Force Motors has confirmed it will be opening up shop in South Africa, with a comprehensive and diverse product portfolio. Here are the early details on what’s to come.
Indian brand Force Motors has announced that its range of vehicles will be arriving in South Africa. The Pune-based brand has appointed Export Trading Group (ETG) to distribute the products locally.
So, what’s on offer? Force Motors is bringing quite the product portfolio, which will appeal to different interests and commercial needs. For the offroad enthusiasts, the Force Motors Gurkha 4×4 looks capable with its independently controlled diff locks and ground clearance as well as a 700mm wading depth.
Under the bonnet is a 2.6-litre diesel engine with 67 kW and 250 Nm. Power goes to all 4 wheels via a 5-speed manual gearbox and there’s a diff on each axle. At just over 4000 mm, the Gurkha is smaller than a G-Class, but larger than the Suzuki Jimny.
Yes, it does resemble a Mercedes-Benz G-Class, but this is no copy. Force Motors has worked with Mercedes-Benz for many years and supplied over 143 000 engines and 128 000 axles to Mercedes-Benz India since 1997, when Daimler started manufacturing vehicles on the Sub-Continent.
Other noteworthy vehicles earmarked for our market included the Traveller midi-bus and panel van, as well as the Kargo King bakkie range.
Right now, homologation of the new Force vehicles for the South African market has begun and you can expect the first units hitting the SA roads in the first quarter of 2023.
Stay tuned for specs and pricing for the entire Force range in the coming months.
Isuzu MU-X Given Mild Update for 2023
The enhancements are for the Australian-spec Isuzu MU-X, but we expect similar changes to the South African-spec version of the 7-seater bakkie-based SUV.
Given the imminent change in the bakkie-based 7-seater market after the arrival of the brand-new Ford Everest and a potential upgrade in the Toyota Fortuner, its understandable that the best-of-the-rest are scrambling.
The Isuzu MU-X may be overshadowed in terms of sales, but its still a capable, practical and well thought-out vehicle. For 2023, Isuzu Australia has given its MU-X range some enhancements to help it keep pace with the current segment changes.
It is expected that Isuzu South Africa will follow a similar strategy, seeing as both markets source their MU-X units from the same plant in Thailand.
Visually, the updates include a revised front grille, a darker design aesthetic, LED rear combination lights and there’s a new Galaxy Blue Mica paint on offer. There are new wheel designs on offer and depending on the model, 17-, 18- and 20-inch units are on offer.
Inside, some derivatives get some new-look trim on the door and dashboard. Tyre pressure monitoring and an automatic tailgate is now standard across more derivatives. Finally, Isuzu has confirmed it has disabled blind-spot monitoring and rear cross-traffic alert when a trailer is fitted.
“Similar to the 2023 D-MAX stablemate—in which it shares much of its DNA with—these updates have been fuelled by Customer feedback, adding more value and features to an already value-packed vehicle, without the need of a price increase.” said Isuzu UTE Australia Managing Director, Hiroyasu Sato.
As a reminder, the Isuzu MU-X is available in South Africa in 4 levels of trim, with the range starting from R725 500. Under the bonnet is a 3.0-litre turbocharged 4-cylinder developing 140 kW and 450 Nm.
Recapping the 2022 ATK Pro Series with Cars.co.za Sim Racer Zaahir Essa
The 2022 ATK Pro Series has concluded, and our Sim Racer Zaahir Essa rounded off proceedings as the fastest South African in the standings. Finishing 2nd behind Englishman Harry Spiers, Zaahir was in touching length of the ultimate title, but an unfortunate crash in the final race put paid to his chances.
We caught up with him to get his thoughts on the season as a whole, and what is next for him and the sport going forward.
Cars.co.za: How would you rate your season from what you were aiming for and what you achieved?
ZE: I set myself a pretty high standard with the ultimate target from the beginning; to win the championship! Unfortunately, the last two races did not go to plan, and I just fell short in the final race to finish 2nd overall in the championship, but the highest-placed SA driver. I am tough on myself, so I am of course disappointed that I did not go on to win it, but I still had great success in the championship and fell to a worthy winner.
Cars.co.za: Every driver has favourite tracks and favourite race conditions. What were some of your highs and lows in this regard over the race series?
