money to this Tiguan is the 1.6-litre turbopetrol Executive offering (R439 900). It offers significantly more power and torque and is decently equipped. It offers an excellent warranty, but is also not as spacious as the VW.
For something with all-wheel drive: With Ford's Kuga due for a refreshment in the next couple of months, a new Honda CR-V on the way and the Kia Sportage line-up not currently offering a direct rival for this Tiguan derivative, you may also want to consider the underestimated Subaru Forester 2.0 X. Priced at R389 000, it is cheaper and more basic in terms of surprise and delight features, but it offers rock-solid build, great gravel-road ability and is more spacious and practical than you may expect.
Stepping Up
Handsome new Tiguan arguably brings previously unseen levels of desirability to its segment.
It's still too early to say whether the massive interest in Volkswagen's new Tiguan will translate into continued strong monthly sales figures. We wouldn't bet against it, however, especially considering the fact that the range must still expand to include turbodiesel models. Based on our experience with the Tiguan thus far, it is, however, very clear that the Tiguan has established new benchmarks in this segment for technology and desirability. At first glance those talents may not be regarded as traditional requirements for success in the family crossover/compact SUV segment – practicality, space and comfort have always been the pillars – but the Tiguan (and to some extent, the Hyundai Tucson), appear to have moved decisively upmarket.
Which brings us to this test unit… With its lower output engine, manual transmission, sporty R-Line bodykit and seemingly hefty pricetag. Can it cut the mustard as a "entry" premium-level offering?
How does it fare in terms of…
Design & finish?
The facia of the Tiguan, fitted here with optional digital instrumentation, would not look out of place in a premium German sedan.
In a time when SUVs and crossovers are no longer niche offerings, but seemingly the preferred choices of most family car buyers, it is only natural that fragmentation within segments will start occurring. With the Tiguan, Volkswagen has readied itself to compete strongly when this happens. In its base form, and without any of its glitzier options fitted, the Tiguan is a fairly conservative proposition that will appeal to those looking for a practical, well-made and efficient family mover. In that sense, it competes very strongly with established vehicles such as the Honda CR-V, Toyota RAV4 and Ford Kuga.
But this Tiguan, as you see it here, is a completely different kettle of fish. The R-Line package, which consists mainly of fender blisters, a more aggressive lower airdam treatment and striking 19-inch wheels, endows the Tiguan with significant kerb appeal. In fact, the amount of attention that this vehicle attracted during its test term was similar to what we usually experience only with exotic motor cars. A key point to keep in mind here is that the base offerings from BMW's X1 and Audi's Q3 are in no way able to compete in the style stakes with this Tiguan, yet are more expensive…
It's a similar story inside, where the design and execution are typically "modern Volkswagen". The design is straightforward, but the attention to detail and quality of finish are class-leading. There is a consistency of quality evident in the selection of plastics that the competition can't match. As is the case with most Volkswagens, the driving position is spot-on, courtesy of a wide range of adjustment on offer from the rake/reach-adjustable steering wheel, and a driver's seat adjustable for height.
Features & technology?
Easy-to-use infotainment system interface combines hard buttons and touch functionality. (optional system shown)
One of the reasons why the Tiguan boasts such star quality, is because it brings some of the most cutting-edge VW Group bits and pieces into a mainstream segment that has until now been more about meat and potatoes than caviar and foie gras. So, sitting inside a fully specified Tiguan – such as this test unit – is likely to evoke senses of achievement, status and success in its owner. That having been said, you have to pay extra for the really nice things…
As standard the Tiguan 1.4 TSI Comfortline R-Line offers an acceptable specification level, but one that is easily beaten by the competition. You get cruise control, park-distance control and a 5-inch infotainment screen that offers SD-card and Bluetooth support. Of course, air-conditioning, electric windows, auto lights/wipers etc. are all there, but there's nothing that really leaps off the standard spec page.
The options list, however, is peppered with attractive features. You can go for a sligthly larger 6.5-inch touchscreen system (R4 350) or the flagship 8-inch version with navigation (R12 000). The smart digital instrument cluster will set you back R8 000, and if you want to add head-up display (HUD), that'll be a cool R9 000. Adaptive cruise control with forward assist is reasonably priced at R5 000, the same cost as the Parallel Park Assistant. Vienna leather is pricey option at R11 850.
The lesson? Well, like the premium-badged vehicles that the Tiguan appears to be targeting, the standard specification is relatively meagre, but at least you can – if you want to and/or can afford it – enjoy the latest in automotive technology.
Practicality?
