Its likely that we will see the release of a BMW M2 towards the end of this year. There arent many details about the M2, but it seems the LA Motor Show in November will be the vehicles official debut.
BMW M2 Heading to LA Motor Show
Official launch will then happen in the first quarter of 2016 and then probably launch in South Africa a couple months later. The BMW M2 is likely to sit somewhere between the M235iand the M3in terms of power. The straight-six turbocharger will almost certainly do duty under the bonnet, like it does in the M3. Numbers being bandied about rate the upcoming M2 at around 270 kW and 460 Nm of torque. BMW will probably employ both the short-throw six-speed manual as well as the dual-clutch auto from the M3/M4.
No doubt BMW will create an exceptional handling car with the help of the M-differential and multiple settings for the gearbox, suspension and steering. If were honest though, something more like the previous BMW 1M would be a great addition. Something a little wild but extremely engaging to drive in a short wheelbase sportscar.
Exterior style will be beefed up to improve aerodynamics and appearance. In many ways the 2-Series is regarded as the best-looking BMW in its stable so an M2 would certainly go down well with the BMW faithful.
What impressed me most about the Honda HR-V was its drive comfort. The steering feel was on the heavier side and it felt really solid and planted on the road. Even on a bouncy country road, and the odd dirt road, the HR-V wafted along, delivering a pleasant, smooth drive.
Honda has launched its HR-V crossover in South Africa, which is set to do battle with the segment champion Nissan Qashqai. In its homeland of Japan, the HR-V is a best-seller and it certainly has a tough market to contend with on South African tar. We attended the launch of the Honda HR-V in Cape Town and buckled up for a 215km journey through the Cape Winelands.
The Lineup
There are two front-wheel drive derivatives to choose from, including the entry-level 1.5 Comfort and the top-spec 1.8 Elegance. In Comfort guise, 88 kW and 145 Nm torque is at your disposable while the Elegance offers 105 kW and 172 Nm of torque. Both derivatives are mated to a CVT transmission with selectable Sport mode and steering-mounted paddle shifters.
The 1.5 Comfort, which has been on sale in South Africa for a month already, rides on 16-inch alloy wheels and benefits from standard features such as a multi-function steering wheel, 5-inch touchscreen infotainment system with CD player, Bluetooth capability and USB and auxiliary ports. Niceties such as cruise control and all-round electric windows are also included.
The 1.8 Elegance has just arrived in South Africa and this model scales up with 17-inch alloy wheels, full LED headlights and DRLs, a 7-inch touchscreen with rear camera, HDMI port, leather upholstery and a larger, 50-litre fuel tank.
In terms of safety, the Honda HR-V comes equipped with ABS with EBD, Brake Assist, Vehicle Stability Assist, Hill Start Assist and Emergency Stop Signal. A full complement of airbags and ISOFIX child seat mounts are also included as standard.
How does it drive?
The 1.8 Elegance derivative was Hondas star child on launch and so we didnt get a chance to drive the 1.5-litre Comfort. However, the 1.8-litre naturally aspirated Elegance was up to the task and it performed reasonably well on our drive in the countryside. The CVT transmission did a fair job of scooting the HR-V around, but requires a more conservative pedal approach to get the most out of it. An aggressive approach results in a lot of unnecessary engine noise which could get annoying, but the HR-V gains speed quite quickly as a result. That said, the HR-V performs well, but its not particularly exhilarating to drive, even when Sport mode is engaged or when using the paddle shifters. For the everyday urban commute, the HR-V is more than capable though.
The CVT transmission does however contribute to reduced fuel consumption and Honda claims 6.8L/100km for the 1.8 Elegance. We noticed that in highway driving situations, the HR-V achieves about 7.8L/100km, while in other driving situations, consumption easily drops below 7L/100km.
What impressed me most about the Honda HR-V was its drive comfort. The steering feel was on the heavier side and it felt really solid and planted on the road. Even on a bouncy country road, and the odd dirt road, the HR-V wafted along, delivering a pleasant, smooth drive.
The interior is comfortable and well-built with quality materials giving it a more upmarket feel. One thing you will notice is the abundance of space. Rear passengers have lots of leg, head and shoulder room and Honda’s Magic Seat system allows for various seat configurations to manipulate loading space. Boot capacity is at 393-litres with a full-size spare wheel underneath the luggage floor and space increases to 1 002-litres with the 60:40 split rear seats folded down.
