Internal combustion engines are on the decline, VW says, though will still be around until 2030 depending on market. However declining demand, tighter emissions regulations, and tax disadvantages are expected to lure drivers into EVs. We can only hope the latter becomes a reality locally.

Nonetheless, VW plans to trim its combustion range by 60-percent in Europe by 2030. To do so it’ll rely on the MQB platform – which underpins models like the Audi A3 and Q3, and many more – to build differently-branded vehicles in a more cost-effective manner.

All the same, it’s clear that VW sees electrification as the main event. 50% of its total investments through 2025 will be on electrification and digitalization, totalling 73 billion euro (R12.4 trillion). Beyond that, the number is set to increase. By 2025, VW expects EVs to comprise around 20% of its global sales; by 2030/31, that should be around 50%.

As you read this, it’s costing VW more to build its EVs than its traditional combustion vehicles. Over the next 2-3 years, though, the combination of lower research and development costs thanks to platform sharing, battery cost savings, economies of scale, and shared factory advantages, that margin gap should close.

To achieve that, VW is shifting to a new platform. The VW “Scalable Systems Platform” (SSP) mechatronics platform – succeeding MQB, MLB, MEB, and PPE – will eventually be a single architecture for the entire electric vehicle portfolio, across the group. Described by Herbert Diess, chairman of the Volkswagen AG board, as “our super-platform,” it will underpin everything from 85 kW city runabouts through 850 kW high-end performance models.

The SSP will be 100% electric, and “ready for autonomous driving,” Diess says. It’ll also be open to other automakers, should they be looking for a shortcut to EVs, much as the MEB platform is today.

It’s software, though, where VW sees the most potential. While vehicles will still account for 85-percent of its business, software-enabled sales could contribute a further 1.2 trillion euro (R2.48 trillion) by 2030. If that aggressive goal is to work out, it’ll need to figure out a way for its CARIAD team to not only develop appealing software, but persuade people to pay for it. That includes, VW says, recurring revenue such as subscriptions.

Currently, there’s the E3 1.1 software stack for the VW ID. family of EVs. By 2023, E3 1.2 is expected to launch for the PPE platform used by Audi and Porsche; it’ll support OTA updates among other things. From 2025, though, the E3 2.0 version will be ready for a group-wide rollout, VW insists, complete with Level 4 autonomous driving support.

Among the offerings will be mobility and transport as a service, including a fleet of autonomous vehicles that can be booked through VW’s app. The automaker is testing fleet operations in Hamburg, Germany, under its MOIA brand; eventually, it plans to use the ID. Buzz AD autonomous electric minivan – the self-driving version of the upcoming ID. Buzz – in that fleet, but with “more specific designs for driverless operations and more convenience” in the pipeline, Diess promises.

The first autonomous mobility service will launch in Europe in 2025. The long-term goal is to bundle together not only brands but mobility options under a single umbrella: one fleet could cover everything from renting and car subscriptions, through sharing and ride-hailing, with the potential for manually and autonomously driven options. Earlier this week, Audi showed off the latest handiwork of its Artemis division, a Level 4 concept car which the company insists is headed to a production version in 3.5 years time.

From 2023, we’ll see the first Ford models to use Android in the dashboard. That will include the Google Assistant for voice control, Google Maps for navigation, and access to the Google Play store for third-party apps and services tailored to in-vehicle use.

We’ve seen Android Automotive OS used this way already, of course, with Volvo and Polestar already having vehicles relying on the car-centric platform in dealerships. Unlike Android Auto, which projects a smartphone interface on top of the vehicle’s native software, Android Automotive OS runs in the vehicle itself. That allows it deep connections with things like engine status, battery charge level, and more.

What it may not mean, though, is an end to the now-familiar SYNC design we’ve seen in recent Ford vehicles.

Manufacturers using Android Automotive OS can customize its UI, to match the rest of their cabin aesthetic. The end result could be an interface that looks like what you’d find in, say, the new Mustang Mach-E electric crossover, but with a completely different – and more flexible – OS behind it. For now, Ford isn’t giving details though it is confirming that things like Apple CarPlay and Ford Smart Device Link (SDL) will continue to be supported even after the Android transition, as will Alexa integration.

