Image: Volvo

The introduction of the new XC90 ‘B’-badged cars represents a major step for Volvo cars towards its electrification era. The new ‘B’-badged cars complement Volvo’s existing T8 Twin Engine plug-in hybrid, an electrified option on the new Volvo XC90. We had the opportunity to test out Volvo’s halo SUV, and it has improved refinements and gains at the petrol pump are marginal. Thankfully the things we love about the XC90 remain strong, from the beautifully crafted cabin, upmarket styling, and good standard specification to the relaxed driving manners. Volvo SA quietly introduced the updated XC90 range to the local market, while the aesthetic is very subtle the biggest change took place under the bonnet. 

Image: Volvo

Power in the XC90 B5 comes from a 2,0-litre four-cylinder turbocharged petrol engine with 48V mild-hybrid assistance. It produces 183 kW of power and 350 N.m of torque paired to an eight-speed automatic transmission. The new powertrain doesn’t present much in the way of improved performance as the transition from T5 and B5 has seen a power drop marginally from 187 to 183 kW, while torque remains the same at 350 N.m.

The Volvo XC90 possesses contemporary Scandinavian design and craftsmanship both inside and out, the Inscription model offers subtle upgrades to the original award-winning design, such as Nappa Soft Leather Perforated and ventilated upholstery, multi-directional lumbar support, driver and passenger seat power cushion extensions, 20-inch 10 spoke alloy wheels with a diamond cut light grey design, matte Silver front grille with chrome surround, multicolour theatre lighting and a hands-free power tailgate.

Image: Volvo

Inside the Volvo XC90 you will find a laminated panoramic moonroof with a power sunshade, heated front seats, automatically dimmed rearview mirrors and door mirrors. The unique intuitive Volvo technology and safety features on the XC90 include Sensus navigation, road sign information, lane keeping aid, oncoming lane mitigation, brakes with hill start assist and automatic hold, adaptive cruise control, blind spot information with steer assist and cross-traffic alert with auto-brake and 12-inch infotainment system with Apple CarPlay and AndriodAuto.

Image: Volvo

We can’t say we have had any qualms regarding the mechanical refinement of any of the XC90s that have passed through our test fleet but the B5’s mild-hybrid setup has upped the game, proving impressively smooth and quiet even under hard acceleration. The Volvo XC90 is more for luxury-derived family use but is still sporty as well, its top class rivals are the Land Rover Discovery sport P300e R-Dynamic SE and the Lexus RX350L EX. 

Volvo XC90 B5 AWD Inscription Match up:

Model: Volvo XC90 B5 AWD Inscription

Price: R1 283 500

Power: 183 kW 

Torque: 350 N.m

0-100 km/h: 8,44 seconds

Top Speed: 180 km/h 

Fuel Consumption: 8,76 L/100 km

Model: Land Rover Discovery sport P300e R-Dynamic SE

Genuine off-road capability and brand cachet make the Discovery sport an appealing choice, as do the performance and fuel economy of its innovative hybrid powertrain. Doesn’t conduct itself quite well as the XC on the road.

Price: R1 411 600

Power: 277 kW 

Torque: 540 N.m

0-100 km/h: 6,6 seconds

Top Speed: 209 km/h 

Fuel Consumption: 2,50 L/100 km

Model: Lexus RX350L EX 

The naturally aspirated V6 means it falls short of the others in terms of fuel economy but the RX’s spacious cabin, generous specifications and sophisticated road manners, allied with a comparatively competitive asking price make it a worthy rival.

Price: R1 233 500

Power: 216 kW 

Torque: 358 N.m

0-100 km/h: 8,33 seconds

Top Speed: 200 km/h 

Fuel Consumption: 12,20 L/100 km

Find the full story in the April 2022 issue of CAR Magazine.

The post Volvo XC90 B5 AWD Inscription appeared first on CAR Magazine.

Images: Carmag

With more power and improved delivery, the tried and tested four-cylinder BMW 520d turbo diesel Steptronic produces a capable 140 kW of power and 400 N.m of torque, BMW claims it will go from 0 – 100 km/h in 7,2 seconds although our own stopwatch time signalled 7,95 seconds during tests. Other claimed figures include a top speed of 235 km/h and fuel consumption of 6,24L/100 km, which we verified with an impressive fuel-route figure of 6,10L/100 km. Despite its size and mass, BMW claims the average stopping time for the saloon is 2,81 seconds at a distance of 36,8 metres.

