While it may not look radically different from the outgoing model, the brand-new 2024 Mercedes-AMG GT brings some critical upgrades to the table.
The AMG GT was a striking and desirable vehicle when it came out back in 2015. With a fiery 4.0-litre twin-turbocharged V8 engine, stunning GT looks and a driving experience that underlined AMG’s performance credentials, what’s not to like?
There were shortcomings, however. Rear-wheel drive only could prove a handful and the strict two-seater setup limited practicality. With the all-new 2024 Mercedes-AMG GT, these two weaknesses have been addressed.
New for 2024 is 4Matic all-wheel drive as well as seating for four, in a 2+2 setup. There’ll be two derivatives on offer, both using the 4.0-litre twin-turbocharged V8 engine but in two states of tune. The 55 packs 350 kW and 700 Nm, while the 63 features 430 kW and 800 Nm.
With sprint times to 100 kph of 3.8 and 3.1 seconds respectively, the new AMG GT is a brisk performer. The addition of 4Matic+ all-wheel drive helps keep things planted, but you can send 100% to the rear for some fun sideways action. The vehicle features a 9-speed automatic gearbox.
Interestingly, the new 2024 Mercedes-AMG GT and SL were developed together and use an identical platform. Under the skin, the new GT features a sports suspension with semi-active roll stabilisation, adaptive shock absorbers and a front lift system to deal with those pesky speedbumps.
Inside, the GT features a sporty cabin that’s virtually identical to that of its SL sibling. Usual AMG treatment like the steering-wheel mode controls and bucket seats appear standard, as well as the portrait-orientated infotainment screen. There’s a larger boot and two seats at the rear, but the jury’s out on how much legroom there’ll be.
2024 Mercedes-AMG GT Showroom Debut
While Mercedes-Benz SA is yet to comment about this vehicle’s availability, Mercedes-AMG said the newcomer will be arriving in dealerships in the first half of 2024, with pricing to be announced closer to the time. As a reference point, the freshly-landed Mercedes-Benz SL retails for R2 493 846.
Judges and Categories announced for revived Cars.co.za Consumer Awards
Cars.co.za recently announced the immediate return of its Consumer Awards, widely regarded as the definitive South African motoring awards programme. Now the time has come to announce the categories and judges of these prestigious awards.
“The Consumer Awards programme has been identified as being integral to the decision-making journey for new-car buyers on Cars.co.za,” explains Hannes Oosthuizen – the project manager of the Cars.co.za Consumer Awards.
The #CarsAwards – as it is widely referred to on social media – is about much more than just handing over trophies to carmakers in February 2024. It’s a 6-month long project that is designed to inform potential car buyers about the vehicles that should appear on their shortlists. Importantly, it also gives consumers a say in the results.
The semi-finalists in each of the 13 categories will be announced on Monday 4 September 2023.
An awards programme that helps the consumer
“It is important to note that #CarsAwards differs from other awards programmes in several key aspects,” says Oosthuizen. “Firstly, the consumer can get directly involved, by telling us about their experiences with their own vehicles, including the after-sales service they have received,” he adds. Data collection for this important aspect of the #CarsAwards will start soon.
In the final round of judging, the inputs of actual car owners account for 50% of a finalist vehicle’s score. “This is a crucial aspect, because while we can rely on motoring- and other specialist journalists to evaluate the products by testing them, they can’t judge what it’s like to live with a car – owner feedback is equally important,” he explains.
Categories aligned with market hot-spots
Another key difference is that #CarsAwards doesn’t only consider and reward models that have been launched in the past year.
“As the name indicates, these awards are really for the consumer,” Oosthuizen says. “For that reason, all cars on the market are in the running, provided they have been launched locally by 1 September 2023 and comply with the various categories’ criteria. We have tweaked the 13 categories to be even better aligned with where consumers are shopping,” he says.
“We have noticed a significant shift to crossovers in the sub-R500 000 price range, but even within that broad definition there are sub-categories. Consequently, there is a concentration of categories below R500 000, which is an acknowledgement of the tough economic climate out there. Nevertheless, #CarsAwards is also about educating the consumer about what is on the horizon, and as such an EV category has been included for the first time,” explains Oosthuizen.
As before, the 14th and most prestigious category is Brand of the Year. “This is a really special award and 100% based on consumer feedback gained from our Ownership Satisfaction Survey, and also incorporating market share growth and resale data.
