BMW is presenting its new i7 M70 at Auto Shangai this week with a total power output of 485 kW! See the details below!
The all-new BMW 7 Series and the all-electric i7 xDrive60 arrived in South Africa this year but a more potent i7 M70 has now been revealed at Auto Shanghai in China boasting 485 kW and 1 100 Nm of tar-twisting torque!
With the most powerful rear axle electric motor in BMW’s arsenal now pumping out 360 kW and combining with a 190 kW front-axle electric motor, the i7 M70 delivers all-wheel drive capability and rockets from zero to 100 kph in about 3.5 seconds!
The electric powertrain also includes a high-capacity 105.7 kWh battery pack which results in an estimated driving range of 475 km. Using a 195 kW DC fast charger, the i7 M70 can charge from 10% to 80% in about 34 minutes. 11 kW AC charging can also be used to charge the i70 M70 using a home charger.
Power and comfort merge in the new i7 M70.
Ride comfort comes courtesy of a 2-axle air suspension with automatic self-levelling, electronically controlled dampers, integral active steering and active roll stabilisation, all of which ensure the smoothest ride possible on its standard 21-inch light alloy wheels.
The interior architecture follows on from what we’re now familiar with in the existing BMW i7 but the i7 M70 features the German firm’s iDrive 8.5 operating system which boasts a reworked menu layout as well as a new QuickSelect function which intends to improve speed and usability.
The new BMW i7 M70 will be manufactured at BMW’s Dingolfing facility in China with its worldwide rollout expected sometime in the second quarter of 2023. At the time of writing, a South African introduction of the BMW i7 M70 has yet to be confirmed. Stay tuned!
Chery has introduced the new Omoda C5 small crossover in South Africa! Here are 5 things you should know about the newcomer!
Since Chery made its return to South Africa in 2021, the Chinese firm has left its mark on the market with buyers finding favour with its SUV range including the Tiggo 4 Pro, Tiggo 7 Pro and the Tiggo 8 Pro.
Now, with the launch of its upmarket Omoda brand, Chery welcomes the svelte Omoda C5 crossover to market to entice local buyers. The newcomer rivals similar coupe-like products such as the Volkswagen T-Roc, Opel Mokka and Mazda CX-30 and the Haval H6 GT (the H6 is a larger car though).
The Omoda C5 looks quite different to its Chery siblings – and any other model in this segment, for that matter. That’s by design: Chery South Africa wants to position Omoda as a standalone brand that will appeal to style-conscious premium-car buyers in particular.
It showcases Chery’s new ‘Art in Motion’ design language; at the front, the C5 incorporates an integrated diamond matrix grille, which is flanked by split LED headlights and LED daytime running lights.
From the side, the crossover is distinguished by a sloping, coupe-like roofline, while sharp, angular tail-light clusters, faux exhaust ends and a diffuser-like rear bumper garnish add a dash of sporting appeal.
2. The small crossover’s bigger than it looks
The Omoda C5 is 4 400 mm long, 1 830 mm wide, and 1 585 mm high (with a wheelbase of 2 630 mm), which makes it slightly bigger than a Volkswagen T-Roc, but marginally smaller than a Toyota RAV4. In the Chery range, the Omoda C5 slots between the Tiggo 4 Pro and Tiggo 7 Pro.
Despite the sloping roofline, rear passengers are afforded surprisingly generous head- and legroom and, when you fold the 60:40 split rear seats flat, the Omoda provides a flat loading space with a capacity of about 1 075 litres. With the rear seats in the upright position, the luggage capacity is 378 litres (claimed).
3. Interior Jam-Packed with Tech
The C5 follows the current Chinese product trend of offering just about every luxury in-car feature that buyers may expect at this price point. For the consumer, this strategy essentially translates into “more car for your money”, which many cash-strapped buyers will appreciate in these tough economic times.
The luxuriously-finished interior impresses with 2 integrated and curved 10.25-inch high-definition screens in a single panel (an Apple CarPlay and Android Auto-compatible touchscreen flanked by a digital instrument cluster), all of which takes care of your infotainment, comfort and driving needs.
Ventilated sports seats are fitted at the front. Other nice-to-have features include wireless smartphone charging, a 360-degree camera, as well as a host of driver-assistance systems, such as adaptive cruise control, intelligent cruise assist, traffic assistant, blind spot monitoring, rear-cross traffic alert, lane departure suppression emergency lane-keeping assist, lane change assist and lane departure warning.
