Audi TT RS (2016) International Launch Review

The eagerly awaited RS version of Audi's desirable TT sportscar was launched in South Africa in November 2017 (with a price tag of R963 000), to compete with acclaimed sports coupes such as the BMW M2 and Porsche 918 Cayman. The TT RS is powered by a characterful and potent 2.5-litre 5-cylinder motor mated with Quattro all-wheel drive and our correspondent Nic Cackett drove it in Spain late in 2016…

Sentence three of the TT RS’s press pack finds Audi in an uncompromising mood. “Driving pleasure guaranteed!” it proclaims, having teed off with the model’s increasingly lofty power output. The exclamation mark is meant as playful confirmation of what ought to be obvious to the reader, but it’s possible to take it as huffy Germanic consternation, too: “You must like it now, surely?”

The previous TT RS did appeal to some of us, in a chin-jutting, brazenly pushy kind of way. But that contingent of fans was in the minority. Mostly we thought it was prodigiously fast and fabulous sounding but still overtly lacking in the dynamic subtlety that made the Porsche Cayman probably the most agreeable sports car of its generation. Its engine – the indubitably splendid 2.5-litre throwback 5-pot turbo – was categorically not the issue. Yet characteristically it is here where Audi has invested a good deal of time, extracting more power from an identical displacement while at the same time reducing its overall mass by 26 kg (exchanging a steel crankcase for an aluminium one accounts for most of that saving).

There's no mistaking the Aud TT RS for lesser models. The big grille, wheels and fixed rear wing add considerable presence.

Performance

With peak silliness now at 294 kW and 480 Nm, the coupé version (there’s a roadster, too) is rated at 3.7 sec to 100 kph, which is almost a second quicker than the manual 718 Cayman S and only a few tenths slower than the current R8. The chassis, meanwhile, is a familiar reworking of the existing TT’s. The RS gets the quicker-reacting evolution of the current electro-hydraulic all-wheel drive system to go with model-specific tuning of the suspension, ESC and steering rack.

Compared with the TTS, it sits 10 mm lower on firmer springs, which remain passive unless you upgrade to the magnetic dampers, and wears stiffer bushes. The quattro drivetrain is carried over from the RS3, although this time much less is made of the supposed back-axle playfulness attributed to that car. Audi is keener to emphasise the RS’s established appeal as flagbearer for the TT line-up, a role for which the car has been visibly bulked up. The enlarged air intakes and fixed rear spoiler serve to assist a more efficient intercooler and lustier aero, but their aggressive appearance pays greater dividends when it comes to the model’s market position.

Audi's Virtual Cockpit is standard and features buttons lifted straight from the current Audi R8 V10.

Ditto the cabin, which, like all variants of the TT, is a wall-to-wall triumph. Audi’s easy-on-the-eye Virtual Cockpit is standard, as are plush sports seats and an RS steering wheel that, for the first time, features satellite controls in addition to the S tronic dual-clutch automatic gearbox’s paddles: one to toggle through the Drive Select system, the other to thumb the engine into life.

That red starter button is the same as the one used in the R8 to spark the V10, and while the TT RS’s in-line powerplant is literally half of the R8’s lump, it generates an outsized charisma from its idiosyncratic 1-2-4-5-3 firing sequence. While it is no surprise to find the raggedy, wonderfully corrupted heartbeat familiar (helpfully embellished by an optional sports exhaust), the initially faithful replication of its predecessor’s performance is a little more unexpected.

Clearly, 480 Nm from 1 700 rpm is sufficient to have the Audi rolling readily forward, but the RS’s warbling mid-range (where you’ll spend most time) feels no more productive than it did the last time around – a consequence of only a very modest rise in peak torque, not to mention a carried-over tendency to feel a bit stodgy when the dual-clutch automatic transmission is left to its own fuel-saving devices.

Neck-wringing, then, is required to have the RS flinging out demonstratively greater speed than before. Its advantage resides in the new engine’s final 1 150 rpm, a greased slither of forcefulness that, while endearing, is rarely encountered on the road beyond the first three of the seven gears. Stretch its legs all the way to the redline and appreciate the hard work that's gone into this powerplant.

Ride and handling

Our scribe found the Audi TT RS fast, yet sane and manageable thanks to quattro.

Naturally, that has more to do with adhering to (or otherwise) national speed limits than upsetting the drivetrain, which deadpans the extra grunt with the usual sticky aplomb. But it is the palpable absence of squirm and squirrel to which Audi is referring when it uses the word "precision" to describe the quattro system’s ground-covering abilities, and the TT RS evinces this failsafe quality from start to finish.

