A simple truth is that if you want a Land Cruiser 300, and are willing to pay way over its recommend retail pricing, you still can’t have one. The supply-and-demand reality is that far out of balance.
If you own a late model Land Cruiser 200, you have the option to now evolve it into a 300. Sort of.
From China comes the GBT restyling bodykit. Specially designed to fit the front section of a Land Cruiser 200, this bodykit does a mildly convincing job of making your Toyota luxury off-roader, look like something it isn’t.
The product people at GBT have done a reasonably good job of recreating the large Land Cruiser 300 grille, with its large horizontal slats. Despite the newer Land Cruiser having large headlamps than a 200, there is some commonality in the fog light placement and bumper clips.
Fixed in place, the GBT restyling bodykit will certainly make neighbours and other Toyota 4×4 enthusiasts make a double-take.
Around the rear GBT’s developed a substantial upgrade kit, too. You can purchase an entirely reshaped tailgate and bumper, complemented by new taillights, to make your Land Cruiser 200 look even more like a 300.
If you can’t wait a few years for the Land Cruiser 300 you’ve paid a deposit on to be assembled and delivered, the GBT kit is an alternative.
Or perhaps, you prefer your Toyota luxury 4×4 station wagon to be powered by V8 turbodiesel power, instead of a V6? In that case, a GBT bodykit 200 would be more a case of preference, more than waiting-list frustration.
There’s an all-new Mitsubishi ASX on the way and it will be built by Renault.
The current generation Mitsubishi ASX has been around for well over a decade (since 2011) and the compact SUV is in dire need of replacement if it’s to compete meaningfully in this hugely competitive segment.
However, Mitsubishi’s intention is to bring an all-new ASX as well as another model to market in 2023 in order to have a fresh presence in the European market. The new ASX will be based on the Renault Captur compact crossover, a popular model in Europe, and it will be built in the same production facility in Valladolid, Spain. Even so, the new ASX will adopt its own design philosophy but will likely share some componentry with its French counterpart, including powertrains.
When the ASX is launched in Europe, it’s expected to feature both hybrid and plug-in hybrid powertrains, the same offered in the Captur. However, an internal combustion engine option will likely be offered in markets outside of Europe, including South Africa.
The ASX is currently powered by a naturally aspirated 2.0-litre petrol engine with 110 kW and 197 Nm on offer. It’s not yet clear if Mitsubishi will offer a turbocharged engine but more details are expected to be revealed in 2022.
A replacement for the ageing ASX can’t come soon enough and we look forward to seeing what the new-generation ASX brings to this busy segment. Stay tuned!
The Staria Multicab has arrived and it’s the second variant of Hyundai’s futuristic MPV to touch down in SA. We attended its local launch in the Western Cape.
Since its introduction in the Republic late in 2021, the Staria has been well-received and proven reasonably popular – to date, Hyundai South Africa has sold more than 300 units.
The futuristic-looking MPV has rivals across the spectrum, from the humble Toyota Quantum to the rather expensive Mercedes-Benz V-Class. However, the Hyundai Staria range has now been expanded with the introduction of the Multicab, which will arrive in local showrooms at the end of January 2022; a panel-van version will follow during the 2nd quarter of the year.
Its predecessor, the Hyundai H1 Multicab, didn’t sell nearly as well as its passenger-carrying sibling, but its sales total (989 units) demonstrates that there is a market for a 5-seat MPV with a giant load bay.
What’s New?
The new Hyundai Staria Multicab is longer, wider and higher than the outgoing Hyundai H1. It’s also based on a longer wheelbase, which means it offers even more interior space than its predecessor.
Speaking of space, the load-bay capacity has been increased through gains of 120 mm in length, 20 mm in width and 96 mm in height. As far as luggage capacity is concerned, the claimed figure has jumped from 2 511 to 2 890 litres. Bear in mind the newcomer’s load bay is isolated from the cabin – it cannot be enlarged by dropping the last row of seats and is only accessible via the split rear doors.
Inside, the new Staria Multicab has ditched the functional and basic cabin that is so typical of commercial vehicles for something that’s reasonably well-equipped. A modern touchscreen infotainment system with smartphone screen-mirroring technology is standard, as is the unique isolated digital instrument panel. The layout of the dashboard and fascia is fresh and minimalist – we rather like it.
As far as standard features are concerned, the Staria Multicab effortlessly outguns its predecessor – it comes equipped with notably more comfort and convenience items, as well as safety tech. More airbags (including side curtain ‘bag, over and above those for the driver and front passenger) are fitted, plus the variant comes with an electronic handbrake with an auto-hold feature, stability control, 17-inch alloys, daytime running lights, artificial leather trim, USB ports, a wireless charging pad, blind-spot collision warning, front/rear parking sensors, a reverse-view camera and automatic climate control.
What is the Staria Multicab like to drive?
We completed a short, but insightful, evaluation route with the Staria Multicab. Much like the people-mover variant of the range, the Multicab feels notably more upmarket and refined on the road than the discontinued Hyundai H1. The newcomer just seems more composed by comparison; it instils less of that “rolling body feeling” that you’re likely to experience in large vehicles with high seating positions.
The Staria’s 130 kW/430 Nm 2.2-litre 4-cylinder turbodiesel delivers sufficient off-the-line performance and in-gear shove, but we’re keen to see how it will fare when there are 5 adults on board in combination with bikes, camping gear, mattresses – or whatever else may fill up the load bay. The 8-speed automatic transmission generally does a satisfactory job of sifting through the gears, but on a couple of steeper inclines, the ‘box seemed a bit too eager to kick down and seemed to struggle to “find the right ratio” at slower speeds. We’ll investigate this further when we get the vehicle on test.
