New Polo GTI Facelift Review – New price, same power, still good enough?
From its humble beginnings, the Volkswagen Polo GTI has matured into a proper grown-up hatchback. Someone would even say its now occupying the same spot as the Golf 5 GTI did back in the day. Nevertheless, is it any good? Watch the video review!
The Polo GTI now leads a lonely life in a segment that was once buzzing with compact hot hatches. The Fiesta ST and Renault Clio RS are no longer sold in the South African market and so buyers who want GTI vibes but can’t stretch to the R700 000 needed for a Golf GTI are left with limited options.
Volkswagen recently facelifted the entire Polo range and the updates are quite significant. We sent our in-house race ace Ashley Oldfield to tear the new Polo apart (metaphorically speaking of course) and tell us if this latest incarnation of the Polo GTI is Vrrr Pha or Vrrr Meh.
Toyota Corolla Hybrid – What it’s like to live with
The Toyota Corolla 1.8 Hybrid SX offers lots of space for you and your family, has a huge boot and is extremely fuel-efficient. And the best of all? It’s not a diesel or a crossover/SUV. Ciro De Siena spent a few weeks in the company of the Japanese marque’s locally made petrol-electric sedan…
Nowadays, it seems as if everyone’s driving a compact crossover or a medium-sized SUV, but given my recent experience with the Corolla hybrid, I want to make a case for the sedan as a great family car and eminently practical “daily driver”.
Toyota South Africa Motors plans to roll out hybrid variants of most of its mainstream model ranges and, so far, it offers its petrol-electric drivetrain in the Corolla Cross compact family car, Corolla sedan (both of which are produced at TSAM’s Prospecton plant in KwaZulu-Natal), as well as the popular RAV4 medium SUV.
The Corolla 1.8 Hybrid incorporates 28 years of Toyota’s petrol-electric powertrain development.
Hybrid tech is really, really ingrained in Toyota’s brand philosophy. The first Prius hybrid was launched in 1994 and it’s obviously advanced a lot since then. The Corolla 1.8 Hybrid SX’s powertrain is derived from the Prius and it’s great, because you get all the benefits of 28 years’ development in a car that costs a lot less than the high-spec model on which it’s based, with styling that’s much less of an acquired taste.
In fact, the Corolla hybrid looks quite good. The 11th-gen Corolla sedan is quite a looker in my opinion, and it comes standard with LED head- and taillamps, the former replete with daytime running lights.
Ride comfort & refinement
From the onset, the Corolla hybrid proved an extremely comfortable car. The suspension tuning is pliant; it’s soft – not sporty. If you just want a comfy car in which to get to work, the Toyota sedan fits the bill.
In terms of ride quality, the Corolla hybrid’s damping is Lexus-like and its cabin is whisper quiet.
We’re talking Lexus levels of ride quality here! It’s super impressive. Also, you may often hear motoring journalists talk about NVH (noise, vibration and harshness) suppression; luxury cars try to dial out those elements so that will you have a nice, relaxing experience and get to your destination feeling fresh.
Hybrids really have low NVH levels, and the Corolla Hybrid is no exception – especially when you’re in battery mode (when the internal combustion engine is deactivated), but even when both the petrol and electric motors are working in tandem there’s very little vibration and almost no noise from the drivetrain.
Factor in the nice high-sidewalled tyres and absorbent suspension setup, allied with the minimum of harshness, and suffice to say this Japanese compact sedan is a decidedly calming vehicle to drive.
The 11th-generation Corolla impresses with its hewn-from-solid build quality, even though SX is a mid-grade spec.
Mid-grade specification
As for the interior, it’s fairly standard Toyota fare, but the materials are of a high quality, and everything has been put together really well. The instruments are a slick combination of digital and analogue with a large multi-Information display, which offers a glut of info about your vehicle. The seats are cloth, which doesn’t look as premium as leather, but I found them super comfortable, especially over long distances.
The Corolla 1.8 Hybrid SX comes equipped with automatically activated lights, keyless entry, power-adjustable and heated side mirrors, cruise- and climate control, a reverse-view camera, electric windows, a leather-trimmed 3-spoke multifunction steering wheel. The touchscreen infotainment system includes a 6-speaker audio setup, plus it supports Bluetooth, USB, Apple CarPlay and Android Auto functionality.
The Corolla’s boot is cavernous… we reckon that it could swallow 6 medium-sized cooler boxes.
Generous boot capacity
In terms of practicality, the rear seatback folds through to the boot, but annoyingly, there is only a release on the shoulder of the back seat and none in the boot itself, which would have been more convenient.