It may be stylish, but the Tiguan is also very spacious, with class-leading boot space.
The new Volkswagen Tiguan looks broader and sleeker than before, and in reality it's slightly longer and lower than its predecessor. Somehow, however, Volkswagen has managed to package the interior in such a way to give its newcomer class-leading practicality. The luggage area is vast, and is claimed to be able to accommodate 520 litres' worth of stuff. Fold down those rear seats – easily done via levers accessible from the rear – and total utility space is a claimed 1 655 litres, which outguns even the CR-V and Nissan X-Trail. Convenient hooks for shopping bags are provided on both sides of the luggage bay.
Note, however, that if you opt for the optional Dynaudio sound system (R13 000), you'll have to make do with a space-saving spare wheel. Other options worth considering, but from a more practical point of view, are the swivelling tow hitch (R7 500) and electric tailgate (R5 000).
The versatility isn't restricted to the luggage bay, though. Rear seat space is excellent, and you can adjust the amount of legroom on offer by sliding the base of the row over a range of 180 mm. Airline-style flip-up tables are provided for rear-seat passengers, replete with integrated pop-out drinks holders.
The drive?
The Tiguan's ride is firm on 19-inch wheels. It's worth considering a different wheel/tyre combo.
This Tiguan derivative is powered by the brand's lower-output 1.4-litre turbopetrol engine that delivers 92 kW and 200 Nm of torque. These figures may not appear that impressive, but in reality some of its naturally aspirated rivals offer even less torque and in theory, the VW's turbocharger should give it punch from earlier on in the rev range than those competitors. Unfortunately, this is not quite the case in the real world.
Though Volkswagen claims the maximum torque is on tap from 1 400 rpm, it is quite easy to catch the Tiguan flat-footed when a burst of power is needed – for overtaking, to name one example. Perhaps the problem is not the lack of power as much as the contrast in feel when the power is there and when it is not… Either way, you will have to make use of the 6-speed manual transmission quite often if you tend to be a hurried driver.
For what it's worth, Volkswagen claims a leisurely 0-100 kph sprint time of 10.5 seconds and a top speed of 190 kph. But these performance deficiencies are unlikely to deter potential Tiguan buyers. They're likely to be more interested in the fuel economy on offer. Volkswagen claims a combined cycle consumption figure of 6.1 L/100 km, but we achieved a real-world figure of just below 7.0 L/100 km – which is still excellent.
In terms of ride and handling, this test unit also features the R-Line package which includes a "sporty" suspension and 19-inch wheels. Consequently, the ride is on the firm side. Those family buyers willing to sacrifice some style are advised to consider the standard 17-inch wheel and higher-profile tyre combination. We're willing to bet that this will considerably improve the ride quality, given that the Tiguan rides on the same MQB platform as other new Volkswagens, all of which boast impressively supple ride setups.
Pricing & Warranty
The Volkswagen Tiguan 1.4 TSI Comfortline R-Line (manual) costs R437 000 and comes backed with a 3-years/120 000 km warranty and 5-years/90 000 km service plan. Service intervals are scheduled for every 15 000 km. For more budget-conscious, practically-minded buyers it may be worth considering the same model, but without the sporty R-Line add-ons. Specified as such, the Tiguan will cost you a somewhat more reasonable R419 000. Interestingly, this model has 17-inch wheels and plumper tyres, so you could end up paying less and enjoying a vehicle with an improved ride quality. Worth considering…
With its R-Line pack the Tiguan is a genuine premium segment contender. Without, it's a highly practical family car. Either way, a win.
Verdict
We continue to rate the Tiguan highly. Volkswagen took its time in developing this model, but the Wolfsburg-based firm appears to have read the market's requirements very well. Practicality is one piece of the puzzle, and a very important one, but besides doing the basics very well, the Tiguan also offers generous helpings of desirability and technology that this segment has not yet previously seen. It's by no means perfect – the ride is overly firm with the R-Line wheels, there's too much turbo lag and the asking price is high – but the Tiguan exudes a premium ambience that no other vehicle in its segment can (seemingly) match. In that sense, the Volkswagen appears to have successfully stepped out of the battle with its "mainstream" rivals and seems to be vying for the more hallowed scalps of the premium league (BMW X1, Audi Q3 etc.). And compared with those… the Tiguan suddenly looks like pretty decent value.
Could Hyundai be planning a smaller bakkie, too? The Korean brand has unveiled the Creta STC bakkie concept at the Sao Paulo Motor Show in Brazil.