The Honda HR-V is squarely aimed at a younger market and is perfectly moulded to suit the needs of young professionals and start-up families in need of a stylish and versatile vehicle. Overall, Honda is offering a good quality product in the HR-V and its well worth consideration if you are shopping for a tasteful crossover.
We will have the Honda HR-V for a full test soon, so be sure look out for a thorough evaluation coming your way.
Honda HR-V Price in South Africa
Honda HR-V 1.5 Comfort CVT – R299 900
Honda HR-V 1.8 Elegance CVT – R354 900
Prices include a 3-year/100 000 km warranty, a 4-year/60 000 km service plan.
BMW M135i (2015) Review
The next-generation BMW 1-Series has arrived and we’re evaluating the entire range. We’re starting with the flagship performance model, the M135i, tested here in three-door Sports Auto guise.
Monster Engine
Let’s go straight to what matters when it comes to a premium performance hatchback and that’s the engine. BMW has stuck to the tried-and-tested 3.0-litre six-cylinder turbo engine and what a fantastic piece of engineering it is. Due to the fact that it’s a new model, power naturally has been increased and we’re now sitting with 240kW and 450Nm. While the rest of the segment has stuck to highly-tuned 2.0-litre engines, BMW is happily throwing a middle finger to the establishment and resorting to what it does best: the six-cylinder engine.
Power reaches the rear wheels through an eight-speed DCT ‘box and with the drive experience buttons, the car can range from calm, sedate cruiser focusing on economy to all-out Defcon 5 attack mode. Put the car into Eco Pro and the engine is neutered as it powers down in favour of low boost and smooth gearshifts. The auto start/stop engages as soon as you come to a standstill and the result is a very civilised way of getting around town. Comfort is pretty self explanatory, but engage Sport and that’s where the M135i comes alive. The throttle becomes super responsive, the exhaust opens up and provides wonderful backfires and if you listen carefully, there’s a large amount of turbo whistles and pops. Fuel economy sat at around the 10.5L/100km – adequate given the nature of this performance vehicle.
Performance is what you’d expect from this baby M car. 0-100kph takes under 5 seconds, but how it gets there is brutal. The gearbox slams the next gear in and the car feels easily capable of reaching its 250kph claimed top speed. Throw some corners into the mix and this is where the enthusiast will truly appreciate what this rear-wheel drive car can do to the senses. Few cars are this involving at the price and we feel you’d have to look to more expensive machinery to get a similar experience… As fast and agile as it is, it’s real strength is being able to switch from race mode to sedate commuting mode at the touch of the button.
Being a BMW, you get a lot of premium touches and the gadgetry is pretty special. The car feels well built, but we’d have to express disappointment over the dull orange glow from the speedo and odo. That colour scheme has been around for ages and surely it’s time to make it look a little modern? The negativity surrounding the dials is easily surpassed by the infotainment screen which is vibrant and crisp. This particular unit came with satellite navigation and a Harmon Kardon audio system. As lovely as that Harmon Kardon sound system is, the purr from that engine is better…
Summary and Conclusion
The BMW M135i is a proper premium hot hatch and we like where it’s positioned in the market. For less money, you can get a Volkswagen Golf R which offers similar performance thanks to its all-wheel drive setup. But it’s a Volkswagen and is that premium enough when you’re paying over half a million Rand? You could look at Mercedes-Benz A45 AMG 4Matic, but that’s almost R100 000 more. For the enthusiast, there’s very little to touch the BMW M135i. It sounds incredible and performs well both in a straight line and in curves and as for the rest of the BMW 1-Series range, we’re impressed and have nominated the BMW 120i in the Premium Hatchback category.
Team Opinions
The BMW 1 Series now has a better looking body to go with its always brilliant engine range. It’s amazing what a few slight changes can do to an overall appearance. In M135i mode it emphasises the 1 Series’ handling talents and balance. It’s an involving car to drive. -Ashley Oldfield
BMW M135i Price in South Africa
The BMW 1-Series range starts from R342 000 for the three-door 118i, while the range-topping M135i goes for R560 243. The price includes 2-years/unlimited km warranty and 5-years/100 000 km maintenance plan.
