Mazda only ever sold 3-rotor engines in Japan, oddly enough fitted to a large luxury saloon called the Eunos Cosmo. But in more recent times, these engines have become the darlings of the tuner world, well, for those interested in rotaries. This is without a doubt one of the neatest rotary builds we’ve seen in South Africa, and we hope you enjoy it as much as we did.
Watch the video!
Think of the most remarkable drive you’ve ever completed. One of those journeys where time and distance were supposed to defeat you, but the outcome was heroic.
On 15 March 1961, Jaguar’s test and development driver, Norman Dewis, was presented with a rather unusual task. He was summoned to the British company’s headquarters in the early evening and told to drive to Geneva, where he had to deliver a Jaguar E-Type to the (now world-renowned) auto show.
Coventry to Geneva is a 1 152-km journey, with the small matter of crossing the English channel adding a significant logistical hurdle.
Dewis applied all his driving skills and endurance to make the deadline on time. Having arrived in France by ferry, Dewis did most of his high-speed driving in the dead of night. You can’t imagine the fatigue factor of driving an E-Type, equipped with 1961 headlight technology, at the limit, through France.
Some regard the E-Type as the most aesthetically accomplished production car of all time; it emerged at Jaguar’s zenith, but the brand’s success has waned since then. When it was revealed to the world in 1961, the E-Type was strikingly futuristic, and Jaguar had a level of brand cachet that would rank with that of Tesla today. But in subsequent decades, Jaguar has struggled to create a sustainable business.
Jaguar has been in trouble for a while. A stark analysis of its business and shared technologies reveals a brand that has diluted itself. Had Jaguar not been part of the Land Rover stable, through which it benefits from the all-terrain brand’s global popularity – and revenues – it would have become wholly irrelevant.
It’s not that Jaguar has remained immovably tradition-bound… but its product strategy is troubling.
The last truly iconic Jaguar was the F-Type, which saw the company return to its sportscar roots. But two-door sportscars are a narrowing market dominated by more exotic brands with cars of much greater sophistication and profitability than the F-Type. As beautiful and tastefully nostalgic as F-Type is, it has become a flawed business case over time (the use of 2.0-litre 4-cylinder engines being a case in point).
Jaguar’s destiny is too involved with that of Land Rover. But, in a world where many luxury car buyers are biased towards SUVs and crossovers, Jaguar cannot compete with Land Rover, which is the more proven and successful brand. Reconfiguring the Jaguar product portfolio to crossovers has been a bold move, but it hasn’t worked. Globally, Jaguar’s market share continues to evaporate.
So, what can Jaguar do? One must feel for Jaguar’s senior designers, engineers and even management. They have made sacrificial decisions, such as discontinuing the XJ limousine, in favour of crossovers.
Thanks to the I-Pace, Jaguar has even been an electric-vehicle market leader, especially in South Africa. However, the I-Pace is a telling product reality that is symbolic of Jaguar’s problem. Because of battery-sourcing issues, Jaguar could never build enough of them to satisfy demand. The I-Pace is also the latest model that the brand has introduced (in 2018). Five years without a new model or platform is unheard of for a legacy car brand like Jaguar, and indicative of the brand’s “suspended animation”.
What are the plans for Jaguar? Since 2018, Land Rover has introduced the new Defender and Range Rover, which makes Jaguar’s stasis even more apparent. The official strategy is for Jaguar to have a fully electric vehicle line-up by 2025. But the CEO who announced that plan – Thierry Bolloré – suddenly left the firm at the end of December 2022, citing “personal reasons” (he’d been in the position for 2 years).
A former Michelin and Renault senior executive, Bolloré was perceived as a cost optimisation specialist; someone who could lead Jaguar Land Rover (JLR) into profitability as it transitioned to a more electric vehicle reality. The reality has been disruption, huge losses and great uncertainty regarding Jaguar.
Jaguar is less than a quarter of JLR’s global sales, and the trend has been negative for many quarters. But can a turnaround be affected? That depends on how urgently Jaguar’s management can divorce it from tradition without sacrificing its legacy.
The truth is that Jaguar’s traditional sports and luxury car business has no future. In America, the world’s largest Jaguar market for decades, rivals from Germany and domestic American luxury car brands are too strong and model-diversified for Jaguar to challenge.
What Jaguar needs to do, is become a China-centric brand. The world’s most populous country has also become the most important global automotive market.
Although Chinese domestic brands dominate the affordable electric-car market, Chinese luxury car buyers are biased towards anything European, with some provenance. And Jaguar doesn’t have to invent tradition and legacy. It has much of that to trade on, which resonates with Chinese luxury consumer culture and buyer behaviour.
The demand for luxury sedans and limousines in China offers Jaguar a unique opportunity. Wealthy Chinese car buyers don’t want to own Chinese cars. The image statement of a European luxury car carries genuine cachet in China, which creates a survival prospect for Jaguar.
Although most Chinese entrepreneurs in the position to acquire a luxury car are first-time buyers, they have a keen awareness of brand history and narrative. Marketers can create all the Tik-Tok reels they like, but, in the luxury car market, you can’t invent history and legacy – two things Jaguar has in abundance.
The other benefit of making Jaguar a Chinese-focused brand is the lower demand for battery pack size. Battery supply is a challenge for all car companies, not only Jaguar.
If Jaguar reconfigures its product portfolio to become China-specific, it can decrease battery size and supplier risk. How? For all their luxury car ownership enthusiasm, Chinese drivers don’t get to do much driving distance, especially at speed.
The world’s most populous country predictably has some of the world’s worst traffic, too. That means very low average speeds – and little demand for huge electric-car range or high-speed performance.
Battery supply is the industrial sourcing nightmare for luxury car brands. If Jaguar goes all-in on China, where driving range requirements are much lower, it could use smaller battery packs, solving many cost and sourcing issues.
Jaguar must resist doing what Lucid has with its Air luxury sedan. This electric car has a range of in excess of 500 km (on a full charge), exquisite finishes, supercar performance and a costly 118-kWh battery pack. Jaguar could use a battery less than half that size for the Chinese market to avoid all the structural cost challenges that threaten to undo Lucid, despite the technical brilliance of its product.
In early 2021, Jaguar cancelled the well-advanced development of an electric XJ sedan; that could be an ideal product for China, because the brand could use the EV “skateboard” floorplan (with its inherent packaging advantages), to create something striking that doesn’t compromise on passenger comfort.
