Good news as the current data shows the price of petrol and diesel could drop significantly in September 2022.
The current data from the Department of Energy (via Businesstech) paints a happier picture for South African motorists, who have been under considerable financial pressure due to back-to-back increases.
Right, so as it stands, petrol could drop by around R2.60 a litre and diesel by around R2.30 a litre. Illuminating paraffin data shows a decrease by potentially 193 cents a litre.
“The decreases to fuel prices in August were offset somewhat by the 75c/l for petrol and diesel which were returned to the GFL. But the decreases expected in September don’t have that problem,” said the Automobile Association of South Africa.
Please remember that these figures are just a guide based on the current variables like global oil price and exchange rate, which can change rapidly in a short space of time. There’s good news as the international price of oil has stayed below $100 a barrel, while the Rand has gained some ground on the US Dollar.
Let’s hope the oil price and the exchange rate stay on their current trajectory so we can benefit from some relief at the pumps.
Toyota has handed its C-HR yet another minor update. Here’s what has changed and how much you’ll pay for the revised crossover in South Africa…
Toyota South Africa Motors has rolled out another small update for its C-HR, which soldiers on in a crossover line-up that also includes the Urban Cruiser, Rumion and Corolla Cross.
Revealed at the 2016 running of the Geneva International Motor Show and launched in South Africa in February of the following year, the C-HR range gained a Luxury flagship variant in August 2018 before undergoing a facelift in February 2020. In June 2021, the aforementioned Luxury derivative gained further upgrades.
In the first seven months of 2022, Toyota SA Motors registered 484 examples of the C-HR, which translates to a monthly average of about 69 units. Pricing for the four-strong line-up now starts at R429 000 and runs through to R554 500.
So, what do the latest revisions bring? Well, the local line-up still consists of four derivatives, with the mid-spec Plus and top-spec Luxury variants scoring fresh 18-inch alloy wheels wrapped in 225/50 R18 rubber (complemented by a space-saver spare wheel to “enhance” luggage capacity).
Plus and Luxury variants gain a new 18-inch alloy-wheel design.
In addition, the C-HR exterior colour palette has been tweaked, gaining options already employed by some other Toyota-badged passenger cars (including Celestite Grey) as well as introducing some fresh hues. The base and Plus models feature a choice of 10 exterior paint finishes, which include new Midnight Purple, Fierce Red and Eclipse Black finishes.
The Luxury flagship is offered exclusively in two-tone configuration, with nine combinations available. A black roof complements the selected body colour in all cases bar the new Eclipse Black colour, which instead features a silver-painted roof.
As before, there’s just a single powertrain available. The turbocharged 1.2-litre, 4-cylinder petrol engine sends 85 kW and 185 Nm to the front axle through either a 6-speed manual gearbox or a continuously variable transmission (CVT).
A reminder of the C-HR’s standard specification
No changes appear to have been made in the cabin.
The base model ships standard with items such as daytime running lights, automatic LED headlamps, air conditioning, a tilt-and-telescopic adjustable steering column, an 8-inch touchscreen audio system (with Apple CarPlay and Android Auto functionality) and a reversing camera.
Plus variants add front foglamps, rain-sensing wipers, a leather finish for the steering wheel, cruise control and an auto-dimming rear-view mirror, while the standard air conditioning is upgraded to a dual-zone climate control arrangement.
Finally, the top-spec Luxury grade boasts parking sensors, an intelligent parking system, keyless entry and start, partial leather upholstery and bi-LED headlamps with sequential indicators. The side mirrors, meanwhile, are retractable and the foglamps are upgraded to LED items. The Luxury model furthermore features the full Toyota Safety Sense system, including items such as a pre-collision system, automatic high beams, rear cross traffic alert, blind-spot monitoring, adaptive cruise control and lane-departure alert with lane-trace functionality.
How much does the Toyota C-HR cost in South Africa?
Toyota C-HR 1.2T – R429 000
Toyota C-HR 1.2T Plus – R465 200
Toyota C-HR 1.2T Plus CVT – R479 100
Toyota C-HR 1.2T Luxury CVT – R554 500
All C-HR models come standard with a 6-service/90 000 km service plan (with intervals of 15 000 km) and a 3-year/100 000 km warranty.
Hyundai i30 N (2022) Review
Now armed with a quick-shifting dual-clutch automatic transmission, the facelifted Hyundai i30 N offers much improved usability, but how good is it really? We travelled more than 1 500 km in the newcomer – arguably the only true rival to the VW Golf 8 GTI in the new-vehicle market – so that we could compile this comprehensive assessment.
We like: Arresting appearance, generous list of standard features, drive-mode customisation, exhaust note, performance, handling.
We don’t like: Notably firm ride quality, fuel consumption can creep up, unexciting interior.
Hyundai i30 N finished in Performance Blue Metallic – the best colour for it!
Not all that long ago, several mainstream manufacturers produced front-wheel-drive (FWD) hot hatches. Remember when the Ford Focus ST, Honda Civic Type R, Mazda3 MPS, Opel Astra OPC and Renault Mégane RS were snapping at the wheels of Volkswagen’s segment-leading Golf GTI? These days, just a handful of compact FWD hot hatches remain, with the VW (now in its 8th generation) still leading the pack, in terms of sales numbers, anyway.
