Hyundai Staria vs Opel Zafira Life – Which Should You Buy?

Multi-seater MPVs have become hugely popular in South Africa and the segment has seen an influx of new products to meet the growing demand for capable and well-equipped people movers. In this article, we pit the glitzy Hyundai Staria against the fresh-faced Opel Zafira Life to determine which offers the strongest buying proposition. Take a look!

If you are in the market for a Multi-Purpose Vehicle (MPV) that’s able to carry at least 7 passengers and luggage then you have lots of options to consider. In addition to a wide choice of 7-seater family SUVs such as the Volkswagen Tiguan Allspace, Chery Tiggo 8 Pro and Kia Sorento, buyers can now also consider a raft of multi-seater MPVs.

This segment includes familiar and long-standing products such as the Mercedes-Benz Vito / V-Class, Volkswagen Kombi / Caravelle, Ford Tourneo and Toyota Quantum but newer products such as the Hyundai Staria, Kia Carnival and Opel Zafira Life have arrived in South Africa to offer local buyers a compelling alternative buying proposition.

For this article, we will focus on the Hyundai Staria and Opel Zafira Life. Both these products are proving to be hugely popular in South Africa but how do they stack up against each other?

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Engine Performance, Efficiency & Handling, Interior Features & Safety, Dimensions & Practicality and Pricing and Warranty details.

If at the end of this article you are still undecided as to ‘What To Buy’, you are more than welcome to reach out to us for additional information or advice via Twitter, Facebook or Instagram and our experienced test team will gladly assist you.

What To Buy – Hyundai Staria or Opel Zafira Life

Engine Performance, Efficiency and Ride Quality

	Hyundai Staria	Opel Zafira Life
Engine	2.2-litre turbodiesel	2.0-litre turbodiesel
Power Output	130 kW	110 kW
Torque Output	430 Nm	370 Nm
Transmission	8-speed automatic	8-speed automatic
Fuel Consumption (claimed)	8.7 L/100km	6.3 L/100km

Hyundai Staria

The Staria has a unique, futuristic styling approach that sets it apart from its rivals.

The Staria offers good overall performance with a fairly strong 2.2-litre turbodiesel engine doing service across the range with a welcome 130 kW and 430 Nm to exploit. This engine is paired to a smooth and responsive 8-speed automatic transmission (drive-by-wire in the Elite and Luxury derivatives) and there are well-calibrated drive modes on offer such as Eco, Comfort, Sport and Smart+ to match your intention. At start up, the engine does emit an agricultural twang but refinement improves once the Staria settles into its rhythm on the highway and it has sufficient grunt for executing overtaking manoeuvres.

The unibody Staria shares its platform with Hyundai’s Santa Fe and Palisade SUVs and the ride quality on offer is therefore far more comfortable and refined than the H1 it replaces. The Staria exhibits excellent road manners and with its light and communicative steering setup, it’s also fairly easy to manoeuvre in the city.

Fuel consumption in the Staria will vary according to your driving style and even though Hyundai claims 8.7 L/100km, figures below that are realistic.

Read our Hyundai Staria (2022) Review

Opel Zafira

The Zafira Life adopts a more rudimentary design approach with a rounder appearance.

Comparatively, the Opel Zafira is fitted with a smaller capacity 2.0-litre turbodiesel engine that offers 110 kW and 370 Nm and is mated with an 8-speed automatic transmission. The Zafira offers good overall performance but admittedly, you shouldn’t expect its acceleration to be as forthcoming as what’s offered by the Staria and there’s some turbo lag under harder acceleration but that’s not uncommon for turbodiesel engines and to be fair, the Staria also suffers from a degree of turbo lag too…

The Zafira Life is equipped with a rotary transmission selector, which means that you simply turn the dial to select your drive mode and this also frees up space on the fascia. The transmission itself delivers smooth shifts and contributes positively to the overall driving experience.

The Zafira’s ride quality is admirable on average quality road surfaces but the ride does become less forgiving as the surface deteriorates.

Opel quotes a claimed fuel consumption figure of 6.3 L/100km and real-world fuel consumption figures of around 7.3 L/100km can be expected, depending on your driving style.

Read our Opel Zafira Life (2022) Launch Review

Interior Execution, Features and Safety

For this section, we will compare key specifications of the equivalent top-spec derivatives from each model range.

You can, however, use our handy Cars.co.za Compare Tool to compare any vehicle derivative you like.

	Hyundai Staria	Opel Zafira Life
Infotainment system	8.0-inch touchscreen infotainment system	7-inch inch touchscreen infotainment system
Digital instrument cluster	Yes, 10.25-inch TFT LCD display	No, analogue dials with central TFT display + head up display
Android Auto and Apple CarPlay, Bluetooth, voice control, USB, wireless charging	Yes to all	Yes, but no wireless charging
Radio	10 speaker BOSE sound system + 2 tweeters	10 speaker sound system
Rear View Camera	360-degree Surround View Camera	180-degree rear view camera
Cruise Control	Yes, adaptive	Yes, adaptive
Air Conditioning	Dual Zone + rear ventilation	Dual Zone + rear ventilation
Panoramic Sunroof	Dual Sunroof	Yes
Front and rear park distance control	Yes	Yes
Upholstery / electric seats	Leather, electric (front), heated	Leather, heated (front) with massage function
Safety Features	6 airbags, ABS with EBD, electronic stability control, tyre pressure monitoring, blind spot assist, lane departure warning, lane follow assist, fatigue detection, forward collision assist, rear-cross traffic collision avoidance	4 airbags, ABS with EDB, electronic stability control with traction control, tyre pressure monitoring, blind spot assist, lane-keeping assist, lane departure warning

Feature Summary

The driver’s cabin of the Hyundai Staria adopts a modern design and overall build quality is good. The range-topping Staria Luxury derivative is well specified with nice-to-have features, many of which you can expect to find in an expensive SUV which is to say that it’s not a boring, hum-drum people mover, quite the opposite, in fact.

Comparatively, the Opel Zafira Life adopts a more rudimentary design approach and while the cabin is fairly well-equipped in Elegance trim, its specification and execution can’t quite match that of the range-topping Staria (the range-topping Zafira Life is significantly cheaper though (see below)). Perceived build quality is good and the cabin has a sturdiness to it that imparts a sense of longevity, even though it might not look as “flashy” as the Staria. The Zafira’s infotainment system (and the overall cabin design) can be comparatively criticised for looking dated.

It’s worth mentioning here that the Staria Elite derivative (R964 900) has most of the key specification that is offered in the Staria Luxury (R1 104 900). The Elite, however, has a 3/3/3 row seating layout with artificial leather upholstery while the more expensive Luxury derivative employs a 2/2/2/3 9-seat layout with individual captain chairs and full leather upholstery. The Staria Elite is therefore more directly comparable to the Opel Zafira Life Elegance in terms of price, even though the Staria Elite is still almost R100k more expensive.

Compare all 3 derivatives side-by-side here

Practicality and People Carrying Ability

The Staria’s cabin is spacious and airy with large glass surfaces that improve outward visibility.

Both the Hyundai Staria and Opel Zafira Life are designed and built with practicality in mind but the execution of that practicality is slightly different for each brand and buyers will therefore have to decide which vehicle meets their practicality needs best.