While Hyundai is reportedly planning to reveal its production-ready Santa Cruz bakkie in the near future, the Korean automaker has taken the opportunity to introduce another bakkie concept in the form of the Creta Sport Truck Concept (STC). The unibody Creta STC is based on the new Creta crossover, which is due to arrive in South Africa during 2017 and it was designed to appeal to the younger generation living in large cities and emerging markets. The concept was created specifically with the Brazilian market in mind.
Key design features
The load bay of the Hyundai Creta STC features speakers and numerous storage compartments for convenience.
The Creta STC, however, is longer and wider than the Creta SUV it’s based on and features an extended wheelbase. The Creta STC rides on large 21-inch wheels, giving the concept a sporty demeanor.
The Creta STC features an eye-catching grille design with a finely chiselled front-end. LED headlights are fitted too and the reverse opening rear doors provide easy access to a spacious cabin.
In the load bay of the Creta STC, you will notice a set of speakers, power outlets and various storage compartments.
At this stage, there is no indication as to whether Hyundai will put the Creta STC into production. Based on the strong support Hyundai received for the Santa Cruz bakkie and with the introduction of this Creta STC concept, it’s quite evident that Hyundai is eying out the smaller bakkie segment, too, where a production version could compete in some markets with the Renault Duster Oroch and Fiat Toro.
Suzuki has a reputation for producing reliable, no-fuss cars that offer great value for money. The Japanese marque's focus has been on small hatchbacks (Celerio and Swift), but with the launch of the new Baleno, it’s moving up in size and stature.
We travelled to Belfast, Northern Ireland to drive the new Suzuki Baleno in order to get a feel for the newcomer, which is set to be launched in South Africa during the fourth quarter of 2016. The Baleno’s intended for consumers who are looking for something bigger than a Swiftbut not a sedan (like the Ciaz) or compact SUV, such as the SX4 or Vitara. Often these buyers, who seek the reliability and security of a Suzuki, have had to go elsewhere to find a vehicle that meets their "expanded" lifestyle needs. The Baleno, then, sits somewhere between the Swift and Volkswagen Golf in terms of size but will be priced in line with the small hatchbacks such as the Ford Fiesta, Volkswagen Polo and Hyundai i20, to name a few examples.
New Boosterjet engine
The major news for the Baleno is that there’s an all-new engine on offer. Ford, Opel and Renault have already adopted 3-cylinder motors at the entry-level ends of their Fiesta, Corsa and Clio line-ups and Suzuki has followed suit with a 1.0-litre turbocharged unit of its own. The motor delivers peak outputs of 82 kW and 170 Nm of torque, which compares very favourably with those of its rivals. In terms of refinement, it’s particularly good and offers a smooth delivery of torque through the rev range. It’s not jerky when shifting up the gears (like some other models can be) and the five-speed manual is typical of a Suzuki 'box, with a simple, short action. The sad news for our local market is that Suzuki SA isn’t entirely sold on small turbos yet, so they plan to introduce the Baleno with the 1.4-litre naturally aspirated motor from the Swift and Ciaz. The 1.4 produces 70 kW and 130 Nm of torque – it’s a tried and tested, reliable engine, just don’t expect fireworks in terms of performance. Suzuki SA did say it plans to bring the 1.0-litre turbo to SA some time after initial introduction.
Baleno sits between Polo and Golf for size but beats both on price.
Interior
Suzuki interiors are incredibly well-made, but tend to lack a few interesting or appealing design cues. Their cabins also tend to eschew the plushest soft-touch materials in order to maintain a very keen price. The Baleno is much the same in this regard, the door inserts and transmission tunnel are finished in relatively unyielding plastics. The switchgear on the centre dashboard has a somewhat awkward layout with the air-con and fan buttons requiring quite a stretch across to the passenger’s side. The Baleno offers big-car features such as automatic aircon and a large touchscreen. This is the first chance we’ve had to interact with Suzuki’s new-generation infotainment system and it’s quite good. It’s responsive to soft touches and has an intuitive operating system. Navigation is also offered. Suzuki SA does intend bringing this infotainment system to South Africa but, again, not with the initial launch.
Touchscreen system is intuitive and sensitive. Only coming to SA later after the local launch.
Interior space utilisation is undoubtedly the Baleno's strongest suit…. The cabin definitely feels Golf-sized and the levels of leg- and headroom afforded to rear occupants are excellent. The Swift’s Achilles heel has always been its limited luggage space, but the Baleno addresses this concern with a claimed capacity of 320 litres, which slots it in above the likes of the Kia Rio and Hyundai i20 and slightly below the Golf in terms of loading practicality.