The significant risk in all of this, however, is scale. It might sound clever to make fewer vehicles at a higher specification and sell them for greater margins, but supplier cost is the problem.
If Jaguar’s business is going to be much smaller (selling a low volume of expensive electric vehicles), it will lack purchasing power with suppliers. And that could mean average components and finishes – precisely the opposite of what is required in the ultra-luxury market targeting Chinese customers.
Jaguar needs an “E-Type moment”. Revive the E-Type name as an electric limousine with a design so radical that even Tesla followers will be jealous. But with the departure of the brand’s renowned designer, Ian Callum, in 2019 and JLR on the lookout for a new CEO, inspired reinvention could prove elusive.
Why your next bakkie shouldn’t have side mirrors
Will Chinese cars stay cheap forever?
Stage 6: A major threat to SA’s auto industry
GWM’s Ora Cat EV could offer 500 km range for only R600k
Which bakkie is the undisputed king of South Africa based purely on sales figures? And which one is the least popular? While we suspect you already know the answer to at least one of these questions, we nevertheless thought it’d be pertinent to tally up the figures from the past 12 months and list SA’s best- and worst-selling bakkies for 2022.
Before we delve into the individual model sales numbers, it’s worth taking a brief look at how the broader new-vehicle market fared in 2022. For the record, total industry sales grew 13.9% year on year to 528 963 units, with the light-commercial vehicle sector (where the bakkies below ply their respective trades) contributing 135 666 units. For context, that latter figure is 1.9% up on 2021’s effort.
Despite facing critical production challenges at Prospecton in the 2nd quarter of the year (thanks to the devastating KwaZulu-Natal floods), the Toyota Hilux was again comfortably the country’s top-selling bakkie in 2022, as well as the strongest-selling vehicle overall. The Japanese stalwart’s final figure of 32 203 units was almost double that of its nearest rival and just 3 882 registrations short of its 2021 tally.
The runner-up spot again went to the Silverton-built Ford Ranger (17 342 units, down from 19 077 in 2021), though the Blue Oval brand will be hoping to improve on that showing in 2023 once the new-generation model is fully online (as it stands, only the double-cab derivatives have launched locally). The Struandale-produced Isuzu D-Max was breathing down the Ranger’s neck in 2022, finishing a mere 280 units off the pace. The D-Max’s final figure of 17 062 units (admittedly including the Gen 6 range) represented a 636-unit improvement over the previous year.
Proving a local market for a half-tonne bakkie still very much exists, the Rosslyn-manufactured Nissan NP200 (12 859 units) likewise showed some encouraging year-on-year growth, adding 1 451 units (or 12.7%) to its 2021 haul. Meanwhile, the locally assembled Mahindra Pik Up climbed a spot to grab 5th position on the list, finishing 2022 on an impressive 8 046 units (up nearly 80% compared with 4 473 registrations achieved the previous year).
Built at Rosslyn alongside the aforementioned NP200, the Nissan Navara moved up 2 places to find itself just outside the top 5 in 2022, with 6 067 units sold (up 76.1% from 3 445 in 2021). The GWM Steed (4 522 units) also climbed the charts, finishing 7th and forcing its stablemate the GWM P-Series (4 183 units) down to 8th. Interestingly, the latter Chinese bakkie had a weak 2nd half of the year, ultimately shedding 373 sales in total compared with the previous cycle, when it placed 5th.
The evergreen Toyota Land Cruiser 79 finished the year with a total of 3 517 units, representing a 680-unit (24%) year-on-year improvement and enough to secure 9th spot (incidentally, a position lower than in 2021). As it has done so often throughout the year, the outgoing Volkswagen Amarok (1 896 units) completed the top 10. It’ll be intriguing to track sales of the new Ford-built version once it launches locally.
What about the bakkies languishing at the foot of the table? Well, each of these slowest-selling models failed to reach 4 figures for the year, with the Mahindra Bolero settling for 812 units (after a particularly muted 2nd half of 2022). The Mitsubishi Triton (673 units) was next, settling for a lowly 12th position despite being a popular choice in other bakkie-mad markets, such as Australia, where it outsold the D-Max last year.
Unlucky number 13 went to the Peugeot Landtrek, which finished 2022 with just 426 units, a figure that would have been even lower had the Stellantis-backed brand not managed to sell a fleet of bakkies to the South African Police Service. The Mazda BT-50 was even further behind on a mere 157 units (that’s a monthly average of just 13 registrations), while the Jeep Gladiator – officially South Africa’s most expensive bakkie at a heady price of R1 329 900 – slotted into last place with 120 units sold (though admittedly was on the local market only from the 2nd half of the year).
*For the record, we’ve focused on traditional bakkies here, excluding models such as the Hyundai H100, Kia K Series, Volkswagen Transporter Pick Up and Suzuki Super Carry. We were also not able to include the JAC T6 and T8 ranges as the Chinese automaker switched from reporting individual model sales figures to a combined number from June 2022.
1. Toyota Hilux – 32 203 units
2. Ford Ranger – 17 342 units
3. Isuzu D-Max – 17 062 units
4. Nissan NP200 – 12 859 units
5. Mahindra Pik Up – 8 046 units
6. Nissan Navara – 6 067 units
7. GWM Steed – 4 522 units
8. GWM P-Series – 4 183 units
9. Toyota Land Cruiser 79 – 3 517 units
10. Volkswagen Amarok – 1 896 units
11. Mahindra Bolero – 812 units
12. Mitsubishi Triton – 673 units
13. Peugeot Landtrek – 426 units
14. Mazda BT-50 – 157 units
15. Jeep Gladiator – 120 units
10 best-selling bakkies in South Africa: December 2022
The Jolion is a major success story for Haval in South Africa and this stylish compact family SUV is fast becoming a common sight on our roads. The Jolion’s keen pricing and comprehensive standard feature set has resulted in it gaining in popularity since its local launch in April 2021.
The latest news regarding the Jolion comes out of Thailand where the model has now gone on sale. Haval, however, treated Thai media to the new Jolion petrol-electric hybrid at its Rayong production facility. Haval SA has confirmed this new hybrid model will be touching down in early 2023.
The Jolion Hybrid pairs its turbocharged 1.5-litre petrol engine with an electric motor to deliver total outputs of 140 kW and 375Nm. A 7-speed dual-clutch transmission drives the front wheels. An average fuel consumption of 5.0L / 100 km has been claimed, which is substantially better than the standard offering.
