Now that the local introduction of the limited edition Golf GTI Clubsport is imminent, Volkswagen is readying an even hotter 228 kW S version that will debut at the brand’s Wörthersee event.
The eagerly-awaited GTI Clubsport is fitted with a 2.0-litre turbocharged engine that churns out 195 kW with an overboost function that pushes that output up to a heady 213 kW for short periods of time. We expect the model, which has a claimed 0-100 kph time of about 6 seconds, to retail for approximately R499 000 and that numbers will be very limited! Recently, were fortunate to spot two pre-launch vehicles being tested in the Southern Cape recently:
However, the Clubsport won’t be the hottest Golf to go into series production for long, however. Our spy photographer has snapped images of a car that will be unveiled at the upcoming 35th Wörthersee event and produce a peak output of no less than 228 kW… Two prototypes of what appeared to be a Clubsport S were seen being tested at the Nurburgring.
'We could see the S'
“They were almost undisguised and just the ‘S’ letter in the Clubsport S livery was covered with black tape. We saw the S letter with our own eyes, but couldn’t get a picture when they briefly took the tape off,” the lensman said.
The fact that Volkswagen has persisted with a front-wheel-drive configuration for the Clubsport S goes beyond the need to develop another “most powerful full-production Golf to date”, however.
In fact, some reports suggest Volkswagen’s determined to eclipse the current Nurburgring lap record for a front-wheel-drive car (set by a prototype of the Honda Civic Type R) and has honed “the model’s driving profile for (the Nordschleife circuit) with help from racing drivers."
Even though Volkswagen refers to this new addition as a “full-production” car, it will not be a permanent member in the Golf GTI's lineup as 5 000 units have been earmarked for production. We cannot help but wonder how many of the Clubsport S models will eventually reach South Africa… If it arrives, aficionados are bound to snap them up quickly…
Picture credit: S. Baldauf/SB-Medien
Watch the Volkswagen Golf GTI ClubSport S teaser video:
Mercedes-Benz is readying its double-cab offering, which is expected to make its official debut next year. Even though it will be based on a modified (new-generation) Nissan Navara platform, it will be appointed to a level of luxury that will satisfy brand loyalists and will be sold and serviced through conventional Benz dealers.
According to our spy photographer the fully disguised prototype appeared wider (ostensibly owing to the Mercedes having a broader track width) than the Navara and “although the exterior design still looks a lot like the Nissan’s, but that should change when this car goes into production in 2017.
“We suspect that Mercedes has an altogether different interior (to the Navara), because the prototype had a completely disguised cabin,” he concluded.
This is our first look at (the albeit heavily disguised) Mercedes-Benz, which is widely expected to be named the "GLT" when it goes into production. It was conceived for markets in which high-spec derivatives of otherwise commercially-oriented pick-ups are popular and South Africa’s a prime example.
Mercedes-Benz commercial vehicle division head Volker Mornhinweg revealed last year that the “GLT” (its official name has yet to be confirmed) will be produced in 3 specification levels and in the double-cab body style only. It is expected that turbopetrol and –diesel powerplants will be offered in 4- and 6-cylinder guises and that there will be a choice between 6-speed manual and 7-speed automatic transmissions.
Speaking to Cars.co.za at the 2015 Frankfurt Show, Mornhinweg said that the double-cab would offer sufficient build- and driving refinement to warrant being retailed by Mercedes-Benz passenger vehicle dealerships (as opposed to its commercial vehicle outlets). The premium focus would extend beyond Benz offering the most luxurious cabin in its segment, he added — the level of integrated technology (convenience- and safety-wise) will be at a level that traditional Mercedes-Benz customers have come to expect. We'll provide more details when they become available…
Toyota Fortuner vs Ford Everest (2016) Comparative Review
The Toyota Fortuner has dominated the bakkie-based SUV segment since 2006, but, after Ford fought back with a much-improved Everest, Toyota retaliated with an all-new version of its segment leader. So, which one should you buy?
This comparative review of the 2016 Toyota Fortuner and the Ford Everest provides useful information if you’re considering purchasing these vehicles in the used car market.