Images: Carmag

Stepping inside the cabin, BMW includes their latest semi-autonomous driving aids such as the Adaptive radar-guided cruise control, lane-warning assist and sat-nav commands on the heads-up display which add to an impressive and seamless driving experience. The Adaptive radar-guided cruise control detects and shows a clear display of all vehicles around at any given moment, including vehicles approaching from the rear that appear in the blind spot.

The light steering of the BMW 520d lends itself to intuitive handling despite its large body. This is thanks to the integral active steering that is based on the telemetry from the front axle that can command the steering angle from the rear wheels. At lower speeds, the BMW 520d showed great agility and was able to perform tricky manoeuvres by turning the rear wheels in the opposite direction to the front wheels. At 60 to 80 km/h the rear wheels turn parallel to the front wheels to increase driving stability and comfort.

Images: Carmag

The BMW 5 Series remains a stalwart in the firm’s portfolio, just like it was before. With minimal upgrades on the exterior and interior and class-leading tech, the 520d is a properly outstanding vehicle. After the entire CAR Magazine team spent some time with the venerable entry-level sedan, we arrived at the conclusion that the 520d is an exceptional car overall, highlighted by a smooth but punchy engine and excellent fuel economy to complement the power. Affluent, high mileage drivers will find great solace in the product offering with additional reward found in the engaging drive, well-weighted and accurate steering and balanced body control.

The post Testing the BMW 520d Steptronic appeared first on CAR Magazine.

When it comes to the new-car market, Toyota South Africa seems to be telepathic. If there is a customer want and a segment that needs exploring, you can bet your bottom ZAR that it knows about it and will explore the opportunity to the maximum.

This is the case with the all-new Toyota Corolla Cross hybrid, manufactured in Prospecton, Durban – thanks to billions of investment in the factory – and it is the first dual-energy Toyota built in South Africa. In one clean swoop, it targets three key areas. Firstly, it capitalises on the ever-growing SUV craze. We can all agree the yardstick for what defines an SUV has shifted and prerequisites like ample ground clearance and four-wheel drive no longer apply. Instead, consumers are after a slightly taller driving position and extra practicality.

Secondly, with the fuel price showing volatility like never before, consumers are looking for something that won’t break the bank at every fill-up and, in theory at least, a hybrid promises maximum mileage per tank. Thirdly, people are buying cars less often and, as a result, they’re holding onto them for longer, so reliability and resale value are top of mind. With the Corolla nameplate, you’ve got 50+ years of heritage and proven mechanicals that have been doing the rounds for years.

DESIGN

Aesthetically, it is definitely from the Corolla family but with a wider grille and rugged styling cues like roof racks and plastic cladding on the wheelarches. Toyota has done a convincing job of building a crossover atop the Corolla’s neat-and-tidy TNGA-C underpinnings. Size-wise, the vehicle is something of a shapeshifter. On arrival, we were initially struck by how compact it looked in the metal; from pictures, we were expecting something bigger. However, after weighing and measuring the vehicle, we realised it was a clever piece of packaging that was closer to a RAV4 in terms of practicality, with 440 litres of boot capacity and more than 1 200 litres of utility space with the rear seats folded flat. There is more than enough head, shoulder and knee room in both rows, and the rear will happily fit three adults shoulder to shoulder … no need to play rock, paper, scissors to see who rides shotgun every time.

POWERTRAIN

Powered by the proven DOHC 1,8-litre VVTi petrol unit coupled with an electric motor and battery pack, the hybrid model we have on test produces 90 kW at 5 200 r/min and 142 N.m of torque (plus electric boost of indeterminate value) at 3 600 r/min. This is the same self-charging hybrid drivetrain that’s been in the Prius for some time and is available in the Corolla Sedan; except in those two applications, there’s less weight to carry around.

On our scales the Corolla Cross XS Hybrid weighs in at 1 408 kg, giving it a modest power-to-weight ratio of 64 W/kg. The resultant zero to 100 km/h sprint is not exactly quick at 11,96 seconds and acceleration through the various speed ranges is also sluggish; 60-80 km/h takes three seconds, 80-100 km/h in four seconds and 100-120 km/h in five seconds.

