Renault's performance division RenaultSport has announced a facelifted version of the Clio RS hot hatchback. What's new for this yellow pocket rocket?
From its introduction, customers will be able to choose from 3 types of chassis and either a 147 kW or 162 kW version. The previous 1.6-litre turbocharged 4-cylinder has been retained, but there's a more potent derivative that packs 15 kW extra and will sprint from zero to 100 kph in a claimed 6.6 seconds. Power reaches the front wheels through a 6-speed dual-clutch gearbox and while we weren't particularly enamoured with the first incarnation of this 'box, this transmission has received some tweaks and we understand that it has been improved.
The car doesn't look radically different to the outgoing model – the single biggest change is the addition of the daytime running lights that were lifted straight from the Renault Clio RS 16 concept carthat made an appearance at the 2016 Monte Carlo Grand Prix. The new Renault Clio RS will still be well-equipped (at least when compared with its traditional rivals) and it will feature launch control, a trio of driving modes as well as the RS application, which is a brilliant tool for those obsessed with performance driving data.
The new Renault Clio is available in Sport, Cup and Trophy derivatives. Power options include 145 kW and 162 kW.
In terms of "chassis", you can opt for Sport, Cup or Trophy, with each version becoming a little more hardcore and track-focused. The Sport is best suited for daily driving, Cup has a sportier suspension setup, with Trophy being ideal for the driver who likes to visit race tracks on weekends. Sport comes with 17- or 18-inch alloy wheels, Cup comes with a revised chassis with 18-inch wheels, while Trophy comes with big wheels and the entire car sits lower to the ground. The front has been dropped by 20 mm while the rear is 10mm closer to the ground. Meanwhile, the Trophy can be specced with an Akaprovic exhaust system that will save a bit of weight and also sound fantastic.
We'll be seeing the new-look normal Renault Clio launch in South Africa by the end of 2016, while this performance model should be here in 2017.
British supercar maker Aston Martin has teamed up with Formula One team Red Bull to create a hypercar called the AM-RB 001.
Aston Martin claims that this vehicle has been engineered to be a road-going car, but will have the performance cachet to decimate its rivals on a race track. Aston Martin is also claiming that this vehicle's performance will be similar to 2016 Le Mans racecars, which if the Gaydon-based manufacturer is to be believed, is sensational. While details are scarce for now as its technically a concept, we know that it will be powered by a big naturally-aspirated V12 in a mid-mounted position. The vehicle will also be very light thanks to a carbon-fibre construction and will feature state of the art aerodynamics which will give it levels of downforce normally associated with full-on race cars.
The AM-RB 001 is the result of Red Bull Racing's Adrian Newey, Marek Reichman from Aston Martin and Aston's David King who joined forces and shared knowledge. The vehicle will be assembled at Aston Martin's Gaydon plant in the United Kingdom. As it stands, between 99 and 150 cars will be built for the road, while 25 will be assembled for racing duties. The first vehicles will reach customers in 2018 and will carry a projected price tag of around £2.5-million, which comes to just under R50-million.
BMW’s adoption of turbocharging technology ushered in a new era for the brand’s M cars, but not everybody, not least aficionados, is a fan of the new wave of forced-induction motors. As the spiritual successor to the incomparable 1M Coupe, the M2 aims to present a performance BMW in its most distilled, nimblest form. It has many expectations to live up to — and, as we found, exceeds them with ease.
We like: Driver involvement, distinctive engine sound, forgiving handling, searing pace
We don't like: much more expensive than new M240i, unimaginative interior detailing, thirst
Alternatives:
For the ultimate small sportscar pedigree: Although we've yet to test it, judging by its lineage, the Porsche 718 Cayman S PDK might be pricey, but is unlikely to disappoint.
For explosive performance, with 4 doors: The Mercedes-AMG CLA45 may not be as visceral as the M2, but the Benz's extra pair of doors on this "coupe" are a boon.
For more practicality: Although the Mercedes-AMG A45 certainly has more kerb appeal than the Audi RS3, the latter is more than quick enough… and suitably family friendly.
For similar looks, but better affordability: BMW is about to replace the M235i, with the 250 kW M240i, which, in top-spec, will cost (only) R653 002 when it becomes available.
