RPM TV Online

After last week's announcement that Audi will be producing the latest RS4 in an estate form factor only, the RS5 has become the only option for those who want a fast Audi with space for four. And while the RS5 only has two doors, making it a coupe, it is far more of a sedan than the fire-breathing S6, which is the next best fast Audi.

The RS5 has just undergone a facelift, together with the rest of the A5 range , and links the 4,2-litre naturally aspirated V8 in the new RS4 Avant with some slightly updated exterior curves.

Changes are subtle, but include a new grille and front bumper, as well as an evolution of the current-generation A4’s wrap-around LED daytime running lights. At the rear, a cluster of LED lights have replaced the old style rear lamps, which sit above a newly designed rear bumper.

The engine might be new, but has kept the previous RS5’s love for revs untouched, while the output figures are identical, too. The V8 produces 331 kW at 8 250 rpm and 430 Nm of torque, which is exactly the same as that of the previous RS5, but thanks to some careful fettling, it will now despatch a 0-100 km/h sprint in just 4,5 seconds.

Fuel consumption and C02 emissions are also slightly better than the older model.

With Audi retiring the RS4 sedan, and since the S4 (and S5) can look a little humble by comparison (although we have to admit that the 245 kW of our long-term test model always feels eager), the RS5 is the only real family sports car that Audi has on offer. And as the previous RS5 was released locally, we are pretty sure that the facelift version will break cover here sooner rather than later.

The 2012 version of the Mégane RenaultSport has had its power and torque nudged up in an obvious effort to retain its competitiveness in a hot hatch segment that is becoming increasingly hotter.

Thanks to a newly elevated turbocharger boost pressure of 2,5 bar, maximum power has increased by 10 kW while the torque peak gains an additional 20 Nm, meaning the 2012 Megane RS will have an estimated 198 kW and 360 Nm of torque on tap.

It’s also now fitted with a toggle switch that triggers the available boost increase manually, allowing the driver to select between the standard 184 kW of the previous model, or the new 194 kW maximum.

While all other options remain the same, the inclusion of a Red Design pack adds some red detailing to the side skirts and front bumper. It might give the car more of a personalised feel, but it does look very tuner-esque and is likely to be shunned by the more serious drivers.

Also new on the options list is Renault’s Visio lane departure warning system, which alerts the driver when crossing a marked road line without indicating, preventing sleep-deprived road racers from ending up in a ditch.

Keeping things safe at much lower speeds will be the job of the optional parking camera, and an array of front and rear parking sensors. This should come in very handy, especially considering the small rear window aperture of the RS.

The fact that the Mégane RS, in both Sport and Cup versions, is a fixed member of the Renault range on offer in SA suggests that the uprated RS is a dead cert for release on our shores, although timing remains unconfirmed. Equally unclear is whether new spec additions such as the parking camera and the Visio system will be offered locally, too.

If you’ve been meaning to acquire that Maserati GranTurismo S for a while, but just haven’t got around to it, then Maserati has given you a reason to hold off a little bit longer.

The Italian marque has shown a few images of its new GranTurismo Sport, slightly ahead of its official release at next month’s Geneva Motor Show, and revealed that it will be replacing the current S model.

The Sport receives a revised version of the GranTurismo’s 4,7-liter V8, which now produces 339 kW. That should be good enough to achieve a sub five-second 0-100 km/h sprint.

Channelling that power through to the wheels will be a choice of either its six-speed torque converter automatic gearbox, or a sequential manual transaxle unit with steering-mounted shift paddles. The old-style auto comes standard, while the sequential shifter will require a tick box and an uptick in the asking price.

The new Sport distinguishes itself from the soon to be obsolete S with a new front spoiler, which is said to have been designed to maximise brake and engine airflow to optimise cooling. A new front headlight cluster has also been fitted, while the rear receives a slightly reworked grouping and some darker detailing.

Inside, a pair of new seats and a new steering wheel will remind you that you are driving a Sport and not a S. European sales start in September, with the first locally available examples probably due in early 2013.