How does it drive?
The Baleno drives smoothly and comfortably, much like the Swift. It rides bumps well and cushions jolts and road creases impressively. The Suzuki is based on a new lightweight platform (it weighs a mere 950 kg).That’s quite a lot less than those of its rivals and makes the newcomer feel quite agile and spirited in urban driving conditions. The lightweight nature also translates in excellent claimed fuel economy figures. Suzuki says the 1.0 turbo should consume 4.5 L/100 km on the combined cycle and over our test route around Ireland we achieved 5.5 L/100 km, so it appears to be a particularly fuel efficient engine.
It drives and rides well, and it's also quite light at only 950kg.
We also got to see some of the technologies that Suzuki makes available in its overseas models. The British-spec Baleno comes with high-end safety technology such as radar braking, which will warn the driver if a collision is imminent and then automatically brake if it determines a collision is unavoidable. That’s pretty impressive for a B/C segment hatchback. There’s even adaptive cruise control on the top-spec model, which is unusual for this segment, too.
In local terms
Initially, the Suzuki Baleno will come to South Africa with the 1.4-litre naturally aspirated motor. It will also not have the touchscreen infotainment setup, but a simpler audio system comparable to that in the Ciaz. It will be just as spacious, drive well and the 1.4-litre has proved itself to be quite fuel efficient (if a little sluggish) at altitude. As far as pricing is concerned, Suzuki plans to be aggressive with its introduction. The firm reckons it will be able to launch the newcomer around the R200 000 to R220 000 mark. That compares impressively with smaller rivals, such as the Hyundai i20, Kia Rio and is on par with the Mazda2. The Baleno is also bigger, more spacious and similarly equipped to those competitors. It seems like it will be a good deal when it arrives.
Spy Shots: Alfa Romeo’s Stelvio SUV is ready
The first and long-awaited Alfa Romeo SUV has been spotted undergoing final development testing in Italy, ahead of its international unveiling at the 2016 Los Angeles Auto Show. Here's what we know about this vehicle so far.
Photos by S.Baldauf / S.B. Medien
Alfa Romeo as a global brand is undergoing a serious revamp and is upscaling its product offering over the next few years. We were in attendance when the Alfa Romeo Giulia broke cover in Milan and witnessed a new brand identity emerge. Of course, there have been numerous promises of a full product offensive since the introduction of the now ageing Alfa Romeo MiTo and Giulietta, but it would appear that the ball is finally about to start rolling. After the international launch of the Giulia sedan, the range expansion has been confirmed to include an SUV, rumoured to be called the Stelvio.
The Stelvio seems to take its design cues from the new Giulia sedan. It should be a real looker!
The Alfa Romeo Stelvio has been heavily delayed, but finally, we have news that it will be unveiled at the 2016 Los Angeles Auto Show. It will be taking on a hot segment and will have to beat the BMW X3, Audi Q5, Jaguar F-Pace, Mercedes-Benz GLC and Porsche Macan. That's illustrious company to be in, so Alfa will have to make sure that its Stelvio can match them.
The Alfa Romeo Stelvio will ride on the Giulia platform and will feature an extensive line-up of engines. We reckon we'll see the full complement of motors ranging from four-cylinder petrol and diesels, to the mighty 2.9-litre biturbo V6 seen in the Giulia QV. We'll have more details when the vehicle is fully revealed next week.
A Mazda MX-5 recently spent a month in Cars.co.za's test fleet for an extended evaluation. Does the Hiroshima-based manufacturer's iconic little roadster still impress as a daily driver, or will the realities of living with such a focused machine destroy fantasies of top-down summer fun?
Mazda MX-5 2.0 Roadster– Quick Specs
Price: R441 700
Engine: 2.0-litre, 4-cylinder naturally-aspirated petrol
Transmission: 6-speed manual
Power: 118 kW
Torque: 200 Nm
Fuel Consumption: 6.7 L/100 km (claimed)
Acceleration 0-100 kph: 7.3 seconds (claimed)
The Mazda MX-5 has an illustrious history and the current iteration has garnered several awards – it is the reigning World Car of the Year– and, as a finalist in the Fun Car category of our own Cars.co.za Consumer Awards – powered by Wesbank, it may yet add another trophy to Mazda's cabinet. Since its debut in 1989, more than a million MX-5 units have been sold; not bad for a tiny "compromised" 2-seat roadster that offers limited practicality!