I promised you a big boot and, based on our cooler-box test, the Corolla’s boot can hold about eight reasonably sized cooler boxes… and there’s still quite a lot of height left (considering that there are tools and a spare’ underneath the floor). The rear seats fold 60/40, so you can slide a bicycle in, or a kayak, or whatever you want. I dare you to show me a similarly sized SUV that offers that much luggage space!
The combination of a 1.8-litre four-cylinder Atkinson-cycle petrol engine, electric motor and a CVT is a smooth one.
Hybrid powertrain
At the heart of the Corolla 1.8 Hybrid SX is the 72 kW/142 Nm 1.8-litre, 4-cylinder Atkinson-cycle 2ZR-FXE engine (shared with the Prius), which works in conjunction with an electric motor mated with a high-voltage hybrid battery, which has particularly high energy density to facilitate more rapid self-charging.
The electric motor provides 53 kW and 163 Nm (at full capacity) to boost overall system output to 90 kW (the combined figure is not an aggregate of the 2 power sources, due to transmission reduction losses).
The hybrid powertrain directs its torque to the front wheels via a continuously variable transmission (CVT). Now, a CVT means that the car always has the right gear ratio for the engine speed and the road speed and, frankly, it’s incredible how much power and torque you get out of that little electric motor.
For those who don’t understand how the hybrid technology works, the infotainments system shows a dynamic graphic.
To help you understand what the car is doing at any point, the infotainment system can display a graphic (which gets enlarged when you tap on it) that shows you where the energy is moving around the car and which component of the hybrid powertrain is busy driving the wheels… It’s quite fun to watch, actually!
Wait, aren’t hybrids boring to drive and slow? Well, no, when you put your foot down to quickly cross an intersection the Corolla hybrid hauls, because you’ve got all that torque (from zero rpm) coming from the electric motor aided by the petrol motor’s shove. The 1.8 Hybrid SX is quite sprightly – it’s not slow at all.
Although Toyota’s claimed fuel consumption figure is optimistic, we had no difficulty achieving a return of 5.0L/100 km.
Efficiency in the low 5s
Toyota claims an average fuel consumption figure of 3.5 L/100 km for the Corolla hybrid, which, combined with its 43-litre fuel tank, should give the derivative a theoretical range of over 1200 km on a single fill-up.
After driving the test unit for about a month, no matter how I drove it or where I drove it, the indicated average was 5.2 L/100 km. I think that 3.5 L/100 km is too optimistic – if you are driving every day, you’re going to get around 5 L/100 km. Do the maths on that because it’s a number that’s easy to remember.
That means that for every litre of fuel you’re travelling about 20 km! That’s a major boon, given the price of petrol these days and it’s only going to get worse, so if you want a fuel-efficient car (the Corolla Hybrid is shod with energy-saving, low rolling resistance 195/65 R15 tyres), that’s what this car can do for you.
The Corolla hybrid might not have a fashionable configuration, but the sedan offers more than sufficient rear legroom.
One-pedal driving
As is the case in battery-electric vehicles, a hybrid utilises regenerative braking (RB). To put it as simply as possible, when the car is coasting it uses the vehicle’s forward momentum through the drivetrain to spin a generator that generates electricity, which, in turn, feeds into the high-voltage hybrid battery.
It’s like free petrol, or, more accurately, free energy. If you didn’t have a generator that kinetic energy would just have gone to waste. You can alter the intensity of the regeneration in most cars that make use of the technology, but you must sift through the infotainment system’s menus. Toyota, however, has made it easy: use the transmission lever to select B (it sits under D), which priorities brake regeneration.
The instrument cluster provides you with constant feedback on the efficiency of your driving style.
To give you an example, when you’re coasting on the highway you don’t want too much regeneration – you want the car to coast quickly so that you can better modulate the speed, but when driving in built-up areas, you want maximum regeneration to take advantage of all those times when you’re slowing down. In what that does is makes your throttle pedal both your brake and your accelerator, because as soon as you get off the throttle the car is feels like it’s actively braking… in fact, it turns on the brake lights for you.
That relaxing type of motoring is part and parcel of the hybrid driving experience, because you inevitably become very aware of your car’s indicated fuel consumption figures and endeavour to get it down as low as possible by adopting an efficiency-minded driving style. It becomes like a challenge and it’s quite fun.
Price and after-sales support
The Corolla 1.8 Hybrid SX costs R439 000, which includes a 3-year/100 000 km warranty and 6-services/90 000 km service plan. The hybrid battery has a separate 8-year/195 000 km warranty.