To its credit, the RS’s marginal enhancements do add up to an incremental improvement. Slightly lighter over the nose, endowed with additional camber on tailored Pirelli PZero rubber and wearing, in this case, optional 20-inch wheels, the car turns in a little more sharply ("agility" being another quattro watchword) and, courtesy of a torque vectoring system that works hard enough to eventually overheat the put-upon brakes, grips even more tenaciously than its predecessor managed.

Even the passive ride, an inevitably very firm, but not meanly damped washboard, was generally acceptable on our test route in Spain (more so, in fact, than the oddly inconsistent magnetic-ride alternative). Nevertheless, once again, Audi’s concepts of "precise" and "agile" don’t seek to include an ounce of real, teeth-sinkable fun beyond the physicality of either naked speed or blunt adhesiveness.

So while it may be technically capable of dispensing 100% of its available torque to the hind quarters, the RS rarely seems inclined to do so, and nor does it permit a morsel of genuine clarity to ascend the apparently mighty sinew that is its steering column. As with the RS3, coaxing a gently enlivening sense of neutrality from the otherwise front-end-preoccupied drivetrain is too often the best a keen driver can hope for – and a pale shadow of the nuanced relationship a Cayman owner can expect to forge with the 718’s cultivated chassis.

While the TT RS is technically capable of dispensing 100% of its torque to the rear wheels, it rarely seems inclined to do.

Summary

Whereas a comparative lack of indulgence was more easily forgiven in the RS’s hatchback sibling, in a coupé, one specifically intended to compete with a raft of adjustable, rear-wheel-driven sports cars, the failure to deliver a properly rounded handling experience serves only to highlight just how two-dimensional the remainder really is.

Which isn’t to deny the likeability, thrashability and motley soundtrack of the quirkily brilliant 5-pot engine, nor, indeed, the straight line speed, handsome looks, badge kudos and superior interior of the TT RS itself. Let's not forget this car's hard-charging, stability-happy style will be much appreciated on a drive from the office to home on a rainy evening too.

But for it to not particularly appeal in sun-starched rural Spain, with both B-roads and an empty Circuito del Jarama laid on, goes to show just how far out of reach the slower, worse-sounding and recently humbled Porsche 718 Cayman still is.

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Renault Kadjar 96 kW 1.2 Dynamique Automatic (2016) Review

When Renault launched the Kadjar locally earlier this year, the range was curiously missing the option of an automatic gearbox. Now that both the petrol and diesel Kadjars are available with a 7-speed automatic dual clutch ‘box, we test drove the 96kW TCe Dynamique Auto to try and determine whether the addition of a self-shifter makes this French crossover any more desirable.

We like: Curvy good looks, sophisticated style inside and out, high level of features

We don’t like: Slightly lack-lustre performance, price premium, not much else

Alternatives

For something bigger: Consider the Honda CR-V 2.0 Comfort automatic. On paper, the CR-V's boot is 186 litres larger than the Kadjar’s and its 2.0-litre engine offers more power at 114 kW and 192 Nm of torque. The Honda CR-V 2.0 Comfort automatic is priced from R409 800.
For more tech: Volkswagen has just launched the new Tiguan, and it’s a virtual Starship Enterprise in the cabin. For a similar level of specification to the Kadjar 1.2 Dynamigue EDC, you can consider the 1.4 TSI Comfortline automatic. It offers 110 kW and 250 Nm of torque from its 1.4-litre turbopetrol engine. The downside? It's more expensive with a price from R457 680. The Kadjar represents good value against the Tiguan.
For something similar, but cheaper: Consider the Nissan Qashqai 1.2 Acenta automatic. Built on the same chassis and sharing an engine, it’s basically the same car but is priced from R362 900. The Qashqai's 1.2-litre turbopetrol engine offers 85 kW and 165 Nm of torque.

Compare the Kadjar against the Volkswagen Tiguan and Honda CR-V here.

How does it fair in terms of…

Eye-catching design

The Kadjar is certainly a looker. We think Renault have really excelled with the design here, in a segment where aesthetics are perhaps just as important a consideration as fuel economy or even practicality. The car looks even better on the optional 19-inch wheels, but if you venture into the dirt, it must be said that the accompanying low profile tyres do stiffen up the ride, and it wouldn’t be advisable on anything but the smoothest gravel roads.

The Kadjar's design is attractive and will appeal to style-conscious buyers.

Practicality

While you would never describe the Kadjar as cramped, it does offer less interior room than some rivals. The boot space is quoted as 370 litres, which is smaller than the 430 litres of its sibling, the Qashqai, and significantly smaller than cars such as the Honda CR-V, at 556 litres. However, Renault SA has decided to sell the Kadjar with a full-sized spare wheel, which they say robs the car of 100 litres of boot space.