A considered second-hand option: This M2 derivative, as tested, costs more than R900k… you could buy a barely-used BMW M4 for that money.
Ever since the BMW 1M Coupe made its brief appearance, enthusiasts have eagerly awaited the M2.
What is it?
Following the introduction of the limited-run 1M (it was not called the M1 because that was BMW’s first and only supercar) and after the production run of the first-generation 1 Series had ended, the Munich-based manufacturer opted to rename the coupe, MPV and convertible variants of the current hatchback the 2 Series. Until recently, the M235i (soon-to-be M240i) was the top-of-the-range 2 Series Coupe derivative, offering 240 kW (250 kW) fed to the rear wheels via an electronic limited slip differential. It certainly has its fans, but given the enthusiastic response received by the 1M, it stood to reason that there would eventually be a double-cream M version of the 2 Series.
This time, it would be a series production car. With a 3.0-litre straight-6 motor that churns out 272 kW and 500 N.m, the M2 incorporates elements that helped establish BMW at the forefront of the compact sportscar market. So now that the M3 is a sedan and costs in excess of R1 million (and its M4 Coupe sibling is even more expensive), is this the M car that informed driving enthusiasts should reasonably aspire to own? Does it deliver a visceral and involving driving experience that does an M car justice? Does it make the all-wheel-driven hot hatch brigade seem as if they’re trying just too darn hard? And, lastly, will it make Porsche regret fitting 4-cylinder motors in its 718 Cayman range?*
How does it fare in terms of…
The detailing of the M2 is relatively subtle. Note the fins in the bumper and the 19-inch double-spoke wheels.
Design & Packaging?
Given that the M235i set the bar for a pint-sized two-door performance machine pretty high (there is nothing apart from a Kia Koup(!), Porsche Cayman and Mercedes-Benz CLA to compare it with), the M2’s exterior treatment is musclebound and handsome (it’s particularly good-looking in profile and the aerodynamic addenda are eminently tasteful), but the Bimmer falls short of being a classical beauty… Its compact dimensions just don’t lend themselves to expanses of svelte sheet metal.
Having said that, the Long Beach Blue paint finish (one of only four colour options) lends the M2 a sense of theatre, which is helped by those eye-catching 10-spoke two-tone 19-inch rims and the quartet of burbling exhaust ends. It’s a pity, then, that the interior is very derivative of the 1 Series/2 Series cabin, with “carbon-weave” trim, dashes of Alcantara (on the door cards) and contrast stitching being the most obvious supplementary adornments, apart from strategic M lettering.
The M2 comes well equipped, but an automatic anti-dazzle function for the rear-view mirror, rear PDC and electric seat adjustment are somewhat irksome optional extras. The driving position is excellent, it must be noted, and testers universally praised the circumference and thickness of the wheel. In the interests of overall comfort, BMW resisted the urge to fit seats with chunky bolsters; we think it’s a worthwhile compromise, there’s always the M Performance parts and accessories catalogue…
The lush sound of the M2's quad pipes reverberated on Cape Town's Boyes Drive during our photoshoot.
Performance & drama?
BMW M engines owe much of their reputations to tractable powerplants that deliver their peak outputs linearly and in crescendos at higher revs. The advent of turbocharging (with the current M5/M6, from around 2011, more recently the X5 M and X6 M) and M3/M4 changed all that; force-fed motors deliver maximum torque in a wide band from low revs, but aren’t as free-revving, nor as sonorous as their predecessors’ V8s and straight sixes (as detractors of BMW’s Active Sound engine-note enhancement technology on the aforementioned models will quickly point out).
The M2 proves that you can, as the saying goes, have your cake and… devour it. It might be based on the M235i’s single-turbo N55 engine, but updated internal components borrowed from the S55 (in the M3/M4) make the newcomer’s motor nothing short of a revelation. Not only does the powerplant emit a marvellously memorable straight-6 baritone right from start-up, but the revolutions cascade seamlessly to the redline (you can hear the M2's exhaust note in the post below).
Full torque of 500 Nm is available from 1 400 to 5 560 rpm (less than 1 000 rpm before peak power of 272 Nm is availed) and if ever the hair-trigger 7-speed dual clutch transmission seems tantamount to offering trays of delectable desserts to otherwise stuffed banqueters, the M2 M-DCT makes a case for its driver simply selecting a challenging piece of road, setting the ‘box in Sport Plus mode, and focusing their concentration on steering and pedal inputs. That’s tractability for you.
