Mini Announces Hardcore, Track-Focused JCW Challenge
Mini has announced an even more extreme version its JCW performance model. Sadly this model won't be coming to South Africa as it's a limited edition purely for the UK market.
While the actual engine itself hasn't been upgraded, the rest of the Mini JCW Challenge receives numerous go-faster mechanical bits. Big front brakes, Nitron NTR R1 adjustable suspension, Quaife limited-slip differential and Michelin Pilot Sport Cup 2 rubber are the main performance changes, while most of the visual accessories from the Mini JCW catalogue have been applied. These include lower front splitters, rear spoiler add-ons for the already large roof spoiler, rear diffuser and rear splitters for additional aerodynamic performance. There's also a carbon fibre air intake, which further complements the look of this new model, as do the carbon fibre mirror covers.
At the rear, a JCW Pro exhaust features a carbon fibre tailpipe finish. This exhaust is unique, as its tone can be controlled via Bluetooth, giving you a choice of Sport or Track to entertain your ears. As mentioned earlier, power from the 2.0-litre turbocharged four-cylinder motor is unchanged and it continues to produce 170 kW and 320 Nm of torque. Power reaches the front wheels via a six-speed manual transmission. The Mini John Cooper Works Challenge comes in a White Silver paint finish with unique graphics, as well as 17-inch alloy wheels finished in black paint. Only 100 units of this limited edition track toy will be built and they're all destined for the UK market only. We hope that a similar version for South Africa comes to market, as the idea of a track-focused Mini is a great one.
Tata introduced the Evolve limited-edition version of its Xenon bakkie in South Africa earlier this year and the offering has now been expanded to include a new exterior colour.
There’s a large market for affordable double-cab bakkies in South Africa and we recently created a list of South Africa’s cheapest family double cab bakkies (with ABS and airbags) and the Tata Xenon XT cracked the list. In an effort to offer even more value for customers, Tata introduced a limited-edition Evolve model earlier this year, which is based on the Xenon XT. Until recently, it has only been available in white, but Tata has now added black as an option to further expand the appeal of the Evolve.
More features for Tata Evolve
The Tata Evolve is now offered in black.
The Tata Evolve limited-edition bakkie is fitted with a host of added features that sets it apart from its stablemates. These features include a roll-over bar, side steps for easy access, a front nudge bar for added kerb presence and a tow bar. The look of the Evolve is further emphasised with special badging and a decal package. In addition to these appointments, Tata has revised the design of the 16-inch alloy wheels for added effect.
The inclusion of leather upholstery will be welcomed by customers while the "Evolve" logo can be seen on the interior floor mats.
The Tata Evolve is also packed with useful features such as GPS navigation, Bluetooth capability, electric windows, audio system with MP3 player, air conditioning and power steering with a tilt-adjustable steering column. In terms of safety, the Evolve bakkie is equipped with two airbags (for the driver and front passenger), as well as ABS with EBD.
Engine power
The Tata Evolve is available as a 4×2 or 4×4 on special request.
The Tata Evolve is powered by a 2.2-litre turbodiesel engine that develops 110 kW and 320 Nm of torque, with a five-speed manual transmission delivering power to the rear wheels. The Evolve is offered as a 4×2 with a rear diff-lock. Customers can also opt for the 4×4 option upon special request.
Tata Exonon Evolve special edition price in South Africa
Tata Xenon Evolve special edition R269 995
Price includes a 4-year/120 000 km warranty and a 5-year/75 000 km service plan with service intervals set at 15 000 km.
Whereas hot hatch aficionados are frothing with excitement ahead of the arrival of the Ford Focus RS, don't forget that the Blue Oval updated the RS' little brother, the ST, last year. How close can the ST come to matching the lap times set by the BMW M2, Mercedes-AMG A45, Audi RS3 and Honda Civic Type-R at Killarney? Let's find out…
Last month, we launched our biggest track test video (featuring the aforementioned cars) ever; the comments section on our Youtube channel simply exploded with activity! However, many people wanted (no, demanded) to know why didn’t we include the Ford Focus RS?
Well, the answer is fairly straightforward: at the time of filming, the Ford Focus RS was not yet available to the media or the public in South Africa.
And so while we wait for the RS to arrive, we thought we would send our racing driver, Ashley Oldfield, out to set a lap time in the Ford Focus ST, the more affordable hero hatchback. No-one is expecting it to defeat any of the first set of cars, but, how close can it get?