The standard Haval Jolion is only offered with a 1.5-litre turbopetrol engine with 105 kW and 210 Nm of torque.
One of the Jolion’s main rivals is the new locally-built Toyota Corolla Cross. Toyota currently offers the Corolla Cross Hybrid with 90 kW and 142 Nm generated from its 1.8-litre petrol engine and electric motor setup. As you can see, the Jolion Hybrid outmuscles the Corolla Cross Hybrid by a significant margin. Yes, that’s 50 kW and 233Nm more muscle!
As far as styling goes, the Jolion Hybrid features a wider ‘Star Matrix’ grille and perhaps the most noticeable difference can be seen in the new LED headlight units featuring vertical daytime running lights and horizontal light strips that serve as a striking indicator system. The rear design is identical to the regular Jolion and the interior design is also carried over with a 10.25-inch infotainment touchscreen and 7-inch digital instrument cluster.
From what we can see there will be two derivatives/trim levels of the Jolion Hybrid when it launches in early 2023.
Jolion 1.5T Hybrid R549 950
Jolion 1.5T Hybrid S R579 950
Buy a used Haval Jolion on Cars.co.za
The 2023 Auto Expo in New Delhi, India, has been an important event for Suzuki as we’ve now seen the new Jimny 5-door come to fruition as well as a new Fronx crossover, both of which are destined to reach South Africa in 2023.
However, perhaps more importantly, Suzuki also showcased the eVX Concept which represents the firm’s intention to produce its first-ever Electric Vehicle (EV) with a production version expected to go to market globally in 2025.
The Suzuki eVX Concept is described as a 4×4 SUV that “combines Suzuki’s strong 4×4 DNA with the most advanced features currently available in battery electric vehicles (BEV).”
The eVX production model will add electric power to Suzuki’s SUV range which currently includes Internal Combustion Engine (ICE) options as well as hybrid technology as is offered in the new Grand Vitara which is due to reach South Africa in 2023.
President of Suzuki, Toshihiro Suzuki said, “I am delighted to unveil the eVX, our first global strategic EV. At the Suzuki Group, addressing global warming is a priority. We are promoting a range of global measures to reduce greenhouse gas emissions. Suzuki will continue providing valuable products to our customers around the world by optimising them for the way different people live and drive.”
The Suzuki eVX Concept measures 4 300 mm in length and stands 1 800 mm wide with a height of 1 600 mm making its slightly larger than the current-generation Suzuki Vitara.
Exact powertrain details are thin at this stage but Suzuki does say that the new Suzuki eVX will be fitted with a 60-kWh battery system and electric motors, presumably one electric motor over each axle, or even better, an electric motor for each wheel, however this detail along with outputs has yet to be confirmed. Furthermore, it promises an electric-only range of 550 km, as measured in the modified Indian driving cycle (MIDC).
We really like the styling of the Suzuki eVX Concept and we think it could be a promising addition to the current crop of EVs on offer and we can only hope that the eVX will eventually make its way to South Africa at a price that more people will be able to afford.
Regarding local availability, Suzuki South Africa commented, “Suzuki Auto South Africa will closely study its final development and its feasibility for the South African market. It will provide more information on this at the global rollout of the production version of the Suzuki eVX from 2025 onwards.”
Succeeding the acclaimed E46, BMW’s E90-generation 3 Series sedan was a model of numerous firsts and a few lasts. For instance, the range included the first turbocharged petrol 3 Series variant (in the form of the 335i), while this generation also saw the introduction of the iDrive operating system and the somewhat controversial – thanks to their comfort-robbing properties – runflat tyres.
Meanwhile, the M3 of this era was the first and only iteration to employ a V8 engine. Of course, the broader E9X family was also the last 3 Series range to include the coupé and convertible body styles (which subsequently split to become the F32 and F33, respectively, in the first-generation 4 Series line-up), as well as the last to boast a high-revving, naturally aspirated straight-6 petrol engine.
The E90 was the only M3 to boast a V8 engine.
Though it was a little larger than its predecessor, the conservatively styled fifth-generation 3 Series sedan – which was no longer the entry point to the BMW range considering the original 1 Series launched in 2004 (hence the lack of a 316i or 318i in this series in SA) – was again an out-and-out driver’s car, boasting rear-wheel drive, near-perfect axle load distribution, a sophisticated suspension set-up and a range of characterful 4- and 6-cylinder powerplants (plus that V8) in petrol and diesel flavours.
While the E9X line-up also included the E91 Touring (estate), E92 Coupé and E93 Convertible (the latter featuring a retractable hardtop), here we’re going to focus on the saloon – which was, of course, produced at Plant Rosslyn in South Africa for both the local and export markets. Still, much of this discussion will apply to the other body styles as well owing to the wide sharing of powertrains and other components.
When all was said and done, BMW had built around 350 000 units of the E90-generation 3 Series sedan at Plant Rosslyn, with production running from 2005 to 2012 (around the same time the company stopped building the E91 Touring). Interestingly, the Munich-based firm continued manufacturing the E92 Coupé and E93 Convertible at other sites into 2013.
The first official photographs of the E90 went public late in 2004.
Though the first official images were released in November 2004, the full unveiling of the E90-generation 3 Series took place only in March 2005 at the Geneva International Motor Show. A little over a year later, the German firm’s compact executive saloon was named the World Car of the Year for 2006.
The fifth-generation 3 Series hit the market in South Africa in May 2005, with the initial local line-up featuring four engine options and the choice between a 6-speed manual gearbox and a ZF-sourced automatic transmission with the same number of cogs. The following powertrain variants were offered at launch, each available with either of the gearboxes options:
In November 2005, the local sedan line-up expanded with the arrival of the 330d, which BMW at the time described as the “flag bearer for diesel in the 3 Series range”. Indeed, it was the most powerful oil-burner yet for a 3 Series model, offering 160 kW and 480 Nm from its 3.0-litre straight-6 engine.
At the same time, the Bavarian company added the 323i and 320i Start to the local range. The 323i slotted in below the 325i, employing a 2.5-litre 6-cylinder petrol unit generating 130 kW and 230 Nm, while the 320i Start was introduced as a fresh entry-level model (but was mechanically identical to the slightly higher-specced 320i). BMW also used this opportunity to roll out a new Sport specification, which was available in conjunction with any engine derivative and added features such as sports suspension, an aerodynamics package, exclusive light-alloy wheels, sports seats and an M leather steering wheel.