HYBRID TECH

With the ever-increasing proliferation of battery-electric vehicles (BEV) locally, we’ve warmed to the satisfying surge of electric boost as soon as you touch the throttle. We were hoping for more of that sensation in the Corolla Cross. An instantaneous zing of electric power to get it off the line and up to speed before the combustion engine took over. Unfortunately, whether it is the CVT or there’s simply a shortfall of power, for a hybrid there’s a noticeable lag off the line. We believe more electric assistance at low revs and a few more kilowatts of total output would enhance performance and overall driveability.

Thankfully, while the hybrid is not the quickest conveyance, its real-world fuel economy is mightily impressive. Toyota’s claimed/combined figure is a rather ambitious 4,30 L/100 km, but when we set out on our standardised fuel route, we recorded a figure of 4,10 L/100 km in Eco mode and, interestingly, 5,20 L/100 km with the drivetrain in Power mode. A marked difference considering we drove the route in the same manner. Driven in the latter, the CVT holds on to revs for longer. On balance, we preferred to leave it in Eco mode and take a hypermiling approach. Drive it like you’ve got a newborn baby onboard and it’s smooth, calm, quiet and easygoing.

INTERIOR

Besides being immensely spacious, the Corolla Cross XS cabin is a pleasant place to spend time thanks to the solid fit and finish and well-judged specification. The top portion of the dashboard is from a Corolla Hatch/Sedan with soft-touch materials and the large central touchscreen and dual-zone climate control, while the lower portion features harder plastics that put us in mind of the budget-minded Corolla Quest. The arrangement of the driver’s binnacle is straightforward with a central speedometer, power/charge gauge for the hybrid drivetrain and TFT screen for the trip computer/infotainment. By the standards of the day, the display is small and conservative but forgoing lavish graphics and digital screens undoubtedly makes it more affordable.

For the asking price of R413 000, Hybrid XS is in the middle wrung of the spec walk and we reckon it’s got the best of everything, including height and reach steering adjustment, electric windows and mirrors, leather seats, dual-zone climate control, reverse camera with park-distance control, LED headlamps, rain-sensing wipers, 17-inch alloy wheels and two additional USB ports. The only thing missing is 18-inch rims and the Toyota Safety Sense package that adds adaptive-cruise control, blind-spot monitoring and pre-collision warning. If you think you’ll need the latter, a top-of-the-line XR will set you back R448 300.

VERDICT

In the new Corolla Cross, Toyota has not just built an easygoing, budget-friendly SUV that’s compact on the outside and more spacious than you’d imagine, it’s a Corolla and will still be in your driveway 20 years from now, running as strong as the day you bought it.

The post ROAD TEST: Toyota Corolla Cross 1,8 Hybrid XS CVT appeared first on CAR Magazine.

What we like: Premium design, bigger boot space,  higher ground clearance and heated seating.

We don’t like: Difficult to differentiate between the Volkswagen Taigo from the T-Cross.

The Polo and Polo Vivo remain the mainstay for Volkswagen sales in our local market. The Volkswagen hatch makes up almost 50% of nationwide sales in the subcompact A segment; a category which itself makes up just over a quarter of all passenger vehicle sales nationally. In this breath, it may seem strange that the decision makers in Wolfsburg continually sign off on a never-ending list of SUVs while their hatchback portfolio dwindles as the months go on. 

Foresite is the driving force behind this logic. With the growth of the SUV market overtaking the once prosperous hatchback, the Mzansi branch of Volkswagen once again wants to capitalise on this and dominate the SUV space with multiple offerings in their portfolio.

This justification for presenting the public with yet another subcompact SUV underpinned by the same platform as the Polo is how Volkswagen hopes to win more market share in the A0 SUV category. One in which the existing T-Cross already competes; a model which shares the MQB platform with the newcomer Taigo, the seasoned Polo and the T-Roc.

While we can imagine the latest offerings from VW are intended to entice new buyers to the brand, the T-SUV range in their portfolio is also intended to bridge the gap for existing aspiration buyers who are looking for a more premium upgrade after their first set of wheels – which in this scenario is typically a Polo.

Therefore the Taigo slots between the boxier T-Cross and the larger and more expensive T-Roc. These models all seek to cater for a different detailed customer, once which Volkswagen assures won’t become too niche and inadvertently cannibalise their own portfolio.