If you haven’t reviewed Cars.co.za road test editor Ashley Oldfield’s expert opinion on the M2’s on-track prowess (be sure to watch his video commentary as well), please do so now, because for the purposes of this review, we will focus on the car’s performance as an everyday driving machine.
A popular opinion of recent M and M-fettled cars is that to find an optimal balance between dynamic damping and overall ride comfort an adaptive active suspension is a must-have option, but, it can be argued the M2 demonstrates that, forgive us, less can be more. Sure, expert pilots can toggle the steering settings and throttle sensitivity to their tastes – and even set the stability control system to facilitate indulgent (but-not-too-leery) tail-slide action – but, as a budding enthusiast’s driving tool, the M2 seems docile, as if well confident within its (sizeable) performance envelope. By contrast, the M3/M4 can startle an uninitiated driver by dishing out its torque quite abruptly…
One would expect that the relatively truncated wheelbase would make the M2 feel slightly on edge near the limits of adhesion, but its chassis palpably inhibits twitchiness. That, or perhaps the Bimmer communicates the interplay between its front/rear ends and terra firma so articulately (through the rim of the steering wheel and the base of the driver’s seat) that well-judged braking and steering inputs become almost instinctive to an absorbed M2 pilot. Whatever the root of this trait, the newcomer lays down its power with alacrity; it’s tailor-made for the age of instant gratification.
A superb driving position and grippy, 3-spoke steering wheel are the biggest highlights of the M2's interior.
Value for money?
With an asking price of just over R900 000 (in self-shifting M-DCT guise), the reasonably comprehensively specced BMW M2 is somewhat expensive compared with the sub-R800 000 Mercedes-AMG A45 and Audi RS3, but better matched with the Mercedes-AMG CLA45 (R838 714) and more affordable than the Porsche 718 Cayman S PDK (R984 000 with 5-year maintenance plan).
Even though the CLA45 offers the advantage of an extra pair of doors (plus the most powerful 2.0-litre engine in series production) and the Cayman S could prove to be a more scalpel-like precision sportscar than the M2*, one fact is indisputable: Neither offer a characterful and soul-stirring straight-6 motor, nor, by virtue of the path laid by its predecessor, the BMW’s “Son of 1M” status.
In many ways, the M2’s biggest competitors hail from within the BMW stable. Can the M2 M-DCT (R913 910) justify its price difference over an M240i M-Sport AT (R653 002)? Is the extra 22 kW (the cars’ torque outputs are the same) worth it? If you cannot afford an M2 and see an elemental driving experience as secondary in importance to performance, luxury and a marquee image, then no. Also consider that, given that the first consignment of M2s were sold even before they landed in South Africa, an M2-level of performance can only be procured (in the BMW stable) by way of a used M3 or M4 – but for a similar price (or perhaps less) and there are many examples available.
The M2 is provisionally sold out (only 50 were availed to SA in 2016), but there will be another shipment next year.
BMW M2 M-DCT price in South Africa
The model costs R913 910 (including CO2 emissions tax). A 5-year/100 000 km maintenance plan is standard.
Verdict
Motoring scribes and BMW brand enthusiasts (who claim to know their M cars better than their spouses), have bemoaned the fact that the reputation of the “M3” nameplate, once synonymous with BMW’s most elemental and involving sportscar, has been steadily eroded by recent products that seem defined by “electronic complexity” and “newfangled powertrain technology”. “The latest M3 is a sedan” is a moan we’ve often overheard.
Be that as it may, the facts are thus: the automotive world has moved on and BMW has its reasons for its latest model-naming strategy and product positioning. Whereas the 1M was a visceral, eleventh-hour 1 Series Coupe stuffed full of E90/E92/E93 M3 bits that thrilled and delighted, it was a limited-run Frankensteinian masterpiece that merely set the scene for the introduction of the M2.
And what an entrance! Compared with the M2, the Mercedes-AMG A45/CLA45 siblings, meteoric as they are, stop short of offering utter driver involvement because they seem too tightly wound, from their suspension settings to their engine/transmission calibrations and their exterior appointments. Then there’s the Audi RS3, which offers accessible and abundant all-wheel-driven performance, but its understated hatchback body seems to blend with the scenery… it cannot match the M2’s moxie.