The 335i briefly played the role of flagship, before the M3 touched down.
In April 2006, the base Start specification was (seemingly briefly) extended to the 320d, before the 335i slotted in at the summit of the 3 Series portfolio in June 2007. Introducing forced induction to the range, the 335i employed a twin-turbo 3.0-litre straight-6 petrol unit churning out 225 kW and 400 Nm, offered in conjunction with a new, faster-shifting version of the 6-speed automatic transmission (or, indeed, the manual cog-swapper). BMW claimed the 335i could complete the 0-100 kph sprint in 5.5 seconds.
Around the same time, two other 6-cylinder saloon models gained an increase in power and torque thanks to “a series of engine management and component changes”. The 330i’s peak outputs improved to 200 kW and 315 Nm, while the 323i’s figures grew to 140 kW and 235 Nm (both engines thus gaining 10 kW and 15 Nm). A few months later, the 320d also quietly scored some extra oomph for new maximum figures of 125 kW and 340 Nm, while the 320i moved to 115 kW.
The V8-powered M3 saloon arrived in SA at the end of the first quarter of 2008.
In March 2008, the M3 sedan (with a front-end design matching that of the coupé) finally touched down, ditching the 6-cylinder layout used by the preceding model generations. Yes, the E90-generation M3 featured a 4.0-litre V8 engine developing 309 kW and 400 Nm – fed to the rear axle via a 6-speed manual gearbox – and revving to 8 400 rpm. The obligatory sprint to three figures took a claimed 4.9 seconds, while top speed was electronically limited to 250 kph. A 7-speed double-clutch transmission (M-DCT) arrived towards the middle of 2008, cutting the 0-100 kph sprint time to a claimed 4.6 seconds.
BMW also rolled out a limited 3 Series Sport Edition, with only 300 units (produced between June and September 2008) set aside for the South African market. The Sport Edition was set apart by items such as the full M Sports Package, 18-inch WTCC-inspired wheels, “Sport Edition” embossing on the leather sport seats, branded aluminium door sills and a handful of extra options. At the same time, BMW took a decision to no longer restrict power and torque on diesel models sold locally. The 330d thus enjoyed new outputs of 170 kW and 500 Nm, with the 320d’s maximum figures improving to 130 kW and 350 Nm.
In the final quarter of 2008, the refreshed 3 Series sedan launched in SA.
Around October 2008, the facelifted or LCI (Life Cycle Impulse) version of the E90-generation 3 Series hit the local market. Featuring fresh exterior styling and an updated interior (including a new generation of iDrive), the upgraded sedan’s powertrain line-up remained largely in place and didn’t benefit from the raft of engine updates offered in Europe. However, a fresh version of the 330d’s 3.0-litre straight-6 turbodiesel mill debuted, conjuring up 180 kW and 520 Nm, while also boasting improved efficiency.
Towards the middle of 2010, the 320d was subjected to another engine adjustment, with its outputs growing to 135 kW and 380 Nm, while 300 units of the Dynamic Edition – available only on the 320i, 320d and 335i – were confirmed for South Africa. At the same time, the 335i switched from the twin-turbo N54 straight-6 to the twin-scroll single-turbo N55 unit (but interestingly didn’t get the option of a 7-speed DCT that became available in the likewise N55-powered 335i Coupé and 335i Convertible). Peak power and torque were unchanged, though the N55 ostensibly brought a modicum of fuel savings.
By November, the 320d, 323i, 325i and 330i (the 320i joined the party in January 2011) had gained fresh efficiency tech such as brake energy regeneration, improving fuel consumption and cutting emissions. Production of the E90 at Plant Rosslyn ended in February 2012, with the F30-generation 3 Series sedan hitting the local market the following month.
The E90 delivered class-leading dynamics. Pictured here is a 325i.
The driving experience: True to the 3 Series sedan models that came before it, the E90 was easily the segment’s best car for keen drivers. Facilitated by the classic front-engine, rear-wheel-drive layout, Munich’s compact saloon was a wonderfully balanced machine, offering communicative steering and excellent mid-corner poise. Though the serious grunt offered by BMW’s 6-cylinder engines – not to mention the naturally aspirated V8 of the M3 – were best for exploiting the well-sorted E90 chassis, even the 4-pot models were hardly a bore to pilot.
Broad engine range: With no fewer than eight distinct engine options – and the choice of either manual or automatic transmissions right across the range – the E90 line-up really offered something for everyone. Entry-level 4-cylinder models majoring in efficiency? Yes, in both petrol and diesel forms. Silky smooth straight-6 units, offered in increasing degrees of potency? Check (including three atmospheric petrol units, a turbodiesel mill and the turbocharged 335i). Big-hitting V8? Yip, the mighty M3 has you covered.
Improved practicality: Since the E90 sedan was larger inside and out compared with the E46, it was also considerably more practical. The fifth-generation saloon measured 4 520 mm long (an increase of 49 mm) and 1 817 millimetres wide (78 mm up), while its wheelbase grew 35 mm to 2 760 mm. Luggage capacity, meanwhile, came in at a decent 460 litres, though the original buyer had to pay extra (R3 000 in November 2008) to specify folding rear seats.
Plastics in the E90’s cabin can be prone to peeling.
Is the E90 saloon a reliable vehicle? That’s not a straightforward question to answer, largely thanks to the wide range of powerplants used in this generation. Some owners report years of trouble-free service, while others have nightmare tales (trawl the forums and you’ll find examples of such for virtually every engine). Thus, it’s wise to be as meticulous with maintenance as possible, whether you’re dealing with an atmospheric or turbocharged example. Let’s take a closer look at some of the major common issues below.
Oil-filter housing leaks: The N series of engines used in the E90 – so, all units bar the S65 mill employed by the M3 – are known to have issues with leaking oil-filter housings. While such a leak may seem little more than a driveway-staining nuisance at first, it can actually lead to complete engine failure. How? Well, oil dripping from the failing gasket can land up on the serpentine belt, quickly leading to degradation of the latter. Once the belt slips off the tensioner pulley, fragments can be sucked into the engine, quickly resulting in major damage.