Hyundai’s goal with its i30 N – the 1st product of the brand’s N (performance) division – was simple, but lofty: take on and beat the Golf GTI. Many have tried, but the GTI has stayed on top of the pile by virtue of its all-round usability, combined with sufficient, if not class-leading, performance and dynamism. Other brands have been able to make hot hatches that are faster and more engaging to drive, but usually at the expense of general driveability.
Has Hyundai nailed the hot hatch brief? Yes, by and large.
The Korean brand is well aware of the fine balance it needs to achieve between entertaining driving dynamics and punchiness on the one hand, and comfort, luxury, plus practicality, on the other. The pre-facelift version of the Hyundai i30 N was offered exclusively with a 6-speed manual ‘box in South Africa, which pleased the purists, but limited its general appeal.
There’s a reason why the Golf GTI is no longer offered in our market with a three-pedal setup – the overwhelming majority of buyers want that vrrr-pha! (and practicality) that the DSG automatic offers. We peeked at the used stock on our site and found a low-mileage manual-shift i30 N is listed at about the same price as a brand-new Volkswagen Polo GTI…
A Golf GTI, a Civic Type R… or this? FWD hot-hatch choices are limited these days.
However, for 2022, the facelifted Hyundai i30 N comes to market with an 8-speed dual-clutch automatic transmission. The updated i30 N is fractionally longer and lower than the outgoing derivative, fitted with forged alloy wheels that save 14 kg of weight and the new-look front end is adorned with neater daytime-running lights integrated into the headlamps.
As for the Hyundai’s rivals, at the top of the list is the Golf 8 GTI, followed by the outgoing Honda Civic Type R (the new model will arrive in Mzansi early next year). If you’re looking for a premium-badged model, consider the BMW 128ti, Mercedes-Benz A250 as well as the Mini JCW.
The facelift features neater-looking daytime running lights.
With a sharper-looking front end, complemented by red detailing and subtle N badges, the Hyundai i30 N looks suitably purposeful. Some would say the overall look is overdone, but then this is a hot hatch – it needs to make a statement even before you’ve blipped the throttle. At each corner is a smart-looking alloy wheel wrapped in a Pirelli P Zero 235/35 R19, the tailgate is adorned with a sizeable gloss-black wing and a pair of cannon-barrel-sized exhaust ends jut out at either end of the diffuser (they’re not just for show, but more about that later).
Not the most inspiring of cabins, with its black-on-black colour scheme, but it’s nicely finished.
Compared with the i30 N’s attention-grabbing exterior execution, the interior seems a trifle underwhelming. However, once you’re seated in the form-hugging suede/leather-trimmed sport driver’s seat (both front seats are heated and offer various avenues of adjustment) and take stock of your surroundings, you get the full effect. The cabin materials feel plush to the touch and the layout is ergonomically sound. The centrally-mounted infotainment screen is a European-spec item (the vehicle is built in the Czech Republic) and thus looks considerably more upmarket than those fitted in Hyundai SA’s more, um, budget-oriented hatchbacks.
Who knew that an 8-speed DCT would make all the difference?
Besides, the important things, such as the steering wheel and transmission lever, feature N touches. The former is adorned with well-placed and -weighted gearshift paddles, as well as large, light blue buttons (one for drive-mode selection and the other with a chequered-flag logo), while the latter has a subtle N badge, an accent stripe and stitching on the leather trim).
A digital instrument cluster (as featured in the GTI) would have been nice – the Kona N has one, after all – but we could live with the analogue dials; they’re neat and highly legible.
These seats look the part and are comfortable on long(er) trips.
Of course, a hot hatch also needs to be reasonably practical and the i30 N doesn’t disappoint in that regard. Rear legroom is fair (it can seat four adults in reasonable comfort), and the load bay (381 litres) is the second largest in the segment (next to the Civic Type R). When the test unit was used to travel to a long-weekend getaway destination, it accommodated 2 suitcases, cooler bags and more. The rear seatback can be folded to increase cargo capacity.
Standard features
Hyundai has crammed the i30 N full of comfort and convenience features. There are no “options” – apart from your preferred exterior finish (of which there are 5 to choose from). We’ve compared the standard specification of the i30 N and that of the Golf 8 GTI and suffice to say you’ll have to fork out extra to bring the Volkswagen up to the Hyundai’s spec.
The standard panoramic sunroof beefs up the i30 N’s luxury specification considerably.
In fact, we think Hyundai has got the i30 N’s interior specification spot on. A heating function for the front seats and ‘wheel is nice to have in the winter months, while the full-length panoramic sunroof lends an airy ambience to the cabin. For the always-connected generation, the vehicle comes with a wireless charging pad, USB charging port and the 10.25-inch infotainment system is compatible with Apple Carplay and Android Auto.
Heated seats and -steering wheel are nice to have in the winter months.
The infotainment system (with built-in satnav) has an assortment of additional content, such as the N menu, which incorporates a lap timer and telemetry, plus you can set up various car systems up to your heart’s content. It will even play sounds of nature to keep you calm in peak hour traffic.
An abundance of safety tech is standard.
Meanwhile, the safety package is truly impressive, with plenty of semi-autonomous features, including forward-collision avoidance, blind-spot collision avoidance, rear cross-traffic alert, radar-guided cruise control, and lane-keeping assist to name but a few. There are 7 airbags.
Performance and Efficiency
As with its predecessor, the i30 N is powered by a 2.0-litre 4-cylinder turbopetrol engine. It produces 206 kW and 392 Nm, with the 8-speed dual-clutch automatic transmission directing power to the front wheels via an electronically controlled limited-slip differential (e-LSD).