The Staria, for instance, is offered as either a 9- or 11-seater or for those that need more loading space, a Multicab derivative is also available. As mentioned above, the seating arrangement depends on the derivative you choose and the seats feature posture control for added comfort. The window surfaces are also much larger which improves outward visibility for passengers. The Staria Elite and Luxury derivatives feature 2 electric sliding doors that allow for easy access to the cabin and there’s sufficient storage, cup holders and ventilation and charging ports for passengers. A rail system makes it easy to either prioritise legroom or load space depending on the requirement and Hyundai claims loading space at up to 1 303 litres (Staria Elite) which makes the Staria a flexible and accommodating vehicle choice.

The Zafira Life offers flexible seating and convenient features that rear passengers will appreciate.

The Opel Zafira Life hits back with a fine set of practical skills of its own and it can seat up to 9 passengers comfortably. The Zafira’s seats also work on a rail system to either prioritise legroom or storage and they can either be folded down or removed completely if you want to open up the cabin. Depending on your needs, captain chairs can be fitted or bench seating with individual seats is also possible. The seats can also be positioned to face each other. More so, the Zafira Life is equipped with a foldable table and convenient trays on the back of the front seats. There’s also ample storage and ventilation for rear passengers. Like the Staria, the range-topping Zafira Life Elegance also has 2 electric sliding doors and Opel claims up to 1 060 litres of load space. A unique feature is the tailgate window which opens upwards to provide access to the cabin without opening the tailgate.

Pricing and Warranty

	Hyundai Staria	Price	Opel Zafira	Price
Base	2.2D Executive (9-seater) 2.2D Executive (11-seater)	R794 900 R804 900	Life 2.0TD Edition	R749 900
Mid	2.2D Elite	R964 900
Top	2.2D Luxury	R1 104 900	Life 2.0TD Elegance	R869 900
Warranty	5-yr/150 000km Vehicle / 7-yr /200 000km drivetrain		5-yr/100 000km
Service Plan	7-year/105 0000km		5-yr/100 000km

Verdict – What Should You Buy?

So, what’s it going to be? The combination of the Staria’s styling appeal, modern and thoughtful interior execution and comprehensive after-sales support makes it an attractive choice in this segment, if you can afford it, that is. The Staria is a pricey proposition but we think the Staria Elite is the sweet spot in the range as it offers most of the tech and nice-to-haves but at a price currently below R1 million!

Buy a used Hyundai Staria on Cars.co.za

However, if you are the type of person who cares less about pomp and fluff and just want a no-frills people mover and will be happy with a few extra thousand Rands in your pocket, then the Opel Zafira Life makes a strong case for itself. Yes, it might not be the “fashionable” purchase but the Zafira Life represents comparatively good value at its price point with sufficient comfort and safety features to meet most buyers’ needs.

Buy a used Opel Zafira Life on Cars.co.za

This is no doubt a difficult choice to make for any buyer considering vehicles in this segment and as always, we advise that you take the time to visit your nearest Opel and Hyundai dealership and take the Zafira Life and Staria for a test drive. Experiencing the cars in the metal will help you make up your mind!

Use our Finance Calculator to work out your potential monthly instalments

Examine our Multi-Seater MPV Buyer’s Guide for alternative options

New BMW M2 Will Be Last Non-Electrified M Car

BMW M fans, brace for electrification. The new M2 will mark the end of an era as the final full-fat M car powered by a pure combustion engine, according to the performance division’s CEO…

Frank van Meel, the head of the BMW M division, has confirmed the upcoming second-generation M2 coupé will be the last full-fat M car without some form of electrification, just as a fresh image of the high-performance coupé leaked online.

The new G87-generation M2 is scheduled to be revealed later in 2022 as one of a flurry of fresh performance models (including the M4 CSL, M4 50 Jahre Edition and M3 Touring) launched to celebrate 50 years of BMW’s M brand. However, the image above seemingly showing the undisguised rear end of the newcomer was recently posted on Instagram by user @wilcoblok.

Though the Munich-based firm has yet to release much in the way of official details, the new M2 is expected to inherit the turbocharged 3.0-litre, straight-six engine already used in the likes of the M3 and M4. In the most compact M product, the S58 unit is expected to generate peak outputs of around 335 kW and 550 Nm.

Based on the latest 2 Series coupé architecture, the new rear-driven M2 will be positioned above the all-wheel-drive M240i and likely again be initially produced in two engine derivatives (with corresponding M2 and M2 Competition badges, though it seems plausible South Africa will receive only the latter).

In an interview with BimmerToday, Van Meel confirmed the upcoming M2 would effectively close the chapter of pure internal-combustion M cars.

“The [new] BMW M2 will definitely be a purist driving machine with its straight-six [engine] and rear-wheel drive. We will see increasing electrification in other vehicles, of course in different forms, starting with the 48-volt electrical system and plug-in hybrids to fully electric drives,” he said.

“From this point of view, the M2 will be the last M with a pure combustion-engine drive and also without electrification scope such as a 48-volt on-board network,” Van Meel told the German publication, before furthermore confirming the new M2 would be available (depending on the market, of course) with the option of a six-speed manual gearbox (in addition to an automatic gearbox).

Electrification of the M brand has already commenced at the other end of the line-up, with the upcoming XM – which is set to go into production before the end of 2022 as the division’s second standalone model – down to employ a plug-in hybrid powertrain based around a V8 petrol engine.

Expect 48-volt systems, hybrid set-ups and ultimately fully electric powertrains to be introduced to other M cars in the coming months and years…

Opel Mokka (2022) Review

Opel has gained a new lease of life under the custodianship of the Stellantis group and the fresh-faced Mokka premium crossover – now available in Mzansi – embodies the brand’s revival.

We like: Design, quality, ride and handling, performance and efficiency

We don’t like: Cramped rear seats, small load bay, awkward ergonomics

FAST FACTS

Model: Opel Mokka 1.2T GS Line
Price: R519 900
Engine: 1.2-litre 3-cylinder, turbopetrol
Power/Torque: 96 kW/230 Nm
Transmission: 8-speed automatic
Fuel consumption: 6.1 L/100 km (claimed)
Luggage capacity: 310-1 105 litres

Serious about buying/selling?

Some Opel dealerships regularly offer great deals. See our New Car Specials here!

Looking to sell your car? Offer your vehicle to dealers with Match!

Search for a new or used Opel here

Where does the 2022 Opel Mokka fit in?

Opel has taken a few more risks with the design of this new-generation Mokka.

The compact crossover/small-SUV segment continues to be the “darling” of the motor industry, which explains why it has become the fiercest battleground in the new-vehicle market! Whereas the B- (Polo) or C- (Golf) hatchback segments were all-important in the past, brands are increasingly abandoning those shrinking “legacy” sectors and doubling down on crossovers.

Opel is a prime example of a brand that’s strongly focused on producing family cars with hiked-up ride heights and off-road-inspired exterior styling. Whereas it is best-known in this country for its Corsa and Astra models, the Russelsheim-based brand’s line-up is increasingly dominated by crossovers (in fact, it has confirmed that the new Astra won’t come to South Africa). It currently offers the (recently refreshed) Crossland, Grandland X and now, all-new Mokka.

The new generation Mokka is instantly recognisable by virtue of its “Vizor” grille.

Of course, the Mokka name is not new; the original car was one of the first crossovers of its size to reach the market, and it had a long, relatively successful production life from 2012 to 2019. But this new model is a rather different proposition.

Based on the same underpinnings as the Peugeot 2008/208 and latest Opel Corsa, it is targeted squarely at the premium “boutique” end of the market, leaving the Crossland to compete with more practical, family-oriented offerings such as the Hyundai Creta, Kia Seltos, Toyota Corolla Cross and Volkswagen T-Cross etc.