At a Glance
Ford Everest 3.2 4×4 XLT
Toyota Fortuner 2.8 GD-6 4×4 6At
Price (April 2016)
R634 900
R589 400
We Like:
Space and practicality
New engine
Ride comfort
Value for money
Warranty and service plan
Interior style and quality
We don’t like:
Pricey
Impractical third row of seats
Lazy engine
Jiggly ride
What are they?
Historically, manufacturers have played it quite safe in terms of the styling and packaging of their bakkie-based SUVs. As a result, offerings in this segment tend to be focused on practicality, ruggedness and off-road capability. These two models, however, incorporate a raft of modern styling cues while retaining the off-road capability you’d expect from vehicles built on ladder frames. Spec-wise, they’re closely-matched: turbodiesel motors with automatic transmissions, standard leather trim and an array standard safety features that elevate the Ford and Toyota to the summit of the affordable full-sized family SUV segment. The Everest XLT and Fortuner 2.8GD-6 are also similarly priced, but it’s interesting to note the entire Fortuner range sits below the cheapest Everest — at least for now.
How does the Toyota Fortuner and Ford Everest compare in terms of?
Drivetrains
The Fortuner (right) has the more willing engine in both on- and off-road situations
The major news in this department is that the Toyota Fortuner sports an all-new 2.8-litre 4-cylinder turbodiesel motor that succeeds the venerable 3.0 D-4D and is said to deliver better power, torque and fuel efficiency. The engine debuted in the new Hilux and impressed us in the bakkie group test. It’s slightly less powerful than the Ford’s unit: 130 kW compared with 147 kW, but the torque outputs are similar (450 Nm for the Fortuner, 470 Nm for the Everest). You wouldn’t really guess the Everest is more powerful though, as its engine feels comparatively lazy under acceleration. The Toyota unit’s power and torque delivery feels more refined and the motor’s also a bit quieter.
Both vehicles employ a six-speed automatic transmission with a low-range transfer case. They feel quite similar in the way that they operate: they’re robust and reliable rather than fast- and smooth-shifting. The Toyota’s multifunction steering wheel is equipped with shift paddles (whereas the Ford isn’t) — not that it matters much, because the transmission’s responses to driver inputs are sluggish.
In terms of fuel economy, both models are claimed to return consumption figures of under 10.0 L/100 km (8.2 for the Everest and 8.5 for the Fortuner). After spending over 1 000 km in each of the cars in a variety of driving conditions, the Toyota proved more economical in practice. The Fortuner averaged 9.9 L/100 km, while the Everest proved comparatively thirsty at 11.1 L/100 km.
Practicality
Much has been made of the differences between these vehicles’ seven-seat configurations. The Toyota Fortuner has retained the “third-row seats suspended from the cab’s sides” setup; they can be folded in and down when needed. They are spring loaded now, so less effort is required to lift them into place when they need to be stowed. Unfortunately, they are never entirely out the way.
While Toyota’s method means the Fortuner has a larger load bay and a lower loading height, the rearmost seats hamper the vehicle’s overall practicality. The load bay width is restrictive when loading bulkier objects, such as a bicycle or cooler boxes. By contrast, the Everest uses a more standard system where the third row of seats simply folds flat into the floor. The Ford’s load bay is marginally smaller, but the space is more useable when the rear seats are folded down.
The Everest is also roomier when you start to fill the cabin with people. With all 7 seats filled, the back row passengers have more head and shoulder room in the Everest than the Fortuner and the impression extends in rows 1 and 2. What’s more, while both contenders’ second rows can slide fore and aft to tailor the levels of legroom available to those seated in rows 2 and 3, the Ford’s longer passenger area affords a greater range of adjustment… and therefore greater comfort on longer journeys. Suffice to say the Everest feels the roomier vehicle; it utilises its space better than the Fortuner.
It must be noted that both the Ford and Toyota have an unbraked towing capacity of 750 kg. For the purposes of towing a braked trailer the former (3 000 kg) holds a 200 kg advantage over the latter.
