Looking for a safe, comfortable and capable people mover? The Mercedes-Benz Sprinter Inkanyezi has arrived in Mzansi! See specifications and details below!
Set to go on sale in South Africa at the end of April 2023, the new Mercedes-Benz Sprinter Inkanyezi can carry up to 22 passengers plus a driver while also offering high standards of comfort, durability and dependability.
“At Mercedes-Benz Vans, we are committed to continuously seeking new ways to embrace our customers, to provide them with the most desirable vans and services. With the latest version of the Sprinter Inkanyezi, I am pleased to say that we have achieved this commitment. By keeping our customers at the forefront of every decision along the way, we have managed to keep all the best-loved features of the original Inkanyezi whilst creating exciting enhancements to further delight our customers”, says Marinus Venter, the Head of Product & Marketing at Mercedes-Benz Vans SA.
The updated Sprinter Inkanyezi features a revised 2.2-litre turbodiesel engine which now incorporates a more compact design and offers no less than 110 kW / 380 Nm and comes mated with a 6-speed Eco manual transmission.
The interior of the Sprinter Inkanyezi has been enhanced with new fabric seat finishes adds a dash of style while also offering higher levels of passenger comfort with a soft-touch texture. The interior cladding is now finished in black along with jet-black window frames. USB ports are also fitted in each row and there are lightweight parcel shelves fitted in each row.
Up front in the driver’s cabin, Mercedes-Benz has fitted a Bluetooth radio and speaker system which is now standard.
Other useful standard features include ECO stop/start function, lane keeping assist, crosswind assistance, hill start assist and dual front airbags.
How much does the Mercedes-Benz Sprinter Inkanyezi cost in South Africa?
Mercedes-Benz Sprinter Inkanyezi – R899 992
For a limited time only, the Sprinter Inkanyezi can be purchased on a no-deposit, fixed interest rate offer, at R22,899 pm, subject to credit approval & while stock lasts.
Updated Porsche Cayenne Revealed, SA Pricing Confirmed
The Porsche Cayenne has received a significant update which includes more powerful powertrains and a significantly revised interior. The new Cayenne is currently on display at Auto Shanghai.
Apart from the significant interior upgrade, the Cayenne benefits from more power under the bonnet and a chassis upgrade, which according to Michael Schätzle, Vice President Product Line Cayenne, is “one of the most extensive product upgrades in the history of Porsche”.
Porsche Cayenne Gains Enhanced Styling and Tech-Infused Cabin
The Cayenne Turbo GT sits at the top of the range.
From a styling perspective, the Cayenne boasts a more dynamic appearance with a revised front end including reshaped high-definition HD Matrix LED headlights (optional), a new bonnet and a revised grille with more strongly arched wings. The rear apron has also been reworked and the 3D rear lights provide a distinct look from the rear.
Customers will be able to choose from 3 new colours including Algarve Blue Metallic, Montego Blue Metallic and Arctic Grey. More so, wheel size options include 20-, 21- and 22-inch wheels and lightweight sport packages are also offered, shaving weight by as much 33 kg in the Cayenne Coupe.
The interior of the updated Cayenne represents a significant departure from the outgoing iteration.
Perhaps the most noticeable visual change can be seen inside the Cayenne where you will find the Porsche Driver Experience which first made its debut in the all-electric Porsche Taycan, with controls placed right where the driver would want and need them, balancing digital and analogue controls in an effort to strike the perfect ergonomic balance.
The major interior change is the fitment of a fully-digital 12.6-inch instrument cluster that features a curved, free-standing design. In the central dashboard, a standard 12.3-inch infotainment system is fitted and customers can now also opt for a 10.9-inch front passenger display which is a first for the Cayenne.
What engines power the latest Porsche Cayenne?
The Cayenne gains a power bump across the board.
A total of 3 engine options are offered for the updated Cayenne but the juicy news is that the Cayenne S swops its previous twin-turbocharged V6 engine for a twin-turbocharged V8 which packs a hearty 349 kW and 600 Nm, some 25 kW and 50 Nm more than the outgoing Cayenne S. Both the Cayenne S SUV and Cayenne S Coupe now accelerate from zero to 100 kph in 4.7 seconds and will barrel on to a top speed of 273 kph.