Various issues with the N54: We’ve dug up various potential issues with the twin-turbocharged 3.0-litre straight-6 engine (N54) used in the pre-facelift 335i, though we suspect many would be mitigated or avoided completely with fastidious maintenance. Still, it’s worth noting reports of failures of components such as the high-pressure fuel pump, piezo-electric fuel injectors and turbocharger wastegates, as well as valve-cover oil leaks. Interestingly, the twin-scroll single-turbo N55 that was introduced with the facelift didn’t seem to suffer quite as badly.
The N54 engine used in the pre-facelift 335i has a number of potential weaknesses.
Clogged Vanos solenoids: The solenoids employed by the Vanos variable camshaft timing system (specific to petrol models) can be prone to clogging, particularly if regular oil changes have not been carried out. Once this happens, the instrument cluster may show a “check engine” light, while acceleration will be sluggish – the engine will hesitate at low revs – and fuel economy will be poor. As an aside, some SA-spec 6-cylinder models were included in a 2014 global recall that involved the checking of bolts on the Vanos unit itself.
Miscellaneous potential problems: Other fairly common potential issues include premature peeling of cabin plastics and rubber, along with electrical problems (in 2013, as many as 50 000 BMW models were recalled in South Africa after the German firm discovered a battery cable connection to a fuse box could degrade over time). While we’ve also heard of timing-chain failures on pre-facelift 320d models (using the N47 engine), these interestingly don’t appear nearly as common in South Africa as in some overseas markets.
Finally, it’s worth noting the E90 shipped standard on runflat tyres, which not only detracted from the ride quality (particularly on models with large alloys and sports suspension) but also resulted in plenty of road noise. While some owners may have switched to conventional tyres, be aware there’s no room for a spare in the luggage compartment.
As you might expect, the manual gearbox was not as popular as the auto in the E90.
All E9X models came with a 5-year/100 000 km maintenance plan. When scrutinising a potential purchase’s service history, pay close attention to the frequency of scheduled maintenance after that cover had elapsed. While a verifiable full service history is always a strong selling point, it’s especially important with the E9X. Buying from a particularly fastidious owner – who would have had oil changes performed more frequently than technically necessary, according to BMW’s recommendations, anyway – is a solid plan.
We should also point out the fifth-generation 3 Series was – in true German form – available with a multitude of individual extras, in conjunction with various model lines and likewise optional packages. Thus, make sure you’re comparing apples with apples when trying to decide between two or more candidates.
At the time of writing, around 79% of all E9X-generation 3 Series models listed on Cars.co.za were of the sedan variety, followed by the coupé (14%), convertible (6%) and wagon (1%). More than two-thirds featured an automatic rather than manual transmission, while petrol (77%) was the dominant fuel type and the 320i (42%) the most common powertrain. Mileage varied from 21 000 km through to 330 000 km. White (35%) was the most popular exterior paint colour, with silver (18%) and grey (14%) next.
The N52 powerplant (seen here in 325i guise) offers 6-cylinder thrills.
Considering the focus of this guide and the three-box body style’s popularity in this generation, we’re going to again concentrate on the sedan here. Though the 320i is easily the most abundant derivative on the used market and the flagship M3 the most broadly desirable, we’d argue a naturally aspirated 6-cylinder represents the sweet spot of E90 ownership, particularly for keen drivers.
The N52 engine – versions of which powered the 323i, 325i and 330i – is a less complicated and thus potentially more reliable motor than the pre-facelift 335i’s twin-turbo N54, yet is still capable of delivering genuine driver thrills. A facelifted version is best, considering the mid-cycle update included various upgrades, such as the cabin gaining an improved version of the iDrive system (where optionally specified, of course). Find a late model-year example and you’ll also benefit from ostensibly better fuel economy.
If you’re unable to resist a 335i, we’d again recommend narrowing your search to a post-facelift version since it benefits from the somewhat more trusty N55 motor. Lovers of diesel will likely struggle to find many examples of the 330d on the used market, leaving them to consider the ubiquitous 320d. Still, the latter offers a strong mix of low-down grunt and economy, though be aware the N47 engine will eventually require a vibration damper change (it’s worth checking the history to see whether this has already been done).
We’d advise opting for a facelifted E90 if your budget permits.
Obvious and similarly mainstream alternatives to the E90 3 Series come in the form of the Mercedes-Benz C-Class saloon (W204) and the Audi A4 sedan (B8). If you’re prepared to head a little left field – and out of Germany – you’ll also have the option of the XE20-generation Lexus IS and the second-generation Volvo S60, and perhaps even late model-year versions of the admittedly underwhelming Jaguar X-Type, if you’re so inclined.
Of course, there’s little doubt the 3 Series is the best to drive of the aforementioned compact executive sedans. That fact – along with the appeal of the roundel badge – helped make the E90 one of the most popular of the seven 3 Series generations currently in existence. Interestingly, the E90 may just offer better value on the used market than its arguably more sought-after predecessor, the E46.
Shop wisely and budget for meticulous maintenance, and you’ll be rewarded with a wonderful driving experience from a model that both waved goodbye to until-then signature 3 Series ingredients and ushered in features that endure to this day.
Find one on Cars.co.za here.
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Based on the Suzuki Baleno/Toyota Starlet, the Suzuki Fronx is said to be an ‘SUV with coupe style’, but we reckon its closer to being a hatchback on stilts. Visually, it looks fresh and modern, taking quite a few of the current fashionable design elements like the LED bar at the rear and narrow daytime running lights/headlights. There’s also a similarity at the front to the confirmed-for-SA Suzuki Grand Vitara.
At 3 995 mm long and with a wheelbase of 2 520 mm, the Suzuki Fronx is almost identical in size to the Suzuki Baleno. There’s no mention of ground clearance, but given its positioning, it’s fair to assume that it will be higher than the Baleno’s 150 mm.
Under the bonnet, there will be two engines offered in the Suzuki Fronx. First up is a turbocharged 1.0-litre mild hybrid Boosterjet which develops 75 kW and 147.6 Nm. Customers will have the option of either a 5-speed manual or 6-speed torque converter auto with paddle shifters.
The second engine is the tried-and-tested 1.2-litre K-series naturally-aspirated petrol engine and that’s available with either a 5-speed manual gearbox or an AMT automatic transmission. Outputs of 67 kW and 113 Nm are quoted. It’s interesting to note that the SA-spec Baleno comes with a 77 kW/138 Nm 1.5-litre 4-cylinder naturally-aspirated petrol.
Standard specification looks to be similar to that of the Baleno, with niceties like wireless phone charging, heads-up display, mobile phone connectivity and climate control.