In my experience, the Kadjar still offers the practicality of an SUV, especially when the rear seats are folded flat. I was able to help my family move a four-seat dining room table with ease.

Drivetrain performance and refinement

The star of the show here is, of course, the new automated dual clutch gearbox, taking over shifting duties from your left arm and clutch leg. Of course, in traffic, this makes life significantly easier and means you will be much less tired and frustrated after a spell in traffic, which many of us face on a daily basis in this modern motoring world.

The ‘box is smooth and unobtrusive and is particularly well-suited to the small capacity 1.2-litre engine. This is one of those marriages that just works and the Kadjar plods along happily with the driver largely oblivious to what’s happening under the bonnet. However, I did find that the engine was slightly overwhelmed in this application; it does feel as though this is a little too much car for the motor, especially in the lower reaches of the rev range where the turbo hasn’t quite got up to speed yet. That being said, if I put my patient hat on and drove as calmly as possible, I did find the drive to be quiet and pleasant, and of course, more economical. If you think of the Kadjar as anything but a performance car, then it's a smooth and comfortable modern car with little to fault.

At only R10 000 more than the manual Dynamique variant, I would happily choose the auto every time over the manual, and I imagine that most buyers will too.

Techy things

The digital instrument cluster is classy touch in the Kadjar.

The first thing you’ll notice when climbing into the Kadjar is the fully digital instrument display, as well as a crisp touchscreen mounted front and centre of the dashboard. The instruments are presented in a functional, practical way and the quality of the display is particularly impressive.

The centre touchscreen is well designed too, both in terms of hardware and software. The screen is responsive and functions very much like a smartphone and you can swipe left and right easily between screens. The software is extensive. The functions range from the frivolous: driver profiles can be set up with customised colour palettes and displays, to the didactic: there is a constantly updated report card rating your driving in terms of fuel efficiency, with the aim of making you a more economical driver. This can become quite a fun challenge – to constantly better your score, which of course benefits your bank account in the long run.

Besides the colourful screens, the interior is a bit grey; a monotone design theme dominates the cabin. However, the quality of the materials is of a high grade and the fit and finish are difficult to fault.

Standard fitment includes Bluetooth, two USB ports, an auxiliary input, navigation, dual zone climate control and park distance control.

The Kadjar's interior is well-equipped with an easy-to-use touchscreen interface.

Renault Kadjar Price in South Africa

At a list price of R399 900, you can expect to pay a little more as dealers will likely have specced metallic paint (R2500) and potentially leather/electric/heated front seats for R12 000. Again, at R10 000 more than the manual Dynamique model, we think that the automatic Kadjar is the one to have. If you are interested in a Kadjar, it's definitely worth shopping around – we found at least one dealer in the Western Cape region offering R30 000 cash back on the Kadjar, which makes it a lot more appealing.

The Kadjar is sold with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan.

Verdict

The diesel Kadjar should be strongly considered when looking at the range. With significantly more torque and better fuel economy, it too is now offered with an automatic transmission and it might be the pick of the range. At a less than R15 000 premium, depending on how many km's you drive every month, the diesel has a real chance of saving you money over the course of ownership.

As a range, the Kadjar is well-specced, has excellent levels of connectivity, trumps in the style stakes and offers a smooth and comfortable drive. Based on the Qashqai, it just about justifies the price premium over its Japanese sibling, which remains the no-brainer in this segment. The Kadjar makes an appealing option for those who can’t see themselves in a Nissan.

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Cars.co.za Fortuner 4×4 Challenge Episode 3 [Video]

This is it, the final episode of our Cars.co.za Fortuner Challenge. This is the episode where we announce our winner, who will be going through to the finals in Knysna in November.

In Episode 2, our contestants faced 3 challenges, a rapid-fire quiz about the Fortuner, a sharp-shooting soccer and rugby challenge, and the "Pack the Fortuner" challenge.

After 4 challenges, at the end of episode 2, Tshiamo led the pack with 300 points, followed closely by Obadiah and Harold.

In this episode, our contestants faced the toughest challenge yet – a physical challenge which will see them run, cycle and kayak in a last ditch effort to score vital points.

Who will emerge victorious? Only one way to find out.

If you missed out on competing in the Fortuner 4×4 Challenge, you can still win a brand new Fortuner by backing your sporting hero in the finals. Click here to choose your hero and enter the competition:

Subscribe to your Youtube channel here

As well as Part 2…

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Fuel Price Rise For November

Motorists should expect a fuel price increase in November 2016.