The base Cayenne engine offering is a revised turbocharged 3.0-litre V6 engine that’s been fettled to produce 260 kW and 500 Nm which is an improvement of 10 kW and 50 Nm.
In the Cayenne E-Hybrid, this 6-cylinder engine combines with an uprated 130kW electric motor (30 kW more) taking the combined power output to 346 kW. Porsche has also fitted a larger capacity 25.9 kWh battery (previously 17.9 kWh). And electric range of about 90 km is now possible with the larger battery while an on-board 11 kW charger reduces charging time to under 2.5 hours.
As for the range-topping Cayenne Turbo GT, its bi-turbocharged 4.0-litre V8 engine gains a 14 kW power bump to 485 kW and will accelerate from zero to 100 kph in 3.3 seconds with a top speed of 305 kph. An all-electric Cayenne is due in 2026.
Ride and handling performance has also been enhanced with a steel spring suspension and new shock absorbers with 2-valve technology which enhance driving comfort at slower speeds, dynamic ability during cornering as well as improving pitch and roll support. New adaptive air suspension with 2-chamber, 2-valve technology is optional.
How much will the updated Porsche Cayenne Cost in South Africa?
The Porsche Cayenne is due to arrive in South Africa in the second half of 2023.
Farewell, FJ Cruiser! Toyota calls time on 4×4 legend
Global production of the retro-styled Toyota FJ Cruiser has officially ended, meaning the legendary SUV is no longer on sale in South Africa after a 12-year local run…
Toyota South Africa Motors has confirmed to Cars.co.za that production of the FJ Cruiser has officially ended in Japan, meaning the retro-styled SUV is no longer available locally after a 12-year run.
We noticed the Hamura-built FJ Cruiser – an off-road SUV defined by its retro styling and complete with rear-hinged back doors, a quirky 3-arm front wiper system and a generous 245 mm of ground clearance – had been quietly removed from Toyota’s SA website and asked the Japanese firm’s local division whether the move signalled the end of the line for the nameplate.
One of the FJ Cruiser’s defining features was its rear-hinged back-door design.
“Yes, we can confirm global discontinuation of the FJ Cruiser product line as of December 2022,” a Toyota SA Motors spokesperson told us, adding the decision “isn’t just limited to” South Africa but other markets as well.
Priced at R813 000 before its local discontinuation, the ladder-frame SUV employed Toyota’s familiar naturally aspirated 4.0-litre V6 petrol (1GR-FE) powerplant, which sipped from twin fuel tanks and delivered 200 kW and 380 Nm to all 4 wheels via a 5-speed automatic transmission.
It could complete the 0-100 kph sprint in a claimed 7.6 seconds, with maximum speed pegged at 175 kph. While the 4 670 mm-long FJ Cruiser changed little over its lengthy lifespan, the SA-spec version did benefit from an infotainment upgrade in 2022, scoring Apple CarPlay and Android Auto.
Ground clearance came in at a whopping 245 mm.
Though the FJ Cruiser went into production back in 2006, it reached the South African market only in 2011. It remained on sale here for quite some time despite having been axed in most countries around the world (including its domestic market of Japan back in early 2018). The model was also pulled from markets in the Middle East at the end of 2022.
Over the past 6 months, Toyota SA Motors has registered 98 examples of the FJ Cruiser locally, with sales dipping from 25 units in October 2022 to just 3 units in March 2023, as stock began to run dry. Of course, the FJ Cruiser is still very much available on the used market, with a number currently listed on Cars.co.za…
Think Volkswagen will start producing EVs in South Africa in the next couple of years? Think again. VWSA’s boss explains why that likely won’t happen until around 2035…
The head of Volkswagen Group South Africa has explained why it will likely be more than a decade before the German brand starts producing electric vehicles (EVs) at its Kariega plant in the Eastern Cape.
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, saying she sees locally produced EVs becoming a reality only around 2035.
VWSA currently manufactures the Polo hatchback and Polo Vivo at its local facility, while it plans to add a mystery 3rd model to the Kariega production line in the next few years. In addition, a half-tonne bakkie could be spun off the same platform, based on separate comments from Biene.
Of course, all of those models are or will be powered by internal combustion engines. Considering the global shift towards electric mobility – including in key export markets in Europe – what are the chances of the Wolfsburg-based firm adding an EV to its production line in the next few years? Well, Biene suggested such a move was quite some way off.
