Nissan SA has quietly added a new special-edition model to its Magnite range. Here’s what we know about the Red Edition, including pricing…
The Nissan Magnite line-up in South Africa has gained two fresh derivatives, each featuring a new Red Edition package.
While official details are still thin on the ground, we do know the Red Edition is based on the Magnite 1.0 Turbo Acenta variant and is likewise available with either a 5-speed manual gearbox or a continuously variable transmission (CVT). Upgrading to the special-edition model effectively costs an extra R7 800, with the manual version priced at R298 300 and the CVT derivative at R325 300.
So, what do you score for the additional outlay? Well, from what we can tell (and based on the version that launched in July 2022 in India, where the SA-spec Magnite is produced), the main changes outside are the adoption of red accents on the grille, front bumper cladding, wheel arches and body side cladding. The front brake callipers, too, are finished in the crimson hue (remember, the Magnite’s rear axle makes do with drum brakes).
The Magnite Red Edition furthermore features decals running along its flanks (just below the window line), culminating in bold graphics on each C-pillar. Round back, there’s additional tailgate garnish for this variant, while “Red Edition” badging is also included.
The Nissan Magnite Red Edition is distinguised by a number of cosmetic tweaks.
It’s not yet clear which exterior paint colours will be available on the Magnite Red Edition in South Africa, but it’s worth noting the two shades on offer in India are Onyx Black and Storm White. Inside this special-edition model, you’ll find a red-hued dashboard, along with matching red accents on the seat upholstery, door-side armrest and centre console.
As a reminder, Nissan launched the front-wheel-drive Magnite locally in April 2021. All variants are powered by a turbocharged 1.0-litre, 3-cylinder petrol engine, which delivers 74 kW and 160 Nm in the case of the manual and a little less twisting force (at 152 Nm) in the case of the CVT. The former sips at a claimed 5.3 litres per 100 km, while the self-shifter comes in at 6.0 litres per 100 km.
For the past three months, the Magnite has been Nissan South Africa’s strongest seller in the passenger-vehicle space, with 412 units registered in August, 471 units in September and 735 units in October 2022.
How much does the Nissan Magnite Red Edition cost in SA?
Magnite 1.0 Turbo Acenta – R290 500
Magnite 1.0 Turbo Acenta Red Edition – R298 300
Magnite 1.0 Turbo Acenta CVT – R317 500
Magnite 1.0 Turbo Acenta Plus – R319 500
Magnite 1.0 Turbo Acenta Red Edition CVT – R325 300
Magnite 1.0 Turbo Acenta Plus CVT – R 346 500
A 6-year/150 000 km warranty ships standard, along with a 3-year/30 000 km service plan (featuring 10 000 km service intervals).
Though the latest Lexus IS hit the market in South Africa as recently as last year, the hybrid-powered sedan has already been handed a few minor updates…
Lexus South Africa has announced a handful of small updates for its IS sedan range, which launched locally in the first quarter of 2021 and today remains a hybrid-only affair.
As before, the Japanese saloon – which counts German stalwarts such as the BMW 3 Series, Mercedes-Benz C-Class and Audi A4 among its direct rivals – is available in three specification levels: EX, SE and F Sport. Pricing now starts at R924 200 and runs through to R1 016 100.
Each derivative uses the same IS 300h powertrain: a naturally aspirated 2.5-litre, 4-cylinder petrol engine combined with an electric motor and a small battery. Driving the rear wheels through a continuously variable transmission (CVT), this hybrid set-up’s peak system power comes in at 164 kW (Lexus doesn’t list a total torque output, though the petrol engine makes 221 Nm).
Courtesy of this hybrid arrangement, the IS 300h boasts a claimed combined fuel consumption figure of 5.2 litres per 100 km, along with a 0-100 kph sprint time of 8.7 seconds and a maximum speed of 200 kph.
Lexus South Africa says the latest updates are part of its “plans to leverage its existing dominance in the hybrid-electric market” as it seeks to “expand its share even further”.
The IS 300h has ditched its blue Lexus badge in favour of a standard black version.
So, what’s new with the IS? Well, the changes are fairly minor. The exterior hybrid badge, for instance, has been removed, as has the blue hue previously used on the Lexus logo. Inside, the start button colour has been changed from blue to gun metallic.
Finally, the flagship F Sport trim level has gained a sunroof (this item was previously available as standard only in the SE grade), a move Lexus SA suggests was made in a bid to cater to customer requests.
As a reminder, the IS range offers oodles of standard kit, including 18-inch alloy wheels (or 19-inch items in the case of the F Sport), a 10.3-inch touchscreen system (with Apple CarPlay and Android Auto), electrically adjustable front seats (with a heating function) and a 10-speaker audio system (or 17-speaker Mark Levinson version for the SE and F Sport models).