Fuel prices are set to rise in November with petrol set to rise by 45c/litre and diesel by 64c/litre. The Automobile Association (AA) predicts the increase will be implemented in the second week of November.

The AA also commented that "The Rand incurred heavy losses at mid-month in the wake of the NPA's decision to charge Finance Minister Pravin Gordhan, the deficit has not been made up, even though the Rand has been slightly stronger in the last ten days. In the time being, international petroleum prices, which had been steadily rising in the first two weeks of October, have flattened out somewhat, which is encouraging."

Commenting on the state of current affairs in SA, the AA concluded: "We once again urge organs of government to exercise the utmost caution in dealing with economically-sensitive issues which can severely impact on working-class citizens," the AA concluded.

Expected Petrol Price:

Reef – 93: R12.79 / 95: R13.05 / LRP: R12.79

Coast – 93: R12.41 / 95: R12.57 / LRP: R12.57

Expected Diesel Price

Reef – 0.05%: R11.37 / 0.01%: R11.40

Coast – 0.05%: R10.97 / 0.01%: R11.02

Want to save more fuel? Take a look at this…

10 Ways To Save Fuel
Driving tips to improve fuel efficiency
Top 10 Most Fuel Efficient Budget Friendly Cars (2016)
Top 10 Most Fuel Efficient Cars in SA (2016)
Most Fuel Efficient SUVs in SA (2016)
5 Most Fuel-Efficient Double-Cab Bakkies in SA (2016)

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Hyundai Creta (2017) International First Drive

Hyundai Automotive SA will be the next major carmaker to join the compact family car/crossover fray when it launches the Creta in February 2017. What can local consumers expect? We have pre-launch details and our India-based correspondent Anubhav Sharma has driven it…

The compact crossover craze has graduated from being a phenomenon to becoming a pivotal segment in the global auto industry. It’s well documented that sedan sales are suffering because of the public’s growing predilection for SUVs and similarly-styled family vehicles… sales statistics certainly bear that out.

It’s hardly surprising, given that South African consumers are spoiled for choice in the compact family car segment: Ford’s EcoSport leads the charge, and, if you discount the premium manufacturers’ products and hatchbacks that have merely been cladded up for effect, Chery, Citroen, Fiat, Honda, Jeep, Kia, Mahindra, Mazda, Mini, Nissan, Opel, Peugeot, Renault, Subaru and Suzuki offer options too.

The Creta looks purposeful and comes with the requisite black side cladding, 16-inch alloys and roof rails.

However, market leaders Toyota and Volkswagen don’t have contenders in that market – in the case of the former, not yet anyway. It is, therefore, significant that another volume-seller, Hyundai, is readying a strong contender – the Creta.

The Creta, as you may remember, was shown first at the Beijing Auto Show in 2014 and went on sale relatively soon thereafter. It shares its Hyundai-Kia platform with the current i30, Kia Soul and Kia Ce’ed among other cars in the family.

Most markets need compact cars that offer space, off-roader looks, higher ground clearance and an abundance of features. The Creta was Hyundai's answer. China and India were the first recipients and the newcomer has been very well received.

The standard LED running lights add a sense of urban sophistication.

Purposeful SUV-inspired looks

The biggest challenge insofar as compact family car design is concerned is that a car absolutely has to look the part; the last thing a manufacturer wants is for its product to be labelled a mere "hatchback on steroids". Hyundai, we feel, has got the SUV look spot on. The wide grille, tall stance, a rising shoulder line and the floating roof is a good mix of SUV styling and Hyundai’s fluidic design language.

The ground clearance (190 mm) is not class leading, but sufficient for traversing so-called "B-roads". The 16-inch alloys (standard across the range) add to the SUV look of the Creta. The rear aspect is a bit plain, even though Hyundai has tried to carry on with the SUV look with a widened bumper.

On the inside

Unlike the outside, where it is important to look like an SUV, most buyers want the inside execution to be as plush and comfortable as a car. Hyundai has certainly attempted to do that by packing the Creta with numerous bells and whistles.

The interior does not mark a major stylistic departure from previous Hyundais; a touchscreen infotainment system will be standard on SA-spec cars.

As with most modern Hyundais, the South African-spec Creta will come with leather upholstery, automatic single-zone climate control (which seems to be borrowed from the i20), dual front, side and curtain airbags, fog lamps, roof rails and a reverse-view camera, to name just a few features.

