The rights to the Alpina brand have been secured by the BMW Group, though exactly how the name will be used – and particularly how it will be positioned with regards to the M division – remains unclear…
The BMW Group has announced that it has acquired the rights to the Alpina brand in an attempt to “secure the future” of the small-series manufacturer as the industry continues its rapid shift towards electromobility.
While the particulars of the deal – which we should point out is subject to various suspensive conditions – remain under wraps with both parties agreeing not to disclose any financial details, we do know the existing long-standing co-operation agreement will run until the end of 2025, with Alpina likely to retain its focus on combustion-engined BMW models until then. Thereafter, BMW rather cryptically says the co-operation will continue “but in a different form”.
The German giant says the acquisition of the 57-year-old Buchloe-based firm will bring “even greater diversity to its own luxury-car range”, though points out the transfer of trademark rights and the resulting discontinuation of the current Alpina vehicle programme at the end of 2025 will “have implications for existing jobs” at the Buchloe facility.
Still, BMW says it plans to support Alpina with the “necessary adjustments to the workforce” over the coming years, before offering any employees not able to continue working at the Buchloe site at the end of 2025 a new position with the BMW Group, suppliers or development partners.
“The automotive industry is in the midst of a far-reaching transformation towards sustainable mobility. For that reason, existing business models need to be re-examined on a regular basis,” said Pieter Nota, member of the BMW Board of Management responsible for Customer, Brands and Sales.
“For over fifty years, the Buchloe firm has demonstrated how to deliver top-quality car cachet through meticulous attention to detail. The BMW Group is also driven by this same passion for cars that capture the imagination. That is why we are now embarking on a new chapter in our long-standing partnership. Acquiring the trademark rights will allow us to shape the long-term course of this brand steeped in tradition. We are delighted to welcome the Alpina brand to the BMW family,” Nota added.
BMW points out that “transformation towards electromobility and increasing regulation worldwide – particularly emissions legislation, software validation and requirements for driver assistance and monitoring systems – [will] result in significantly higher risks for small-series manufacturers”, despite the fact 2021 was the most successful year in the history of Alpina.
Andreas Bovensiepen, Alpina’s co-managing director, says the company “recognised the challenges facing the automotive industry early on and are now setting the right course for Alpina”, adding this “marks the beginning of a new chapter”.
“We made a conscious decision not to sell Alpina to just any manufacturer, because BMW and Alpina have worked together and trusted one another for decades. That is why it is the right decision strategically for the Alpina brand to be managed by the BMW Group in the future,” said Bovensiepen.
It’s not yet clear how BMW plans to differentiate the Alpina division from its existing high-performance M sub-brand. Still, one possible upside for South Africans is the fact this move could increase the likelihood of Alpina products eventually being officially offered on local shores. After all, the only thing better than one performance division from BMW is two…
The Cape 1000 Diary – Day Two
Touring with vintage cars over long distances always serves up surprises, as Hannes Oosthuizen found out.
Photos by: Devin Paisley, Dieter Pey, Duwyne Aspeling, Stefan Kotze, JoNo Nienaber
The second day of the inaugural Cape 1000 vintage and exotic car rally covered a distance of 474.4km. This is not a distance to be sneezed at – particularly when you’re in a car from the ’50s, without air-conditioning and a roof!
Nevertheless, my co-pilot Greg Marucchi and I set off determined from Hermanus to improve on our seventh place (out of 36 runners), in the Cape 1000, which pays tribute to various classic car regularity rallies from around the world. We started at Gearing’s Point in Hermanus and it was fantastic to see the public support for the event, even in its first year.
The day started off hot, but cloud cover provided some protection in the Healey.
Freshly washed, our Healey felt eager in the crisp morning air as we pushed first towards the direction of Gansbaai, and then started heading inland towards Caledon and Riviersonderend. Cloud cover in the early morning meant that the cockpit of the Austin-Healey was a relatively comfy place to be, even though it doesn’t really suit drivers taller than 1.7m.
For the start of the first Regularity section, we headed to Birkenhead Brewery, and decided to forego the suggested comfort break, and instead tackle the first timed session immediately. An unexpected roadworks stop/go played into our favour, and we managed to complete the first regularity section quite comfortably and in good time, but our fellow participants weren’t as lucky. Consequently, the first regularity section was scrapped… a pity, as we think we did quite well.
The route then took us towards Napier (still with plenty of cloud cover) and the Healey was singing along sweetly, driver Greg enjoying the responsiveness of the engine. The cloud cover continued through our regularity section that took us to Swellendam, and we thought we were, as they say, “in the pound seats”.
But then the clouds lifted and the temperatures started rising. Outside of Swellendam, we headed for the Tradouw Pass, a spectacular piece of road that is a must for any driving enthusiast. Greg pushed the Healey hard, and it delivered.
Tradouw Pass, a must-do for any driving enthusiast, just outside Swellendam.