Prioritising Style and New Features

The Volkswagen Taigo prioritises style, features, space and comfort over the practicality and accessibility of the T-Cross, its sleek looks are more appealing than its next of kin – an already attractive SUV. The body style is eclectic, borrowing features from SUVs, sedans and the traditional swooping lines of coupes, despite having two more doors.

This design recipe has proven fruitful for premium German models in more recent history with Volkswagen’s subsidiary, Audi, enjoying success in their Sportback range.

Larger Boot Space

The superficial aspects of the Taigo only constitute a small portion of its intended appeal. The model is the longest in Volkswagen’s trio of A0 SUVs measuring in at 4266 mm while enabling it to boast a commodious boot volume, albeit 5 litres less than the sizable 445 of the T-Roc. The interior is of the expected Volkswagen standard with plush materials dominating most of the surfaces in reach of the driver. The cabin itself shares many components from the Polo and T-Cross which should make it familiar to VW-loyal shoppers who are returning to the brand for another purchase.

Same Quality Interior

Admittedly, jumping out of the Polo R-Line and into the driver’s seat of the Taigo for its national launch gave a good indication as to how identical the interiors really are while the taller stature of the newcomer SUV was expectedly more prone to cornering sway at speeds – nothing alarming though. Lugging around the sub 1,2 tonne mass is the dependable turbo 1,0-litre triple coupled to a 7 speed DSG gearbox. This is the same powertrain that can be found in the Polo and T-Cross and is the solitary selection throughout the Taigo range.

Optimal Speed – For Some

Its moderate performance is sufficient in moving the model from stationary to highway speeds although its 85 kW and 200 N.m will not offer any mind blowing performance. Maximum torque is available from as little as 2000 rpm but momentary lag bogs instantaneous acceleration. The raspy three-cylinder quietens down at highway speeds while a plush and comfortable ride devoid of wind-noise dominates the experience in the cabin – even on the blacked out 18-inch Misano rims on some choice Gauteng road surfaces.

Different Levels of Specs

The Volkswagen Taigo range is divided into three levels of specification, the entry level Life model, the mid range Style and the top of the range R-Line which was tested on launch. Each offers its own level of standard options while add ons can quickly take the price into the clutches of mid-size SUVs. Some of the niceties which were included on our fully loaded model was the IQ.Light (standard), IQ.Drive Package, Digital Cockpit Pro, heated seats, tilting and sliding sunroof and mobile induction charging.

Pricing and Model Line-up

The Volkswagen Taigo range is available as follows;

Taigo Life 1.0TSI 85 kW DSG – R429 900

Taigo Style 1.0TSI 85 kW DSG – R464 100

Taigo R-Line 1.0TSI 85 kW DSG – R486 000

All Volkswagen Taigos come with a 3-year/120 000km mechanical warranty and a 12-year anti-corrosion warranty. Services take place at 15 000km intervals, and a standard 3-year 45 000km service plan applies.

Looks aside, it is still difficult to differentiate the Volkswagen Taigo from the T-Cross – a model which has received numerous awards for its versatility and practicality, however Volkswagen South Africa are positioning it in such a way that it is more appealing to an individualistic audience. Buyers of non R-Line models, which are equally priced, just need to decide if the Taigo is worth as much as R50 000 more than the T-Cross – depending on the derivative. 

Words: Alex Shahini

Looking to purchase?

Buy a New Volkswagen Taigo here

More From CarMag:

• What South Africans Can Expect From Volkswagen in 2022
• These are all the New Cars Volkswagen is Bringing to SA in 2022
• See More of Our Road Tests

The post ROAD TEST: Volkswagen Taigo R-Line 1.0TSI 85 kW DSG appeared first on CAR Magazine.

“It’s striking shape derives from the Dino 246 GT, the graceful yet aggressive lines were created by Pininfarina, who has been responsible for Ferrari bodies in recent years. ”

“This car is devoid of frills and embellishments of any kind – there is no chrome paling and all trim, even the window openings, is finished in anti-reflecting materials.”

“It’s not a grand tourer in the old style. It is a car of intoxicating excitement.” 

“It’s beautiful 90-degree V8 motor is transversely mounted behind the driver. Both engine and suspension are derived from Ferrari’s racing experience. The V8 is based on a unit which won the 1964 Formula 1 Championship.”