4. Punchy Powerplant
The Omoda C5’s sporty looks are backed up with a punchy 1.5-litre turbopetrol engine under the bonnet (with peak outputs of 115 kW and 230 Nm), paired with a continuously variable automatic transmission.
Those outputs are almost on par with the Mazda CX-30 (121 kW /213 Nm) and Opel Mokka (96 kW/230 Nm), but is pipped by the T-Roc 2.0TSI (140 kW/320 Nm). Fuel consumption is claimed at 6.9 L/100km.
5. Omoda C5 is Priced to Sell!
The new Omoda C5 comes to market with very competitive prices, especially in comparison with those of its premium-badged rivals. There are 3 derivatives to choose from: Tech, Elegance and Elegance S.
Omoda C5 1.5T TECH – R447 900
Omoda C5 1.5T Elegance – R507 900
Omoda C5 1.5T Elegance S – R509 900
The Omoda C5 is sold with a 5-year/150 000 km warranty, a 5-year/70 000 km service plan and a (first-owner-only) 10-year/1 million km engine warranty.
SA-built half-tonne bakkie: VW says ‘there is hope’
Still patiently waiting for a new half-tonne bakkie from Volkswagen? Well, the head of VW’s local division has revealed “there is hope” for such a model – and it might be built in South Africa…
The head of Volkswagen Group South Africa has ruled out a local launch of the current-generation Saveiro (a unibody pick-up offered in Latin America), but confirmed “there is hope” for a Kariega-built half-tonne bakkie that would slot in below the new Amarok.
Martina Biene, chairperson and managing director of Volkswagen Group South Africa, made the comments during an exclusive podcast interview with Cars.co.za video journalist, Ciro De Siena.
When asked whether VWSA had any plans to offer the Saveiro locally – a question the German firm’s management has fielded time and again – Biene suggested numerous feasibility studies had been conducted over the years, but each one indicated converting the Latin America-only bakkie to right-hand-drive would be prohibitively expensive.
“We’ve done multiple calculations [in an attempt] to get the current Saveiro converted to right-hand drive. Unfortunately, the downside of our Brazilian partnership is that all these [Latin American] countries are left-hand-drive countries,” she explained.
It would be too costly to re-engineer the Saveiro for right-hand drive.
So, what about building a similar unibody bakkie right here in South Africa? Well, Biene revealed such an opportunity may well present itself down the line, making reference to the mystery 3rd product the German firm’s local division plans to build – alongside the Polo hatchback and the Polo Vivo – at the Kariega plant in the Eastern Cape.
In November 2022, VWSA announced an intention to add a new model to its local production line, confirming the vehicle will ride on the same MQB-A0 platform as the Polo and numerous other VW Group products. Internally dubbed the “A0 Entry SUV”, the newcomer is set to be positioned below the T-Cross as part of the Polo family.
“The nice thing with this ‘A0 Entry SUV’ is that it provides an opportunity for an even bigger than half-tonne bakkie – so, a 750 kg [payload] bakkie. This is something we are looking into,” Biene revealed.
“So, there is hope, but there is not hope for the current Saveiro. But probably for something nice to come in the future.”
How far in the future? Well, considering the aforementioned A0 Entry SUV is likely to go into production in 2026 or 2027 (once signed off by Wolfsburg, of course), a half-tonne bakkie spin-off would surely arrive only sometime thereafter.
Back in 2018, Volkswagen unveiled the MQB-based Tarok concept at the São Paulo International Motor Show, suggesting the “lifestyle-oriented pick-up” – which measured 4 914 mm long – would go on sale in Brazil “soon”. Though the unibody double-cab bakkie didn’t ever make it to production and thus failed to materialise in Brazil, it may well form some sort of basis for the model Biene is proposing.
The Tarok concept of 2018 didn’t ever make it to production.
Currently, the only half-tonne bakkie on the local market is the long-in-the-tooth Nissan NP200, a Rosslyn-built single cab – with a payload of 800 kg – that has managed to outlast every one of its rivals (remember the Chevrolet Utility, Ford Bantam and Fiat Strada?).
