Track Race: Audi RS3 vs Merc-AMG A45 vs Honda Civic Type R vs BMW M2 [Video]

The first major storm of the Cape winter is about to hit us. We’re parked at Cape Town's Killarney race track, praying for a break in the inclement weather that will be long enough to allow us to film, photograph and track test the assembled crew of 3 hot hatchbacks and a coupe. It’s a near-perfect lineup of pint-sized performance machinery.

The hot hatch game used to be all about extracting compelling levels of performance from otherwise run-of-the-mill hatchbacks. These days, however, 5-door performance cars are all about terrifying levels of power and torque, sophisticated electronic systems, trick differentials and track-ready handling but, at greater cost to your bank balance. Yes indeed, whereas old school hot hatches were reasonably affordable, some of these cars cost almost R1 million.

A trio of hot hatches

Three cars, 3 different philosophies, 4 and 5 cylinders, front and AWD.

First to arrive is the Audi RS3 Sportback with its Sepang Blue paint scheme. Its turbocharged 5-cylinder mill is, somewhat surprisingly, the most vocal of the trio of motors. With its exhaust flaps engaged, it lets rip with cracks and pops on upshifts and when you lift off the throttle. This partly explains why the Audi gets driven much harder than many of its peers. To just inch the Audi slightly forward requires a blip of the throttle and, when that happens, a furious micro-thunderstorm rages from within. The much-loved 2.5-litre motor is positioned in the RS3’s nose and power is distributed to all four wheels.

The Audi RS3 has a bellowing exhaust note and the best launch control system.

In its favour: stylish looks, raucous exhaust note, creamy power delivery and generous all-wheel grip in tricky conditions.

Next up is the Honda Civic Type R. Judging by the car’s exterior appearance, the Honda’s designer must have watched a 7-movie marathon of Fast and the Furious before incorporating every ostentatious detail he saw in the new Type R. Each little winglet or air dam has a purpose, either to aid airflow or to improve cooling. The car thrums at idle in a much more sedate manner than the RS3. Just look at it; a mad, blabbering exhaust note on top of that might have been too over the top.

It’s the least powerful of the three, but it’s here as an underdog; to keep the more powerful cars on their toes. The Type R will shine come track time. It does, however, seem that Honda arrived a little late with its turbocharged engine and stupefying front differential… With the power that front-wheel drive cars can effectively put down seemingly at its limit, manufacturers are moving to all-wheel drive propulsion as the battle for hot hatch supremacy reaches fever pitch.

The Civic Type R requires familiarisation, but proves itself every bit a track weapon.

In its favour: Crazy Japanese styling and trick technology

The Mercedes-AMG A45 rocks up last. It splashes through a puddle and slithers to a halt. As it ticks itself cool, we ponder why on earth it looks so understated. The Benz’s exhaust note even sounds tame compared with the RS3’s. Maybe white isn’t its best colour? Then it dawns on us that the Benz doesn’t have the AMG Aero package. The latter adds a massive rear wing that gives the A45 its distinctive look. At the track, among these rivals, it needs to puff out its chest and boast a little more. It does admittedly have the most powerful production 2.0-litre engine in the world under its bonnet. Also, AMG has worked hard at reducing understeer and making the A45 a more effective track weapon.

The A45 is the most powerful and has a sophisticated AWD system.

In its favour: most powerful

Track time

The rain is staying away for now, but a 50 kph headwind is pumping down the main straight. The clouds are low and heavy, so we crack on with the hot laps. The RS3 is parked closest to the pit lane's exit… its almost as if it is eager to attack the track first. A plethora of noises and echoes ping off the facebrick walls surrounding Killarney. Even when ensconced in the car, wearing a full race face, it’s hard not to crack a smile at the lunacy of the ‘pipes on the Audi. The out lap is all about assessing conditions and checking for standing water, but there’s none — Killarney drains well.

When the RS3 lines up on the start line, it’s by far the easiest car to launch. The Audi has a no-fuss system that is happy to fire off repeated launch starts without a single moan from the car’s computer nannies. Set the traction control to Sport and the transmission to manual (with a flick of the brushed aluminium paddle shifter) and then feed in the throttle with the left foot on the brake. The revs climb to around 4 000 rpm. Slip your hoof off the brake pedal and the RS3 positively bullets off the line. Even if you only have an ounce of mechanical sympathy, the sheer force of the RS3’s launch control system will make you cringe. It is absolutely brutal.

There’s almost zero wheel slippage as all 4 tyres munch into the asphalt. In an instant, the RS3's transmission seamlessly snatches second and, 4.3 sec later, 100 kph is reeled off; and all that in a hatchback: it's madness. The Audi's steering is heavily weighted to compensate for the insulated nature of the electronic power steering system, but at the cost of feel and feedback. The front end feels a tad numb on turn in, but the RS3 changes direction nimbly and adroitly. It’s easy to “wring the neck” of the Audi, but we wish it was a bit more involving to pilot. It’s very safe and predictable in the bends, but loses time mid-corner compared with the others, because you have to wait a bit longer before you can jam the throttle back down.

