Renault Captur 88 kW Dynamique (2015) Review

The Renault Captur is a compact crossover based on the Renault Clio that offers a bit more space, a higher ride and an automatic gearbox option. It jumps into a segment that’s relatively new but dominated by the Ford Ecosport. Renault hopes to steal sales with its good looks, perky engine and strong standard specification offering. We spent some time getting to know the new Captur 1.2 automatic to see how it’s likely to stack up against the competition.

Capturing the market

Renault has found success with Clio and Duster by offering smart style with impressive spec at a tough to beat price. It seems to reapply the same philosophy to the new Captur, as the compact crossover is a good-looker with generous proportions. Spec levels are also exceptionally good and the price appears very competitive for an automatic model.

Turbo engine with a dual-clutch

Renault has opted to slot two different turbo engines in the Captur, the entry models are equipped with the same 0.9-Litre turbo from the Clio. This top model makes use of a 1.2-Litre turbo with power claimed at 88 kW and torque at 190 Nm. It’s ample for a hatch/crossover and whether you just want to potter along in traffic or race the traffic to get to work on time the engine is more than capable of coping. The automated dual-clutch gearbox used in tandem with the engine isn’t as good though, it often finds itself confused as to what gear it wants to be in. Areas where yielding occurs like traffic circles or slip-ways can be annoying and jolty as the gearbox hunts around for a gear. In straight line acceleration the ‘box is fine and when knocked into manual mode shifts quickly.

Economy though is extremely good and Renault claim a figure of 5.4L/100km. Not quite as good as the three-cylinder entry units, but in all likelihood you’ll achieve better fuel consumption in this 1.2-Litre than in the smaller engine, due to not having to push it as hard to move about.

Good value interior

The specification is impressive no matter what Captur you buy and the only options on this top model you can still add on are leather upholstery and heated front seats. The interior design is smart and modern and all models are standard with the seven-inch touchscreen that controls media and navigation duties. The screen seems to be faster and more sensitive to touch now, making it a pleasure to navigate through menus.

Renault does know how to make a grey interior and the Captur seems a bit devoid of colour apart from the touchscreen that offers up a bit of visual interaction. The exterior is vibrant and shouts to be looked at, but the interior doesn’t quite match up. The fit and finish is a bit questionable as our unit acquired a few rattles whilst in our hands and the gear shift button feels like a flimsy afterthought. Overall though you get good value as the spec is exceptional. Navigation is standard across the range as are Bluetooth, USB and Aux connectivity. Cruise control, steering wheel controls and climate control also make it as standard fare.

Space is a strong export of the Captur, it has a two-stage boot that can either hold 377-Litres or in its largest configuration cope with 455-Litres. The seats fold flat too and it has sufficient storage places around to keep even the most cluttered of lifestyles happy.

Ride and Drive

The larger engine Captur handles our diversified road surfaces adequately and darts around impressively for a vehicle of this nature. Bumps and road surface changes are dealt with easily and the suspension seems well set up as it settles back to norm after jolts quickly. The steering is light, but responsive and you’ll be confident with it at freeway and back road speeds. The pedals can take some getting used to, the brake pedal especially can be quite snatchy. The throttle on the other hand has a lot of travel and you need to press it a long way to get it to respond.

Safety

As we’ve come to expect from Renault, safety is a key priority within the brand’s products. All safety systems available are standard throughout the Captur range and encompasses both active and passive safety features. There’s ABS, EBD with brake assist, stability control and four airbags as a base. ISOFIX anchor points are available as are rear parking sensors.

Verdict

The Renault Captur is a welcome entrant to the compact crossover segment, it certainly rivals the competition for looks and gives them a run for their money in the specification department. It rides and handles very well and is more spacious and practical than you’d expect from something based on a Clio chassis. The interior is nicely designed but some of the fit and finish leaves a bit to be desired. Thankfully that doesn’t detract too much from the overall package and we’re almost certain they’ll sell well in SA.

Renault Captur Pricing

There are three models in the Captur range starting with the 66 kW Expression at R219 900. The upgraded specification Dynamique hit in at R239 900. Our test unit here is the 88 kw Dynamique and costs R279 900.