As we reached the Cape 1000 Cafe at the summit of the pass, I got a call from my colleague Ciro (piloting the ’67 Citroën DS19), and my blood froze. He said he had a problem… that the Citroën wouldn’t start. Not being able to assist in person was difficult to accept, but I knew the Cape 1000 crew or, as it turned out, a competitor, would have the solution. The driver of the Porsche 356 competing in the same category as our Healey immediately spotted a disconnected distributor lead, and once that was connected, the DS ran faultlessly for the rest of the day.
Sadly, this was not the destiny of the Healey. On the other side of the Tradouw Pass, the clouds disappeared and the ambient temperatures rose sharply. We got a notice of troubles to come when the Healey was difficult to start after refuelling in Montagu (which was brought to a standstill when multiple Lamborghinis stopped for fuel at the same time), and as we started the next Regularity section, the Healey started coughing and farting. We could simply not achieve the required average speeds, and it seemed like our steed was slowly “dying”. Near Stettyn Wine Farm, the Healey finally gave up, and ground to a halt, signalling an end to our challenge in the competition… or so we thought.
Ciro struggled to start the Citroen this morning. A loose baguette was diagnosed as the problem and they were soon on their way.
Given all the symptoms, it seemed like fuel starvation was the most likely cause, but help soon arrived, and we were towed to Kelkiewyn, where the car’s owner replaced the car’s battery and soon sent us on our way again, to our surprise.
Still, the temperatures kept rising and when we hit the iconic Franschhoek Pass our dream of a fun drive was soon spoilt by the stark reality that our Healey was still suffering. We barely made the summit, the British sportster spluttering and smoking, but we crested and then managed to coast our way down into town and to the Franschhoek Motor Museum to end the day.
As it stands right now, the Healey has been towed to Cape Town for some serious attention, and we simply don’t know whether we will have a competitive car for tomorrow.
In the other Cars.co.za camp, things were looking better. After the distributor lead was fastened, the DS19 ran faultlessly, and even though driver Ciro de Siena had to stop to chase a bee out of the car (he is allergic), the team (with Duwyne Aspeling) still managed to finish third overall for the day and move up to fourth in the overall standings.
New and old enjoyed a day of nearly 500 km of scenic Western Cape roads.
Undoubtedly a hard day, I am however extremely upbeat. This is what I expected classic car rallying to be about, and the tough, hot conditions and the breakdown only added to the overall spectacle. Besides, we were not alone. One of the racing Alfa Romeo GTVs ran out of fuel, and a Porsche 911 also had to be towed at one stage.
Nearly 500 km later I am rather sunburnt and exhausted but look forward to the challenges that the next day of this incredible event will bring.
You can follow The Cape 1000 on Instagram here.The Cape 1000 is sponsored by Cars.co.za, SCL Travel, Silvercrest Super Car Insurance and Mix 93.8FM.
Hyundai Tucson (2022) Launch Review
With prominent brands either facelifting their models or introducing all-new offerings, the South African medium SUV segment is in for a shakeup in 2022. The 4th generation of the Hyundai Tucson, which has always been a popular choice in Mzansi, has finally arrived. We drove it at its local reveal in the Western Cape.
What’s new on the Hyundai Tucson
It’s clear Hyundai has adopted an entirely new design philosophy. Gone are the days when a Tucson or a Creta had an inoffensive exterior design that was easy to live with, but didn’t deserve a second glance on the driveway just before you made your way inside the house. But things have changed. This new Tucson has creases and zig-zag lines everywhere and the new cascading grille with integrated LEDs makes a real statement. It’s as distinctive an SUV as you’ll find in the segment and, because it’s based on a shortened Santa Fe platform, it’s actually a much bigger car than the model it replaces.
Length-wise, it’s 150 mm longer and its wheelbase has increased by 85 mm. The model’s width and height remain similar, while the ground clearance has been raised by 9 mm. Although the roofline seems to slope quite dramatically towards the tailgate, the load-bay capacity is up by 51 litres (539 litres), which makes the newcomer more practical in every measurable way than the 3rd-generation Tucson.
The engine range has gone through a mild redevelopment to improve efficiency and deliver more usable power, but for now (March 2021), there is only a naturally aspirated 2.0-litre petrol and a 2.0-litre turbodiesel to choose from in the Tucson line-up. Word is Hyundai will look at expanding the range to include a 1.6-turbopetrol at a later date, provided that it wouldn’t make the derivative/s too expensive.
With the introduction of a new platform, Hyundai has taken the opportunity to improve the body rigidity, while including more sound-damping measures, both of which reduce noise, vibration and harshness.
Is the Hyundai Tucson a good family SUV?
There is more legroom in the new Tucson and the boot is bigger than the outgoing model.
Over and above offering additional luggage space, the new Tucson also boasts better rear legroom (courtesy of its stretched wheelbase), so most aft occupants will be able to stretch out and relax. The rear seats have ISOfix child-seat anchor points and can fold down flat in a 60/40 split; we look forward to testing the Tucson’s utility space (which we expect to be significant) when we’ll do a full evaluation.
The standard connectivity spec is pretty good with a wireless charger fitted to every derivative, complete with an 8-inch infotainment system. Android Auto and Apple Carplay compatibility is also included on the standard features list, as are heated front seats (the Elite versions also feature a cooling function). Two USB ports are available upfront, with charging ports provided for rear passenngers.