The recipe for the Mazda MX-5 is a simple one: 2 seats, a front-mounted naturally-aspirated engine developing a healthy power output, a snappy manual gearbox and rear-wheel drive configuration. Now consider a 50/50 weight distribution and a manually operated roof mechanism to keep the purists happy and you have a classic formula that remains relevant to this day.
One legendary convertible meets another: Mazda MX-5 and the Mercedes-Benz SL500 in the Cars.co.za office in Cape Town.
One Month… and Go!
The author posed a challenge to himself: drive the Mazda MX-5 with its roof down more often than in the deployed position. It's a simple challenge, or so you'd think. With the changing of the seasons, the temperatures weren't going to be horribly hot, but rain was always a possibility. Fear not, as the manually-operated roof mechanism can be opened or closed in about three seconds flat. Trust us on that one, we tried it. The custodian of this Mazda MX-5 made the most of the weather conditions and would drive to work with the top down early in the morning and would leave work a little later when the fierce sun had all but disappeared… We'd say that's the best way to savour the "roadster experience".
Unfortunately, as a passenger vehicle, the MX-5 can be one of the most infuriating vehicles to live with (although its potential owners will undoubtedly anticipate this). Plans for making weekend trips with the Mazda were thwarted by its lack of boot capacity, for example. There's just no way that a couple's two-day luggage bags and a cooler box would fit in the boot, and there was no chance that a passenger would travel with a cooler box on their lap (we would have asked, but decided against it). What's more, taller members of the test team battled with the roadster's driving position and frequently the driver's seat was pushed so far back that its back section would squeak as it rubbed against the bulkhead.
Meanwhile, the MX-5 sports exquisite, minimalist styling and looks quite expensive, in an exotic kind of way. The other side to that argument is that its practical drawbacks render it quite a dear purchase for a 2.0-litre engined 2-seater car.
But all will be forgiven shortly after you wedge yourself into the cabin and stab the Engine Start button. You sit snugly, but find your left hand reaches the gear selector with ease. The steering wheel is the correct distance and with a few minor adjustments, is at the perfect height. With a tiny repositioning, you're seated in the optimum driving position. Engage first gear with that delightfully mechanical transmission and ease out the clutch. Who said that driving a sports car needed to be a laborious affair? Once you're trundling along, you'll find the Mazda MX-5 is wonderfully light on its feet and nimble throughout the gears, let alone the bends. Overtaking ability is just an extension of the right foot away…
The Mazda MX-5 can deliver an exhilarating turn of speed on demand, which we'll attribute to a combination of light kerb weight and a rev-happy engine. You don't need to wring every last ounce of power out of it and you can get plenty performance from short-shifting at, say, 4500 rpm. The lightweight MX-5 coupled with a driver who knows what they are doing represents a formidable foe in terms of straight-line antics, but that's a crude way of demonstrating its real skillset.
Mission Accomplished! We drove the extended test Mazda MX-5 with the roof down more often than when it was up. That's the point of a "convertible", not so?
That's because the best thing about the Mazda MX-5 is how, as a driver, you feel "mechanically" connected to the car. We'd happily endure a slap on the wrist for that first-class ticket on the Cliche Express, because, in this case, there's real merit to the assertion. When did most modern cars become merely the sums of their mechanical parts? Now they're computers on wheels that carefully make millions of calculations a second. In fact, in performance cars you get 2- and 3-stage traction control systems, dual-clutch transmissions that can shift faster than you're eyes can blink and incredibly smart launch control systems that vault vehicles off the line in the quickest way possible, without any wheelspin.
Spirited driving has become a bit of a button-pushing digital exercise and don't get us wrong, we're completely better off with all the advancements in motoring tech, but getting this hands-on with a vehicle has been a refreshing experience.
The Mazda's steering and handling have a reassuring feel about them, and while the vehicle is rear-wheel driven, at no point during a leisurely drive does it feel like it's rear end is going to whip around on you. That said, you can disable the traction control at the touch of a button (No ESP Sport here) and then it's completely off. And you're on your own.
We were fortunate enough to run into "our" MX-5 again after its stint in Cape Town. This exact model was sent by Mazda South Africa to participate in the Cars.co.za Consumer Awards testing process, held at the formidable and thorough Gerotek Testing Facility. In the safe confines of a closed skidpan, we could drive with the traction control off and it behaved accordingly. The rear would come around very quickly and you'd need to have your wits about you if you thought replicating scenes from Tokyo Drift were possible. Best to leave the ESC on and drive as Mazda intended…
Is it sensible?
Simple and uncomplicated cockpit. Dashboard and dials are crisp, while infotainment offers 21st-century convenience features.