Team Opinions

The Renault Captur offers a lot of car for not a lot of money. Combining Euro chic looks with a small capacity engine, the Captur’s drive is not unpleasant although the auto gearbox isn’t as good as an equivalent DSG/S tronic. All in all, it’s another valiant budget-beating offering from Renault. -David Taylor

With such good looks, excellent standard features and an attractive price the Captur can only succeed. Families that need usable space may still have to go the Duster route, though, as the Captur is not quite as spacious inside as I had thought. -Hannes Oosthuizen

We Like: Style, space, practicality and standard specification

We Don’t Like: Jittery dual-clutch ‘box and interior fit

Also consider: Nissan Juke, Ford Ecosport, Peugeot 2008

Compare the Captur to the Juke manual and Ecosport here

Renault Captur Specs

Captur Specs

Renault Captur Buying Advice: Pricing and Rivals

Renault Duster Oroch Revealed

Renault has officially revealed its medium-sized bakkie and it has retained the Oroch name which we first saw in the Oroch Concept. Renault hopes to push back traditional boundaries to create a new segment within the bakkie regiment. The brand’s expansion into the pick-up segment comes when other manufacturers like Mercedes-Benz are also looking at the bakkie segment as ripe for the taking.

Double Cab Mini Bakkie

The Duster Oroch will expand the Duster family worldwide, it combines the functions of a double-cab bakkie with the space, performance and comfort of a compact and sporty SUV.

The new Renault Duster Oroch slots in between the half- ton and one-ton bakkies. However, the Oroch has been designed with four doors and five seats so it brings something different to the market. The competition in this part of the segment are purely workhorses like the Nissan NP200 and the Chevrolet Ute. The Oroch brings a baby double-cab to the segment. It is scheduled for international launch in the second half of 2015.

Renault Duster Oroch engine?

Engine designation and outputs are yet to be confirmed, but it’s fairly safe to assume that it would use the same 1.6-Litre petrol and 1.5-Litre turbodiesel currently in the Duster SUV.

“This new model, Renault’s first pickup, is the next step in Renault’s globalization strategy. With Renault Duster Oroch, the brand is launching its offensive in the competitive pickup segment”, said Ashwani Gupta, Renault’s Global Head of Light Commercial Vehicles.

Renault SA was approached for comment and a spokesperson said that while the Duster bakkie wasn’t on the cards immediately, there’s potential after the first quarter of 2016. Given the Duster’s success in South Africa, we think Renault SA would be mad not to bring it in.

Mercedes-Benz GLC Revealed

Mercedes-Benz has revealed its second generation GLC mid-size SUV which comes with a host of improvements over the previous GLK model. The new GLC is packed with safety assistance systems and is more efficient than before with fuel consumption being cut by up to 19%. Equipped with 4MATIC permanent all-wheel drive and AIR BODY CONTROL multi-chamber air suspension, the GLC now offers improved ride comfort and performance.

Exterior Styling

In terms of styling, the new GLC features short overhangs, an upright 3-D grille with twin louvres and a centrally positioned Merc star. The bumpers feature integrated underguards and buyers can also choose between either AMG or Off-Road styling packages. The wheelbase has grown by 118 mm and the GLC takes on a distinct coupe look. There’s matte black cladding on the wings and wheel sizes up to 20-inches are up to tackle tough terrain. The rear end is broad and features split LED tail lights while the fin for the antennae is no longer needed as this has now been integrated into the exterior mirrors.

Interior Styling

The interior has received some love and high quality materials are used throughout, including nappa leather and open-pore wood trim. There’s also a newly designed dashboard and centre console, which houses the air vents, infotainment display, a newly developed touchpad and a new Head-up Display. The new GLC now also offers more space than before and there’s  an optional large-area panoramic glass roof which adds to the airy feel in the cabin. Boot space is at 580-litres, which expands to up to 1 600-litres with the 40/20/40 split rear seats folded down. The loading sill has also been lowered by 40mm with the help of AIR BODY CONTROL  and there’s also HANDS-FREE ACCESS that automatically opens the tailgate by swiping your foot under the bumper.

Engine Power

On the engine front, there are two diesel derivatives and one petrol model available. In addition, there’s also a plug-in hybrid model in the lineup. The GLC220d and 250d are powered by a 2.0-litre turbodiesel engine offering 125 kW/400 Nm and 150 kW/500 Nm respectively. The GLC250 petrol variant is powered by a 2.0-litre turbo engine delivering 155 kW and 350 Nm of torque. All these variants are mated with a 9-speed automatic transmission.