Nissan has thus had the local half-tonne segment all to itself over the past few years, though the line-up has since been rationalised to just 2 derivatives. Furthermore, earlier in 2023, Nissan SA confirmed to Cars.co.za it is in the process of conducting a “product feasibility study” on a possible replacement.
Nissan’s alliance partner Renault is also edging ever closer to launching the long-promised Duster-based Oroch, though it’s unclear whether the SA-spec model will adopt a single- or double-cab body style.
It’s worth noting VW has offered a small bakkie before in the form of the Mk1 Golf-based Caddy, which traced its origins all the way back to 1978. Volkswagen’s facility in Uitenhage (which has, of course, since been renamed Kariega) produced this model from 1981 until 2007. Also, the German firm currently has an SA-built bakkie in its range, since the 2nd-generation Amarok is manufactured by Ford alongside the Ranger at the Blue Oval brand’s Silverton factory.
The Omoda C5 is a Chinese crossover with aspirations of venturing into the premium sector. What’s the newcomer like to drive and will Chery’s sub-brand sneak sales from established upmarket brands? We drove it at an Omoda launch event in Gauteng.
What is Omoda?
The coupe crossover C5 is the first Omoda model we’ll see on our streets.
Omoda is the premium arm of the Chery brand and, in other markets where this model is sold, it’s called the Chery Omoda 5. Chery South Africa has decided to give Omoda space in our market to grow into a premium brand in its own right, which is why it’s dropped “Chery” from the front of the model name.
Those keen-eyed viewers who were following the launch updates on our social media channels may have noticed the Chery branding on the newcomer’s steering wheel, but Omoda has assured us that models that go on sale to the public will be branded Omoda, not Chery.
How premium is Omoda compared with Chery?
The Chery badges will be replaced with Omoda badges in the local market.
There’s quite a lot of, um, crossover between 2 two brands’ models in terms of specification and component-sharing, but there are subtle differences in their design executions. For example, the C5’s infotainment system and instrument cluster are combined into a single screen that swoops across the fascia, but the software and look and feel of the systems are identical to those of Chery models.
The interior represents a step up in terms of premium feel, although perhaps not as much as I expected. The cabin materials are mostly soft-touch, especially on the large dashboard, but some of the finishes on the inside of the driver’s door seem a bit questionable; Omoda has applied about 5 different materials there, which seems fussy. But overall, the C5’s notably more upmarket inside than in its Chery brethren.
Omoda intends to stand out from the crowd by virtue of its bold exterior designs. It hopes the C5 will lure potential buyers with its stylish coupe-crossover looks and uniquely Chinese design (apparently, 3 more Omoda models will be joining the local line-up in the next 14 months). And, if the hoopla surrounding the Haval H6 GT is anything to go by, there is an eager market for stylish Chinese-made crossovers already.
What engine does the Omoda C5 have?
The C5 uses the 1.5T engine from the Tiggo 4 Pro, but with more power and torque.
The Omoda C5 is powered by a 1.5-litre turbopetrol engine sourced from the Tiggo 4 Pro, but with a bit more zip (courtesy of software tuning). As a result, the motor produces 115 kW and 230 Nm of torque, which represents slight increases of 7 kW and 20 Nm respectively. It also utilises a 9-step continuously variable transmission (CVT) and its fuel economy is a claimed 6.9 L/100 km (during the launch, we saw an indicated 8.3 L/100 km following our 150-km drive, which included highways, city- and back roads).
With 2 people in the car, that power hike feels adequate – the Omoda C5 gathers momentum easily from pull-away and it cruises at 120 kph without difficulty, but its acceleration from higher speeds (such as when you need to execute overtaking manoeuvres) is a little sluggish. Also, the CVT typically drones at higher RPM and can make it a bit harder to keep a consistent speed while it shuffles its steps/”ratios”.
But with adaptive cruise control, which keeps your speed constant on the freeway, you can adjust the gap to vehicles ahead of you to a close-enough distance to dissuade cars from cutting in front of you.
What features does the Omoda C5 have?
A wireless charging pad and two 10.25 digital displays are at the heart of the C5’s impressive tech offering.
As with many recently introduced models from Chinese brands, the C5 comes generously specced. At the launch, the brand highlighted the new model’s Level 2 autonomous capabilities, but I found systems such as blind-spot control, lane-keep assist and collision avoidance extremely intrusive, as well as overly sensitive. They have multiple settings and it takes a while to identify the bongs and beeps they generate.