The Corolla 1.8 Hybrid SX begs the question: What more could you want from a “daily driver”?
Verdict
Cars.co.za Consumer Experience Manager Hannes Oosthuizen and I drove the Corolla hybrid extensively and both of us came to like the Japanese compact sedan a lot. It’s a great daily driver; it’s smooth; it’s comfortable; it’s pretty fast (for what it is); very efficient and, not least, supremely practical.
R439 000 gets you one of these. Now when you consider that a top-spec Volkswagen Polo (apart from the GTI hot-hatch version) retails for R426 100, Toyota’s newcomer represents a lot of car for your money.
How much more you could want from a daily driver? There really is a lot to be said for a good sedan (bearing in mind that its boot capacity is probably larger than that of a similarly sized crossover – at least in default configuration)… and I think this is one of the better ones, especially at this keen price point.
The BMW X7, the Munich-based firm’s largest SUV, has received an update and the new-look model has made its debut at the 2022 New York Motor Show.
The New York International Auto Show is taking place from 15-24 April 2022 and BMW has used the event to showcase its latest wares, including an enhanced BMW X7 SUV with a new look and technology and engine upgrades.
The talking point in terms of design is the new horizontally split LED headlights with the upper section featuring daytime running lights and matrix LED headlights seen in the lower section. The large kidney grille gains an optional Iconic Glow illuminated grille and for the first time the X7 can be equipped with 23-inch BMW Individual wheels. The rear end gains new LED light units with 3D graphics and BMW has also updated its M Sport packages and added a new Sparkling Copper Grey metallic body colour to the range.
Key interior features include a large 12.3-inch instrument cluster and an even larger 14.9-inch infotainment system with the latest BMW Operating System 8. BMW has also added standard features such as Comfort Access, panoramic glass sunroof and heated front seats. If you look carefully, you’ll spot the gear knob has been removed, in favour of a much more discrete gear selector.
The X7 can seat 7 passengers as standard but it can be had as a 6-seater with 2 comfort seats in the second row as an option.
The BMW X7 gains some power increases with the addition of 48-volt technology.
In terms of engines, the 3.0-litre, 6-cylinder petrol engine and the 4.4-litre twin-turbocharged V8 engine now feature 48-volt mild-hybrid technology. The 40i features a 280 kW and 520 Nm punch, giving it a claimed 0-100 kph sprint time of just 5.8 seconds. Then there’s the mighty M60i with a new 4.4-litre V8 turbo which produces 390 kW and 750 Nm. This monster is good for a 0-100 kph in a claimed 4.7 seconds.
Sadly, the M50d engine has been discontinued, and for the diesel fans, they’ll have to make do with the updated 40d with 259 kW and 720 Nm. All engines are mated with an updated version of the 8-speed Steptronic Sport transmission.
An adaptive 2-axle air suspension with electronically-controlled dampers is standard while Integral Active Steering is optional on all derivatives, barring the X7 M60i xDrive. More so, additional driver assistance features have also been added to the package including Parking Assistant, Trailer Assistant, Reversing Assistant and Manoeuvre Assistant.
BMW South Africa has confirmed that its updated X7 will be hitting dealers in the last quarter of 2022.
The covers of the brand-new 2022 Lamborghini Huracan Tecnica have been whipped off, revealing a track-ready weapon.
The new Lamborghini Huracan Tecnica is positioned between the entry-level rear-wheel drive Huracan Evo and the wild Huracan STO. Lamborghini says the Huracan Tecnica has been engineered to be fun on both track and road.
Lamborghini Chief Technical Officer, Rouven Mohr, speaking at the reveal in New York said, “The car is really the perfect bridge between the standard EVO and the STO. The STO is purely for the track and the EVO is the daily use car,”
Essentially, the Hurcan Tecnica is based on the entry-level Evo, but features the higher-specced engine from more potent Huracan derivatives. The screaming naturally-aspirated 5.2-litre V10 in the Tecnica punches out 470 kW and 565 Nm – the same as the hardcore STO. Lamborghini says this engine has been enhanced for a sharper sound at high revs.
A technical highlight is Lamborghini’s LDVI (Lamborghini Dinamica Veicolo Integrata) management system that controls the rear-wheel steering, torque vectoring and traction control to achieve its lofty dynamic performance.
All that shove is sent to the rear wheels via a 7-speed dual-clutch transmission and the Italian supercar brand claims its new product can run from 100 kph in just 3.2 seconds and will top out at a claimed speed of 325 kph.
Mohr added, “You can say [the Huracan Tecnica] has three different souls performance, fun to drive, and lifestyle.