The plug-in hybrid version is paired up with a 85 kW electric motor and the same 155 kW petrol motor used in the GLC250. A 7G-TRONIC PLUS automatic transmission is used to put that power to the road. This variant, according to Mercedes-Benz, can travel up to 34 km on electric power alone. Five driving modes including Eco, Comfort, Sport, Sport+ and Individual are offered as standard via DYNAMIC SELECT.

Safety Features

The new GLC comes packed with safety features and these include Collision Prevention Assist Plus, Crosswind Assist, Headlamp Assist and Attention Assist fitted as standard. With the Driving Assistance Plus package, features such as Distronic Plus with Steering Assist and Stop&Go Pilot, PRE-SAFE Brake with pedestrian detection, BAS Plus with Cross-Traffic Assist, Active Blind Spot Assist, Active Lane Keeping Assist and PRE-SAFE Plus. There’s also the optional 360° camera and Active Parking assist which helps get into those tight parking spaces with little effort.

The Mercedes-Benz GLC will be available in South Africa in the third quarter of 2015.

Mercedes-Benz GLC Video

 

Mercedes-Benz V-Class (2015) First Drive

Mercedes-Benz went all out to launch the new V-Class in South Africa and it has arrived in style. We attended the launch of the new MPV in Johannesburg at the specially constructed V-Class Dome where the media were introduced to the vehicle. It was all lights and music when the new V-Class suddenly appeared being lowered from the high ceiling with chains to the stage below – very fancy!

The new V-Class is a ‘Jack Of All Trades’ kind of vehicle and is aimed squarely at large families, leisure enthusiasts and business users. Mercedes-Benz made it clear that the V-Class is not a commercial vehicle, but rather blends the brand’s passenger vehicle expertise into an MPV that’s clearly differentiated from the ordinary.

In The Lap of Luxury

Step inside the new V-Class and you will soon realise what Mercedes-Benz is trying to achieve here. Whether you are seated in the front or rear, luxury is ever present. If you are familiar with the new C-Class then you will feel right at home in the V-Class, because the interior is near identical and that means that all that tech is part of the package too.

Speaking of tech, there’s lots of it. Standard features include Crosswind Assist, Attention Assist and Active Parking Assist which takes care maneuvering the V-Class safely into its parking bay. Buyers can also opt for a host of additional optional features such as a 360° camera, DISTRONIC PLUS adaptive cruise control with Collision Prevention Assist, Lane Keeping Assist, Blind Spot Assist, LED Intelligent Light System and Adaptive High Beam Assist.

The infotainment system takes care of audio, telephonic and navigational functions and is accessed via a free-standing 7-inch central display. Functionality is enhanced using a touchpad, which is a nifty piece of equipment also found in the new C-Class.

The new V-Class is flexible and is equipped with four individual seats with armrests at the rear. Additional seating can be had to accommodate either seven or eight passengers and they can be placed in varying positions according to your needs. The seats are set on a rail system and can be moved or removed completely to increase load space. On higher spec models, the rear windscreen can open separately to the tailgate which provides additional access to the loading bay. Overall the interior is very smart and the leather seating will keep any passenger happy.

Under the Bonnet

Three equipment lines are on offer and these include V-Class Standard, V-Class BlueTEC and V-Class BlueTEC AVANTGARDE. All variants are powered by a 2.2-litre turbodiesel engine with three power outputs on offer. The entry-level V 200 CDI offers 100 kW and 330 Nm of torque whilst the mid-range V 220 CDI offers 120 kW and 380 Nm of torque. The top-of-the-line V 250 BlueTEC offers 140 kW and 440 Nm of torque.

The V 200 CDI and V 220 CDI are fitted with a 6-speed manual transmission as standard while the V 250 BlueTEC features a 7G-TRONIC PLUS automatic transmission, which is also available as an option on the other models. AGILITY SELECT is offered as an option with the automatic transmission which allows the driver to select a preferred driving mode including ECO, Comfort, Sport and Manual.