Pit lane was wet over the course of the day but the track remained dry (thankfully).

It’s finally possible to say that the RS3’s brakes are very good. Enthusiasts have, in the past, complained that fast Audis’ brakes cook quickly and are prone to fading. The final corner in Killarney requires deceleration from 208 kph to just 68 kph in around 4.0 sec. The Audi stops confidently and is the most stable over the bumps when it needs to scrub off speed. If you want a car that thrills the aural senses, looks impressive, can win most light-to-light sprints and isn’t going to show you up on the track then the Audi hits the mark.

A video posted by Cars.co.za (@carssouthafrica) on Apr 21, 2016 at 11:55pm PDT

Next to take to the track is the Mercedes-AMG A45. Just from sitting in the car you can tell it’s an edgier proposition than the Audi. The Alcantara-clad steering wheel feels racier and the driver’s seat holds you tighter around the thighs. The moment you pull away, the A45 seems comparatively tighter and more rigid. Rigidity is good for the race track, but not so good for the road. Thankfully we’re on the former and the A45 is dialled into Sport+. In this setting, the traction and stability control systems are less intrusive.

The Benz’s launch control procedure is more finicky than the RS3’s and the A45 is prone to cancelling Race Starts for no apparent reason. Eventually, the Benz allows us a successful launch, but it spins up the front wheels for much longer than the Audi before it squirts off at full pace. Benz claims the A45 is a tenth quicker from zero to 100 kph, but on this low-grip surface we’d say the Audi gets off the line more effectively when you launch it from a standing start.

The stiffer chassis of the A45 instantly feels more alive into turn one. The Benz’s rear end is more dextrous, which helps the front end turn in sharply, plus the car’s quicker to rotate in slower corners. That means you can get back on the power earlier and less time is spent waiting for the car to change direction. The steering is also heavy (if less numb than the Audi’s), but, as with all electric steering systems, it lacks direct feedback from the wheels to your hands.

Type R displays its mad personality, making the other hot hatches look a touch plain.

Where the A45 AMG really starts to impress is when you lay down the power on corner exits. The advanced all-wheel-drive system shifts power around to extract optimal traction and you can physically feel that underneath you. The outside wheels begin to shift the car inwards, quelling understeer without killing power. It works brilliantly and the difference is immediately noticeable on the timesheets. The A45’s engine also has supreme mid-range grunt – it seems to have better acceleration when accelerating from 60 kph. The top speed comparison confirms this: the A45 reached 212 kph, 4 kph more than the RS3.

Next to warm up its tyres is the underdog: the Civic Type R. The Honda is going to struggle on a track like Killarney, where mid-range power is deemed more important than slick handling prowess. The Type R takes some getting used to, because the front-wheel-driven car feels vastly different to the other two (all-wheel-driven) machines on the track. It’s also has a manual 'box and that requires further familiarisation.

It’s a light, agile car, but its tyres take a while to warm up before optimal grip levels are available. The red R button to the right of the steering begs to be thumbed. This is a track, so the button’s pressed down and the dashboard lights up in an incandescent red. The Type R is the most track-focused car here, it was designed entirely to smash lap times over and over again. Once warmed up, the Type R livens up. The front end is very light even though all the power is heading only to the front wheels. The lightness translates into agility and nimbleness… it makes the other cars seem like lumbering oafs.

The manual shifter sends the Honda's engagement factor into hyperspace. Your focus increases and your heel-and-toe technique needs to be spot on or you’ll disrupt the Honda’s balance. It too has an amazing differential, but it interferes with the steering more than in the A45. It tugs the steering inwards much earlier and the best method is just to hold a light grip on the wheel and let the electronics take over.

The Honda darts into apexes with its sharp steering and the chassis is so taught that it sustains incredible corner speeds where the other cars started to squeal for grip. So much so, that through the medium speed corners it actually claws back time on all the other cars. The top speed on the back straight is only 204 kph and its lack of launch control lost it over a second on the lap.

A video posted by Cars.co.za (@carssouthafrica) on May 26, 2016 at 4:06am PDT

The Type R is eminently engaging to drive and its lap times kept improving the more time it spent on the track. It’s a car in which you can really spend a lot of time honing your driving skills and pursue quicker lap times. The Honda can get a little loose under braking as it adopts a lift-off oversteer technique to get its front end to turn in faster. It’s the most fun to drive and the most driver-focused car (so far), it just lacks the outright grunt to match the others.

And then along came an M2

The BMW M2 dropped in to spoil the front- and all-wheel drive party.

Better late than never. The BMW M2 arrives in the pitlane, straight from its local media launch in Cape Town and sporting a brand new set of brake pads and Michelin Pilot Sport tyres. It’s different to all the other M cars in that it’s not a standalone creation, but effectively a superheated M235i replete with selected performance addenda from the M3/4. It’s much better for it, however, and the shorter body gives it a muscular, angry stance. It looks the part.