A track weapon for the weekend, anyone? The Tecnica might be for you.
Visually, you can spot the newcomer with its fairly restrained body kit. There’s no craziness, unlike the Huracan STO, but there are some really cool design elements taken directly from some of the concepts and special limited-edition models. The headlight unit comes straight from the Sian, while the side window is similar to that of the Essenza SCV12, for example.
At the rear, there’s a lightweight carbon fibre cover for the engine, new-look exhausts and a rear diffuser. The rear spoiler is said to give a 35% enhancement in downforce in comparison to the Evo. Interestingly, drag is reduced by 20%, which means a higher top speed.
The Huracan Tecnica is not a limited-edition either, so best you start saving. As far as product life-cycles go, the Huracan is approaching its end of life, so we’re expecting a few interesting surprises in the next year or so.
The Red Star Raceway on the outskirts of Delmas is well known as a race circuit and track school, but there is a whole lot more to the Mpumalanga motorsport facility, which has evolved into a multi-purpose venue and a lifestyle resort for petrolheads and their families.
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To local motorsport enthusiasts, Red Star Raceway (RSR) is renowned for delivering enthralling racing, tremendous spectator value (by way of well-organised and supported events), quality track training, plus fun and entertainment for families. But that’s only half of the story… Since 2009, the owners of Red Star Raceway have continuously developed and upgraded its facilities to become one of the best and preferred racing tracks in Africa.
Conveniently located just 34 km from OR Tambo Airport to the east of Johannesburg (the complex is situated next to the N12), Red Star Raceway has a tight, winding layout consisting of 5 straights and 13 corners; this bi-directional track was designed to provide a challenge for competitors (drivers and riders of all skill levels), as well as maximum spectator value.
The main stand provides the best seat in the house – it overlooks not only the start-finish straight, but provides a great view of hairpin bend. The track’s surface was chosen to limit tyre degradation and is painstakingly maintained and cleaned after every race meeting to ensure that customers, the riders/racers and spectators have the best possible experience.
Track facilities include The Square restaurant, which provides all the tried and tested favourites, from burgers to dagwoods, to wraps and salads, Turn 14 – a fully-stocked bar – and Trend Bend, which stocks motorcycle gear, including racing tyres and accessories.
Red Star Raceway hosts numerous motorsport club and championship events (for two wheels and four), but activities are most certainly not limited to weekends. The expanded complex hosts various training programmes, track days and a host of other activities.
Featuring a 400 m run and a 400 m runoff, Red Star Raceway’s drag strip is part of the main circuit, so the particularly smooth surface has the same care and attention lavished on it.
The skid pan, in turn, allows drivers to safely practice their skills in low-grip conditions (it simulates wet weather, in which skidding and aquaplaning can happen) so that they can recognise loss of grip and learn to regain control of their vehicle to avoid traffic incidents.
Meanwhile, a gymkhana track is set up for amateurs and professionals alike; the skid pan is part of the course so that driving enthusiasts can “get sideways and drift the day away.”
Track days are scheduled for Wednesdays and Fridays for cars and bikes, with Saturdays and Sundays reserved for bikes. A car track day is hosted on the final Sunday of every month.
Rider training is normally scheduled for Sundays. The courses offered cover all levels of competency: Beginner, Beginner Level 2, Intermediate and Advanced. The Red Star riding instructors are all highly experienced riders and will help you feel at ease in no time!
Other two-wheeled activities include pillion rides and fun on the BMX & Freestyle dirt track.
What really sets Red Star Raceway apart from most race circuits in South Africa, however, is that it’s not simply a basic motorsport facility; it has gradually evolved into a fully-fledged lifestyle resort, replete with luxury accommodation, camping facilities and many amenities.
The owners say that one of their primary objectives with Red Star Raceway was to create an environment in which families could enjoy the complex just as much as the riders/drivers do. Ideally, Red Star Raceway is not only a venue that you visit for a day, but a place where you, your friends and/or family can stay while you enjoy everything that the complex offers.
There are various forms of accommodation available at Red Star. The recently constructed RSR Lodge, for example, comprises 10 luxuriously appointed self-catering 3-person units that are equipped with a double bed, pull-out couch, TV with full DSTV bundle, wifi, aircon, cutlery and appliances, a boma, indoor braai area and an en-suite bathroom with shower.
There are also six RSR Cabins, which are smartly finished 2-person wooden huts with en-suite bathrooms (including a bathtub). Units 3 and 5 are equipped with 2 single beds and Unit 1, 2, 4 and 6 are furnished with double beds. Apart from those, patrons can book one of nine standard wooden huts with 2 single beds apiece. Braai facilities are provided.