The SE and F Sport versions furthermore boast all manner of active safety systems, along with satellite navigation, voice control and LED headlamps with automatic high beams.
How much does the Lexus IS cost in South Africa?
Lexus IS 300h EX – R924 200
Lexus IS 300h SE – R988 500
Lexus IS 300h F Sport – R1 016 100
A 7-year/105 000 km warranty ships standard, along with a maintenance plan of the same length (with 15 000 km service intervals).
Chinese car brand, BAIC, is preparing to introduce a new SUV in South Africa in November 2022 and it’s called the Beijing X55! Take a look at what the newcomer will offer and how much you can expect to pay!
In October last year, BAIC welcomed its rugged B40 Plus SUV to the local market and while it might appeal to offroad enthusiasts, the firm lacks a more sophisticated and suave SUV option for buyers to consider. However, that’s all about to change as BAIC prepares to unleash its new Beijing X55 SUV on local soil!
Just look at it, not too bad, right?
The Beijing X55 is built on the firm’s BMFA platform (Beijing Modular Functional Architecture) and is powered by a promising (on paper that is) 1.5-litre turbopetrol engine with 130 kW and 305 Nm on offer and paired with a 7-speed dual-clutch automatic transmission. BAIC claims average fuel consumption at 7.2 L/100km. Zero to 100kph is claimed at 7.8 seconds. A total of 4 driving modes will be available for the Beijing X55 including Eco, Comfort, Sport and Smart.
As far as notable exterior features are concerned, the BeijingX55 is equipped with hidden door handles (much like the Range Rover Velar) that pop out of the bodywork, hidden windscreen wipers, a split rear wing and a split tailgate. Inside, the Beijing X55 is equipped with ‘space-turbo’ interior with engine-style air vents, an aircraft-style steering wheel, 3D ambient lighting, a digital instrument cluster and a CarbitLink infotainment system.
Safety features include 6 airbags, ABS with EBD, emergency brake assist, electronic stability control, hill hold control, hill descent control, fatigue warning, tyre pressure monitoring as well as front and rear parking sensors.
In terms of size, the Beijing X55 is slightly bigger in all directions than its key Chinese rival, the Haval Jolion! It stands 4 620 mm long, 1 886 mm wide, 1 680 mm tall and has a wheelbase of 2 735 which gives it a spacious cabin for passengers and/or carrying luggage. Its pricing (see below) is competitively priced against the Haval Jolion and in terms of size, buyers are essentially getting a family-sized vehicle for the price of a high-end compact crossover.
We look forward to testing the BAIC Beijing X55 soon!
How much does the BAIC Beijing X55 cost in South Africa?
How the VW Polo slipped down the list of SA’s best sellers
The unthinkable has happened: Volkswagen’s Polo hatchback failed to make the list of SA’s 10 best-selling vehicles in October 2022. So, what’s behind this apparent fall from grace and what’s next for the locally built hatch?
In many ways, October 2022 was a fairly routine month for South Africa’s new-vehicle market. Total industry sales grew year on year, with Toyota dominating proceedings and the list of the country’s best-selling vehicles speckled with the usual array of locally built bakkies. Pretty run-of-the-mill stuff, right? Well, there was one particularly interesting detail we immediately noticed.
That’s right, the Volkswagen Polo hatchback was nowhere to be seen. The Kariega-produced mainstay failed to crack the list of South Africa’s 10 best-selling vehicles, instead languishing in a lowly 15th place. That’s not something you see very often, is it?
Though an exceptionally uncommon occurrence considering the Polo’s long-standing popularity in SA, the last time this happened was actually fairly recently. Yes, the Polo missed out on the top 10 in December 2021, too, though that was clearly owing to the nameplate’s switchover to the facelifted model. But what’s behind this latest dip in sales?
Supply-chain problems and production stoppages
Like many factories, VW’s Kariega plant is still grappling with pandemic-related supply issues.
It’s a tricky question to answer, though it’s obvious Volkswagen Group SA has been struggling with major supply-chain headaches. As colleague David Taylor laid out in his comprehensive feature covering the delay in the local arrival of the Golf 8 R, there are countless interrelated variables that play a role in vehicle production. Remove just a single cog and everything grinds swiftly to a halt.
Thomas Schäfer, global CEO of the Volkswagen Passenger Cars Brand and former head of the South African division, furthermore recently confirmed to local media the worldwide semi-conductor shortage had been the cause of 90% of the (often last-minute) production stoppages at VW’s various factories. Kariega has certainly not been spared, as illustrated by the fact its Polo export numbers dipped from 9 656 units in September to 5 331 units in October. Local registrations of the Vivo, too, dropped 36% month on month.
“The low export figure [in October 2022] can be attributed to a breakdown in one of shops which made us lose a significant production volume. We’re also still grappling with semi-conductor chips shortages,” VW Group South Africa confirmed to us in a statement, without specifically referencing the dip in local Polo sales.