We Like: Performance, luxury, technology, dual personality
We Dont Like: Nothing major
Also Consider: Volkswagen Golf R, Audi S3, Mercedes-Benz A45
I was fortunate to grow up with a classic Mustang in the family garage and so I was perhaps understandably delighted to see the new Mustang in the metal.
The model on the floor of the Ford Go Further Expo, taking place in Sandton this week, is an early right hand drive pre production model. The unit I was able to climb aboard was a blue 2.3 Ecoboost Coupe with a GT performance pack, while the model paraded on stage at the conference was a V8 Cabriolet. Currently, these are the only two Mustangs in the country.
The good news is that all Mustangs will be sold as standard with the GT performance pack. While the Ford representative couldn’t tell me exactly what that meant in terms of mechanical upgrades, aesthetically at least, the GT pack adds larger wheels, a deeper front splitter and twin exhausts, even for the base model 4-cylinder model.
I’m happy to report that in the metal, the Mustang looks even better than in any press images I’ve seen. It is approximately sized between a BMW 4- and 6-Series, and I was told that in terms of power and spec, it will be positioned in the market between those two.
However, critically, pricing will generally be below the pricing of the 4-Series. While our very friendly Ford man remained frustratingly tight-lipped on actual pricing, he did offer that information and that means the performance coupe market in SA likely in for a shake up.
Climbing aboard, the solidity and high quality of materials is immediately apparent. It is going to be hard to separate the interior of this car with the current establishment. The rear seats are however quite compromised, perhaps only comfortable for younger children, while the boot is substantial, as is to be expected from a lengthy coupe.
From the interest expressed from dealers and potential buyers, Mr Ford told me that demand will completely outstrip supply in our market, which is why they have launched a Mustang lottery, offering an opportunity through random chance for a South African motorist to buy a Mustang. The lottery and general order books opened yesterday, see Ford’s website for details.
Hyundai Veloster Turbo (2015) Review
Its taken a fair amount of thought and time, but Hyundai has finally delivered the Veloster Turbo to our shores. Better late than never though as the Veloster is a great looking coupe/hatch with a quirky door arrangement (it has two doors on the passenger side and one door on the drivers side). We drove the standard naturally aspirated Veloster way back in 2013 and with its sporty looks, reckoned it deserved a more powerful engine. Now, with this new Turbo variant, we have just that and we put it to the test.
Turbo Power
The 1.6-Litre turbocharged engine in the Veloster Turbo actually forms the basis of the engine Hyundai uses in its WRC rally car. Its got cracking credentials then, but in road-going form it produces less power than the rally car, mustering 150 kW and 265 Nm. The engine delivers its power smoothly and accelerates quite quickly. The accompanying soundtrack is less inspiring and drones on a bit like a vacuum cleaner with the suction nozzle covered. That said, the Veloster turbo is still quite quick, reaching 100kph in 7.3 seconds for the dual-clutch gearbox-equipped model and 7.8 seconds for the manual.
These days, however, those figures dont really cut the mustard as most of the pocket rocket hatch brigade will clock in at less than 7 seconds. Its not all about speed though and there is such a thing as fast enough and the Veloster turbo feels just about right. The dual-clutch gearbox on the other hand doesnt. Its the major let-down of the driving experience. It feels clunky and indecisive about changing gears and when you put your foot down it seems confused as to whether to kickdown or to try and continue in the same gear. The lasting impression from driving the gearbox is that you should certainly buy the manual instead. We drove the manual too, and sure enough its much better.
Does it have a trick chassis?
Hyundai has kept the Veloster Turbo just about standard in terms of suspension tuning, although Hyundai claims it has a finely tuned setup. Most of the difference comes in the electric steering that has a faster ratio and is modified to provide greater precision and feedback. Initial turn-in is sharp and makes the Veloster seem agile. But there is still no feel or feedback from the steering. You end up having to saw at the wheel and listen out for tyre squeal to feel how close to the edge of grip it is.
Out on your average days jaunt, the Veloster Turbo is less out of its depth. The ride is quite stiff and it prefers pool-table flat surfaces to bumpy or uneven roads. It can be quite clunky over bumpy surfaces and doesnt feel as refined to drive as something like a VW Scirocco or even a Ford Fiesta ST. Its a reminder of how hot hatchbacks felt about ten years ago but with more power in this instance.