The cabin is well-appointed, but the hard plastics don’t give it a very modern look. In South Africa, the Creta will sport a full touchscreen “infotainment” system that includes satellite navigation. Practicality was clearly a strong focus area for the Creta’s development team, with enough nooks and cubby holes provided for cups, bottles, mobile phones, coins etc. There are also nice touches like grab handles and leather door pads.

Five adults and 2 mid-size luggage pieces can fit inside the Creta, but the cabin will accommodate 4 adults more comfortably. The high seating position is welcome, but doesn’t work very well with the high window line.

Under the bonnet

South Africa is expected to get the 1.6-litre petrol (manual and AT) and 1.6-litre turbodiesel automatic; both 1.6 engines are definitely up for the job.

The 4-cylinder petrol makes peak power of 90 kW and 154 Nm of torque, whereas its turbodiesel sibling punches out 96 kW and a frisky 265 Nm.

190 mm of ground clearance is afforded; although the Creta is not a genuine SUV, it copes well with country roads.

The petrol is a smooth and relaxed motor, which is good to potter around the city. Stop-and- go traffic is not a problem at all and it reacts to frequent throttle inputs well. However, it does not like being pushed and, unfortunately, you have to give it the stick for the motor to wake up. It does so grudgingly and you can hear the engine "complaining" inside the cabin. The low torque and a weak mid-range don’t help its cause either.

The diesel is a comparatively brighter star with its refinement, wider torque spread and low noise levels. The familiar turbo lag (up to 1 800 rpm) exists, but the car isn’t a drag to drive until the turbo kicks in. The broad range torque, however, bails you out in cut and thrust driving conditions and the car picks up speed smoothly. In the city, its driving experience is on par with that of its petrol sibling, but overtaking requires less effort.

Both the engines are mated with a torque converter 6-speed auto 'box, which isn’t necessarily a downer as the transmission is well-suited to city driving. The gear shifts are neither fast nor furious, but are in tune with the engine’s capabilities.

Whereas the Creta offers workmanlike performance, its best on-road characteristic is its pliant ride quality.

Even on the diesel derivative, the 'box does not like a heavy right foot, but if you insist the gearbox will extract whatever it can out of the engine. There is the option to shift manually, although it upshifts automatically at the redline.

If you don’t mind using your left foot, opt for the 1.6 petrol manual. The gearing ratios are better spaced and the engine responds quite well. The 20-to-70 kph range is well handled in the 3rd gear only, making the Creta reasonably perky on the daily commute.

Absorbent ride, benign handling

The handling department hasn’t been one of Hyundai’s strong suits, but the Creta will surprise you. It feels tight, when compared to other Hyundais, and inspires confidence when going fast too. The steering is a delight: light and easy to drive, but weighs up nicely as you pick up speed.

Meanwhile, the Creta has a decidedly car-like suspension setup and absorbs most bumps and bad roads confidently. There will be an occasional thud, as the suspension travel is not really set up for an SUV, but that’s hardly a compromise for an "urban off-roader", is it?

Thanks to the pliant suspension and the longer wheelbase, the rear seat occupants will feel more like they're riding in a sedan than a tall SUV.

The Creta's luggage area is said to accommodate up to 400 litres in cargo.

How it stacks up against the competition

The compact family car segment is pretty packed, with strong contenders like the Ford EcoSport, Mazda CX-3, Suzuki Vitara, Jeep Renegade, to name just a few.

All these cars have their pros and cons, and the Creta seems primed for the fight. The Creta has more legroom and headroom when compared with the EcoSport and the Vitara, for example. It looks more ruggedly SUV-ish than the decidedly crossover-flavoured Mazda CX-3 and its ride quality is more pliant compared with the Renegade. Does this mean the Creta is the one to buy in the segment?

The competition has strong points too, like the torquey turbodiesel option in the EcoSport, the excellent fit and finish of the CX-3 or the off-road capabilities of the flagship Renegade. We can’t decide until we know the price, can we?

The rear of the Creta is not that distinctive, but its rear bumper features a sporty apron.

Summary & price estimate

Size-wise, the Creta sits almost exactly in between the Ford EcoSport and the Nissan Qashqai and price-wise, expect the range to begin at just over R300 000 and end near the R400 000 mark. This does make things interesting. The Creta’s strongest points are its executive specification and a capacious interior, although its petrol derivatives deliver workmanlike, rather than exhilarating, performance.