Ford and Google won’t stop at what’s shown on the dashboard touchscreen, though. The two are creating what’s being described a collaborative group, Team Upshift.

Alongside this, Kia will also dropping ‘Motors’ from its corporate name as the brand transitions from a manufacturing-driven business model to creating new and exciting mobility products and services to its future customers. “Removing the ‘Motors’ from Kia’s corporate name shows our commitment to our long-term plan and business strategy,” said Ho Sung Song, Kia’s President, and CEO.

Unsurprisingly, Kia has a new slogan accompanying its new logo. For many years, Kia vehicles have proven their ‘Power to Surprise’ slogan by offering value-driven products across its line-up.

Now, Kia’s new ‘Movement that Inspires’ motto is clearly aiming for the future. “We want to go from being a company that people work for to a company that people feel inspired to work for,” said Artur Martins, Head of Global Brand & Customer Experience at Kia. Martins continued to add that consumers don’t relate themselves with brands only because of the products, but are based on the experience they have when they buy the car and when they own the car.

The desire to move and attract new ideas is reflected in Kia’s new logo, which drew its fair share of criticisms and praise upon launch. We like the new logo here at TWLFD, and it bodes well with Kia’s new brand identity headlined its latest offerings, including the award-winning Telluride SUV and K5 sedan. I’m also keen on driving the new Carnival (previously known as the Sedona), which might even be the first in South Africa to brandish Kia’s fresh and modern logo.

However, the first global model to bear Kia’s brand spanking new logo will be an all-electric crossover riding on a shared E-GMP platform with Hyundai’s Ioniq 5 crossover EV. Kia is planning to launch seven new all-electric vehicles by 2027 in an attempt to grab a 6.6-percent share of the global BEV market by 2025.

According to Kia, it’s next-gen electric vehicle will debut in the first quarter of 2021, promising over 500 kilometres of range and high-speed charging in under 20 minutes. Additionally, Kia is diversifying its core business to create eco-friendly mobility solutions in strategic regions worldwide.

The brand is currently developing a new lineup of Purpose-Built Vehicles (PBVs) for corporate clients. This segment is expected to grow five-fold by 2030, fuelled by rapid demand in the e-commerce and car-sharing industries.

At the moment, Hyundai owns a one-third stake in Kia and remains the brand’s largest stakeholder, although Kia retains ownership in more than 20 Hyundai subsidiaries.

After wowing the automotive landscape with its newest offerings, I’m expecting bigger and brighter things for the new Kia brand, particularly the 2022 Carnival arriving this year.

Today the automaker is looking ahead to an even more ambitious version with BMW Digital Key Plus. According to an announcement released today BMW says the technology willl launch with the iX all-electric SUV and will be based in Ultra-Wideband (UWB).

Currently, the BMW Digital Key allows you to use your iPhone as a virtual key for your car. It also means sharing access to the vehicle is easier, since up to five contacts can be granted their own virtual key too, through iMessage. Digital Keys can be preconfigured with limits for vehicle top speed, total available power, and even how high the audio system volume can be set, and to automatically expire after a certain period of time.

The difference is, however, that the BMW Digital Key Plus will make use of the Apple U1 UWB chip found in the latest generations of the iPhone. The big advantage is UWB’s position-awareness: rather than just knowing you’re near to the car, your BMW will will know exactly whereabouts you’re standing; you’ll also not necessarily need to take your phone out of your pocket or bag. According to BMW, “UWB’s precision also ensures that relay attacks, where the radio signal is jammed or intercepted, are not possible.”

Instead, Jaguar’s first fully-electric car will stay true to the old Jaguar philosophy of space, pace, and grace, only now the ‘pace’ part is motivated, not by a supercharged V8, but by a pair of powerful electric motors.