It looks the part
The Veloster Turbo certainly looks attractive with its coupe style and short overhangs. The Koreans continue to impress with their original style in models like the Elantra, Kia Koup and i30. Inside, the Veloster Turbo is well equipped with essentials and a few added bonus features. The wheels are 18-inches as standard and theres a 15-inch space saver spare wheel under the boot floor. The drivers seat is partially electrically adjustable with a manual recline lever and the steering wheel is rake and reach adjustable. In terms of creature comforts, lights and wipers are automatic, cruise control is standard and theres the usual Bluetooth, USB and Aux connectivity. A panoramic sun roof is standard and rear parking sensors with a reverse camera are included, too.
Verdict
The Veloster Turbo is okay as Hyundais first attempt at a hot hatch that plays towards the driving enthusiast. Hyundai certainly got the looks right and the extra door on the side does actually prove useful if you have more than one passenger to load. The Veloster Turbo doesnt feel like it matches the competition in terms of driving dynamics, ride refinement or excitement. If youre looking for something that promotes style over performance then its a good bet. Its also hard to look past the price of the Veloster Turbo. The manual model hits hard at R379 900 and the less impressive dual-clutch even harder at R399 900. At R50k less the Veloster Turbo would make sense but at its current pricing it is going to struggle to tempt buyers away from a VW Scirocco or even a Renault Megane Coupe.
“I admire the bold design of the Veloster, but it doesn’t quite work as a hot hatch, particularly when equipped with the frustrating dual-clutch transmission. The manual model is certainly much better, but the price remains a problem.” – Hannes Oosthuizen
“The Veloster Turbo certainly looks the part in terms of sportiness, but lacks the same punch in the performance department. The dual-clutch automatic was disappointing and frustrating to drive. The manual is definitely the way forward if you can get your wallet around the price”. – Gero Lilleike
“On paper, the Hyundai Veloster Turbo looks very exciting. However in reality its a bit of a damp squib. There’s simply not enough excitement and that price has put it out of reach of its target audience. That dual-clutch box is also very poor, so if you must, stick to the manual.” –David Taylor
We Like: Exterior styling, decent spec
We Dont Like: Feels like an old school hatch, dual-clutch is not great, expensive
Also Consider: Volkswagen Scirocco, Renault Megane Coupe
Hyundai Veloster Turbo Quick Specs
Cars.co.za Joins World Car Awards Jury Panel
The 2016 iteration of the prestigious World Car Awards (WCA) kicked off this week with the announcement of the new jury panel. For the first time ever, Cars.co.za will have a representative on the panel in Consumer Experience Manager, Hannes Oosthuizen. Hannes is one of only two South Africans on the panel (along with Mike Fourie of CAR magazine) and also previously served on the jury panel prior to leaving the media industry in 2013.
World Car Awards Revs Up
The 2016 awards marks the 12th running of the WCA program, which is now regarded as the worlds number one awards program, according to Prime Research in an annual media report prepared for the global automotive industry.
The World Car Awards panel consists of 71 jurors representing 23 countries. The candidates in each of the five award categories (World Car of the Year, World Luxury Car, World Green Car, World Performance Car and World Car Design of the Year) will be officially declared at the upcoming Frankfurt Motor Show, which will be attended for Cars.co.za by editor David Taylor.
Both the C-Class and S-Class Coupe are also semi-finalists in Cars.co.zas own new Consumer Awards programme, which was launched recently. To follow the progress of our own Awards programme, visit www.carsawards.co.za and keep an eye on #carsawards on Twitter.
Three New VW Polo Models Driven
Polo fans will be pleased to know that Volkswagen has introduced a new TSI and TDI engine to the range, as well as the much anticipated Polo GTI manual derivative. We spent a day at the launch in Pretoria to give the new models a go and heres what we discovered.
New Volkswagen Polo 1.0 TSI BlueMotion
In an effort to further reduce fuel consumption and emissions, Volkswagen has introduced a downsized 3-cylinder 1.0-litre TSI engine to the BlueMotion range for the first time. The Polo 1.0 TSI BlueMotion consumes 4.2L/100km with a CO2 emissions figure of only 97g/km. Power output for this engine is 70 kW with 220 Nm of torque delivered to the front wheels via a 5-speed manual transmission.