As we suggested at the outset, there are there are good options from the competition, but the Hyundai badge on the Creta’s nose is not insignificant. Buoyed by the Korean manufacturer’s reputation for solid value, build quality and reliability (which allows Hyundai to offer a 7-year/200 000 km warranty), the Creta is likely to start its South Africa journey with a strong advantage. Being voted the Car of the Year in India certainly gives the newcomer star appeal…

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Update: First Mercedes-Benz Generation EQ-based SUV Coupe Coming in 2019 [with Video]

Mercedes-Benz showcased its sporty electric SUV coupe at the 2016 Paris Motor Show and the Stuttgart-based firm has announced that the first production Generation EQ-based SUV coupe will be built at its Bremen plant and will be introduced in 2019. Mercedes-Benz plans also plans to introduce at least 10 new electric cars within the next decade.

The Generation EQ previews the next generation of Mercedes-Benz vehicles powered by battery electric drives. Merc is claiming a maximum output of up to 300 kW and 700 Nm thanks to scalable battery components, permanent all-wheel drive and a range of up to 500 kilometres.

"Generation EQ" is the forerunner of Mercedes-Benz's new product brand for electric mobility, EQ. The name EQ stands for "Electric Intelligence" and is derived from the Mercedes-Benz brand values of "Emotion and Intelligence". Future Mercedes-Benz vehicles will feature the latest generation of charging tech. It can be charged at home by induction or wallbox for fast charging.

While we're mildly disappointed that this concept car does not preview a particular product, but rather a future range of vehicles, there's no denying how cool the future looks.

"The mobility of the future at Mercedes-Benz will stand on four pillars: Connected, Autonomous, Shared and Electric. 'Generation EQ' is the logical fusion of all four pillars," says Dr Dieter Zetsche, CEO of Daimler AG and Head of Mercedes?Benz Cars. "The emission-free automobile is the future. And our new EQ brand goes far beyond electric vehicles. EQ stands for a comprehensive electric ecosystem of services, technologies and innovations."

"Generation EQ is hot and cool," says Gorden Wagener, Head of Design at Daimler AG. "Its fascination lies in a reinterpretation of our design philosophy of sensual purity, the aim being to create an avant-garde, contemporary and distinctive electro-look. At the same time, the design of the visionary show car, which has been reduced to the essentials, reveals an alluring progressivity."

The interior of "Generation EQ" features an all-new user interface, which combines emotive appeal with intelligence and user-friendliness. No more traditional knobs and switches here, as the vehicle features touch controls, which are integrated into OLED displays (OLED = organic light emitting diode). The 24-inch TFT high-definition widescreen display presents info such as speed, range, driving data or navigation and map details.

First EQ model coming in 2019

The new EQ product brand will be guided by a corporate strategy for future mobility referred to as CASE, representing 4 strategic pillars including Connected, Autonomous, Shared & Services and Electric Drive. The first electric Generation EQ-based SUV coupe will be produced in Bremen, where the C-Class, E-Class, GLS, SLC and SL are currently produced. A further 9 EQ products will follow to meet the target of introducing 10 new EQ electric vehicles before 2025.

“Emission-free automobiles are the future. I am pleased that for the series production of our first electric EQ model, we can count on one of our most important partners in the global production network: our colleagues from Bremen. The Bremen plant delivers a maximum of flexibility and high speed as well as Mercedes quality from the beginning, also for our electric models,” says Dr. Dieter Zetsche, CEO of Daimler AG and Head of Mercedes-Benz Cars.

Watch a video clip of the Mercedes-Benz Generation EQ below:

Other concept cars at the Paris Show:

Renault Shows Off Wild Trezor Grand Tourer Concept at Paris Motor Show
BMW previews X2 compact crossover in Paris [with Video]
Mitsubishi GT-PHEV Concept to Debut in Paris (Updated)
Hyundai RN30 Concept Revealed
Volkswagen I.D Concept Shows Electric Future

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Two-Wheeled Side Wheelie World Record Broken

The world record for the fastest two-wheeled side wheelie in a car has been broken by Finnish stunt driver Vesa Kivimaki.

Imagine how difficult it must be to maintain control of a car that’s going full tilt down a runway on only two wheels. Finnish stunt driver, Vesa Kivimaki, managed to break the world record for the fastest two-wheeled side wheelie in August 2016, achieving an average speed of 186.269 kph in his BMW 335i Coupe. The footage of his succesful attempt has only been released now. The previous record was held by Swedish driver, Goran Eliason, who achieved 181.25 kph in 1997.

According to Kivimaki however, the feat is incredibly difficult to achieve due to rapid wear on the tyre sidewalls, which ultimately leads to tyre failure. “I have made earlier attempts to break the record for the fastest car on two wheels, but have not been successful. At some point, I realised that the key to record-breaking is to have tyres that are exceptionally durable” said Kivimaki.