On our short driving test covering about 35 km of highway and urban roads, we were able to test the V 220 CDI and the V 250 BlueTEC, both fitted with the 7-speed automatic transmission. The V-Class, thanks to all its luxury appointments was comfortable to drive with good ride and handling. We found that the automatic transmission wasn’t as responsive as we’d hoped for but the engine/transmission combination managed to perform fairly well despite feeling a bit under powered. The fact that we were driving in convoy also meant that we weren’t able to test the full capability of the vehicle. Nonetheless, the V-Class impressed with its styling and luxurious interior and we look forward to having it on test for a more thorough evaluation.

Mercedes-Benz V-Class Price in South Africa   

V 200 CDI Standard – R 695 981

V 220 CDI Standard – R 726 875

V 250 BlueTEC – R 782 416

V 220 CDI AVANTGARDE – R 949 175

V 250 BlueTEC AVANTGARDE – R 984 196

Pricing includes the Mercedes-Benz Premium Drive 6-year/100 000km maintenance contract.

Peugeot Reveals 308 GTi Hot Hatch

Peugeot has taken the wraps off its 308 GTi hot hatch. The performance focused pocket rocket will debut at the end of June at the Goodwood Festival of Speed. It features a high powered 1.6-Litre turbo motor, race-ready interior and enhanced suspension dynamics.

Exterior spruce up

The 308 GTi has been visually tweaked to appear more aggressive and fast, sitting 11 mm lower to the ground. The nose features LED headlamps, flanking a new black radiator grille with a horizontal chequered pattern and gloss-black finishing. Below the bumper, two front spoilers boost aerodynamic performance. The redesigned door sills hint at the car’s aggressive nature, while the new rear design features a gloss-black section housing the twin exhaust pipes. Finally, a wider track has been employed front and back in order to offer more grip and cornering prowess.

Interior

Red stitching is used on the upholstery, door panels, gear lever and floor mats. The door-sill carries the GTi and Peugeot Sport logos and is finished in aluminium. The same material is used on the pedals, foot rest and gear knob. If you opt for the top spec 308 GTi, the bucket seats are upholstered in Alcantara with GTi signatures stitched into them.

The 308 GTi is equipped with the Driver Sport Pack. Pressing the Sport button on the centre console changes the display from white to red, shows additional information on the central read-out (power, torque, boost, lateral and longitudinal acceleration), enhances the engine’s throaty growl and changes accelerator pedal mapping for a more engaging driving experience.

308 GTi engine

A 1.6-Litre turbo with two separate outputs will be available for the 308 GTi. The introductory model is equipped with 182 kW and 330 Nm of torque. That’s good enough to get it to 100kph in 6.2 seconds. If you want more from the 308 GTi then Peugeot does also offer it with 200 kW and the same 330 Nm of torque. It sprints to 100kph a bit quicker than the intro model making the 100kph sprint in 6.0 seconds. Both cars have to be electronically restrained at 250kph.

Tweaked suspension

The entire vertical suspension system in the front is specific to the new 308 GTi, and including bespoke spring stiffness and shock absorber calibration. The anti-roll bar is more malleable to ensure a better match with the rear axle and enhances grip while cornering while also increasing road holding.

Exclusive to the top-spec GTi 270 is a limited-slip differential, incorporated into the transmission to improve cornering traction.

Peugeot South Africa is unable to say if the 308 GTi will come to SA but says if it is feasible that we will likely see it launch in the third quarter of 2016.

Jaguar XJ Updated for 2016 Model Year

Jaguar has announced some updates for its luxury limousine, the XJ. The 2016 model year Jaguar XJ offers mostly technological upgrades while the distinctive looks are mildly tweaked. The range has been expanded too, and now includes an R-Sport model as well as a flagship long wheelbase Autobiography model.

Jaguar XJ Details

Starting with the interior, the new car offers a new InControl Touch Pro touchscreen infotainment system which combines navigation, iOS and Android connectivity as well as a thumping 26-speaker 1300W Meridian Digital Reference audio system. The 12.3-inch instrument cluster now includes a full-screen navigation display option too. The Autobiography gains two 10.2-inch screens for the rear passengers.

In terms of engines, the revised 3.0-litre V6 turbodiesel now offers 220kW and a mighty 700Nm, while CO2 emissions have been reduced by 6%.