I suggest that buyers patiently work through the 10.25-inch infotainment system’s vehicle settings and adjust them to the levels they prefer. Even if the systems seem finicky, you can turn them off or reduce their sensitivity somewhat. When I spoke to the product head at Omoda, they indicated there might be a software update available (that remedies much of the sensitivity), which can be installed at dealerships.
Just ahead of the transmission lever is a felt-trimmed pad big enough for 2 phones to rest upright, with 1 wireless charger. Apple Carplay and Android Auto both connect wirelessly, while USB-A and USB-C ports are located below the floating console on the passenger side. Rear passengers share one USB-C port.
The claimed luggage capacity is 380 litres, which is slightly smaller than those of the rivals mentioned below.
A sunroof is available on the top-spec derivative, but a panoramic roof may have upped the premium feel of the cabin more appreciably.
The front seats (with integrated headrests and trimmed in artificial leather) are of a rather sporty design. They look like – and, as it turns out, are – very comfortable race seats. The driver’s seat is electrically adjustable for height and position, but the front passenger seat only moves fore/aft via electric switches; there is no height adjustment, which put my 6ft (1.83-metre) frame a bit closer to the roof than I wanted it to be. It’s weird, because the rear bench is mounted lower and, despite the sloping roof, it (somehow) provides more headroom than the front passenger seat. Aside from that, rear legroom is reasonable.
The only notable omission seems to be heated (or ventilated) seats. It’s by no means a dealbreaker, but for a brand with premium aspirations, seat heating would be very welcome on frosty winter mornings.
What is the Omoda C5’s ride and handling like?
The ride comfort levels were good and the 18-inch wheels with thicker rubber helped smooth out the bumpiness.
Omoda was wise to fit the C5 with 18-inch alloys shod with higher-profile tyres than what most modern cars come with. They make the ride quality more pleasant over rough surfaces and absorb bumps better. The rear suspension seems stiffer than the front, making the ride a little harsher for rear occupants.
We didn’t get a chance to do any fast-paced cornering, but in both Sport and Comfort steering modes, the Omoda C5’s multifunction steering wheel feels adequately weighted, with predictable responses to inputs. I’d like to spend a bit more time with the newcomer (and traverse some familiar Cape roads with it) before delivering a complete handling review though. We should have a model to evaluate quite soon.
How much does the Omoda C5 cost?
Omoda C5 1.5T TECH – R447 900
Omoda C5 1.5T Elegance – R507 900
Omoda C5 1.5T Elegance S – R509 900
The Omoda C5 is sold with a 5-year/150 000 km warranty, a 5-year/70 000 km service plan and a first-owner-only 10-year/1 million km engine warranty.
Summary
Pricing for the Omoda C5 looks very keen, expect to see more than a few on the roads soon.
The introduction of the Omoda brand in South Africa is significant. Unlike other, now well-established Chinese brands, Omoda hopes to compete with premium brands with its entire product range – not only the top-end derivatives of its models. The new C5 coupe-crossover is a competitor to the likes of the Volkswagen T-Roc, Mazda CX-30, Opel Mokka and the Haval H6 GT, all of which are boutique offerings.
The pricing set for the Omoda C5 is extremely keen (April 2023), so I expect there will be a lot of interest in the new entrant from the get-go. The brand’s first model is not vastly different to Chery models, but exhibits enough design differentiation and an upmarket interior to feel more premium than its siblings.
Is Isuzu’s 6-cylinder turbodiesel hiding in plain view?
Few automotive brands are quite as committed to diesel powerplants as Isuzu, but the brand lacks a 6-cylinder engine to compete with those of its rivals’ flagship bakkies. However, an Isuzu D-Max with a 6-cylinder mill might well happen – thanks to Mazda.
Japanese automotive manufacturers are uncommonly good at engine innovation. They might not always make engines that produce the best specific power outputs (something German brands have been obsessed with), but never underestimate Japanese powertrain development or engineering ingenuity.
Examples? There are so many. Think of the durability of Japanese engines in legendary off-road vehicles such as the Toyota Land Cruiser and Nissan Patrol. And the Lexus LF-A’s joint-venture Toyota/Yamaha 4.8-litre V10, arguably the most significant naturally-aspirated engine this century.