To achieve the result, Kivimaki partnered with Finnish winter tyre specialist, Nokian, who specifically developed a tyre for the world record attempt. The tyres were constructed using a synthetic fibre called Aramid, which is exceptionally strong and heat-resistant and the tyres were fitted to rally-spec rims for added strength.

Kivimaki was required to do two runs within one hour on a 100-metre section of tar.

Take a look at the record-breaking two-wheel side wheelie in the video below.

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Nissan NP200 ICE Edition (2016) First Drive

The Nissan NP200 soldiers on as a rugged and dependable workhorse. For 2016, Nissan South Africa has added some bling and additional features to appeal to the lifestyle brigade. James Siddall attended its market launch in Durban.

WWJD? No, not What Would Jesus Do? As per those armbands that seemed to lose some currency some time ago when it came to pass that the late, disgraced cricket star, Hansie Cronje, apparently wore one. But rather What Would Jesus Drive? Well, the answer to that is open to theological conjecture, but I like to think that were The Carpenter of Nazareth around today he might opt for a Nissan 1400 bakkie. It's humble, hardworking, its development and production costs were probably amortised decades ago, and the load bay is perfect for fish, loaves, disciples, and what have you.

But of course, that vehicle is no more – although, there's no shortage of old and older models plying our roads, mostly at the hands of industrious-looking individuals. Today, of course, that mantle has been taken up by the Nissan NP200, and owners seem to love them. I've vox-popped several – as I do with owners and drivers of vehicles that I have tested or might be testing – including Nissan's own PR who uses one, not just as a daily driver but for road-tripping too. Now there seems to be a plethora of Carpenter-spec (and carpenter- and builder- and sparky-spec) baseline NP200's on our roads, finished in white. But if you want something a little more individual you can now opt for something called the ICE. The Nissan NP200 ICE.

It's a limited-edition version of the NP200, and I'll kindly spare you lots of potentially laboured wordplay on the word “ice.” Now, of course, limited- and special-edition models can vary from “tasteless” to “tries too hard.” They're also often based on vehicles coming close to the end – or even at the end – of their production cycle as marketing folk dream up ways to shift surplus stock. But the NP200 seems nowhere near the end of its life, and I rather liked the ICE edition. It aims to give this little worker-bee bakkie some leisure and lifestyle pretensions and it does so rather nicely. (Was anyone else strictly warned by English teachers and lecturers against the use of the word “nice” and derivatives thereof on the grounds that it's lazy and insipid?).

What's New?

My page mate, Gero Lilleike, covered the specs of this machine very recently, but to save you from having to refer to his piece, let me refresh you. Nissan – and this is less to commit the cardinal journalistic sin of regurgitating the press release and more to give you an idea of its positioning – says it's “for bakkie-lovers seeking the perfect partner for their adventurous lifestyle while allowing them to stand out from the crowd.” You can have yours in one of two colours. Starling Blue or Bright Silver metallic. I preferred the blue as it's bold and nautical.

Some of those extras include dark tinted windows, custom 15-inch alloys, a little aluminium nudge bar with brushed finish, something that's termed a “sports bar” (think roll bar) in the same finish, rubberised load bay, tonneau cover, rear step plates, and ICE decals. The last could have gone horribly wrong as is the wont of decals, which can vary from laughable to lurid, but these work rather, er, nicely. While my colleagues were busy surfing and kayaking at the Durban beach launch this week, I took one for a drive around the city's Point area. An area that has been, by and large, singularly successful in avoiding the imminent gentrification predicted since I was a teen in the Eighties.

The interior, for one, proved likeable, benefiting from rubber mats that are “easy to clean following those sporting escapades,” says Nissan, and rightly so. Too often I drive SUVs with continent-crossing capability – and footwell carpets that display the first hint of dirt like original sin. There's also a rather aftermarket-y looking but effective enough sound system with Bluetooth and USB and stuff, air-con, two airbags, a handy 300 litres of storage space behind the seats – and wind-up windows. Yes. Things that you manually, physically crank. Like with your arm. In a sort of elliptical motion that is no doubt foreign to many people under the age of 30. I like these. There's a reassuring honesty to them. And this doesn't come from a mindset as per Marie Antoinette who used to love playing milkmaid, before retreating to the sybaritism of Versailles. Or in my case, a more luxurious test car. Wind-up windows are also just one less thing to break. This is important in a vehicle that buyers might keep for a long time – long after even the six-year/150 000km warranty is history.