Off-road ability
Both SUVs offer exceptional off-road abilities and are hard to separate in this department
The rugged nature of these bakkie-based SUVs is part of their allure… Their ability to cope with the rough stuff on weekends and then still look smart on the school run during the week go a long way in explaining their sales success, especially for the Toyota. As mentioned above, both models have low-range ability that allows them to crawl over the toughest obstacles and both have electronic switches to lock the rear differential. The Fortuner comes standard as a two-wheel drive vehicle that can be shifted into four-high and four-low ranges. The Everest is always a 4×4 with the option to switch into four-low. It’s probably why the Fortuner is a slightly more economical vehicle in everyday driving situations.
Clambering around the ruts, holes and hills on our test route, the Fortuner’s engine seemed more willing to surge its body over the crests, while the Everest would labour more cumbersomely. The skid plates on the sides of the Everest are flexible and bend as they come into contact with the ground at break-over point. The Fortuner’s items are less flexible and tended to dig into the turf.
With lockable diffs and low-range, there wasn’t much that the vehicles couldn’t handle and even when traversing sand dunes the SUVs seemed evenly matched. The Everest has a multi-terrain selector dial that allows you to adjust the off-road settings to the specific surface ahead – mud, rocks and sand. The Fortuner, in turn, just gets on with the job and feels equally capable off-road.
Ride comfort
The Everest is a more comfortable vehicle, especially over uneven surfaces
These vehicles are likely to be used on long trips to far-flung destinations and notably on holidays, with families on board. Ride comfort is of paramount importance, but the rigid structure and load bearing capabilities of a ladder chassis are not conducive to ride comfort. Whereas its Hilux sibling features traditional leaf springs at the rear, the Fortuner uses coil springs to improve ride comfort.
The Everest is equipped with coil springs as well, but it feels the comfier car overall. On most road surfaces, the Fortuner feels a trifle jiggly over bumps — it seems very stiffly sprung over the rear axle… bumps can unsettle it and shake the cabin around. By contrast, the Everest feels more pliant over bumps and on a dirt track. Its rear end feels more planted, which contributes to a much more comfortable ride quality and makes the Ford easier to live with on long journeys.
The Fortuner makes more sense when it has rough terrain to deal with. In off-road situations, the Toyota’s more adept at clambering over rocks or smacking through dongas than its rivals. As it happens, the Everest’s softer ride quality can lead to a loss of momentum in the bumpy stuff.
Fortuner feels jiggly over bumpy surfaces where the Ford softens out the bumps better
There’s little to choose between the contenders in the handling department. Both SUVs have light steering actions that make them easy to use in off-road conditions, but their tillers are a little vague around centre at highway speeds. Both sport improved body control in cornering situations and display markedly less body lean in the bends than their predecessors. They deal with corners and turning at intersections like modern monocoque SUVs than their bakkie underpinnings suggest.
Interior execution
The Ford and Toyota’s specification lists are awash with modern tech and safety features. Both cars have large touchscreens as standard that connect easily with Smartphones, although neither has satellite navigation, which is strange considering that they’re touring vehicles. The standard spec on these two models is pretty good, but it’s the Fortuner that offers slightly more kit, with keyless entry and LED-adorned headlamps. The Ford has a reverse-view camera and park distance control where the Fortuner has only a camera – but that’s all you really need, anyway. Leather seats are standard on these models as is climate control, cruise control, a multifunction steering wheel and USB ports.
In terms of interior fit and finish, the Fortuner feels a more premium product. The leather panels alongside the fascia are upmarket and the build quality seems to be of a high order. The Everest lacks these neat touches to make it a premium proposition and some of the switchgear feel a bit plasticky. The digital instrument cluster on the Everest is impressive and allows the driver to display multiple screens of info in order to customise exactly what they want to see in front of them. The Fortuner has a more traditional analog setup with a digital trip computer between the dials.
Safety features
A comprehensive bouquet of safety features was something both of these SUV’s predecessors lacked. Now, the Ford and Toyota are fully up to date. The Everest in XLT spec loses some of its headlining safety systems, such as cross traffic alert, blind spot monitoring, lane departure warning and lane keeping assistant. Still, it scored five-stars on the Australian NCAP test as did the Fortuner, showing that both SUVs have upgraded their safety systems to contemporary standards.