They’re of Jaguar’s own design, with one motor for the front and one for the rear of the car. Each features independent torque control, and can work independently given the current driving situation. All of this is controlled by the Jaguar Intelligent Driveline Dynamics software in the background, and each motor and transmission weighs just 78kg to keep the car as nimble as possible.

Equally important is the 90 kilowatt hour battery pack, comprised of 432 lithium-ion pouch cells. It’s worth noting that the I-PACE’s packs use the most energy-dense battery chemistry on the market today, though what you really need to know is the power they put down to the road. 295kW of power, to be specific, and a healthy 696Nm of torque.

It means that, despite the I-PACE being no particular lightweight at 2,193kg the electric motors can propel the car from 0 to 100 km/h in 4.8 seconds. Sure, that may not make it the fastest-accelerating petrol or electric SUV, but it can definitely hold it’s own against modern sports cars.

More controversial, though, is the styling. As with any EV, aerodynamics play a huge part in how the I-PACE ended up looking, though I’m pleased to say it hasn’t ended up overly-smoothed and bland (or, for that matter, like a Prius). The front and rear overhangs are kept as short as possible, with the majority of the car’s length going into the 2,990mm wheelbase. It pays dividends inside: the combination of the cab-forward design, sweeping coupe-like roofline – merrily airy with its full glass roof – and squared-off rear contribute to a spacious cabin that spoils its five occupants.

In fact, you get over 40-inches of legroom in the front, and 35-inches in the rear. Boot space is an impressive 656 litres. Kindly fold down the rear seats, and you have 1,453 litres of storage space to play with. There’s even a small boot in the front – that Jaguar affectionately calls the ‘froot’ – which adds 27-liters more storage space under the bonnet. Altogether, it leaves the I-PACE one of the most practical cars you can buy today. You read that right.

That flexibility hasn’t come at the expense of aggressive style, mind you. I can quite understand that, for some, the design of the I-PACE might be a little too polarizing, particularly how the smooth and flowing front design is combined with the rather unusual squared-off rear. Looks, though, can be subjective (not to mention highly colour-dependent) and, though the I-PACE may not set standards in automotive beauty, I’d argue its design is a welcome respite from the stereotypical styling of most modern crossovers and SUVs.

Jaguar has come up with a car that manages to stand out, without looking like a weird and contrived EV.

That polish continues with the interior finish. For the 2020 I-PACE, Jaguar rolled out its fine contrast twin-needle stitching, white LED illumination, and pleasingly authentic trim. The twin touchscreen infotainment system familiar from the Velar has been carried over, seamlessly blending touch and physical controls. However, here Jaguar has mounted them on a floating centre console with a unique cantilevered design. The upper screen handles navigation and multimedia, while the lower display takes care of air conditioning , the power seats, and other settings.

The standard sports seats feature heating and cooling, and you can have the whole ventilation system activate automatically on a schedule while the I-PACE is still charging, so as to save as much battery power as possible for the road. Acoustically laminated front side glass and full-frame doors help keep things quiet, too. Only the thrum of the rather silly Active Sound Design system – that mimics some mangled soundtrack vaguely reminiscent of a petrol engine as you hit the accelerator – can be heard amid the tire noise. Turn the fake noise off, though, and you can revel in the majestic silence that only a full EV can provide.

Range certainly isn’t an issue, given the I-PACE can run for 480km on a single charge which, on paper, seems adequate for a road trip to Bloemfontein. At the other end, a 100 kW DC fast charger can take the battery to 80-percent in 40 minutes. A Level 2 charger would take 10 around hours.

In addition there’s also regenerative braking. Here, the 2020 I-PACE offers a two-stage system: the highest setting can slow down and bring the SUV to a complete stop, just while lifting off the accelerator, converting that momentum into battery charge. It works well, too, even though I found the pedal-feel to be softer than in other electric cars.

Honestly, this is the part where the I-PACE really started to impress me. For the most part, new car drive programs consist of some form of on-road driving, and then – depending on the type of vehicle – some sort of dynamic activity that the automaker hopes will showcase its “special sauce.” If you’re in a performance car, that probably means the track; for an off-roader, there might be a muddy course to scrub through. Jaguar, though, included not only both of those, but more.