While we may have some reservations about the transmission’s calibration with the turbodiesel motor, the 8-speed ‘box is meant to benefit efficiency – and it does. When cruising in 8th gear on the highway, the Staria Multicab’s engine revs sit very low, which benefits fuel economy. After an unplanned highway excursion, we saw an indicated 7.8 L/100 km – a commendable figure for such a large vehicle.
The on-road refinement is good, too – the cabin was not unduly disturbed by road- and wind noise. Hyundai says its improved assembly processes have helped to make the Staria Multicab quieter inside than its H1 equivalent and we’re inclined to believe that…
Unlike its predecessor, which felt a bit old-school in terms of its seating position and the driving experience it delivered, the Staria Multicab feels a lot more modern/sophisticated to pilot. The steering is nice and light too, which should make the newcomer effortless to wield in congested urban areas.
How much does the Hyundai Staria Multicab cost in South Africa?
The Hyundai Staria Multicab costs R759 900, which includes a 7-year/200 000 km mechanical warranty, a 6-year/90 000 km service plan and 7 years’ or 150 000-km worth of roadside assistance.
Summary
The sales figures of the recently introduced Staria suggest that Hyundai’s newcomer is on an upward trajectory. With the addition of the Multicab, the sheer practicality of the Staria has been increased substantially and the derivative makes a good business case for itself. The people-mover/minibus version may be available in 9- and 11-seater configurations, but those benches do reduce cargo-carrying capacity, so if you want to take the extended family on holiday, you’d probably have to rent (and tow) a trailer just to fit everyone’s luggage in.
The Multicab offers seating for 5 (with adequate space for all occupants), plus an enormous cargo bay, which, at first inspection, could probably accommodate a Bajaj Qute.
To reiterate, if you want a Staria with even more cargo-carrying capacity (if you operate a business, for example), a panel-van derivative is due in local showrooms during the Q2 of 2022.
Solid-state batteries and OTA maintenance are the promises for the Renault/Nissan/Mitsubishi Alliance.
The Nissan-Renault-Mitsubishi Alliance has announced terrifically ambitious plans for its future electric vehicle portfolio.
Despite Nissan being in terrible shape financially, the Alliance believes it possesses the scale and diversity of engineering resources to confidently launch no fewer than 35 new EVs by 2035. As a caveat, this number includes a lot of duplication between the three Alliance partners, thanks to platform sharing.
And platforms are a central theme of the latest Alliance announcement. Recognising that ICE platform electrification is costly and compromised, the Alliance will create five new dedicated EV platforms to support 90% of all future Nissan-Renault-Mitsubishi electric vehicle models. And the other 10%? Well, those could be the future EV bakkies from Nissan and Mitsubishi, which will require a different engineering approach and unique platform.
For Renault, the presence of five electric vehicle architectures is sensible. It has a negligible commercial vehicle and large SUV presence. But for Nissan and Mitsubishi, where business is very much bakkies and large SUVs, the dividend on any Alliance EV development might be less beneficial.
The investments required are significant, with the Alliance pledging R390bn in the next five years to establish its vision for the 2030 project deadline of 35 new EVs.
Among the technical details of the Alliance’s 2030 plan is a solid-state battery of its own, by 2028. Solid-state batteries have been the impossible goal for manufacturers who wish to transition their ICE models power, range and fast turnaround time, to EVs. Many promises but very few deliverables. Despite this, the Alliance is confident of creating and producing its own – at a large scale.
The fundamental benefits of a solid-state battery, compared to current lithium-ion, will be a doubling of energy density, with charging times reduced by two-thirds.
An interesting detail of the Alliance announcement concerns data, with a Google ecosystem scheduled to become standardised throughout Renault, Nissan and Mitsubishi products in future. The Alliance is also working in its own electrical and electronic architecture IP, which should make it less reliant on suppliers and less exposed to technology leaps. Lifecycle over-the-air serviceable vehicles are due to become part of the Alliance product offering by 2025.
For South African followers of Nissan and Mitsubishi, the question will be how all these Alliance technology roadmaps, route around Navara and Triton.
There might not be that many models in the bakkie-based SUV segment, but it shifts significant volume, largely due to the ongoing – and staggering – success of the Toyota Fortuner. Armed with its handsome 2nd-generation MU-X, Isuzu wants a much bigger slice of that pie…
We like: Spaciousness and practicality, build quality, much-improved on-road behaviour, safety features, off-road ability
We don’t like: Pricey at flagship level, given that it lacks some luxury features. The engine could do with a bit more grunt.
Fast Facts
Model: Isuzu MU-X 3.0TD Onyx 4×4
Price: R860 500 (January 2022)
Engine: 3.0-litre 4-cylinder turbodiesel
Power/Torque: 140 kW/450 Nm
Transmission: 6-speed automatic
Fuel consumption: 7.6 L/100 km (claimed)
Load capacity: n/a (not stated by the manufacturer)
The new Isuzu platform has been much anticipated as the brand only seems to release a new one every decade or so.
Even though Isuzu’s outgoing MU-X was relatively long in the tooth compared with most of its rivals by the time its replacement arrived last year, the 1st-gen model still sold remarkably well up to the point that it was replaced. This was a testament to the fact that the Isuzu brand is very highly regarded (and trusted) in the South African market. Of course, Isuzu has been very consistent with its bakkie offering in this market, but less so when it comes to SUVs… Though it arguably created the modern-day bakkie-based segment back in the ‘90s with the KB-based Frontier, there was no follow-up, which allowed Toyota to steal the march and introduce the Fortuner in 2006, which has gone on to not only dominate the Leisure SUV segment, but become one of the most popular vehicles in South Africa, full stop.