Toyota Fortuner vs Ford Everest – Verdict
These two bakkie-based SUVs represent massive improvements over their respective predecessors. The Everest is more practical, spacious and has the best ride quality, but the Fortuner claws back ground with its refined engine, more premium-feeling cabin and its R40 000 price advantage over its rival. The Fortuner offers more value for Rand spent as the cars have near-identical specification levels and there’s nothing really to set them apart in off-road capability. In the final analysis, you may just have to choose whether the better ride comfort in the more spacious Everest is worth the premium. If you intend on spending long hours in the car on cross-country trips then it’s probably worth it.
After sales service
Ford sells the Everest with a 4-year/120 000 km warranty and a 5-year/100 000 km service plan included. Toyota’s Fortuner is sold with 3-year/100 000 km warranty and a 5-year/90 000 km service plan. The Everest has longer service intervals at 20 000 km to the Fortuner’s 10 000 km.
Following a market repositioning, the 718 Cayman – now available with either a 2.0- or 2.5-litre turbocharged 4-cylinder engine – is the new entry-level model in the Porsche range.
Whereas the Cayman was previously more powerful and priced above its roadster sibling, the two models now share power outputs. The Cayman’s 2.0-litre engine produces 221 KW and 380 Nm (from 1 950 to 4 500 rpm) from its 2.0-litre engine, while the 2.5-litre unit in the S derivative (endowed with variable turbine geometry technology, previously reserved for the 911 Turbo) develops 257 kW and 420 Nm (1 900 to 4 500 rpm).
When equipped with dual-clutch Porsche Doppelkupplung (PDK) transmission and Sport Chrono Package, the Cayman is said to accelerate from zero to 100 kph in 4.7 seconds and go on to a top speed of 275 kph, whereas the S should complete the sprint benchmark in 4.2 seconds and top out at 285 kph.
From an aesthetic point of view, the Cayman’s sharper front end features larger air intakes and newly designed bi-xenon headlights with integrated LED daytime running lights. There are more pronounced fenders and side sills and the rear looks wider thanks to an accent strip in high-gloss black with integrated Porsche badge between the tail lights. The new tail lights feature three-dimensional technology and four-brake spot lights, the firm says.
As for the interior, the upper part of the dashboard has been redesigned and features integrated air vents. A new sports steering wheel (as fitted in the 918 Spyder), Porsche Communication Management (PCM), mobile phone preparation, audio interfaces and 150-watt Sound Package Plus are standard.
The Cayman is said to offer improved lateral rigidity and wheel tracking (compared with its predecessor) by virtue of firmer springs and stabilisers, as well as revised shock absorber tuning. Furthermore, the Porsche's steering has been configured to be 10% more direct and, in combination with the redeveloped tyres, the half-inch wider rear wheels are said to deliver greater cornering stability.
Driving dynamics options include the Sport Chrono Package and Porsche Torque Vectoring (PTV). As in the other Porsche sports cars, the Sport Chrono Package can be operated via a switch on the steering wheel. Porsche Active Suspension Management (PASM), if specified, lowers the ride height by ten millimetres. Additionally, the S-model can be equipped with PASM sport suspension for the first time, resulting in a 20-mm lower ride height.
Porsche 718 Cayman prices in South Africa
Cayman R854 000
Cayman S R934 000
(available from September 2016, prices include a 3-year Drive Plan)
Watch a video featuring the 718 Cayman and Cayman S:
Chevrolet’s family-friendly Captiva has been around since 2007 and has now received another significant update. Is it enough to keep this capable, but ageing product in the hunt?
We like: Standard features, seven seats, space, power/performance
We don’t like: Dated control interface and instrumentation, dynamic refinement
Alternatives:
For better economy: You’ll have to consider spending much more money on something such as the new Kia Sorento if you want to beat the Captiva for fuel economy and retain the diesel/automatic drivetrain combination and seven seats. For the same money, you’ll have to sacrifice automatic gearshifting and opt for the Nissan X-Trail 1.6dCi SE and specify third-row seating as an option.
For more space: At the price, it is not possible to beat the Captiva’s combination of spaciousness and a 7-seater configuration and an automatic/turbodiesel drivetrain. As an alternative you may want to look at the new Volkswagen Caddy, which offers a more van-like body that maximises utility. A turbodiesel automatic derivative of the Caddy is offered for similar money.