The Mazda MX-5 goes straight for your heart like a dagger thrown by a deranged ex-lover. This is not a logical buying decision, but then again if you want something sensible, then join the masses in their crossovers and SUVs. It's a vehicle with which you bond on an emotional level, yet it still features plenty of modern-day creature comforts that enhance the driving experience. We were big fans of the heated seats and with careful positioning, you can direct the heat flow from the vents onto your hands and feet, which made early morning Spring drives most enjoyable.
Once the roof is down, you can enjoy your favourite tunes as they blast through the Bose sound system and Mazda has fitted speakers into the headrests, so the beats are not drowned out by wind noise. There's also a potent climate control system as well as a smart touchscreen infotainment system that features satellite navigation. There are 2 USB ports for convenience too. Is it sensible? Hardly. Bose speakers in the headrests so your favourite tunes aren't drowned out by road noise.
Verdict
Recommending such a niche offering to the average car consumer was always going to be a tough sell. The MX-5 offers just about enough features to keep digitally-savvy motorists happy and the boot has enough space for a laptop bag, a camera bag and a completely folded tripod, but not much else. The cabin is a tight squeeze for taller folk, but once you're in, you'll just grin and bear it because the driving experience is so hands on and grin-inducing. This is not a car in which you can sit back in comfort and daydream as you drift home in a traffic jam…
Even at slow speeds, the Mazda's engaging to drive, but where you'll appreciate it the most is at the weekends, when the open, winding road beckons (make that a return ticket on the Cliche Express – ed). That said, the best roadster and all-round driving experiences are to be had in the Mazda MX-5, which is the cheapest drop-top on sale in South Africa. What's more, if the jealous looks garnered from other road users are anything to go by, you're living your best life.
Happy days. Sunset and the Mazda MX-5. We miss its simplicity.
Video
We made a quick video about the Mazda MX-5. See what Francisco Mwamba had to say about the athletic little convertible…
Mike Horn – the world renowned professional adventurer and explorer – is circumnavigating the planet via the poles as part of his Pole2Pole expedition and when he’s not sailing or walking, he’s behind the wheel of a Mercedes-Benz G-Class.
At age 50, Mike Horn is evergreen. His eyes have arguably seen more than anyone on earth and the man positively brims with almost incredible tales of adventure and discovery. For the last 25 years, Mike Horn has explored the world and visited places that most people could only dream of. From swimming the entire length of the Amazon River, circumnavigating the earth via the equator, circumnavigating the Arctic Circle, skiing to the North Pole and scaling the some of the highest mountains in the world… those are only a few of Horn’s achievements.
Mike Horn took us for a sail in Table Bay, Cape Town, in his 35-metre vessel named Pangaea.
Mike Horn is a truly worldly man and his latest adventure, the Pole2Pole expedition, will see Horn circumnavigate the earth via the North and South poles. This is an epic adventure that will see him cover at least 38 624 km across 6 continents and his journey will take at least 2 years to complete. The purpose of the Pole2Pole expedition is to encourage and inspire people to step out of their comfort zone, to venture into the unknown and to understand the importance of the planet we live on and act in ways to preserve it.
Mike Horn is using two Mercedes-Benz G500's for overlanding in his Pole2Pole expedition.
As a Mercedes-Benz G-Class ambassador, Mike Horn will make use of two G500s for overlanding during his expedition. The G500 is powered by a 4.0-litre V8 biturbo engine developing 310 kW and 610 Nm of torque. Mike’s G500 features specialised shock absorbers for tackling difficult terrain, underbody protection, a loading rack on the roof and additional spotlights for navigating in the dark. The G500 has already been put to use in the Namib Desert in Namibia and in Botswana as part of Horn’s journey. According to Horn, the G-Wagon is the only vehicle in the world capable of taking him where he needs to be, often to high altitude locations where ordinary (turbodiesel) vehicles will cease to function.
Pangaea sailing from Gibraltar to Walvis Bay, Namibia, with dolphins leading the way.
For the ocean-going legs of the Pole2Pole expedition, Horn and his team will sail the high seas on Pangaea, a specially designed, 35-metre vessel equipped with a media and broadcasting centre, 16-seat conference room and space for 30 people. Pangaea’s kitchen is also optimised to recycle waste and the vessel is equipped with nets to pull rubbish from the ocean along the way.
Pangaea is currently moored in the V&A Waterfront and we joined Mercedes-Benz this week to bid Horn farewell for the next part of his journey. We had the opportunity to board Pangaea and we joined the explorer and his team for a quick sail in Table Bay. It was an amazing experience!