04/11/2020 – #CarsAwards (Photo by Roarke Bouffe / Cars.co.za)
The 13 product categories (and examples of contenders) are:
BUDGET HATCH (Priced between R250 000 and R350 000, eg. VW Polo Vivo, Toyota Starlet)
COMPACT HATCH (Priced between R350 000 and R500 000, eg. VW Polo, Opel Corsa, Honda Fit)
ENTRY-LEVEL CROSSOVER (Priced between R250 000 and R350 000, eg. Nissan Magnite, Toyota Urban Cruiser, Chery Tiggo4 Pro)
COMPACT FAMILY CAR (Priced between R350 000 and R500 000, eg. Haval Jolion, Toyota Corolla Cross, Renault Captur)
FAMILY CAR (Priced between R600 000 and R800 000, eg. Kia Sportage, Toyota RAV4, Haval H6)
PREMIUM CROSSOVER (Priced between R700 000 and R1m, eg. BMW X1, Mercedes GLB, Audi Q3)
EXECUTIVE SUV (Priced between R1m and R1.3m, eg. BMW X3, Mercedes GLC, Volvo XC60)
PREMIUM SUV (Priced between R1.3m and 1.8m, eg. BMW X5, Mercedes GLE, Land Rover Defender)
ADVENTURE SUV (Priced between R800 000 and R1.1m, eg. Ford Everest, Toyota Fortuner)
PERFORMANCE CAR (Priced below R1m, eg. Hyundai i30N, Subaru WRX, VW Golf R, Toyota GR Corolla)
LEISURE DOUBLE CAB (Priced above R800 000, eg. Ford Ranger, Isuzu D-Max, Toyota Hilux)
EV (Priced below R1.3m, eg. Mini Cooper SE, Mercedes EQA, Volvo XC40, BMW iX1)
Timelines
As before, there are 4 phases to the #CarsAwards process.
1 September 2023: The Cars.co.za extended editorial team meets in Cape Town and debates all vehicles in the South African new vehicle market, within the defined categories and against the category criteria. All vehicles launched by 1 September 2023 will be considered. The top 5 in each category is determined by consensus and not a secret vote to ensure rigorous analysis and debate. The 5 semi-finalists will be announced on Monday, 4 September 2023.
2 October 2023: The same Cars.co.za extended editorial team meets in Cape Town and votes on the vehicles in the individual categories to determine the finalists (3 per category).
2-3 November 2023: The 39 finalist vehicles (3 per category, 13 categories) are tested back-to-back at Gerotek in Gauteng.
February 2024: Announcement of all winners.
Respected, influential judges
In building the judging panel, the goal was to achieve a balance of motoring expertise (particularly in the first two phases of the programme, which determine the finalists) and respected non-motoring, highly analytical media professionals.
“It is absolutely crucial that motoring journalists’ opinions are supplemented by those of non-motoring media professionals, who, in many ways, represent the consumer at the test days,” explains Oosthuizen.
“As these Awards are designed to be of maximum benefit to the consumer, it is also critical that as many South Africans as possible know about the results,” says Oosthuizen. “Our panel of judges has been selected with that in mind, and consequently you will find a mix of new and traditional media, print, broadcast and social media specialists,” he explains.
The judges for the 2023/2024 Cars.co.za Consumer Awards are;
To follow developments regarding the 2023/24 Cars.co.za Consumer Awards, keep an eye on #CarsAwards on most social media channels.
Flat-out on a dirt race track! Introducing our long-term 2023 Subaru WRX
We’ve got the brand-new Subaru WRX with us for the next few months and it’s the manual! Does it still provide thrills galore? Ciro De Siena gets acquainted with the newcomer.
Here at Cars.co.za we’re not exactly shy about our love for old Subarus. Three members of the team own older Subarus, including a blob-eye and a hawk-eye Prodrive.
And so Subaru thought that we might be the right outfit to judge their latest WRX, a car which has grown up considerably since the days of the blob-eye and hawk-eye.
Over the next few months, we’re setting out to answer the question, has the WRX got its groove back?
In this first test, we hired a dirt oval outside Cape Town to see if the car’s rally roots would shine through. Were we disappointed? Only one way to find out.
We were deeply impressed with the range-topping Ford Everest 3.0 V6 Platinum, but if you don’t need 6-cylinder power, and are willing to sacrifice some tech, the more affordable 2.0 BiTurbo 4×4 Sport derivative offers significant appeal too.