For better value: Provided you absolutely must have automatic transmission and seven seats, you can’t fault the Captiva on the value front. If you’re willing to settle for something slightly smaller and powered by a petrol engine (yet retain seven-seat capability), then the significantly more affordable Nissan X-Trail 2.5 4×4 SE could be worth looking at. It’s far less economical, however.
The more things change…
18-inch alloy wheels and side steps are standard fitment on this LT model.
Given its positioning as one of the very few seven-seater SUVs at this price level, the Captiva has built itself a relatively sizeable niche in South Africa, with around 17 000 units sold locally since it was introduced back in 2007. These days, however, an eight-year product lifecycle is almost unheard of in the motor industry, so General Motors’ decision to continue with a facelift, as opposed to an all-new model, is a brave one.
Nevertheless, this model soldiers on and in 2.2D LT specification, as reviewed here, the Captiva offers an almost unmatchable combination of space, seven-seat carrying ability, turbodiesel power and economy and an automatic transmission. In fact, it has no direct rivals at the price.
What’s new for 2016?
New leather steering wheel and 7-inch MyLink infotainment system are major changes inside.
Although the exterior design changes are not major, the revised grille and LED-infused headlamps endow the Captiva with a more modern appearance. The standard 18-inch alloy wheels and side steps round off a design that is dating quite gracefully… but dating nonetheless.
The bigger changes have occurred inside, where the Captiva gains the brand’s latest-generation MyLink infotainment system, boasting a seven-inch touch-screen interface and Apple iPlay and Android Auto compatibility. Note the Instagram video below to see this system in action.
Furthermore, there have been changes to the trim (leather steering wheel) and instrumentation. Subjectively, the finishes also appear improved compared with those of the pre-facelift model. However, the changes can't hide a cabin that is ageing in general design and layout, most notably in terms of the graphics of the small trip-computer display.
New instrumentation, but the trip computer display appears dated by comparison.
This Captiva is powered by Chevrolet’s 2.2-litre four-cylinder turbodiesel engine that delivers a strong 135 kW and 400 Nm of torque, figures that the competition simply can’t beat at this price level. Power goes to the front wheels via a six-speed automatic transmission.
Though the Captiva’s gearing favours leisurely cruising, it is no slouch in urban driving conditions (as evidenced by the sub-10 second 0-100 kph sprint) and offers pleasing driveability in general daily traffic conditions. The transmission could be a little smoother, perhaps, but we’re nit-picking here, especially given the Captiva’s excellent showing on the open road. Refinement and smooth, powerful overtaking are very likeable hallmarks of this drivetrain.
It is also relatively economical. Chevrolet claims a combined-cycle consumption figure of 7.8 L/100 km, a figure you’re only likely to broach on long, relaxed cruises. Including town and city driving we averaged around 9.0 L/100 km, which is not a bad return given the size of the vehicle, as well as the fact that it was mostly driven loaded to maximum with people and their detritus.
Comfort and practicality
Large flat load surface when the third-row seats are folded down.
The Captiva is a somewhat oddly sized vehicle at this price level. It is slightly longer, wider and higher than most of its five-seater rivals, so you have to look to the likes of Nissan’s X-Trail and the ageing Mitsubishi Outlander for direct rivals (at least in terms of interior packaging).
Unlike the Nissan, the Chevrolet comes with seven seats as standard, though those two rearmost seats are only suited for use by children. More often than not the Captiva is likely to be used with the rear seats folded away, resulting in a capacious boot area with a flat floor. There is also a nice hidden compartment at the rear of the luggage area where dirty or wet items can be stored out of sight.
The second row of seats proved to be comfortable on longer trips and there are multiple drinks holders provided throughout the cabin. A large storage box is located between the front seats.
This model’s LT specification level incorporates a number of comfort-boosting features, such as an electrically adjustable driver’s seat and even a sunroof. We also found the new infotainment system easy to use. Note that Android Auto is not yet active in South Africa.