That leaves us with the question: has the BMW M2 superseded the BMW M3 and M4? In terms of interior packaging, the M2 has its limitations and, arguably, in terms of dynamic ability, the latter cars’ bigger outputs, wider tracks and longer wheelbases make them ultimately superior. But, the biggest compliment we can pay the little M is that in terms of a “just get in and give it a go” driving experience, replete with that unfiltered straight-6 wail, it makes its brothers blush.
The M3 and M4 remain accomplished products, if not as characterful as previous M3s, but if you are looking for a provocative sportscar that offers oodles of driver involvement in an easily-accessible package, one that’s docile enough to instil confidence in novices but offer plenty in reserve for driving purists, the M2 is superb: rapid, but deft, pin-sharp, but forgiving, soulful, sonorous and utterly desirable.
Yes, it costs as much as a low-mileage second-hand M3 or M4 and due to a tiny initial allocation of units, is as scarce as hen’s teeth, its interior is a trifle plain and it’s not nearly as fuel efficient as BMW claims (the firm suggests 7.9 L/100 km; we averaged well over 10.0 L/100 km, unsurprisingly), but If you want to know which BMW M car is the purest/best, count down from 6 and stop at 2. The M2 redefines what a BMW sportscar should be.
* We can’t tell you that yet, but we’re dying to find out. We’ll bring you a Review of a 718 Cayman/Cayman S as soon as we can.
Isuzu South Africa has announced a new budget-busting model to its light commercial line-up. Meet the KB X-Rider, which is based upon the 250 HO Hi-Rider 4×2, which is available in extended and double-cab guises.
This special edition boasts a number of visual upgrades – diamond-cut 18-inch alloys, black side steps, LED daytime running lights and X-Rider decals set this model apart from lesser Isuzu KB models. Under the skin, there's an upgraded towbar (now with a 2.1-ton towing capacity), while cabin gains some enhancements in the form of red stitching on the gear lever, steering wheel and seats (an X-Rider logo has been embroidered on the front headrests).
Under the bonnet is the 2.5-litre common rail direct injection turbodiesel motor that produces peak outputs of 100 kW and 320 Nm.
Brian Olson, the Vice President of Vehicle Sales, Service, and Marketing at General Motors South Africa, says: “Our aim with the X-Rider is to offer real value and individuality in a brand that is well known for toughness, reliability and comfort. The X-Rider follows on the success of special-edition models of the past, such as the Midnite and Serengeti. The X-Rider continues the tradition, but at a lower price point, providing added exclusivity and exceptional value for money.”
The X-Rider is offered in three colours: Summit White, Switchblade Silver or Maranello Red and it will be reaching General Motors showrooms from the first week of July 2016.
Mercedes-Benz has introduced the C350e plug-in-hybrid to the local market and it’s manufactured in South Africa!
The Mercedes-Benz C-Class range has expanded with the addition of the C350e plug-in-hybrid model. The C350e is produced at the Mercedes-Benz plant in East London for local and export markets.
“The successful manufacture of the C350e sedan at our award winning Mercedes-Benz East London plant to exacting world-class standards, is another milestone in our illustrious 68-year history of engineering excellence,” says Arno van der Merwe, CEO Mercedes-Benz South Africa & Executive Director Manufacturing.
What is it?
In short, the Mercedes-Benz C350e is a high-performance plug-in hybrid sedan. The C350e combines a four-cylinder 2.0-litre turbopetrol engine (155 kW/350 Nm) with an electric motor (60 kW/340 Nm) to produce a combined output of 205 kW and 600 Nm of torque. A 7-speed automatic transmission drives the rear wheels with four modes available to the driver including Individual, Sport+, Sport, Comfort and Economy. In addition to this, the driver also has the choice of four driving modes including Hybrid, E-mode, E-save and Charge.
The electric motor supports the combustion engine to deliver the necessary performance, but it’s also able to convert braking energy into electrical energy, storing it in a 6.2 kWh lithium-ion battery. The battery can be charged using an external power source and weighs about 100 kg. The battery unit is stored under the rear axle and takes about 1h45min to induce a full charge using a 230V/16A wall-box or up to two hours using a 230V/13A standard domestic socket.