What’s more, Red Star Raceway also offers a well-appointed 40-site camping ground, which is complemented by a pool, as well as entertainment and kiddies play areas.
The complex also offers other non-motorsport-oriented pursuits; you can bring the kids to The Aviary and join a guided tour every Saturday & Sunday at 3pm. Other programmes, such as Red Star Running, including park runs, as well as cycling routes, add to the lifestyle vibe.
Suffice to say, Red Star Raceway has many more plans for future development. With its friendly and helpful staff, Red Star Raceway is always keen to accommodate companies, groups and individuals that would like to make use of its venue and facilities (including executive pit and storage container hire), also for the purposes of hosting special events.
Visit their website to find out more, including about upcoming events, make bookings and/or enquiries. You can also find Red Star Raceway on YouTube, Instagram and Facebook.
Honda Teases 2 New Electric Sports Cars
Honda has laid bare its electrification plans, revealing an intention to launch a flurry of fresh electric models by 2030. As this latest teaser image suggests, at least 2 of those will be dedicated sports cars…
Japanese automaker Honda has announced plans to greatly transform its business, making massive investments in electrification and software technologies. The firm says it plans to launch 30 new battery-powered models globally by 2030, with an annual production volume exceeding 2 million units.
At least a couple of those new electric vehicles (EVs) will take the form of sports cars, with Honda saying its “passion to offer fun” driving characteristics to its customers will continue “even in the era of electrification”.
“Honda will globally introduce two sports models, a specialty and a flagship model, which will embody Honda’s universal sports mindset and distinctive characteristics,” the company said, releasing just a single (frustratingly low-resolution) teaser image showing the pair of shapely performance vehicles under wraps.
The Hamamatsu-based automaker revealed no other details about the upcoming sports cars, but logic suggests the flagship model will serve as an all-electric successor to the NSX. And the other? Well, your guess is as good as ours. Maybe we’ll see the revival of a since-departed nameplate (could the S2000 return?) or perhaps this “specialty” model will see the establishment of an entirely new badge. Time will tell.
Regardless, Honda’s upcoming electric line-up will run from what the company terms “commercial-use mini-EVs” (likely reserved for its domestic market) all the way through to “flagship-class models” (such as a reinvented NSX). In fact, one of the slides from the presentation even suggests an electric bakkie is on the cards. Battery-powered Ridgeline, anyone?
We’ve had to wait a while for Isuzu’s new D-Max to go on sale in South Africa, but the Japanese brand has finally launched the 7th-generation D-Max on local soil. Cars.co.za journalist, Gero Lilleike, had the opportunity to experience the new D-Max at its local launch in Gqeberha, Eastern Cape. Does the new D-Max have what it takes to shake up the double-cab bakkie market?
The introduction of the new, locally-assembled D-Max is a big deal for Isuzu South Africa. The bakkie is built right here in Gqeberha, not only for South African customers but for customers all over Africa – and the world. Isuzu’s business is underpinned by its diesel-engine technology and the firm is the largest diesel engine producer in the world, having produced well over 80-million oil-burning engines to date.
Isuzu has a strong reputation for reliability and, as such, the outgoing D-Max was one of the best-selling bakkies in South Africa alongside the Toyota Hilux and Ford Ranger. Now, with the new D-Max finally in local Isuzu showrooms and with no fewer than 24 derivatives available across 3 body styles (Single Cab, Extended Cab and Double Cab), there’s a D-Max to suit every need and budget, whether it be as a workhorse or leisure vehicle.
Isuzu D-Max Moves Upmarket
The D-Max’s interior execution is a huge improvement over the outgoing D-Max.
While the outgoing D-Max’s capability as a workhorse has never been in question, the Japanese bakkie was widely criticised for being too utilitarian to compete in the hugely popular “leisure double-cab” market.
Well, with the new D-Max, Isuzu has well and truly upped the ante in terms of interior execution, refinement, specification and safety in an effort to ensure that the bakkie can make a meaningful impact in this cut-throat segment.
The D-Max shares its cabin architecture with the 7-seater Isuzu MU-X Adventure SUV, which came to market in late 2021, and the cabin represents a marked improvement over that of the previous-generation D-Max.
Range-topping derivatives are trimmed in leather upholstery and soft-touch surfaces, while the fascia design exudes a modern look and feel. Moreover, potential D-Max buyers will be pleased to know that perceived interior build quality, as well as general fit-and-finish, are much improved over those of the outgoing generation.