Needless to say, with the Captiva’s blend of features, refinement and spaciousness, it proved to be a very comfy family-hauler during our test period.
Neat lidded storage compartment in the luggage area.
Safety specification?
Notwithstanding its relative age, the Captiva impressively still carries a five-star EuroNCAP safety rating. Included in the safety features suite are the usual suspects, including electronic stability control, front, side and curtain airbags and ISOfix child seat anchorages. But you also get what Chevrolet calls Continuously Variable Real-Time Damping with Trailer Stability Assistance. This system is claimed to simulate the effect of distributing weight evenly across the vehicle and is activated when a heavy load is detected in the rear. Hill Start Assist and Hill-Descent Control are also included in the standard package.
On the road, the Captiva feels stable and predictable, but it can't match some newer rivals for ride refinement over a variety of surfaces. It tends to feel its size (a somewhat lumbering vehicle) compared with the likes of the X-trail and the five-seat rivals. Finally, though the steering is largely devoid of any feel, and although this model does not feature all-wheel drive, grip levels from those large tyres are high, so the Captiva feels safe and secure on the road.
Verdict
Captiva has aged well and continues to offer solid value.
The Chevrolet Captiva is not one of those “must-have” vehicles that leaps off the price lists as an obvious choice in its segment of the market. Instead, it appears to be a vehicle aimed at buyers looking for a particular blend of attributes that the competition struggles to match at the price. In turbodiesel form, you can’t really beat this Captiva for performance and economy, along with the comfort of an automatic transmission. And, as a usable family car –? as opposed to a five-seat “crossover” bought partly as a fashion statement – the Captiva’s more sober approach is refreshingly honest.
Pricing
The Chevrolet Captiva 2.2D LT Automatic sells for R431 300 and comes with a five-years/120 000 km vehicle warranty and three-years/60 000 km service plan. It requires servicing every 15 000 km.
Ever since the concept Golf R400 was revealed, Volkswagen fans have clamoured for an all-wheel drive super hatch from Wolfsburg that would duke it out with its cousin: Audi’s RS3, as well as the Mercedes-AMG A45. But their hopes were in vain… the R400 is no more.
With a projected output of 294 kW from a highly-tuned 2.0-litre turbocharged motor, the R400 (first shown at the 2014 Beijing Show) would have been positioned above the R model in the Golf product line-up and there were further rumours that an even more powerful R420 model, which would develop 309 kW, was in the works too.
Unfortunately, Volkswagen has had to put several of its projects on hold — or shelve them altogether — in the wake of the turbodiesel emissions scandal and the firm’s former research and development chief Heinz-Jakob Neusser, who had green-lighted the project, has resigned.
It’s not all bad news, however. Volkswagen is set to unveil an S version of its Golf GTI ClubSport at Wothersee and the developed version of the EA888 engine (shown above), which was supposed to power the production version of the R400, has been earmarked for introduction in future Audi models.
Meanwhile, the next generation of the Golf R is expected to break cover in 2020 and although it will have a similar configuration to the current car, it will be lighter and produce higher peak outputs.
The Chinese car market is, in a word: unusual. While the local brands are trying hard to compete, international brands are trying to exploit the market by providing models that are found nowhere else. Let’s take a look at five China-only models from this year’s Beijing Auto Show.
The average Chinese car owner is completely different to their Western counterpart. The needs of Chinese consumers seem to be completely different to what Western buyers want as well. In China it’s regarded a status symbol to be driven around by a chauffeur. So while you may not have enough money for a flagship Mercedes-Benz S-Class, it’s important to be driven around and to be seen. The result is that mainstream models have longer wheelbases and prioritise rear cabin comfort. Needless to say, premium brands are popular among the Chinese luxury car buyers too.
With the Chinese population sitting at over 1.3 billion people and estimates suggesting there'll be 200 million registered cars, buses, vans and trucks on the road by 2020, it’s understandable that global manufacturers want a slice of the (rice) cake.