The strengthened chassis has also improved the crash structure of the new Tucson, but Hyundai has nonetheless included more safety features in the higher-spec derivatives. Stability control is now available across the range, while the top-spec Elite version includes new features such as blind-spot collision avoidance, lane-keeping assist, main-beam assist and forward-collision avoidance assist. This increase in safety specification is likely a move to keep the model on par with offerings from the Chinese contingent, such as the Haval H6, which offer all the modern safety features at keen price points.
The Tucson may look like it’s from outer space, but inside it’s pure Hyundai, with unimpeachable interior build quality. All the panels feel securely fastened and there’s not a creak to be heard from prodding any of the trim. The materials are mostly soft-touch and durable. It may not quite be as fashionable on the inside as its bold exterior design suggests, but it feels like a top-tier product within its segment.
What are the engines like?
The 2.0-litre turbodiesel would definitely be our choice of engine in the current lineup.
We were only afforded the opportunity to drive the 2.0-litre petrol model in Elite guise. For all the talk of development on the 2.0-litre naturally-aspirated engine, including a lighter (all-aluminium) block, an integrated thermal management module and continuously variable oil pump, the engine now produces exactly the same power (115 kW) and less torque (192 Nm vs 196 Nm) than its predecessor.
If there’s something an SUV needs plenty of, it’s torque (or pulling power), because this helps to get heavier cars moving from a standstill and improves in-gear acceleration. Although the 2.0-litre petrol motor’s claimed 8.9 L/100 km consumption figure looks encouraging, the Tucson sits at the bottom of the pile when it comes to power and torque figures compared with its segment rivals.
This engine is fitted with a 6-speed automatic transmission and while the gearbox shifts quickly, we found it constantly hunted for the appropriate ratio to keep the powerplant in the optimal torque zone (at 4 500 rpm). This engine and gearbox combo would best suit in-town (lower-speed) driving, because once you’re out on the freeway or open roads, it can be frustrating to maintain speed or accelerate.
The 2.0-litre turbodiesel, on the other hand, has improved power and torque outputs (up 7 kW and 16 Nm) over the previous diesel motor. If your budget can stretch to the flagship turbodiesel derivative, then it’s clearly the better choice for long road trips or holiday excursions. Furthermore, it uses an 8-speed automatic transmission, which is better at keeping the engine in the optimal torque zone.
What’s the Tucson like to drive?
The interior is well-built and features an acceptable level of spec across the range.
The new Tucson certainly rides firmer than the outgoing model and exhibits far less body roll when cornering. The steering is much better weighted and delivers more feedback, which is commendable, seeing as the outgoing model’s ‘wheel was particularly vague and made the car’s handling seem floatier than it actually was.
On bumpier stretches of road, the ride might be a little too firm for the average family car buyer, but the Tucson feels planted if you venture down a dirt road – it seems to settle nicely on washboard gravel.
Hyundai Tucson pricing and after-sales support
Tucson 2.0 petrol Premium
R519 900
Tucson 2.0 petrol Executive
R569 900
Tucson 2.0 petrol Elite
R634 900
Tucson 2.0 diesel Elite
R699 900
All Hyundai Tucson derivatives come equipped with a 7-year/200 000 km warranty and a 6-year/90 000 km service plan.
Summary
The new Tucson is a more desirable product than before with better standard spec.
The 2.0 Premium is the star here; Hyundai continues to specify its base-spec Tucson with all the essentials that the majority of family-SUV (medium-SUV) buyers are likely to require. It’s nice to see that with this new model’s introduction, additional active safety features have been made available for our market. Unfortunately, the petrol engine is a little underpowered, but it is there or thereabouts compared with similar units in the segment.
The torquey 2.0-litre turbodiesel is certainly the engine most would want, but it’s only available in the top-spec Elite derivative – Premium or Executive turbodiesels would be very welcome. Unfortunately, the cost of the engines available in Europe, which all feature mild-hybrid tech, would price the Tucson out of the market.
On the positive side, the 4th-generation Tucson is more spacious inside and Hyundai continues to set the segment standard when it comes to interior build quality and after-sales support (consider the 7-year mechanical warranty and 6-year service plan). If the market response to the recent crop of Hyundai SUVs (Creta and Santa Fe) are anything to go by, this model is bound to remain popular in Mzansi.
The Cape 1000 Diary – Day One
The highly-anticipated Cape 1000, a 1000-mile “tribute” to some of the world’s most historic races, has kicked off in Cape Town. Here are some of the highlights from the event’s first day.
Photos by: Devin Paisley, Dieter Pey, Duwyne Aspeling, Stefan Kotze, Jono Nienaber
After a festive registration “celebration” at the V&A Waterfront in Cape Town on Tuesday, which saw nearly 40 dream cars, ranging from a Concours-level restored ’56 Porsche 356 to a modern-day Lamborghini Aventador line up, and participants arriving from across South Africa, The Cape 1000 – which was but a dream a few months ago – finally became a beautiful reality.