Of course, there are likely a few other factors also contributing to the Polo’s slow-but-steady slip down the list of South Africa’s best-selling vehicles. Let’s take a closer look…
Examining the Polo hatch’s sales figures in 2022 so far
The Volkswagen Polo hatch has steadily fallen down the local sales charts in 2022.
For some context, let’s first consider how the Polo hatchback performed in 2021. Last year, the 5-door hatch placed fourth on the list of SA’s best-selling vehicles, with 18 235 units registered. Just three models outsold it: the all-conquering Toyota Hilux, the more affordable Volkswagen Polo Vivo and the likewise locally built Ford Ranger.
While the Polo’s 2021 tally translated to a monthly average of 1 520 units, that mean figure has declined to 1 261 units for 2022, year to date (with 12 608 units sold in total). At first glance, it might not appear too significant a fall, but it’s opened the door for a couple of Indian-built passenger vehicles – not to mention the Struandale-produced Isuzu D-Max – to elbow their way past.
With 809 units sold (including 114 in the rental channel), October was easily the Polo hatchback’s slowest sales month of the year thus far and the first time it has both dipped below four figures and fallen from the top 10 in 2022. It’s been a sustained slide down the table, as back in January the Polo found itself in a familiar and comfortable third place. By March, it had fallen to fifth, before sinking to sixth in June and eighth in July, where it stayed until placing 15th in October.
Which vehicles are gobbling some of the Polo’s pie?
Suzuki’s Swift has hit the very summit of the list of SA’s best-selling vehicles twice in 2022.
Although it’s impossible to tell exactly where the Polo’s lost sales have gone, the most obvious candidates come in the form of increasingly popular Indian-sourced (and mostly Suzuki-built) budget vehicles. The Suzuki Swift – which was South Africa’s best-selling vehicle overall in May and June, taking full advantage of the temporary stoppage in Hilux production – is a prime example, boasting a year-to-date monthly average of 1 473 units.
The Toyota Urban Cruiser (averaging 1471 units a month in 2022) is another Indian-produced model that has sauntered well past the Polo. The Starlet, too, has surely scooped up some of VW’s dropped sales and is currently averaging more than 1 000 registrations a month.
In fact, cleverly leveraging Maruti’s gargantuan manufacturing division in India, Suzuki Auto SA is now firmly established as South Africa’s third biggest brand by volume, behind Toyota and VW. With the Polo’s tumble down the charts and the German brand seemingly struggling with other supply constraints as well, Suzuki is now snapping at VW Group SA’s heels. In fact, omit Audi sales from the equation in October 2022 and Suzuki was a mere 245 units behind the Volkswagen brand.
Though there’s also been a marked increase in the popularity of certain Chinese brands (Haval and Chery, in this case), the Polo is facing a threat from a locally produced model, too. Were it not for the KwaZulu-Natal floods that saw Toyota’s Prospecton factory shuttered for months on end, the Corolla Cross – which is larger, more powerful and potentially more fuel efficient in hybrid form, all for very similar money – would surely be ahead at this stage, too. For the record, with 11 912 examples sold so far, the Corolla Cross is just 696 units behind the Polo year to date and looks all but certain to overtake the hatchback by the end of 2022.
Playing in a segment that’s clearly in decline
Ford pulled the plug on the Fiesta hatchback in South Africa earlier in 2022.
Of course, there’s also the fact the Polo hatchback finds itself in a sector that’s now in decline, in both local and global terms. Buyers are increasingly turning towards small crossovers at the expense of traditional B-segment hatchbacks. That fact prompted Ford to scrap the Fiesta in South Africa, before the Blue Oval brand confirmed global production would wrap up by mid-2023 as it shifts its focus towards electric vehicles. Nissan South Africa, meanwhile, also opted to axe the Micra earlier this year.
Although the Polo is still the clear volume leader in the local B-segment, sales of rivals such as the Hyundai i20, Kia Rio, Renault Clio and Opel Corsa have also decreased markedly in recent times, with many buyers seemingly migrating towards the aforementioned small crossovers or more budget-friendly hatchbacks from the sub-segment below (think Polo Vivo, Swift and Starlet).
In addition, as colleague Mike Fourie so eloquently pointed out in his 2021 feature, each successive generation of the Polo has brought increased sophistication in order to cater to the European countries to which it is exported. The upshot for South Africans is a higher price-tag, which has gradually diminished the model’s relevance to our more price-sensitive market (for the record, the five-strong Polo hatch range today runs from R329 300 to R514 500).
We saw a similar phenomenon with the Golf, which has evolved to the point that VW now offers only the performance derivatives (the GTI and – in early 2023, if all goes according to plan – the R) of the eighth-generation range in South Africa. The more basic Polo Vivo, though, continues to achieve strong volumes and, with 17 704 year-to-date sales, is on track to at least match its haul of 2021.