In July 2022, VW’s Kariega plant celebrated 500 000 units of the current-gen Polo hatch.
“The first step is getting EVs into the country on an FBU basis – a fully built unit basis – import them and then grow and also get South African customers to experience them,” she said, pointing out potential buyers still have concerns around range anxiety and indeed whether EVs can really work in South Africa considering the enduring load-shedding crisis.
“I see us producing electric vehicles probably by 2035, in our South African plant. Why is that? That’s also related to our strong local footprint,” said Biene, explaining that around 30 to 35% of vehicles – in the form of the Polo hatchback and Polo Vivo – currently produced at the Kariega facility are sold locally rather than exported.
“We don’t want to be only an export plant for EVs to Europe or to somewhere [else]. So, we would probably need, say, 50 000 units for one model per year to make it meaningful to localise,” she said.
“So, 50 000 units. Let’s take the 30% [local] share: we’d have to sell around 15 000 in South Africa – 15 000 EVs, one model,” Biene emphasised, adding VWSA tended to sell “20 000 to 25 000 Polos a year and 20 000 to 25 000 Vivos a year” (though those numbers were actually 15 697 and 20 866, respectively, in 2022).
“That’s what I would also want to target with EVs. Because, as I said, we are not only producing and then exporting, but we want the local footprint. So, it’ll take a bit to grow the South African market to then take these 15 000 units a year [in local sales], from that mathematical example. That’s why I think it’ll take a while to get there.”
We could see a Volkswagen ID.4 fleet in SA towards the end of the year.
In addition, Biene revealed spiralling logistics costs were making it increasingly difficult to export vehicles to Europe.
“Also, what is a bit of a roadblock currently is that the logistics costs have increased tremendously for export to Europe, with diesel for vessels becoming more and more expensive. That logistics cost is a nightmare from South Africa to Europe.
“For EVs, we currently would even have to ship batteries from Europe to South Africa and then ship the [completed] vehicles back. And that’d add too much to our CO2 footprint – and [to] the costs. So, I think it [will take] a while to grow EVs in South Africa and also in Africa,” Biene said.
She emphasised VW would “need a bit of time to build that demand in South Africa” before considering local production of battery-powered vehicles. So, when will we see imported electric VWs on the road in South Africa? Read our recent chat with Steffen Knapp, VWSA’s head of passenger cars, for more details on that topic…
The Suzuki Eeco is a cute panel van aimed at businesses. Here’s how much you can expect to pay for this practical newcomer.
It’s not very often we get to see commercial vans introduced into South Africa as double-cab bakkies rule the roost. However, meet the new Suzuki Eeco, a cute and practical van that the Japanese brand reckons is a good fit for our market.
Suzuki SA claims the Eeco is already a market leader in India, where almost a million units have left showroom floors. The Suzuki Eeco that’s just touched down in SA is the latest derivative with upgraded safety, performance and a fresher look.
Physically, the Eeeco is 3 675 mm long and 1 475 mm wide with a wheelbase of 2 350 mm. It has a ground clearance of 160 mm. The load bay has lots of space, with a loading length of 1 620 mm from the door to the passenger partition. Its loadbay is 1 300 mm wide and 1 030 mm high, which Suzuki says is enough to hold a full-size SA pallet.
The Suzuki Eeco features the 1.2-litre 4-cylinder petrol engine that’s found in a number of its other products. The motor has 59 kW and 104 Nm, with power going to the rear wheels through a 5-speed manual gearbox. As far as fuel economy goes, the Eeco is said to use 5.4 L/100 km of unleaded.
When it comes to safety, the Eeco features two airbags, electronic stability control, anti-lock brakes and electronic brake-force distribution as standard.
Other noteworthy features include 13-inch wheels, rear parking sensors, air conditioner, 12V power socket (useful for charging a GPS unit or mobile phone) and there are two speakers and aerial, but no radio. You’re going to have to buy an aftermarket head unit.
How much does the Suzuki Eeco cost in South Africa?
The newcomer is sold with a 3-year / 100 000 km warranty.
Suzuki Eeco 1.2 Panel Van R199 900
BMW i7 M70 Revealed with 485 kW
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.