The exterior upgrades include a full LED headlight system as well as unique daytime running lights. The tail lamps have been tweaked as has the the rear bumper which now features a gloss black touches and a chrome insert. The air intakes have been chromed and the Autobiography model gains 20-inch alloy wheels.

In terms of driver technologies, the 2016 Jaguar XJ now offers electric power-assisted steering offers even greater feel and responsiveness and reduces fuel consumption, All-Surface Progress Control which enables smooth, effortless drive-away on surfaces such as snow and ice as well as advanced driver assistance systems including lane keep-assist, adaptive cruise control with queue-assist, reverse traffic detection, 360° surround camera system and semi-automated bay- and parallel-parking.

The new Jaguar XJ should be on sale in South Africa from late 2015.

Buying Advice: Renault Captur Pricing & Rivals (Video)



SCROLL DOWN FOR VIDEO

We’re not stock brokers, but if B-segment crossovers were a stock option, it would be the hottest on the market right now.

Cars like the Ford EcoSport have been an enormous success, in fact, the EcoSport accounted for over 45% of Ford’s sales in SA last year. But Ford would have known that at some point the party would become very crowded, and with the Renault Captur, it certainly has.

The Captur is very closely based on the Clio, a car which is also hugely popular in SA. The two lower models use the same 0.9-litre, 66 kW engine as the Clio, while the range topping 88kW Dynamique, featured in this video, uses a 1.2-litre four-cylinder turbo.

And thankfully the Captur also borrows heavily from the Clio’s attractive looks. In fact, with the extra height, we think it has more stature, and more presence.

In this video, Ciro takes an in-depth look at the new Captur, and compares it to three of its rivals, which we have detailed for you below.

For more info on the Captur range, click here
See the Captur’s three rivals in our comparison tool here

Renault Captur 88kW Dynamique Auto Ford EcoSport 1.5 Titanium Auto
Price R279 900 R270 900
Engine 1.2 litre 4-cyl petrol 1.5 litre 4-cyl petrol
Power 88 kW 82 kW
Torque 190 Nm 138 Nm
Fuel economy 5.4L/100km 6.5L/100km
0 – 100kph 10.9s Not available
Top speed 192kph 166 kph

 

Renault Captur 88kW Dynamique Auto Nissan Juke 1.2T Acenta+ Manual
Price R279 900 R277 900
Engine 1.2 litre 4-cyl petrol 1.2 litre 4-cyl turbo petrol
Power 88 kW 85 kW
Torque 190 Nm 190 Nm
Fuel economy 5.4L/100km 5.6L/100km
0 – 100km/h 10.9s 10.8s
Top speed 192kph 178kph

 

Renault Captur 88kW Dynamique Auto Peugeot 2008 1.6 Allure Manual
Price R279 900 R277 900
Engine 1.2 litre 4-cyl petrol 1.6 litre 4-cyl petrol
Power 88 kW 88 kW
Torque 190 Nm 160 Nm
Fuel economy 5.4L/100km 5.9L/100km
0 – 100km/h 10.9s 9.5s
Top speed 192kph 196 kph

Range Rover SDV8 Vogue SE (2015) Review



How does one review a vehicle such as the Range Rover SDV8 Vogue SE? Does the target consumer even bother researching the capabilities of such a machine? Or is it bought simply because of its desirability? Indeed, we found it takes only one drive to make normal motoring considerations such as fuel economy, handling, quality and standard specification seem comically irrelevant.

Certainly, even after one week of testing, we were finding the full-fat Range Rover experience such a beguiling one that we could forgive this incredible car almost anything, even at the eye-popping price. Nevertheless, for those of you who want to base your dreams in reality rather than fantasy… this is how the Range Rover SDV8 shaped up.

Presence by the bucket load

Measuring in at more than 5 metres long and riding on glitzy 20-inch alloy wheels as standard, the Range Rover is a bulky machine that casts a big shadow. But ultimately the Rangey’s imposing presence is not merely a consequence of its sheer size – the detailing of the exterior aesthetics play a big role, too.

Compared with its blocky predecessors, the current model – first introduced in 2013 – is a more rounded offering, but still carries instant brand recognition.

High-tech lounge interior

Step up into the cabin and you enter a world of first-class accommodation. Given the vast range of optional extras that are on offer, it is hard to figure out what is standard and what is not, but the attention to detail is such that even sitting in a “bare-boned” Range Rover is unlikely to leave you feeling short-changed.