The GT incorporates a few design tweaks to individualise the compact crossover's appearance and receives the most powerful version of the 2.0-litre turbodiesel engine (134 kW).
The exterior of the GT model benefits from a model-specific front bumper and LED lights. The tailpipes for the GT model are chromed for a bit of sporty edge, while the “black diamond” (two-tone) roof is a standard finish. The 2-tone paint scheme (Coupe Franche) is also available, but as an optional extra.
The final touch for the exterior is 18-inch 2-tone diamond-cut aluminium wheel rims and chrome door mirror shells
Inside the GT
The GT line gets the all-new i-Cockpit system, with a configurable instrument cluster. The infotainment system has also gone through a re-think and features 3D navigation as standard. TomTom plans to implement the live traffic updates to the navigation system for free for the first 3 years, Peugeot said in a statement. The contoured seats are covered with a 3-material TEP/Alcantara trim, or optionally, Nappa leather. The compact steering wheel sports the GT logo in chromed steel on its flat-bottomed end.
In an effort to make its Yaris small hatchback more appealing, Toyota South Africa has added 2-tone paint options to the line-up. What else is new?
The Toyota Yaris is a solid offering, but it lacks a bit of pizzazz. However, Toyota South Africa has made available 3 new 2-tone paint jobs to the range. Despite the most common colours being white and silver, these new colours will be popular. The combinations are Pearl White, Crimson Metallic and Grey Metallic and all three have a metallic black top half. As pictures will attest, the Crimson Metallic with black looks very eye-catching. You can spec bi-tone paint on the entire line-up, ranging from the bottom Yaris 1.0 Xs 5dr to the Yaris HSD 1.5Xs CVT.
You'd expect something like this to add some numbers onto the price tag, but it appears that Toyota South Africa isn't charging anything extra for the extra vibrancy. The Prospecton-based company's marketing material is claiming the 2-tone is available as a no-cost option, which is good!
The Yaris is not badly equipped: electric windows, leather-wrapped (multifunction) steering wheel and gear knob, touchscreen infotainment system, and Bluetooth hands-free functionality are standard, as are ?15-inch alloy wheels, remote central locking, air conditioning, electric mirrors, power steering, dual front and side airbags and ABS with EBD and Brake Assist.
The top-of-the-range HSD (hybrid) model offers the above specification as well as a reverse-view camera, traction control, keyless start, and LED daytime running lights.
Toyota Yaris Price in South Africa
Petrol-powered Toyota Yaris variants come with a standard 3-year/45 000 km service plan while the Hybrid model comes with a 4-year/60 000 km service accompanied by an 8-year/ 195 000 km hybrid battery warranty.
Ford has been testing the facelifted Ecosport ahead of its international reveal in November 2016.
The Ford Ecosport has been a topseller in South Africa due to its keen pricing, good looks and compact SUV proportions that seem to be all the rage at the moment. The mid-life facelift is now due and Ford has been adding the finishing touches to its design.
The test mules in the pictures above are heavily camouflaged in the areas that the new bits will be fitted to. There’s likely to be a new front bumper, as well as updated headlight and foglight designs. At the rear, the spare wheel is still mounted on the tailgate although it’s not certain whether the production model will still have the spare mounted outside the car.
The inside too will get a reasonable update, mostly consisting of updated technology. Ford Sync2 looks most likely to be fitted (as it is in the current Fusion, Ranger and Everest). The interior will also get new switchgear to neaten up the cabin’s appearance.
The engine range is unlikely to change with Ford retaining the 1.5-litre naturally aspirated petrol motor, the 1.0-litre turbopetrol and the 1.5-litre turbodiesel.
The facelifted Ecosport should make its global debut at the Sao Paulo Auto Show in November this year. The model will only officially go on sale in 2017 however.
Considering the strong market support for the preceding Polo Vivo 1.6 GT derivative, it is clear that the Volkswagen budget offering’s appeal is not only restricted to the entry-level models. We tried out the new GTS flagship to discover why.
Should you buy a 2016 Volkswagen Polo Vivo GTS? This review will help you make an informed buying decision!