What does the future hold for the Polo hatchback?
How much longer can the Volkswagen Polo, as we know it, survive?
So, is the clock ticking for the Polo? Though nigh on inconceivable just a few short years ago, it’s now an entirely real consideration. After all, Ford’s decision to discontinue the similarly treasured Fiesta nameplate suggests automakers are being forced to make utterly ruthless business decisions.
Though the Wolfsburg-based firm has yet to explicitly confirm the Polo – which has been the brand’s second most popular model globally for three years running – will see a seventh generation, Martina Biene, newly appointed chairperson and managing director of Volkswagen Group SA, has at least suggested the Polo and Polo Vivo currently built at Kariega “will both remain beyond 2025”.
It remains to be seen whether that means a seventh iteration will indeed see the light of day or whether the current Polo – which debuted as long ago as 2017 before being facelifted in 2021 – will simply have a longer-than-usual shelf life in markets such as ours. South African buyers certainly aren’t averse to prolonged lifecycle models, after all.
How long will VWSA be able to keep exporting to Europe?
Volkswagen has built more than 500 000 examples of the sixth-gen Polo at Kariega.
Thanks to ever-tightening emissions regulations in Europe – which, we should point out, is the dominant export market for automotive manufacturers in South Africa – demand for the Polo on that continent will continue to dwindle. Building compact petrol-powered vehicles that are compliant is becoming an increasingly expensive (and perhaps even one day relatively soon untenable) exercise. With the related push to go fully electric in certain markets within the next few years, models such as the Polo are on borrowed time.
Despite describing the Polo as South Africa’s “export champion”, Schäfer knows VWSA’s long-term business model must change. In fact, he’s now advocating to “build cars where you sell them”, acknowledging there likely won’t be a market for vehicles such as the Polo in Europe in the relatively near future.
“The proposed Euro 7 regulations [cover] not only emissions, but also safety and cyber security. These three main topics will make vehicles incredibly expensive,” Schäfer explained during a local media briefing. “The regulations will probably add €3 000 or €4 000 easily per car, just for the new technology that you’d need to have in your car. For bigger cars, it’s not really such a big deal, but for smaller cars – so, Polo-sized vehicles – to add that kind of number would make them unaffordable for customers.”
A problem facing SA’s broader vehicle-building industry
Kariega is the only factory in the world currently building the Volkswagen Polo GTI.
Question is, will there be sufficient demand for the Polo in other regions – such as the rest of Africa – to justify its continued existence? It’s a query that is becoming more pressing by the day.
The answer to that question will have a significant impact on South Africa, since VW’s Kariega facility currently builds the Polo hatch for all right-hand-drive markets (while also supplementing production for left-hand-drive markets) and is the sole producer of the Polo GTI. The factory has been manufacturing Polo models since 1996, with more than one million units exported since 2002.
The situation in major European markets has set up a hurdle facing not just VW but South Africa’s automotive manufacturing industry as a whole, which risks being left behind should it not (with government’s help, we might add) quickly transition to building more so-called new-energy vehicles.
Third model to be built alongside the Polo and Vivo
Volkswagen hopes to soon add a third model to its Kariega production line.
Though VWSA knows it has to start producing electric vehicles at some stage, the company’s medium-term solution appears to involve a bid to reduce its reliance on exports to Europe. With a third, as-yet-unidentified (but also MQB-A0-based) model likely to be added to the Kariega production line soon, Volkswagen looks to be hedging its bets. Producing a new “SUV-ish” (in Biene’s words) model that will be exported to emerging markets rather than Europe will potentially afford the plant an opportunity to sustain its current production capacity, without yet switching to battery-powered vehicles.
Right now, a great many of the major export markets serviced by South Africa need electric vehicles, while local buyers are increasingly favouring keenly priced crossovers. Crucially, the Polo – though still an exceedingly accomplished offering – is neither of those things. The new mystery model, however, will theoretically fill one of those gaps (we’re speculating it will be a budget crossover positioned below the T-Cross) and perhaps its very existence will allow the Polo to live on a little longer.
Lalla Hirayama: Her current car, her dream car and her earliest motoring memories
In Episode 9 of our Car Culture series, Lalla Hirayama sits down to talk about her current car, her dream car and her earliest motoring memories. Watch the video!
Lalla Hirayama is one of those incredibly talented and prolific entertainers who require a business card in size A4.
Actress, presenter, DJ, brand ambassador, dancer, model, producer, executive producer, a business founder and social media juggernaut, she has graced South African screens since the age of 15.
Lalla went on to cement her presence on this country’s media landscape, presenting or co-hosting a lengthy list of television productions, radio shows, stage productions and MCing large events.