“At the twist of the key, the engine starts at once. At this stage you hear it as a soft roar. After three laps, I note that all gauges are normal and thrust harder on the throttle pedal, calling on the motor to show what it is made of. It responds with a muscular pressure in the small of my back as the car gathers speed rapidly. The engine is now a muted scream behind me.”

“The ride is taut but rubbery, with a sense of wide treads sucking at the roads surface during each change of direction and this quickly builds confidence and invites you to exploit the engine power.” 

“I nose the Ferrari out to the quiet country roads, then onto the motorway, where I give it its head for the first time, seeing 245 km/h at 7 000r/min on the town main instruments. Braking hard to a standstill, I drop the clutch at over 6 000 r/min to send the car skating away from the rest in a tremendous roar and a burst of blue smoke as the tires fight to grip the tarmac.”

“The overall consumption has been 18,5 litres/100km and I have only one criticism; for driving in traffic, I am used to flashing my beams occasionally to signal other drivers, and in the 308 that just can’t be done. But if I had the cash, this certainly would not deter me!”

Words: Alessandro Stefanini – June 1976

The post CAR Retro Road Test: Ferrari 308 GTB, June 1976 appeared first on CAR Magazine.

After sampling the unexpectedly impressive and endearing Hyundai Kona N for CAR’s 2022 Performance Shootout, our Editor, Damian Adams samples the Hyundai i30 N 2,0-litre DCT on Chapman’s Peak.

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Want to get your hands on some new wheels? Be sure to check out our conclusive listings.

The post Hyundai i30 N 2,0-litre DCT | Quick Review appeared first on CAR Magazine.

South Africa’s locally built and premier performance bakkie has its highly anticipated replacement on the way but that doesn’t mean the outgoing model is any less capable than it was before. Here are some of the standout features of the Ford Ranger Raptor that make it such an appealing lifestyle bakkie. 

Paying in the region of a million Rand for a bakkie isn’t something commonplace in our market yet. The outgoing Ranger Raptor is in that ballpark and the newly revealed iteration is expected to be well over the milestone price. Looking into the details reveals why the esteemed model has seen such success despite its price tag.

It is no secret that South Africans love their bakkies, with the perennial favourite Toyota Hilux topping sales charts month in and month out according to Naamsa. That being said, a bakkie will naturally do well in our local market so why not combine its versatility with luxury and performance for a niche market? That is what we have here with the Ford Ranger Raptor by taking the standard model and completely overhauling it for an uncompromising experience.

It retains the same banal 2-litre bi-turbo diesel engine from other models in the Ranger portfolio. This means that it produces 157 kW and 500 N.m, more than sufficient to comfortably cruise around town and just enough to kick up loose road-surface when the traction control is disengaged. Power is transferred via a 10-speed automatic torque converter to a four-wheel drive system which is connected to the ground with 285/70/R17 General Grabber AT3 all-terrain tyres. 

A noteworthy detail of the Ranger Raptor is its 63mm-diameter Fox Racing dampers which offer 32% more travel at the rear with 18% more up front. This hardware offers Position Sensitive Damping that can adjust forces in response to changing driving scenarios. The remaining suspension setup has also been revised to allow for more spirited off-road driving, new aluminium front double wishbones are on the front corners while bespoke solid axle multi-link system rear architecture replaces leaf springs at the rear.

All of these upgrades mean that the wheels and tyres have been considerably offset. The front and rear tracks are each 150 mm wider while the suspension and tyre tweaks mean the Ranger Raptor sits 51 mm taller than standard. As expected, off-road ability has been improved with 283 mm of ground clearance and 850 mm of water wading. 

 

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To accommodate the wider tracks, bespoke mouldings can be found above the wheel arches of the widened front and rear fenders. New, integrated bumpers follow the paradigm of usability with a 32.5° approach angle and 24° breakover and departure angle. 

Ford foresaw the contortion and acrobatics the lifestyle bakkie would be subject to and went beneath the surface to reinforce the ladder frame with high density low-alloy steels. This means it can take an extra 1G of impact without any serious flexing. 

While the interior of the Ranger Raptor has been made more plush, it retains the usability and practicality of a bakkie. Electrically adjustable seats ensconced the front passengers comfortably with revised bolster and headrest designs ensuring things don’t get too wild on the inside the same way they may be on the outside. Six pre-set driving modes are available, the most fun of which is Baja mode which is designed for total off-road performance in either rear or four-wheel drive settings. 