It may be all-wheel drive, but the route I chose to take the I-PACE on to Bloemfontein was, frankly, not the road most travelled and one at first impressions never dare to take the car through. We took the N1 South to exit Johannesburg and about 45 minutes in took the detour towards Parys. My faith was quite contagious, however, and so I pointed the EV at knee-deep water, mixed in with navigating what, I’d estimate, were 37-40 degree gradients, not to mention some truly rough terrain. Consider me properly impressed.

On more typical roads, meanwhile, the 2019 I-PACE is surprisingly light, easy, and nimble to drive. It’s quick to pick up. The air suspension-cushioned ride is as graceful as you’d expect from a “proper” Jaguar, though keen drivers will still notice the heft of the vehicle when it’s driven aggressively.

The real selling point of an EV from an enthusiast’s point of view, though, isn’t the practicality nor the luxurious interior: it’s the pure, unadulterated rush of torque from the moment you step on the pedal. Here, the 2019 Jaguar I-PACE will happily oblige.

All too often, electrification can feel like compromise. Sacrifice the emotional engagement of an internal-combustion vehicle, in the name of environmental friendliness or practicality. Not so the 2019 I-PACE, though: rather than mimicking a gas SUV, or retrofitting a crossover in an attempt to score some green points, Jaguar has created a car that revels in its electric underpinnings.

It is, I say with no exaggeration, a game-changer for the luxury electric vehicle segment. That Jaguar has nailed it in a way that’s so pitch-perfect on its very first attempt, too, deserves some serious kudos. Audi, BMW, and Mercedes-Benz too, consider yourselves put on notice. The 2020 Jaguar I-PACE is out to win hearts and minds, and I’ve zero doubts this zero-emissions SUV is capable of it. Range anxiety? Go see your therapist.

The all electric Jaguar I-PACE is priced from R1 942 600.

Beyond addressing these needs, digital technology developments are creating an opportunity to innovate the service model and traditional ways in which processes are done. Tech companies in all sectors are evolving to ensure safe and convenient transactions for consumers. Now is the time for competitive investors and companies to become highly responsive in their evaluation and use of digital technologies.

One such tech offering that is looking to grow, while capitalising on newer technology to enable its partners and customers to get better results is Motomatch. This tech-first online vehicle sales platform is the next generation in automotive sales tech.

While first generation classified digital platforms allow consumers to view cars that they are interested in buying which have been around for many years in South Africa and internationally, Motomatch is the next generation online car offering. The platform allows consumers to offer their vehicles for sale to the dealer network and if required, source a replacement car that they are interested in, all the while providing multiple pricing for both cars.

This means a lot less work for the consumer at no cost. Car buyers are only matched with reputable dealers, nullifying the chance of experiencing threats such as scammers or car thieves for instance, and protecting the seller from non-approved buyers. The tech offering will soon launch new features including ‘Rent to Buy’, aftermarket warranties and vehicle refinance options.

Dealers are able to tap into the power of the platform to extend the footprint and customer reach of their dealership countrywide. Motomatch is an extension of the dealership, bringing consumers who either wish to sell or buy cars continuously – it’s the digital sourcing and sales department on demand.

First things first, a new generation of Land Rover’s six-cylinder Ingenium diesel engines are confirmed for introduction on the Range Rover Sport. They bring 48V Mild-Hybrid Electric Vehicle (MHEV) diesel technology to the Range Rover Sport for the first time and are RDE2-certified. Developed at the home of Range Rover, these new in-line engine will be available in the D250, D300 and D350 variants, with power outputs ranging from 183kW to 258kW.

Customers will be able to choose from a range of interior colour themes (plus a seat colour), an array of real wood veneers, aluminium interior finishes, 19 exterior paint options alongside eight new colours including Tourmaline Brown, Amethyst Grey-Purple and Petrolix Blue.