ZE: I would say the first race was the highlight for me. I probably enjoy Kyalami the most, and the grid was the most stacked for the first race with the highest competition. With no clue how I would perform in a car I had never driven previously, I went on to win our home race which was quite a surprise! The low moment was, without a doubt, the final race of the season. It was a showdown with my title contender Harry Spiers. Whoever beat the other would win the championship. In a freak accident so early in the race, I lost control of the car and damaged it heavily. It was tough to deal with, especially because I feel I perform best in the actual races and this turned out to be the championship-deciding moment.
Cars.co.za: After your start at Kyalami as you mentioned, you were very much the driver to beat throughout the series. What were some of the elements that made the final few races that much more challenging?
ZE: Things were very well placed with 3/5 races completed. Unfortunately for the 4th race, I was out of the country for a couple of weeks and had no practice or preparation time – which, for those not involved in sim racing, means I would not realistically be challenging for any top spots in this high-class field! That put me on the back foot for the final round, and of course, the way the final race ended was terribly unlucky. It goes to show that no matter how things are going, you have to push to the end and never know where you will end up.
Cars.co.za: What is it about the ATK Pro Series that you think makes it such a strong racing prospect for the future, and how can it continue to make progress?
ZE: It’s always been a high level of production from them, and this season it was open to international competition. They will only continue to build on this success to maintain their premier class category in the South African sim racing scene and expand beyond.
Cars.co.za: As the top South African finisher, what are some of the things that local drivers can look to do to not only become more competitive in the ATK Pro Series but also in taking on more international fields in future?
ZE: Exposure to the highest levels of competition is always an eye-opener. But it is the only way to improve once you see how you fare against the ultimate benchmark. The championship could have gone either way right to the final round, so it is good to know that South Africans are already competing at the highest levels of pace already!
Cars.co.za are proud of Zaahir’s achievements in this year’s series and is confident that the example he set will pave the way for more local Sim Racers to make their mark in the sport.
Look out for more content coming soon with Zaahir, as he continues to work with us in sharing his racing expertise and vast experience in Sim Racing.
ATK Pro Series Championship Results
Candice Modiselle: Why she doesn’t own a car (yet), and what she wants to buy
Candice Modiselle gives her take on South African car culture, and how closely it is entwined with music, dance and even “boot culture”.
Candice, a mega-successful South African entertainer and entrepreneur has a definite love of cars, but opens up about the anxiety she has only recently overcome to start the process of getting her licence… and eventually buy a car.
What car does Candice Modiselle want to buy? Well, DBN GOGO’s BMW 128ti seems very appealing to her. But she grew up in a Golf family, and so has fond memories of her dad’s GTI, too.
For Candice, cars represent a very intimate space where you get to learn the true nature of your fellow passengers. So, if you’d like to see whether you can get along with a person, just take them on a road trip!
Not a fan of the fiddly steering wheel touch controls used by the likes of the Volkswagen Golf 8 GTI? Well, they may soon be a thing of the past…
The CEO of the Volkswagen brand has suggested the German automaker will soon ditch the controversial touch controls it has implemented on the steering wheels of certain high-end models, returning to traditional push-button items instead.
Thomas Schäfer, former head of VW Group South Africa but these days CEO of the global Volkswagen brand, announced the news in a LinkedIn post (first spotted by the eagle-eyed folks over at CarExpert).
In a post all about “listening carefully” to customers of the brand, Schäfer said VW had plans to “sharpen” its portfolio and design, while also “creating a new simplicity in operating our vehicles”.
“For example, we are bringing back the push-button steering wheel! That’s what customers want from VW,” he wrote, adding the Wolfsburg-based firm was “continually working on offering our customers what they really want”.
Will the upcoming facelifted version of the Golf 8 GTI revert to push-button steering wheel controls?
Volkswagen has in recent years made a big push towards digitalisation, with models such as the Golf 8 GTI, Golf 8 R and Tiguan R (plus high-end non-performance derivatives in certain model ranges, such the Tiguan R-Line) featuring touch-sensitive controls on their respective tillers.
Covering functions such as infotainment, cruise control, steering wheel heating, voice control and the make-up of the digital instrument cluster, many complained these sensitive touch controls – which respond to both swiping actions and more deliberate prods – were prone to inadvertent activation.
Interestingly, Schäfer’s post makes no mention of the similarly divisive digitalised controls – which include illuminated touch panels and sliders rather than physical knobs and buttons – used to manipulate the air-conditioning systems of such models. A separate digital panel is also used for light and vision functions.