How does it drive? Well, quite nicely actually. In a world of soaring fuel prices and shrinking budgets, the 1.0 TSI BlueMotion makes perfect sense if you live in a city. On our test route we easily achieved 6.0L/100km and that was with little effort. Performance is decent given the engine size and the 1.0 TSI BlueMotion can reach a top speed of 191kph and sprint from 0-100kph in 10.5 seconds. The Polo 1.0 TSI BlueMotion has excellent road manners and handles well, even at speed. Power is delivered smoothly and this little mover and shaker is good at overtaking and nipping through traffic and sits comfortably beyond the highway speed limit. What more do you need? There is a fair bit of turbo lag when you mash the pedal, but once it gets going, its keen to push on.
Volkswagen Polo 1.0 TSI BlueMotion Price in South Africa
Customers can expect to pay no less than R235 800 for the Polo 1.0 TSI BlueMotion and like with the whole Polo range, theres a wide range of options to be fitted at an additional cost.
New Volkswagen Polo 1.4 TDI
In addition to the introduction of the 1.0-litre TSI BlueMotion derivative, Volkswagen has also welcomed two new 1.4-litre, 3-cylinder TDI derivatives to Polo range. The first offers 55 kW and 210 Nm of torque with a combined fuel consumption of just 4.1L/100km. This 55kW version has a top speed of 173kph with a 0-100kph sprint time of 12.9 seconds. Unfortunately we didnt get a chance to drive this derivative but we may very well have it on test soon.
We did however get a chance to drive the Polo 1.4 TDI which offers 77 kW and 250 Nm of torque. Fuel economy is possibly the biggest strength of this engine and fuel consumption for this derivative is also rated at 4.1L/100km. During our time in the vehicle, we achieved 5.6L/100km, a figure that should be easy to improve on. Performance wise, youre looking at 9.9 seconds in the 0-100kph sprint with a top speed of 194kph.
In terms of drivability, the 1.4 TDI offers a pleasant drive and makes light work of overtaking using a 5-speed manual transmission. With more power on tap, this 77 kW Polo has particularly good mid-range acceleration and manages just fine at the highway speed limit. Its also nice to know that theres always a bit more power in the reserves if you happen to need it.
Volkswagen Polo 1.4 TDI Price in South Africa
You can expect to pay R223 500 for the 55 kW Polo 1.4 TDI Trendline and R252 000 for the Polo 1.4 TDI Highline. The 77 kW 1.4 TDI is also available for the Cross Polo at a cost of R260 000.
Prices include a 3-year/45 000km service plan, 3-year/120 000km warranty and a 12-year anti-corrosion warranty. Service intervals are set at 15 000km.
Volkswagen Polo GTI Manual
Volkswagen also took the opportunity to introduce the Polo GTI in manual form, which now joins the DSG version in the lineup. The Polo GTI is powered by a 1.8-litre TSI engine that offers 141 kW but with 320 Nm of torque in manual guise, which is 70Nm more than the DSG version (250 Nm). The Polo GTI manual comes fitted with a 6-speed manual transmission and performance figures are identical to the DSG version. That means that the Polo GTI manual is capable of 0-100kph in 6.7 seconds with a top speed of 236kph. Fuel consumption suffers marginally in manual form with a combined consumption figure of 6.0L/100km compared to the DSGs 5.6L/100km.
We were introduced to the Polo GTI manual at Red Star Raceway in Delmas, where we had the opportunity to thrash it around the track. Sport Mode is engaged via a button on the centre console and off you go! The track is designed for motorbikes, so the corners are tight and engaging. The Polo GTI manual handled the corners like a beast and its performance was admirable. However, we cant wait to spend more time with the Polo GTI manual to test it properly in real world driving situations. We will hopefully have it on test soon to give it a thorough examination.
Is the Polo GTI manual better than the DSG? The answer will depend on whether you wish to manipulate the performance or whether you want it served to you. The choice is yours!
Volkswagen Polo GTI Manual Price in South Africa
The Polo GTI manual is priced from R313 300 while the DSG is priced from R328 800.