The new infotainment system ranges from 7- to 9-inches in size (depending on the trim level) and while it’s a rudimentary system in terms of its menu layout, it does offer Android Auto and Apple CarPlay compatibility, which many buyers will find useful. The system, however, is not class-leading and is no match for the SYNC2 system found in the current Ford Ranger, for example.
The newly-designed seats are extremely comfortable and supportive, the latter courtesy of generous bolstering. The steering column is adjustable for rake and reach, which makes it easy for drivers of all sizes to get comfortable behind the ‘wheel.
Isuzu’s new infotainment system is Android Auto and Apple CarPlay compatible.
Isuzu has also ramped up the D-Max’s safety equipment; the range-topping V-Cross derivative is equipped with Isuzu’s Intelligent Driver Assistance System (IDAS), which uses a stereo camera mounted behind the windshield to scan the environment ahead for vehicles, pedestrians, bicycles, obstacles and lane markings.
IDAS includes features such as adaptive cruise control, blind-spot alert, lane-keep assist, lane-departure warning, driver-attention assist, autonomous emergency braking, turn-assist, pedal misapplication mitigation and forward collision warning. Up to 8 airbags are fitted, including a centre airbag in the V-Cross only (an industry first), which prevents the front passengers from colliding with each other in the event of an accident.
Interior execution aside, the new D-Max exhibits significantly more kerb appeal thanks to a muscular exterior design with a bold grille and “dragon eye” LED headlight design. Isuzu also offers a range of accessories to further enhance the look of the vehicle – when the D-Max is fully kitted, it’s undoubtedly one of the most striking bakkie offerings now available in South Africa.
The new D-Max’s ride quality and refinement are notably improved over its predecessor.
The big news for the new Isuzu D-Max is the inclusion of a new 110 kW/350 Nm 1.9-litre turbodiesel engine, which is offered alongside the familiar (but updated) 140 kW/450 Nm 3.0-litre turbodiesel. We’ve already tested it in the new MU-X.
Both engines are paired with either a 6-speed manual or 6-speed automatic transmission (across all 3 body styles) and are available in either 4×2 or 4×4 configuration. As such, the new D-Max really does cater for a diverse clientele.
Isuzu had both extended cab and double cab derivatives – in various trim grades – for us to assess on the launch. The launch route comprised about 250 km of highway driving, as well as about 80 km of gravel travel.
The first leg of the drive was conducted in the D-Max 1.9TD LS Double Cab. We had barely driven 10 km and it was already abundantly clear that the D-Max’s ride quality was notably improved over that of its predecessor courtesy of a new 3-blade rear leaf spring suspension (previously 5) and, undoubtedly, the exhaustive local development programme that the Japanese marque conducted before commencing production of the new bakkie in Gqeberha.
This will undoubtedly go a long way to win favour with buyers in the leisure double-cab segment. The D-Max took the poor road surfaces of the Eastern Cape in its stride and managed to deliver not only a comfortable driving experience… it also remained composed when cornering briskly on roads that had no shortage of dips and undulations.
The performance of the new 1.9-litre turbodiesel engine was rather impressive too – it offered reasonably strong acceleration up to highway speed and just about sufficient punch for executing overtaking manoeuvres, plus we also found the 6-speed automatic transmission very well matched to this engine’s characteristics. We were also impressed by how quiet and refined this engine was, even during high engine loads, which is a testament to Isuzu’s diesel-engine prowess as well as sufficient measures to suppress noise, vibration and harshness (NVH) in the new D-Max. As an example, this engine is far more refined and tractable than the 1.9-litre turbodiesel engine we recently tested in the Peugeot Landtrek.
The D-Max is offered with 2 engines and 3 body styles in either 4×2 or 4×4 guise.
As far as towing capability is concerned, the 1.9-litre diesel engine has a maximum braked trailer capacity of 3 100 kg and a payload of 1 000 kg, while the 3.0-litre D-Max offers a tow capacity of 3 500 kg and a 1 200 kg payload.
We also spent some time driving the 3.0-litre D-Max LSE automatic Extended Cab and, from the outset, it felt noticeably punchier and willing to get a move on than its 1.9-litre counterpart. It must also be noted that the steering feel is quite light, which is useful in urban driving situations… but still relatively responsive to inputs at speed. Overall, the D-Max displayed noteworthy road manners in less-than-ideal driving conditions with poor road surfaces and strong crosswinds.