As you can imagine, the 2021 Range Rover Sport boasts a variety of safety features, all the following of which are available across all the models: Roll Stability Control, Dynamic Stability Control, Electronic Traction Control, Trailer Stability Assist, Hill Start Assist, Hill Descent Control, Gradient Release Control, Engine Drag Torque Control, Antilock Braking System, Emergency Brake Lights, Lane Departure Warning, Front And Rear Parking Aid, Cruise Control And Speed Limiter, Electronic Brake Force Distribution, Corner Brake Control, Emergency Brake Assist, and Electronic Park Brake.

A full suite of safety and driver assistance technologies is available, including a choice of Drive Pro packs, plus Park and Park Pro packs. A configurable Interactive Driver Display and Head Up Display consolidate the Range Rover Sport’s range of technology features.

Moving on to technology, there’s a host of connectivity options, including two high-definition 10-inch Touch Pro Duo touchscreens form the centrepiece of the minimalist cabin. Land Rover promises that these are fast and intuitive. The infotainment system combines finely engineered physical controls and a beautiful digital interface to deliver a truly connected driving experience.

Apple CarPlay and Android Auto are offered as standard across all models for you to enjoy on that infotainment estate, while up to eight 4G Wi-Fi connections can be made, keeping the driver and passengers connected at all times.

The new embedded Spotify app also gives Spotify Premium subscribers instant access to millions of tracks and podcasts directly through Touch Pro Duo without the need to synchronise a smartphone with the vehicle.

All models feature signature daytime running lights, automatic headlights and power wash. The advanced LED technology offers four headlight options: Premium, Matrix, Pixel and Pixel-Laser. The standard Premium headlight package has 24 LEDs per vehicle, with Signature Running Lights and optional Auto High Beam Assist.

The 2021 model is being hailed as the “fastest, most agile and responsive” of all Land Rovers. Local availability and pricing is yet to be announced.

In comparison to its predecessor, customers can expect up to 5% percent lower fuel consumption on the advanced Actros range, of which the biggest contributor is the Predictive Powertrain Control (PPC).

With this feature Mercedes-Benz Trucks is advancing trucking into a new dimension of fuel-saving driving. Depending on the traffic situation ahead, PPC can realize significant fuel savings. In addition to a satellite-based positioning system, PPC uses accurate digital road maps that contain data on topography, which means the truck knows the road and route profile ahead.

This allows the new Actros to employ an anticipatory driving style, saving as much fuel as possible and ensuring optimal driver support.

PPC requires precise 3D Map data for effective deployment of functionality and it is in this breath that Daimler Trucks made a notable investment to ensure all primary routes and most of the secondary routes in South Africa are mapped prior to the launch of this truck.

In addition, four other core features stand out on the Actros as follows:

• The MirrorCam for the first time in a mass-produced truck, the MirrorCam replaces the conventional main and wide-angle mirror with a camera system. The MirrorCam improves safety and maneuverability.
• Multimedia Cockpit Revolutionises the Human Machine Interface (HMI) – immediately eye-catching inside the cab is the new Multimedia Cockpit. The neatly arranged and clear display informs the driver about all essential driving and operating states, as well as the actions performed by Active Brake Assist 5, Predictive Powertrain Control and other driver assistance systems
• Active Brake Assist 5 The new Active Brake Assist 5 affords greater safety for pedestrians. Active Brake Assist 5 is now capable of carrying out emergency braking when encountering pedestrians crossing its path, approaching from the front or walking across. If Active Brake Assist 5 detects a risk of collision with a vehicle travelling ahead, a stationary obstacle or a moving pedestrian, the driver is alerted of the danger by a three stage escalating warning system.
• Mercedes-Benz Uptime Reliability is essential for any fleet owner or manager. With the aim of greater vehicle availability, Mercedes-Benz Uptime offers an innovative service product for customers of Mercedes-Benz Trucks through intelligent vehicle networking in real time and through intensive customer care.

The new Intelligent Range feature will debut on the electric crossover, as Ford tackles potential preconceptions that may dissuade possible buyers of the Mustang Mach-E.

As electric car owners will soon discover, however, the reality is that different conditions – whether that be speed of driving, congestion, weather, or other factors – can significantly impact real-world range.