We like: Design, ride/handling balance for a ladder-frame chassis vehicle, practical cabin
We don’t like: Lacks some features at the price, still quite thirsty
When finished in black, the Everest Sport looks veritably “murdered out”, as fans of car customisation would say.
Where does the Ford Everest Sport fit in?
It’s fair to say that when the new Ford Everest was introduced last year, its price positioning raised eyebrows – it breached the R1-million mark and slotted in well above the asking prices of its traditional Toyota Fortuner rival. But after spending a significant amount of time with the flagship Platinum variant, we were convinced (by and large) that Ford had done enough to justify the heady price tag. It is a significantly more polished product than the ageing Fortuner and even Isuzu’s relatively fresh MU-X.
Though the Ford Everest range has since grown to also include Wildtrak and XLT derivatives, which notably made the 7-seat adventure SUV more accessible at a lower price point, the subject of this review was part of the initial launch line-up. Powered by the marque’s highly-regarded 2.0-litre 4-cylinder bi-turbodiesel engine and kitted out in attractive Sport trim, could this Everest be the sweet spot in the line-up? It is worth noting that it is the most affordable 4×4 variant in the revised and extended line-up.
The Everest Sport can be distinguished from its brethren by various bits of black trim and matching 20-inch alloys.
How the Ford Everest Sport fares in terms of…
Design and Packaging
Sport trim features primarily black detailing and, when coupled with the shimmering black paint finish of our test unit, it endows the Ford Everest Sport with a particularly menacing, upmarket look. The bracket-shaped LEDs provide some welcome contrast, seeing as even the wheels (20-inch alloys, which are standard fitment) are painted black. For a number of our testers, the 2.0 BiTurbo 4×4 Sport’s look was more appealing than that of the Platinum, which is awash with chrome finishes. But, to each their own.
Besides the black trim, it’s indeed difficult to spot notable differences between the Platinum and Sport. The wheels are one size smaller and there is no dual-panel moon roof. Interestingly, the Sport rides 3mm higher than the Platinum, which gives it a slight approach/departure angle benefit, but if you read the fine print, you’ll realise that while underbody protection is optional on the Sport, it’s standard on the Platinum.
The Everest Sport is a bakkie-based SUV, yes, but it is the most refined and comfortable offering in the segment.
As for the cabin, the Everest Sport looks every bit like a R1-million vehicle on the inside. Predominantly black finishes abound, but it somehow comes across as “premium” and not overbearingly sombre. This is largely due to the presence of the same 12-inch “tablet-style” touchscreen in the centre of the fascia, as well as an 8-inch digital instrument cluster (it is, admittedly, smaller than the Platinum’s 12-inch item).
As expected, the Everest Sport’s cabin is largely identical to that of the Platinum (in terms of practicality and configuration), but again, if you inspect the specification sheet closely, you may notice some interesting differences. Due to the lack of the vast dual-panel moon roof, the headroom in the 1st and 2nd rows of the Everest Sport is, in fact, superior to that of the Platinum (by a not-insignificant 4 cm).
Second-row passengers are availed more than enough leg- and headroom (the latter because there is no panoramic roof).
The front seats are electrically adjustable (including lumbar support), but lack heating/cooling (standard in Platinum), while the 2nd row also forgoes the flagship’s heating function. Perhaps more importantly, the 3rd row lacks the auto-fold function featured in the Platinum. So, quite a few nice-to-haves have been sacrificed. Upholstery is partial leather, as opposed to full “premium” leather in the flagship.
Performance and Efficiency
Under the bonnet is Ford’s proven 2.0 BiTurbo diesel engine that develops 154 kW and 500 Nm, with maximum torque available from 1 750 to 2 000 rpm. Although the peak figures are obviously lower than those of the Platinum’s 3.0-litre V6, they are very competitive with the outputs of the 2.8- and 3.0-litre engines in the Fortuner and MU-X. The motor is mated with a 10-speed automatic transmission.
The Everest Sport’s digital instrument cluster is smaller than that of the Platinum, but its display is impressive nonetheless.
In day-to-day driving conditions, the drivetrain is more than up to the task of propelling the Ford Everest Sport with sufficient verve (our test equipment indicated it could accelerate from 0-100 kph in 9.85 sec), but there are moments when a sudden throttle application can catch out the transmission, leading to some “hunting” (in other words, the ‘box would hurriedly shift down one or more ratios at a time).
Another interesting difference between the Ford Everest Sport and its Platinum sibling is that the latter features a full-time 4-wheel-drive configuration, whereas the former gets a part-time electronic shift-on-the-fly 4-wheel-drive system, which includes 2H, 4H and 4L (the last is for tricky off-road conditions).