Hyundai claims a 0-100 kph time of 5.4 sec and 250-kph top speed – figures that are good enough to position the Hyundai near the top of its segment. The i30 N comes with a launch-control function, but strangely, the vehicle felt a bit quicker when we launched it manually (there was quite a lot of wheelspin under the electronically orchestrated start). If you frequent your local drag strip, you can fine-tune the launch control for that perfect start.
Performance aficionados are likely to utilise this big blue button often.
When you stab that steering-wheel button with the chequered flag on it, every aspect of the powertrain is immediately set to its hardest/fastest/loudest setting. Engine and Transmission? Full power and hard, late ‘shifts. Exhaust? Fully open. Adaptive suspension? Stiffest setting. Stability control? Playful. Steering? Sportiest. With everything set to, well, “Defcon 1”, the Hyundai i30 N is a remarkably wieldy and rapid machine, but you’ll pay for it at the pumps…
N mode increases fuel consumption, so rein in your heavy right foot!
After a morning of rather enthusiastic driving, we saw an indicated fuel consumption figure of over 10 L/100 km. Yet, when we completed a 500-km weekend trip (with the vehicle operating in its Eco drive mode throughout), we saw a figure as low as 7.8 L/100 km.
The engine revs eagerly to its redline (which is a boon in a turbocharged motor). As you approach the rev limit, shift lights illuminate on the instrument cluster to indicate the ideal point at which to change up a gear (by pulling the right shift paddle behind the ‘wheel). The throttle is ever responsive and the sounds on offer will certainly put a grin on your face.
These exhausts are some of the loudest we’ve ever heard.
There’s a great induction roar and, if you come off the throttle, those big-bore exhaust ends emit a barrage of rorty pops and bangs. If you downshift (while in N mode) into high revs, even louder bangs are produced. In an era of muffled car-engine notes, this is a lovely indulgence, but being this loud can be construed as antisocial behaviour – so be mindful.
It has been 24 hours and I miss the brash hooligan Hyundai i30N. The neighborhood is strangely quiet now. pic.twitter.com/XbSFEMbO9q
Meanwhile, the new automatic transmission is the most welcome addition to the i30 N package. Not only does it swap cogs quickly and efficiently, but its programme can be adjusted to alter the severity and speed of the shifts. At full throttle, N Power Shift mitigates any torque reduction during upshifts, which creates the sensation of even harder acceleration.
The new 8-speed DCT addresses the main downside of the pre-facelift version of the i30 N.
The vehicle also comes with a very cool party trick. A small button marked NGS (strangely, the Kona N gets a far more prominent red button) refers to the N Grin Shift. Essentially, it’s an overboost function and, for 20 seconds, the engine will produce even more power/torque, with a cool graphic on the dash. It’s ideal for overtaking slower traffic on the open road.
In its sportiest setting, the i30N is one of the most engaging hot hatches in the new-vehicle market.
For everyday driving conditions, Normal, Sport and Eco modes are available. Some may regard N mode as too extreme and, to a degree, it is. The last time we experienced such a level of involvement and engagement, we were in a Civic Type R, but the i30 N is a more multi-faceted machine! It’s fun to drive the i30 N at its most intense settings, but you can’t do it all day, every day, which is why the Hyundai’s adjustability is such an advantage.
Ride and Handling
There is so much more to the i30 N than scintillating straight-line acceleration – that’s what we found out when we “carved up” one of our favourite stretches of twisty blacktop in Hyundai’s newcomer. Granted, the sportiest steering mode is a little too heavy (artificially so), but this is the magic of adjustability – you just need to tweak the appropriate setting.
Pirelli rubber provides plenty of grip and the brakes are excellent.
By default, the Hyundai has a quick steering setup, and when you can make quick, small adjustments with the ‘wheel, the i30 N responds promptly and accurately. It’s an eminently wieldy car that instils confidence even as you pile on the pace; grip levels are high, thanks to the excellent Pirelli rubber and the uprated brakes are potent, yet offer pleasing feedback.
There’s an excellent level of focus and poise to the Hyundai i30 N. Yes, the suspension tuning is firm, which facilitates excellent body control, but you can experiment with the adaptive dampers’ settings to find a ride quality that you prefer – or could live with…
A jack of all trades here, but a master where it counts.
What’s truly impressive about the machine is its sheer adjustability. The transmission, engine, exhaust, suspension, stability control, steering and e-LSD… each of them have 3 settings… and there are hundreds of possible combinations. So, you could have the suspension setup at its comfiest, with the engine in its normal setting and the exhaust at its loudest. You could also set everything but the exhaust to the maximum, for a quieter blast down the back roads. Plus, you can save your preferred setup and access it with a second press of the N button.
And the best part? If you get tired of fun and games, simply select the Eco mode, which makes all those settings go into their most relaxed states. But, with such a reassuring setup, we doubt you’ll tire of the i30 N’s cornering capability. The e-LSD cleverly mitigates torque steer and will allow you to exit corners quicker and earlier. Addictive? Very much so.
The Cars.co.za setup: comfortable, but fast and noisy!
Price and After-sales support
The Hyundai i30 N retails for R749 900 and is sold with a 5-year/75 000 km maintenance plan, a 5-year/150 000 km general warranty and a 7-year/200 000 km drivetrain warranty.
The i30 N took its sweet time to join the fray, but of the few hot hatches that are left, the Hyundai is the closest in spirit – and execution – to the Golf GTI.