Flat out in Jaguar's spectacular XK-RS - plus Toyota's classy hybrid, and a sporty diesel Peugeot

Regular viewers of RPM TV will remember our first encounter with the thrilling Jaguar XK-RS at the world launch in Portugal. But now that the car is officially on sale in South Africa, we get to drive it on local soil – and we still think it’s a spectacular beast!

By comparison, the Toyota Auris would appear to fall somewhat short in terms of cachet, but the version under scrutiny isn’t just any old Auris: it’s the new HSD hybrid version. And yes, it’s a lot more viable in everyday motoring terms than we expected.

Finally, the Peugeot RCZ has to be one of the sexiest two-door coupés on the market, and a real brand ambassador for the French marque. But combining those sleek looks (and a very agile chassis) with a turbodiesel engine may appear to be a strange move. Or is it?

The news headlines of the week focus on an upcoming five-door version of the hugely popular Audi A1. Meanwhile, it’s time for a progress report on our BMW Z4 long-term test car.

RPM TV premieres at 20h30 on Wednesday on SuperSport 6 and SS6 Africa. It’s also repeated on MNET and SS2/SS2 Africa on Thursday morning at 07h30. As always, there are several repeat broadcasts – all now on SuperSport 6.

As live sport does affect the scheduling on SuperSport, please check the latest transmission schedule on the RPM TV website at www.rpmtv.co.za. You can also search for RPM under ‘Motorsport’ on the SuperSport website, or the Electronic Programme Guide accessible on Channel 100.

RPM TV is proudly sponsored by Continental Tyre.

There comes a point when it doesn’t matter from a driving point of view, how much more kW you add or weight you shred off. At that point fast is fast, and the difference between a 4.7 and 4.1 second 0-100 km/h sprint sounds might like a lot of paper (because it will cost you a lot more to lose those 0.6 seconds), in reality it doesn’t feel that much quicker at all.

Hardcore special editions often fall prey to this, as they are normally just slightly tuned versions of their vanilla counterparts; with a bigger body kit, wheels and a few extra horses strapped to the side with low weight carbon-fibre reinforced plastic stirrups.

And that was what I thought would happen to the new Jaguar XKR-S; a hardcore, more powerful and louder version of the Jaguar XKR. And to make matters worse, a louder more hardcore version of the XKR already exists in the Black and Dynamic Pack, two option packs which make the regular XKR meaner looking with better handling.

But luckily the XKR-S is one of those cars that has to be driven to understand its appeal, because while it is more aggressive, louder, faster and has more visual impact than the Black Pack, it is also more drivable than a Audi R8, and more fun than a Porsche 911 Turbo.

It has a very unique set of characteristics in that from the outside it looks and sounds like a modified racing car. The supercharged 5,0-litre V8 has a life of its own, over throttling on shift ups and holding it there as the rev’s build up, making a noise that would be more at home in a chase scene featuring a T-Rex and a Jeep (and the Jeep is silent). The sound forces people to look and see what is coming their way, and they are rewarded with a lightning blue exterior which says that it is most certainly you that is making that noise.

But on the inside it is one of the most refined cars that I have ever driven, with huge cushy seats and a touch screen entertainment system linked up to a surround sound speakers. There’s air conditioning, heated seats and heated steering wheel, along with the same premium switch gear that you will find in the regular XKR.

There are two usable seats behind the front set, which are small and cramped, but are more comfortable than what you would find in the back of a 911. There is also a decent amount of space in the rear luggage compartment because the power plant lives in front, unlike the R8 with its rear engine configuration.

It can also be driven like a normal car, riding comfortably at slow urban speeds, thanks largely to its supreme six-speed automatic gearbox. It’s not a fancy dual-clutch transmission, but it just feels great on this car. It also doesn’t have to be loud, and as long as you keep it under 3,000 rpm you can stealthily roll by without raising the hounds of hell.

But then, when you switch to Dynamic the engine’s rubble becomes a chorus and the throttle transforms from being the go-fast pedal to the declare-ware pedal. It’s impossible to get off the line in first gear, unless you are trying to create a distraction through smoke and racket, and the tail will happily swing round and wish you well if you pretend you are a F1 driver through the bends.