Off-road enthusiasts will appreciate the 4×4-specific readouts, including pitch and yaw details.
One of the main benefits of utilising a smaller-capacity turbodiesel motor (instead of a 3.0-litre V6) is that the Sport should offer better fuel efficiency than its Platinum sibling. During our test of the 3.0 V6 Platinum, we found the test unit quite thirsty, with an average consumption of 10.5 to 11 L/100 km (the claimed figure was 8.5 L/100 km). Unfortunately, although Ford claims an average consumption of 7.5 L/100 km for the Sport, we achieved around 10.5 L/100 km again. It is worth noting, however, that our test period with the Platinum involved a lot of long-distance touring, which was not the case with the Sport.
The good news for those who need a capable towing vehicle is that the Ford Everest 2.0 BiTurbo 4×4 Sport’s tow rating (braked) is the same as the flagship derivative: a not-insignificant 3 500 kg.
The portrait-oriented touchscreen infotainment system requires a bit of familiarisation, but it’s the highlight of a tech-laden cabin.
Comfort and Features
As mentioned earlier in this review, the Ford Everest Sport’s cabin is largely similar to that of the Platinum derivative. The extra width in the cabin (compared with its predecessor) and the attention to detail make the Everest’s cabin a significantly more pleasant space to occupy than those of a Fortuner and MU-X.
And while the 2.0 BiTurbo 4×4 Sport’s features list is comprehensive, it does require buyers to make do without some nice-to-have active safety- and infotainment features found in the Platinum version.
Apart from dual climate control, front passengers are availed 2 types of USB inputs and a wireless charging pad.
But let’s start with the positives; you still get numerous (5) USB outlets, a 400W inverter, wireless charging pad, dual-zone climate control, rear air-conditioning panel with ventilation outlets for the 2nd and 3rd rows, a power tailgate, rain-sensing wipers, towbar, cross-traffic alert and lane-keep assist.
It lacks the Platinum’s heated steering wheel, however, and you only get one-touch up/down windows at the front. Strangely, the rear seatbelt reminder functionality is not offered on the Sport. You also have to forego ambient lighting and the nice B&O-branded audio system of the flagship derivative.
There are fewer driver-assistance systems available than in the flagship Platinum, but they’re plentiful by family-car standards.
Cruise control is standard (but not adaptive, as in the Platinum) and you lose Active Park Assist, tyre pressure monitoring and the surround view display. There is a reverse-view camera, though. A “lighter” version of the advanced Pre-Collision Assist system does not feature “evasive steer assist”, for example.
Overall, you’re still likely to find the cabin supremely comfortable and refined, but the handful of missing features do add up – the price difference between the Sport and Platinum versions is “only” R150 000.
Ride and Handling
As we noted in our review of the Platinum, the Everest feels the most “un-bakkie-like” of all the ladder-frame-based 7-seat SUVs on the market. The wider track, well-tuned suspension and road-biased tyres, as well as impressively low levels of NVH (noise, vibration, harshness), contribute to its premium feel.
The Everest Sport rides on standard 20-inch alloy rims shod with reasonably plump 255/50 tyres.
If you intend to traverse challenging off-road terrain, such as technical 4×4 courses, with your vehicle on regular occasions, you have the option of fitting 18-inch wheels that are shod with more suitable all-terrain tyres. If you go that route, you may want to additionally specify extra underbody protection.
The Everest is a close match for a vehicle such as Toyota’s Prado in terms of its approach and departure angles (just mind the towbar!) and you can fine-tune the vehicle’s drive settings using a switch on the centre console. Normal, Eco, Tow Haul, Slippery, Mud&Ruts and Sand drive modes are available.
Price and After-Sales Support
The 2023 Ford Everest 2.0 BiTurbo 4×4 Sport costs R1 020 300 (before options, August 2023). The price includes a 4-year/120 000 km vehicle warranty, but service or maintenance plans are optional.
Although the Everest Sport may not be the pick of the range, it’s still a front-running 7-seat adventure SUV.
Verdict
There’s a lot to like about the Ford Everest Sport, particularly in terms of its overall look, but on reflection, we wonder whether it is not ultimately worth stretching your budget to buy the Platinum version… or opt for one of the cheaper Everest variants (if you’re willing to do without 4-wheel drive) instead. The dip in power compared with the V6 is noticeable and besides, our test unit wasn’t particularly fuel efficient.