For the first time in a while, it’s also an M car that sounds the part. It has a rough exhaust note at low rpm and a real guttural tone that’s not electronically enhanced like those M5/6 and M3/4. When experienced from outside, the M2 is hitting all the right notes, then.

Climb aboard and it’s just like in an M235i, save for a carbon fibre transmission tunnel and some weave on the dashboard and door handles. BMW can up its game a little with the interiors of its M models, there’s more they can do to give their cockpits greater senses of occasion.

This is the DCT model, so BMW’s lightning fast dual-clutch gearshifts are engaged by pounding the shift paddles on either side of the steering wheel. The responses from the transmission are prompt and accurate every time you call for a gear – it’s an excellent gearbox for track conditions. The launch control system is infuriating (much like the A45’s, in that regard); perhaps 1 out of 3 launches happen successfully. In order to get the best launch, the tyres need to be warm and sticky, otherwise the M2 will just spin its rear wheels and complain about an overheated clutch or gearbox. Drive it slowly for a few minutes and everything comes back to life; the warning lights disappear.

The BMW M2 proves to be both enjoyable on track as well as an aural pleasure.

Get the launch right and the M2 lights up its back tyres for just a split second and jiggles its posterior as it hunts for traction. The new rubber gives it that added grip and it bolts down to turn one. Everything discovered from driving the other three cars gets tossed out the window as the M2’s back starts to dictate proceedings. It’s not snappy at the tail, but a consistent, manageable slide wakes up the senses and sends the adrenaline rushing to all extremities.

The M2 goes in sideways, kisses the apex with the front and then goes out sideways with the power on. It’s not alarming, hooligan-like sideways action, just a little bit of rear happiness to let you know there’s a limit to the grip levels. The power delivery from the turbo straight 6 is smoother than those of the four- and five pots here. It’s also happy to rev like no other turbocharged car around, tapering off only right atop of its 7 000 rpm limit. The smooth delivery also helps the handling feel more manageable on the track, in other words, less oversteery when you lay down the throttle.

It wins in the faster corners where it has more grip and its front wheels are uncorrupted by power. In the tighter corners, it’s a different story, however… the power has to be fed in more progressively where the all-wheel drive cars’ throttles can just be hammered down on exit. It loses time there, but after the laps with the M2, the driver will feel like they have had a mild workout. To drive, the M2’s fun, enthralling and, most of all, fast. Like the Civic, the more time you spend with it, the more you learn about its handling nuances and the more the lap times improve.

Picking a winner

Once all the cars had completed dry laps it was time to look to the lap times to pick a winner.

This is a track test and, after 2 days of hard driving at Killarney, a winner must be chosen. For a driver who wants to explore their performance machine on a track, which of these cars would we rate as the best, most satisfying vehicle to experience those much-craved adrenaline kicks?

The slowest car around the track was the Honda Civic Type R. It lost out mostly due to its lack of outright power and the manual standing start, where it argaubly lost most of its time. The Civic is easily a match for the others in outright circuit pace once it’s up to speed, its suspension and trick differential are unbelievably effective, but the Honda feels as if it’s doing all the work for you at times. Having a manual gearbox does make it entertaining – and utterly involving – to hustle and if you’re obsessed with lap times there’s always a little more you can squeeze out of the Civic.

Third place on the time sheets went to the Audi RS3, even though it gave us the most aural pleasure. It’s also an absolute rocket out of the blocks, posting the fastest sprint time of the lot. It’s very easy to drive fast and has dependable brakes that last longer than a few hot laps.

Second place on the timesheets (by a mere 0.01 sec) was the Mercedes-AMG A45. It surprised us with its mid-range grunt and its ability to stave off understeer on corner exit. It gained so much time on the others on corner exits where its power and torque advantage was put to full use by its excellent all-wheel-drive system. The system can lead you into a false sense of security, one in which you start to push the car beyond the levels of adhesion. There’s a strange lack of sensation of speed in the A45 — you only really realise where its limits are when you’ve gone well past them.

That leaves the BMW M2 as the fastest car, but by no more than a whisker. The M2 is the most balanced contender going into bends and you can really feel its rear end teetering on the edge of adhesion as you feed in the power. It’s a visceral sensation to feel the rear end at the very edge of its limit and still maintain that forward momentum that allows you to get the best lap times. Given more laps there’s no doubt that the M2 would go even faster as you get braver and more in tune with its handling. Fortunately for us, the first storm of the Cape winter lashed down on the track not moments after we got the last shot and last lap in the M2. It’s a deserving winner when you considering that conditions didn’t favour it. It might just be our favourite M car as well.