Figuring out just how far an EV will drive in practice can be a challenge, then, and it’s regularly cited as one of the primary factors stopping people from considering electric vehicles. Ford Intelligent Range tackles that by looking at more than just how much charge is left in the battery.

In its first iteration, the system will look at factors like forecast weather conditions – since extremes of hot or cold can negatively impact range – along with past driver behaviour. If you typically drive with a heavy right foot, for example, the Mustang Mach-E will take that into account in the miles remaining figure it presents.

Perhaps most interesting is Ford’s plan to use other Mustang Mach-E cars on the road to make individual drivers’ range estimates more accurate. Assuming they opt in, their data will be collected in the cloud via the car’s embedded 4G LTE modem, and then used to generate a fleet average. Since the crossover’s onboard systems can track power use across different circumstances – including different speed, terrain, and climate conditions – it can better ascertain how much of a difference those real-world factors might have. That’s even if the driver is on a new route and in new conditions their particular car hasn’t encountered before.

Most electric cars with navigation systems can warn the driver when they enter a destination further than the current battery remaining would allow. It’s also fairly common for those EVs to offer a mid-route charging point. Ford plans to go further, with a future over-the-air update adding new talents to the Intelligent Range feature.

At launch, for example, it’ll be able to flash up an explanation on the driver’s digital instrumentation explaining that the range estimate has changed and why. With the update, however, the car will also be able to take into account real-time traffic conditions on a programmed route, along with that route’s terrain and elevation. It’ll even look ahead to the weather conditions at the destination to better predict how battery life will be affected.

The reality is, of course, that even with the best possible estimates of range, some EV drivers will occasionally run out of charge before they reach a plug. For those situations, Ford is promising its Road Assistance program will provide a free tow of the Mustang Mach-E, up to 56km, either to their home, the nearest public charger, or an EV-certified Ford dealership.

Argo Munich will be Argo AI’s European headquarters, and will be merged with VW Group’s own Autonomous Intelligent Driving (AID) team which is already based in the German city. It’ll be an engineering center; Argo AI’s actual fleet operations currently take place in Miami, Washington D.C., and Austin.

The company’s technology relies on both an array of sensors integrated into individual vehicles, and high-definition mapping of the areas in which those vehicles will operate. Dubbed a “street-by-street, block-by-block” mindset, it paves the way to a Level 4 self-driving system. That is, one which can be self-operated under specific conditions, within its operating design domain.

That means no Argo AI cars autonomously roving everywhere: instead, the technology is designed to work safely and successfully in certain pre-mapped locations, such as cities. Nor is the technology intended, at least initially, for individually owned vehicles. Instead, Argo and Ford have said they plan driverless shared services, with limited top speeds.

The VW deal – first announced late last year – will expand that potential considerably. For a start, it gives Argo AI two heavyweight customers to develop for, and two footing the development costs of real-world autonomous technology. That won’t mean a step back by Ford, though, nor complete collaboration between the two automakers.

Ford will be spending more than $4 billion through 2023 on self-driving technologies, John Lawler, CEO of Ford Autonomous Vehicles LLC, says. While it will be sharing the cost of developing Argo AI’s tech, that “doesn’t mean Ford is reducing its overall spend in the autonomous vehicle space” he insists. Indeed, “Ford will remain independent and fiercely competitive in building its own self-driving service.”

Instead it will mean Ford can divert some of that earmarked investment to the customer experience around driverless vehicles. That’ll include “transportation as a service software development and fleet operations” it says, as it aims to differentiate itself from VW and others, even though some of the underlying technologies may be shared.

“Our self-driving system has the largest geographic deployment potential of any autonomous driving technology to date,” Bryan Salesky, CEO, Argo AI and Reinhard Stolle, Vice President, Argo Munich add. “It also has the potential to be integrated into many vehicle types across multiple brands. With Volkswagen and Ford integrating Argo AI’s self-driving system into their vehicles to support distinct initiatives for moving people and goods, we have a clear pathway to making a positive impact on the world.”