And then, given the relatively small price gap of R150k to the Platinum, and the long list of features that that apex derivative offers, we’d say favour the flagship over the Everest Sport. If, however, that is not an option, and you’re looking for a brand new off-road-capable 7-seater adventure SUV for around R1 million, we do rate the Everest Sport as a superior offering to its Fortuner and MU-X equivalents.
The Mustang GTD is a high-performance and limited-edition supercar by Ford and the Dearborn-based carmaker has just released info and some photographs.
With an expected price tag of around $300 000, the Ford Mustang GTD is not going to be cheap or accessible. Right now we have no confirmation of the newcomer being sold in South Africa, or if right-hand production is on the table.
But, what a machine the Mustang GTD is shaping up to be. Essentially a road-legal version of the Mustang GT3 that’ll be racing in 24 Hours of Le Mans in 2024 and will sit at the pinnacle of the Mustang family.
The ambitions are lofty and Ford has the goal of taking on all of Europe’s fastest and finest sports cars and that means a Nurburgring laptime attempt. Ford has said it’s targeting a sub-7 minute run around the famed Nordschleife.
Ford is going all out with the Mustang GTD, with a unique supercharged 5.2-litre V8 with dry sump oil and dual air inlets. The manufacturer says it will have a red line of over 7 500 rpm and develop around 800 hp (596 kW). Straight line performance is one thing, but the Mustang GTD has to stop and go around corners.
For the latter, there’s an advanced semi-active suspension and a motorsport-inspired tubular subframe. At each corner are 20-inch forged aluminium wheels with 345 mm rubber at the rear. On the front axle are 325 mm tyres with Brembo carbon ceramic brakes. Some trick aerodynamics round off the extreme package.
Ford is yet to release any photographs of the cabin, but inside there’ll be Recaro sports seats, 3D-printed paddle gearshifters, rotary dial shifter and a cool touch is the serial plate from a F-22 fighter jet. The rear seats have been removed to save weight and there’s extensive use of leather, suede and carbon fibre.
“Mustang GTD shatters every preconceived notion of a supercar,” Ford chief executive Jim Farley said. “This is a new approach for us. We didn’t engineer a road car for the track, we created a race car for the road. Mustang GTD takes racing technology from our Mustang GT3 race car, wraps it in a carbon fibre Mustang body and unleashes it for the street.”
Another one bites the dust. Yes, the Nissan Almera has been quietly killed off in South Africa, ending the 3rd-gen budget sedan’s 10-year run on the local market…
The death knell has finally sounded for the Nissan Almera in South Africa. Cars.co.za can confirm the Japanese automaker’s local division has stopped importing stock of the long-in-the-tooth budget sedan. The news means Nissan no longer markets a sedan in Mzansi, with the Sentra having been scrapped as long ago as late-2016.
In July, we noticed local sales of the Indian-built sedan – typically a popular vehicle among rental and fleet buyers – had tapered off markedly through the year, from a high of 785 units in January 2023 to a mere 7 units in June 2023 (and then 10 units last month). So, on 20 July, we approached Nissan South Africa for comment on whether the Almera was still on the market. No feedback was forthcoming.
The Almera nameplate returned to SA in 2013 with the arrival of the N17 generation.
After a follow-up on 25 July and several subsequent – likewise unsuccessful* – attempts to source an official response from the brand in August, we decided to do some digging ourselves. We spoke to 2 separate sources, both of which confirmed the Almera had indeed been put out to pasture locally.
Technically, of course, the vehicle is on runout (and is still included both on Nissan SA’s website and in its official price list), but we understand local stock has now run virtually dry – exactly as the latest sales figures suggest. Despite the fact Nissan stopped importing this model at some point earlier this year, the Almera ranked 2nd on the list of SA’s best-selling sedans in the 1st half of 2023, behind only the locally built Toyota Corolla Quest.
Year to date, the Almera is Nissan’s SA 2nd best-selling passenger vehicle.
Though it’s perhaps flown under the radar somewhat, the Almera was an important vehicle for Nissan South Africa in terms of sales volumes. Over the opening 7 months of this year, 1 573 units of the sedan were registered locally, making it the automaker’s 2nd most-popular passenger vehicle after the Magnite.
After a 7-year hiatus (when it was replaced locally by the Tiida), the Almera nameplate returned to South Africa in August 2013, with the launch of the N17-gen model, complete with a 490-litre boot capacity. The front-wheel-drive sedan – which was known in some countries as the Sunny, Versa, V-Drive or Latio – remained largely unchanged over its decade on the local market, bar a minor update in September 2014. In fact, the Mk3 Almera soldiered on locally despite a 4th-gen model being revealed for overseas markets in 2019.