We like: Solidity, spaciousness, grip, cabin detail
We don’t like: Coarse engine, ride
Alternatives:
For better performance: While a zero to 100 kph time of 10.6 seconds is pretty good at this price level, the GTS is beaten by the entry-level Mazda2 1.5 Active (8.7 sec). Another entry-level offering, the Opel Astra 1.0T Essentia, is also slightly quicker. And let’s be honest… acceleration times account for only part of an overall performance package. The naturally aspirated Mazda has a sweeter revving engine compared with the coarse Volkswagen, and the Opel’s power is spread across a wider engine range courtesy of turbocharging. So, if you want performance and don’t mind relatively “mundane” looks, both the Opel and Mazda are strong alternatives.
For a racier look and feel: This is where the Polo Vivo GTS arguably excels. With its lowered suspension, fat tyres and gunmetal-coloured alloy wheels it doesn’t only offer plenty showroom appeal, the suspension and tyres actually contribute to a sportier feel on the road and through the steering wheel. At the price, it can’t be beaten in that regard, seeing as most of its rivals (on price) are the entry-level derivatives of their respective model ranges.
For greater value: Whether the Polo Vivo GTS constitutes good value depends greatly on what you’re after. If you want something relatively spacious that is also sporty-looking and includes a reasonable number of features, the GTS is hard to beat. At this price the Corsa 1.0T Essentia is attractive, but it is the base-model Corsa and lacks a few features, which will bump up the price. And the Mazda2, which certainly has the performance, is also a base model, so may not offer sufficient desirability.
What is a Polo Vivo GTS?
For the past few years, Volkswagen has been doing reasonably brisk business with a sporty “GT” version of the Vivo. Compared with a standard Vivo 1.6-litre, the GT (and the new GTS) merely offer racy visual addenda over and above a widely loved package. With the GTS, this concept has been refined, so you can feast your eyes on a roof painted in black, side mirror housings in gloss black, striking 16-inch Rivazza alloy wheels in a grey metallic gloss finish, two-tone GTS side decals and a few other GTS-specific details. It is also offered in five colours; besides the Reflex Silver of our test unit, Pure white, Flash red, Sunset red and Pepper gray are also available.
So, if you’ve got around R200 000 to spend and you want something that looks a bit racy, but can’t afford to sacrifice the convenience of 5 doors and good cabin features, then the Vivo GTS may very well be a good fit for you.
How does the Polo Vivo GTS fare in terms of…
Desirability?
The previous-generation Polo’s design has dated well, so Vivo remains an attractive offering.
It’s hard to believe, but one of the main reasons why a buyer would consider this particular Vivo derivative is… desirability. After all, there are more modern offerings around at the same price. There are safer choices, too, as there are more spacious and more feature-packed ones… the list goes on. However, during our test period with the GTS one thing became clear –South Africans, of all ages, genders and races – seem to be drawn to this model, and often enquired about what makes it a GTS derivative.
The basic Vivo design (or, let’s be honest, old Polo design), still clearly holds plenty of appeal, and Volkswagen’s racy add-ons appear to have hit a sweet spot. Park a GTS next to a late previous-generation Polo, or even an early Vivo, and you’ll be amazed at the extent of the design detail that Volkswagen has introduced since the Vivo made its debut.
The GTS’ lowered ride height is particularly apparent; it looks quite purposeful as it crouches on those dark, 16-inch wheels. At the rear there are double chrome-tipped exhaust outlets and a subtle spoiler. Interestingly, there is not even one Polo or Vivo badge to be found on the car’s exterior…
Inside, the changes are similarly tasteful and effective. The leather-wrapped, three-spoke steering wheel is particularly attractive and nice to hold, while the chequered cloth upholstery has a lovely retro look to it. And then there’s the build quality. Volkswagen’s Uitenhage factory (where the Vivo is built) recently came out on top when compared with a dozen other Volkswagen factories world-wide, and it shows. The Vivo didn’t squeak or rattle once during the test, and the soft-touch fascia finish remains a nice-to-have at this price level.
So, while some may think that these additions are not enough to make a humble Vivo “desirable”, in reality, at this price level, there isn’t really anything else that would offer similar showroom appeal to an enthusiastic young car buyer.
Performance and handling?
Lowered ride height and fat tyres contribute to high grip levels and a sporty feel.
Let’s deal with the handling part first… Like the GT before it, this GTS boasts a slightly lowered ride (by 15 mm). It also gets 16x7J alloy wheels shod with some pretty wide (205/45) Bridgestone rubber. To drive, it has quite a different feel to a standard Vivo. It rolls much less in the corners and grip levels appear to be signficantly higher too. Consequently, it’s a car that can corner with a surprising degree of exuberance. There’s still not much feel from the steering wheel, but at least it is nicely weighted and pleasingly direct. A slight downside of the impressive dynamic showing is the ride quality. Due to the suspension’s sporty setup, the going can get quite bumpy over poor surfaces.