The Japanese car brands produce astoundingly good tiny engines too. When Ferrari was trumpeting its F355’s amazing 5-valve per cylinder technology in the mid-1990s, Toyota democratised it with the 20-valve 4A-GE 1.6-litre engines in the Corolla RSi and RXi – again, thanks to Yamaha.
Indeed, Japanese engineers are great at designing daring powertrains. Isuzu, however, is rather different to its peers: its global product range consists of bakkies and associated ladder-frame platform SUVs that are powered by workhorse turbodiesel engines. By virtue of its position, Isuzu faces a unique challenge.
In theory, if you believe government regulators and futurists, diesel will not be around as a vehicle powertrain option for much longer. That’s bad news for Isuzu, isn’t it?
The D-Max 3.0-litre turbodiesel is a good powerplant, but its outputs trail those of headlining Amarok, Ranger and Hilux engines.
Durable diesel
In Europe, diesel engines are being phased out of every automotive sector in which they are not deemed essential. So what can Isuzu do? There is a school of thought that believes that it should do nothing.
Isuzu’s most important global customers are in markets with negligible diesel fuel regulatory issues. It doesn’t sell any bakkies in North America, but has a huge presence in Africa, Asia and Australia. And in all of those markets, diesel fuel powertrains are at minimal risk of being regulated out of existence.
And then there is the issue of customer perception. Isuzu engines are less potent than those that Ford, Volkswagen and Toyota offer in their apex Ranger, Amarok and Hilux bakkies. But to many of Isuzu’s ardent followers and legacy customers, absolute power/torque is not the highest priority – durability is.
Isuzu produces more diesel engines per year than anyone else. The brand is renowned for stabilised supply chains, component integration and machining tolerances for its narrow portfolio of diesel engines. The possibility of getting a “Friday afternoon” 3.0-litre 4-cylinder turbodiesel from an Isuzu plant is low, because the manufacturing complexity across Isuzu’s global business and powertrain matrix is low.
In the business of engine manufacturing, repetition equals perfection… Isuzu builds a very narrow diesel powertrain portfolio, at scale, hence the enviable assembly quality of the brand’s powertrains.
Isuzu’s durability reputation isn’t marketing. It’s earned. You see many of the brand’s legacy bakkies still working hard.
The D-Max needs a halo engine
So everything is fine in the world of Isuzu and its futureproofing of diesel engines? Well, no, not quite. Like all automotive companies, Isuzu must engineer and react in context to its rivals. If Toyota or Ford significantly adjust their powertrain offerings in the Hilux or Ranger during the next few years (the latter appears the most likely to do that), it will require a response from Isuzu.
But if Isuzu is a dedicated diesel engine manufacturer, how will the brand respond to the need for bakkie engine hybridisation or electrification? Expect the response to be typically Japanese: collaborative.
Isuzu’s current technology partner is Mazda, which owes Isuzu quite a lot for the joint-venture platform sharing that has facilitated the development and introduction of the current-generation BT-50. Isuzu has generously shared its D-Max platform, engine and suspension componentry with Mazda. But what can Mazda offer Isuzu in return, concerning futureproofed powertrains for D-Max? Quite a lot, actually.
Mazda is masterful at engine innovation, and we don’t mean only rotaries. Compression ratios and combustion efficiency are an obsession for Mazda’s powertrain engineers. And among all the impressive R&D sourcing from Mazda’s Hiroshima engineering bureau, there’s a 6-cylinder diesel engine, which could be future payback to Isuzu.
New 6-cylinder diesel engines don’t happen anymore. The German car companies used to wow us every few years with amazing new 6-cylinder diesel engines that deliver immense power, performance and low cruising-speed fuel consumption.
But diesel is dead in Germany; its manufacturers have shelved their 6-cylinder turbodiesel R&D projects. And that makes the Mazda Skyactiv-D T3-VPTS turbodiesel fascinating and, possibly, crucial for Isuzu.
Mazda’s 3.3-litre inline-6 is one of the most exciting diesel engines in a decade.
Can an inline-6 work for D-Max?