It is the happy co-existence of traditional materials such as leather and wood and high-tech equipment (such as all-digital instrumentation and flush-fitting drivetrain control interfaces) that really grabs the attention. More old-fashioned owners will still feel welcomed by the charm of the cabin, while the tech fans will appreciate the bang-up-to-date tech toys.

One of the core attractions of a Range Rover drive has always been the driving position. You sit high, of course, and the rest of the cabin appears to be structured around that very positioning. You can rest your elbow on the windowsill, for example. You can see all the corners of the car, easily. And you can look lorry drivers straight in the eye as you glide past. It is the type of steering position that, subconsciously, make the driver feel successful. Superior, even. And that’s kinda the point of a Range Rover, isn’t it?

To delve into all the tech will take up far too many kilobytes of copy, so let’s just say this. Whatever is not standard, is available as an option. There are lots of toys to play with too. Range Rover’s Dual-View centre display screen remains a stunner – it allows the driver to view navigation or other important information, while the front passenger can watch a movie… on the same screen, and listen on earphones. There’s also a chilled storage box between the front seats. The steering wheel is heated. The seats are adjustable every which way (electronically, of course) and offer heating/cooling functionality, too. And the headrests are exquisitely soft and supportive like a proper pillow… Nodding off is a very real danger.

Those seated in the rear also have little reason for complaint. Our test unit was fitted a rear DVD entertainment system, so they could watch movies, too.

And what of boot space? We’re quite sure a large proportion of Range Rovers will go on holiday towing boats etc, so packing space is important. Access to the luggage compartment is via a split tailgate that opens electrically (both parts). The boot itself is large (505 L with the cover in place) and finished in very plush carpeting.

Torque… lots of it…

Tipping the scales at well over two tonnes, the Range Rover needs plenty of horses under that large bonnet. Fitted to this model is a turbocharged 4.4-litre V8 diesel that delivers 250 kW and a mammoth 740 Nm of torque, from as low as 1 700 rpm all the way to 3 000. The engine is mated with an eight-speed automatic transmission that delivers power to all four wheels.

First debuted on the Jaguar XF, the Range Rover also features the smart rotary “Drive Select” transmission controller. This stunning piece of design sits flush with a large piece of aluminium trim that stretches all the way back to the electronic park brake. In between there are the controls for the Terrain Response system, which now includes an Automatic mode, which scans the road surface and selects the appropriate off-road suspension and drivetrain settings.

Push the starter button and you’ll firstly be struck by the cool factor of the digital instrumentation panel, before you realise there’s a surprising lack of diesel clatter. Due in part to great cabin insulation, but also due to the inherently refined nature of the SDV8 powerplant, there is an almost eerie lack of engine noise.

Nevertheless, push your foot down on the throttle and the big Range responds with verve. It will reach 100 kph in just under seven seconds and has a top speed of 215 kph. But that’s almost laughably unimportant. It is the responsiveness that is most endearing, along with the silence in which the performance is delivered. The transmission does, of course, offer a Sport mode which sharpens things up even further.

Although there’s an advanced turbodiesel engine under the bonnet, this is still not a vehicle that one would buy when fuel economy is top of mind. That said, we found the Range Rover SDV8 quite economical, all things considered. The claimed combined cycle consumption is 8.7 L/100, and we averaged around 10.4 L/100, which is impressive. The fuel tank can take 105 L so stops at the gas station will not be frequent.

Don’t think you can. Know you can.

As mentioned before, the Range Rover features the latest version of Terrain Response which features all the expected modes such as “Sand” and “Mud and Ruts” etc., but now also an automated setting which does all the thinking for you. Coupled with a maximum ground clearance of 310 mm and 900 mm of wading depth, it goes without saying that this is a seriously capable off-roader. The reality is, however, that not many owners are likely to take these near-R2 million machines onto punishing terrain. But they can rest safe with the knowledge that they can. This is, again, core to the Range Rover appeal. Those of you who do intend going off-road, please mind the tyres…

On the road, where a Range Rover is likely to find itself nearly 100% of the time, this model is incredibly hard to fault. We’ve already mentioned the high-and-mighty driving position and superb comfort, but something else that needs to be highlighted is the quietness of the cocooned cabin and the sterling ride comfort. Not many vehicles manage to pull the combination of large wheels and air suspension off so impressively as this Range Rover. It simply glides over troubled surfaces. And yet it’s not all roly-poly in the corners. There are lots of electronic support systems in action and they deliver quite astonishing body control for a vehicle with such a high centre of gravity.