It will be interesting to see if there’ll be a Toyota-badged model based on this. While we don’t have any official confirmation yet, we do know that Toyota Taisor has been trademarked.
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The Suzuki Fronx will be going on sale in India in April, and we expect Suzuki South Africa to bring it in during the course of 2023.
In 2021, the Volkswagen Polo hatchback was South Africa’s 2nd best-selling passenger vehicle, bettered only by the Polo Vivo produced in the same Kariega factory. The German supermini was runner-up behind its sibling in the 2 prior years as well, and even claimed the top spot back in 2018.
In 2022, however, the Polo hatch failed to make the podium. In fact, now we’ve tallied up the sales, we see the 6th-generation hatchback was forced down to an unfamiliar 5th place on the list of SA’s top-selling passenger vehicles (and 8th overall, including light-commercial vehicles). We won’t go into the multitude of potential reasons behind the Polo’s apparent fall from grace in 2022 – we’ve covered those extensively in our earlier feature detailing the model’s slide down the sales charts – so we’ll instead focus on the raw numbers here.
Though the Polo hatchback’s final effort of 15 697 units is certainly not a figure to be sniffed at (translating to a monthly average of 1 308 units), it represents a near-14% fall when compared to 2021’s tally of 18 235 units. Tellingly, this decline came in a total new-vehicle market that grew 13.9% year on year, from 464 122 to 528 963 units, allowing other passenger vehicles to leapfrog the Polo.
So, which passenger vehicles outsold the Polo hatch in 2022? Let’s take a closer look at the stats…
It’s certainly not all bad news for VW, of course, as the Polo Vivo quite comfortably retained its title in 2022, a year that kicked off with the 100 000th example of the current-generation model rolling off the production line in the Eastern Cape. Still, with 20 866 units registered over the past 12 months, the prolonged-lifecycle model’s total fell 5%, year on year.
Though its monthly average came in at 1 739 units, the Vivo’s strongest single showing was in September 2022, when as many as 2 473 examples were registered. Its weakest effort, meanwhile, came in May 2022, with a still-convincing 1 179 units sold around the country. This latest yearly performance means the Vivo has been SA’s top-selling passenger car for 4 cycles on the trot.
Suzuki Auto SA enjoyed a fantastic 2022, regularly breaking monthly sales records and making 3rd place on the list of the country’s best-selling automakers (behind Toyota and the VW Group) very much its own. The Swift – which is imported from the Japanese firm’s Maruti division in India – played a pivotal role in that success.
With 17 282 units registered in 2022, the Swift grabbed the title of SA’s 2nd best-selling passenger car from the Polo, rocketing up the table from 6th place in 2021. In fact, local sales of the budget hatchback more than doubled (from 8 332 units) last year, with the official year-on-year increase sitting at a whopping 108%. At least some of the Swift’s success can be attributed to its growing popularity with rental-fleet buyers in 2022 (for example, in its best month of June, as many as 675 of the 1 925 units sold came via that channel).
The Toyota Urban Cruiser narrowly missed out on 2nd spot, ending 2022 a mere 290 units behind the Swift. The small crossover – which is based on the Vitara Brezza and likewise produced by Maruti Suzuki in India – soared to 16 992 units, which was more than enough for it to secure the title of SA’s best-selling SUV (grabbing the crown from the mighty Fortuner).
In 2021, the Urban Cruiser was the 5th strongest-selling passenger vehicle in the country with 8 887 registrations, though it launched locally only in March of that year. Of course, news of this model’s impending axing emerged in November 2022, so we expect it to quietly exit the market within the first few months of 2023. What will replace it? Well, our intel suggests Toyota SA Motors will launch the larger Urban Cruiser Hyryder as its successor (and perhaps also find space for the rumoured new Taisor).
Though Toyota’s Corolla Cross didn’t quite manage to crack the podium in 2022, its effort of 15 855 units was a remarkable one. Why? Well, production of this model – as well as that of the Hilux, Fortuner, Corolla Quest and Hi-Ace Ses’fikile – ground to an abrupt halt at the Prospecton facility in mid-April (right after a bumper month of 2 384 sales in March) owing to damage caused by the devastating KwaZulu-Natal floods.
The on-the-spot shuttering of the factory outside Durban ultimately resulted in 3 consecutive months (May, June and July) of Corolla Cross sales dipping below the 200-unit mark. Had the floods never happened, the shrewdly positioned crossover would surely have finished ahead of the Urban Cruiser and Swift, and perhaps even given the Polo Vivo a run for its money…
1. Volkswagen Polo Vivo – 20 866 units
2. Suzuki Swift – 17 282 units
3. Toyota Urban Cruiser – 16 992 units
4. Toyota Corolla Cross – 15 855 units
5. Volkswagen Polo hatchback – 15 697 units
How the VW Polo slipped down the list of SA’s best sellers
New-vehicle sales overview in South Africa: December 2022
How Toyota Fortuner will lose its title as SA’s best-selling SUV
We like: Design, more powerful engine, balance of occupant comfort and surefooted handling, generous spec, long-distance comfort
We don’t like: Fuel thirst, “low-res” display of camera system
Browse the latest Ford Everest specs and prices.
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Motoring journalists are accustomed to driving cars that turn heads. After all, we test the overwhelming majority of new passenger vehicles and, for observant road users, the sight of a media fleet (test) car may be their first in-the-metal glimpse of a new model. Suffice it to say, the new Ford Everest attracted a bewildering level of interest from countless onlookers during our extended test period!
Then again, we did not see another new-generation Everest along the Garden Route, so for most people in the Southern Cape, this vehicle would have provided them with a first (or closer) look at Ford’s highly-anticipated new 7-seat adventure SUV. And boy, did they want to have a look… and ask many questions!
Late last year, the Ford Motor Company of Southern Africa raised eyebrows when it suggested that the new Everest had moved beyond the “Fortuner” category of bakkie-based SUVs, and should rather be considered an alternative to the Toyota Land Cruiser Prado… Figuring out whether the Blue Oval’s claim was just marketing talk (to justify the model’s significantly higher price compared with its predecessor), was one of the major items on the agenda of our extended evaluation. If you click on the link below, you can see for yourself how well the Everest stacks up against the highly-regarded (but long-serving) Prado and the new Jeep Grand Cherokee. It looks like Ford may have a point – on the face of it, anyway…
Design and Packaging
Riding high on its massive (21-inch) multi-spoke wheels and brandishing a bold, upright front-end design distinguished by distinctive “bracket”-shaped LEDs, the new-generation Everest is certainly a looker. As indicated by the presence of numerous Platinum badges on the vehicle – there are so many of ‘em, in fact, that some people thought the car had been renamed the “Platinum” – this is the flagship derivative. As such, it features significantly more shiny bits than the 2.0 BiTurbo 4×4 Sport derivative. You can make up your own mind about the design, but for what it’s worth, onlookers (almost all of them) adored it.