The 2023 Ford Ranger Raptor builds on this success but will offer a more potent 3-litre V6 mill to really get the blood pumping!

The post Into the details – Ford Ranger Raptor 2,0L BiT 10AT 4×4 appeared first on CAR Magazine.

If you ask me for my best, without the waiver that I have to actually pay for it, I’d look no further than the Mercedes, but the reality is that it comes with a hefty price tag. So for the purposes of this article I’ve decided to go with the hot-hatch I would like to have bought for me, the one that I would be willing to buy, and then new market-contender that has turned my head.

Without further ado,

Mercedes-AMG A45S

The Mercedes Benz A45 S AMG:

A 2,0-litre engine with 310 kW and 500 N.m, packed into the small and sporty hatchback body means that you blast the road when you hit that throttle. Outside of performance, I have a soft spot for the classy aesthetic that Mercedes has managed to maintain in the last couple of years, and the simple and smooth interior matched with a mean and slick exterior make it my number 1. With a starting price of around R1.1million though, it becomes a lofty number 1 hope!

Volkswagen Golf VIII GTI

Volkswagen Golf GTI

We got to drive the GTI on the CAR Mag shootout, and it’s a dynamite package. While SA awaits the release of the new 2022 GTI Autobahn, I can only speak from the experience of the 2021 Golf 8 GTI. Starting at about R670 000 its not exactly a cheap car, but nothing close to the price tag on the A45 S. The Golf outputs 170 kW and 370Nm and, characteristic of VW, you don’t sacrifice a smooth drive for speed. I’m not too mad about the complexity of the dash control, and I felt it required too much concentration while driving to adjust the car’s settings. All in all though, the value for money is there in terms of combining performance with comfort, as well as everyday use.

Hyundai i30 N

Hyundai i30 N

Hyuandai’s latest i30 N is a mean machine with a kind price-tag. Starting at R749 000, the punchy 2,0litre motor outputs 205kW and 325Nm through a six-speed manual  transmission.. The i30’s smaller sibling, the i20, was crowned the champion of Top Gear’s Speed Week in 2021, for it’s beautiful handling and all round capabilities, while also being the most affordable contender at Speed Week. With this in mind, the release of the 2022 i30 N is much anticipated, and Hyundai’s new model ranks as my head turning contender for 2022.

Special mentions must go to the new Mazda 3 and Kia Rio, which embody simple and efficient  transport. Incredible every day cars that pack a whole lot of class into a much smaller price tag than the Mercedes-Benzes and premium Volkswagens of the world.

The post Ryan O’Connor’s head-turning hot-hatches appeared first on CAR Magazine.

There is an air of familiarity when driving the upgraded Tiguan 2,0 TSI. Seeing as they are part of the same stable, you could think of this vehicle as a mini-Audi or even a Bentley. It’s all so smooth and refined. Not in an ostentatious way, mind, it merely does everything you expect in a relaxed and eminently comfortable way. We usually receive test cars fully loaded with options and this was no exception. The impressive sunroof, head-up display, Matrix LED headlamps, trailer hitch and adaptive cruise control help versatility. The optional Harmon-Kardon audio system is something worth budgeting for. Also fitted was a set of oversized Suzuka 20-inch wheels. These large wheels are great for looks and handling but almost always negatively affect the ride quality.

In the Tiguan’s case, we were pleasantly surprised at how well the car handled the ever-increasing number of speed bumps or, to use the official title, traffic calming devices. This makes us wonder how much more impressive the ride would be on the standard wheels, a set of 17-inchers. Going up on spec levels, options move on to 18 and then 19-inchers. All of these wheels are driven and part of the 4Motion is the Active Control Drive program that uses a variety of throttle and gear shifting control with the use of the ABS braking to provide a choice of Snow, Freeway, Off-road adventure and Off-road customised options.

The DSG gearbox is among the best and has stood the test of time. There is a brief hesitation on swift pull-away so our sprint times were a touch slower than usual. The stop-start function also takes a short while to crank the engine to life, so best switch this off when negotiating traffic. Ratio swaps are suitably quick for a semi-sporting experience. Coupled with the steering wheel-mounted paddle shifters, it ensures this SUV doubles as a driver’s car. This is all part of the R-Line package. Trust VW to make sure you won’t be left up the creek without a paddle-shifter. NVH levels are very low and the Tiguan 2,0 TSI runs whisper quiet on all but the worst of surfaces. Steering is rather light, as we also find on Audis but the general feel is fine.