I’ve always dreamt of participating in the Mille Miglia, or the Carrera Panamericana, or even the Paris to Peking, so kicking off what will hopefully become a series of petrolhead adventures on home soil is very exciting. The Western Cape definitely has some of the driving roads and scenery in the world, and the organisers of this event, Supercar Lifestyle, have worked them all into the schedule.
The 1 000-mile (approximately 1 600 km) route takes in some of the Western Cape’s best roads, with 60% of the distance being allocated to “Grand Touring” and the remainder being regularity stages, where drivers and their navigators have to work closely together and meticulously follow the stage’s timing and speed instructions to achieve success and, hopefully, accumulate some points.
The best-laid plans…
When Cars.co.za announced its support for the rally, our plan was to run our restored Ford Capri Perana. However, events are hardly ever predictable in the classic-car space, so I can’t say I was completely surprised when that car wasn’t finished on time. It did leave us with a bit of a problem, however…
The Perana (and my colleague, Ciro de Siena, as a driver) was entered into the Pre-1977 Classic category of The Cape 1000, and so his replacement vehicle had to be from that era, too. That ruled out all the other cars in the SentiMETAL Heritage Fleet, and so we had to look beyond our South African Specials and the only fitting vehicle was a 1967 Citroën DS19, part of the greater collection. Now, before you laugh, keep in mind that the DS actually had quite a successful rally career, and won the Monte Carlo Rally twice (in ’59 it was actually the less-complicated ID that won, but still…).
Ciro accepted the challenge and went shopping for berets and USB-powered air-conditioners and fans. You see, it’s a bit hot in the Western Cape at the moment.
Meanwhile, I had my own challenges. The organisers had already secured a beautiful ’57 Austin-Healey 100/6 for the event, but unfortunately (not for me, though), its crew couldn’t make the event, and so I ended up in the navigator’s seat (which is very small) of this iconic British sportscar, with my co-driver being none other than Greg Marucchi, a petrolhead I know well from his involvement in Concours SA.
The start
It truly was a fantastic sight to see such a staggeringly diverse line-up of cars show up at the Silo Hotel for the start. “My” Healey carries the number 102, which meant that we had to start second. Now, I’m not going to give you a full run-down of the specs and history of the Austin-Healey 100/6, but for the purpose of this article, you just need to understand a few things…
Firstly, it has no roof – well it has a roof, but putting it up would be useless (see point nr.2). Secondly, the drivetrain emits a lot of heat through the footwells, so it gets, um, toasty in there very quickly, and if you were to put the roof up, it would essentially turn into a mobile oven. Third, it also has no side windows – again, you can bolt some windows onto it, but that makes the already cramped cabin even smaller, and also keeps more of the heat in the cabin. So, we had to complete the near 400km route in searing heat, with no roof and no windows. Thankfully Ciro bought me a very nice hat in China Town when he went to look for all his mod-cons for the Citroën.
The route started in the Waterfront and wound its way around the Peninsula, taking in the spectacular Chapman’s Peak Drive, before heading for Gordon’s Bay and the stunning Clarence Drive along the coast. Next to the ocean, where the air was cool, it was sheer driving bliss, with the Healey impressing with its torquey power delivery and handling.
A temporary Cape 1000 Cafe was set up on Clarence Drive to give participants the chance to stretch their legs and for engines to cool down, because temperatures were rising.
As we headed inland and started climbing some hills, the higher ambient temperatures, coupled with the heat from the Healey’s engine, made driver and navigator alike sweat… a lot. Twice it looked like the Healey would overheat, but in both instances, Greg managed to get the temperatures back under control. It was touch and go, though!
Another challenge was that the car’s speedometer isn’t functional and that the odometer is marked in miles… while the route book is marked in kilometres. So I had to use an app on my phone to keep us on track (and in the points). Challenging indeed! Or rather… a baptism of fire!
The lunch stop at the Elgin Railway Market included a short gymkhana challenge, after which the convoy moved back towards the picturesque Theewaterskloof dam. The last rest stop was at the beautiful Benguela Cove Lagoon and Wine Estate.
From there, Greg got the opportunity to drive a rare Mercedes-Benz “Pagoda” SL back to the Arabella Estate, which gave me the opportunity to spend some time behind the wheel of the Healey. Gosh, the British car’s gearbox really isn’t very easy to get the hang of!
Given the sheer beauty of the imagery captured on Day 1 alone, The Cape 1000 is poised to become a highlight of South Africa’s annual automotive events calendar, and interest has already been expressed by international petrolheads. Tired but happy, I’m looking forward to Day 2… and praying for cooler temperatures. As does, I’m sure, the Healey.
Oh, and during evening proceedings it was announced that Ciro and Duwyne Aspeling in the DS managed to achieve fifth place in the Regularity Challenge, with me and Greg in 7th in the Austin-Healey. Not bad for first-timers!
The Japanese brand has introduced a pocket-friendly version of its bakkie for fleet owners and SMEs. Here are the specifications and pricing for the Mitsubishi Triton GL.
In the highly-competitive double-cab bakkie segment there are many brands jostling for sales. With the majority of sales being snapped by the ever-popular Toyota Hilux, the remaining brands have to fight for the remaining customers.