Social media has made it fashionable to dismiss a new arrival to a segment with the attitude of “how dare this newcomer try to unseat the established players?” but the facelifted Hyundai i30 N is an utterly accomplished offering. Volkswagen has a loyal following in South Africa and the Golf GTI has legendary status (deservedly so), but that should not detract from the facelifted Hyundai i30 N’s merits, of which there are many. Don’t knock it until you’ve driven it…
The introduction of the dual-clutch automatic transmission has addressed a concern that many had with the first iteration: “it’s only available in manual”; the i30 N’s sheer performance and feel-good factor frankly run rings around the Golf 8 GTI, which is technically a newer model and, when you compare them spec-for-spec, the Korean lands yet another blow. Granted, its day-to-day driveability isn’t quite as polished/refined as that of the VW, but in terms of comfort and refinement, it doesn’t lag far behind. What’s more, VWSA currently has low stock availability of the GTI (due to Covid-related component shortages and, therefore, production delays), which also counts in the Hyundai’s favour.
So, should you buy one? If you’re young at heart and pine for a hot hatch that delivers stonking performance, celebrates the joy of driving and can still do the daily commute with ease, you’d be foolish to ignore Hyundai’s latest offering. The i30 N may not have the pedigree of 7 generations behind it (as the Golf GTI does), but thanks to some deeply impressive engineering and performance, it’s able to deliver smiles and entertainment galore, with very few compromises, plus it comes at a competitive price. There are way too many lukewarm vehicles on sale right now, but the wickedly fun Hyundai i30 N is hard to resist and is hauntingly memorable.
Wondering what the new Volkswagen Amarok will look like in base-spec, single-cab form? Well, wonder no more. These box-fresh patent images give us our first look at the workhorse version…
When Volkswagen whipped the covers off the new Amarok in July 2022, much of the focus was on the high-spec, double-cab derivatives. The Wolfsburg-based automaker, however, did confirm the range – in some markets, at least – would also include a single-cab body style.
Now, fresh images submitted to the European Patent Office (and uncovered by the folks over at Carscoops) have given us our first look at the base-spec, workhorse version of the second-generation Amarok, which predictably features rather a utilitarian look.
The images show the entry-level, 2-door version of VW’s new bakkie wearing a black plastic front bumper on a front end devoid of chrome-effect trim – unsurprisingly, just like the single-cab version of the Ford Ranger on which it is based (pictured below). The side-mirror caps likewise appear to be finished in black plastic, matching the exterior door handles.
The single-cab Amarok will obviously share much with the 2-door version of its Ranger cousin.
Unfortunately, the patent images don’t give us a clear indication of the types of head- and taillights used by the single-cab Amarok, nor the sort of wheels we can expect (though we’re guessing base models will make do with a set of budget steelies). Interestingly, the tailgate shown in the images doesn’t feature the stamped “Amarok” lettering seen on the double-cab models.
While the set of patent images doesn’t include depictions of the single-cab model’s cabin, the best buyers can hope for is the smaller of the two touchscreen systems on offer along with fabric upholstery. In terms of engines, we’d expect the single-cab Amarok to be powered by the single-turbo 2.0-litre, 4-cylinder diesel motor, likely mated to a 6-speed manual gearbox.
The only official information VW has so far revealed about the single-cab Amarok relates to its load bed. The German automaker says the 2-door version of the bakkie has a cargo box measuring 2 305 mm long and 1 224 mm wide, which is enough to accommodate two Euro pallets loaded in sideways one behind the other.
Of course, it remains to be seen whether Volkswagen will introduce the single-cab Amarok – which like the double-cab models will be built by Ford alongside the new Ranger at the Silverton assembly plant in Pretoria – in South Africa, with the make-up of the local range not yet announced. While a single cab was added to the original Amarok line-up in SA back in 2011, it didn’t last long due to a lack of sales.
The Aston Martin DBX707 – touted as “the world’s most powerful SUV” – is now available in South Africa. We had a quick drive in a pre-production unit before it headed back to the UK.
“Please ignore the panel gaps, this is a pre-production unit and will be heading back to the UK soon”, says the Aston Martin DBX707’s chaperone. We know things are about to get serious when a test unit arrives at our office accompanied by a handler!
This example of the Gaydon-based firm’s 520 kW/900 Nm performance SUV wears British ‘plates because it’s in the Republic temporarily. Aston Martin’s local importer, Daytona, has been demonstrating the DBX707 to prospective buyers, as well as the automotive media.
We were only afforded a few hours with this machine – the apex version of the DBX (not a special edition) – and we weren’t going to pass up a chance to find out just how special it is.
The DBX707’s stance is interesting yet purposeful.
What’s on offer?
The DBX707 is a substantially upgraded version of Aston Martin’s first SUV. While the idea of traditional sportscar brands bringing SUVs to market may not still sit well with purists, the reality is that, for high-net-worth customers, the prestige of supercar ownership is not enough – they want comfort and practicality too, which is why even Ferrari will unveil an SUV soon.
Statistics show the Urus is Lamborghini’s most popular model, the Bentayga has helped Bentley record excellent financial growth and sales of the Cayenne and Macan outnumber those of Porsche’s sportscar models. While Aston Martin is going through a tough time, the brand hopes that brisk sales of the DBX and its DBX707 sibling will help it steady the ship.
Monster 23-inch wheels and lumo green brake callipers are a sign of intent!