Horn will be sailing directly south from Cape Town to Antarctica on 15 November 2016. Once there, Horn will cross the icy continent on foot, using specially designed boots, covering about 8 000 km over a period of 3-4 months.
Horn will then continue his journey to new Zealand, Australia, Papua New Guinea, India, Kamchatka, the North Pole, Greenland and finally back to his starting point in Monaco. The Pole2Pole expedition is expected to come to an end in the second half of 2018. In the meantime, Horn’s Mercedes-Benz G500s will be shipped to Australia for transit to New Zealand where he will need them once again for his overlanding adventure.
You can follow Mike Horn’s journey on his website here!
Watch the video below to see what Mike Horn was up to in his recent visit to Namibia.
Autonomous driving is the hot topic in the automotive world at present, but rampant misreporting on the subject has not only created unrealistic expectations, it has also made driving enthusiasts feel threatened. BMW, however, has some good news…
The recent Paris Motor Show was the first international exhibition I have attended since coming back to the motoring media world. I was only away for 3 years, but nevertheless the change the industry has experienced in that time was astonishing to see as I walked the otherwise familiar halls of the Mondial de L'Automobile at Porte de Versailles. Electrification, digitalization and autonomony were the buzz trends, and like many of my colleagues, I sometimes find the big changes that are looming around the corner intimidating and hard to understand.
Consequently, I was particularly grateful for the opportunity to chat to senior BMW engineers and designers on these very hot topics in Paris… not only because I could generate content on the subjects, but for more personal reasons, too. As is the case for many driving enthusiasts, I'm sure, the subject of autonomous driving is particularly bothersome. And, besides, what does it all mean for a brand such as BMW, famed for its "Sheer Driving Pleasure" slogan?
Enter Dr Dirk Wisselmann, Senior Engineer Automated Driving of the BMW Group. Within 20 minutes, he had not only corrected numerous misconceptions, but also allayed my biggest fear – that driving for fun will soon be a thing of the past. This is what I learned…
Highly Automated and Autonomous – it's not the same thing
The various levels of Automation according to NHTSA and SAE.
During my research prior to the Paris Motor Show interview, I noticed that Dr. Wisselmann prefers to avoid the blanket term "autonomous driving". It was a good starting point for the chat.
"There is a big difference (between highly automated and purely autonomous driving)," he says. "Let’s start with autonomous driving. This is very simple to define because there is no activity required from the driver. This means you don’t need a driver’s licence. You don’t need to be able, or even capable of driving a car. The kids can drive… You can be drunken. It’s really like a train. There is no activity required. Here we talk of so-called level 5 cars, and in some instances level 4.
"Highly automated driving will, in terms of timing, be available much earlier. These are the Level 3 capable cars. With these cars, in specific situations and on specific roads, divided roads for example, where there is no relative (oncoming) traffic, we want to offer drivers the opportunity to completely delegate driving tasks – the work of driving – and he can relax and do other things, such as send e-mails, for example. But he may not sleep. That’s a big difference. Highly automated driving means that within a given timeframe, let's say 6 to 7 seconds, the driver can take over the driving function again. Maybe there’s a work zone on the highway, and the car tells the driver about the situation, and instructs him to take over."
Hands-off in… 2021
So, where are we at present, and how long before we can take our hands off the steering wheel?
"At the moment we have so-called level 2 capable cars, which means there is a constant monitoring of the driver and car. We call the actual systems “assistants”, such as lane and steering control assistant. This is very important for us, because it must be very clear to the driver that it’s not autonomous driving right now. It’s really a kind of intelligient power steering, with a foresight function. This means the technologies relieve you from these minor control activities, so you can already relax with today’s cars, but you have to monitor the situation."
See the video above for examples of the assistant technologies Wisselmann makes mention of.
Level 3 vehicles are, however, around the corner, Wisselmann says. BMW has announced that its first Level 3 capable car will be shown in 2021, but it would appear some Level 4 technology will also feature. Wisselmann's description of a Level 4 driving scenario seems pure science fiction, but the reality is that it is nearer than we think.
"Let's say you want to go to the Alps to ski," he begins. "It's a long trip, so you can leave Munich in your Level 4 car and go to sleep. The car will then wake you up when you near the Alps and the roads get twistier or the road conditions are poor. Then you can drive yourself. Level 4 is very interesting to us, and it will still require you to have a driver's licence, and to be capable of driving."
The future for driving fun?
Don't expect the steering wheel and pedals to disappear from cars any time soon!