The Everest is a humongous vehicle, even by contemporary adventure-SUV standards. It is 4 940-mm long (including the towbar), has a 2 900-mm wheelbase, stands 1 837 mm high and its width (including side mirrors) is 2 207 mm. These dimensions make it a good match for the Prado (remember the Toyota carries its spare wheel on its tailgate), although the Jeep is a significantly longer proposition.
The Ford’s ground clearance is a decent 226 mm (the expansive side steps do look vulnerable, though) and that is notably higher than the claimed figures for the Toyota and Jeep. The new Everest can also wade deeper (800 mm) than its rivals and its roof is sturdy enough to carry a 350-kg (static) load.
The newcomer’s capacious cabin is equally impressive, with top-notch finishes and fine attention to detail. We love the way the door handles are elegantly integrated into the door pulls, for example, and the stitched leather upper section of the fascia lends a welcome touch of “premium-segment class” to the model’s interior. Overhead, a vast panoramic sunroof is fitted as standard.
It’s hard to believe that the Everest’s smart interior essentially comes out of a bakkie (the new Ranger). Satin silver detailing, dark “wood” trim – and a minimalist approach to design – make the cabin appear worthy of a R1-million-plus vehicle, and well beyond the reach of the Fortuner, MU-X or Pajero Sport.
We’ll get to the comfort and luxury features later in this review, but in terms of packaging, the Everest leaves precious little to be desired. The front seats are electrically adjustable (including lumbar support) and the driver’s seat has memory settings as well. That, combined with a generously adjustable steering column, makes a comfy driving position easy to achieve.
Oddment storage up front is provided by a double glove box, large door pockets, pop-out drink holders in addition to those in the centre console, and a sizeable bin between the seats.
The fine attention to detail continues in the 2nd row. The bench is split 60:40, can slide fore or aft (as required), affords a measure of backrest angle adjustment – plus it’s heated! Second-row passengers have access to a pair of USB ports (USB-A and USB-C), as well as a 3-pin 400W inverter for powering laptops and other devices (you may need to use an adapter, though).
A rotary dial allows middle-row passengers to adjust fan speed of the rear climate control system (which can, of course, also be controlled via the front touchscreen). Ventilation outlets are mounted on the roof lining. Note that the bench is mounted quite high (to provide nice “stadium” seating and a good view out for kids), but that may leave too little headroom for taller adults.
If you slide and tilt the 2nd row forward, it’s relatively easy to access the 3rd row. However, as is the case with most 7-seat bakkie-based SUVs, there isn’t much space for the occupants of the rearmost seats – headroom, in particular, is rather limited. A 1.8-meter-tall passenger could sit in the 3rd row when they were seated behind a driver and 2nd-row occupant of a similar height.
It was a squeeze, though; the 3rd-row passenger’s knees touched the seatback of the 2nd-row. At least the Everest offers ventilation outlets for those in the 3rd row, as well as a power outlet.
And what about luggage space? Obviously, when all 7 seats of the Everest are occupied, there isn’t too much load-bay capacity, even if the quoted figure (259 litres) is relatively good. The boot floor lifts up to reveal access to the tools and there is a small compartment for a few odds and ends as well. If you fold the 3rd row down (electrically, by pressing buttons mounted on the side of the load bay), the Everest’s utility space grows to 898 litres (which is voluminous, but not quite Prado-sized).
Finally, it’s worth noting that the tailgate is electrically powered and that the Everest 3.0 V6 AWD Platinum comes fitted with a detachable tow hook as standard. Also bear in mind that the Ford’s (braked) tow rating has increased by 400 kg compared with the previous model (its maximum rating is 3 500 kg).
Performance and Efficiency
One of the main talking points of the Everest is its brand-new 3.0-litre V6 turbodiesel engine. It delivers a whopping 184 kW at 3 250 rpm and peak torque of 600 Nm from a pleasingly low 2 500 rpm.
The powerplant is mated with an updated 10-speed automatic transmission that drives the flagship’s permanent 4-wheel-drive system, although most on-road driving will take place in 2H mode. Ford doesn’t quote performance figures, but we can confirm that the powertrain performs spiritedly.
Even when loaded with a full complement of passengers (with as much crammed into the cabin as possible), as well as surfboards strapped to the roof and bicycles mounted on a rack at the back, the top-rung Everest made easy work of our long-distance trips during the holiday season.
Not only did the Ford provide strong overtaking acceleration when required; its 10-speed ‘box was superb – the Everest never felt flat-footed or “laggy”. There are no flappy paddles behind the ‘wheel, but you won’t miss them – the transmission is THAT good (well-calibrated). If you really, really want to shift manually, you can do so by using buttons mounted on the side of the transmission lever.
Predictably, the downside to the 3.0 V6 AWD Platinum’s punchy performance is disappointing fuel economy. Ford claims a hilariously optimistic average consumption figure of 8.5 L/100 km, but, even when driven with an efficiency-minded driving style (in Eco mode), a more realistic consumption figure is about 10.5 L/100 km. This means you are looking at a range of 723 km, at best, from the 76-litre tank.
If you plan to make regular long-distance journeys “into the unknown”, then the fact that the Prado offers a pair of tanks (that total 150 litres) may be a deciding factor.
Comfort and Features
To mention all the standard features fitted to the Everest 3.0 V6 AWD Platinum would take a very long time (rather use our handy compare tool); we will point out the highlights, however. In its launch literature Ford describes the Everest’s cabin as a “sanctuary” for its occupants… Well, it’s quite an apt description, because the Everest boasts class-leading NVH (noise, vibration, harshness) control, which is a great foundation on which to build a comfortable cabin. Road and engine noises or vibrations, in particular, are impressively suppressed, and only a slight rustle tends to emanate from around the massive side mirrors. Again, details such as these elevate the Everest’s cabin refinement beyond those of its traditional rivals.