While most exotic brands’ SUV offerings admittedly fail to match the visual drama of their super- and hypercar counterparts, the DBX is more than a blinged- and bulked-up SUV… Its appearance is purposefully bold; its grille resembles a gaping mouth, while the tailgate design is unusual and thought-provoking; this model looks more like a fastback than an off-roader.
When I leaned out of the tracking vehicle’s window to photograph the DBX707, I got the chance to hear that mighty 4.0-litre biturbo V8 petrol engine from the outside. Even in the tamest drive mode, the Aston releases delicious snarls from its quad exhausts and, when the driver lifts off the throttle after a burst of acceleration, the turbos emit glorious whooshes.
AMG-built but Aston Martin refined.
Officially, it’s the same 4.0-litre biturbo V8 that can be found in numerous Mercedes-AMG products. In case you don’t know, Mercedes-Benz has been supplying Aston Martin with AMG powerplants (as part of a wider-ranging technical agreement) since 2013. However, the M177’s outputs have been substantially cranked up in the DBX707 – Aston Martin has added bigger ball-bearing turbochargers and retuned the ECU to deliver eye-opening peak outputs of over 500 kW and 900 Nm.
A carbon fibre shift paddle of the AMG-sourced 9-speed automatic transmission. These have a lovely tactile action and feel.
A wet-clutch 9-speed automatic transmission (also sourced from Mercedes-AMG) shuffles all that twist to all 4 of the DBX707’s wheels; in fact, Aston Martin says the SUV can apportion 100% of its torque to the rear axle if needed. Performance? The 0-100 kph sprint is claimed to be smashed in 3.3 sec and the Aston will run to a top speed of 310 kph.
Make no mistake: this is not merely a DBX with a more powerful engine – the entire package has been improved substantially. For example, a launch control function has been added, upgrades have been applied to the aerodynamics (note the fitment of a huge diffuser), braking and suspension, while the gear ratios have been shortened and the chassis dynamics retuned.
What’s it like to drive?
Eye-opening and outrageous pace is the order of the day in the DBX707
Once the photoshoot was finished, it was time to drive the Aston. When you push the start button in the middle of the fascia, the engine will fire up but, if you pull one of the gearshift paddles at the same time, everyone in your vicinity will know you’ve started one muscular motor.
First things first… the obligatory acceleration test. Once the DBX707’s sportiest drive mode has been engaged, all you need to do to illuminate the launch control icon on the Aston’s digital instrument cluster is plant your left foot on the brake pedal and do the same with your right foot on the accelerator pedal. Then comes the call: “Go when you’re ready”.
Well, I was never ready for that ballistic take-off! With all four 23-inch tyres providing grip, the DBX707 doesn’t hesitate for a split second; it launches off the line like a bolt of lightning and positively spears towards the horizon. That claim of 3.3 sec for the 0-to-100-kph dash feels quite accurate and, for something that tips the scales at 2.2 tonnes, the DBX707 its blindingly fast. The noise emanating from the V8 motor is something else too.
Does it all turn into jelly when the Aston Martin’s made to corner at heady velocities? No, the DBX707 may weigh 2.2 tonnes and yes, many other overpowered SUV behemoths feel imprecise and overwhelmed by their sheer bulk when tasked to perform dynamically…
Yet the DBX707 hides its weight remarkably well – just imagine you’re in a high-riding hatchback. Of course if you’re careless, you’re reminded of the inescapable laws of physics, but this wasn’t something I was keen to explore in depth, given this car’s R5-million price tag and the fact that Aston Martin would not be pleased to hear that its test unit had been binned.
The ceramic brakes offer mega stopping power.
The secret to the Aston Martin’s corner-carving talents lies in its clever active anti-roll bars, which work non-stop, irrespective of speed and the drive mode you’ve selected. By keeping body roll in check, the vehicle can corner with a rather flat, almost sportscar-like, attitude.
With its Sports+ and manual gearshift modes engaged, the DBX707 proved remarkably responsive to driver inputs – for what it is, it darted into (and exited) corners with almost effortless agility. Despite being fitted with gargantuan (23-inch) wheels, the ride quality was even tempered, which we attribute to the tweaked chassis and 3-chamber air suspension.
An upmarket cabin is expected at this price point and the DBX707 delivers.
Depending on which drive mode you’ve selected, the car can raise and lower its ride height automatically. Braking power is immense, courtesy of the monstrous ceramic discs on duty, and the steering is as direct and well-weighted as you’d expect of an Aston Martin product.
When its default GT mode is engaged, the DBX707 is a crushingly capable open-road cruiser. Overtaking is effortless, with most of the 900 Nm just a flex of your right foot away, but there is a smidgeon of turbo lag, which is to be expected, given the size of the blowers.
The DBX707 cabin is spacious and luxurious. Four adults in here with ease.
But can it “do family stuff” like any good SUV? Yes! Absolutely. Rear space is adequate for two tall adults and the load bay will easily swallow two sets of golf clubs. The cabin, with its lavish swathes of leather and carbon fibre, feels and smells – upmarket. The front seats not only look gorgeous, but are very supportive and offer 16-way adjustability, plus heating.
The standard features list is comprehensive, but you can dive into the Q Collection (yes, the customisation division is named after a character in the James Bond films) and specify things like the Halo package, which incorporates green brake callipers, stripey seats and other items.
The infotainment system is functional, but no denying that its from a Mercedes-Benz.