In Australia, Isuzu is the market leader in terms of bakkie-based (D-segment) SUVs and, with the new MU-X, Isuzu South Africa will be hoping for far better sales than what it achieved with its late-to-the-local-market predecessor. Bigger, bolder, more tech-laden and equipped with advanced safety features, could the MU-X trounce the Ford Everest, Mitsubishi Pajero Sport and even the Fortuner?
How does the Isuzu MU-X fare in terms of…
Design & Packaging
The interior feels more luxurious and the infotainment system represents a more modern tech upgrade.
We had the pleasure of spending the Festive Season with the new Isuzu MU-X on the Cape Garden Route and in the surrounding areas – an area where Isuzu bakkies are apparently very popular, at least based on the sheer number of them we saw on the roads at the time. Consequently, Isuzu diehards frequently plucked up the courage to approach us and ask questions about the MU-X. Interest in Isuzu’s new 7-seat SUV from the brand’s current customer base certainly appears to be at a high. And, without fail, they were bowled over by the newcomer’s looks and its cabin execution, in particular.
This test unit that was made available to us was the flagship Onyx derivative and, therefore, it looked extra smart with its large dual-tone 20-inch alloy wheels, but, to be fair, all of the new MU-X derivatives are attractive. The grille is bold and the headlamps feature striking LED detailing. Along the side, there is a nice “kick” in the waistline around the rear door handle area and at the rear end, the narrower tail lamps (also with LED details) represent a big improvement from the somewhat generic posterior its predecessor had. The Red Spinel colour of our test unit also drew many favourable comments.
Though Isuzu upgraded the previous MU-X late in its model lifecycle, it could never quite shake its utilitarian roots and, when the Japanese marque eventually added a bigger infotainment screen, for example, it looked a bit like an afterthought. There are no such qualms with the new MU-X, however – its cabin has moved significantly upmarket in terms of design, features and material quality.
The design is far more coherent than before, with the large (9-inch) infotainment screen neatly integrated into the centre of the fascia. With a lovely stitched-leather dashboard upper covering, soft-touch materials just about everywhere, as well as piano-black surfaces and chrome detailing, the MU-X’s cabin looks and feels more like that of a luxury vehicle than an off-road-oriented “workhorse”. That’s not to say it’s become soft (see the off-roading comments below), but throughout the near 2 000-km we travelled with the vehicle (much of it on gravel), there wasn’t a single rattle or a squeak to be heard.
Isuzu claims the new MU-X has the largest cabin in its segment, but the firm hasn’t released volumetric figures. Based on our experience with this vehicle, its predecessor and several of their rivals, we would suggest that the newcomer is certainly “one of the biggest” in terms of interior space. The only figures Isuzu has released suggest there is 915 mm of legroom for 2nd-row occupants and that the 2nd-row seats are 30 mm wider than those of its predecessor. Perhaps more impressively, an adult of 1.8 metres in height can sit in the third row, which is quite a rare achievement in a 7-seater SUV – of any variety and price. Of course, the load-bay capacity is extremely limited when all seats are occupied, but there is a hidden compartment in the boot floor that can be used to store smaller items out of sight.
Access to the third row is easy – all you need to do is lift a lever to tumble the second row forward – and, if you want maximum load-carrying ability – the second and third rows fold completely flat, resulting in a long, uninterrupted space that’s ideal for carrying bulky/long items such as furniture.
Performance & Efficiency
Much has been made of the new Isuzu engine, it’s still quite rumbly but delivers better power/torque and fuel gains.
All MU-X derivatives are powered by Isuzu’s “new” 4JJ3 3.0-litre 4-cylinder turbodiesel engine. Just how new the engine is, however, is a matter of some debate, seeing as Isuzu South Africa refers to it as a “new version” rather than an all-new powerplant. From what we can figure out, however, everything is new, except for the conrods, well, supposedly. Power and torque figures have risen to 140 kW and 450 Nm respectively, which represent modest gains compared with the vehicle’s predecessor, which also had a 3.0-litre engine. With more than 4 million kilometres of durability testing completed, there is no reason why this, seemingly unstressed engine should not be able to continue the legacy of reliability that the Isuzu brand has built during the past few decades.
It is worth noting, however, that the Isuzu’s outputs are still lower than those of the 2.8-litre turbodiesel motor in the Fortuner as well as those delivered by the 2.0-litre bi-turbodiesel in the Ford Everest. Nevertheless, Isuzu claims a class-leading tow-rating for this vehicle (3 500kg braked). In general driving, we’d argue that the “new” engine feels very similar to the old one, particularly in that it has that “rumbly” sound that is so typically Isuzu and it does still feel relatively “lazy” compared with, for example, the Ford, when you suddenly flatten the accelerator pedal. Having said that, our experience with the same powerplant in the new Mazda BT-50, which shares its underpinnings with the new D-Max and MU-X, has shown that the 3.0-litre motor is livelier than it feels; the Mazda has proved surprisingly pacy.
The engine is mated with an Aisin 6-speed automatic transmission that even offers manual shifting via paddles located behind the steering wheel. The transmission is very nicely matched with the engine’s torque-delivery characteristics and, barring the aforementioned scenario (where you make sudden, severe throttle inputs), it generally responds briskly and slickly. We spent a lot of time out on the open road in this vehicle and it never lacked sufficient overtaking acceleration, even when fully laden. It feels more refined than before too, but is that a big enough step forward for the drivetrain, however?