Lalla was also intimately involved in the production of this Car Culture series for Cars.co.za, from conceptualising the series, to managing pre-production, production and post-production with her partner in crime, Rati Mofokeng.
In this interview, Lalla takes us through her first motoring memories, she tells about her current wheels (the epic Honda Civic Type R FK8, in stunning metallic black) and describes her dream car, which I think we need to make happen for her soon!
We hope you enjoy this interview, and if you have missed any of the 8 other episodes in this first season of Car Culture, check out the playlist here!
The new Toyota GR86 has finally touched down in South Africa, with the local range comprising two derivatives. Here’s how much the rear-driven sportscar will cost you…
The new Toyota GR86 has finally arrived in South Africa, a decade after the original Toyota 86 (which was later rechristened the GT86) hit the local market.
Two derivatives are on offer, distinguished by their transmissions: one with a close-ratio, 6-speed manual gearbox and the other with an automatic cog-swapper with the same number of gears (plus paddle shifters). The 3-pedal model is priced at R698 100, while the auto variant comes in at R733 700. Interestingly, the last list price we saw for the previous-generation model was R715 400 (for the manual). As a reminder, the 198 kW, all-paw GR Yaris is priced at R776 400.
The second-generation 86-badged model – which was revealed on the global stage in October 2021 – employs a new horizontally opposed, 2.4-litre, 4-cylinder petrol engine (again from the folks over at Subaru, considering it was developed alongside the BRZ, which unfortunately isn’t destined for a local launch).
The new Toyota GR86 uses an atmospheric 2.4-litre boxer engine.
So, courtesy of some extra displacement, peak outputs of the high-revving, naturally aspirated powerplant driving the rear axle climb to 174 kW and 250 Nm (up from the old 2.0-litre model’s maximum figures of 147 kW and 205 Nm), while the 0-100 kph sprint falls from 7.4 to 6.3 seconds in the case of the manual model. Top speed is listed as 226 kph.
Interestingly, the self-shifting version of the GR86 is a full six-tenths tardier to three figures than the manual model (taking a claimed 6.9 seconds), while its maximum speed falls by 10 units to 216 kph. The claimed combined fuel consumption comes in at 8.8 litres per 100 km for the manual version, while the auto sips at a rate of 9.5 litres per 100 km.
The GR86 rides on black 18-inch alloy wheels as standard, wrapped in 215/40 R18 tyres. The 2+2 coupé’s kerb weight is listed as 1280 kg (or 20 kg more in auto guise), while the small luggage compartment can handle a claimed 199 litres. Standard safety features include an adjustable stability control system, ABS and 7 airbags, while a limited-slip rear differential is also included. As many as 7 exterior paint colours are available in South Africa.
Four of the seven exterior colours paint colours on offer in SA.
Inside, you’ll find sports seats finished in a combination of black leather and Ultrasuede, complete with silver stitching. The 7-inch infotainment screen boasts Apple CarPlay and Android Auto functionality, and also doubles as the monitor for the standard reversing camera. While the manual model features cruise control, the auto-equipped version upgrades to an adaptive system, while also gaining items such as a pre-collision brake assist function, auto high-beams, rear parking sensors, a lane-departure warning feature and an advanced active safety package.
The original Toyota 86 marked the Japanese brand’s return to building sportscars, effectively setting the scene for the introduction of the Toyota Gazoo Racing division (which has since launched models such as the GR Supra and GR Yaris, not to mention the GR Corolla).
How much does the new Toyota GR86 cost in South Africa?
Toyota GR86 MT – R698 100
Toyota GR86 AT – R733 700
A 3-year/100 000 km warranty ships standard, along with a 4-service/60 000 km service plan.
The BMW 7 Series is now in its 7th generation. The flagship sedan has always ushered in firsts for the brand, but is the new G70 model still relevant in an SUV-dominated era? We drove the newcomer in Palm Springs to see if it’s still the ultimate in BMW luxury. Local deliveries will commence before the end of 2022.
BMW 7 Series highlights package
You can have the G70 7 Series in this two-tone paint scheme. Kashmir wool seats are optional.
One does not simply list the new things on a brand new 7 Series – the barrage of bullet points would be exhaustive and, besides, picking out the highlights of the G70 generation 1st-class sedan wouldn’t nearly do it justice. Nonetheless, I can tell you that the model range coming to South Africa will consist of the 740i, 740d and i7 derivatives, the latter of which will stand as the flagship.
Obviously, the design is a notable talking point, which I’ll come to later, but the 7 Series is now a much longer and wider vehicle than its predecessor. In standard guise, this new model is larger than the outgoing long-wheelbase 7 Series!
Much work has been done to improve the ride quality of the 7er, including modifications to the adaptive air suspension setup (standard across the range), while handling prowess benefits from the addition of 4-wheel steering.