Gripes? Well, the infotainment system is little more than a reskinned Mercedes-Benz unit, but that’s not a deal-breaker unless you’ve owned a string of Stuttgart’s products prior to taking delivery. Then there’s the pricing structure. With the standard DBX V8 coming in at R4.3 million and the DBX707 costing “just” R500k more, we can’t help but feel a tad sorry for those who bought the base version. This is the one to get, hands down.
It’s fast and it drives extraordinarily well. We think Aston Martin has nailed it with the DBX707.
How much does the Aston Martin DBX707 cost in South Africa?
Aston Martin DBX V8
R4 300 000
Aston Martin DBX707
R4 800 000
The view most road users will see, complete with quad exhausts and a rear diffuser
Summary
As far as speed dating goes, this was an eye-opening encounter with arguably one of the most entertaining super SUVs on sale. Rivals? Well, the duo from the Volkswagen Group (in the forms of the Urus and the Porsche Cayenne Turbo GT) offer similar performance for a bit less money and it would be rude to forget the most powerful Bentley Bentayga – the Speed.
However, the biggest drawcard of an Aston Martin is the fact that it is an Aston Martin. There’s something alluring and oh-so-classy about the quintessentially British brand, and the DBX707 represents an excellent product that delivers superb driving thrills and in-car luxury in abundance. If it takes a performance SUV to keep Aston Martin afloat, then we’re all for it.
Goodbye, Ghibli: Maserati to Axe Sedan in 2024
The Maserati Ghibli sedan will be put out to pasture in 2024, bringing to an end what will by then have been an 11-year production run for the current generation…
A Maserati executive has confirmed the Italian company plans to end production of the Ghibli in 2024 as the shift towards SUVs and electrification continues. The Ghibli badge traces its roots all the way back to 1967.
In March 2022, Maserati said all models in its 2025 portfolio would be available in fully electric form (wearing the Folgore badge), including the upcoming GranTurismo (and GranCabrio), the new Grecale, the MC20 sportscar, the next-generation Quattroporte sedan and the replacement for the Levante SUV. At the time, no mention was made of the Ghibli.
Now, however, Maserati Australia general manager Grant Barling has revealed the next-generation Quattroporte will effectively evolve to cover both sedan bases, shrinking in size and ultimately leading to the death of the smaller saloon.
“The long-term plan is that the Ghibli will be replaced with the Quattroporte. The Ghibli will move into run-out phase into 2024,” Barling told Drive, adding it was “definitely a tough segment to be in”.
“The plan is for the Ghibli and Quattroporte to become one. So the Quattroporte will become a short-wheelbase [model] – Ghibli-sized, but called a Quattroporte,” he explained.
With Maserati aiming to transform into a fully electric brand by 2030, Barling furthermore confirmed the impending end of the road for the Ferrari-derived twin-turbo 3.8-litre V8 petrol engine currently employed by Trofeo versions of the Ghibli, Quattroporte and Levante.
In 2023, Maserati plans to launch its new Mirafiori-built GranTurismo, billed as the “first car in Maserati history to adopt 100% electric solutions”. The new Grecale will also be available in an electric version.
The Ghibli badge – inspired by the name of the dry south-westerly wind of the Libyan desert – stretches all the way back to 1967. It was first applied to a V8-powered grand tourer, before being used on a V6-driven coupé that debuted in the early 1990s. The current model was revealed at the 2013 Shanghai Motor Show.
Volvo XC40: Is this SA’s best electric car?
Volvo has been leading the electric charge in many ways in SA. First with hybrids, then plug-ins and now we have the R1.2 million XC40 P8. It’s an all-electric SUV with the performance figures to outrun a Golf R to 100kph.
In this video, Ciro reviews the XC40 against other electric options as well as the all-important issue of charging, infrastructure and possible problems you may run into such as loadshedding.
Practicality and spec are going to be important in a car that costs this much, so what makes the Volvo XC40 special, if anything?
Is this the most Volvo-like Volvo on sale at the moment?
The models driving Opel’s quiet sales growth in SA
At the start of 2022, Opel South Africawas struggling to sell 50 units a month. By July, its monthly figure was 10 times as large. Here’s which models have been driving this impressive growth…
Despite a local heritage stretching all the way back to the 1930s, Opel has endured a tough few years in South Africa. So tough, in fact, that fewer than 50 units were registered here in January 2022 (a fact perhaps amplified by the sort of global supply constraints experienced by many automakers).
However, it seems the German brand has finally turned a corner in South Africa, with sales growing steadily every couple of months in 2022. While just 44 units were sold in South Africa in January, that figure doubled to a still relatively paltry 88 in February.
Despite a slight dip to 75 registrations in March, Opel finally crossed back into three figures in April, selling 141 vehicles across the country. That tally more than doubled to 317 units in May before growing another 100% to 633 units in June. July was another fairly strong month, with 497 units registered.
Breaking down Opel’s sales figures in South Africa
So, which models have been driving this growth? Interestingly, the sixth-generation Corsa and the facelifted Crossland have been doing much of the heavy lifting for the Rüsselsheim-based automaker.
The Corsa (514 units) dominated June’s total of 633 units, though 250 of those sales came courtesy of the rental channel. The Crossland (87 units) was next, with the new Mokka (21 units), Grandland X (5 units), Vivaro panel van (5 units) and Combo Life (1 unit) making up the numbers.