Despite the presence of the battery, the C350e still offers 335 litres of boot space. In terms of performance, the derivative can travel a distance of 31 km in all-electric mode and can sprint from zero to 100 kph in 5.9 seconds before reaching a top speed of 250 kph. Mercedes-Benz claims a fuel consumption figure of just 2.1 L/100km.
Standard Features
The Mercedes-Benz C350e plug-in-hybrid features the sporty Avantgarde exterior equipment line as standard. If you wish, the Exclusive and AMG-line treatments are available. Meanwhile, the C350e is fitted with H7 halogen headlights as standard, while two LED variants can be had as an option (static LED and LED Intelligent Light System). For added comfort, while driving, Airmatic air suspension with self-levelling is standard too.
The C350e is fitted with a wide range of safety and assistance features typically found on other C-Class models. Attention Assist and Collision Prevention Assist Plus is fitted as standard. The infotainment system offers Internet, Bluetooth and telephony functionality.
Mercedes-Benz C350e – Price in South Africa
Customers are free to order the C 350 e from any Mercedes-Benz dealership in South Africa and customer deliveries can be expected in August 2016.
Mercedes-Benz C350e R804 900
The price includes a 2-year/unlimited warranty and a 6-year/100 000 km maintenance plan.
The Mustang may make a bold statement, but if you are looking for the ultimate performance Ford, all you need is a pair of letters. The hottest Focus has drifted its way onto our shores and we were there to drive it.
RS is a very special badge in Ford circles and it’s used sparingly on the Blue Oval's vehicles. RS models are exceptionally desirable, fast and, most importantly, personify everyman appeal. While many people dream about exotic machinery, an RS-badged Ford has traditionally been regarded a working class hero. South Africa has seen its share of RS Cosworth derivatives through the years, and more recently, the second-gen Focus RS.
The aforementioned RS was a real hit – virtually every unit produced during a limited production got snapped up immediately and South Africa received only a handful, anyway. Matching outrageous performance (from a big turbo’d 5-cylinder motor) with a striking green paint finish, that front-wheel drive hooligan hatch did exactly what it said on the tin. It was a joy to drive and neighbours of owners had to endure numerous turbo whistles and exhaust backfires.
Fast forward to 2016 and one of the year's most-anticipated performance machines has finally landed. The third-generation RS is a wild-looking machine, especially in the Nitrous Blue launch colour. You can also get a white paint scheme as well as Stealth Grey, Shadow Black, and Magnetic Dark Grey.
The blue looks sensational, especially with the no-cost optional blue Brembo callipers. There’s no mistaking the RS for lesser Focus models. The big wing, the cannon barrels doubling as exhausts ends and numerous wings and vents are all giveaways. The 19-inch alloy wheels are available in two colours; silver and gunmetal grey.
Engine and powerplant
The iconic 2.5-litre 5-cylinder of the previous car is gone and in its place is a new 2.3-litre 4-cylinder turbopetrol unit. Anoraks will point out that it’s the same motor as found in the Mustang Ecoboost, but while this is fundamentally true, there are some modifications to the unit found in the Focus RS that give it a tad more power. The exhaust system, for example, has been substantially reworked and at full tilt the RS' engine sounds deliciously meaty.
As for the numbers, you’re looking at 257 kW and 440 Nm. Zero to 100 kph is dispatched in a claimed 4.7 seconds and if the road is long enough, it’ll top out at 266 kph. Power reaches all four wheels through a 6-speed manual gearbox and there’s launch control available (although we didn’t get to try it out on the launch). Ford claims the RS will consume 7.7 L/100 km.
Specification
Ford South Africa was eager to point out that the Focus RS comes well equipped in terms of standard features. Being the top-of-the-range model and costing almost R700 000, you’d expect that it would come with all the bells and whistles. You get bi-Xenon HID headlamps with adaptive front lighting, Recaro sports seats (RS Recaro shell seats are available as an option), SYNC 2 connectivity, an 8-inch touchscreen, flat-bottomed multifunction steering wheel, Sony 9-speaker audio, two USB ports, auto headlamps, auto wipers and a trip computer.
Safety is well catered for too and there are 6 airbags, traction control, stability control, hill assist and there are ISOFIX mounts in the rear for child seats.