The interior of the new 7 Series, meanwhile, introduces a new cabin layout that will proliferate throughout the brand’s line-up in due course. The rear entertainment area hosts the coolest new tech advancement – aft passengers have access to a folding cinema-style TV screen that may result in more passengers fighting to occupy the rear seat than in any other vehicle ever.
Tell me about this rear screen
Watch Netflix/Amazon or Youtube on a massive 32-inch widescreen.
During the launch event, BMW asked journalists to sit in the rear seats of the 7 Series units to view the product presentation on the cars’ huge 31.3-inch screens! How novel… to think, I only upgraded from a 32-inch TV in my lounge a few years ago. The screen delivers up to 8K resolution and works via controllers in the door panel or touch inputs. You can stream anything you want. Simply log into your Netflix or Amazon account, and pick up where you left off in your lounge.
I thought it might actually cause a bit of car sickness for passengers, but because the screen is in front of you you can easily see the road below the screen and refocus your vision if you sense that motion sickness is setting in. Bowers and Wilkins provides audio tech in the 7 Series so the system provides amazing clarity and depth, although you probably want to use headphones rather than blasting Die Hard at max volume while the driver tries to concentrate on the road.
The rear entertainment screen folds flat against the roof when it’s not in use, but relax, fellow countrymen, you can have the sunroof open while using the screen (German marques often tease us about SA’s obsession with car sunroofs).
The controllers in the door are also new. They are almost like full-size smartphones docked in the door handle area and give you full access to vehicle apps, sunblind settings and just about everything the front infotainment system offers.
The 7 Series powertrains
The 740i, 740d and the electric i7 will be available in SA.
Three drivetrain options will be available from launch, with the 740i’s 3.0-litre straight-six turbopetrol delivering 280 kW and 540 Nm of torque (the 48V mild-hybrid system can deliver 200 Nm from a standstill). The 740d, in turn, uses a 3.0-litre turbodiesel to punch out 220 kW and 670 Nm, while the all-electric i7 xDrive60 produces 400 kW and 745 Nm with a claimed range of between 591 and 625 km thanks to a massive 101.7-kWh battery.
I spent plenty of time behind the multifunction ‘wheel of the i7 and think I can confidently say that it will be the 7 Series of choice when it comes to market at the end of 2022. We will drive the model on local soil early next year.
Considering all the capital that’s required to procure a 7 Series, it’s more than likely that prospective buyers have already safeguarded their houses from the bane of Eskom’s load-shedding through various means and an integrated home-charging setup is all you need to reduce running costs significantly. The i7 also provides a talking point at social gatherings and provides a buyer with that cool, new-tech gadget that hardly anybody else has yet.
The only downside to the i7 is the added weight it carries due to the battery pack. According to the engineers the battery pack and electric drivetrain weigh around 700kg. Compare that to an ICE engine of say 150 to 200 kg (at most) and you can understand why no manufacturer has made a good job of producing a small battery-electric sportscar.
Heft aside, the i7 is impressively responsive and delivers the kind of effortless acceleration that premium-car buyers expect. It’s also immensely quick from a standstill, but executing “race starts” is rather contrary to the spirit of the 7 Series…
The optimal range of around 600 km seems a little bit optimistic, but 500 km would certainly be possible. I get the impression that if range indications didn’t fluctuate so wildly in EVs (especially the case in smaller models, but still), electric-car owners would be far less prone to experience range anxiety. To put things in perspective, you can lose about 50 to 80 km of range while ascending a 10-km mountain pass, but will have recovered about 30 km once you reach the other side because of regeneration on the descent. In a place like California, where charging stations are abundant (even in small towns) it’s easy to get a quick charge – even if it’s not at the 195-kW maximum charge capacity the 7 Series can take.
Address the design, please
It might not be to everybody’s taste but the 7 makes a big statement.
That’s easy. BMW simply made a business decision with its 7 Series’ design – and that ginormous grille in particular. Forty-five per cent of all 7 Series units are sold in China, which is not only the biggest 7er market in the world, but twice the size of the next-biggest market. In China, the average age of a 7 Series buyer is only 38… in the rest of the world, most buyers are aged over 50! A 38-year-old does not want a stately-looking sedan (a sleeper), they want something that truly stands out, makes a bold statement, polarises opinion and expresses their personality. That’s why contemporary BMW designs (especially that of the 7 Series) challenge convention; the numbers justify the strategy – well, in China anyway.
It’s a bigger 7 Series, but does it handle well?
Big screens everywhere, plus a new operating system for the iDrive system that focuses on voice and touch commands.
In true BMW style, much effort has been devoted to ensuring that the person who occupies the driver’s seat feels as entertained as those ensconced in the rear seats, but in a much more immersive, involving way, of course. Everything – from the wheel- and adaptive air suspension to the brakes and (4-wheel) steering – has been redeveloped to facilitate an engaging driving experience, but not at the expense of on-road occupant comfort.