Conclusion and Summary

How do you judge a machine such as the Range Rover SDV8 Vogue SE? The question is made all the more difficult by the fact that it doesn’t appear to have any direct rivals. Does that, in itself, mean it is the ultimate? Think of it this way… When you put a Rolls-Royce Phantom next to the current (and excellent in every way) Mercedes-Benz S-Class, the price difference seems ludicrous and unjustifiable.

But… this is only because you are trying to measure a Rolls-Royce by what is measureable. Factor in the immeasurables, such as class, status and desire, and the comparison suddenly appears pointless. The Range Rover is the same. It is truly the Rolls-Royce of SUVs. Nothing else comes close.

Compare the Range Rover SDV8 Vogue with a Mercedes-Benz GL350 and Infiniti QX80 here

Range Rover SDV8 Vogue SE Price in South Africa

The Range Rover SDV8 Vogue SE costs R1 820 683 and comes with a three-year/100 000 km warranty and five-year/100 000 km Maintenance plan.

Team Opinion

Combining luxury and prestige with superior off-road ability, the Range Rover SDV8 can easily be called one of the world’s ultimate vehicles. Not only is it simple to drive, but it oozes charm and sophistication that few cars can match.-David Taylor

This is the one car to rule them all. There’s nothing the Range Rover can’t do and if you have the money there isn’t a competitor that can match it. Teamed with a diesel auto it makes driving a no hassle, nearly guilt-free adventure at every turn. -Ashley Oldfield

We Like: Status, Luxury, Off-road ability

We don’t Like: Slow infotainment system

Also consider: Mercedes-Benz GL, Lexus LX, Infiniti QX80

Range Rover SDV8 Vogue SE Specs

Specs

Audi A7 Sportback 3.0 TDI quattro (2015) Review



The Audi A7 Sportback was introduced back in 2010 when the German brands saw a gap in the market for large saloons with avant-garde styling, but without the impracticality. Rivals Mercedes-Benz and BMW have their own offerings, of course, in the CLS and 6-Series respectively. This facelifted A7 attacks with an all diesel lineup (sans S7 and RS7) aimed at the more discerning buyer looking for style, precision and unmatched fuel economy.

What’s new?

For 2015, Audi hasn’t changed much to the exterior of the A7 Sportback. It has the latest, edgier version of Audi’s grille up front, standard LED headlights and a few crease differences in the bumpers. The 3-Litre engines develop more power and there’s a triple-turbo in the top of the range diesel. That’s not the model we had on test though, we got to grips with the entry level (if that term can be used in a car that costs R950k) 3.0 TDI quattro.

The diesel side

If you’re looking for the best, most refined and smoothest turbodiesels, Audi is the right place to be. Nobody knows how to get the best out of a diesel engine like a manufacturer that has won Le Mans eight times with a diesel engine (three with a petrol). The 3.0 TDI in the A7 Sportback is a pearl, and develops 200 kW and 580 Nm of torque.

It doesn’t sound like a tractor when you idle and the power delivery is so linear that the surge starts from just above idle all the way until the seven-speed dual-clutch ‘box clicks over the next gear. In standard D mode, the gearbox is set to be as efficient as possible so it does have a tendency to shift earlier, and as a result requires multiple kickdowns if you want to power out of a corner. This is mostly rectified by running the gearbox in Sport mode, but you can kiss you fuel economy goodbye.

Speaking of fuel economy, Audi claims an astonishing 5.2L/100km for this engine on a combined run. While there’s almost no hope at all you’ll ever return that kind of figure, we did see it average 7.0L/100km over the week-long test. That’s pretty acceptable in a luxury coupe-sedan like this that weighs around 1.7-tonnes.

Luxury Interior

We stepped right out of the Audi S6 a week earlier and into this A7, so it was a nice feeling to not have to familiarise ourselves with the controls. It’s easy to live with an Audi in this respect, the switches and dials are easy to figure out and placed well within reach of the driver. The A7 Sportback we had was specced with heated seats, a luxury that’s going to be hard to live without in the cold Cape winter. There’s premium leather everywhere and a resounding aura of tranquillity as you waft along in your own “cocoon”.