We’ve already mentioned the superb seats (heated and cooled at the front, plus a heated multifunction steering wheel), but, on top of that, Ford has fitted a banging B&O branded audio system, dual-zone climate control and a staggering number of driver assistance or safety systems, including adaptive cruise control, forward collision assist, rear cross-traffic alert with braking (very useful on a big vehicle such as this), lane-keep assist and even active parking. Of course, as with many modern vehicles, some of these systems can be a little intrusive at first, but you can delve into the various menus (using the massive 12-inch portrait-style touchscreen) and either deactivate some of them, or adjust them to be less sensitive.
And so, we get to another big talking point. The massive touchscreen looks very smart, but some folks have raised concerns that the elaborate setup takes things too far (particularly for a bakkie, or a variant thereof). However, it feels very much at home in this R1-million-plus SUV, and allows for fine-tuning of features that would have required myriad buttons. Thankfully, the controls that you will use most often (fan speed, temperature control, volume etc.) can still be accessed using physical buttons/knobs.
We enjoyed the intuitive nature of the SYNC4 system and its menu layouts. Bluetooth, Android Auto and Apple CarPlay are all supported and a wireless charging pad is provided. Up front, occupants have access to a trio of USB ports (one being windscreen mounted – you can use it to power a “dash cam”, for example) and, specifically, USB-A and USB-C sockets – they’re located in front of the ‘charging pad.
If we had to nitpick, we’d say we were somewhat disappointed with the Ford’s surround-view camera system. It does offer a 360-degree perspective, and you can zoom in on the corners of the vehicle, but the resolution isn’t as crisp as we’ve seen on vehicles costing half the price, and there is no 3D mode, which would have been particularly helpful in off-road conditions.
On the road, and off it…
Courtesy of its wider tracks (up by 50 mm front and rear, compared with its predecessor), and upgraded suspension, the Everest feels the most “un-bakkie-like” of all the ladder-frame-based 7-seat SUVs on the market (in January 2023). This Platinum-spec derivative is arguably more road-biased than ever before, with its large (21-inch) wheels wrapped in relatively low-profile 274/45 rubber.
As an option, you can fit 18-inch wheels – shod with more suitable all-terrain tyres – if you intend to traverse challenging off-road terrain, such as technical 4×4 courses, quite often.
But, as it stands, the Everest’s ride is slightly on the firm side (although it’s far from jarring), and sharp, sudden jolts will remind you that there’s a bakkie chassis underneath it all. Having said that, 99% of the time, the Blue Oval’s adventure SUV just feels planted, secure and safe… Overall, it seems significantly less “wallowy” than its predecessors, older rivals, and miles better – on tar – than the ageing Prado.
To match the Prado off-road, however, is another story… Due to the tyres fitted to our test unit, we elected to stay clear of conditions that could inflict damage to the Ford’s pretty rims or pronounced side steps, but we did do a lot of gravel road driving, as well as some rock climbing and gully exercises.
The Everest is a close match for the Prado in terms of its approach and departure angles (just mind the towbar!) and, in addition to the automated four-wheel drive setting, you can manually select 4H or 4L, and then further fine-tune the vehicle settings using a dial on the centre console. Normal, Eco, Tow Haul, Slippery, Mud&Ruts and Sand modes are available, and the rear diff lock can be activated electronically.
On gravel roads, we found the Everest’s driving experience quite superb and, when we did some off-road driving in trickier conditions, it was abundantly clear that even when rolling on road-biased tyres, the combination of stonking torque and clever off-road systems make the Everest a true Adventure SUV –not a show pony. Oh, and tyre pressure monitors are also fitted, as is specific underbody protection.
The Ford Everest 3.0 V6 AWD Platinum sells for R1 113 100 (before options – January 2023) and comes standard with a 4-year/120 000 km warranty, 5-year/unlimited distance corrosion warranty, as well as 4 years’ (unlimited distance) roadside assistance. Customers can buy service or maintenance plans as required (of up to 8 years or 135 000 km). The warranty can also be extended to 200 000 km.
With the new Everest, Ford has indeed elevated its flagship SUV beyond the reach of its traditional rivals. In one move, it has left the still-relatively new Isuzu MU-X feeling decidedly dated, and provides a heady new benchmark for Toyota to aim at with its next-generation Fortuner, which will undoubtedly also shift upmarket. As it stands right now, however, this is the finest bakkie-based SUV that you can buy now; it combines true adventure ability with premium, luxurious on-road motoring and the latest technology.
At the 2023 Tokyo Auto Salon show in Japan, French carmaker Renault revealed the Megane RS Ultime – essentially a limited-edition collector model that’s said to crown a saga that began back in 2003.
It will be the last Megane RS and the last model to have Renault Sport badging, as Alpine will be carrying on the performance story.
The Megane RS Ultime features unique graphics, like the year Renault Sport was established in 1976, there are four exterior colours (Pearl White, Tonic Orange, Star Black, and Sirius Yellow). The front is 60 mm wider, the rear 45 mmm wider and there are RS Vision LED headlamps complete with fog lights that are in the shape of the RS logo.
Inside are Recaro bucket seats in titanium black Alcantara upholstery and features RS embroidered logo. The key has Ultime branding on it, and each car features a metal plate with the car’s unique number. Just 1976 units will be built and at this stage it is unclear how many will be coming to SA. Given Renault SA’s past record with limited edition hot Meganes, there won’t be many.
MORE: Want to buy a new or used Renault? Browse stock for sale here
Standard specification is impressive with a 9.3-inch navigation screen, Bose audio, 10-inch digital display, on-board telemetry system, adaptive cruise control, 360-degree camera. Options are for left-hand drive cars only, which is strange, but they range from a heads-up display to a sunroof.
MORE: Renault Megane RS Ultime confirmed for SA
Under the bonnet is a 1.8-litre turbocharged 4-cylinder petrol engine with 224 kW and 420 Nm, driving the front wheels via a dual-clutch transmission. A claimed sprint time of 5.7 seconds to 100 kph makes it impressive for a front-wheel drive performance car. On the corners are 19-inch wheels wrapped in Bridgestone Potenza semi-slick tyres.
For the handling fanatics, there’s a lowered Cup chassis with hydraulic compression stops, 4-wheel steering, Torsen mechanical differential and Brembo brakes. Interestingly, there’s no mention of an Akrapovic exhaust – usually a standard feature of RenaultSport products.
The Megane RS Ultime is confirmed for a South African market introduction at some point in 2023.