	Lap time	Sector 1	Sector 2	Sector 3	Sector 4	Sector 5	Top speed (on track)	Claimed 0-100
Audi RS3	1:30.60	21.14	17.18	10.42	12.77	29.09	208	4.3
Merc A45	1:29.40	21.42	16.92	10.20	12.39	28.47	212	4.2
Civic Type R	1:31.42	22.75	17.01	10.04	12.40	29.22	204	5.7
BMW M2	1:29.39	21.62	17.10	10.02	12.55	28.10	215	4.3

Volkswagen Beetle Refreshed for 2017

The iconic Beetle has just received an update for the 2017 model year. Let's check out the new model.

As usual, two variants are on offer: a Coupe and a Cabriolet with a host of customisation options, plus special Denim and Beetle Exclusive derivatives, which will please Beetle enthusiasts.

There's a new palette of exterior finishes available, while the exterior treatment receives an update through the introduction of sportier bumpers. Furthermore, you can tick the box for Volkswagen's R-Line equipment, which further enhances the look. LED rear lights and enlarged alloy wheels (17-inch as standard, 18-inch optional) round off the visual upgrades. The cabin receives some tweaks in the shape of brighter instrument panel lights, new instrument dials and you can choose from three new upholstery materials. You can also pick a colour-coded paint finish for the centre console.

Meanwhile, there are three petrol engines and two diesel motors to choose from. Power outputs range from 77 kW to 162 kW.

The Denim version looks decidedly retro, but it's part of its appeal. Based on the 1974 Jeans Beetle and featuring a stonewashed blue metallic paint job, this derivative comes replete with denim details in the interior. The denim-coloured convertible roof and 17-inch wheels with chrome caps add nice cool touches. The seats are covered in blue with storage pockets in a jeans style. There's also an aluminium-blue matt-coloured dash pad.

The Volkswagen Beetle is an icon. Check out used examples for sale here

Renault Unleashes Hot Clio RS16

Not so long ago, rumours were rife that Renault's performance arm, RenaultSport, was planning to introduce the ultimate Clio. It's finally confirmed and it's every bit as wild as predicted. Meet the Renault Clio RenaultSport RS16…

Rumours? We had leaked photos of this car last week! Let's get the bad news out the way first – it's a concept car, meaning it's most likely a one-off project to give some idea of where the company is headed. So, don't expect to see hoards of them on the roads anytime soon. The good news, however, is that the Renault Clio RS16 is the ultimate version of the Clio RS. Given the brand's illustrious success with the bigger Megane RS, many wondered if it was possible to transfer some of that goodness into the smaller Clio.

It sounds crazy, but in just under five months, RenaultSport managed to build this Clio RS16. It features the 205kW and 360Nm 2.0-litre turbocharged four-cylinder engine from the Megane RS275 Trophy-R as well as a whole host of go-faster racing goodies. There's an enhanced chassis, revised suspension, 19-inch alloys and a body that's 60mm wider. It looks manic and with that sort of power lurking under the bonnet, it will be fast too.

Renault Clio RS16 Origins

Where did this mad thing come from? MD of RenaultSport, Patrice Ratti, wanted to celebrate the 40th anniversary of RenaultSport in a big way and during meetings with his team, engineer Christophe Chapelain pointed out that a Clio chassis would be able to handle the performance levels of a 300bhp (205 kW) engine, based on his rally expertise. "We all recalled the impact made by Clio V6. We wanted to create a technical concept car with extraordinary performance levels but which was more realistically priced. We therefore had to keep our feet on the ground and use simple, ingenious solutions to achieve a vehicle that could be type-approved. Furthermore, we wanted this project to be entirely developed by RenaultSport," said Patrice Ratti.

"In theory, a Clio R.S. fitted with our most powerful engine – the 275bhp, 2.0-litre turbo engine – was an attractive proposition, but we had to conduct more serious checks as regards its feasibility. In less than a month, a small team had completed a preliminary study that confirmed it was possible to house this engine under the bonnet."

What's Under the Hood?

As mentioned earlier, the engine, gearbox, and cooling from a Renault Megane RS275 Trophy had been selected and dropped into the Clio's engine bay. However the 2.0-litre unit is bigger than the current 1.6 and that meant a few changes were needed to make it all work. Parts from a Megane, Kangoo and Espace were used to make everything fit. The exhaust also received a makeover and an Akrapovi? twin-exhaust silencer was fitted. RenaultSport's skill and focus is on handling and the new Clio RS16 features the same damper system as the Megane RS275 Trophy-R as well as one-way adjustable shock absorbers. The brakes are also from the Megane with 350mm discs up front while the rear axle was taken straight from the Clio R3T rally car.

Just Look At It

With a wider bodykit, big wheels, outrageous rear wing, yellow paint and graphics, the Renault Clio RS16 certainly looks the part. A big diffuser at the rear is not just for show as it provides 40kg of downforce at 200kph. The daytime running lights have been cleverly designed in the RenaultSport vision logo shape and the cabin has also received some treatment in the form of bucket seats and six-point racing harnesses. The rear seat bench and air conditioning unit have been taken out to reduce the weight of the car.

The Renault Clio RS16 will be shown off to the crowds at the Monaco Grand Prix in May 2016 and will make an appearance at the Goodwood Festival of Speed.