Safety wise the interior has you covered and there are more than enough options if you want to upscale the safety package even further. Audi pre-sense is a great system that will warn a driver if a collision is imminent and if no action is taken, will brake itself. There is also a night vision option, adaptive cruise control and lane departure warning.

Ride and handling

With quattro as standard across the A7 Sportback range you know what you’re in for. The control and grip that you get from the system relays an inspiring drive. The A7 rides smoothly over bumps and road imperfections, it’s a proper long distance cruiser that’s comfortable and adequately dynamic. You can upgrade to the dynamic steering option and the quattro sports differential that distributes power in order to make the handling sportier but it’s good enough with all the standard settings in our opinion.

Verdict

It’s difficult to differentiate the products in this segment. All three Germans put forward a similar case of luxury business sedan with looks to match the opulence. In the end it will come down to visual appeal or what your preferred brand is. It’s hard to fault the A7 Sportback 3.0 TDI. It does the business sedan part of the equation extremely well and its looks match what the competition puts out there. It has an awesome engine and if you’re going to be doing a lot of miles and can afford the large R947 400 price tag, then this is where you should be looking.

Team Opinion

I’ve always been a fan of the Audi A7’s looks, so am happy that it hasn’t been fiddled with too much. Otherwise, it’s the engine that’s the stand-out factor here – it’s beautifully refined, punchy and economical. As ever, the build quality is simply superb, too. – Hannes Oosthuizen

The A7 is a class act, combining the best of Audi’s interior tech, terrific engines and graceful looks. It’s a tough product to fault, particularly in 3.0-litre diesel guise. It makes for a magnificent alternative to the standard luxury sedan too.– David Taylor

We Like: Engine performance and efficiency, ride, smooth kerb-side presence

We Don’t Like: Not much other than the price

Also consider: BMW 6 Series, Mercedes-Benz CLS

Compare the A7 Sportback with the 6 Series and CLS here

Audi A7 Sportback Specs

Specs

Renault Clio 220 Trophy Details Released



Renault announced earlier this year that it would be making a Clio Trophy and details were scarce. Now the car has been fully unveiled and we’ve got all the info surrounding this halo product.  Renault South Africa recently launched the Renault Megane Sport 275 Trophy, which is the brand’s flagship performance vehicle.

Clio 220 Trophy gets more power

It features a larger turbocharger and revised mapping compared with the 200 models, boosting the outputs of the 1.6-litre turbo engine by 15 kW and 20 Nm to 163 kW and 260 Nm, with a further 20 Nm available through the ‘Torque Boost’ feature in fourth and fifth gears.

There is also a revised air intake and exhaust system to minimise back-pressure losses. The rev limit has been raised to 6 800rpm from 6 500rpm in the 200 versions. Boost pressure has been increased from 0.96 bar to 1.03 bar. This all translates into a 0-100kph time of 6.6 seconds on the way to a top speed of 235kph.

Dual clutch update

Most complaints about the current generation Clio Sport are about the gearbox. Renault says it has addressed these issues by substantially recalibrating the unit found in the Clio 220 Trophy. It now delivers up to 50 per cent faster shifts and permits greater flexibility in Sport mode for more comfortable driving in built-up areas. The paddles have been revised with 30 per cent shorter travel in order to provide a more immediate and responsive feeling.  The higher rev limit along with new software calibration allows earlier down changes under heavy braking during track use.

Stiffer setup

The Clio 220 Trophy is lowered by 20mm at the front and 10mm at the rear. To put that into perspective, the Cup chassis on the regular Clio RS is only 3mm lower than the standard set-up. The dampers of the 220 Trophy are firmer and there are 40 per cent stiffer rear springs.

Special white matte colour

The Clio 220 Trophy is available with exclusive Frost White paintwork, a new and distinctive matte body colour.  This colour also comes with an optional gloss black roof and rear spoiler.  Glacier White, Deep Black, Flame Red and Liquid Yellow are also available.

Numbers are limited globally so SA is unlikely to make the short list, but if Renault plans to extend the limited run then we could see it in South Africa.