In terms of fuel efficiency, Isuzu claims a class-competitive average fuel consumption figure of 7.6 L/100 km. Usually, one should add roughly 20% to claimed figures to get a more accurate real-world view, which, in this instance, is 9.12 L/100 km. At the end of our test term, we calculated an average of around 9.6 L/100 km, which is fair given the fact that the vehicle was often heavily laden, while surfboards that were strapped to the roof played havoc with the aerodynamics… and that’s in addition to the bicycles that were mounted on a rack at the rear!
Ride & Handling
The top-spec Onyx gets 20-inch wheels but still has excellent cabin insulation and proper off-road ability.
Bakkie-based SUVs are often criticised for their iffy ride and handling characteristics, but this is an area in which the new MU-X has been significantly improved, arguably to the point where it is now a comfortable class leader. Although many South Africans take these vehicles off the beaten track, the reality is that most bakkie-based SUVs will spend most of their lives on tar. The new MU-X is more stiffly sprung than before, but the ride remains really good on the road (despite those big wheels), and it resists body roll far better than its predecessor (and, in particular, the Fortuner). Of course, it’s no “sports” SUV – its centre of gravity remains high, for example – but the improved dynamics and quieter cabin endow the MU-X with a near-premium driving feel on the road… without compromising it off-road.
In response to customer demand, Isuzu added a rear diff-lock to the previous-generation MU-X late in its model life, but there’s no omission this time round. The MU-X features the usual rotary selector for high- and low-range 4-wheel drive, a rear diff-lock and a Rough Terrain mode which, when activated, adjusts the Isuzu’s traction control and electronic stability control settings to ensure enhanced traction and handling ability. In general, the newcomer is superb when travelling on gravel, although it does get a bit skittish on heavily corrugated surfaces (perhaps because of the stiffer suspension).
It has generous ground clearance (235 mm) and bests its 2 main rivals (the Fortuner and Everest) in terms of approach and departure angles, albeit only slightly. Owners who will be heading onto the really rough stuff will need to ponder the suitability of the side steps, of course, and should perhaps also exchange the road-biased tyres for chunkier examples, but the MU-X already has underbody protection guards for the sump, transfer case and oil pan as standard. Its wading-depth rating is a class-best-equalling 800 mm.
In our experience, the MU-X is now at least as good, if not better, than its rivals in most off-roading scenarios. The transmission and low-range settings combine to provide excellent control and traction in really tricky situations. It’s a pity that the MU-X doesn’t feature a more advanced camera system, because a 360-degree view (with the ability to zoom in on specific sides/areas) would make placing the big SUV far easier. Given that its asking price is nearing R900k, the top-of-the-range MU-X is an expensive vehicle and one wouldn’t want to needlessly scratch a rim – or that lovely red paint finish…
Comfort & Safety features
The rear seats can fold flat as well as tumble and turn if you require.
Given the fact that the Onyx is the flagship of the range, one may reasonably expect a full-house of standard features and, for the most part, Isuzu didn’t drop the ball in this regard. You get electric seat adjustment (and heating) for both front chairs (8-way for the driver, 4-way for the passenger), dual-zone climate control (with rear fan-speed control), a rake/reach-adjustable steering column, quality leather upholstery (it feels very smart), a powered tailgate and rear “privacy” windows (tinting).
Moving on to infotainment, there is the aforementioned 9-inch screen in the centre of the fascia, which also doubles as the display for the rear-view camera. While the resolution of the screen is good, and it’s easy enough to find your way through its menu system, the reality is that there’s not a heck of a lot going on in there in the first place. Sure, because you have (wireless) Apple Carplay and Android Auto, perhaps you don’t need anything more, but given the vehicle’s flagship status, we think the provision of at least a surround-view camera system would have been a nice touch.
There’s no wireless charging pad, either, with a single USB outlet in the front of the cabin, and another two at the rear (in addition to a very useful 2-point 12V power socket). In front of the driver is a pretty generic mix of analogue and digital instrumentation, with the rev counter and speedometer flanking a smaller digital trip computer (including tyre pressure monitoring).
In terms of standard safety features, however, the MU-X is undoubtedly at the cutting-edge of passive and active safety features in this segment. First, let’s just list the expected features: it gets, inter alia, 7 airbags, ABS with EBD and BAS, stability control, hill-start assist, hill-descent control, ISOfix child-seat anchors, blind-spot monitoring and front and rear park distance control (with rear-view camera).
What’s more, the Onyx avails adaptive cruise control, autonomous emergency braking, forward-collision warning, rear cross-traffic alert, lane-keep assist and lane-departure prevention. Some of these features (particularly the lane-keep assist) can be a mite too intrusive at times, but with familiarisation, they do, admittedly, become less intrusive. Isuzu should be applauded for not holding back when it comes to safety features and, consequently, the MU-X has achieved a 5-star rating in the rigorous ANCAP (Australian) crash test/safety programme.
Price and After-Sales support
The Isuzu MU-X 3.0TD Onyx retails for R860 500 (January 2022) and the price includes a 5-year/120 000 km warranty, as well as a 5-year/90 000 km service plan. Service intervals are scheduled for once a year or every 15 000 km, whichever comes first.
Verdict
The price tag on the Onyx model might be a bit high, but it’s now a worthy contender in the segment.
This very handsome new MU-X represents a vast improvement over its predecessor and should significantly improve Isuzu’s chances of increasing sales in the bakkie-based SUV segment. Remember, Isuzu is essentially a 2-model brand and, therefore, can’t afford to get a product’s packaging or specification wrong. The new MU-X simply must improve its sales performance in the D-SUV segment and we can’t see why it couldn’t achieve exactly that. It may appear pricey at this Onyx specification level, so consider one of the lower trim levels if you don’t need the really advanced safety features. Overall, given the overall package’s competitiveness in terms of presentation, on-road prowess, off-road ability and general comfort, this is now a vehicle that should be on the radar of any shopper in this segment.