So, in short, the new Mokka is aimed at buyers who prioritise look-at-me kerb appeal, high-end technology and premium quality over practicality and value for money. The Mokka is an undeniably striking machine, but does it have the goods to put Opel back in the running in South Africa against the likes of the Hyundai Kona, Honda HR-V, Mazda CX-30 and Volkswagen T-Roc (to name just the most well-known contenders)? There’s only one way to find out…

Compare prices and specs of the Opel Mokka 1.2T GS Line with the Volkswagen T-Roc 1.4TSI 110kW Design and Hyundai Kona 1.6T Executive

Compare prices and specs of the Opel Mokka 1.2T GS Line with the Mazda CX-30 2.0 Carbon Edition and Honda HR-V 1.5 Executive

How the 2022 Opel Mokka fares in terms of…

Design and Packaging

The tight proportions and a short wheelbase give the Mokka a distinctive road presence.

It’s a looker, that’s for sure. Featuring chiselled lines and Opel’s so-called new “vizor” face, the Mokka adds a welcome dash of flair to the German firm’s otherwise conservative local line-up. In many ways, the newcomer is symbolic of a brand that’s been revitalised. In South Africa, 2 Mokka derivatives are offered (powered by the same engine), and the one featured in this review is the flagship 1.2T GS Line… it can be distinguished from its Elegance sibling by its contrasting gloss black roof, 17-inch alloy wheels, rear privacy glass, blacked-out sections on the bumpers, and the standard fitment of Opel’s Matrix Lamps Pack (including directional LED headlamps – with levelling control – and LED taillamps).

Although it’s based on the same underpinnings as the Peugeot 2008 (which is a smash-hit in the European market), the Mokka boasts rather different proportions. It’s of similar width, but 150mm shorter and fractionally lower than its French cousin and has a shorter wheelbase. Consequently, the Opel is a sportier-looking compact crossover than the 2008, not to mention its main rivals.

Those dimensions do have some implications on interior packaging, however. With its shorter wheelbase and body, the Mokka offers less rear legroom than the Kona, HR-V and T-Roc and less luggage capacity than the Hyundai and VW.

Look, the Mokka’s rear occupant space will be fine for the purposes of transporting small children, but the newcomer should not be viewed as a family-car offering, anyway. Think of it rather as a more affordable Audi Q2- or BMW X2 type of vehicle. For the record, the Mokka has a claimed load-bay capacity of 310 litres, whereas the Kona offers 544 litres, the HR-V 304 litres, the CX-30 295 litres and the T-Roc 445 litres.

Space is considerably more generous up front, but the Mokka’s packaging is rather quirky. The fascia has a very flat, upright structure and the lack of a bulky transmission tunnel with a transmission lever creates the sensation of “sparseness”. In fact, the ergonomics might be problematic for some drivers… the low-slung seating position encourages an “arms stretched-out” driving position, but that makes reaching the infotainment system’s touchscreen a bit of a stretch.

The Mokka’s load-bay capacity (310 litres) is less than those of its Hyundai and Volkswagen rivals, but it’s not the smallest in class.

Of course, with a generous range of adjustments available from the steering column (rake and reach) as well as the seat (manual height), you will most likely be able to find a position that works for you, but it will take a while to get used to the layout. It’s also somewhat bizarre that the driver’s seat offers electric lumbar support, massaging and heating – but it has to be adjusted manually.

From behind the ‘wheel, when seated in the well-bolstered driver’s seat and looking over the bonnet with its centre “spine” – a feature taken from the iconic Manta coupe – the Mokka feels more like a sporty hatchback than a tame crossover.

Performance and Efficiency

The instrument cluster is a fully digital affair nicely laid out.

Does the new Mokka have the go to match the show? The short answer is yes. It may only have a 1.2-litre 3-cylinder turbopetrol engine under the bonnet, but it’s a punchy unit that emits a rorty, eager soundtrack. It delivers 96 kW and a substantial 230 Nm of torque, with power going to the front wheels via an 8-speed automatic transmission (paddle shifters are fitted to the steering wheel, should you ever feel inclined to actuate manual gear changes).

While the Opel’s peak outputs can’t match those of the comparably-priced Kona and T-Roc (it does produce slightly more torque than the CX-30 and outguns the HR-V), the Mokka is lighter than all of them (but the VW) and has been geared to feel very nippy around town. There are 3 drive modes available (Normal, Eco and Sport), and Opel claims a 0-100 kph time of 9.2 sec, which is not, um, “niche-leading”, but definitely on the brisk side for a compact crossover of its kind.

Out on the open road and at higher speeds, the Mokka is a relaxed, refined cruiser, and its 8-speed automatic transmission is really well-matched to the small-capacity turbopetrol engine’s power-delivery characteristics.

In terms of fuel economy, the Mokka has the edge on most of its rivals, at least according to our New Car Specs database. Opel claims an average consumption figure of 6.1 L/100 km for this derivative, which is slightly lower than the T-Roc (6.2 L/100 km) and just behind the HR-V (6.0 L/100 km). You may struggle to achieve efficiency in the 6.0 L/100 km ballpark in real-world conditions, but a return of around 7L/100 km would be good. The tank is small, however (44 litres).

Comfort and Features

The Mokka 1.2T GS Line comes with a very high level of standard specification.

As the flagship of the (admittedly truncated) Mokka line-up, the 1.2T GS Line packs a generous array of features into its compact body. Appearance-wise, the front of the Opel’s cabin looks decidedly technologically advanced, courtesy of a high-res digital dashboard, as well as a 10-inch infotainment touchscreen endowed with Apple Carplay and Android Auto compatibility. Built-in navigation is also present (it’s not a given in an era of smartphone route-guidance apps), and the display features a 180-degree augmented camera view that detects rear traffic/objects. A wireless smartphone charging pad is provided at the front (complemented with a USB outlet), while 2 more USB ports are availed to aft occupants.

Although the Mokka shares many components with its Stellantis group siblings, its switchgear is still marked in “Opel font”.

The 1.2T GS Line also features smart leather upholstery, as well as (fake) carbon-fibre trim and satin-silver finishes to break up the rather sombre (black) ambience. Dual-zone climate control is standard, as are auto lights and -wipers.

In terms of safety specification (also see the section under Ride and Handling), the Mokka ticks most boxes. Opel’s newcomer comes equipped with 6 airbags, but although it scored 4 – not 5 – stars in a recent EuroNCAP crash test (to a many people’s surprise), note that the car-safety authority awarded that rating because the Mokka wasn’t equipped with active emergency braking for cyclists or a centre airbag. Therefore, it had nothing to do with the car’s structural integrity.

Ride and Handling

The Mokka proves fun and enjoyable to drive while also being quiet inside.

Considering the admirable ride and handling characteristics exhibited by other models that are based on the ex-Peugeot-Citroen Common Modular Platform, we had high expectations of the Mokka – and it certainly didn’t disappoint. Very few small cars manage to strike such a wonderful balance of roll-free, sharp dynamics and suppleness. The Mokka rides bumps in a manner that befits a bigger, well-damped luxury car, yet its body doesn’t yaw alarmingly and the handling remains precise when the car’s made to corner briskly – the sporty looks and low-slung driver’s position aren’t just for show! This is a crossover that you’ll enjoy driving; the pleasingly weighted steering and sharp handling are certainly bonuses!