This performance was again highlighted when “tar became gravel” and, unsurprisingly, the D-Max felt right at home in the dirt with a comfortable disposition that deserves applause. Unfortunately, we didn’t have time to drive the D-Max 4×4 on launch (we will be testing the D-Max 4×4 soon), but enthusiasts may be happy to know that 4×4 derivatives are equipped with the familiar 4×4 shift-on-the-fly dial in the centre console, which provides easy access to 2H, 4H and 4L modes (to suit prevailing road conditions), as a well as a rear differential lock. Wading depth has also increased to 800 mm (previously 600 mm). More so, features such as hill-start assist and downhill assist are also standard on 4×4 derivatives.
Summary
The new D-Max is likely to attract new clientele and will appeal to a broad audience with a variety of needs.
The execution of the new-generation D-Max represents a significant leap forward for one of South Africa’s most beloved bakkie models. Not only does it look the part, but the D-Max’s cabin is now on par with what’s on offer in the segment. The D-Max’s enhanced refinement (both in-car and on-road) is a major highlight and prospective buyers are likely to appreciate the newcomer’s sharper road manners too.
While the D-Max’s on-paper range-topping engine outputs fall marginally short of what’s available in the Toyota Hilux and Ford Ranger line-ups, its real-world performance is competitive and is unlikely to disappoint. Besides, the smaller-capacity (1.9-litre) turbodiesel engine is an excellent entry point into the range – it should please fleet buyers and motorists who don’t need the additional towing and payload capacity that the 3.0-litre derivatives offer.
With a competitive pricing structure, as well as a 5-year/120 000km warranty and roadside assistance, 5-year/90 000 km service plan and 5-year anti-corrosion warranty, the D-Max is likely to sustain – and probably improve upon – its local sales success. We will have the Isuzu D-Max on test soon, so be sure to look out for a more thorough evaluation in the near future.
2022 Subaru Outback Review – Is this the SUV that offers everything?
The Subaru Outback is well known for its offroad skillset, but Ciro De Siena discovers there’s so much more to it than just gravel driving. In this video review, we look at the features, safety tech and how it copes in the city.
Our video guy, Ciro De Siena, recently spent a week with the latest Subaru Outback and while he didn’t have the opportunity to venture far from the city, he was surprised to find that besides its well renowned offroad credentials, the Outback was superb in the urban jungle too.
In this review, we take a very detailed look at the Outback, from all the interior features, extensive safety tech, the clever roof racks, the automatic tailgate, and boot space/cargo area, and we tackle the worst of Johannesburg’s roads, which aren’t difficult to find.
Electrification ‘Not the Answer’, Says Aston Martin Design Boss
The head of design at Aston Martin says although electrification may well bring about a Golden Age of automotive design, it is quite simply “not the answer”…
Marek Reichman, the chief creative officer at Aston Martin, says electrification is “not the answer” to the industry’s long-term goal of reducing automotive emissions.
“Electrification is not the answer; it is a stage on our journey to zero fuels, but it is not the answer,” he told Drive.
According to the 56-year-old Englishman, there are a number of obstacles standing in the way of the sustained success of electric vehicles (EVs).
“You will never be able to recharge an EV in two minutes like you refuel now. The convenience will never be there. Then there’s the raw materials needed to produce enough batteries for the number of cars we produce today. Right now, many millions of cars are produced every year. Where are the minerals for those batteries going to come from? Every year?
“Then we have to think about national grids; the electrical infrastructure. Charging stations are not the solution; neither is home charging on existing grids,” he said.
So, what is the answer? Well, Reichman suggests the internal combustion engine (ICE) may well survive, pointing towards biofuel as a potential solution. He also believes hydrogen fuel cells have potential.
“The legislation really starts to change in 2027, 2028 through to 2030 in terms of emissions regulations. Is that going to be the last call for internal combustion engines?”
“I see it living as long as it possibly can; as long as the legislation will allow, because there are customers who love and want those types of cars. And once we get deeper into zero fuels then there’s more chance of an ICE unit surviving.”
“At the end of the day, the tailpipe is going to be where companies will be legislated. So biofuel or a hydrogen fuel-cell offer potential solutions here.”
Interestingly, his comments came while he was in Australia to present the new Valhalla to local media. The supercar, of course, combines a twin-turbo V8 petrol engine with a pair of electric motors.
Still, Reichman says the shift towards electric powertrains – and the packaging freedoms that come with this type of propulsion – has at least set up the industry for what he terms a “Golden Age” for design.
“If people are brave enough, you can uncover very, very different solutions to all those questions [of packaging] because now they’re not constrained, particularly in our segment, to housing a V12 or V8 or even a V6. But if you can eliminate those lumps you’ve got more freedom in terms of the language of the car.”