A facelifted version of the normal Renault Clio has been spotted!

Read a review of the Renault Clio RS200 EDC here.

Watch the Renault Clio RS16 Promo Video

Big Fuel Increase Likely For June 2016

The petrol price is set to increase sharply in June 2016, with a further increase planned not long after that. Here's how much petrol will now cost, according to the Automobile Association (AA) of South Africa.

A report supplied by the Central Energy Fund has indicated that global petroleum prices have continued to recover and rise, and coupled with a poor Rand/US dollar exchange rate, the consumer is likely to bear the brunt of this fluctuation. Petrol will be increasing by 52 cents per litre while diesel will go up by 78 cents. The prices will apply from June 1.

If forecasts are to be believed, there is potentially an over-supply in the coming months which will help combat further increases. However the immediate market supply is under pressure as Nigeria, Columbia and the United States all reduced outputs in the past month. We only have ourselves to blame as the weak South African economy and its weakening currency will not be of any assistance should there be any decreases in the global oil price.

You can save fuel by driving more efficiently. See how to be more economical here.

Or, you can purchase a more fuel efficient vehicle. See which vehicles are the most economical to run here.

Fuel price breakdown – what you need to know

Nissan Reveals the 2017 GT-R Nismo

Following on immediately from the launch of the 2017 Nissan GT-R, Nismo has got its hands on the GT-R and cranked it up even further.

The 2017 Nissan GT-R benefits from a raft of updates over its predecessor (which can read about here) and in order to continue the hype, the track-focused Nismo edition is now ready to blast some lap records. The 2017 Nismo edition has the new visual keys from the standard GT-R, like the restyled front bumper. Nismo cranks things up a notch with enlarged grilles, a reinforced bonnet that doesn’t warp at high speed and canards underneath the Daytime LEDs that improve downforce and airflow. The overall shape and plethora of carbon fibre winglets and splitters mean this car generates more downforce than any other Nissan production car.

The interior also features more upmarket materials. Alcantara leather has been splashed around on bits like the armrest and steering wheel. The number of switches inside the cabin has been reduced from 27 to 11 in order to simplify its use. Unique to the GT-R NISMO are the leather-appointed Recaro carbon bucket seats with red Alcantara inserts.

The 2017 car’s more rigid structure has allowed the Nismo engineers to further tweak the Nismo’s shock absorbers, springs and stabilizers all of which, are said to improve handling prowess. The official result from Nismo is 2% improved cornering ability compared to the previous Nismo.

The 3.8-litre twin-turbo engine is beefed up from the standard 419 kW to a hefty 441 kW along with 652 Nm of torque. The engine features a pair of large diameter turbochargers that are similarly used on the GT3 race car. Power is directed to the tarmac via a 6-speed dual-clutch gearbox.

The Nismo will be offered in 5 colours and is exclusively hand-assembled in Japan. Nismo also notes that because the 2017 GT-R is a more balanced car than before, this Nismo version is more capable of tackling a real road or mountain pass, not just track times.

GWM in South Africa – Big Corporate Changes and Haval Arrival

Great Wall Motor Company Limited of China has announced that it will directly enter the South African motor vehicle market by granting distribution rights to Haval Motors South Africa (Pty) Ltd, a wholly owned subsidiary of Great Wall Motor Company Ltd, China.

The announcement follows months of rumour and speculation and coincides with official confirmation that the Haval premium SUV sub-brand will arrive in South Africa shortly.

"This strategic decision is confirmation of the importance attached to the long-term future of the GWM brand in the region and is a very positive factor in ensuring the sustainability of the GWM brand," reads the press release.

The previous distributor, Great Wall Motors SA (Pty) Ltd. started distribution of GWM vehicles in 2007 under the leadership of Durban businessman Tony Pinfold and has successfully established a strong national dealer network of over 60 dealerships and sold over 50 000 vehicles, mostly its Steed pick-ups and Hover/H5 SUV, into the South African market over that period. The relatively large vehicle park makes GWM easily the most successful of the Chinese brands in South Africa.

The Haval H8 is a BMW X5-sized rival powered by relatively smalll-capacity 2.0-litre engines.

“The South African market plays an important part in our International Expansion Strategy and going forward we will continue to distribute vehicles, offer parts and service support as well as administer warranties through the already established dealer network,” says Charles Zhao, Managing Director of Haval Motors SA.

It is worth pointing out that, in recent times, all of the Chinese brands have been under pressure in South Africa, largely due to uncompetitive pricing (related to the decline of our currency) as well as ageing product. The announcement of this direct investment can only be good news for existing and future customers of this brand, but it remains to be seen whether solutions can be found to pricing difficulties. After all, establishing a new premium brand is difficult, as proven by the likes of Lexus and Infiniti… It will take time and lots of marketing for Haval products to become commonplace in South Africa. More importantly, improving the pricing competitiveness of existing GWM products will be key to dealership viability.