The XKR-S is a lucid marriage of insanity and comfort; that perfect car that will be as comfortable in the traffic every day as it would be pushing the limits on a track on the weekends. These have traditionally been the stomping ground of the Porsche 911 Turbo and Audi R8, but the XKR-S takes their lead and improves on it, greatly.

When you spend R1.7 million on a car you want people to notice you when you drive by, and the Jaguar offers you that, servings denoted in 500ml man-sized cans. But it will bring you that 6-pack on a silver platter, because you don’t need to sit in a cramped roll cage encased fibreglass shell to access it.

If I had R1.7 million to spend on a car, this would be it – without a doubt.

Historically, Audi has favoured an estate layout for the initial launch of its RS saloon models. This has been the case ever since the mid 1990’s when, if you wanted to go fast in an Audi, you had better also have a need to lug a fair amount of equipment with you, because your only option was the RS2 Avant.

Almost two decades later, Audi has once again released a new RS model – and again only with the extra-big cargo area, with tailgate to match.

The latest addition to the RS Avant club is the third incarnation of the RS4. Like its predecessor, it still uses a big, naturally aspirated  4,2-litre V8, tuned in accordance with the lump found in the RS5, meaning that it produces a venerable 331 kW and 430 Nm of torque.

That’s more power than the previous RS4’s 309 kW, but not close to the 358 kW produced by its nearest rival from Mercedes-Benz, the C63 AMG Estate. The situation worsens when torque curves are compared, because while the Audi has to make do with an unchanged 430 Nm, the Mercedes-Benz leaves more rubber behind on the asphalt, thanks to its 600 Nm.

But as any great racing driver will tell you, it’s not all about how much power you have (unless you’ve brought a modern Le Mans car to a classic amateur cup), but about the package – and this is where the RS4 Avant shines.

As with all S and RS models, this saloon sports Audi’s quattro permanent all-wheel drive system, meaning it will be able to keep things tidy on rough and wet roads a lot better than the Merc. But it’s not all about safety, as the quattro system on the RS4 has been fine-tuned to allow a maximum power split of 70 per cent front and 80 per cent rear bias.

This should allow for hooligan levels fun when applying lots of throttle through a corner, and a safety net for when you need to catch the tail from swinging around and waving hello as it passes you.

Another big advantage of the RS4 over the C-class is that it receives a second heirloom from the RS5 in terms of its seven-speeddual clutch gearbox. The S-Tronic gearbox is quick, but more importantly incredibly responsive, compared to the old-style wet clutch auto gearbox used by the C-Class which still feels like it has been sourced from an S-Class, circa 1995.

The RS4 Avant is also more subtle than the brutal C63 AMG, which can count for or against it, depending on what you like. It rides 20 mm lower than the standard A4 Avant , and comes fitted with 19-inch wheels,with 20-inch versions wrapped in a thin layer of 265/30 rubber the preferred, but added cost, option.

A more aggressive appearance includes the trademark RS aluminium-clad exterior mirrors and a matte black aluminium single-frame grille, which contrasts against the-high gloss black honeycomb grille insert, while a pair of oval chrome tailpipes protrude from the rear apron/diffuser. A subtle roof spoiler completes the look of the car.

Audi says it’s chosen to release the car in Avant-only form because its RS models have traditionally sold better in that shape. Italso believes  the demand for hot four-door saloons is waning and that the S5 offers sufficient performance in that bracket already.

South Africans have traditionally struggled to accept the concept of a high-performance estate (or station wagon, as we still tend to describe them), so local appeal may be limited. But that’s unlikely to stop Audi SA from launching the car here – and worldwide demand, linked to a small production run, will mean that they will be in short supply regardless.

The Mazda6 has been on the update radar ever since the first ‘Kodo’ design language concept car was shown as a 4 door sedan, and it seems that Geneva will be the place where that finally happens.

The Takeri concept pictured here is more than what we expected – and a clear evolution of the earlier concepts shown last year. Mazda says that this Takeri will become the Mazda6 with only the door handles, wheels and wing mirrors not making it to the final production car.

That of course means that the dramatic nose and sculpted rear should be all over showrooms when the Mazda6 does eventually launch.