Mitsubishi is trying the value-added angle, and has launched the Mitsubishi Triton GL, which comes in at a much cheaper price than the rest of the Triton range.
“Fans of the Mitsubishi brand have shown overwhelming interest in a more robust commercial vehicle range, and MMSA is happy to oblige by introducing the Triton Double Cab GL,” explains Jeffrey Allison, General Manager: Marketing at MMSA. “This is but the first step in our intention to offer greater versatility in the commercial vehicle space and will draw more customers into the Mitsubishi fold. This aggressive price point on our Double Cab GL will without doubt also attract lifestyle consumers due to its accessibility, versatility and bold contemporary styling.”
Under the bonnet is a detuned version of the 2.4-litre turbodiesel motor. In GL trim, it has outputs of 100 kW and 324 Nm, and is paired to a 6-speed manual gearbox. There’s no 4-wheel drive here, with the vehicle being a 4×2 model. When it comes to fuel economy, the Mitsubishi Triton GL is said to consume 8L/100 km.
Despite its entry-level designation, features are adequate with a 75-litre fuel tank, 16-inch alloy wheels wrapped in 245/70R16 rubber, fabric seats, anti-lock brakes, halogen headlights, keyless entry, electric windows, and automatic air conditioning. If you want an infotainment system that is Apple CarPlay/Android Auto compatible, you’ll have to pay a bit more as it’s an optional extra.
How much is the Mitsubishi Triton GL in South Africa?
The Triton range is sold with a 3-year/100 000 km manufacturer’s warranty as standard, along with a 5-year/90 000 km service plan. Five-year/unlimited km roadside assistance is also included. Service intervals are set at every 10 000 km.
7 best-selling budget sedans in South Africa: February 2022
Is there still a market for a reasonably priced saloon? We’ve sorted through Naamsa’s detailed sales figures to identify the 7 best-selling budget sedans for February 2022…
The reveal of the new Volkswagen Virtus – a booted model that is destined to arrive in South Africa later in 2022 as the new Polo sedan – had us thinking: what’s the current state of the market for budget saloons on local shores?
While bakkies and hatchbacks typically dominate the monthly list of the country’s best-selling new vehicles (with a crossover and SUV appearing here and there), a deeper look at the figures suggests there’s still something of a market for budget-beating sedans, even if it’s not nearly as robust as it once was. A significant slice of that demand, of course, comes courtesy of the ride-hailing (Uber, Bolt etc.) industry, along with the rental and government channels.
So, we sorted through the statistics to pick out South Africa’s 7 best-selling budget saloons for February 2022, with three-box model ranges bearing a starting price of less than R300 000 qualifying for inclusion.
The best-selling budget sedan during the second month of 2022 was the outgoing Volkswagen Polo sedan, with the Indian-built model finishing on an impressive 818 units, almost doubling its January tally. Just under half of those (387 units) were registered as sales to the government, with 83 units coming via the rental channel.
The locally produced Toyota Corolla Quest grabbed second place with 575 units (down 166 units month on month), though 277 of those came courtesy of the rental industry. Despite shedding almost 200 units over January’s effort, third spot went to the seemingly evergreen Nissan Almera (286), with around 45% of its registrations likewise attributed to rental companies. Fascinatingly, the Almera was still Nissan’s top seller for the month, finishing ahead of the Magnite (211 units).
The Chinese-built Kia Pegas (170 units) settled in fourth place, with every single unit interestingly sold through the dealer channel. Fifth went to the Honda Amaze (123 units), which proved the Japanese firm’s best-selling product overall in February 2022 thanks largely to a 50-unit boost from rental buyers.
The Suzuki Ciaz fell just short of three figures (95 units) but still managed to take sixth, while the Suzuki Dzire (65 units) occupied the seventh and final place on the list, having fallen from a more impressive tally of 282 units in January. Interestingly, the Maruti-built Dzire couldn’t come close to matching the popularity of the closely related Swift hatchback, which was the country’s seventh best-selling vehicle overall with 1 313 units.
7 best-selling budget sedans in South Africa for February 2022
Old Isuzu D-Max to soldier on alongside new bakkie
Isuzu Motors South Africa has confirmed that five “key models” in the outgoing D-Max range will be retained and offered alongside the long-awaited new version of the Japanese bakkie…
So-called prolonged lifecycle models have a history of great success in South Africa. Volkswagen perfected the recipe with the much-loved Citi Golf and more recently the similarly popular Polo Vivo, while Toyota’s Corolla Quest remains a strong seller. And now Isuzu wants in on the “dual-product strategy” action.
Yes, the Japanese firm’s local division has announced plans to retain “a limited number of key models” from the outgoing D-Max range, which will be sold alongside the soon-to-launch seventh-generation version of the bakkie. Both the sixth- and seventh-generation D-Max will thus be assembled at Isuzu’s Gqeberha facility, which benefitted a R1.2-billion investment back in 2019.
The outgoing version of the bakkie has been renamed the D-Max Gen 6, with the line-up set to comprise five “competitively priced” workhorse models for South Africa, along with four for right-hand-drive export markets and three for left-hand-drive markets. All five models for the local market will feature a rear-wheel-drive configuration, while the majority of the export versions interestingly ship with 4×4.