In terms of performance, the news is not as positive. The GTS uses the same well-proven 1.6-litre 4-cylinder engine as its Vivo siblings. The unit develops 77 kW and 155 Nm of torque, which is competitive with the smaller-capacity vehicles priced around it. So the performance is there. Unfortunately, you have work the engine quite hard to extract optimal performance, which wouldn’t have been such a problem if only this powerplant wasn’t so coarse. It’s not particularly keen to rev and the sound it emits while doing so is somewhat pained.
The engine is mated with a 5-speed manual transmission that offers that typically Volkswagen “notchy” shift quality, which is loved by fans of the brand, but loathed by others. A potentially bigger problem (over an extended period of time) than the coarse engine could be the gear ratios. Yes, the short ratios give the GTS spirited sprint performance, but when you’re not churning the ‘box enthusiastically, the resultant engine drone can become tiresome. Cruising at around 120 kph in top gear results in quite a lot of engine noise in the cabin.
Standard features & comfort?
Not an unattractive interior for such an old design!
Volkswagen has specified the Vivo GTS with a younger “enthusiast” in mind. As such, there is a definite focus on things that look and sound nice. Besides the aforementioned attractive interior trim, the star of the show for many will be the comprehensive sound system. It offers 6 speakers and Bluetooth, SD card and USB functionality from a neatly integrated interface.
Also included as standard are: front fog lamps, electric front windows, air-conditioning, power steering, dual front airbags and ABS with EBD. As is to be expected, there is no traction control. You also have to adjust the side mirrors manually, which is a bit of a pain. Cruise control can be specified at extra cost.
Still, comfort levels are reasonably good, ignoring (for a moment) the noisy/strained engine note at higher cruising speeds. The seats are superb, with especially the front sports seats receiving plenty of praise for their combination of comfort and support.
Practicality?
Five-door body and relatively capacious boot make the Vivo GTS a practical daily driver.
Whereas the Vivo GT was initially offered in 3-door guise, the GTS is available only in practical 5-door form. This means that, notwithstanding its racy looks, the GTS still offers a healthy dose of daily-driver practicality. The boot is similarly sized to those of its (price) rivals, and decently shaped to accommodate bulky objects as well. A space-saver spare wheel is fitted underneath the boot floor. A slight downside is the single-piece rear seatback, where most rivals offer a 60:40 split/fold design. Should you require space for bulky objects that necessitates the folding of the rear seat, the Vivo is therefore immediately transformed into a two-seater.
Rear legroom is acceptable for what the car is and proved more than enough to transport young children in comfort. The news is good in front, too. The driver gets a rake- and reach-adjustable steering wheel, as well as a height-adjustable seat. And it is quite surprising (given the age of the design), to note that the Vivo can teach modern rivals a thing or two about oddments storage. There is a convenient shelf that spans the width of the cabin underneath the fascia and a multitude of other smaller hidey holes.
Pricing and Warranty
The Vivo GTS sells for R199 900, which includes Volkswagen’s usual 3-years/120 000 km warranty. A service plan is optional and service intervals are scheduled for every 15 000 km.
With decent sales figures in its first two months on sale, it would appear that Volkswagen has judged the local market perfectly once again. In theory, the Vivo GTS should not succeed. After all, it is based on the previous-generation Polo, which was never a dynamic superstar. And to turn it into a Vivo, Volkswagen had to strip out many of the things that made the previous Polo feel like such an upmarket vehicle.
And yet… at the price, the Vivo GTS offers a desirable mix of look-at-me styling, sharper handling, spaciousness and a classy, well-made cabin. There is no direct competitor at around the R200 000 mark, so the facts that the engine is too coarse and that the GTS badge doesn’t come with extra performance are likely to have precious little impact on its appeal.
Is the Volkswagen Polo Vivo a good car to buy in South Africa?
The Volkswagen Polo Vivo has a strong reputation in South Africa and is a consistent top-seller. It is often considered a reliable, affordable, and practical choice for everyday driving, with a strong focus on build quality. Its popularity also means there is a good market for used models and parts are readily available.
Where is the Volkswagen Polo Vivo manufactured?