New Haval products

The Haval H2 is a compact crossover rival for, among others, the Nissan Qashqai.

From a product point of view the more exciting news is the confirmation that the Haval line-up of premium SUVs will arrive in South Africa "in the near future". We believe models such as the H2, H6 Coupe, H8 and H9 have already been spotted in South Africa. According to Haval, this range of SUVs will be very well suited to the South African motoring public’s needs, and will offer a "fantastic alternative" to the established brands in the SUV segment. We will report in detail on model information as soon as those become available.

The Haval H9 is the flagship, body-on-frame SUV from the Chinese brand.

Find used or new GWM stock here

View our GWM M4 video here

Hyundai Tucson 1.6 Turbo 4WD Elite (2016) Review

Whereas the ix35 vaulted Hyundai into the premium territory of the compact SUV market, the Tucson builds on its predecessor’s strengths and has a few extra talents. Is the flagship 1.6 Turbo 4WD Elite the pick of the bunch, however?

We like: Sharp exterior styling, improved rear legroom, luxury ambience

We don’t like: Slow throttle response, indifferent ride quality

Alternatives:

Like-for-like established rivals: Price-wise, the recently refreshed Toyota RAV4 2.5 AWD VX is closest to the Tucson, but it doesn’t look as dapper or feel quite as premium inside, and the Ford Kuga 1.5T AWD Trend looks to offer slightly better economy and admittedly less specification for a lot less than the Hyundai. Again, the Kuga can’t match the Tucson’s kerb appeal or luxurious cabin, but R50 000 would be a significant saving.
For genuine off-road ability: Whether top-of-the-range compact SUVs require all-wheel-drive ability (given their decidedly urban operating zones) is moot. However, should buyers genuinely expect to venture from the beaten path (more than the occasional dirt road sojourn), then the Subaru Forester 2.5 XS Premium would be a willing subject, courtesy of its X-mode off-road function. At least our experience with the vehicle suggests it would be.
For value for money: If you are willing to forego an all-wheel-drive configuration and still want a comprehensively equipped, petrol-engined automatic compact SUV, the Mazda CX-5 2.5 Individual is almost impossible to beat on a spec-for-Rand basis; it looks the part, too. It may not be as spacious or as new as the Tucson, but with a price of R438 800, you shouldn’t mind.

The Tucson's exterior treatment offers a blend of posh looks and a modicum of ruggedness.

The range-topper

While Hyundai considers the introduction of turbodiesel derivatives to its Tucson range (previously known as the ix35, but, in fact, the product has returned to its original moniker from two generations ago), the 1.6-litre direct injection 4-cylinder turbopetrol engine is only available with a 7-speed dual-clutch automatic in conjunction with an all-wheel drivetrain.

Thanks to the overwhelming popularity of its ix35 predecessor, the Tucson comes to the market with an established clientele, and apart from adopting a downsized, forced-induction engine, the Hyundai is also improved in significant areas, especially rear legroom. Although it was styled in Europe and looks distinctly handsome, in top-of-the-range spec, the marque’s “affordable luxury” calling card does not ring strictly true, given a R499 999 asking price. However, the Tucson does have its merits.

How does it fare in terms of…

Executive appeal?

In Elite guise, the Tucson cuts a distinguished figure. Its front-end styling is bold and eye-catching, yet elegantly detailed. It has a sleek profile when viewed from the side and its rear three-quarter aspect is pleasingly sporty, down to the slim wraparound headlamps and trapezoidal exhaust ends. What’s more, the striking 19-inch alloys fill out the black-cladded wheel arches with aplomb.

Inside, as expected, the layout of the fascia doesn’t quite match the allure of the exterior treatment, but it's neat and uncluttered. Nonetheless, the leather-trimmed interior exudes quality and is eminently comfortable… The driver’s seat avails a commanding view and offers a wide range of adjustment thanks to the provision of electrical adjustment. The digital climate control console looks chunky and is intuitive to use and there's a sizeable oddment tray in front of the gear selector, below the bottom of the fascia, where a 12V power socket, plus USB and auxiliary inputs are located.

This image depicts what the standard audio system unit looks like. It serves its purpose, but lacks sophistication.

Ergonomically, there is little to fault in the top-spec Tucson. Whereas the reverse-view camera’s feed is displayed on the infotainment screen in most vehicles, the Tucson utilises a small rectangle in the rear-view mirror. Also, a full-colour touchscreen including satellite navigation is an optional extra at R15 500 (to specify and fit) and even though it's not the slickest infotainment system of its kind, the standard audio system’s blue-on-black lettering looks a little basic if you’re forking out R500 000. To its credit, however, the Elite’s panoramic sunroof is a plus.

Performance and ride?