While the new D-Max will be offered with the choice of a revised 3.0-litre turbodiesel mill or a smaller 1.9-litre oil-burner, the D-Max Gen 6 workhorse range will retain two old turbodiesel powertrain options. The basic 2.5-litre unit delivers 58 kW and 176 Nm (with a claimed fuel consumption of 7.9L/100 km), while the high-output version of the same displacement offers 100 kW and 320 Nm (at a claimed 7.6L/100 km in the case of the 5-speed manual and 8.1L/100 km in the case of the 5-speed automatic).
“Our strategy is to support Isuzu’s objectives by retaining Gen 6 models which have performed very well in the workhorse segment of the market. In addition to boosting our fleet business, we intend to increase LCV exports into key left- and right-hand-drive markets within the rest of Africa,” said Dominic Rimmer, Senior Vice President Technical Operations.
“Our customers rely on D-Max Gen 6’s long-standing reputation of reliability, durability and capability, backed by a vehicle with a 50-year history in this market. The D-Max is engineered for the best performance in our unique local conditions and these Gen 6 models remain a valuable proposition for fleet operators who place great importance on running costs and minimum down time,” Rimmer added.
How much does the Isuzu D-Max Gen 6 cost in South Africa?
All D-Max Gen 6 bakkies will come standard with a 5-year/120 000 km warranty and a 5-year/90 000 km service plan, with intervals of 15 000 km or 12 months.
Isuzu D-Max Gen 6 250c Single Cab: R328 400
Isuzu D-Max Gen 6 250c Single Cab Fleetside: R354 900
Isuzu D-Max Gen 6 250 HO Single Cab Fleetside Safety: R380 500
Isuzu D-Max Gen 6 250 HO Double Cab Hi-Ride: R479 900
Isuzu D-Max Gen 6 250 HO Double Cab Hi-Ride AT: R500 000
Volvo XC90 T8 Recharge (2022) Price Announced
The updated flagship SUV from the Swedish brand has touched down in SA. Meet the Volvo XC90 T8 Recharge plug-in hybrid.
Volvo South Africa is quietly forging ahead with its electrification plans. With the launch of the XC40 P8 Recharge all-electric vehicle and the XC60 T8 plug-in hybrid spearheading the electric offensive, Volvo has now introduced its flagship offering.
With the price of petrol climbing to astronomical levels, a plug-in hybrid will help save some money. So, for your R1.5 million, what do you get? Volvo SA is offering its XC90 T8 Recharge in two levels of trim: Inscription and R-Design.
The newcomer features a more powerful electric motor that produces 107 kW of power. This works in conjunction with the 2.0-litre turbocharged petrol engine which makes 233 kW. Combined, there’s 340 kW and 709 Nm on tap, making this the most powerful Volvo XC90 ever! Power goes to all 4 wheels via an 8-speed Geartronic automatic transmission.
The new electric motor is said to improve the vehicle’s all-wheel-drive capability, as well as enhance performance. The bigger motor comes with a bigger battery, which means a bit more pure electric range. The battery’s energy has increased from 11.6 kWh to 18.8 kWh, meaning the vehicle has an electric range of up to 77 km.
That doesn’t sound like a lot, but Volvo reckons it’s adequate. “The average premium car owner travels less than 50km daily, so most local XC90 T8 Recharge plug-in hybrid drivers will be able to do their daily motoring on pure electric power,” says Volvo Car South Africa Managing Director, Greg Maruszewski.
Performance? With those impressive numbers, it should come as no surprise that the Volvo XC90 T8 Recharge is brisk, with a 0-100 kph claim of 5.3 seconds. Fuel economy is claimed at 7.2 L/100 km.
How much does the updated XC90 T8 Recharge cost in South Africa?
Pricing for the Volvo XC90 T8 Recharge plug-in hybrid starts at R1 560 600. It is sold with a 5-year/100 000 km warranty and maintenance plan and 5-year roadside assistance and an 8-year/160 000 km warranty on the lithium-ion battery.
After many years of teasers, the all-electric Volkswagen Bulli has made an appearance. This is the 2023 Volkswagen ID Buzz.
Just look at it! Surely it’s one of the coolest looking vehicles of all time? Volkswagen’s designers even managed to retain most of the funkiness from the 2017 concept too. What you see here is not just the 2023 Volkswagen ID. Buzz, but the blue vehicle is a commercial van derivative.
Officially, Volkswagen is calling these vehicles “near-production concepts” but they look ready to hit the road in our opinion. The new 2023 Volkswagen ID Buzz is built on VW Group’s modular MEB platform, which underpins things like the ID.3 and ID.4.
Volkswagen Europe says the standard wheelbase derivative you see here will be on sale before the end of 2022 and customers will have a standard- and long-wheelbase to choose from. The first model out the blocks will be a 5-seater model with two rows of seats, with a 6-seater option with three rows of 2 seaters that will come out later. The long-wheelbase version arrives in 2023 with 7 seats.