The Volkswagen Polo Vivo is proudly manufactured in South Africa at Volkswagen’s plant in Kariega (formerly Uitenhage), Eastern Cape.
What are the engine options for the Volkswagen Polo Vivo in South Africa?
The Polo Vivo range in South Africa is available with several engine options, including naturally aspirated 1.4-litre and 1.6-litre petrol engines. The top-of-the-range GT model features a 1.0-litre turbocharged TSI petrol engine.
What is the Volkswagen Polo Vivo’s safety rating?
The Volkswagen Polo Vivo has a 4-star Global NCAP safety rating for Adult Occupancy Protection and a 3-star rating for Child Occupancy Protection. Key safety features include driver and passenger airbags, ISOFIX mounting points, and in some models, Electronic Stability Control (ESC) and side airbags.
Rolls-Royce has showcased an outrageous concept to celebrate the BMW Group's centenary. It's using this concept to predict what the future of luxury motoring will be like.
It's officially called the 103EX Vision Next 100 Concept and it's claimed to represent a glimpse into Rolls-Royce's future. If you transported yourself forward by 100 years, is this what you'd see in the local Rolls-Royce dealership? Rolls-Royce says it is rejecting the idea of anonymous, utilitarian and bland modes of mobility in the future and that suggests that cars of the future will be autonomous, yes, but also spacious and beautiful. Cars will not be mainstream, but each vehicle will be customised to suit the needs of individual customers.
This 103EX Vision Next 100 is fully autonomous and comes with its own digital assistant who also drives the car. She's called Eleanor and she's able to tell owners about their appointments and help them to schedule tasks while they travel in luxury. Powering the Rolls-Royce 103EX won't be the BMW-sourced V12 engine as the brand expects that large-capacity engines, let alone internal combustion ones, will probably not exist in 2116. Expect some form of (eminently refined) zero-emission propulsion in this breathtaking machine.
Watch our video of the Rolls-Royce Ghost Series II
With a new nomenclature, an updated powerplant and a revised exterior design, the Mercedes-Benz SLC is set to continue the legacy of the German marque's compact roadster (with a folding metal roof). Let’s get under its skin.
We like: stylish and classy, build quality, refined cruiser
We don’t like: cramped for taller folk (some testers had to set the driver seat all the way back)
Alternatives:
For similar money:BMW Z4 sDrive28i M Sport auto.The arch-rival to the Mercedes-Benz SLC. It offers more enthusiasm and six-cylinder engines, but it is getting on in years.
For more performance:Porsche 718 Boxster PDK. Porsche’s new four-cylinder roadster has arrived. The Boxster has a reputation for being the driver’s choice, but it is a tad more expensive than the Benz and BMW. We haven't tested it yet…
For more exclusivity: Jaguar F-Type convertible. The F-Type offers glorious noise and breathtaking looks, but it’s considerably more expensive than the SLC.
The Mercedes-Benz SLK was one of those iconic vehicles that oozed style and presence. While petrolheads scoffed at the lack of outright performance from the non-AMG models, there was something oh-so-appealing about a fashionable boulevard-cruising compact Benz roadster. Now for 2016, Mercedes-Benz has rung the changes.. beginning with the name.
This may appear to be an SLK, but it's the Mercedes-Benz SLC300 AMG-Line, to give its full title. Much like the rest of Benz’s line-up, names are changing as part of a new strategy. GLK became GLC, GL became GLS and so on. The Mercedes-Benz SLK itself is not an old product, with a recent revision taking place back in 2012. The SLC is, therefore, not an all-new model, but rather an extensive facelift. The local line-up consists of three petrol engines; SLC200, SLC300 (tested here) and the twin-turbocharged Mercedes-AMG SLC43.
How does it fare in terms of…
A new name, a new engine and a new face make the SLC distinct from its older SLK sibling.
Style?
The new look is undoubtedly easy on the eye. The front end receives new headlights, a redesigned grille and a reworked bumper. The diamond-style grille, in particular, is a classy touch and drew several admiring glances from observers. This unit came with a striking red paint job, and the standard 18-inch five-spoke alloy wheels further bolstered the SLC's visual appeal.
The cabin has also received some Botox and there are some youthful touches dotted around the interior. There’s a new-look steering wheel, the instrument cluster has been updated, there is a raft of shiny aluminium accents are the gear selector is embossed with SLC letting. The seats are sporty and supportive, and the cabin offers more space than the compact exterior dimensions would suggest. However, if you’re nearly 2.0 metres tall (which is the case with a couple of our testers), you’ll find yourself sliding the driver’s seat all the way back before you’re comfortable. This results in the leather seat then rubbing against the bulkhead which makes an irritating squeaking noise.