As a comfort-orientated family vehicle, the Tucson strikes a good balance between performance and efficiency, as well as ride and handling… once it’s gathered momentum. Irrespective of whether it can be attributed to conservative throttle mapping or turbo lag, the Tucson feels a trifle lazy off the line (when pulling away at intersections or in stop-start traffic conditions). Once the revs reach 1 500 rpm, the Hyundai delivers its full wad of torque (265 N.m) right up to 4 500 and, with measured throttle inputs, the transmission resists the urge to hunt and shifts slickly in everyday driving conditions. The engine-transmission combination is admittedly better suited to cruising than cut-and-thrust driving, but, when driven in a considered manner, the 1.6 Turbo should realise fuel consumption figures of around 10.0 L/100 km, which is more than the manufacturer’s claim, but fair.

The standard panaromic sunroof adds a sense of airiness to an otherwise dark interior.

Furthermore, there is a downside to those aesthetically pleasing 19-inch rims and rubber, although the tyres’ profile (45) is not that low. The Hyundai’s reactions to steering inputs feel crisp, accurate and predictable, as does its body control when cornering, but whereas the ride is generally pliant, sharp bumps in the Hyundai’s path announce themselves by discernible thuds when traversed.

Practicality and safety?

Improvements in cabin space (the Tucson is appreciably longer and a little bit wider than its predecessor) is most notable at the rear, where occupants are afforded generous legroom (even for adults). The luggage room available with the rear seats upright is less than class-leading, but freeing up utility space is as easy as releasing the 60:40 split seatback at either side of the bench. To see just how much space is available, watch this demonstration by Cars.co.za’s Ciro de Siena.

The rear seatbacks fold flat to free up useful utility space. Note the shopping bag hook on the right.

There are other nods to practicality as well, including the aforementioned oddment tray, the cooled glovebox, a sunglass holder above the rear-view mirror, a sizeable storage box under the armrest, ventilation outlets for the rear passengers and a shopping bag hook (and a pair of ISOfix anchor points) in the rear seatbacks. In terms of safety, 6 airbags, blind spot monitor, a speed-sensitive automatic door lock (activated at 15 kph), ABS with EBD and electronic stability control are fitted.

Although the Tucson’s sporty “footwear” and relatively low ride height rule out serious off-roading, the automatically activated all-wheel-drive system provides excellent stability on low-grip surfaces such as dirt roads. ABS-system-operated downhill brake control is also available (should you require it)…

A photo posted by Cars.co.za (@carssouthafrica) on Mar 26, 2016 at 2:43am PDT

Hyundai Tucson 1.6 Turbo 4WD Elite price in South Africa

The flagship Tucson costs R499 999, which includes a 5-year/90 000 km service plan, as well as 7-year/200 000 km powertrain- and 5-year/150 000 km manufacturer's warranties.

Verdict

The Tucson is Hyundai’s top-selling model and it’s not difficult to understand why that’s the case. In terms of build quality and finish, it feels like a premium product, and in terms of overall refinement, it's very difficult to criticise. Unfortunately, this particular derivative does not represent the best value for money in the range: it's well-, as opposed to generously specced, and costs R499 999 — that’s even before the touchscreen infotainment/navigation system has been specified.

Having said that, the Tucson is a product that is likely to do well based on the phenomenal success of its predecessor, and that’s before we’ve factored in its own strengths, of which there are quite a few. Backed by Hyundai’s reputation for solidity and reliability, not to mention the firm’s 7-year powertrain- and 5-year manufacturer's warranties, this newcomer will have sealed some buyers' purchasing decisions even before they’ve walked into the showroom.

View detailed specifications of the Hyundai Tucson 1.6 Turbo 4WD Elite

Compare the specifications of the Hyundai Tucson 1.6 Turbo AWD Elite, Toyota RAV4 2.5 AWD VX and Ford Kuga 1.5T AWD Trend

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Subaru BRZ Updated for 2017

Has Subaru suspended production of the BRZ? No, the Tokyo-based brand has just released an updated model.

The updates to the 2017 model year Subaru BRZ are claimed to improve the car’s performance and handling. Those who were hoping for a factory-made turbocharged/supercharged version will, however, be disappointed as the power upgrade amounts to a mere 6 kW. The standard BRZ overseas was released with a 147 kW output, whereas SA’s local model was sold with a performance exhaust as standard and produced peak power of 155 kW. The new model will produce 153 kW, so that’s still less than the model previously sold in SA. Torque does however, climb from 205 Nm to 211 Nm.

Most of the upgrades to the BRZ serve to benefit its handling. There are uprated coil springs and a larger rear anti-roll bar. Subaru has also increased the car’s rigidity with reinforcements to the strut tower braces, transmission cross-member plate and rear-wheel housings. To complement the BRZ's bigger performance envelope, the traction control systems have been remapped and Subaru has changed the “Sport” mode to read “Track” mode.

Available spec options include Brembo brake calipers with enlarged discs, a SACHS performance shock absorber kit and 17-inch alloys.

The inside has also undergone some slight changes with a 6.2-inch screen available that displays telemetry data. You can view your lateral Gs, throttle and brake positions, braking force and steering angle on the screen. Subaru has further built in a stopwatch function into the system to record track lap times.