Ford has lowered the ante and offered a 2.3-litre turbocharged EcoBoost four-cylinder engine in the Mustang since the current generation’s 2015-model-year launch, and for 2019 the Mustang EcoBoost gets a minor upgrades. It boosts output to 213kW of power, and includes upgraded suspension and brakes for improved handling.

Why would Ford bother making a sportier four-cylinder Mustang when buyers can still get a V8? The idea isn’t unprecedented. From 1984 to 1986, Ford sold the Mustang SVO, a performance model powered by a 2.3-liter turbocharged four-cylinder engine – just like today’s Mustang EcoBoost. Fast forward to 2019, and Ford has stricter emissions standards to think about.

So, can you really have the same amount of fun as a V8 with four fewer cylinders? To find out, we accepted an invitation from Ford to drive the 2020 Mustang EcoBoost for a week on the roads in/around Johannesburg.

Hiding In Plain Sight

That’s exactly what this Mustang does.  It’s hiding its performance capabilities behind nondescript bodywork. While a Mustang is always likely to attract a certain level of attention, this car’s lack of “5.0” and “GT” badges (indicating a V8 model) or the coiled snake of a Shelby GT350 or GT500 or even that distinct Bullitt badge, will lead the uninitiated to dismiss it as a refugee from a rental car lot. That’s all part of the fun.

Other than an aluminium dashboard panel, and oil and turbo-boost gauges most owners will probably never use, the interior is unchanged. The Mustang’s interior doesn’t have the clean, minimalist look of  other sports vehicles, but it doesn’t have the Supra’s bunker-like feel, either. Neither car can match the spacious feel of the Mercedes-AMG GT cavernous interior, but the GT is just too big. It isn’t in the same league as the Mustang or Supra when it comes to driving dynamics, so it isn’t really a fair comparison.

Like other Mustang models, the EcoBoost gets an 8.0-inch touchscreen running Ford’s Sync 3 infotainment system, with Apple CarPlay and Android Auto. A 12.0-inch digital instrument cluster is also available, replacing the analogue gauges with a reconfigurable display that can show up to eight virtual gauges. They range from simple dials in Normal mode to a more elaborate setup in Sport+. The graphics were nice to look at and easy to read.

All That Power

The 2.3-liter turbocharged four-cylinder EcoBoost engine used in the Mustang is related to the engine from the Ford Focus RS – the company’s ultimate hot hatchback. That got some engineers at Ford proving ground thinking, “What if we put a Focus RS engine in a Mustang?”

So a team of five engineers took the engine out of a Focus RS test mule, turned it 90 degrees to fit the Mustang’s rear-wheel drive layout, and tested it out. The result was so good that Ford’s top brass approved the car for production. But the Mustang has a different turbocharger, a different exhaust system, and radiator, and different transmissions.

On The Road

On the road, the changes Ford made add up to a lot more than just an EcoBoost Mustang, giving it a character very different to the traditional V8 Mustang.

Instead of an all-American V8 roar, this Mustang emits the sound of a European hot hatch. The Mustang includes an active exhaust system that lets the driver choose different levels of loudness, from Quiet mode to Track mode. Switch it to Track mode, and you get a nice mechanical growl, accompanied by the whistle of the turbocharger. It’s a great soundtrack, and one we never expected to hear from a Mustang.

Like the exhaust note, the driving experience proves that you can teach an old Mustang new tricks. With its independent rear suspension, the current-generation Mustang was already pretty good in corners. But this model takes things to a whole new level. The tire, chassis, and brake upgrades – combined with the EcoBoost engine’s lighter weight – create quick, precise reactions that are more sports car than muscle car. Ford’s engineers weren’t kidding about usable power, either. This engine has remarkable flexibility, with ample power available throughout the rev range.

The automatic is fine for highway cruising, but in the heat of battle it can be frustratingly indecisive. It constantly juggles its many gears for no obvious benefit. Granted, you can shift manually using steering wheel paddles, but if you’re going to do that, Ford should’ve just introduced a manual transmission.

Would we buy one for our garage? Nope, hand it over as a gift.