The drive
The launch consisted of numerous activities that were set up so that the media could get to know the new Focus RS a little better. Our first taste consisted of a short drive on a public road. The roads around the launch venue were not in good nick and the RS' sporty suspension took a beating. There are adaptive dampers, which are activated via a button on a stalk, but even in their softest setting, drivers are in for a firm ride on bad roads. However, on the smoother sections (in Normal mode), the ride quality was pliant enough for daily commuting.
Once back on the closed roads of the launch venue, we could put the Focus RS to the test on a tight handling track that felt like it belonged in one of those Ken Block Gymkhana videos. Oh, here's a fun fact: Ken Block was hired by Ford to consult on the development of the new RS!
There was an interesting strategy to build us up to the RS… First we drove the other performance vehicles in Ford’s arsenal, starting from the Fiesta ST (which was an absolute joy on the tight circuit) to the Mustang 5.0 V8 (it sadly felt cumbersome in such a confined performance environment), then climbed into the Focus RS.
Engage Track mode, which sharpens everything up and the safety net traction control is less intrusive. The sound from the engine sharpens up and while there’s some artificial noise piped through the speakers, the induction roar, turbo flutter and exhaust backfires from this performance motor are delightful.
The Focus RS with its manual gearbox and all-wheel-drive setup is a real handling machine, and the best part of the package is its ease of use. It’s effortless to drive quickly and feels rewarding to pilot. The steering is pin-sharp and the shift action is pleasant. The seats are race-spec and you feel nicely cocooned in them.
The driving position is good, but the seats are not height adjustable. Fortunately, you can get reasonably comfortable by adjusting the steering column's rake and reach. The pedal feel will please driving purists and the car responds zealously to precision inputs. The Brembo anchors are some of the best in the business and stopping power is exceptional.
And then, to top it all off, there’s drift mode…
Watch former Stig Ben Collins explain the driving modes
Drift Mode
We’ve devoted an entire section of this First Drive to the RS' Drift mode because of the sheer lunacy of the function. While manufacturers are purposely engineering cars to be neutral, fair and tame, Ford’s RS division has gone in the opposite direction and imbued the Focus RS with something very special. Push the Drive Mode button and see the selection move from Normal to Sport to Track to Drift. This mode tells the car to send all the grunt to the rear wheels and the car becomes a tail-happy drift machine.
With what’s technically negligible drift experience under this author’s belt, it took just 5 minutes of instruction on the skid pan to achieve big slides. Some more practice and soon the Focus RS was behaving like a purpose-built slide machine with some big angle drifts around the entire circular skid pan. It’s unbelievably easy to control and it takes just a quick Scandinavian flick to start the drift, then driving through the passenger windows takes over. Drift mode is definitely not for the public road system and the quest to find more skidpans and circuits where one can drive the Focus RS safely sideways has begun.
To think that a team of engineers (and the subsequent managers who approved this) have purposely tweaked a car’s powertrain to provide some rear-wheel drive fun is incredible. It’s probably one of the last driver-fun-focused features to come from a car manufacturer in an age where self-driving autonomy is heading for mainstream adoption. Long live the fun!
We were eagerly anticipating the Focus RS and, after a day’s worth of driving, we believe it lives up to the hype. While the Drift mode is subjectively an indulgent (but nevertheless entertaining) gimmick, the newcomer delivers performance that will please enthusiasts. Underneath that blue paint and outlandish body kit is a Ford Focus, so it can still do the commute and comfortably seat 4 people. The derivative is built in Germany, while its 2.3-litre engine is assembled in Spain. Build quality is good and the car feels solid inside and out.
It goes head to head with the Audi RS3 and Mercedes-AMG A45, and while those German contenders boast more power, more prestige and higher price tags, they feel a trifle too serious and single-mindedly executive. They’re a pair of management-types in business attire, whereas the Focus RS is a spirited football fan who gets reprimanded for spontaneous anti-social behaviour. Uncouth? Yes. Fast? Definitely. The RS badge has an illustrious and passionate heritage, and if this launch was anything to go by, the new RS is certainly worthy.
Ford Focus RS price in South Africa
The Ford Focus RS has a recommended retail price of R699 900. The options are scarce as the car is fully inclusive, but for R1890 you can get the Recaro shell seats, a power sunroof will set you back R6870, metallic paint costs R750 while RS blue Brembo brake callipers and gunmetal alloy wheels are both no-cost options. Ford South Africa is bringing 300 units and based on one day's drive, the car is worth every cent.