The redesigned dials lend a racy edge to the SLC's instrument binnacle.
Performance?
The 2.0-litre direct-injection turbopetrol motor that we’ve recently experienced in both the C-Class sedan and C-Class coupe again does duty in this SLC300. We've previously noted that the motor feels considerably restrained and, at times, felt an unwilling participant in situations that were conducive to enthusiastic driving. Thankfully, Mercedes-Benz has tweaked the powertrain for its application in the SLC and given it a sportier note and attitude, which is evident when Sport+ mode is activated… the exhaust has a perceptibly deeper tone to it.
Most modern 4-cylinder engines sound a bit bland (it was the Volkswagen Audi Group who engineered that characteristic gearshift blip) and the Mercedes-Benz is no different; it is only when you press on that the SLC300's motor sounds somewhat sporty. However, you have to ask yourself how many SLC models are going to be driven hard? We’d bet very few…
With 180 kW and 370 Nm that reaches the rear wheels through a 9-speed automatic transmission, the roadster is no slouch and can deliver commendable straight line performance should one need to push on. Benz claims the 300 will hit 100 kph from standstill in under 6 seconds, which gives it enough pace to embarrass pretenders in their "warm" hatches.
Enthusiastic driving is not the Mercedes-Benz SLC’s modus operandi though. Given the SLC's genteel and mature target market, the Benz is endowed with refined road manners. With the roof down, your favourite music playing through the audio system and a scenic road stretched out in front of you, the SLC is a calm, eminently premium mode of transportation.
Cross-drilled brakes are very effective, but the chances are you won't be going that fast in the first place.
The driving modes comprise Comfort, Eco, Sport, Sport+ and Individual. Eco and Comfort turn the engine mapping to its most conservative- and suspension to its softest setting respectively. Sport+ does the exact opposite in both regards, but, in that extreme mode, the SLC lands up crashing over the slightest imperfections in the road. And, on tight, winding sections of road, the SLC isn’t the most nimble of performers – it's not ponderous, by any means, but one does sense that in such conditions it is outside of its comfort zone.
As good as the transmission is, we feel the 9G-tronic transmissions has one ratio too many. However, the purpose of this transmission was to enhance fuel economy and when you’re not pressing on/enjoying a relaxed drive, the 'box shifts smoothly and without hesitation. It’s quick to shift up under normal circumstances; it is not uncommon to find yourself driving at 80 kph with the SLC ambling along in 7th gear. When you gradually put your foot down, the ‘box doesn’t hesitate to drop a gear, but if you put your foot flat, it will drop two or even three ratios. You can use the steering wheel gearshift paddles to swop cogs yourself, but that felt like overkill in this refined cruiser.
Gadgetry and tech
From roof up to roof down in around 20 seconds. When in position, the folding metal provides good noise insulation.
The SLC's folding metal roof goes up (and can fully retract) in around 20 seconds, but unlike some convertibles, you have to come to a complete stop to activate it. Generally, a folding metal roof adds considerable weight to a vehicle, but the insulation and noise reduction properties of the feature offset the penalty, at least in our opinion. You can also opt for the clever sunroof which goes from opaque to transparent at the touch of the button.
The roof folds tidily into the boot, but you will lose luggage space when it’s down. With the roof up, there’s enough space for two tog bags and about four laptop bags, but when it's down the aperture shrinks considerably. In practice, it is best to put the roof up before loading cargo in the boot and then lowering the roof again. It's a drag, but a necessary compromise.
Suave interior features plenty of brushed aluminium. Gear selector is neatly sized and allows for manual override.
The SLC has the entire Mercedes-Benz arsenal of technology and gadgetry at its disposal and you can specify the roadster liberally. Standard specification at this price point is what you’d expect: solid. There’s a multifunction steering wheel, comprehensive trip computer, cruise control, Bluetooth connectivity, aux input, USB input, tyre pressure monitor, automatic wipers and automatic headlights. It has safety well covered with 6 airbags, ABS with brake assist, stability control and Benz's PreSafe does a fine job of sensing the road ahead of you.