In July, however, the Crossland (207 units) outsold the Corsa (200), despite the latter benefitting from 105 registrations in the rental space. The light-commercial Combo contributed 42 units and the Mokka 35 units, while the Zafira (6 units), Combo Life (3 units), Grandland X (2 units) and Vivaro (2 units) were all stuck in single figures.
Peugeot Citroën South Africa took over the local distribution of Opel products back in January 2021, with the German brand having moved under the Stellantis umbrella. For the past three months, Opel has been the best-selling brand in the Stellantis family in SA, outdoing Alfa Romeo, Citroën, Fiat, Jeep and even Peugeot on the sales charts.
As the successor to the popular Tucson, the Hyundai ix35 represented a big step up from the original. So, what should you look out for when shopping on the used market and which one should you buy? Let’s dig in…
While Hyundai’s original JM-generation Tucson was a fairly generically styled compact crossover, the ix35 that followed adopted all manner of sweeping (dare we say coupé-like) lines, along with a smartly upgraded cabin, more efficient powertrain options and a raft of extra features. In short, it represented a significant step forward for the brand.
Although the Seoul-based automaker has since switched back to the Tucson nameplate, the ix35 remains a popular choice on South Africa’s used market, having sold in impressive numbers for the 6 years it was marketed locally.
The original ix35 range included this 2.4-litre petrol model, boasting 4×4 and a 6-speed automatic cog-swapper.
The ix35 arrived in South Africa in mid-2010, replacing the Tucson and debuting a badge that adopted the same prefix as other passenger cars in Hyundai’s line-up (thus falling in line with the alphanumeric nomenclature employed by the i10, i20 and i30).
At launch, the ix35 was available in six variants (four petrol and two diesel):
At launch, a 2.0-litre CRDi engine powered the flagship derivatives.
Interestingly, the ix35 was initially imported into South Africa from South Korea, before Hyundai Automotive SA quietly started sourcing its units from the Czech Republic instead, apparently in a bid to secure a steadier flow of stock.
In 2014, the upgraded range touched down in South Africa, headlined by a new 2.0-litre petrol engine (which made do with slightly lower peak outputs of 116 kW and 192 Nm, but was somewhat lighter on unleaded) and fresh gearboxes. Hyundai furthermore took the opportunity to roll out new trim levels alongside the requisite (though fairly minor) exterior redesign and smattering of extra standard kit.
The rejig also resulted in the demise of the 2.4-litre 4×4 derivative. However, later in 2014, the range expanded with the addition of a downsized oil-burning option. This frugal 1.7-litre turbodiesel engine was mated with a 6-speed manual gearbox, and offered 85 kW and 260 Nm.
Plenty of space inside the ix35, with the range-topping diesel model furthermore boasting dual sunroofs.
The ix35 was 85 mm longer and 20 mm wider than the Tucson it replaced, while it gained 10 mm more space between its axles. The result was a relatively roomy cabin and a class-competitive luggage compartment (which also had the job of housing a full-size spare wheel). Compared with its forebear, the ix35’s interior felt solidly built and palpably more upmarket.
Furthermore, the list of included equipment was generous. At launch in 2010, items of kit that were standard across the range included a reversing camera, a leather-trimmed steering wheel and alloy wheels. All but the base petrol models were additionally equipped with black leather upholstery, dual-zone climate control, electric folding mirrors and cruise control, while the diesel flagship boasted an electrically adjustable driver’s seat, dual panoramic sunroofs, push-button start and even a separate amplifier for the 6-speaker sound system.
All variants in the original line-up featured a reversing camera, with the display integrated into the rearview mirror.
Another big selling point was the fuel economy potential of the diesel engines. According to Hyundai, the front-wheel-drive, manual-equipped version of the 2.0-litre CRDi model sipped at 6.4 L/100 km (a figure that interestingly climbed to 6.5 with the 2014 update). However, it was the later 1.7-litre unit that really allowed budding hyper-milers to wring every last kilometre from the 58-litre tank.
Product weaknesses
The suspension was perhaps a little too firmly sprung compared with some rivals.
Of course, the ix35 wasn’t without its foibles. The pre-facelift range, for instance, went without reach adjustment on the steering column, making it tricky to dial in a comfortable driving position. Thankfully, Hyundai remedied this with the 2014 update, adding telescopic adjustment to all but the entry-level Premium-spec models.
In addition, like so many Korean products of the era, the steering lacked both weight and feel. The ride, meanwhile, was regarded as slightly too firm at low speeds, while all front-driven variants in the original line-up shipped without electronic stability control. Again, however, mid-and top-spec derivatives gained this safety feature with the 2014 update.
Look out for excessive peeling of the trim on the steering wheel.
While the ix35 has built up a solid reputation for mechanical dependability (when maintained properly, of course), owners have reported a few issues. For example, some early manual models apparently suffered from clutch problems, though this tended to occur at fairly low mileage. We’d also recommend evaluating the air-conditioning system during your test drive, as some owners have complained about poor HVAC performance.
Furthermore, we’ve heard of numerous instances of steering-wheel trim peeling excessively after just a handful of years (Hyundai even issued a technical service bulletin on this topic in certain parts of the world). While some wear is to be expected on as frequent a touch point such as this, it’s worth closely examining the tiller of a vehicle you’re considering.
Thankfully, all engines in the ix35 range are chain driven, which means there’s no (often expensive) scheduled cambelt replacement about which to worry.
What to pay?
Most of the country’s ix35 stock is listed for between R150 000 and R200 000.