The vehicle comes with a 4-year/120 000 km warranty, 5-year/unlimited kilometre corrosion warranty, 3 years’ worth of roadside assistance and there’s a 5-year/100 000 km service plan with intervals every 20 000 km.
Looking for a Focus RS?
There are still previous-generation Focus RS units floating around and still represent a great buy. Find them HERE.
Audi R8 (2016) Pricing
Audi is gearing up to launch its second-generation R8 supercar in South Africa later this week. Here’s what you’ll be paying.
Audi’s R8 supercar made waves when it was first launched not only because it was a first for the brand, but also because it proved to be very good at being an everyday supercar. The first-generation R8 was genuinely exciting to drive but with Audi levels of comfort and refinement when you wanted to cruise to the shops or slog through town. The second iteration is about to hit the South African market and it’s going to cost a pretty penny.
The R8 is still offered with the naturally aspirated and high-revving V10 engine. It’s available in 2 different power outputs. In the standard R8 V10 quattro, the engine pushes out 397 kW and 560 Nm but in the R8 V10 Plus quattro, power is pushed up to a Lamborghini-equalling 449 kW with 560 Nm of torque.
The manual gearbox option has been dropped from the range, which is a pity as it was one of the best manuals to muscle between gates. The R8’s power is now sent to the wheels via the twin-clutch S tronic gearbox. The zero to 100 kph times are extremely rapid with both cars completing the benchmark sprint in less than 4 seconds. The standard R8 blitzes the dash 3.5 seconds while the Plus model manages it in 3.2.
Pricing
Audi R8 pricing is similar to what you’ll be paying for Porsche’s Turbo S models.
The trend of decreasing new car sales in South Africa continued in June 2016 with poor sales reflected across all sectors.
The local car market is taking strain and the trading environment is expected to remain under pressure for the short to medium term, according to the National Automobile Association of Manufacturers of South Africa (NAAMSA). The new car market shrunk by 10.4% in the first six months of the year compared to the same period in 2015, while the Light Commercial Vehicle (LCV) registered a decline of 8.9%.
The new Toyota Fortuner is the best-selling SUV in South Africa!
Despite tough trading conditions, the Toyota Hilux bakkie dominated the sales charts once more, demonstrating its popularity in South Africa. The new Toyota Fortuner has also been selling well since its launch earlier in the year and its one of the five best-selling passenger vehicles in the country for a second month in a row. Toyota is the best-selling car brand in South Africa.
The Volkswagen Polo GTI offers lively performance and excellent road manners.
The Volkswagen Polo and Polo Vivo model lines are stalwarts in the local market and their popularity is likely to remain well into the future. Volkswagen is currently the second best-selling car brand in South Africa.
The remainder of 2016 is looking grim with further declines in new vehicle sales expected. Factors contributing to the decline in new car sales include poor economic growth, inflated new car prices, low consumer confidence and a reduction in overall finance approval. Interest rates will likely remain stable over the medium term and there are indications that the economy could improve somewhat in the next few months. Strong exports will continue to support production levels in South Africa and total exports are set to improve in the second half of the year.
Higher new car prices have resulted in a significant consumer shift to the used car market, where a great deal of value can be found. Fortunately, Cars.co.za has over 55 000 used cars for you to choose from and whether you are looking for a new or used car, Cars.co.za is the simplest online car buying portal in South Africa.
The Volkswagen Golf GTI has been upgraded for its 40th birthday so we decided to give it a quick blast around the Western Cape to see if it was worth the wait. It will only be offered for sale this year, so if you want to buy a new one, you better move quickly…
The Golf GTI has been a South African and global favourite for 40 years. As a birthday present to itself (and to satisfy legions of GTI fans), VW has produced this Clubsport edition (or Edition 40, as it calls the car in Europe). The first Golf GTI only became available in South Africa in 1982 (34 years ago), so the newcomer will officially be called the Clubsport here.
Beefier GTI
The Clubsport's engine produces quite a bit more fizz than the standard Golf GTI's powerplant. Peak outputs of 195 kW and 350 Nm are available, which stack up well against those produced by Ford, Renault and Honda's headlining hot hatches.