Five China-only cars
Mercedes-Benz E Class L
As we mentioned earlier, not everyone can afford the mighty S-Class, so how about a stretched out version of the all-new Mercedes-Benz E-Class? It’s called the E-Class L and is 140 mm longer than the standard sedan. While that doesn’t such like much to write home about, the re-engineered cabin sports a larger rear passenger footwell area and improved legroom of 134 mm. There are also bigger rear doors that make getting in and out easier. The centre armrest boasts an illuminated stowage compartment, USB port, optional touchscreen, wireless charging pad and a heated cup holder.
Mazda CX-4
Mazda is on a roll at the moment: both locally and internationally. The CX-3 was well received on the local market, while the MX5 snatched World Car of the Year 2016. This is the Mazda CX-4, a stretched-out and chopped CX-5. It boasts proven Mazda petrol and diesel engines and the cabin is unmistakably Mazda. This vehicle is manufactured in China and while it’s currently marketed as a China-only product, Mazda has noted the global interest in this striking newcomer and is considering to release it in other markets later.
Citroen C6
The French firm Citroen is determined to make a sales impact in China and announced the introduction of its C6 flagship to the Chinese market at the Beijing Show. Co-developed with Chinese maker DongFeng and built in China, the C6 is almost 5 metres long and offers generous cabin space.
Jaguar XFL
Jaguar was also keen to inject some British class into the Chinese show and launched a long wheelbase version of its XF premium sedan. The new Jaguar XF's rear legroom is quite adequate, but this version goes all out in terms of rear passenger comfort. The 3 100-mm wheelbase sedan hosts a comprehensive entertainment package for the rear passengers and there are no fewer than 17 speakers. This Jaguar is built in China at the Chery JLR plant at Changshu.
BMW X1 Long Wheelbase
BMW’s compact SUV was replaced by an all-new model at the end of 2015 in South Africa and we were impressed with how much it has improved. For China, there’s now an X1 Long Wheelbase. This new model is 80 mm longer, 20 mm taller and 40 mm taller, which gives the LW enhanced cabin space.
The boot is also 45 litres larger than the standard X1's. It’s built at the BMW Brilliance Tiexi plant in Shenyang and will available with an assortment of petrol engines, including a 1.5-litre three-pot motor that we’ve seen in the BMW 318i and BMW 218i ActiveTourer.
We just have to ask, why buy this when you can have an X3?
5 Things We Learned about the BMW M2
The BMW M2 was launched in South Africa in late April 2016, but Cars.co.za got some extra track time after the event to learn a little more about the Munich-based brand's latest M car.
At the launch of the BMW M2 in Franschhoek, there was a host of different M cars to drive but only one M2. That meant each journalist got just two laps of the circuit to get to grips with the M division's new slugger. We managed to get it back for a session at Killarney to give it a thorough track assessment. Watch out for some exciting videos, soon!
5 things we learned about the BMW M2 (on track)
1. It’s half M half M235i
To produce the M2, BMW started with an M235i and then carefully selected bits from the M3/M4 parts bin. It doesn’t quite feel as raw as its 1M Coupe predecessor, but it definitely has its own character. It’s also "more M" than the M235i on track, where the newcomer's special M parts (such as the dynamic electronic limited-slip diff and upgraded dual-clutch transmission) make the M2 feel like a much tauter and more responsive proposition than its sibling.
2. It slides, with ease
Once the traction control is deactivated, the M2 becomes quite tail happy when you start to lay down the power. And, despite the shortish wheelbase of the 2 Series, the slides can be easily controlled by a skilled driver's steering and throttle inputs. On the faster corners of the Killarney circuit however, it felt like the M2 was ready to bite back venomously if you tried to "hang" the rear "out" for too long. Slow corners – fun to slide. Fast corners – full attention required.
3. It has a roaring soundtrack
Turbocharged M cars are not renowned for having the best-sounding or goose-bump inducing engine noises. In fact, Mercedes-Benz and Audi have arguably been more successful at producing evocative barks, crackles and bangs from their force-induction performance models. However, the M2 has its own loud-mouthed showpiece. Its exhausts emit a deep burble at idle and then lets off a lightning crack when you release the throttle.
4. You can get a manual
We will probably never get an opportunity to drive a manual version of the M2, but it’s nice to know that BMW still believes in a manual shifter. Audi’s RS3 and Mercedes-AMG’s A45 are both autos, so if the involvement of shifting your own gears is what you want, then the M2 delivers.