The wait for the all-new, locally built Isuzu D-Max is finally over! Let’s take a look at pricing and specifications for South Africa’s newest bakkie entrant…
Following a significant investment of R1.2-billion in 2019 to upgrade its Struandale production facilities in Gqeberha, Isuzu is finally launching its all-new D-Max bakkie on local soil. The investment has secured at least 1 000 jobs and as many as 25 000 jobs throughout the supply chain in South Africa.
Minister of Trade, Industry and Competition, Ebrahim Patel and Isuzu CEO, Billy Tom, rubbing elbows in Gqeberha.
Last year, a government delegation, including Minister of Trade, Industry and Competition, Ebrahim Patel visited Isuzu’s facilities in Gqeberha and met with Isuzu CEO, Billy Tom.
“Our focus remains on being able to ensure the sustainability of Isuzu’s operations in South Africa. We are committed to transformation and believe that an inclusive economy is the foundation to economic prosperity for all citizens. We ascribe to the 2035 vision of the South Africa Automotive Masterplan to be a globally competitive and transformed industry that actively contributes to the sustainable development of South Africa’s productive economy,” said Tom.
Unpacking the SA line-up for the new Isuzu D-Max
The new Isuzu D-Max has the look and it’s bound to win South African hearts
The new D-Max, with its bold and imposing styling, is set to ruffle a few feathers now that it’s finally gone on sale in local showrooms.
The 2022 Isuzu D-Max is built to suit various customer needs and buyers will be able to choose from single-cab, extended-cab and double-cab body styles. Sharing its underpinnings with the new Mazda BT-50, the D-Max is powered by a revised 3.0-litre turbodiesel engine with 140 kW and 450 Nm in conjunction with a 6-speed manual or 6-speed automatic transmission.
But that’s not all, the D-Max will also be offered with a 1.9-litre turbodiesel engine with 110 kW and 350 Nm of torque.
More so, the new D-Max will undoubtedly look to build on its reputation as a formidable off-road vehicle and features 240 mm ground clearance and an 800mm wading depth. Approach, departure and break-over angles are improved too and an electro-magnetic differential lock is fitted to 4×4 derivatives.
The new 23-strong D-Max range starts with the single-cab D-Max which is offered only with the 1.9-litre engine, while the extended-cab and double-cab D-Max models are available will either the 1.9-litre or the 3.0-litre turbodiesel powerplants. Each body style is furthermore offered in either 4×2 or 4×4 guise.
Trim grades include Standard and L for the single-cab variants, while the extended cab derivatives are offered in Standard, L, LS, LSE and LSE trim. As for the double-cab D-Max, trim grades include L, L, LS, LSE and the range-topping V-Cross trim.
As for the interior, the new D-Max is vastly improved over the outgoing model, with modern infotainment systems and connectivity solutions as well as a range of comfort and convenience features that customers in this segment have come to expect.
A brief look at 2022 Isuzu D-Max specifications
The entry-level Standard trim level ships with items such as a basic audio system (featuring a radio, CD player and Bluetooth), manual air-conditioning, an immobiliser, follow-me-home headlamps and tilt-and-telescopic adjustment for the steering column. Safety features include dual front airbags, ABS with EBD and brake assist.
The L specification level, meanwhile, adds items such as an alarm, electric windows and audio controls on the steering wheel. Safety is further enhanced with the addition of IsoFix child-seat anchors in the double-cab variants. One step up, the LS trim includes 17-inch alloy wheels, a 7-inch infotainment screen, Wi-Fi connectivity, 6 speakers, USB ports (fore and aft), cruise control, 7 airbags, halogen daytime-running lights, a reversing camera and black side steps.
In LSE models, the diameter of the wheels grows to 18 inches, while tyre-pressure monitoring is added. The infotainment system upgrades to a 9-inch screen and two extra speakers are added, while a passive entry start system also features. Additional enhancements include LED head- and taillamps, dual-zone automatic air-conditioning, front and rear park assist, a tow bar, roof rails and a tubular chrome sports bar.
The V-Cross specification level sits at the very summit of the D-Max range, boasting items such as leather seats (with 8-way power adjustment), 8 airbags and automatic high-beam activation for the headlamps. It is further differentiated by gun-metallic finishes for the grille, fender flares, door handles, side-mirror caps, roof rails and the hooped sports bar.
Finally, the V-Cross gains a raft of active driving safety features, including forward collision warning, autonomous emergency braking, adaptive cruise control, lane departure warning, rear cross traffic alert and a multi-collision braking system that automatically applies the stoppers when the airbags are deployed.