The Almera badge is no more in South Africa after a 10-year run.
The local Almera range comprised 2 derivatives, each powered by Nissan’s naturally aspirated 1.5-litre, 4-cylinder petrol engine and differentiated only by their transmissions (a 5-speed manual gearbox or a 4-speed automatic cog-swapper). Peak outputs for this atmospheric engine stood at 73 kW and 134 Nm. The 1.5 Acenta manual was last priced at R291 900, while the 1.5 Acenta auto cost R310 000.
The Almera isn’t the only well-known Nissan nameplate to have been discontinued in South Africa in recent times. The NP300 Hardbody, 370Z, Micra and GT-R (not to mention the entire Datsun brand) were all axed fairly recently, while production of the NP200 half-tonner – which has made 4th place on the list of SA’s best-selling bakkies very much its own and is easily Nissan’s strongest seller overall – is scheduled to end at Rosslyn in March 2024.
*On 25 August, Nissan SA provided us with the following statement: “Nissan South Africa can confirm that the Nissan Almera platform has reached the end of its extended lifecycle. As part of Nissan’s SUV leadership strategy, the Magnite, Qashqai and X-Trail were introduced to the South African market. Nissan remains committed to ensuring the continued satisfaction of Almera customers and as such will continue offering service parts after the end of sales”.
The Toyota Rangga concept has been revealed in Indonesia, previewing a versatile new single-cab bakkie. Here’s what we know about this boxy workhorse so far…
Meet the new Toyota Rangga, a versatile single-cab bakkie concept that the Japanese automaker plans to put into production at an as-yet-unconfirmed date.
Revealed at the Gaikindo Indonesia International Auto Show (GIIAS) 2023, the “multi-purpose” show vehicle appears to be related to the IMV 0 Concept unwrapped in Thailand back in December 2022.
Unfortunately, as was the case with the IMV 0 Concept, technical details on the Rangga are frustratingly thin on the ground, so we don’t even have a firm idea of external dimensions, never mind payload capacity or engine options.
Still, Toyota interestingly used the show to demonstrate a number of potential conversion applications for the Rangga concept, including a mobile café, an ambulance, a mobile EV charging service and even a pace car, all based on the boxy single-cab bakkie.
Judging by the images, the Toyota Rangga – a nameplate initially used on a variation of the 4th-generation Kijang and further said to be inspired by the Javanese word for “hero” – employs a ladder-frame configuration, complete with leaf springs at the rear.
It’s not yet clear exactly when the Rangga will reach production, though some reports suggest it could be as early as 2024, with an initial market launch likely to take place in Thailand before the vehicle rolls out to other emerging markets, such as Indonesia. Whether or not such a model is on the cards for South Africa remains to be seen.
Separately, a recent report out of the United States claimed Toyota was mulling a Corolla-based bakkie. Of course, such a vehicle – which, in contrast, would be unibody in construction and pitched at recreational users – would be an entirely different prospect to the utilitarian Rangga.
Furthermore, earlier in 2023, as reported by IOL Motoring, Toyota SA Motors executives hinted at an upcoming model that could slot in below the Hilux and likely be built at the same factory in KwaZulu-Natal. As we’ve touched on before, however, we suspect this will end up being a prolonged-lifecycle version of the Hilux (a “Hilux Quest”, if you will) rather than an all-new model (or indeed a unibody half-tonner).
The keenly priced (but strangely named) Suzuki Fronx small crossover has touched down in South Africa. We briefly drove the newcomer in the Western Cape.
What is it?
The Fronx is the latest addition to Suzuki’s small crossover line-up. It’s essentially a raised-body variant of the Baleno hatchback (from which the Toyota Starlet is cloned) and incorporates offroader-inspired elements such as extra ground clearance, high-profile tyres, wheel-arch cladding and chunky bumpers.
Under the sheet metal is HEARTECT – a modular platform that serves as the foundation for a number of modern Suzuki products. You’d think that Suzuki has the so-called “baby SUV” market covered with the likes of the Grand Vitara, Vitara, (the outgoing) Vitara Brezza and the pint-sized Ignis, but the brand reckons there’s a small gap between the Baleno hatchback and the entry-level Grand Vitara.