The Infotainment system is updated to integrate mobile apps such as Stitcher and TravelLink and display the view from a new reverse-view camera.

The bad news is that the BRZ did not sell particularly well in South Africa and was quitely removed from the market in 2015. Hopes that this updated model will come to South Africa are then quite slim. Hopefully, we will get to see these sorts of upgrades on the BRZ's sister product, the Toyota 86 soon.

Interested in buying a Subaru BRZ ? Search for one on Cars.co.za

New Nissan GT-R packs more power, improved styling

Nissan has updated its beastly GT-R for MY 2017 and the new model boasts improved styling inside and out, as well as more grunt under its bonnet…

Godzilla, as the Nissan GT-R is affectionately known, has been improved to not only be more menacing in the performance department, but prettier to look at too. The latest GT-R has undergone major surgery to improve its driving performance and power from its twin-turbocharged 3.8-litre V6 engine has been bumped up to offer even more thrills. The new Nissan GT-R can be expected in South Africa later this year or early in 2017.

Let’s see what’s changed…

Improved exterior design

From the outside, you will notice that Nissan has gone to work on the bonnet, front bumpers and daytime running lights, all of which have been redesigned. The larger ‘V-motion’ grille is new too, and it’s finished in matte chrome. Aerodynamic performance was top-of-mind for Nissan and nearly all the changes to this GT-R aid aerodynamic performance by reducing drag, generating downforce and cooling the vehicles systems.

The front spoiler has been extended and lowered to improve airflow while the overall ground clearance remains unchanged compared to the outgoing model. The side sills and C-pillars also take on a new shape to improve aerodynamics. A diffuser finished in silver along with new side air vents are seen at the rear while the round taillights that are synonymous with the GT-R, have been retained. A raised belt line gives the GT-R a wider stance and the rear bumpers feature the same design found on the GT-R NISMO. The 2017 Nissan GT-R rides on new 20-inch Y-spoke alloy wheels developed by RAYS.

More comfort inside

This latest GT-R is said to offer higher levels of comfort and luxury. A new ‘horizontal flow’ dashboard is fully wrapped in Nappa leather as an option while the layout is oriented towards the driver. The number of buttons found in the new GT-R have also been reduced from 27 switches to only 11, while the revised navigation controls and 8-inch touchscreen display are now positioned lower in the instrument panel.

The layout of the infotainment system has been enhanced with larger, customisable icons as well as a display command control on the centre console to allow for easier control of audio and navigation functions.

The shift paddles are now located directly on the steering wheel (not on the steering column) and the sport seats have been redesigned to offer better support while reducing weight at the same time.

More power for Nissan GT-R

Powered by a 3.8-litre twin-turbocharged engine that offers 15 kW more than before, total power output totals a whopping 419 kW with 637 Nm of torque. Those numbers are transferred to all four wheels using an updated 6-speed dual clutch transmission. The GT-R can reach a top speed of 315 kph and Nissan claims a fuel consumption figure of 12 L/100km.

The GT-R features the world’s first independent rear transaxle known as the ATTESA E-TS all-wheel drive system. Under normal driving conditions, the GT-R is fully rear-wheel bias but torque can be split up to 50:50 depending on factors such as speed, lateral acceleration, steering angle, tyre slip, road surface and yaw rate. The GT-R’s suspension has also been improved and its body structure is more rigid, improving the vehicle’s overall stability and handling performance.

Safety features on the new Nissan GT-R include an Advanced Air Bag System (AABS), Vehicle Dynamic Control (VDC), electronic traction control system, ABS with EBD, rear view camera and a tyre pressure monitoring system.

Search for a new Nissan GT-R on Cars.co.za

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Spy Shots: 2017 BMW 5 Series

A set of spy shots have emerged that shows the next-generation BMW 5 Series as well as the next BMW M5.

Picture credit: S. Baldauf/SB-Medien

These pictures, which were taken in Europe recently, give us a great indication of the dimensions and shape of the all-new BMW 5 Series. The entire BMW 5 Series line-up was present too, ranging from the sedan, Touring (estate), GT and finally the flagship BMW M5. We should see the sedan revealed at the Paris Show in September 2016, with an expected South African market introduction in 2017.

The BMW 5 Series will be taking on the Audi A6, Mercedes-Benz E-Class, Jaguar XF and Lexus GS in the premium sedan segment. After being suitably impressed by the technology in the new Mercedes-Benz E-Class, we believe that BMW will be going all out in that respect with the new 5. Expect several technological features from the BMW 7-Series to make an appearance in the new model and there'll be a degree of self-driving autonomous ability too.

Blue brake callipers, big alloy wheels and quad exhausts are signs that this is the next BMW M5. Picture credit: S. Baldauf/SB-Medien

We expect the current 4.4-litre twin-turbo V8 to be retained, but it'll probably produce more power than the current M5 Pure Metal edition (441 kW).

To see some earlier BMW 5 Series spy shots, click here.

To see what else BMW is bringing in the next five years, click here.

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