BMW, of course, is associated with the "Sheer Driving Pleasure" slogan. How does Wisselmann see the brand ethos being affected by all these new technologies, seemingly with the ultimate goal of no human involvement in the act of driving?
"I think the difference is really from level 4 and level 5," Wisselmann begins. "As I said before, to be honest, today, the driving situation is not very interesting, such as on the highway and in traffic… not very fun. With the automation technologies we want to delegate the driving in these situations to the car, and if there is an interesting road or trip, then you can do it yourself. It is therefore fitting perfectly with our brand. It is the driver's decision. You can do it yourself or hand it over to your car."
Wisselmann pauses, as if thinking very carefully about his next words…
"Autonomous driving, without steering, without pedals, is something different of course, but this is something we will see first in an urban environemnt. It’s not realistic that we will see level 5 cars going to very complex, or countryside roads. We should not talk about this in the next decade because the cars will not be capable (to do so). And I think we can talk in 10, 15, 20 years whether we really will switch completely to level 5 cars. At the moment it is something we can discuss on a hypothetical basis but it’s not interesting," he explains.
Indeed… later in the interview he also mentions that the computing power needed for full autonomy is such that the current processing power available would have to increase tenfold.
Safety and the Human factor
Dr. Dirk Wisselmann – Senior Engineer Automated Driving at BMW Group.
Our chat then turns to safety concerns and the much-publicised goal of "Vision Zero", the phrase coined for the industry-wide aim to have no road accidents.
"We want to completely avoid traffic incidents. Of course we are on the way. In the last 40 years we have reduced the number of people killed in Germany from more than 20 000 per year to fewer than 3 000 in 2016. It's a dramatic decrease. But we are not at zero and the automation has a potential to bring us closer to zero. Real zero will never be realistic.
"The automation will help to decrease the number of accidents. The automated car is constantly aware of the driving situation and not distracted. It is always attentive. It is a good means to reduce a number. But one thing is important – automation is not always helpful. A highly experienced and trained driver is very capable of avoiding accidents. Of course a driver today is the main reason for accidents, but is also the main reason for not having accidents. If we replace the driver we must put something in the car to avoid accidents in the same way and that’s not that easy."
And what of ethical decision making, a topic often raised by naysayers in the media?
"I have a personal opinion when it comes to the ethical decision making. We looked at the number of accidents where ethical decisions have to be made today and to be honest, you virtually find nothing. Actually, there are almost no accidents where the driver has to choose if he kills a human, or between an old man or a child. This doesn’t really happen," Wisselmann explains. "So in our cars, we will not apply any ethnical algorithms.
In summary
Arguably the most important nugget of information gained from this interview was that Wisselmann, and I assume BMW as an organisation, doesn't currently view automation as a threat to what the brand stands for. A future of automated (Level 5), connected transport in cities makes absolute sense if you think about it, with personal cars ultimately becoming Level 4 vehicles that allow you to still "head for the hills" should you desire.
Volvo has introduced an all-new, ultra-luxurious XC90 to occupy the summit of its lineup. It's called the Excellence, and has all the toys…
In order to turn the regular X90 into an Excellence model, Volvo has dropped 3 of the seats. This has transformed the already luxurious XC90 into a true first class offering tailored for 4 lucky individuals. The Excellence package is also only available for the Twin Engine T8 model.
A raft of small detail improvements and additional specification further boost the XC90's limo-like character. Rear seat controls have been added for the climate control system and an even better Bowers & Wilkins sound system has been installed. Sound insulation has also been improved in order to mute road and wind noise as well as to keep sound escaping when listening to the high-end sound system.
The already impressively comfortable seats now come with a massage function as well as heating and cooling modes. The rear bench has been replaced with 2 individual seats that can be electrically adjusted as much as the front chairs and footrests are fitted.
Individual rear seats with footrests and enhanced entertainment and comfort features mark out the Excellence.
Rear entertainment has been added with tablet holders placed in the front seatbacks with a tray table fitted for those with laptops. For charging requirements, there’s a 230V socket as well as 2 USB ports in the rear.
To improve sound insulation, a glass partition separates the rear seating area from the boot compartment. The claimed luggage space without the 3rd row of seats is 726-litres.
Volvo has included just about every option from its lengthy accessories list into the Excellence model with the only choice being 1 of the 10 paint colours and the colour of the leather (Blond in Charcoal or Charcoal in Charcoal).
Pricing
The XC90 Excellence is available on request and costs R1 550 000, putting it up there with the likes of Range Rovers and Mercedes-Benz's GLS.