Perhaps equally impressive is the Mokka’s NVH (noise, vibration and harshness) control. Cars that prioritise sportiness and weight-saving measures tend to exhibit excessive road- or wind noise, but the Mokka’s cabin is a calm and tranquil place, which speaks volumes of excellent body rigidity and no skimping on insulation materials. In short, it rides and feels like a quality product.

The active lane-keep assist and -departure warning functions can be switched on/off on this console.

The new Mokka is also a very safe car – it offers a comprehensive suite of active safety features to help keep you on the straight and narrow, including (but not limited to) speed-sign recognition, adaptive cruise control (with stop and go), active lane-keep assist and -departure warning, forward-collision avoidance and driver-attention alert.

Price and After-Sales Support

The Opel Mokka 1.2T GS Line is priced at R519 900 and comes backed with a 3-year/120 000 km warranty and a 4-year/60 000 km service plan. Service intervals are scheduled for every 12 months/15 000km.

Verdict

The Mokka is the most appealing Opel model to reach South African shores for some time.

When this review was written (June 2022), the Mokka 1.2T GS Line was a direct rival to the Hyundai Kona 1.6T Executive (R512 500), Mazda CX-30 2.0 Carbon Edition (R516 600), the Volkswagen T-Roc 1.4TSI 110kW (R524 000) and, at a push, the Honda HR-V 1.5 Executive (R554 500). You can make up your own mind about whether it’s the pick of the crop in terms of design, but those rivals can’t beat the Opel in terms of “the driving experience” (the Mazda comes closest).

Indeed, the new Mokka is certainly as fun to drive as it is to look at. It may trail some of its key rivals in terms of outright practicality, but its standard specification more than makes up for it. In fact, it beats many of its competitors in terms of active safety features, some luxury appointments and the standard fitment of a comprehensive Matrix (LED) Lamps Pack, for example.

So, could the Mokka be the stylish, premium, fun-to-drive compact crossover for you? That will depend on how much space you need, but if you’re interested in the 1.2T GS Line, its compromised packaging is unlikely to be a deal-breaker – boutique crossovers aren’t designed with general family-car buyers in mind. As long as lots of rear-occupant space and a huge load bay are not prerequisites, we can certainly highly recommend this fun, characterful newcomer.

Suzuki Baleno (2022) Launch Review

The latest iteration of the Suzuki Baleno is now available in South Africa and we headed to the KwaZulu-Natal Midlands to sample the Japanese brand’s B-segment hatchback. Has it retained its fun-to-drive traits? Is it still light on fuel? Does it represent “a lot of car” for the money? We answer those questions below…

In some bizarre coincidence (or was it?), the media launches of the “all-new” Suzuki Baleno and its (almost identical) twin, the “revised” Toyota Starlet, took place on the very same day. The two models are mechanically identical – all that separates them (apart from their badges, model- and derivative names) are minor visual differences, as well as their exact specs and asking prices. The Toyota is priced a little higher than its Suzuki counterpart, but more about that later…

The top-spec Baleno 1.5 GLX comes equipped with LED headlamps (with LED daytime running lights) and 16-inch alloys.

What’s New?

Suzuki calls this the “new” Baleno; Toyota says its Starlet has been “updated”. But, considering that Suzuki Auto SA, which had the top-selling passenger car in the new-vehicle market last month (the Swift, May 2022), introduced the Baleno 6 years ago – and has upgraded it slightly since – it clearly wants to differentiate this version as a new model. When the Starlet arrived in 2020, it incorporated the changes Suzuki had rolled out as part of the Baleno’s mid-cycle update.

From an aesthetic point of view, the new model can be distinguished by its revised front-end treatment, which is complemented by baseball-cap-shaped taillight clusters. You can spot the top-spec GLX derivative by virtue of its LED headlamps (with LED DRLs) and 16-inch alloys. Under the skin, there are revisions to the steering setup and suspension, which Suzuki claims contribute to a more supple ride quality, plus the bodyshell offers higher rigidity, which benefits refinement.

The big change is the upgrade from a 1.4- to a 1.5-litre engine. This motor is used in other Suzuki products such as the Vitara Brezza, both locally and internationally, and it’s renowned for its punchiness… and frugality. The outputs may seem middling (77 kW/138 Nm), but they’re 9 kW and 8 Nm higher than the older 1.4-litre motor’s numbers. Like before, Suzuki has impressive claimed fuel efficiency figures: just 5.4 L/100 km for the manual and 5.7 L/100 km for the automatic.

The larger (9-inch) infotainment touchscreen takes pride of place on the GLX derivative’s fascia.

What’s on Offer?

The Indian-built Baleno is available in 5-speed manual and 4-speed automatic guises, in 2 trim levels (GL and GLX) and there are 8 colours to choose from. Despite its entry-level positioning, the GL has a reasonably long list of standard features. When we took a closer look at the Suzuki’s cabin during the launch, we found a blend of some nice-feeling (almost plush) materials… and some rather marginal plastics. But, when prices start at under R250k, we won’t nitpick…

Baleno GL

7-inch infotainment system with Apple CarPlay/Android Auto (from the Celerio)
Reverse-view camera
Automatic climate control
Cruise control
1x USB at the front, two USB ports at the rear, one of which is a Type-C
LED foglamps
Multifunction leather-wrapped steering wheel

Baleno GLX

9-inch infotainment system with Apple CarPlay/Android Auto
360-degree camera
Head-up display
16-inch alloy wheels
Keyless access with push-button start
LED daytime running lights and projector headlamps
Colour info display in the central cluster.

As far as safety is concerned, the GL comes with 2 frontal airbags, ABS (anti-lock brakes) and electronic stability control. The GLX features another 4 airbags (also side- and curtain airbags). Hill-hold assist is standard on both trim levels.

The 360-degree camera system is a unique feature in the entry-level hatchback segment.

What’s it like to drive?

For the record, the outgoing Suzuki Baleno may not have been a head-turner, but it was neither sluggish nor dull to drive; it combined an energetic powertrain with a modicum of dynamism and a pliant, reasonably comfortable ride quality.

Not much has changed in that regard, but the new engine is still worth more than a passing mention… Suffice to say it’s not the first time we’ve experienced Suzuki’s naturally aspirated (therefore, rather free-revving) 1.5-litre 4-cylinder petrol powerplant and, in this application, its performance is very willing. If you want to summon eager overtaking acceleration, simply lean hard on the accelerator pedal and the engine will respond in a linear fashion.

Our test unit was the Baleno 1.5 GLX manual, which has one of the nicer gearboxes to use in its class, thanks to the ‘box’s direct and light action. The gearing is, however, on the shorter side (the cabin sounds a bit buzzy at the national speed limit). The addition of a 6th ratio would have helped to reduce the 1.5-litre engine’s revs at 120 kph, but remember that in the Suzuki’s home market of India, average speeds are lower than in Mzansi. It’s not an unbearable racket, mind you.

A refined, rev-happy engine helps the Baleno punch above its weight, performance-wise.

Despite some shall we say, energetic, driving, we saw an indicated fuel consumption figure of 5.9 L/100 km on the trip computer (that’s not far off the manufacturer’s claim), so we’re confident in saying that if you adopt an efficiency-minded driving style, you could easily get very close to – or even match – that claimed figure. We reckon the car’s slim kerb weight helps a lot in that regard… the new Baleno, despite its compact hatchback dimensions, weighs just under 1 000 kg.