Haptic touch buttons are used for controls such as temperature adjustment and audio volume. These are never as easy to use as rotary knobs but work well enough. To adjust the volume control on the steering wheel, slide a finger left or right and it works impressively well. A common problem in right-hand drive countries is that the physical screen buttons are positioned on the left of the screen, requiring a stretch of your left arm.

The rear space is fine and the boot is large enough for most families although the sill is rather high. The rear seat is split 60:40 and does slide to adjust the balance between legroom and luggage space. The travel is small, however, and rear legroom is cramped in the forward position. Rear backrest rake is also adjustable. Apart from a fold-down armrest, a ski-flap enables stowage of lengthier items without collapsing the seatback. Rear passengers have temperature adjustment on the central air vent and a 12V socket. In front, dual USB-C charging points are supplied. Another 12 V outlet is located in the boot for running a cooler box or the like and the backrests can be flattened by pulling levers. Our test unit had the optional tow hitch with a combination mechanical/electronic foldaway function and costs R9 300.

A significant challenge in enjoying a sunroof and having a large central touch screen is that the sun can reflect into your eyes. Can’t have everything. A full-length screen is retractable for the panoramic glass roof section plus the opening part. The full sunroof package is R16 000, which is well worth the price. On a 275 km round trip in the countryside, we noticed the fuel consumption fell steadily, eventually to well below 9L/100 km. This shows that the four-wheel-drive setup adds drag to the powertrain in the usual commuting role but once on the go with limited slowing and accelerating, the Tiguan’s efficiency is impressive, making it a great vehicle for longer trips. Whether you need the 4Motion in this country remains debatable as we have little snow and ice on our roads and not many would venture on mountainous areas in their Tiguan 2,0 TSI. Just two matters disappoint: the radio reception on AM was variably poor and the air-conditioning took too long to cool the interior down. Definitely not a car manufactured in a hot climate country.

TEST SUMMARY
The Tiguan has been a Top 12 winner and deservedly so. It is an all-round SUV that does nearly everything extremely well. It looks great, has an impressive powertrain with the torque of the turbo engine and slick DSG gearbox, resulting in a proper driver’s car. If the budget is constrained, the 1,4 TSI will do nicely and save around R100 000 or more. Low NVH levels and lots of comfort options lead us to question why anyone would need to spend more on anything fancier?

FAST FACTS

Model: Volkswagen Tiguan 2,0 TSI 4Motion DSG
Price: R710 000
0-100 km/h: 7,47 seconds
Top speed: 225 km/h
Power: 162 kW
Torque: 350 N.m
CAR Fuel index: 9,96 L/100km
CO₂: 189 g/km
Service Plan: 5 years/90 000 km 
Warranty: 3 years/120 000 km

USED OPTION (<2 yrs)
Audi Q5 Quattro. A step up, this car offers even more refinement. Mileages should be below 30 000 km and almost all available have the 2,0 TDI engine.

MATCH-UP

VW Tiguan 2,0 TSI 4Motion DSG
A variation on an already good theme, the Tiguan is sportier in nature than the others, an intoxicating blend of class and fun.

Toyota RAV4 2,5 AWD VX
Much more refined than previous RAVs, this one impresses with its quality. The conventional auto ‘box may not be as much fun as VW’s DSG but it will need less maintenance.

Kia Sportage 2,0 CRDi EX AWD
The Sportage has a fairly lengthy heritage, starting its model life with even a low-range transfer case. It, too, is a good seller with quality and comfort.

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Now with added tech and sharper looks, the brand’s latest iteration of its smallest performance car aims to remain sufficiently luxurious and fast but has more dramatic styling and an up-to-date interior. Coated in Turbo Blue paintwork with the black styling package (R5 000) it’s no longer as unassuming as the car that it replaces.

Like the Sportback, the S3 Saloon takes the latest-generation Audi A3 as its foundation and adds a little more design menace. The intakes on the front bumper have grown, while the grille gets black highlights throughout the intricate honeycomb pattern, complemented by a matching splitter. The door mirror caps and extended side sills are finished in the same shade. If the S3 is specified without the optional black package, these details will be finished in the typical Audi Performance silver. Round the back, the styling changes are a bit less obvious but it does get some crisp LED taillights and the signature S quad tailpipes. The car sits on a sports suspension that drops the body 15 mm lower to the ground than the regular A3 and rides on standard 235/35/R19 wheels.