Great Diesel Engine

It was the 1.5 turbodiesel version I picked for my Point tour, with 63 kW and 200 Nm on tap, with its fuel thirst pegged at 5.3 L/100 km. The 1.6-litre petrol turns in 64 kW and 128 Nm of torque with a fuel consumption figure of 8.1 L/100 km. It's a sweet, tractable little thing on the move, with its reassuringly honest workhorse roots shining through, and that briefly takes us into another silo.

Is there still a market for half-tonners (the NP200 will, in fact, carry 800kg of cargo)? Yes. At least according to my theory. You see, with ever-increasing numbers of micro-enterprises mushrooming – especially as so many people opt for or are forced to take retrenchment packages – this segment should grow, maybe even explode. The NP200 ICE is yours for R191 900 for the petrol, R204 900 for the diesel. These numbers may sound huge for someone whose notion of prices is still mentally locked in the 1980s when his mother's new Honda Ballade cost just under R10 000. In reality, those numbers aren't usurious for what you get today on the new market.

Plus it's made in Rosslyn. No, not the Rosslyn Chapel in Scotland, which in Dan Brown's The Da Vinci Code was outed as the final resting place of the Holy Grail, but rather Rosslyn in Pretoria. WWJD indeed.

Nissan NP200 ICE – Price in South Africa

Nissan NP200 ICE 1.6 Petrol – R191 900

Nissan NP200 ICE 1.5 turbodiesel – R204 900

The Nissan NP200 ICE is sold with a 6-year/150 000 km warranty while a service plan is offered as an option.

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Nissan e-NV200 Workspace Concept Shows Working Potential (Video)

The Nissan e-NV200 Workspace Concept aims to cater for people working on the move and it’s actually quite impressive. Let’s take a closer look…

The e-NV200 is an all-electric commercial vehicle targeted at business users as well as large families. Nissan has gone a step further and partnered with well-known design workshop, Studio Hardie, to create the world’s first all-electric, zero emissions mobile office and it’s called the e-NV200 Workspace Concept. At Cars.co.za, we love our coffee and we love our work and we think the e-NV200 is awesome!

If you are the kind of person that hates being chained to your desk on a daily basis, then the e-NV200 Workspace Concept will offer you a glimpse at a potential alternative reality. You see, flexible working routines and what is known as ‘hot-desking’, the ability to work on the move wherever and whenever you want, is on the rise and Nissan has tapped into this global trend and created the e-NV200 Workspace Concept to meet the needs of all you worker bees on the move.

Practical office space?

The Nissan e-NV200 is a fully-fledged mobile office, and it's got a coffee machine.

Simply put, the cargo area of the e-NV200 Workspace Concept has been converted into a flexible office environment. A fully operational desk folds down from one side, revealing a touchscreen computer and ample storage space for paper, notebooks, and stationery. A wireless mouse and keyboard is also offered and wireless Internet will keep you connected.

The best part of the e-NV200 Workspace Concept, if you are a coffee lover, is that a barista-grade coffee machine rises from the counter to serve your caffeine addiction while you get on with business, parked at your favourite beach. Furthermore, there are two office chairs fitted too, allowing you to hold meetings on the fly if you have to. Other cool features include a mini fridge draw, a wireless charging pad and Bluetooth speaker. You can even set the mood with smartphone-adjustable LED floor lighting.

The e-NV200 Workspace Concept also features a panoramic roof, attractive oak flooring with a pull-out deck and a foldable bike, just in case you need one.

“We specialize in creating amazing space in unexpected places, but we’re never done anything in an electric vehicle before. We believe the future of technology is a return to quality craftsmanship, so we’ve also looked to hone an environment that professionals will really enjoy working in, with all the comfort and connectivity of a modern office, with a few surprising touches” said Designer, Will Hardie.

The video below explains the vision for the Nissan e-NV200.

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Stunning Classic Bimmers at BMW 100 Festival [Video]

This year, BMW is celebrating 100 years of building cars, and to mark the occasion, the company virtually took over its hometown of Munich, Germany, to set up a sprawling festival which was completely open to the public.

The anchor point of the festival was the BMW Welt, a stunning building which forms the heart of the company's headquarters. The BMW Museum was an integral part of the display, not to mention the futuristic Vision Next 100 Concept, and the day was capped off by a large-scale concert and fireworks display in Munich's dramatic Olympic Park stadium.

But for Cars.co.za's Ciro De Siena, who travelled to Munich to take part in the festivities, the highlight was a morning's wander around the meet up of the BMW Club Internationale. Over 1000 cars were present, representing BMW's rich history and in chatting with some of the owners and enthusiasts, Ciro discovered the real heart of the brand.

Follow Ciro around the BMW 100 Festival in this video and let us know which was your favourite BMW in the comments.

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