Our launch route encompassed some roads that were of rather poor quality. The recent heavy flooding, compounded by poor maintenance and continuous heavy-truck traffic wreaked havoc on national roads, let alone the extra-urban ones. Yet, the Baleno’s suspension was able to soak up the myriad imperfections (bumps, dips and ridges) without clunking or thumping through; we suspect those high-profile tyres fitted to the great-looking 16-inch alloys softened the impacts.

The steering is pleasantly light and the car feels impressively wieldy. Crucially, the Suzuki’s on-road refinement is excellent for its segment – the newcomer doesn’t feel cheap and nasty in any way. Remember, the Baleno starts at R225 900.

You can appreciate the revised tail lights from this angle.

How much does the new Baleno cost in South Africa?

Not only is the new Baleno offered at a fractionally lower price than its predecessor – all of its derivatives are more affordable than their Starlet-badged equivalents. The Suzuki also has a longer warranty (+2 years) and service plan (+1 year) than the Toyota. The prices below include the brand’s 5-year/200 000 km promotional warranty, as well as a 4-year/60 000 km service plan (with intervals of 15 000 km), plus an anti-corrosion warranty of 6 years (unlimited kilometres).

Baleno 1.5 GL manual	R225 900
Baleno 1.5 GL auto	R245 900
Baleno 1.5 GLX manual	R275 900
Baleno 1.5 GLX auto	R295 900

Summary

Suzuki just can’t put a foot wrong these days… The new Baleno is another excellent product.

With new-vehicle prices skyrocketing, which has made some of SA’s favourite models unobtainable for the average family-car buyers, not to mention brutal fuel-price increases, it’s a delight to find a spacious, well-thought-out and generously equipped entry-level hatchback that doesn’t cost a king’s ransom to purchase – or run. The Baleno is also one of few small hatchbacks that offer good rear legroom; indeed, it can seat 4 adults in comfort with adequate head- and legroom.

Granted, Suzuki’s newcomer has its drawbacks, but at this price, you can easily look past some of the (very minor) faults. We’ve yet to drive the Baleno in 4-speed automatic guise, but to be honest, we’re not looking forward to it. Whereas the GL derivative is the strongest value-for-money proposition, the 1.5 GLX 5-speed manual is arguably the pick of the bunch for private buyers… Priced comfortably under that crucial R300k barrier, it’s likely to be all the city car you’ll ever need.

First look: 2023 Hyundai Venue

Hyundai India has released images and some early details of the Korean brand’s updated Venue compact family car/small crossover. The official pictures confirm the accuracy of the 3D renders that made their way online towards the end of May 2022…

Some powertrain information was sent out too, and the updated Hyundai Venue will have 3 engine options: a 1.2-litre naturally-aspirated petrol, a 1.0-litre turbo and a 1.5-litre turbodiesel, the latter of which wasn’t available for our market.

Inside, the cabin features Alexa connectivity, two-step reclining rear seats, driving modes, and an uprated infotainment system with a bigger screen. SA spec will be confirmed at a later point. More info is on its way, as Hyundai India says its Venue will be officially revealed on the 16th June 2022.

Since its launch in SA back in December 2019, the Hyundai Venue has proven popular. As far as sales figures go, the only data we have is Hyundai saying over 9 500 Venues have found homes locally when the brand launched a cheaper entry-level derivative in November 2021.

Now the 2023 Hyundai Venue is due for a public reveal, but thanks to a digital modelling company, we get a sneak preview. This company, Hum3D, specialises in high-quality 3D models for industrial applications and a quick glance through its other motoring creations shows a high degree of detail and accuracy in current models.

We suspect that Hum3D had access to the new 2023 Hyundai Venue prior to its reveal and given the detail, we reckon this is accurate. At the front, we can see the current design language from the Korean brand, where headlights and daytime running lights are neatly integrated into the grille and front bumper, like the Hyundai Tucson. The rear gains a new light treatment and it’s not too dissimilar to that of sister brand Kia’s Sonet.

There are also new wheel designs as well as a discrete turbo badge and a sunroof – the accessory most loved by South African motorists. There are no interior images, but we expect the 2023 Hyundai Venue to be revealed in the next month.

As far as engines go, we expect the powertrains to be carried over and customers can choose from naturally-aspirated 4-cylinder and turbocharged 3-cylinder petrol engines. Both manual gearboxes and dual-clutch transmissions are likely to be offered.

Want to purchase a Hyundai Venue? We have over 350 for sale.

Where do SA’s best-selling imported cars come from?

Many of South Africa’s best-selling vehicles are built on local soil. But which are the most popular imported cars in the land? We take a closer look at May 2022’s sales figures to find out…

BMWs are built in Germany, Toyotas are imported from Japan and Fords are shipped over from the United States, right? Well, though each of these brands has its global headquarters (and indeed large-scale production facilities) in its respective home country, the reality is mainstream automakers have factories dotted all over the globe. In fact, all three of those marques also happen to build vehicles right here in South Africa.

So, that new BMW 2 Series coupé you’re eyeing up is actually screwed together in Mexico rather than Munich. And the Land Rover Defender? Well, it rolls off an assembly line in Slovakia rather than Solihull. This is the way of modern automotive manufacturing.

Thanks to South Africa’s largely robust vehicle-manufacturing industry, most of the country’s best-selling models are produced right here on local soil. In fact, as many as eight of SA’s 10 best-selling vehicles of 2021 were locally built models.

For instance, Toyota builds the Hilux, Corolla Cross, Corolla Quest and Fortuner at its Prospecton plant in KwaZulu-Natal (though is still battling the aftermath of those devastating April floods), while Volkswagen produces the Polo hatchback (including the flagship GTI) and Polo Vivo at Kariega in the Eastern Cape.

So, for the purposes of this exercise, we’ll concentrate on SA’s best-selling imported vehicles and exclude all locally produced models, such as the Silverton-built Ford Ranger, Isuzu’s Struandale-produced D-Max and the Rosslyn-built Nissan Navara, not to mention the BMW X3 and Mercedes-Benz C-Class sedan as well as the Mahindra Pik Up assembled in Durban.

A quick look back at 2021’s import figures

Before we delve into May 2022’s figures, let’s take a step back. According to Naamsa, 262 281 new light vehicles (comprising both passenger cars and light commercial vehicles) originating from 24 countries were imported into South Africa in 2021. Light-vehicle imports as a percentage of total new light-vehicle sales in South Africa increased to 60% last year, despite the popularity of the aforementioned locally built vehicles. If we were to remove light-commercial vehicles from the equation, we’d find passenger-car imports accounted for a whopping 78.3% of total new passenger-car sales.

India was easily the top country of origin in pure volume terms last year, with the 129 364 units shipped over from that country accounting for 49.3% of total light vehicles imported. Yes, virtually half of all light vehicles imported into SA in 2021 were bolted together in the world’s second-most populous nation, where several global brands – Japanese, French and South Korean among them – have set up large-scale production facilities focused on entry-level vehicles.

Owing to the recent local success of the likes of Haval and Chery, China (21 517 units) also gained traction as a country of origin in 2021, placing third just behind Japan (24 152 units). Germany (19 801 units) slipped to fourth in terms of vehicle-import volumes in South Africa, though stayed clear of South Korea (17 478 units). Spain (11 135 units) was the only other country to ship more than 10 000 units into SA in 2021. In import rand value terms as opposed to pure volume terms, India was also the leading country of origin, followed by Germany.

SA’s best-selling imported vehicles of May 2022

So, let’s get down to the nitty-gritty. Which were the strongest-selling imported vehicles of May 2022? Well, once we’ve excluded the SA-built models that typically dominate the top 10, we’re left with an interesting mix of imported vehicles. Still, as expected considering India’s domination as a country of origin, budget vehicles from that country are easily the most common.