It’s important to note Volkswagen certainly isn’t walking away from the idea of digitalisation in its vehicles, as Schäfer’s post mentions “electrification and digitalisation” as two of the most pressing automotive topics of the current age. Still, it now seems almost certain the upcoming facelifted version of the Golf 8 performance twins will to revert to push-button steering wheel controls.
In our latest video review, Ciro De Siena drives and reviews the boldly-styled Kia Sportage. With the medium SUV/family car segment booming, the new Sportage will have to be exceptional to see off its rivals.
The Kia Sportage is now in its 5th generation and better than ever, and it has to be, because it faces seriously tough opposition, including the facelifted Volkswagen Tiguan, the long-serving (but value-for-money Mazda CX-5), the refreshed Toyota RAV4 and, of course, the all-new Hyundai Tucson.
See, this segment of the market is ultra-competitive with many brands all fighting for market share. Nissan, for example, recently launched its new-generation Qashqai, Subaru’s Forester is still very competitive and fledgling Chinese brands Haval and Chery offer the H6 and Tiggo 8 Pro respectively.
In this video, Ciro De Siena gets behind the wheel of the top-of-the-range GT-Line S derivative of the new Sportage. He assesses the drive quality, performance, interior quality, features and practicality.
We recently attended the BMW M Fest, which was held at Kyalami Racetrack in Gauteng.
BMW M Fest celebrated 50 years of BMW’s performance brand in South Africa and over 25 000 fans of Sheer Driving Pleasure were in attendance over the weekend.
It was a chance to experience the BMW heritage, sample the latest performance products and see what’s coming to our shores with exclusive previews of the brand-new BMW M2, BMW XM and BMW M4 CSL.
New Isuzu D-Max Arctic Trucks AT35 Looking Likely for SA
Isuzu Motors South Africa will display the new D-Max Arctic Trucks AT35 at an upcoming event in Gauteng, suggesting a local launch is on the cards…
It’s looking more and more likely the new Isuzu D-Max Arctic Trucks AT35 will launch in South Africa in the relatively near future, with the Japanese firm’s local arm set to display the upgraded bakkie at the 2022 SA Auto Week in Gauteng.
Though the official line from Isuzu Motors South Africa is that the D-Max AT35 is “still under consideration” for the local market, the fact it will be shown at the inaugural Naamsa SA Auto Week – which will take place at Kyalami Grand Prix Circuit in the final week of October – is a strong indication the re-engineered off-roader will soon join the range.
It’s not yet clear whether Isuzu Motors SA will again assemble the D-Max AT35 at its Struandale facility or instead outsource the task to a third party. At this stage, it seems unlikely the company would opt to import this uprated derivative.
The D-Max AT35 boasts 35-inch tyres supplied by BFGoodrich.
So, what do we know about the latest AT35, which was developed in collaboration with Icelandic specialists Arctic Trucks? Well, the version offered in Europe is described as a “professionally re-engineered vehicle” incorporating “significant enhancements” to components such as the body, frame, suspension, wheels and tyres.
Taking its name from the 35-inch tyres fitted as standard, the D-Max Arctic Trucks AT35’s chassis and bodywork are tweaked to accommodate its 17-inch matte-black alloy wheels and 315/70 R17 all-terrain tyres (the latter from the folks over at BFGoodrich). In addition, the suspension system has been overhauled with an “optimised and elevated” tailored Bilstein performance set-up featuring front springs and dampers, rear dampers and an additional front and rear body lift. The result is a total front and rear elevation of 50 mm over the standard D-Max.
Of course, that brings major improvements to D-Max’s off-roading capability, with the approach angle growing to 35 degree, the departure angle to 29 degrees and the breakover angle to 34 degrees. In addition, Isuzu says the larger tyres, performance springs and dampers allow a “softer, faster ride” over rough surfaces and a “lighter footprint over delicate terrain”. Interestingly, Isuzu says the AT35 package does not compromise payload or towing capacity (something Ford can’t claim with the Ranger Raptor).
We don’t expect the AT35 derivative to boast any extra power over the 3.0TD V-Cross 4×4.
Since the SA-spec version is likely to be based on the flagship V-Cross 4×4 double-cab derivative (which currently starts at R835 100), power would come from Isuzu’s 3.0-litre, 4-cylinder turbodiesel engine, which in this state of tune is worth 140 kW and 450 Nm. Whether the local derivative will gain any powertrain upgrades remains to be seen, though we’d suggest such a move seems improbable.