In my experience, long-wheelbase cars tend to struggle to iron out small bumps and other road surface imperfections but, the G70-generation 7 Series’ adaptive suspension is managed at each individual wheel and absorbs both smaller and larger bumps effectively. In a similar vein, the air suspension is set up at each wheel and works to level the car out, reducing body roll to an absolute minimum. The 7 Series really does feel like it floats along on a cushion of air.
I was very impressed with the way it handled a very tight and twisty mountain pass along our set route. It neither felt too big for the road nor a chore to drive at a livelier pace. Granted, it’s not as good as its 3 Series business-class sibling in that regard, but it’s certainly capable if you want to make the most of the most scenic (or serpentine) part of your journey.
As is the case with the facelifted X7 first-class SUV, the 7 Series features the new iDrive operating system, which introduces the “My Modes” personalisation system, where multiple preset modes are available in addition to individual mods that allow you to personalise your driving setup. Apart from making drive-mode-related setup tweaks, you can adjust everything from the ambient LED lighting to the seats’ massage functions.
The new OS8 operating system is vast and it took me a bit of time to work my way through the menus and select shortcuts to the info that I wanted. The good news is that the interface is very much like that of a smartphone – you can drag icons and often-used items onto shortcut panels or homepages etc.
Summary
The new 7 is a technological marvel, but it’s the rear seat entertainment that amazes.
It’s truly difficult to differentiate BMW’s flagship sedan from its peers. Contemporary upper-luxury (1st-class) sedans are all exceptional to drive; they feature the most up-to-date tech, high-end materials and opulent finishes, plus they afford their rear occupants lavish comfort and entertainment features. The new 7 Series has managed to step up the game in each of those areas and stands above all its rivals in terms of rear-seat wow factor.
Having the added attraction of an all-electric derivative – the i7 – also gives the new 7 Series somewhat of an edge over its competitors. Early adopters of advanced tech in South Africa tend to be those that can easily afford the latest and greatest (of everything, really) and the associated social standing of owning an electric car might just convince buyers to look past the G70 model’s polarising exterior design, which is subjective anyway.
What’s that saying? “If you’ve got it, flaunt it!”
Chasing the A45 AMG World Record – Here’s what it takes to modify Merc’s hottest hatch
The Mercedes-AMG A45 is a potent performance hatchback in standard form, but what if you start the journey to chase the quarter-mile record?
Nicholas Neophytou didn’t take the easiest route to building a 10-second car. While the A45 AMG was a stonking hot hatch from factory, it never really caught on in the tuning community, even though many saw its potential.
The quarter-mile world record for this generation of A45 AMG is currently 10.7 seconds, and this South African special is getting pretty damn close!
By his own admission, these are not the easiest cars to modify, especially in South Africa where parts are scarce.
However, over the last five years, he has persevered and at altitude is now running the quarter mile in the high 10s.
Here is Nicholas’s story, detailing just what it took to get the car right and reliably make those big numbers.
Toyota South Africa Motors has imported a “limited number” of plug-in hybrid RAV4 units to test market feedback. Here’s what we know so far…
Toyota’s New Energy Vehicle (NEV) strategy is well underway and the Japanese firm has expanded its hybrid rollout with the recent introduction of the Toyota Corolla Hybrid hatchback. Although Toyota’s new-energy vehicle strategy in South Africa has thus far comprised only traditional (self-charging) hybrid vehicles, there appears to be some change on the horizon. In fact, a few examples of the plug-in hybrid RAV4 are already in the country and we were able to briefly sample the model at the launch of the updated Corolla in early November 2022.
According to Toyota South Africa Motors, these units have been brought in as part of a trial conceived to “test market feedback”. It’s important to note, therefore, this vehicle is not (yet) available for sale to the public. The key objectives of this market research exercise are to test customer response, vehicle behaviour, infrastructure requirements and to educate customers on plug-in hybrid technology. The main benefit of the RAV4 Plug-in Hybrid is that it offers the efficiency of an EV but negates the associated range anxiety that is a typical concern for potential EV buyers.
As a reminder, the current RAV4 line-up in South Africa comprises three purely petrol-powered derivatives and two traditional hybrid variants. The latter wear the E-Four badge and combine a 2.5-litre, 4-cylinder petrol engine with an electric motor on each axle and a small battery. Total system is rated at 163 kW, while the claimed average fuel consumption comes in at 4.8 litres per 100 km.
By contrast, the likewise-AWD RAV4 Plug-In Hybrid (PHEV) features a significantly larger battery (a lithium-ion item with a capacity of 18.1 kWh) and a more powerful front-mounted electric motor (rated at 134 kW) in addition to the standard 40 kW rear item and the naturally aspirated petrol mill, pushing peak system power to a heady 225 kW.