The options list is lengthy. Features that are worth considering are the Airscarf neck-level HVAC (R7 000), heated front seats (R4 000) – both of which are essential for all year round top-down motoring. An upgraded Harmon Kardon audio system (R13 000) is available too, as is satellite navigation through Mercedes-Benz’s Comand interface.
Mercedes-Benz SLC Price in South Africa
The SLC range starts from R684 476, with this SLC300 retailing for R756 136. The price includes a 6-year/100 000 km maintenance plan.
Our red SLC300 test unit had some extras fitted and using the Mercedes-Benz online configurator, we came to an estimated total of R794 400.
Relaxed and refined is what the SLC does best. If you want a fast one, go for the AMG. This is a fine cruiser.
Verdict
Cars of the shape and profile of the SLC are assumed to be elemental sportscars, but, in truth, Mercedes-Benz's pint-sized roadster is an unabashed lifestyle vehicle and that rang true for the SLK and its predecessors. The SLC is a classy premium product that will make its owners very happy. It offers adequate performance with enough poke to provide some thrills, but that is not the SLC’s game at all. Tick the options marked heated seats and Airscarf and enjoy a relaxed top-down drive all year round. This is what the compact roadster does best: a gentle drive with the top down that tells other road users that you’ve made it and that you enjoy living a good life. Business as usual then for the SLC. The SLK is dead, long live the SLC.
In a segment where style and sophistication are becoming just as important as practicality, the new Hyundai Tucson has a real chance of being the market's darling. Has Hyundai done enough to continue where the successful and popular iX35 left off, however?
We like: Impressive ride and build quality, good looks, interior space, warranty
For better value: Comparatively, the Nissan Qashqai 1.6T Acenta is R40 000 cheaper than this Tucson, and doesn’t lack any of the specification. While it's slightly down on power compared with the Tucson, we don’t think you’ll really notice. It also has a better overall warranty at 6-years/150 000 km.
For more tech: The new Renault Kadjar has a futuristic interior featuring two digital screens. The ease of use of the infotainment screen and the customisable nature of its advanced operating system make the Tucson’s interior feel old.
For more style: The Kadjar isn’t perfect as we discovered in our video review, but in terms of style, sophistication and flair, we think it might be a segment leader. It’s a bold car from the French manufacturer.
If style matters to you, then the Hyundai Tucson is worth consideration.
A style assessment is always subjective, but we think it’s safe to say that the Tucson is a looker. Borrowing lines from the larger Santa Fe, it embodies some of the best expressions of Hyundai’s current design language with its large wrap-around headlights, a bold, Audi-esque grille and a high waistline that creates a sporty stance. Of course, all of that is just waffle; suffice it to say the Tucson will certainly stand out in the school parking lot. A Job well done, Hyundai…
How does it fare in terms of…
Standard comfort and safety features?
With 6 airbags and stability control as standard on this model, the Tucson is well equipped in terms of safety features, both to prevent you FROM being involved in an accident (ABS, EBD, ESP) and minimising harm should a crash be unavoidable. The higher ride height and elevated driver's seat add to its occupant's sensation of being slightly safer and, as opposed to when sitting in some full-sized SUVs, it strikes a nice balance between a commanding road view and an engaging driving position.
While the fascia is rather uninspiring to look at (more on that later), the car is well equipped. Carried over from the iX35 is the reverse-view camera (built into the rear-view mirror). It’s completely invisible until the reverse gear is selected, which is a neat trick. The reality, however, is that the screen area displayed is much smaller, making it more difficult to spot objects in your path.
In addition, Bluetooth telephony, an MP3-compatible audio system equipped with a USB port and auxiliary socket, a handy 12V outlet, electric front seats, a multifunction steering wheel and a rake- and reach-adjustable steering wheel are standard features. While the leather looks and feels real, it's worth noting that it's actually artificial. We would recommend the black and grey colour scheme, it not only looks more premium but also aids in making the "leather" seem as genuine as possible. It certainly fooled me.
Performance and economy?
The front-wheel drive 1.6 Tucson delivers a smooth and refined ride, but an automatic transmission is only offered on the top-spec AWD version.