RIP BMW i3?
A fresh report out of the UK suggests that the end of the BMW i3 is near. Will you miss the quirky electric car?
The story from Autocar in the UK says production of the BMW i3 will come to an end in the middle of 2020. With around 250 000 units finding homes around the world since its global launch back in 2013, the BMW i3 had plenty of fans.
The quirky and futuristic looks, the suicide doors, the use of carbon fibre and recycled materials added to the appeal. It was cleverly packaged, with customers being able to opt for a pure electric version, or a range-extender that featured an onboard petrol-powered generator.
Despite it’s age, we’d say it still looks relatively fresh and modern. Sadly, it appears that it’s the end of the road with a BMW spokesperson confirming to Autocar that the last example will be coming off the line in July 2022. It appears the factory will be reconfigured to make other vehicles.
As far as a replacement model goes, it is thought an all-electric version of the BMW X1 is one of the likely replacements as well as a 2nd-gen version of the electric Mini. Interestingly, this new Mini is the result of a joint venture between Great Wall Motors and BMW Group. Spy shots of this all-new electric Mini have surfaced, giving us a preview of what’s to come.
We’ve had only pleasant memories with the BMW i3. Our last taste came in December 2019, when we got behind the wheel of the updated i3 and had this to say: “the i3 makes for a compelling (and let’s face it, conversation-starting) city car. Better yet, if you’re in a 2-car household then you can easily slot the i3 in as a charming urban runabout with the internal-combustion engined vehicle being used to transport the family on longer journeys.”
The question is, do you think they’ll be worthwhile on the 2nd-hand market? Well, a quick look at the BMW i3 listings suggests that they’re being snapped up, with only 2021 models being advertised.
As electric cars become more widely accepted, we fear that eccentric electric cars like the i3 will become a dying breed.
The XC40 P8 Recharge has just landed in SA with the first allocation sold out. The 2nd allocation is on its way and here’s what it will cost.
The first allotment of XC40 Recharge models sold out immediately on Volvo’s new My Volvo website, which makes purchasing a Volvo quick and simple without having to leave your home. Volvo SA has now ordered a 2nd allocation, which should arrive by mid-year and exclusively available via the website.
“All-electric vehicles sold in South Africa have traditionally come with hefty price tags – and this has undoubtedly been a deterrent. We know that there is an appetite in South Africa for electric cars and we were determined to give customers an attractive price,” says Managing Director at Volvo Car South Africa, Greg Maruszewski.
The XC40 Recharge is the Swedish brand’s first all-electric vehicle and the XC40 P8 Recharge is powered by 2 electric motors producing 304 kW and 660 Nm of torque. Acceleration from zero to 100 kph takes just 4.9 seconds with an electric range of 418 km.
The XC40 P8 Recharge also comes with a Volvo CARE package which includes a 5-year warranty and maintenance plan, 3-years comprehensive insurance, a home charger with charge cables and access to a petrol car for 2 weeks per year for 3 years. That means if you’re worried about range or charging infrastructure on your holiday, you can swap out your electric car for a petrol-powered SUV for 2 weeks and then return to your electric SUV at the end of the holiday.
On top of the standard warranty, with the battery pack is covered for eight years or 160 000 km.
“The Volvo XC40 P8 Recharge all-electric is clearly a sign of things to come; the company announced that it would only manufacture electric cars by 2030, with all sales to be online. So, our future is clear, and it will be fully electric, sustainable, and online,” concludes Maruszewski.
How much does the Volvo XC40 P8 Recharge Cost in South Africa?
We tested the brand new (and extremely expensive) BMW iX xDrive50 during the holiday season. What’s it like to live with an EV in a city and how does it compare with all the other EVs that have recently been launched in South Africa? Ciro De Siena details his experience with the R2-million battery-electric SUV.
I approached writing this review with some dread. I knew it was going to be lengthy. The iX is just such an interesting, feature-filled and goalpost-setting car, that I was concerned I wouldn’t be able to do it justice, or worse, that I would leave you, our readers, with unanswered questions.
Couple that with the general – but necessary – question marks about living with an electric vehicle in South Africa, and I knew I had my work cut out for me. Hopefully, this article, combined with the video we have produced (which we’ve internally been referring to as a documentary – it is the longest video review we’ve ever published) will cover everything you’d like to know about the BMW iX.
The BMW iX is styled to look as if it has arrived from the future – it’s the poster child for the brand’s electrification strategy.
What is it?
The BMW iX xDrive50 is one of two fully electric BMW SUVs now available in South Africa, the other being its more affordable xDrive40 sibling. The key differences between BMW’s pair of iX battery-electric vehicles (BEVs) lie in the capacity of the lithium-ion battery and the output of the electric motors – the 385-kW iX50 has a higher capacity (111 kWh) battery pack and a significantly higher claimed range.
There is, of course, a sizable price difference too; whereas the iX40 is priced at R1.65 million, the ix50 is priced at R2.17million.
BMW iX xDrive40
BMW iX xDrive50
Price
R1 650 000
R2 175 000
Range (max)
390 km
630 km
Battery
76 kWh
111 kWh
Power output
240 kW
385 kW
Torque
630 Nm
765 Nm
0-100 kph
6.1 seconds
4.6 seconds
The styling
I frequently posted updates about my iX50 long-term test experience on my social media channels and the (many) responses I received ranged from, “Wow, that looks terrible” to “Wow, that looks particularly terrible”. To say the iX’s styling is polarising would be an understatement of note, but I think that also misses the point.