Underneath the steel body lies the traditional mechanical arrangement we’ve seen in the past. The VAG EA888 turbocharged 2,0-litre four-cylinder engine is offered with 213 kW and 400 N.m. This power figure is down from the 228 kW we saw in the outgoing model.

Directly downstream of the engine, sits the same S-tronic seven-speed dual-clutch gearbox previously offered, although it can now decouple to allow the car to freewheel when the driver lifts off the throttle in Eco mode. 

Inside the cabin, the S3 has become a thoroughly modern place to spend time and is noticeably different from before, mirroring the more outgoing personality of the exterior. The wing-backed sports seats dominate the space and are both supportive and comfortable. This specific test vehicle was fitted with the Fine Nappa Leather option (R21 000) with the embossed S logo. One of our taller testers mentioned their head brushed against the roof lining after moving through a dip in the road at speed. This is one of the negatives of most MQB-based products where the seat does not adjust low enough for taller drivers. Hot hatches and most economy-based cars often suffer this issue to some degree but just about everything in the class like the BMW M235i is better than this.

The infotainment system is a highlight and is well displayed thanks to the high-definition 10,1-inch central screen and, when combined with the full-size 12,3-inch Virtual Cockpit Plus system, all the information you need falls to your fingertips using the buttons and scroll-wheel on the steering wheel.

When it comes to practicality, the S3 sedan is simply adequate. It’s not suited for larger passengers in the back and the Sportback should offer better packing space in the boot. The rear legroom is good at 665 mm but the passenger compartment is snug for anyone over 180 cm tall as the raked C-pillar eats into headroom. The boot is a shallow square package, offering 304 litres of load space with the rear seatbacks in place and a reasonable 880 litres once everything is folded.

With 213 kW and a hearty 400 N.m sent via a well-tuned seven-speed automatic transmission that’s just as comfortable slurring through ratios in relaxed driving as it is in firing through gearshifts when pushing on. This motor propelled the Audi S3 from a standstill to 100 km/h in just 5,06 seconds on our test strip, not far off the claimed 4,90 seconds. Interestingly, the 228 kW S3 Sedan we tested in 2017 ran the same test in 4,90 seconds. The detuned engine produces a dull four-cylinder hum during regular driving and when the revs are explored in Dynamic mode, the engine note becomes louder and deeper; and, albeit a bit artificial, the engine noise is accompanied by not-so-subtle exhaust pops and bangs.

As before, the amount of torque delivered to the rear wheels is dictated by the extent to which the electronically controlled multi-plate clutch that sits between those wheels is engaged. Along with this, the dynamic control system translates the steering input and monitors data from the ESC sensors to increase the S3’s accuracy and feeling of agility. In theory, the S3’s quattro system is capable of sending the entirety of the available torque to the rear axle. Brake-based torque vectoring is also used to slow an inside wheel and quell understeer during cornering.

TEST SUMMARY

Aimed at well-earning up-and-comers looking for a luxury car experience with sporting aspirations, the Audi S3 Sedan offers plenty of style, modern features and performance for the base price. The subtle slope of the roof may eat into rear headroom but combined with the minimalist spoiler, stocky wheelarches and sleek curved waistline, this three-box design remains elegant despite being fussier than the outgoing car. The elegance continues in the cabin, where everything looks thoroughly modern with a generously sized easy-to-use touchscreen and driver’s display that add to the experience. With an impressive breadth of ability on the road, amusing exhaust theatrics and an effortless zero to 100 km/h time of 5,06 seconds, the S3 will not disappoint its target audience despite the drop of on-paper power. While we might expect much from any sedan priced from R830 000, this new Audi S3 still does the fast-everyday-car thing better than most. With the S1 now defunct, the S3 is once again the most affordable way into Audi’s fashionable S and RS ranges and gives us a clear indication of what to expect of the upcoming Volkswagen Golf R.

FAST FACTS

Model: Audi S3 Sedan TFSI quattro S tronic
Price: R830 000
0-100 km/h: 5,06 seconds
Top speed: 250 km/h
Power: 213 kW
Torque: 400 N.m
CAR fuel index: 9,36 L/100 km
Luggage capacity: 304/880 L
Service/maintenance plan: M5/100 000 km

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