Physically, the 2023 Volkswagen ID. Buzz is a touch shorter than the ICE-equivalent T.61 van, but the two have the same wheelbase, so expect the same levels of passenger space.
There’s no range claim yet, but Volkswagen has given some outputs and battery sizes. The launch edition will come with an 82 kWh battery that powers a motor delivering 150 kW and 310 Nm. This motor powers the rear axle. Volkswagen confirmed there will be an assortment of battery and power options that will go on sale in 2023. There was no performance claim either, other than a top speed of 145 kph.
Interestingly, when it comes to charging, Volkswagen is offering something called bi-directional charging. Essentially, you’re able to charge your vehicle, but also feed into the grid. You will need a special wall box however. The 2023 ID. Buzz supports 170 kW fast charging that will get the vehicle from 5% to 80% in 30 minutes.
Tech data aside, its the design both inside and out that will have everyone talking. It’s just brilliant. “We very consciously ensured that we were not making another T1,” says Jozef Kabaň, Head of Volkswagen Design. “The ID. Buzz shows that it is successfully transferring the genes and stylistic elements of that iconic vehicle into the digital era.”
The cabin is made from sustainable materials, with leather making way for synthetics and there’s extensive use of recycled materials. The material used for the floor, roofline, and seat covers is made from recovered ocean plastic and recycled bottles.
We’re expecting the Wolfsburg-based manufacturer to launch more info about the 2023 Volkswagen ID. Buzz in the coming weeks, but based on these looks, consider us smitten!
A Suzuki Jimny through Lesotho, your perfect African Alpine retreat
Have you ever wanted to go on an Alpine adventure with your vehicle? Well, Cars.co.za contributor Dieter Pey found out that you can do just that in Lesotho when he commandeered a Suzuki Jimny and headed for the beautiful peaks of the Kingdom. Let the adventure begin…
We collected our Suzuki Jimnys in Durban and headed for Himeville just North of Underberg, which would be our last stop in South Africa before crossing into Lesotho. After a quick lunch, we deflated our tyres before embarking on the first part of the trip, which I had looked forward to the most – going up the famous Sani Pass. After a short drive from Himeville, we reached the border post.
Crossing the border in Lesotho came with very little hassle and I got a brand new stamp in my passport (something I hadn’t received since before Covid-19 brought the whole world to a standstill). We hit the first gravel road of the trip soon thereafter and climbed upwards to the high altitudes at the Kingdom is renowned for. The clouds rushed in over the mountain peaks and we settled in to watch a quick downpour, but, as we would learn later on this trip, the Lesotho weather changes rapidly, literally within minutes.
We engaged the Jimny’s low range and slowly made our way up Sani Pass. Road conditions weren’t perfect – it was a little bit rocky at the top and the switchbacks got pretty tight, but the Jimny handled the route with ease thanks to its impressively tight turning circle. The pass was not as tough as people explained to us, save for a small part, which was a bit narrow, with a few rocky sections, it’s very doable.
The rumours are also true… We passed a Sani Taxi coming down the pass with all the passengers outside of the vehicle jogging alongside it, for what we can only assume was to help with ground clearance on the trickier sections. I will admit, the pass would be a completely different monster in harsh weather conditions, such as snow, black ice, or heavy rain and, considering that the weather can change ever so quickly, it’s best advised to attempt the Sani Pass with care. So, after we restamped our passports (the Sani Pass is situated between 2 border posts) to re-enter Lesotho, we stopped at the famous “Highest Pub in Africa” and we enjoyed a Maluti (Lesotho beer) at 2 874m above sea level. From there, we drove a short while to the town of Mokhotlong, where we would spend the night at Senqu Hotel.
Searching for sunrises
Some unreal scenes are up for grabs during golden hour in Lesotho.
After a good rest from a long previous day, we were up for sunrise. Emma (@therunawayblonde), my travel companion for this trip, left the hotel and we went to explore a nice spot to capture some sunrise images. We found a beautiful little road on the side of the hill, which had a breathtaking valley in the background. We sat in silence, watching the sun reach into the valley – it was a surreal experience.
After our little photoshoot and breakfast, we rejoined the group and the journey continued. Day 2 did not require much driving, but, then again, driving in Lesotho is slow going. There are many animals, all kinds of debris, people and potholes on the roads, so you have little choice but to travel at lower average speeds. We stopped to take a picture at a low-water bridge, where a construction team was busy building another Lesothan dam. That very location would be 80 meters underwater in the future, which was certainly food for thought.
As we ventured through the landscape, we passed Afriski, which looked particularly odd with the ski slope being all green and grassy, with no snow in sight. After that, we set off on a jeep track that took us deeper into the scenery and we stopped to pitch a portable braai (as proud South Africans do). We uttered that famous line: “Nou gaan ons braai!” – in the middle of nowhere – and even used the Jimny’s bonnet as a table for the snacks. A thunderstorm started rolling in, so we packed up and got back onto the tar road. We passed a mining area and stopped, once more, at a beautiful lookout point.