This is the most flattering angle from which to view the iX – there are so many design details to take in.
As one of our generation’s great prophets, Will Ferrell, once said, “I dunno, but it’s provocative. It gets the people going.” I think “provocative” is the perfect word to describe this car’s design. After all, the iX functions as a rolling billboard for BMW’s transition into the Electric Age. Spending 4 weeks with the car was a blur of people taking photos, pointing at the car, giving me the thumbs up, chatting with me in parking lots, asking to see the SUV’s interior, and generally expressing a tremendous amount of interest in something that most South Africans did not know existed until it appeared in front of them.
In my experience, Mzansi loves the new BMW iX – it certainly gets social media “going”.
I think the reason why its styling has to be so left-field is because of the all-electric drivetrain. The problem with BEVs is that they all feel and sound exactly the same, as opposed to the widely differing sounds and power delivery characteristics of ICE vehicles. For example, a supercharged V8 feels very different to a naturally aspirated straight-6, which feels very different to a turbocharged 4-cylinder.
As opposed to most contemporary BMW, the iX is not fitted with run-flat tyres. Its air-spring-aided ride quality is sublime.
With the character that would usually be imbued in a car via its drivetrain taken out of the equation, a manufacturer has no way to differentiate its EV models using the oily bits, because there aren’t any. The only way to stand out is to do just that, stand out. The interior and exterior designs have to grab attention and generate interest, and we’ve seen this in other EVs, such as Hyundai’s superb-looking Ioniq 5.
Something else that plays a critical role in the EV space is aerodynamic efficiency. A low drag coefficient, or the factor of how slippery the car is as it cuts through the air, can make a massive difference in energy consumption, and designers have to keep this in mind when penning a BEV’s exterior design.
BMW has absolutely nailed it. The iX’s proportions are bang on and its rear 3-quarter view is especially striking. Sure, the double-kidney grille is perhaps comically oversized, but it grew on me. Suffice to say, the iX looks like nothing else on the road and will, I suspect, become an “it” car in the next few months… Other manufacturers may have to play catch up in terms of drawing attention to their BEVs.
The tailgate may seem a little small compared with the rest of the bodywork, but it provides access to a usefully-sized load bay.
iX xDrive50 vs the X5
The iX50 has a peak power output and claimed performance figures that are comparable with those of high-end V8-powered premium SUVs. With 385 kW and 765 Nm of torque, and a claimed 0-100-kph time of 4.6 sec, the flagship iX compares favourably with its X5 stablemate, the twin-turbo 4.4-litre V8-powered M50i. The latter offers 390 kW and 750 Nm of torque, with a 0-100 time of 4.3 seconds.
Interestingly, the current list price of a BMW X5 M50i is R1 873 000, which is just over R300 000 less than the iX xDrive50. However, the iX is specced, as standard, to the brim with features for which you would have to fork out extra dough in the X5, including, interestingly, a tow bar.
Like so many of the newest luxury cars, the iX does not have a cowled instrument cluster, but a rectangular digital panel.
But, by the time you add adaptive LED Laserlight headlights, a dimmable panoramic roof, reverse- and surround-view cameras, adaptive cruise control, air suspension, lane-keep assist, electric lumbar support and massage seats and memory seat adjustment, you may find your X5 M50i costs as much as the iX xDrive50.
This surely is the moment when BMW EVs and ICE cars start to overlap in terms of pricing, which is very interesting in and of itself.
What is the BMW iX like to drive?
In some ways, driving the iX is an entirely novel experience, and in some ways, it isn’t. Luxury car manufacturers have (for a long time now) been able to largely dial out the sounds and vibrations of an internal combustion engine. While the iX is eerily quiet while it transports you to your chosen destination, its driving experience is not too dissimilar to that of, say, a Bentley or a Rolls-Royce
However, it’s the combination of zero vibration from the drivetrain, almost no noise from the motors, instantaneous mountains of torque (accessible via the merest flex of your right foot), cloud-like ride quality (courtesy of the air suspension) and significant cabin insulation that makes driving the iX one of the most serene motoring experiences you are likely to ever have.
Despite offering punchy, instant acceleration, the iX’s general on-road demeanour is stately, unflustered and serene.
In fact, I found the iX to be unsettlingly quiet, and I think BMW’s focus groups did too, because the car offers IconicSounds – a synthetic soundtrack (BMW co-developed it with Oscar-winning film score composer Hans Zimmer) that plays through the audio system and rises and falls with throttle application and speed.
It sounds gimmicky, but I kept it switched on 95% of the time; I found it comforting, which is perhaps a psychological hangover from my 20 years of driving (mostly) ICE cars.
I found the BMW’s adaptive air-suspension system to be particularly clever and, combined with its very low centre of gravity, the iX feels just about dynamic enough to justify the blue-and-white roundel on its bluff front end. The air-sprung suspension dials out the effects of rough road surfaces with aplomb, but also reacts sufficiently quickly to minimise body roll under hard cornering – and does so seamlessly.
Minimalism is at the order of the day in the BMW’s spacious, plush and tech-laden cabin.
A few people asked me, does the iX handle like a BMW? To which my answer was: “Does it need to?” I doubt that if someone bought an iX, they would really expect it to deliver a driving experience akin to that of a BMW M4. After all, this is a large, luxurious, family-oriented SUV – and it behaves like one, albeit with stonking straight-line performance.
While you can steer the iX enthusiastically through a series of serpentine bends, you will soon start to feel the weight of the vehicle and the tyres begin to chirp in protest. Additionally, under heavy braking, you are again reminded of that 2.6-tonne kerb weight, although the braking system is very much up to the task of arresting progress.