If D-Max is to truly compete in the R1-million bakkie market, it needs more punch. Toyota has shown what is possible with the 2.8-litre GD6 engine and enhanced its outputs from 130 kW at launch (in 2016) to 165 kW, in the latest GR-S derivative. Ford and Volkswagen have chosen 6-cylinder solutions for their apex double-cabs, with the 184 kW 3.0-litre V6 turbodiesel serving in the Ranger and its Amarok cousin.
What Isuzu could do, is utilise the Mazda CX-60’s 3.3-litre inline-6 turbodiesel in its D-Max. It’s a credibly powerful engine, with a peak output of 187 kW/500 Nm. Diesel consumption should be very competitive too. Imagine the enthusiastic market reception to a 187 kW 6-cylinder-powered D-Max double cab…
So, what are the potential compatibility issues? Well, the Mazda Skyactiv-D T3-VPTS is an inline-6 engine, which requires clever packaging. But with a bakkie engine bay, that’s less of an issue. If Toyota can fit a 4.0-litre V6 in a Hilux longitudinally, surely Isuzu can build a 3.3-litre inline-6 into the D-Max?
Gravel roads aren’t going to see 150kW fast-chargers, soon. In rural-everywhere, diesel will remain the fuel of choice.
Isuzu needs a 6-cylinder – not batteries
In Isuzu’s key markets, the diesel engine still matters to bakkie and SUV owners. That will remain the case for many years to come, because in those markets (Africa, Asia and Australia), the demand for battery-powered bakkies doesn’t exist at any scale to disrupt Isuzu’s future.
Ironically, by avoiding the lucrative North American market for as long as it has, Isuzu doesn’t need to compete against the F-150 Lighting or Rivian RT1 with a bakkie EV of its own.
Isuzu’s only issue is that its 3.0-litre turbodiesels aren’t quite powerful enough to compete with the apex bakkie engine offerings from Ford, Toyota and Volkswagen. Mazda’s 3.3-litre inline-6 turbodiesel is a theoretically viable solution to that issue.
Toyota and Yamaha have proved that when Japanese engineers from different companies work together, great things happen in the realm of engine development. And loyal fans of the Isuzu brand deserve to have access to a 6-cylinder turbodiesel-powered D-Max – even if it has a “borrowed” powertrain.
The mystery vehicle Volkswagen SA plans to add to its production line will be part of the “Polo family” and positioned “below the T-Cross”, but it won’t be as “SUV-ish” as the latter…
The head of Volkswagen Group South Africa has dropped a few more hints about the identity of the mystery 3rd product the German firm plans to build – alongside the Polo hatchback and the Polo Vivo – at its Kariega plant in the Eastern Cape.
In November 2022, VWSA announced an intention to add a new model to its local production line, confirming the vehicle will ride on the same MQB-A0 platform as the Polo and numerous other VW Group products. Now, Martina Biene, chairperson and managing director of Volkswagen Group South Africa, has revealed some fresh information.
Speaking to Cars.co.za video journalist Ciro De Siena during an exclusive podcast interview covering a wide range of topics, Biene confirmed the new model under consideration will feature an internal combustion engine rather than an electrified powertrain.
VWSA’s Eastern Cape facility has produced the Polo since 1996 (Biene pictured 3rd from left).
Biene, who previously held the position of head of the Volkswagen passenger brand in South Africa (from October 2018 to August 2020) before briefly returning to Germany, added production of the newcomer will likely commence in 2026 or “probably 2027”.
“It [will be positioned] below the T-Cross – we call it ‘A0 Entry SUV’ currently. So, it’s an SUV body style but it’s on the Polo platform,” she explained.
When asked whether the 3rd model will be similar in size to the aforementioned T-Cross – which measures 4 235 mm from bow to stern – but offered at a lower price point, Biene simply said: “100 percent”.
“It will not be as SUV-ish as the T-Cross but [will be] more SUV-ish than the Polo. We still need the final tick in the box from [VW’s global headquarters in] Wolfsburg, but we’re planning something like a sneak preview,” she said.
Interestingly, Biene furthermore revealed the vehicle “we are looking at is kind of in partnership with Brazil”, adding many Latin American countries – and, to a certain extent, India as well – have similar market demands to those of South Africa.
The Polo Track debuted in Brazil late in 2022, replacing the long-running Gol.
“Hopefully, when we have the final tick in the box, we’ll get another nice addition to the Polo family,” Biene said.