It was fascinating to see the Basotho people out in the bush as they tended to their animals. As you drive through the unspoilt landscape, with nothing around you for kilometres you will always find some Basothoes in the bush or on a hill living their lives. Then, in the space of fewer than 10 minutes, the weather changed from 27 °C and hot to a thunderstorm… the temperature dropped to 10 °C and we got pelted by hail. The bad weather made us retreat to our cars and on we went to our night’s accommodation called Oxbow. It’s a beautiful little lodge isolated in a valley in the North corner of the country.
Eat your heart out, Stelvio Pass!
Sani Pass can be easily traversed in ideal conditions and good road surfacing such as this.
Day 3 saw us covering many kilometres – 290 km, to be exact. It may not sound a lot considering it was mostly tar roads, but with slow going through many villages, bad roads, speed bumps (sleeping policemen, as the guide called them), animals in the road and even some roadworks to contend with, you don’t cover ground quickly. Roadworks in Lesotho are bizarre. They are, so to say, stop and go, but not regulated and the “traffic cones” are actually just rocks packed on the sections that you are not allowed to drive on.
We descended a plateau to a “flatter” part of Lesotho and, after going through the town Roma, we started heading down a road, which I can confidently describe as one of the most beautiful roads I have ever driven on! The roads in Lesotho are all either descending or ascending and the angles are pretty extreme. Just after Roma, there was a steep pass and, after one particular hairpin corner, the road turned upwards at such an angle it seemed near impossible to traverse. It felt like I was off-roading, just looking towards the sky, not in the road, but, rest assured, we were driving on a tarred pass.
We were driving a Jimny 1.5 GLX AllGrip manual. Compared with the previous model’s 1.3-litre engine, the 1.5-litre petrol motor produces an extra 22 kW and 20 Nm. Every bit helps, but given how steep that section of the pass was, the little Jimny still had to work as hard as it could. The motor was revving up at 5 000 rpm on a few occasions, but there was just not enough power to shift up to 2nd gear comfortable, so the gearbox got a workout. I managed to use a little bit of momentum to pass a few Jimnys in the group, which was fortuitous because we all had our accelerator pedals flat on the floor! We were passed by 2 Toyota Fortuners with the GD6 engines, but they barely made it past. Ha, you could see they were also flat out. We were going up this hill at a maximum of 40 kph, but we made it!
Preparations for a huge dam mean this bridge will be 80 metres underwater in the future.
After completing the steep uphill, which at times seemed to go on forever, we reached the plateau. From here on out the tarmac was marvellous, as you go over the crests, you watch the road sweep up and down through the valley of the beautiful Lesotho landscape. This amazing road – which constitutes about 30 km of breathtaking scenery – carried on all the way to Semonkong. Ciro De Siena told me that they had a Mustang launch in Lesotho on these amazing roads. You still need to be wary of debris, animals and people on the road, but it was fun to test the Jimny’s handling, it’s not as ungainly as it looks.
Look, the Jimny’s not suited to cornering hastily: the suspension is a little bouncy, there’s a fair amount of body roll and the aerodynamics are, well, unflattering. But the Suzuki’s not built for dynamic driving, it would be unfair to expect it to handle like a hatchback. The square shape does make the 4×4 quite roomy… for a very small car. Emma and I had 4 bags with us, the Jimny’s back seats were folded flat to free up more load capacity and our bags took up a good amount of that space. Oddment space for phones, wallets and camera gear, let alone what other bits and pieces you’ve got with you, is limited.
After those let’s say, illuminating, 30 km of “dynamic” driving, we arrived at Semonkong and enjoyed a delicious dinner and night at Semonkong Lodge.
A Jimny or a horse?
Some would say that horseback is the preferred method of transportation in Lesotho.
Day 4 was our last day in Lesotho and we were up early once more. We were heading to the Semonkong Falls, which was about 12 km by car or 5 km by horse, the latter of which was undeniably the more scenic – and rustic – route. Three of us decided to take the traditional form of transportation – we would meet up with the Jimnys at the waterfall. And then it suddenly made sense why so many locals used horses as transport in Lesotho… the landscape is utterly unforgiving, a mixture of mud, rocks and slippery angles (and we are crossing the country in arguably the most favourable conditions).
After a short while, we rejoined the group. The waterfall, the Jimnys and the horses all in one place was a beautiful spectacle. On the return route, the horses had no issue through the landscape, except for some mud holes, but the Jimnys had a bit of bad luck. On the way back to the lodge, we heard on the walkie talkie that one of the guides slid off the road, so the team had to perform a recovery to get him back on the road. I was sad I didn’t take a Jimny to the falls as I missed a bit of off-road driving, but it shows why horses are preferred forms of transport – conditions can be very treacherous for vehicles.
We covered approximately 800 km during the 4-day trip, most of the driving was done on tar roads, so I could not really test the gravel and off-road capabilities of the Jimny extensive. We do know, based on our previous experience with this Jimny, that it is a very capable off-road vehicle. Suzuki’s plucky 4×4 has enough ground clearance for gravel roads and Jeep tracks and, with the added benefit of a low range transfer case and a short wheelbase, it can clamber over some of the trickiest obstacles. This vehicle will gladly take you out into nature and onto your next adventure on a budget #becauseJimny!