This 1.6-litre turbopetrol engine mated with a 6-speed gearbox with front-wheel drive is a smooth combination. Thanks to a peak power output of 130 kW, it's actually quite a brisk car, capable of sharp bursts of acceleration and cruising effortlessly on the highway. However in today’s day and age of heavy traffic and urban, stop-start commuting, I can’t imagine why they don’t offer this engine with an automatic ‘box and front wheel drive; only the naturally aspirated 2.0 and 1.6 Turbo AWD derivatives are available with a self-shifting 'box. There’s also no turbodiesel engine on offer either, but Hyundai is currently testing whether its advanced and efficient 1.7-litre turbodiesel engine can cope with the fuel available at our pumps.
This presents a quandary: the naturally aspirated 2.0-litre engine will feel sluggish at highveld altitudes, and for many buyers, the extra R80 000 required to purchase the AWD automatic might be a stretch too far. If you don’t mind the manual transmission, then this could be the sweetspot in the range, but it might be worth waiting for the turbodiesel alternative considering that the engine in the iX35 was particularly fuel efficient.
With regards to fuel economy, Hyundai claims 8.5 L/100 km, which is, interestingly 25%, worse than the 6.2 L/100 km claimed by the Nissan Qashqai using the same-sized engine.
Packaging?
The Tucson's interior isn't sophisticated but it is well-built with a premium feel.
The phrase “boring but bulletproof” very aptly describes the fascia and dashboard of the Tucson. There’s no getting around the fact that it's dull; the entire affair is one shade of grey and the lack of any screens (besides the small monochrome radio screen) makes it look dated compared to its rivals.
However, it does feel extremely well put together. There’s a solidity to the entire cabin which is noticeable and reassuring. Despite its shortcomings, the interior still exudes a premium feel.
Interior space in the Tucson is generous. For front passengers, there is ample head-, shoulder- and legroom. Rear space is also more than satisfactory and will comfortably seat two large adults, with space for three adults with a bit of a squeeze.
The rear seats do fold flat to open up a large, usable load area. On a Saturday home-improvement mission, I found myself in need of a new door – a standard sized interior door. The helpful man at the hardware store was sceptical but with the seats down, we easily slid the door into the car, without intruding on the front passengers’ seating area. Note, the seats only fold flat and do not tumble forward.
The mechanism to fold the seats, however, is unnecessarily frustrating to use. There are two release loops which need to be pulled, one on either side of the car, located near the rear passenger’s hip. A simple button or release on top of the seat would have much more convenient. You can view a demonstration of this system in our video below.
With the rear seats in place, the luggage capacity compares favourably with those of its rivals'. At 488 litres, its more than 100 litres larger than the Kadjar's, and nearly 60 litres larger than the load space officially offered by the Qashqai. In English, this means it will easily cope with kit bags, hockey sticks, school bags and the dog. Possibly all at the same time.
Ride and handling?
What is immediately impressive is how quiet the cabin is. Not much noise from the road or engine bay permeates to the interior. It speaks to the refined build quality of the entire car, which is communicated to your ears as whisper quiet progress and to your backside as a very comfortable ride. The Tucson’s suspension setup treads the fine line between pliant and sporty, erring slightly towards the softer side. However, it does feel confident; poised enough to push through corners at speed, which is frankly unnecessary – this is a family car after all.
The Executive model rides on 17-inch wheels with appropriately tall sidewalls, which adds to the comfort created by the suspension. While the range-topping Elite Auto looks dashing with its 19-inch wheels, as Mike Fourie found out in his test drive, it does result in a bumpier ride over anything but smooth surfaces. We would say the 17-inch wheels are the preferred option in terms of wheel size in the Tucson range.
Price and warranty
The Hyundai Tucson 1.6 Turbo Executive has a suggested retail price of R419 900 and comes standard with a 5-year/150 000 km warranty. While Hyundai is making a big noise about its new 7-year/200 000 km warranty, the reality is that this only applies to certain drivetrain components, notably the engine and gearbox.
Verdict
There's no doubt that the Hyundai Tucson is a well-built, comfortable compact SUV/crossover. We think it looks terrific and it will appeal to many people. It's practical and spacious too, which makes it a solid choice for families, especially for those who aren’t in the market for a 7-seater. This 1.6 Turbo Executive would be our pick of the range.
However, we think buyers in this segment are looking for a drive that’s as hassle-free as possible and without an automatic available on this more powerful, more desirable 1.6 turbo front-wheel drive model, Hyundai might lose potential buyers.
Additionally, the relative lack of technology, particularly in the infotainment area, might result in buyers looking elsewhere for something more modern and sophisticated.
While the Tucson certainly represents progress over its predecessor, it might be worth waiting until more engine and gearbox options become available.