The price includes a 3-year/45 000km service plan, 3-year/120 000km warranty anda 12-year anti-corrosion warranty. Service intervals are set at 15 000 km.
Mini Cooper S Paceman Automatic (2015) Review
Of all the various Mini models on offer (and there are many), the quasi-SUV/coupe Paceman is probably the hardest one to pigeon-hole. But then again, that is arguably one of the main reasons for its existence. This is a car that is aimed at non-conformists who strive not to be pigeon-holed in the first place. This is all very good and well, but it does make it rather difficult to judge the Mini Paceman as a consumer product. A week behind the steering wheel shed some light on its appeal.
Look-at-me design
Largely based upon the underpinnings of its Countryman sibling, the Paceman cuts a very distinctive figure. The ride height is lower, the roofline slopes towards the rear and the back end is probably its most attractive angle. Towards the front-end, it is pretty much standard Countryman fare, but then weve generally been fans of that butch Minis looks, so it all comes together rather nicely.
Mini, of course, prides itself on the customisation it offers and states that more than 100 000 different exterior combinations are possible for the Paceman. Our test unit was particularly striking and turned many heads, even a few years after the Paceman was originally launched. This test car boasted such options as twin-spoke black Burnished 18-inch wheels, white roof and mirror caps, a John Cooper Works aerodynamic kit, white sport stripes, glass sunroof, adaptive xenon headlamps etc. With all the accessories added (including the interior extras), the price of the Paceman was bumped up by more than R100 000, taking it to an all-in total of R516 153 which is rather scary!
Then again, if you want exclusivity, individuality and the Paceman’s crossover SUV/coupe design appeals, then theres nothing at this price that actually competes
Compromised packaging
The interior will be familiar to any Mini driver. You still sit slightly on top of the seat, rather than in it, and theres the same switchgear, with the info-tainment system screen incorporated in the giant round speedo perched near the top of the centre hangdown section. The rev counter is however positioned on top of the steering wheel. Once you get used to the myriad of toggle switches on the facia, and the structure of the iDrive-based info-tainment system, youll start appreciating the individuality of the interior design and layout far more. A very nice touch is the ability to change the colour of the interior’s ambient lighting.
Mini has compensated for the loss of the rear doors by making the Pacemans doors very long. This does make for easier access to the rear but you have to mind them in tight parking spots. Once seated in the back, which is tailored for two and split by the so-called centre rail, taller occupants will notice that the head- and legroom is not quite as generous as in the Countryman. The same goes for the boot the 330 L claimed figure flatters to deceive. At least you can fold the rear seatbacks down to free up to a claimed 1 080L of utility space.
In terms of standard features, the Cooper S Paceman ticks most of the must-have boxes. You get a multi-function steering wheel, leather upholstery, climate control, cruise control, radio/CD with Bluetooth, aux/USB-support and auto wipers/lights. The safety package is comprehensive and includes electronic stability control (ESC), six airbags, and front passenger airbag deactivation.
Unfortunately you pay extra for gearshift paddles, automatic anti-dazzle rear-view mirror, navigation and park-distance control, which at this price should maybe be included as standard. Some of the nice-to-haves fitted optionally to this car include; electric sliding glass roof, Harman/Kardon sound system, and a music interface for smartphones.
Strong performance
The Cooper S Paceman is powered by the brands well-known turbocharged 1.6-litre petrol engine that delivers 140 kW and 240 Nm of torque. There is an overboost function that lifts the torque output to 260 Nm, though over a shorter rev range (1 700 4 500 rpm) than the usual torque maximum, which spreads from 1 600 to 5 000rpm.
This particular test unit also features the brands six-speed automatic transmission, and Mini claims a 0-100kph sprint time of 7.7 seconds and a 214kph top speed. The combined-cycle fuel consumption figure is said to be 7.5L/100 km and the fuel tank is quite small at 47L, so the range is rather limited, especially if youre going to dig into the performance often.
And, to be honest, you have to dig into the Cooper S Paceman to extract driving enjoyment. This is mostly due to the automatic transmission, which in an effort to save fuel, heads for the higher gears and tries to stay there. Consequently you have to be decisive with the throttle to get it to shift down when needed. Of course, you can effect gearshifts manually using the lever, but gearshift paddles on the steering wheel wouldve made this a more enjoyable experience. That said, once youve hooked the right gear, the Cooper S Paceman responds with a strong surge of power.