If you head over to Cars.co.za’s dedicated listings section for the Hyundai ix35, you’ll find a wide array of options. As always, first prize is a fastidiously maintained example with as long a service history as possible. Since the majority of ix35s would have been used as family haulers, finding one with minimal wear and tear in the cabin might prove tricky. Still, it’s certainly not impossible if you’re prepared to be patient.
Below R125 000: At the time of writing, prices kick off at a shade over R100 000, though only a few are on offer below R125 000. Interestingly, most examples at this low price point are listed with less than 100 000 km on the clock.
From R125 000 to R150 000: There are more options – including a couple with well in excess of 220 000 km on the odometer – in this price bracket, though most of them take the form of 2.0-litre petrol models.
From R150 000 to R200 000: The overwhelming majority of used stock is found between these bookends (this is where you’ll come across most of the diesels, too). We managed to pick out quite a few well-looked-after examples, many with partial service history at the agents and reasonable mileage.
R200 000 and up: If you prefer as late a model year as possible (which would have just come out of its 5-year service plan), there’s a fair choice above the R200 000 mark, many featuring mid- and top-spec trim levels. We even came across a couple of 2.0 CRDi derivatives priced well in excess of R300 000!
Pick of the range?
The 1.7 CRDi Premium that arrived in 2014 features the most balanced powertrain in the range.
Though the 2.0-litre petrol models – both with the earlier Theta-II engine and the later NU lump – are easily the most common, the 1.7 CRDi Premium arguably has the most compelling powertrain in the ix35 range. It’s far more frugal than the naturally aspirated petrol powerplants and a mite smoother and more refined than the brawnier 2.0 CRDi unit, too.
Unfortunately, since it was on the market for only around two years, the 1.7 CRDi Premium is in comparatively short supply, which means you’ll have to hunt hard to find a meticulously maintained one. Also, be aware this derivative was available only with a 6-speed manual gearbox (and no traction control), so you’d have to consider one of the other variants should you require a self-shifting vehicle. The same goes for buyers searching for something with all the bells and whistles; the Premium specification level, though generous, was positioned below Executive and Elite grades.
Verdict
If you value efficiency, concentrate on the turbodiesel derivatives.
Keep your eyes peeled and it’s perfectly possible to pick up a clean example of Hyundai’s ix35, a vehicle that helped cement the Korean brand’s now rock-solid reputation. Since this model sold in appreciable numbers in South Africa, there’s a fair amount of stock on the used market (though, again, most are petrol flavoured) from which to choose.
What are some credible alternatives to the ix35? Well, there are many, though the closely related third-generation Kia Sportage is perhaps the most obvious rival. It’s also possible to bag a late-year, first-generation Nissan Qashqai (or even an early second-gen model) for similar money. Another Japanese-built alternative is the fourth-generation Toyota RAV4 (complete with the option of the brand’s revered 2.2 D-4D engine), though since it has retained its value a little better, it will likely cost you more. Of course, Volkswagen also offered the original Tiguan around this time, but these also remain fairly pricey in comparison, while Honda had the CR-V and Mazda the CX-5.
Even in a sea of capable rivals, the Hyundai ix35 comes highly recommended, offering buyers a heady mix of practicality, standard specification and fuel efficiency (when equipped with one of the turbodiesel engines, that is).
Honda has confirmed plans to roll out an RS version of the Fit, releasing a few images of the upgraded variant but stopping short of revealing power figures…
Honda has announced its Fit range will gain a sportier RS derivative in some markets when the hatchback receives its upcoming facelift.
Revealed in October 2019 before arriving in South Africa in June 2021, the fourth-generation version of Honda’s versatile supermini ditched the Jazz nameplate locally in favour of the Fit badge. And it seems the hatchback is already in line for a minor refresh.
Announced via Honda’s Japanese media portal, the facelift will include the launch of a new Fit RS that will have a focus on “sporty design and driving quality”. However, it’s unlikely to be an out-and-out hot hatch.
In fact, in its domestic market, the RS-badged variant will be offered exclusively with an uprated version of Honda’s 1.5-litre, two-motor hybrid system, which the automaker promises will deliver “increased output” and “improved accelerator response”, bringing “exhilaration to daily driving”.
The new Fit RS will use Honda’s e:HEV powertrain in Japan.
While the company has yet to detail the peak power and torque figures, we do know the front-wheel-drive RS model – yes, wearing the same badge as the new Civic RS sedan that has just arrived in South Africa – will offer a trio of drive modes (Econ, Normal and Sport), paddle shifters (to adjust the aggressiveness of the e:HEV system’s regenerative braking) with a raft of design updates.
For example, the RS derivative will gain a model-specific grille, along with sportier front and rear bumpers as well as a subtle rear spoiler and two-tone alloy wheels. Judging by the single image of the cabin released thus far, the Fit RS will furthermore feature yellow stitching on elements such as the steering wheel, seats, centre console and interior door trim.
Whether or not Honda Southern Africa will add this new RS variant to its local Fit line-up remains to be seen, but we should keep in mind our market gained a slightly warmer version of the automaker’s supermini before. Yes, back in February 2018, the Jazz Sport touched down in South Africa, boasting Type R-inspired styling (including an aero package), an upgraded cabin, reworked suspension and a unique engine tune (97 kW and 155 Nm) for its naturally aspirated 1.5-litre, 4-cylinder petrol heart…
The SA market received the similarly executed Jazz Sport back in early 2018…