Suzuki is pitching its newcomer into hotly-contested territory; the Fronx goes up against models such as the Hyundai Venue, Kia Sonet, Nissan Magnite and Renault Kiger (they’re all around the R300k-R400k mark). You should also consider something like the Chery Tiggo 4 Pro, which costs about R310 000.
What’s on offer?
There are 4 derivatives in the Fronx lineup, each of which is powered by a naturally-aspirated 1.5-litre 4-cylinder petrol engine – it’s a familiar powerplant that does duty in a number of the Japanese brand’s products. In this application, it develops 77 kW and 138 Nm of torque; customers can choose between 5-speed manual and 4-speed automatic derivatives and there are two trim levels available: GL and GLX.
The GL grade covers the basics nicely with a smartphone-compatible infotainment screen, a reverse-view camera and climate control, but if you have the additional cash to splash on the higher-spec GLX, then go for it… You’ll get a raft of additional comfort-, convenience-, as well as safety features.
Our test route took us deep into the Western Cape’s Swartland region and we drove the Fronx through quaint towns such as Wolseley, Tulbagh and Riebeek Kasteel. The journey incorporated a great blend of open-road, freeway and urban driving so that we could give the model a thorough first assessment.
While outputs of 77 kW and 138 Nm aren’t significant, the Fronx has the advantage of a relatively low kerb weight (of 1 015 kg). With not much mass to propel, there’s no need for a punchy motor, so the Fronx doesn’t feel short of overtaking urge. The K15B engine also has a free-revving nature and doesn’t mind being “spun” through the range, especially if you’re overtaking trucks on the open road.
Our test unit was an entry-level, manual-equipped 1.5 GL and we were impressed with its levels of ride refinement, noise-, vibration and harshness suppression in the cabin, as well as eager performance. The 5-speed manual gearbox is a great example of why self-shifting should never go completely extinct; its shift action is wonderfully light and precise. Perhaps the model would benefit from having a 6th gear to keep the revs down – and improve fuel consumption – while cruising on a freeway or open road.
Speaking of which, Suzuki says the 5-speed manual Fronx has an average fuel consumption figure of 5.5 L/100 km and, despite our enthusiastic driving on the route, the test unit indicated a stable 6.1 L/100 km and we’d bet that most customers would be able to achieve under 6.0 L/100 km without too much effort.
As far as ride quality is concerned, the Fronx’s suspension is pliant – it feels planted on the road – and those 195/60 R16 tyres help to soak up road imperfections. Given the Fronx’s higher centre of gravity, it exhibits a degree of body roll when you corner enthusiastically, but it’s not a dealbreaker at this price point. The steering is light and easy to use, plus you get a fair degree of feedback and engagement.
Given its generous ground clearance (170 mm) and chunkier tyres, we reckon the Fronx should be a great gravel travel companion; we look forward to test-driving it on some farm roads in the near future!
How much does the Suzuki Fronx cost in South Africa?
The Suzuki Fronx is sold with a 5-year/200 000 km warranty and a 4-year/60 000 km service plan as standard.
Suzuki Fronx 1.5 GL 5MT
R279 900
Suzuki Fronx 1.5 GL 4AT
R299 900
Suzuki Fronx 1.5 GLX 5MT
R315 900
Suzuki Fronx 1.5 GLX 4AT
R335 900
Summary
What makes the Fronx stand out? The dilemma is that Suzuki offers prospective small crossover buyers a plethora of options. If you’re shopping between R250 000 and R400 000, there are no fewer than 5 commendable models that perform (just about) the same function – there’s a lot of overlap. And, if you don’t need the extra ground clearance and faux off-roader look, you may as well stick with the Baleno.
The model’s name may be quirky – it does not roll off the tongue as easily as Suzuki’s other offerings, such as the Swift and Baleno – but there’s no denying this is another enticing good-value vehicle. With well-thought-out trim levels and an aggressive pricing strategy, there is much to like about the Fronx. Yet again, Suzuki has introduced a great-value offering for SA consumers… and there’s more to come.
Fuel Price increase coming in September 2023
The forecast fuel price data suggest we could be in for a horrific increase in the price of all grades of fuels in September 2023.
The mid-month fuel price data has been released by the Central Energy Fund and it does not look good. Over the first half of the month, the Rand has tumbled against the dollar from below R18 to the Dollar to closer to R19 to the Dollar. This adversely affects our buying power of oil, which has also been on the rise since the beginning of the month.