For the record, Volkswagen Brazil phased out its long-running Gol hatchback towards the end of 2022, replacing it with a new model called the Polo Track. The latter model is described as the “first of a family of compact vehicles in the entry-level segment”.
Late last year, Biene said Kariega’s as-yet-unidentified 3rd product will be “very much shaped for the A0 segment and for South Africa and Africa”, emphasising it will not function as “a replacement for the Polo”. Instead, the mystery model looks likely to fill any production capacity that could potentially be lost once key European markets phase out combustion engines and Polo hatchback exports to the Old Continent start to fall.
Chery South Africa has introduced its Omoda brand to South Africa and the Omoda C5 Crossover will be the first model to go on sale. Pricing and specs below
Chery South Africa has confirmed that its new premium Omoda brand will launch in South Africa on 13 April 2023. No less than 30 pre-selected Chery dealers will offer the necessary sales and support to local customers and the Omoda C5 will be the first model on offer. The new Omoda C5 crossover SUV was revealed back in 2021 at the Guangzhou Motor Show.
If you are wondering what Omoda means, wonder no more. O stands for Oxygen, representing life and vitality while MODA represents the modern and style-conscious aspirations of the Omoda brand.
“OMODA is a new, modern and luxurious new vehicle brand that showcases what can be done when a brand is not hindered by legacy technology or design,” says Tony Liu, the Executive Deputy General Manager of Chery South Africa.
“Every aspect of this range of products, from vehicle design, performance, technology and driving pleasure, has been designed from a clean slate and will truly surprise and delight South African motorists,” says Liu.
The Omoda C5 is a family-size crossover SUV that measures 4 400mm long, 1 830 mm wide, 1 585 mm high with a wheelbase of 2 630 mm making it slightly bigger than a VW T-Roc but slightly smaller than a Toyota RAV4.
The Omoda C5 showcases Chery’s new ‘Art in Motion’ design language boasting an integrated diamond matrix grille which is flanked by split LED headlights and LED daytime running lights. From the side, the Omoda 5 takes on a sporty stance with the roofline adopting a sloping, coupe-like silhouette. Sharp, angular taillight clusters further add to the sporty look.
The luxuriously-finished interior continues to impress with 2 integrated and curved 10.25-inch high-definition screens in a single panel reminiscent of Merc’s widescreen cockpit. The system will take care of infotainment, comfort and driving needs. The Omoda C5 is also equipped with front sports seats.
The Omoda C5 is one of the first new models that will be built on Chery’s next-generation T1X architecture which can accommodate internal combustion engines (petrol and diesel), hybrid, electric and hydrogen powertrains.
Powering the new Omoda C5 Coupe Crossover is the 1.5-litre turbopetrol 4-cylinder from the Chery Tiggo 4 Pro, but with a bit more power. The unit puts out 115 kW and 230 Nm of torque. A 1.6-litre turbopetrol unit may become available later this year with 147 kW.
With the Omoda C5 going on sale in April 2023, Omoda is launching a pre-order campaign in South Africa where the first 100 customers will be treated to a selection of gifts including a R10 000 voucher, Bathu-OMODA sneakers, customised vehicle decals celebrating a first edition model and other unique merchandise.
The C5 is available in 3 trim models namely Tech, Elegance and Elegance S. Top spec Omoda Elegance S models are equipped with adaptive cruise control, traffic alerts, automatic emergency braking, forward collision warning, high beam assist, blind spot monitoring, rear cross collision warning, lane departure warning and emergency lane keeping.
All models come standard with a 360 degree camera, wireless Android Auto and Apple carplay as well as a wireless charging bay and 64 colours of ambient lighting within the cabin. More spec details will follow soon.
How much is the Omoda C5 in South Africa?
Omoda C5 1.5T TECH – R447 900
Omoda C5 1.5T Elegance – R507 900
Omoda C5 1.5T Elegance S – R509 900
The Omoda C5 is sold with a 5yr/150 000 km warranty, a 5yr/70 000 km service plan and a first owner only 10 year/1 million km engine warranty.
After a few leaked images hit the Web, some official photographs have now appeared. Here’s a first look at the all-new 2024 Mini Cooper.
What you see here is a first look at the brand-new 2024 Mini Cooper that will be officially and formally revealed at the IAA Motor Show, which is being held later this year in Munich.