Ranking as South Africa’s best-selling vehicle overall for the first time, the Suzuki Swift (1 764 units) was thus also the most popular imported model of May 2022. For the record, Maruti Suzuki manufactures the Swift in Ahmedabad, India. Suzuki likewise produces the second-placed Toyota Urban Cruiser (1 213 units) in India, though this model rolls off the line (alongside the Vitara Brezza) at the Gurgaon facility.

Third place in May 2022 went to the Volkswagen T-Cross (981 units), which is imported from the German firm’s Navarra plant in Spain. The Haval Jolion (975 units) – which is shipped over from Baoding in China – was the fourth best-selling imported model of the month.

Next were the Renault Kiger (962 units), Toyota Rumion (834 units), Renault Kwid (827 units), Suzuki S-Presso (783 units), Ford EcoSport (674 units) and Hyundai Atos (668 units), each one built in India – though mid- and top-spec derivatives in the EcoSport range are actually imported from Romania, with the base models coming from India.

Why is India dominating as a country of India for SA?

So, what are the reasons behind India’s dominance as a country of origin in South Africa’s automotive industry? Well, the most obvious explanation revolves around the fact the local market is a particularly price-sensitive one and India happens to be a leading mass-production hub for budget-friendly vehicles. Local divisions of global brands have identified that these vehicles (when priced smartly, of course) tend to find favour among South Africa’s large group of generally cash-conscious buyers. The right cars for the market (or, more specifically, at the right price), and all that.

In addition, with the two republics having developed significant economic ties over the years, a strong trade history exists; South Africa is billed as one of India’s largest trading partners in sub-Saharan Africa. Of course, it also helps the South Asian country is – just like us – a right-hand-drive market.

With South African consumers bracing for yet more inflationary pressure in the months to come (thanks to further expected increases in the interest rate as well as more pain at the pumps, to name but two factors), it seems exceedingly unlikely India will lose its title of top country of origin any time soon. In fact, unless China manages to significantly increase its slice of the pie, India looks poised to push its share well past half of all light vehicles imported into South Africa by the time 2022 draws to a close.

SA’s 10 best-selling imported vehicles of May 2022

1. Suzuki Swift – 1 764 units

2. Toyota Urban Cruiser – 1 213 units

3. Volkswagen T-Cross – 981 units

4. Haval Jolion – 975 units

5. Renault Kiger – 962 units

6. Toyota Rumion – 834 units

7. Renault Kwid – 827 units

8. Suzuki S-Presso – 783 units

9. Ford EcoSport – 674 units

10. Hyundai Atos – 668 units

Toyota Starlet (2022) Launch Review

The revised version of Toyota’s successful Starlet has arrived, replete with a revamped exterior design, an updated engine and several more features. Could the 2022 model eclipse the much-loved Volkswagen Polo Vivo as South Africa’s favourite entry-level hatchback? We drove the newcomer during its local launch in the Western Cape.

What’s new?

The new face on the Starlet includes new headlights, a revised bumper and chrome surrounds on the foglights.

Since its local introduction in 2020, the Starlet has proved a successful import for Toyota SA. It has often ranked as Toyota’s second-best-selling vehicle (behind the Hilux) and shows there’s still demand for an entry-level hatchback in SA!

The facelifted model remains a rebadged version of the Suzuki Baleno and features a revised front end, with more chrome detailing and new-look headlamps. Similar treatment is given to the rear end, where new taillight clusters are linked by a chrome strip. The Starlet appears to be a much bigger car from the front (one that would compete with, say, a Volkswagen Golf), but when you look at the Toyota in profile it’s apparent that its size is more comparable with that of a Polo.

The most notable change is under the bonnet, where the 1.4-litre petrol engine has been replaced with a more powerful 1.5-litre petrol motor. The gearbox options remain either a 5-speed manual or a 4-speed automatic transmission.

In terms of infotainment upgrades, a 7-inch touchscreen system is now standard on Xi and Xs derivatives, while the top-spec Xr gains a bigger (9-inch) unit. Both systems are compatible with Apple Carplay and Android Auto.

What’s more, additional safety features have been fitted to all versions of the Starlet – all told, it’s a comprehensively improved offering that will have segment favourites, such as the Polo Vivo, looking over their shoulders.

The new Starlet engine

More power and torque from a 1.5-litre engine.

One of the complaints buyers levelled at the pre-facelift Starlet was that it didn’t have enough performance. Toyota (or is that Suzuki?) has duly responded by installing a bigger (1.5-litre) engine, which is the same unit used in the Urban Cruiser and Suzuki Vitara Brezza. That means the Starlet now has 9 kW more power (77 kW) and 8 Nm more torque (138 Nm). It may not sound like a lot, but it’s more than a 10% increase in power and a little less than that in terms of peak torque.

The fuel economy has taken a slight hit as a result of the enlarged-capacity engine, but only by around 0.2 L/100 km, which is a fair result, I’d say. Claimed efficiency is between 5.4- and 5.7 L/100 km.

The new engine feels perky in the Starlet and, like most Japanese naturally aspirated engines, it’s happy to rev and really starts to get into its stride when the revs climb above 4 000 rpm. Most buyers are likely to keep the revs well below that mark in the interest of achieving optimal fuel efficiency. Speaking of which, the Toyota would be even more frugal if its maker endowed it with a 6th gear, especially when driving longer routes and cruising on the freeway at around 120 kph.

Still, fuel efficiency is good – even without the additional gear – and during our short drive in the new Starlet, we saw an indicated 6.9 L/100 km. A buyer with a “lighter right foot” could easily return somewhere in the low 6 L/100 km range.

The new engine improves the Starlet’s driveability in a number of ways… it can deliver superior in-gear acceleration compared with its 1.4-litre-engined predecessor; it’s likely to be more tractable when loaded up with passengers or things and we’re in no doubt that the extra performance will be useful for those at the Reef, where naturally aspirated engines can feel lethargic in the thin(ner) air.

What’s the Starlet like to drive?

The side profile shows its proportions are smaller than it initially looks from the front.

For a start, the Starlet’s bodyshell has been modified to improve its rigidity and stiffness. What’s more, changes have been applied to the rear torsion beam to improve handling, while the suspension features 20 mm more travel, which Toyota claims leads to improved ride comfort. All derivatives also have 10 mm wider tyres than their predecessors, which will improve grip levels in all atmospheric conditions.

The Western Cape’s major roads are generally well-maintained and the evaluation route encompassed some particularly smooth stretches of tarmac. The Starlet’s ride quality is comfortable – very absorbent. The steering is on the lighter side and there’s a fair amount of body roll when you corner at anything more than a snail’s pace. Still, the Starlet’s target clientele probably won’t be bothered by its handling characteristics, but WILL appreciate its comfortable ride and quiet cabin.

The 4-speed automatic shifts rather leisurely, which is to say it takes its sweet time to change up or down, all of which results in a frustratingly jerky driving experience. The manual is the more effective complement to the 1.5-litre powerplant, but, if you really don’t want to shift gears yourself (or tend to sit in congested traffic on the daily commute), the auto will do the job. It would just be nice, however, to have the option of a more modern 5- or 6-speed automatic transmission.

New technology available

All Starlet derivatives come with an infotainment screen as standard. The Xr’s 9-inch screen is shown above.