5. It’s rev-hungry
Turbocharged engines aren't usually as free-revving as their naturally aspirated counterparts and M cars used to trade on their abilities to race to their redlines. Fortunately, this baby M car likes to be revved hard. It flies up to 6 500 rpm and only slightly tapers off in the last 500 rpm before the limiter kicks in.
Last week Volkswagen teased a new SUV and it has now been revealed at the Beijing Motor Show and is expected to slot above the Touareg.
The Beijing Motor Show is underway and Volkswagen has revealed a full-size SUV concept called the T-Prime GTE concept. The T-Prime GTE features a curvy design with plastic body cladding and vents on the bonnet. The model also shows long LED strips on the side mirrors and the taillights feature Organic Light-Emitting Diodes (OLEDs) and attractive C-shaped LED lights are seen up front.
Volkswagen is expanding its SUV offering and the T-Prime GTE concept shows what's on the cards for the Wolfsburg-based automaker. Volkswagen has dubbed the T-Prime GTE as "one of the most advanced cars in the world" and it comes packed with technology too.
Hybrid power
The Volkswagen T-Prime GTE concept is a hybrid SUV that features a turbocharged 2.0-litre engine that works in conjunction with an electric motor to develop a total power output of 280 kW and 699 Nm of torque. The engine alone offers 185 kW and 370 Nm of torque while the electric motor develops 100 kW. All four wheels are powered through an 8-speed automatic transmission. The model can accelerate from zero to 100 kph in 6 seconds before reaching a top speed of 223 kph. The model will also be capable of travelling at least 50 km on electric power alone with a claimed fuel consumption of 3.0 L/100 km.
The cabin is spacious and features four individual seats. Infotainment comes in the form of a curved 15-inch touchscreen while the 12-inch digital instrument cluster provides information to the driver. The steering wheel features touch-sensitive controls, which replace conventional buttons. Rear passengers can adjust seat position and the climate control system using a rear-mounted 9.6-inch display with touch-sensitive controls.
Lexus has shown the facelifted IS sedan at the Beijing Motor Show with minor exterior and interior updates.
The Lexus IS sedan has been updated with revised interior and exterior styling. The facelifted IS sedan has been enhanced with redesigned headlights with L-shaped daytime running lights. The bumper now features larger air intakes and the spindle grille has been tweaked too. At the rear, L-shaped LED lights are seen and rectangular chrome exhaust tips hint at the sporty nature of the IS sedan, which rides on 17-inch, 10-spoke alloy wheels as standard. Lexus has also added two new colours to the range, including Deep Blue Mica and Graphite Black Gloss Flake.
Changes to the interior include a larger, 10.3-inch infotainment system and the Remote Touch Interface (RTI) now features a 'Enter' button. The audio and ventilation control panel has also been revised while the meter hood now has new stitching. New cupholders and a leather-wrapped palm rest are included and the analogue clock features new markings. Engine offerings will remain unchanged (See below) but the updated IS will feature Lexus Safety System + incorporating Pre-Collision System, Lane Departure Alert (LDA) with Steering Assist, Automatic High Beam (AHB) and Radar Cruise Control.
Lexus South Africa has confirmed that the facelifted IS sedan can be expected in South Africa in the fourth quarter of 2016.
Lexus IS Range in South Africa
The current IS range in South Africa starts with the IS 200t in both E and EX trim. We recently had the IS 200t EX on test and found it to be a rather impressive product. It comes fitted with a new 2.0-litre turbo engine that develops 180 kW and 350 Nm of torque through an 8-speed automatic transmission. Ride quality and refinement is right up there with the best sedans in the market and it comes packed with a decent spread of features too. Pricing for the IS 200t E starts at R550 200 while the IS 200t EX is priced from R604 800.
If you are after more performance, the range also includes the sportier IS 350 F-Sport that’s powered by a 3.5-litre V6 with 233 kW and 378 Nm of torque. This derivative employs an 8-speed automatic transmission and is capable of 0-100 kph in 5.9 seconds before reaching a top speed of 225 kph. Pricing for the IS 350 F-Sport starts at R665 900.