It’s certainly not what I would describe as a “chuckable vehicle”, but as a package, it’s certainly not boring to drive.
Bowers & Wilkens setup delivers beautiful audio quality. Note the jewel-like switchgear for the electric front-seat adjustment.
The interior
The interior design is one of the real highlights of the iX. Simply put, the iX’s interior is utterly unique in the motoring world right now. The cabin and particularly the dashboard and driver controls look like those of a concept car that escaped the show stand, and all of those elements successfully combine to make you feel like you are driving something special.
Floating over the minimalist, leather-covered dash is a giant, curved touchscreen that houses the digital instrument panel and the extensive infotainment system. It is one of the more arresting aspects of the interior, and yet BMW has also managed to make the digital interface feel intuitive. I found the touchscreen to be at a very comfortable distance – I rarely made use of the beautiful iDrive jog wheel.
The absence of a transmission tunnel frees up plenty of space between the front seats of the iX.
That crystal jog wheel is set on top of a panel of real open-pore wood, which has embedded buttons. The drive selector is another piece of jewellery alongside the jog wheel, which all floats over a wireless charging pad and two drinks holders. Thanks to the electric drivetrain, nothing separates the legs and feet of the driver and front passenger, which makes the front of the cabin feel particularly roomy.
The seats are a real highlight. There is almost no pretence of sportiness here; BMW has shot for sheer comfort and achieved it. Finished in ultra-plush, quilted leather, the seats are fantastically comfortable.
The entire roof is a one-piece panoramic piece of glass, which, at the touch of a button, turns from clear to opaque; a neat party trick that impresses kids… and big kids, such as yours truly.
The open-pore wood trim on the centre console is a thing of beauty, note the subtle buttons embedded in the panel.
Rear passengers are well catered for with an independent climate control panel (air in funnelling through half of dozen air vents), two USB ports built into the back of the front seats and drinks holders in the centre armrest. Rear cabin space is excellent and again, thanks to that flat floor, feels particularly roomy. ISOfix child seat mounts are hidden under a fold of leather on either side of the bench.
The load bay is relatively capacious. BMW quotes a luggage capacity of 500 litres, which is 20% less than in the BMW X5, a touch less than in the Audi e-tron, but notably larger than in the Jaguar I-Pace.
Under the boot floor is a deep recess, which is perfect for storing the charging cable. The iX is not fitted with run-flats and does not have a spare wheel, but does have a puncture repair kit in the load bay.
A pair of USB-C charging points are integrated into the backrest of each of the front seats.
BMW iX vs Audi etron S Sportback
I have been fortunate to sample several electric cars of late, one of which was the Audi e-tron S Sportback. I was genuinely impressed by that car, but, having sampled the iX, the Audi, unfortunately, comes off second best, particularly in one key area: range.
The Audi’s list price is R2 425 000, a good R250 000 more than the iX xDrive50. But its range pales in comparison to that offered by the BMW. On the WLTP test cycle, the Audi offers a maximum range of 380 km, compared to the BMW’s maximum of 630 km.
By virtue of its dedicated battery-electric platform, the iX has a flat floor and affords rear occupants plenty of legroom.
The stroke of genius with the BMW is the CFRP (carbon fibre reinforced plastic) chassis. This has allowed the BMW engineers to fit a significantly larger battery pack without incurring a devastating weight penalty. At 96 kWh, the Audi has a smaller battery than the 111-kWh BMW, yet the Audi weighs more.
In terms of power outputs and performance, the Audi offers slightly less power – but significantly more torque – than the BMW, thanks to its 3 motor drivetrain. However, in terms of acceleration at least, the two are only separated by 0.1 of a second from 0-100 kph, with the Audi claiming a figure of 4.5 sec and the BMW 4.6 sec.
However, in EV land, it’s not just about the size of the battery, but how you use it, and the BMW is significantly more efficient than the Audi too.
The iX xDrive50 costs R250k less than its Audi e-tron rival, but offers a far superior range from a full state of charge.
BMW ix50 efficiency, energy consumption and running costs vs ICE cars
Indeed, the BMW xDrive50 offers stand-out energy efficiency. The company claims an average of 23 kWh/100 km, but I regularly saw readings of 21 kWh/100 km, especially in urban driving.
The best way to understand the running costs of an electric car versus a traditionally powered (ICE) vehicle is by calculating the relative costs of travelling 100 km.
In ICE vehicles, this is litres of fuel per 100 km. In the case of the X5 mentioned above, BMW claims an average of 11.5L/100 km, which I think we can safely assume is conservative, but let’s run with official figures for the sake of this comparison.
At 23 kWh/100 km, to arrive at the price per 100 km, one multiplies 23 by the price of one unit of electricity. At the moment, in Cape Town, home-use electricity per kWh is R2.30 and 23 times R2.30 is R52.90. To travel 100 km in the X5 M50i, one requires 11.5 litres of petrol, which, at the time of writing, was R19.61 per litre, totalling R225.50.
And so, in a comparatively sized and powered car that offers a similar level of performance, we can see that the EV is dramatically cheaper to run. This is one of the factors that contribute to EVs being superb (what I like to call) “Monday-to-Friday” cars.
Each drive mode comes with its own IconicSounds soundtrack to enliven the otherwise silent driving experience.
What it’s like to drive an electric car in SA
I was very fortunate to live with the iX for just over 4 weeks. In those 4 weeks, I only charged it twice, which was a testament to the impressive range offered by the vehicle. But even so, my number one piece of advice about living with an electric car is this: you have to be able to charge it at home.