The infotainment system in the pre-facelift Starlet (if you could call it an infotainment system) was little more than a dot-matrix radio with not much in the way of functionality (besides Bluetooth connectivity). The entry Xi and Xs variants are now equipped with a proper 7-inch (touchscreen) infotainment system that includes Apple Carplay and Android Auto compatibility as standard. The top-spec Xr gets a bigger (9-inch) system as standard.

You also get USB ports in the rear now (as well as the front) – and they’re claimed to be fast-charging ports!

Safety improvements have been made across the range as well: stability control, ABS, EBD and hill-start assist are standard. Rear parking sensors are stock equipment, while the Xr versions are further equipped with a reverse-view camera.

In terms of airbags, the Xi and Xs derivatives have 2 airbags (driver and passenger), while the Xr versions feature 4 airbags (additional side and curtain ‘bags).

Pricing and after-sales support

The entry price of the Starlet range has only increased by R1 000, which, considering the improved specification the Indian-made model offers, makes it a better value-for-money proposition than the outgoing model.

All Toyota Starlets are sold with a 3-year/100 000 km warranty and a 3-year/45 000 km service plan. For a breakdown of the specs of each derivative, click here.

Starlet 1.5 Xi MT	R226 200
Starlet 1.5 Xs MT	R239 100
Starlet 1.5 Xs AT	R261 100
Starlet 1.5 Xr MT	R294 900
Starlet 1.5 Xr AT	R313 300

Summary

A higher standard specification and punchier drivetrain make the Starlet a formidable contender in the segment.

Given the prevalence of new-vehicle price inflation in the market (caused by higher component- and/or transport costs or simply a weaker exchange rate), it’s refreshing to be able to report that the updated Toyota Starlet offers MORE value than its predecessor. The Starlet was previously criticised for lacking performance… and a modern interior, but that’s all changed with this model, courtesy of the fitment of a more powerful engine, as well as an up-to-date infotainment setup.

A straight-up comparison with the competition will generally favour the Starlet, because the Japanese entry-level hatchback offers a better standard specification and, now, competitive performance, at an attractive price point. Then factor in that Toyota has a longstanding reputation for good after-sales backup – and the largest dealer network in the country – and, as purchasing proposition, the revised model offers MORE peace of mind too.

New Compact Toyota Bakkie On The Way?

While Ford and Hyundai are reaping the rewards of bringing the Maverick and Santa Cruz compact bakkies to market, other brands, including Toyota are reportedly considering taking the leap into the compact bakkie segment too.

*Picture courtesy of Drivingline

Cast your memory back to 2015, the year Hyundai captured our imagination with the Santa Cruz concept. Hyundai’s compact bakkie intentions were mostly well-received and even bakkie lovers right here in South Africa were clamoring for Hyundai to give it the green light for production with the hope of right-hand-drive production which hasn’t materialised yet.

That green light came in 2017 but production of the Santa Cruz only began from mid-2021 at Hyundai’s Alabama production plant in the USA.

The Korean Santa Cruz needed competition though and what a better brand than Ford to take the fight to Hyundai with the new Maverick!

Both models are selling very strongly in the US and their sales success has other brands interested.

Volkswagen Group recently announced the revival of the Scout brand which will see an “all-electric pick-up and rugged SUV” come to market in the USA and recent comments from Toyota officials in the land of the free point to the possibility of Toyota producing a new compact bakkie to rival the Santa Cruz and Maverick.

Speaking to US publication, Motortrend, executive vice president of sales for Toyota Motor North America, Bob Carter alluded to the real possibility for Toyota to enter the compact bakkie fray, “One of the spaces we’re looking at—that won’t be short-term—is where the compact pickup truck is going. You have Santa Cruz and Maverick on the market, and it will be interesting to see Scout. Today, we have the market really well covered with Tacoma, but that [a compact pickup] could be a possibility and something we continue to look at”.

Carter’s colleague, Cooper Ericksen, group vice president of product planning and strategy, commented “If there’s a customer that needs a rugged, smaller body-on-frame vehicle, we can consider that, but if it’s more for urban use and less extreme off-road, then it would make more sense to use the TNGA unibody platform”.

Toyota’s TNGA platform underpins vehicles such as the Prius, RAV4 and Corolla and if Toyota does decide to produce a unibody bakkie, it’s likely that the firm will draw on its vast experience in hybrid powertrains to motivate the newcomer.

Carter also hinted that an official announcement could be made in 2023 which means that we might see a new small Toyota bakkie in 2024/25.

Watch this space!

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Bentley Continental GT S and GTC S Gets Sporty Treatment

If the Bentley Continental GT is too bland for you, perhaps the sportier GT S and GTC S iterations will get you excited?

When discussions about the pinnacle of luxury motoring take place, Bentley is likely to be mentioned. Our recent experience with the Bentley Continental GT Speed highlighted just how fantastically luxurious and powerful these creations are.

While the Continental GT Speed is equipped with the Crew-based firm’s marvelous 485 kW W12 6.0-litre engine, the standard Continental GT employs a turbocharged 4.0-litre V8 engine that produces a heady 404 kW and 770 Nm of torque.

Powerful refinement and continent-crushing ability is the name of the game here but what if you wanted something edgier without losing the essence of the Continental GT?

Well, Bentley has the answer! Meet the Bentley Continental GT S coupe and GTC S convertible!

Using the V8-powered Continental GT as a base, Bentley has ramped up the visual and aural presence of this posh brute.

A two-tone interior adds sporty appeal to the interior.

On the outside, a black theme dominates. The headlights and taillights are dark tinted and the GT S and GTC S gain new 22-inch Y-spoke alloy wheels in gloss black but 21-inch 3-spoke wheels are also offered and red brake calipers add contrast and sporting appeal to the look. The grille also sports a glossy black finish and the newcomers are easily identified with S badges seen on the front fenders.

The sporty look is matched with a sports exhaust system with black exhaust tips emitting the V8’s song for the world to hear.

Moving inside, a two-tone black and red interior differentiates the pair from the base V8 Continental GT and the instrument cluster graphics are familiar from the Continental GT Speed. The “S” tread plates replace the regular “Bentley Motors LTD” plaques and the letter S is embossed onto both the front and rear headrests.

Pricing for the Bentley Continental GT V8 starts from R3 995 00 and while it’s not yet clear if the GT S and GTC S versions will be offered in South Africa, if they do become available, pricing north of R4 million can be expected. Better start saving!

Buy a Bentley on Cars.co.za

Suzuki Celerio (2022) Review

For new-car buyers that are shopping on a tight budget, Suzuki’s efficient, affordable and well-specified small cars represent excellent value for money. The latest Celerio budget hatchback, in particular, is a rather compelling proposition in the sub-R200k segment of the market. We review the 1.0 GL derivative.

We like: Standard stability control, efficiency, refinement, value for money

We don’t like: “Top-heavy” feel under cornering, positioning of window switches

FAST FACTS

Model: Suzuki Celerio 1.0 GL
Price: R194 900
Engine: 1.0-litre 4-cylinder, petrol
Power/Torque: 49 kW/89 Nm
Transmission: 5-speed manual
Fuel consumption: 4.4 L/100 km (claimed)
Luggage capacity: 295 litres

The Suzuki Celerio 1.0 GL comes with 15-inch alloy wheels and body-coloured door handles and side mirrors.

Where does the 2022 Suzuki Celerio fit in?