Under the bonnet the Mazda6 should be as cutting edge as its looks, with the inclusion of the companies technologically advanced SkyActiv bits and pieces. This makes for some highly efficient petrol and diesel models driven by lightweight automatic or manual transmissions.

The Mazda6 will also feature a new-for-Mazda piece of efficient technology named i-ELOOP, which is a contraction of Intelligent Energy Loop. The system works as a brake regenerative module that stores energy under deceleration which is then used to power the electrical components, taking the stress off of the engine and saving up to 10% in fuel consumption in the process.

Behind that new exterior is a clean and modern layout that is characterised by a BMW style iDrive system, opposed to the dash mounted controls of the past. The system is meant to be a homage to all things Apple, meaning that it should be very intuitive.

The concept that will be shown at the Geneva Motor Show will be driven by a next generation turbocharged diesel motor that is extremely light on emissions. While the 2,2-litre four-cylinder lump producers a respectable 130 kW and 420 Nm, only 104g/km of carbon emissions are generated in the process. This should also translate into some class leading economy figures.

As things stand now the Mazda6 should be on sale sometime in 2013, which also gives us another reason to look forward to next year.

BMW has confirmed that the all-new M6, based on the marque’s grand touring coupé, will go on sale this year, shortly after its official unveiling at the Geneva Motor Show.

This fastest Six will for the first time possess supercar performance, while still offering the same uncompromising comfort that the 6-Series has become known for, with a possible top speed of 305 km/h if the optional M Driver package is fitted.

There are no surprises under the bonnet, where you’ll find the same 4,4-litre twin-turbocharged V8 powering the latest M5. It’s good for 411 kW and 680 Nm of torque.

This engine, in combination with the seven-speed dual clutch gearbox sourced from BMW M, allows the M6 to not only reach its lofty top speed but to also launch off the line and sprint to 100 km/h in just 4,2 seconds.

Figures like this bring the M6 within strikingdistance of some of the motoring world’s much more expensive supercars.

The exterior styling has been slightly modified, with bigger air scoops and aerodynamic channels optimising air supply to the engine. Weight saving has also played a role, to the point where BMW has replaced the roof on the coupé version with a carbon fibre-reinforced plastic panel, as well as composite plastic front fenders and a glass fibre composite boot lid.

M-Division has also made sure that M6’s supercar persona is obvious at all times while on the move. The car’s array of driver aids have been specifically calibrated to allow for its performance character to manifest itself on all parts of the asphalt.

An option that we are relieved to see on this car is the inclusion of carbon-ceramic brake discs, available only with the non-standard 20-inch wheels. Not only do they save a combined 20 kg over the standard system, but they should also make sure that no amount of real world braking will dull the stopping force generated by those gold painted callipers.

Just like the standard 6-Series, the M version is offered in both convertible and coupé derivatives. BMW South Africa has already confirmed local availability, but timing remains unconfirmed.

FIve-door BMW 1-Series stars - but Polo Vivo GT and diesel Toyota Fortuner also shine

BMW’s all-new 1-Series is currently on offer in five-door guise only – and that blunt front-end treatment takes a little getting used to. But as we find out on this week’s episode, the compact hatch offers an unexpectedly complete motoring experience.

Then, we chase VW’s latest budget beater around the Midvaal racing circuit. The Polo Vivo GT let’s off where the Citi Golf CTI and various other Golf Mk 1-based pocket rockets left off, and here too, there’s more than meets the eye.

We also test-drive the latest version of Toyota’s hugely successful Fortuner SUV, this time equipped with a new, more compact turbodiesel engine, mated to a 4x2 drivetrain. It might not be subtlest all-terrainer around, but it convinces on most levels.

On the news front, we take a look at the cabriolet versions of the Porsche’s all-new, 991-series 911. And our long-term spotlight highlights our most recent experiences at the wheel of RPM TV’s Honda CR-Z hybrid sports coupé.

RPM TV premieres at 20h30 on Wednesday on SuperSport 6 and SS6 Africa. It’s also repeated on MNET and SS2/SS2 Africa on Thursday morning at 07h30. As always, there are several repeat broadcasts.