You’ll have no trouble identifying the D-Max AT35, thanks to its ultra-wide colour-coded wheel-arch extensions, extended-profile side steps and Arctic Trucks mud flaps. We also wouldn’t be surprised to see a sports bar and tonneau cover included for the SA-spec model. Inside, you’ll find leather upholstery with Arctic Trucks branding on the headrests, along with model-specific door entry guards and a new carpet set. Overseas, the model furthermore boasts dedicated locking wheel nuts and an Arctic Trucks torque wrench.
As is tradition with the reveal of a new M car from BMW, the brand also announces the go-faster goodies for it. Here’s what you can expect from the BMW M2 Performance Parts.
The brand-new BMW M2 was recently revealed (and made its first public debut right here in SA) armed with 338 kW and 550 Nm. For the purists, a manual gearbox is an option.
It’s the looks that had many riled up, the leaked photos of a vehicle in an unflattering shade of blue did it no justice, but thankfully the official images in a striking red were better.
Now what you see here is the BMW M2 Performance Parts catalogue, which takes the standard M2 and turns it into something visually extreme. There’s a big carbon fibre wing mounted on the boot lid, as well as a roof-mounted spoiler.
On the rear bumper are some additional aero features, plus the same central-mounted quad exhaust system that has been available for the BMW M3/M4, while the front bumper gains some additional diffusers, in carbon fibre obviously.
There are bigger wheels available, with a stanced setup thanks to 20-inch units on the front axle and 21-inch wheels at the rear. The cabin gets a light makeover with carbon fibre inserts into the steering wheel, central console and dashboard.
When is the 2023 BMW M2 Coming to SA?
The 2023 BMW M2 has been confirmed for South Africa and will be arriving in the second quarter of 2023. The BMW M2 Performance Parts catalogue will be available through your local dealer.
Stage 6: A major threat to SA’s auto industry
The implementation of Stage 6 load shedding scares all of us, but it may also put automotive parts suppliers – the lifeblood of South Africa’s advanced car industry – out of business.
The South African heavy industry has been forced to innovate by necessity. When your power demands are huge, Eskom’s inability to fulfil its mandate triggers anxiety… and action.
With global orders to fulfil, South African automotive assembly facilities have not been indifferent to the off-grid concept. Impressive solar installations and all manner of clever alternative power sources, independent of the stumbling reality of Eskom, have been integrated by the country’s local vehicle manufacturers.
Take a broad view of the South African automotive industry, and the power risk doesn’t look too terrible. Automotive assembly, unlike food retail, doesn’t require a demanding cold chain refrigeration commitment. The paint shop’s chemical stability and curing lights are probably your most sensitive power-off risk.
But beyond industry conferencing optimism and thought leaders drinking glasses half full of Kool-Aid, the developing risk to localised automotive assembly is massive. And on the increase.
An issue outside the factory gates
East London has been deindustrialising for years, with Mercedes-Benz’s factory the only notable exception. But its solar power generation can’t support everyone.
To understand why Eskom’s escalations to and beyond stage 6 could tip the entire automotive assembly industry into crisis, think beyond Rosslyn, Prospecton, Silverton, Kariega, Gqeberha and the Buffalo River. BMW, Nissan, Toyota, Ford, Volkswagen (VW), Isuzu, and Mercedes-Benz’s core assembly assets have secure power, the result of engineers and management recognising that Eskom was beyond repair a decade ago.
But the issue is not at the final assembly stage. It’s in the supplier community. Those small engineering shops and enterprises supply the diversity of components that make up nearly a 3rd of locally produced car content.
The reason South Africa has such a sophisticated and scaled automotive industry is part legacy, part incentive policy. When the country was an economic powerhouse in the 1960s, demand for passenger and commercial vehicles was so great that most brands happily established local manufacturing facilities.
As the economy diversified and the Rand depreciated throughout the 1990s, conditions became conducive to servicing export markets, which is what most local vehicle manufacturers pivoted to. And Government’s industrial policy regarding the automotive industry has been one of creeping localisation – a worthy idea, with some very unintended consequences.
Manufacturers must use a fixed percentage of domestic content to keep Government happy and retain the export credit incentives that make local vehicle assembly viable. And that percentage has been increasing, over time, to the current requirement of close to 40%, depending on specific formulations. The goal in future is to raise this to 60%. That means the domestic supplier base needs to grow to achieve that 60% number, but Eskom is making that nearly impossible.
It’s not just alternative power, it’s storage too
These are the true heroes of South Africa’s world-class auto industry, the small-scale suppliers.