The price of Brent Crude oil has steadily risen from $76 a barrel to $84 a barrel as of 16 August 2023. These 2 factors have combined for what could turn out to be some of the biggest price increases ever seen come the end of the month.
For now, at the halfway point in the month, petrol would rise by R1.41 per litre for 93 Octane and by R1.45 per litre for 95 Octane. The increase in diesel would be more significant as it stands. 500ppm diesel would increase by R2.60 per litre while 50ppm diesel would rise by R2.61 per litre.
Unless there is a significant improvement in the price of oil and the Rand/Dollar exchange rate in the next few weeks, we are in for some pain at the pumps come September.
Predicted Fuel Prices for September 2023
Fuel Type
Aug ’23 Inland
Aug ’23 Coast
Sept ’23 Inland*
Sept ’23 Coast*
Petrol Unleaded 93
R22.43
R21.71
R23.84
R23.12
Petrol Unleaded 95
R22.83
R22.11
R24.28
R23.56
Diesel 0.05%
R20.21
R19.48
R22.81
R22.08
Diesel 0.005%
R20.52
R19.81
R23.13
R22.42
*September figures are forecast figures and not official.
Mahindra Global Pik Up set to take on Ranger & Hilux
The new Mahindra Global Pik Up bakkie has been showcased in Cape Town, which signals that the Indian brand intends to introduce a lifestyle-oriented bakkie soon.
According to the local sales figures produced by Naamsa, Mahindra was the fastest-growing brand in SA in 2022. A lot of that growth came in the bakkie segment, where its locally-assembled Pik Up showed a massive increase in the entry-level double cab segment with the Karoo variant. The brand sees a lot of potential in this market and now has plans to take on the lifestyle brand with its yet-to-be-named bakkie.
The new bakkie currently goes by the name Global Pik Up, but Mahindra is still looking for a local name for it when it comes to production. It is also looking for suggestions if anyone feels up to naming a new Mahindra bakkie.
The New Global Pik Up looks a much more modern design than we have seen from Mahindra.
The underpinnings of the Global Pik Up are based on a new-generation ladder frame, but by the time it comes to market, the chassis is likely to be entirely different to the one that currently does duty in the local Pik Up Karoo. For a start, it will have a longer wheelbase and feature much stiffer steel.
Veejay Nakra, the president of the automotive sector at Mahindra, said: “The new Global Pik Up marks a significant step in Mahindra’s Go-Global Strategy. This robust and Tough vehicle, engineered with cutting-edge Technology, is not only Versatile and Capable but also meets high standards of Safety.
“Our move with the Global Pik Up is poised to not only reinforce our presence in existing markets but also pave the way to new frontiers. It stands as an embodiment of what we aim to offer, an invitation to Live Unlimited, Explore Boundlessly, and Embrace Freedom,” he added.
There is no set date yet for when we are likely to see this new lifestyle bakkie in production, but a rough estimate would be towards the end of 2024 or in 2025. Mahindra did state that the new Global Pik Up would use the current 2.2-litre turbodiesel M-Hawk engine currently available in the local Pik Up.
That engine is capable of 129 kW and 400 Nm of torque. While the brand clearly wants to move the new bakkie into the lifestyle segment, it has no plans to take on the models right at the top of the range such as the Ford Ranger V6 or the Toyota Hilux 2.8 GD-6 Legend. It will target the lower end or middle of this vital segment to pilfer sales from models such as the GWM P-Series or 2.0-litre Ford Ranger variants.
The interior of the Global Pik Up appears to be the least modern part of the new design.
The new Global Pik Up will feature some very modern tech, with Mahindra looking to incorporate level 2 semi-autonomous features into the production model. Those are features such as adaptive cruise control, automatic parking, collision-avoiding braking, as well as lane departure- and lane centring tech.
The interior looks to incorporate modern features with a large touchscreen in the centre and an analogue instrument cluster; while this may not sound groundbreaking, it should be a highly capable system when launched. You can also expect the quality of the audio to be excellent – Mahindra has teamed up with vehicle audio specialists Harmon to build a bespoke Harmon/Kardon sound system for the Pik Up.
For now, the Mahindra Global Pik Up is just a concept, but the vehicle depicted in these images is said to be extremely close to what the final production car will look like, minus a few of the flashy add-ons, such as the dual spare wheels in the load bay, for example.
Mahindra has also said that it would certainly be looking at leveraging its production capabilities in KwaZulu-Natal to possibly assemble or produce the new model, although that decision will only be made once the model (still under development) is closer to going into production. Look out for further updates!