Firm ride
By their very nature, Minis are never going to offer the supplest of suspension set-ups, but the Countryman-sourced underpinnings do help slightly in this regard. Of course, this particular Cooper S Paceman is lowered and stiffened as it caters to a more performance-oriented buyer than the Countryman. As a result the ride is most definitely on the firm side and it struggles on poor surfaces. But on the other hand, when the road surface is reasonable, it is not as crashy as Mini Cooper Ss used to be in the past. It generally strikes a fine compromise, especially as the agility that is such a core ingredient of the Mini recipe is largely still on offer, notwithstanding the higher centre of gravity (compared with a “normal” Cooper S).
We enjoyed the steering feel offered by this model, too, as it delivers enough feel and weighting when driving enthusiastically, but is also light enough around town. And as is usual for a Mini, steering accuracy is really good too.
Conclusion and Summary
Finding rivals for the Mini Cooper S Paceman Automatic is rather difficult. In essence what we have here is a more affordable, slightly smaller Range Rover Evoque coupe rival. You could consider another individualists choice such as the Citroen DS4, or head for stylish but more mainstream offerings from the premium brands vehicles such as the Volvo V40 Cross Country, Mercedes-Benz GLA or even the Audi Q3. Ultimately, however, this is one of those vehicles that you will buy because you want it, not necessarily because it is better than a rival product or because it is a practical choice, but because you desire it. And only you know the answer to that question
Mini Cooper S Paceman Automatic Price in South Africa
The Mini Cooper S Paceman Automatic costs R417 900, but there are a great many options to choose from. Our test cars was specified with more than R100 000-worth extras. All Minis are backed by a two-years/unlimited km warranty and the Paceman comes with a three-years/75 000 km Maintenance Plan.
The Mini Cooper S Paceman will certainly go when you push the throttle. It will also gather lots of questions from onlookers, mostly complaining about how it’s not a real Mini. I didn’t have an answer for them. If you can answer them, then maybe this is the car for you Ashley Oldfield
We Like: Individualistic style, Performance
We dont Like: Automatic box blunts the fun, pricey options
Also consider: Volvo V40 Cross Country T4 Momentum Auto, Mercedes-Benz GLA200 Automatic, Citroen DS4 THP 200 Sport
Suzuki Baleno Previewed ahead of Frankfurt
The Suzuki Baleno has been sneakily revealed (in side profile only) ahead of the Frankfurt motor show next month. The Baleno is a follow up from the iK-2 Concept shown at last year’s Geneva motor show. No official details have been announced regarding the Baleno apart from that it is a compact car. Suzuki has loads of compact cars already with Splash, Celerioand Swift all considered compact. The Baleno’s size in concept form was 4023mm long and 1920mm high, suggesting it may be more VW Golf sized. The Baleno will also feature Suzuki’s new 1.0-Litre turbo engine, which it comically calls BOOSTERJET direct injection turbocharging. The engine will compete with other tiny turbos in power and efficiency so expect between 60 and 90 kW with torque between 140 Nm and 180 Nm. More details will be officially revealed when the car takes to the stage at the Frankfurt motor show, where Cars.co.za will be reporting from live. Meanwhile, watch this short video on the Baleno.
Mazda will reveal the Mazda Koeru, a new crossover SUV concept at the Frankfurt motor show next month (September 2015).
Koeru, Japanese for exceed or go beyond, will be a step into the coupe/crossover/SUV market. A few other brands have dipped their toes into this segment with the like of BMW X4 and Merc GLE Coupe being the most notable. The Koeru will likely be called a CX4 if it makes it to production. Mazda aims to target performance, efficiency and overall value with the Koeru.
Koeru uses Kodo
KODO Soul of Motion design is continued, the Koeru concept we see here looks purposeful and aggressive, no doubt Mazda will tell us it has been styled on some predatory wildlife. In true Mazda style, it is punting fun-to-drive dynamics and SKYACTIV technology for better fuel efficiency.
The carmaker will also display its new-generation model line-up in Frankfurt. Highlights include an all-new Mazda MX-5 complete with accessories as well as several SKYACTIV powertrains.