It is a credit to the quality of local suppliers that luxury car buyers in many of the world’s wealthiest cities own cars of which about a 3rd is made up of South African engineering content.
But what happens when stage 6 load shedding keeps happening and smaller suppliers, without the shielding of alternative energy sources, start running way behind schedule – or simply go offline for weeks on end? Direct-feed solar is a huge benefit, but to run late shifts after sunset, battery capacity is required. And energy storage remains notably expensive, making it prohibitive for many small businesses.
There is, of course, a tremendous sense of irony in the fact that battery storage is so expensive, due to import tariffs. Broadly the same tariffs are making it so challenging to price electric vehicles competitively and stimulate local demand.
We have a real-world example of what will happen to South African vehicle assembly if a higher frequency of stage 6 – and higher – load shedding persists: there will be a lot of incomplete cars and unfulfilled global delivery commitments.
For the last year and a half, there’s been a global shortage of new vehicles due to one sub-type of componentry being difficult to source – the semiconductor (possibly the smallest and lightest part of a new car). The semiconductor crisis illustrated how vulnerable vehicle manufacturing could be due to an overreliance on external suppliers instead of vertical integration.
The semiconductor crisis proved how complex modern cars have become. There was no option to switch and substitute between suppliers and specifications with a component as sophisticated as a semiconductor.
And that theme applies on a very granular level across the South African domestic automotive supply chain. There just aren’t enough redundancy suppliers because of the just-in-time and just-in-place production systems that all car companies have copied from Toyota in preceding decades; those strategies are all about running ultra-lean/within very narrow margins.
Off-grid and running shifts
South African OEMs, such as FMCSA, have invested in solar. But how many small engineering businesses can do the same?
What is the nightmare scenario for South African automotive manufacturing? It’s the risk that skilled locally component suppliers might liquidate their business after a bout of prolonged power outages. All the best intentions and solar panels at OEM assembly facilities do nothing to protect suppliers from stage 6 and worse.
It’s credible and prudent that BMW, Ford, Isuzu, Nissan, Mercedes-Benz, VW and Toyota have journeyed to a position of relative independence from the disaster that is Eskom. But they remain deeply vulnerable to the risk of stage 6 and worse. Without specific locally sourced components, there will be no fully assembled vehicles rolling off their production lines and being shipped offshore, to earn those credits.
Supplier vulnerability was never a theme of discussion until the pandemic and the resulting semiconductor crisis proved exactly how exposed large car companies were to external influences. Solutions? During the deepest pandemic panic, there was an understanding that car companies would financially support select global suppliers. It was a matter of mutual survival instead of corporate generosity.
But the pandemic was always going to be temporary. Eskom’s power crisis, by contrast, has been a permanent feature of the South African economy for the past 15 years and, alarmingly, the situation shows no signs of improving.
Small business needs help
SA-built bakkies, travelling by road, for export by port. But will the volumes continue to grow, into the future?
The Department of Trade and Industry, which is mandated to grow the automotive industry, reduce risks to business and enhance entrenched employment diversity, is doing nothing. Small automotive industry suppliers need relatively little power, compared to large industrial users, but they need it consistently. If the government enacted the 100MW private generating laws, various build projects across urban industrial zones could solve the issue. But it hasn’t.
The talk is about South Africa’s automotive industry transforming in line with the motoring world’s transition from ICE to new-energy powertrains. That will require new production systems and local suppliers producing complex battery chemistry slurries, where power outages would be a total disaster.
When your CNC machine stops milling a metal part, that’s not great, but it can restart and complete the job when power is restored. But battery chemistry? All those solvents and sensitive coasting require meticulous processing and don’t take kindly to interruption.
What’s the worst-case scenario for the local motor industry? Instead of local sourcing and true “proudly South African built” vehicles, we could experience a future of many CKD kits, where you only fasten a few elementary parts, completing a vehicle which is effectively imported, in a state of near completion. In this dystopian future, South Africa will still have an automotive production sector, but it will be an artificial one, without the depth of skilled employment and career progression it has offered since the mid-2000s.
Then there is the impending end of the current generation of vehicles built locally. Each manufacturing plant has to bid for whatever product comes next and if our local plants don’t meet the standards of the German/Japanese bosses (due to constant delays caused by power shortages) they will simply shut up shop and go elsewhere.
Even worse would be the loss of a diverse and thriving small business sector of technical suppliers that keep the country in touch with global technology trends – one that offers true labour upskilling.