There’s even a little bit extra available (for a total of 213 kW) if you mash the throttle all the way to the floor and engage the transmission's kickdown function. The burst of extra power is available for 10 seconds and then the Clubsport needs another 10 seconds to cool off before the extra power can be accessed again.
It certainly feels rapid in a straight line and thanks to its built-in launch control setting, the Clubsport was very nearly a match for its all-wheel-driven Golf R sibling on the drag strip. It’s just that little bit of extra wheelspin from the front-wheel-drive system that hinders the newcomer's challenge to the R. Still, a 5.9-second zero to 100 kph sprint benchmark is nothing to be sneezed at.
Real downforce
The Clubsport comes with a few exterior modifications to improve its ultimate handling ability. The standard GTI has always been a very balanced and neutral car to drive quickly, but it has tended to lag behind its direct competitors at the track. The Clubsport aims to appease track-day GTI enthusiasts a little by generating real downforce. In fact, the rear spoiler consists of 2 parts that help to stabilise the car at higher speed.
There are also dive-planes on either side of the front bumper that help to push the car's front end down, which will allow the Clubsport to achieve higher cornering speeds. The suspension's springs and dampers have been enhanced to absorb road unevenness (while improving road-holding) and the final touch is the tweaked electronic XDS differential, which sends power to the wheel that will get you out of the corner fastest (and reduce a bit of understeer).
How does it drive?
After the drag strip entertainment, we were sent on a 250 km route around the Western Cape, which included some of the region's best mountain roads. The Clubsport we drove had the standard car's leather seats, but there is the option for bucket seats and they are well worth the extra money.
The Clubsport immediately feels more agile than the GTI – it’s quicker to turn in and there’s a distinct lack of body roll when the G-forces pile on. The car's steering ratio has been sped up around the centre and immediate turning zones so the newcomer's handling feels alive and dart-like.
The steering wheel is clad in suede with red stitching at the top making it feel like a race car's tiller when you grip the rim. The weight of the steering is perfect and there’s a great connection between the front wheels and the steering that’s refreshing and inspiring when you push on.
The neutral handling characteristics remain; they should save you from landing in trouble. You won’t find yourself scared or overly excited by lift-off oversteer moments, however, as the Clubsport retains its GTI sibling's superb balance. It’s faster and grippier than the standard car, but not as entertaining or as addictive as the Focus ST or Megane RS, however.
Where does it sit?
The GTI Clubsport brings Volkswagen's iconic nameplate back into contention as a pukka hot hatch. The Performance Pack that was added to the GTI range last year was not enough of an upgrade to really be worthwhile but, this Clubsport will satisfy most enthusiasts. It actually makes the Golf R seem a trifle heavy and lazy and, for 10 seconds, the Clubsport is more powerful than the Golf R! Despite its hefty price tag, the Clubsport is the best Golf you can buy right now.
Pricing
Volkswagen has priced the Clubsport at R540 200 before options and standard with a 5-year/90 000 km service plan and a 3-year/120 000 km warranty.
Clubsport S
The good news is that the fastest front-wheel drive car to ever lap the Nurburgring is probably heading to SA. Numbers will be extremely limited, but VW SA believes we could be allocated as many as 47 units in November. It’s purely a 2-door car with no aircon and no back seats either but it will smash lap times.
Brace yourselves! We've just started the month of July and news has broken that we'll be paying more to fill up our motor vehicles. Here are the petrol and diesel price increases.
The Department of Energy has announced that both grades of petrol will increase by as much as 11 cents per litre at midnight on Tuesday (July 5). If you own a diesel-fuelled vehicle you're in for much worse. In fact, you will be taking a big hit as diesel will be going up by as much as 42 cents per litre. 95-Octane unleaded petrol and lead-replacement petrol will increase by 8 cents a litre, while 93 unleaded and lead-replacement petrol will increase by 11 cents a litre.
The increases come on the back of a slightly higher oil price as well as an increase in the international price of petrol-based products. Despite the recent (relative) strength of the Rand against foreign currencies such as the US Dollar and Pound Sterling, it has not been good enough to absorb this increase. In fact, the Department of Energy claimed that the strengthening Rand helped "cushion the fuel price." Things could be a lot worse, apparently.