Visually, it’s a Mini alright, especially at the front, but the rear lights are radical and new. At the front there’s a gaping one-panel grille, which we assume means this exact model is the electric version. We understand that Mini will continue to offer petrol engines for its lineup and these will essentially be updated versions of the current 1.5-litre and 2.0-litre motors.
Critically, this new Mini Cooper electric model gives us our first viewing of the GWM partnership. As a reminder, BMW and Great Wall Motors signed an agreement to work together on compact electric vehicles. The Spotlight Automotive venture as its called, will see a new electric platform that will serve as the base for every new Mini over the next few years.
Interestingly, Mini is following in its parent company BMW’s footsteps with the naming convention. Instead of going for pure model designations, it’s sticking to the established name, but offering customers a choice of powertrain options. So, basically you can have your Mini Cooper S in petrol or electric flavour.
Expect to see significant increases in range with the 2024 Mini Cooper as even the entry-level model is said to have 320 km from a single charge. This is a big leap forward as our experience with the outgoing model pegs it at 180 km.
We estimate the brand-new Mini Cooper will be launched in South Africa by the middle of 2024.
The head of VW SA Interview – Secret new model, Golf 8 R, Polo theft challenges, half-tonne bakkie?
In an exclusive interview with us, Volkswagen South Africa’s new managing director Martina Biene shares some insights about the Golf 8 R delay, Polo theft challenges, a half-tonne bakkie and a secret new model to built right here in SA.
We were grateful to be joined by Martina Biene, MD of Volkswagen SA, for a wide-ranging and candid interview with Ciro De Siena in our Cape Town podcast studio. Martina offered us tonnes of info about the future of Volkswagen in South Africa, including plans for hydrogen, plug-in hybrids, the cost of new Polos, the challenges around the the theft of Polo, the secret new model that they will be building in Kariega, the possibility of a half-tonne bakkie and the widely discussed delay of the Golf 8 R launching in South Africa.
We hope you enjoy this exclusive interview and we’d love to hear your thoughts in the comments below.
BMW vs Mercedes-Benz: premium sales race after Q1 2023
BMW and Mercedes-Benz have resumed their fight for sales dominance in the premium market. So, which of these Teutonic foes is leading the global race after the opening quarter of 2023?
With the opening quarter of 2023 now behind us, it’s time to see which German automaker is leading the premium sales race. So, let’s examine the latest global sales figures from BMW and Mercedes-Benz.
In Q1 2023, the BMW Group – which, as a reminder, comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 588 138 units, interestingly representing a year-on-year drop of 1.5%.
Meanwhile, Mercedes-Benz Cars (which includes Smart but seemingly excludes Mercedes-Benz Vans products) ended the same January-to-March period on 503 500 units, or a year-on-year improvement of 3%. Add 98 900 sales from Mercedes-Benz Vans in Q1, however, and the Stuttgart-based firm’s total swells to 602 400 units.
Of course, as always, it’s worth examining the statistics a little more closely. For instance, BMW’s figures show the Mini brand accounted for 68 541 units of the group’s tally, while a further 47 935 units came courtesy of the motorcycle division, plus another 1 640 units from luxury marque Rolls-Royce.
BMW says the new M3 Touring (seen here wearing M Performance parts) was “in very high demand” in Q1 2023.
The BMW brand thus contributed 517 957 units, which is a few thousand more than the Mercedes-Benz brand (keep in mind the latter’s total of 503 500 units also includes Smart models, since the company hasn’t made a Mercedes-only figure available).
What about the fight in the fast-growing all-electric premium sector? Well, the BMW Group says it registered 64 647 fully electric BMW and Mini vehicles (up 83.2%, year on year) in the first quarter of the year, while Mercedes-Benz reported year-on-year growth of 89%, finishing on 51 600 battery-powered sales (including Smart).
Meanwhile, the BMW M division grew its sales 18.9% year on year to finish the first quarter on 46 430 registrations (note this includes not only full-fat M products but also M Performance models), ahead of Mercedes-AMG’s total of 40 300 units (up 44%, year on year).
In South Africa, it’s not clear how well each firm performed in Q1 2023, since BMW reports sales figures for only every 3rd month and Mercedes-Benz unfortunately doesn’t share registrations with Naamsa at all (but you can check out SA’s best-selling passenger vehicles for Q1 2023 here)…