In Europe, the RAV4 PHEV has a WLTP-rated fuel consumption figure of just 1.0 litre per 100 km. Interestingly, it runs in electric mode by default, in which it can cover around 65 km on a full battery and reach speeds of 135 kph.
In terms of charging, 2 solutions are provided including Toyota Mode 2 and Mode 3. Mode 2 allows for home or office charging using conventional AC 220-240V electric outlets with an average charging time of between 7-9 hours depending on the battery state. Mode 3 allows for fast DC charging via dedicated charging stations and support speeds up to 6.6 kW (32A) with charging time reduced to 2.5 hours.
The plug-in version of Toyota’s RAV4 has four drive modes: EV (fully electric), HV (hybrid vehicle), auto and charging (with the combustion engine topping up the battery). The battery pack is positioned under the passenger compartment, comes equipped with an electric heater and is cooled via a refrigerant cooling system.
Would you like to see the Toyota RAV4 PHEV go on sale in South Africa?
We had the opportunity to drive the RAV4 PHEV for about 5km in Gauteng and the experience was hardly enough to fully come to grips with what the vehicle is capable of. However, a few things stood out. Firstly, the RAV4 PHEV is very comfortable and refined to drive. It glides along effortlessly and mostly silently. Secondly, it was pretty responsive and eager to accelerate which is perhaps most evident when compared to its ICE counterpart.
As a vehicle that essentially “bridges the gap” between ICE and EVs, the case for the RAV4 PHEV might be a strong one considering the increasing demand for hybrids and EVs locally but its success may very well hinge on its pricing. As the RAV4 PHEV is not for sale in South Africa, local pricing is unknown and we can only speculate on what it might cost if it was offered to local buyers. If you consider that the range-topping 2.5 Hybrid VX E-Four is currently priced from R759 800 then it’s not hard to imagine that the RAV4 PHEV could be priced well north of R800k.
Other new-energy Toyota vehicles on the cards for SA
The crossover version of the new Crown is one of many new-energy Toyota vehicles heading to SA soon.
The crossover version of the new Crown, meanwhile, is likely to touch down in the first quarter of 2023, complete with a traditional hybrid powertrain, while the fully electric bZ4x is also on the cards.
The Japanese firm’s local division furthermore has big plans for its Lexus line-up, which already includes a wide range of full-hybrid vehicles. The new RX is scheduled to make local landfall early in 2023 (in hybrid form), while the LC Hybrid is set for a local introduction next year, too. We can also expect to see a plug-in hybrid version of the NX as well as the fully electric UXe at some point further down the line.
Volkswagen looks poised to start producing a third model at its Kariega facility, with the mystery newcomer set to feature an “SUV-ish” body style…
Volkswagen South Africa has revealed it has plans to build a third product – alongside the Polo hatchback and the Polo Vivo – at its Kariega plant in the Eastern Cape.
Martina Biene, freshly appointed as chairperson and managing director of Volkswagen Group SA, shared the news at a media briefing, with Thomas Schäfer, CEO of the Volkswagen Passenger Cars Brand, sitting alongside her. Schäfer was back in the country to reflect on his first 100 days as global CEO.
“We’re looking at a third product to add. It’s a product which is very much shaped for the A0 segment and for South Africa and Africa. It would be a third product to be added and not a replacement for the Polo now or even in three years’ time,” Biene said, suggesting the new model would (unlike the Polo) not be exported to European markets.
The as-yet-unidentified small crossover will be based on the VW Group’s ubiquitous MQB-A0 platform, which Schäfer – who occupied Biene’s current role from 2015 to 2020 – described as “super versatile”. These underpinnings are currently employed by the likes of the Polo, T-Cross and Taigo, as well as the Audi A1 Sportback and various Seat and Škoda models.
Volkswagen SA has exported more than one million Polo units from Kariega.
Biene emphasised the new model would not replace the Polo on Kariega’s production line, instead suggesting it might fill any production capacity that could potentially be lost once key European markets phase out combustion engines and Polo exports to that continent start to fall.
“We’re not talking about a Polo replacement at this point in time. The Polo will remain with us for a while, which is very good because it’s such a loved product … as well as the Polo Vivo, by the way,” she added, confirming both the Polo and Polo Vivo would continue “beyond 2025”.
Biene, who has returned to South Africa for her second spell following her tenure as head of the Volkswagen Passenger Brand in SA from October 2018 to August 2020, would not be drawn on the identity of the new model, but did drop a hint.
“The product we’re looking at is not produced anywhere currently, but it has an SUV-ish body style,” she said, effectively ruling out any existing products.
She declined to comment on what sort of investment the Kariega facility would require to accommodate the new model, before Schäfer suggested an announcement on the matter would be made at a later date.
“As soon as we’re clear on the model – and hopefully the business case is presented in a way that it gets prioritised over [other] global investment decisions – then we can tell you,” Schäfer said.