The Mustang is pretty light on driver aids. Autonomous emergency braking and adaptive cruise control are now available. But it’s a similar story with other sporty cars in this price range.

Ford offers a4-year/120 000km comprehensive warranty, 5-year/100 000km service plan, 3-year/unlimited km roadside assistance and 5-year/unlimited km corrosion warranty. Service intervals are every 20 000km.

The Mustang EcoBoost was once the car you bought if you couldn’t afford the V8-powered Mustang GT, it still is but there’s no shame about it as Ford has built this into something desirable. The combination of classic Mustang looks and the type of engine normally found in hot hatchbacks is a good one.

However, there are other options which makes things difficult or easy (depending how you look at things) to choose your next sports car. Two-seat sports cars like the Mazda MX-5 Miata, Fiat 124 Spider and Toyota 86 twins, as well as the Nissan 370Z can be had for similar money. So can a Volkswagen GTI or Subaru WRX, which are more practical than any of these cars. One thing is for sure: it’s a great time to be shopping for an affordable performance car.

Would we buy one for our garage? Nope, hand it over as a gift. Starting price of the Mustang 2.3 EcoBoost is from R856 200.

Photography by Harmonix

In a growing line-up of electrified options, the BMW i3s still somehow stands out. Much has been made of the i3’s divisive external design, and in many ways the new i3s only exaggerates that: bigger wheels, more aggressive bumpers, and gloss-black trim. As I found behind the wheel, though, the i3’s key charm remains what’s inside.

The BMW i3s is equipped with a new high voltage battery (120 Ah) with an extended range and can do around just over 340 km’s in ECO plus (with the aircon off) and in Sport you can expect to do 310 km’s. With increased cell capacity to 120 ampere hours (Ah) and a gross content of 42.2 kilowatt hours (kWh). Even though the i3s is reasonably quick, I found that sticking to the speed limits worked in my advantage as the car became more economical while going about my daily duties. The use of the aircon does impact the range on the vehicle so do expect to use more energy in the peak of summer.

With all the upgrades and power behind it, the i3s is a much better alternative when running your daily tasks in the city or even using it to go to the office on a daily. The boot space isn’t the biggest but will allow one to get a decent amount of groceries when out doing some shopping. The foldable rear seat does allow for more storage space when needed and you can expect to fit in larger valuables.

Furthermore, the interior design of the BMW i3s is very futuristic and minimalistic with extensive use of recycled materials being at the forefront of the design. The new Giga World interior package adds striking leather and cloth seats and light eucalyptus wood trim on the dashboard. It’s a very pleasant step away from the usual black, brown, or cream leather you’d expect to find in a BMW, and the dour dashboard trims, and it gives the cabin an airy, lounge-like feel.

The suicide doors allow for easier entrance for rear passengers. The rear seating is suitable for a medium sized adult without them feeling too cramped up.

The exterior of the BMW i3s is not my favourite and the front area is the biggest contributor to that. The front end could have been designed more in line with other BMW’s within the BMW family. However, I quite enjoy the colour scheme of the car and fortunately the front end of the car doesn’t affect the drivability of the car.

Charging was not an issue for me because I could charge using a normal household socket when at home and in other area’s I could use the regular charging stations. Some issues I encountered was that there aren’t sufficient charging stations around Johannesburg that are readily available for fully electric vehicles. In one instance there was a normal combustion car parked in a bay reserved for electric cars to charge. This was a little frustrating and it could have left me stranded if my charge was low. When using the BMW i Wallbox charger you can achieve a 80% charge it will take roughly 3.2 hours.

The BMW i3s is an amazing car that’s nimble and fun to drive. However, I feel this cannot be your only car it can only do a short range until you must start looking for a charging point.

The i3s is still not up to the standards of its key rivals, but a lot more palatable. At the same time, it’s borrowing interior and exterior styling and design ideas for upcoming models, like the BMW Vision iNEXT which itself previews a bold EV SUV for 2021. If you ask me, that can’t come soon enough. Pricing for the BMW i3s starts at R716 900 for the base model.