As this review was being prepared, the news broke that Suzuki’s Swift compact hatchback was South Africa’s top-selling new passenger vehicle in May 2022. It didn’t come as much of a surprise – Suzuki Auto SA’s sales have been rising steadily for several years, but recent vehicle-price hikes, fuel-price shocks, many brands’ stock supply maladies (and various other factors) have also worked in the Japanese marque’s favour. Suzuki is undeniably a master when it comes to producing quality, efficient products and bringing them to market at affordable prices – that’s why three of Toyota South Africa Motors’ current passenger-car models (the Urban Cruiser, Rumion and Starlet) are rebadged Suzukis!

The new Celerio sees Suzuki again playing to its strengths. The newcomer competes in the sub-R200k segment against the likes of the Toyota Agya and Hyundai Atos. The previous Celerio was a capable-enough product (it even won the Budget Car category of the Cars.co.za Consumer Awards in 2016/17), but it was perhaps a bit too conservatively styled – and positioned too close to Suzuki’s top seller, the Swift.

The 2nd-generation Celerio is again priced quite close to its Swift sibling, but appears to be a significantly revised offering, one that might finally be appealing enough in its own right. Let’s see…

Compare prices and specs of the Suzuki Celerio 1.0 GL with the Toyota Agya 1.0 (audio) and Hyundai Atos 1.1 Motion

How the 2022 Suzuki Celerio fares in terms of…

The second-generation Celerio is curvier, longer and wider than its predecessor.

Design and Packaging

It’s fair to say that the 1st-gen Celerio was no stylistic masterpiece. In fact, its appearance was so generic that it seemed exterior styling was an afterthought of the model’s development. With this 2nd-gen Celerio, Suzuki has definitely tried a bit harder… The newcomer is curvier than before, as well as longer and wider than its upright and boxy predecessor. It is built on the same HEARTECT platform as the Swift, which prioritises body rigidity and lightweight construction.

This top (GL) specification variant sports attractive black 15-inch alloy wheels and front fog lamps to bump up its visual appeal over the entry-level GA. Interestingly, all derivatives (including the GA) come fitted with rear parking sensors.

For a budget car, the Celerio’s cabin feels substantial and solidly made, even though the finishes are workmanlike.

What’s more, the visual appeal of the cabin has been improved significantly. Yes, the plastics are all of the hard, industrial black variety, but they feel durable and the fit-and-finish is very good – certainly for a budget-car offering. The instrument panel looks very simple, but the large speedometer is flanked by a smaller LCD screen that displays an electronic rev counter. Valuable trip information, such as range-to-empty, is included in the driver-info display.

Neat satin silver accents here and there do a lot to improve the appearance of the cabin, but the most dominant item up front is the 7-inch touchscreen, which immediately makes the Celerio look and feel like a more expensive car than it is.

Rear occupant space is not generous, but quite sufficient for this class of vehicle.

All-round space is good; all passengers are availed generous headroom, plus there is more shoulder width compared with the previous car. It’s still tight in the back for adults, however; also note that the middle passenger is only afforded a lap-, not a three-point safety belt. The load bay is more capacious than before and is said to swallow 295 litres, which is more than what is claimed for the “larger” Swift! The rear seat backrest splits 60/40 and can fold down (if not entirely flat).

According to Suzuki’s claimed figures, the Celerio’s load bay can hold a little more luggage than that of the Swift.

Performance and Efficiency

The Celerio is powered by a 1.0-litre 3-cylinder petrol engine that delivers 49 kW and only 89 Nm of torque. Usually, such low outputs would translate into woeful performance, but keep in mind that the Celerio is exceptionally light (its kerb weight is a mere 805 kg, which is featherlight by contemporary standards). Although Suzuki does not quote performance figures for the Celerio, it feels surprisingly sprightly around town and is quick off the mark. The little engine makes its voice heard when you plant the accelerator pedal, but at least it’s eager to rev and feels relatively refined.

The gearbox is a simple 5-speed manual offering, paired with a light clutch. Around town, the Celerio’s performance is unlikely to feel unacceptably flat-footed, but at higher speeds, and particularly at altitude (and when the vehicle is loaded with passengers and their luggage), you may be forced to shift down to find some torque rather regularly.

The Celerio’s powerplant is not particularly punchy, but it feels lively enough around town and proved impressively frugal.

In terms of efficiency, Suzuki claims an average consumption figure of 4.4 L/100 km and the good news is that, as is the case with most Suzukis, you can achieve quite close to that figure, provided you drive with an economic mindset. During our test period, we averaged around 5.0 L/100 km, which was excellent. The fuel tank is small (32 litres), but you’ll get about 640 km out of it; at the current fuel price (of R23.94 per litre), it’ll cost you R766 to fill a completely empty tank.

Comfort and Features

With its supple ride, relatively good on-road refinement and soft seats, the Celerio has a good platform from which to provide occupant comfort. We also found its spread of standard comfort, and (even) luxury features, appealing.

Aircon, power steering, electrically adjustable side mirrors, remote central locking and electric windows all-round are to be expected at this price level, BUT rear parking sensors, electronic stability control and a particularly neat 7-inch touchscreen infotainment system aren’t.

The steering wheel may feature a polyurethane rim, but it does come equipped with satellite audio and Bluetooth phone controls.

The infotainment system boasts nice clear graphics and features Apple CarPlay/Android Auto connectivity. A USB port is provided at the front, and the steering wheel comes equipped with remote audio and Bluetooth phone controls.

A minor point of criticism is the positioning of the switches for the electric windows – the front ones are mounted below the touchscreen, and those for the rear are… between the front seats. It just takes a while to get used to, that’s all.

The touchscreen infotainment system with smartphone-mirroring tech is nice to have, but the window switches are in a strange place.

Ride and Handling

Like some other budget cars under R200 000, the Celerio has a relatively high ride height (170 mm) which, coupled with the plump 15-inch tyres fitted, allows the little Suzuki to take South Africa’s deteriorating road infrastructure in its stride. In general driving (on good surfaces), the Celerio’s cabin is quiet and the ride nice and supple.

The Celerio 1.0 GL offers a relatively absorbent ride quality, but the price for its high ride height is excessive body lean.

The downside of the raised ride height and soft suspension setup is, of course, that the Celerio feels a bit top-heavy under hard cornering. If you want a more “dynamic” car, then perhaps consider spending a bit more and getting a Swift…

Still, the Celerio does have one important feature that very few cars below R200k-mark can match – stability control. This is a critical safety feature, and particularly appealing if you’re an inexperienced driver or buying a car for your offspring. The safety package also includes ABS with EBD and Brake Assist, as well as dual front airbags.

Price and After-Sales Support

The Suzuki Celerio 1.0 GL is priced at R194 900 and comes backed with an impressive 5-year/200 000 km warranty and 2-year/30 000 km service plan. Service intervals are every 15 000 km/12 months, whichever comes first.

Verdict

At this price point (just under R200k), the 2nd-gen Suzuki Celerio’s main rivals are the Toyota Agya and Hyundai Atos. While those cars (also offered by brands with strong reputations for reliability and after-sales service) are well worth considering, (especially the Atos), the Celerio holds the upper hand because of its blend of standard comfort and safety features. In fact, the fitment of electronic stability control – a potentially life-saving safety feature – should be decisive.

The biggest problem facing the Celerio is arguably the existence of a model with which it shares a showroom floor… the Swift 1.2 GL, which not only offers a more substantial package (in terms of interior space and on-road refinement), but better performance. That said, if you are really counting those cents, then the Celerio’s nearly R13 000 price advantage and its better fuel consumption might be deal clinchers.

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