As live sport does affect the scheduling on SuperSport, please check the latest transmission schedule on the RPM TV website at www.rpmtv.co.za. You can also search for RPM under ‘Motorsport’ on the SuperSport website, or the Electronic Programme Guide accessible on Channel 100.

RPM TV is proudly sponsored by Continental Tyre.

This past week I was able to enjoy a day with BMW’s new grand tourer for people who hate the wind: the 6-Series 650i Coupé.

The closest thing I can compare the BMW 650i Coupé to is a mid-1990s cigarette boat. Both have a bonnet longer than a house; provide seating for four but will probably never take more than two; unleash their power in equal amounts of force and noise; and will cost you more than a private school education.

While the 6-Series Convertible has been around for a few months already, the coupé version is a more recent addition, even though I have always wondered why the market needs both a convertible and coupé configuration when it comes to cars like these.

When you are paying this kind of money (somewhere north of R1,1-million before you start adding those features), you might as well have the option to use it with the roof down, opposed to the very permanently enclosed coupé. After all, the days of convertibles being a hassle to own are pretty much over.

But the coupé is an option for anyone who wants it, and it’s what I’m driving today.

This 6-Series is very important for BMW because it is a showcase for the brand, and needs to perform a public lobotomy to overwrite the memory of the not-so-well received previous 6-Series’ styling.

In that regard, it actually does very well: the car is extremely handsome from the outside, with a distinctly different detailing compared to the rest of the BMW brand, but not to the extent that you feel you’re being clubbed with a pick axe.

It also grows very quickly on you, which is a feature that seems to be common to all of BMW’s new cars. I experienced something similar when I encountered the latest 1-Series recently (from not being able to look at it, to now not minding it) and the 5-Series (now officially prettier than the previous Mercedes-Benz E-Class, which used to be the best looking luxury saloon around).

The interior has a familiar feel to it in that the design approach has been lifted from the current 5-Series, but it’s still sufficiently different to underline the big coupé’s individual identity. The central display, as well as the climate control panel and old-style media controls are all bigger; the gear selector and iDrive have a piano black finish which is very sexy; and the instrument cluster now has more drama at the bottom in the form of some racy red lines.

The cabin is also absolutely massive, with a huge amount of metal and wood and leather wrapped and inlaid into the myriad of surfaces around you. While this does give you the feeling of space and luxury, it also reminds you just how damn’ big the 6-Series is.

Luckily the 650i comes standard with PDC with surround view cameras (the best PDC money can buy, in my opinion) which gives you a bird’s eye view of the space around you when parking, and makes urban parking if not easier, then at least feasible in this car.

Pilot it through corners though, and it feels nimble and light, a trait that made me fall in love with the 5-Series I drove. But on this 6-Series, the steering seems to load up just a tad too late. I’d often enter a corner, only to significantly adjust the degree of lock required to actually make it into the bend. This is better in Sport mode, but not excellent.

On the subject of driving modes, the 650i coupé has the traditional Comfort / Sport / Sport+ settings, but also an added Comfort+ which, if Sport is red and Comfort is blue, is personified by the colour ‘tanned beige’. The ride is soft to the point of being sloppy, making travelling at speed an exercise in bravery.

Sport+ on the other hand is equally mental, because it can now not be selected without disengaging traction control (or what I assume is actually a racier setting for the Dynamic Stability Control), meaning that you need to be extremely gentle on the throttle or else risk re-enacting a manoeuvre from Swan Lake on Ice.

But if you are able to contain your right foot, you will be rewarded with 300 kW of turbocharged V8 power, and the resulting eye-popping G-forces. From standstill, the 650i coupé is crushingly quick, making its claimed 4,9 seconds 0-100km/h time seem conservative.

In summary the 650i coupé is comfortable, and quick, and quite good at both, in theory making this 6-Series the perfect car. Unfortunately it’s not. Just as it is not cool anymore to fly around the waves in a 40-foot power boat, moustache waving in the wind, big and loud grand tourers are not the desirable objects they use to be.

As a drivers’ car, the BMW is incredible and very rewarding but if you, like most South Africans, consider driving around town to be a spectator sport, then the 650i coupé is probably not what you’re after.