Running around looking for chargers can become quite tiresome and inconvenient. All you need at home, as a bare minimum, is a normal plug point within about 3 metres of where you usually park your car, as you cannot plug the charger into an extension cable (for risk of melting the cable) – it has to be plugged straight into the wall.
But I would highly advise having a BMW wall box or standard EV charger (available from Gridcars) installed in your home. Assuming you have single-phase power, you will then be able to charge your car at 11 kW per hour, compared with the 3 kW per hour offered by a standard wall plug. This will result in 100 km of range added to the battery in 1h41m, or a full charge from 0% to full in around 10 hours.
When plugged into a 50-kWh fast-charger, the iX’s battery can be charged up from 14% to 80% in an hour and a half.
Ideally, you want to treat your EV like a smartphone. Arrive home, plug it in, and wake up with a full battery.
I did, however, make use of the (free for BMW owners) 50-kWh fast charger at the SMG BMW dealership in Century City and found this to be quite convenient. I popped into Canal Walk for lunch and some shopping, and the fast charger charged the car from 14% to 80% in under 90 minutes. At 80% battery, the car offers around 430 km of range, which was sufficient for my needs. BMW recommends charging the battery to 80% as often as possible to prolong the life of the battery.
And, of course, Eskom’s ongoing woes and the bane of loadshedding remain concerns for many South Africans. However, I don’t see how it would be a problem for EV owners. As long as you can charge at home overnight, when there is plenty of spare capacity in the grid (and a lower risk of loadshedding), motorists can almost completely nullify the complications posed by bouts of power outages.
BMW iX launch offer, vehicle and battery warranty
The iX range is currently being offered with 1-year comprehensive insurance and a wall box free of charge.
The standard vehicle warranty is 5-year/100 000 km, which can be extended to 7 years or 200 000 km.
There is a separate 8-year/100 000 km warranty on the battery.
The iX is certainly not the first BEV to be produced by a mainstream car brand, but it is arguably the best in its segment.
Verdict
I’ve driven a variety of electric cars back-to-back recently – the Tesla Model X Performance, the Audi e-tron S Sportback and lastly, the BMW iX, and the experiences have been particularly illuminating.
Firstly, BMW has arrived very late to the party. The Tesla Model X went on sale in 2014 and we sampled the Audi e-tron (albeit in Dubai) as long ago as 2018. Even more curious is the fact that BMW launched the i3 and i8 in 2015, and then didn’t launch another EV until the iX, almost 7 years later.
However, I do get the feeling that BMW deliberately took its time with this one, and it shows. This is quite simply one of the best cars I have driven. Not just one of the best EVs – all cars, full stop. It just does everything brilliantly. I cannot fault it.
In the ways that matter most, it is a better car than the Tesla Model X. While the Tesla is an impressive tech-fest, in the “old-fashioned” ways in which we measure cars – ride comfort, refinement, road noise at speed, build quality, the iX is remarkably better. Overall, it is a better car than the Model X and critically, the BMW offers more range at a lower purchase price.
For me, the iX is a tipping point. Electric vehicles are now as good as ICE vehicles, if not better. And it seems South Africans are beginning to agree. BMW South Africa quickly sold its first shipment of iX units, and more are on the way.
It pains me that currently in South Africa, electric vehicles remain playthings of the wealthy. R2.2 million is simply a staggering amount of money for 99% of South Africans to spend on a motor vehicle. Where are the cheap Hondas, the cheap Renaults, the cheap MGs?
However, I am confident that EVs will go the way of the smartphone. They will become cheaper as manufacturers reach economies of scale and as battery technology improves.
If the iX is a rolling showcase of what the electric car is today, we are in for a very exciting future.
The Haval Dargo SUV, or Big Dog as it’s known in China, is reportedly earmarked for launch in Australia, which means the model is likely to be offered in South Africa.
First up, let’s clear up the name. Haval reportedly ran a public poll on WeChat to determine the name of this vehicle and the options included DaGou (Big Dog), Yuanxingzhe (Hiker), Zhanfu (Battle Axe), Lantu (Billow Journey) and Lang (Wolf). DaGou came out on top and is the official name in China, but we think Big Dog just sounds cool.
However, Australia’s CarsGuide, has reported that GWM has submitted a trademark application for the Haval Dargo (as it will be called Down Under and other markets) which represents a clear intention to introduce the Dargo in that market. Australia has thus far received a left-hand-drive Dargo for local journalists to assess the vehicle’s suitability for the Australian market. That is significant because, if the Dargo is indeed found to be suitable, the Dargo will be produced in right-hand-drive, making it eligible for introduction in South Africa too. Models introduced in Australia are often also destined for South Africa which means that we may very well see the Dargo, come to South Africa to take on offerings such as the Toyota Land Cruiser Prado.
A local Haval spokesperson has confirmed that a right-hand-drive Dargo is in the planning phase and that the Dargo may very well reach South Africa in 2023.
“Due to the export vehicle being in planning phase still, details are thin, but as I understand it’s not a 7 seater which would mean it’s smaller than H9. But everything available online is speculation at this time as the factory hasn’t made any export specification commitments yet so we have no reference points at this time”.
What does the Haval Dargo have to offer?
The Haval Big Dog or Dargo stands some 4 620 mm long, 1 890 mm wide, 1 780 mm high and has a wheelbase of 2 738 mm, making it roughly the same size as a Toyota Prado.
In terms of design, the Haval Big Dog adopts a boxy design with a bold, 3-tier grille flanked with round headlights set in dark trim housing. An under-body skid plate is also fitted along with rugged-looking black plastic wheel arches, hinting that the Big Dog can run offroad if need be which is further emphasised with its 200 mm ground clearance. Roof rails, running boars and all-terrain tyres further add to the ruggedness of the new model. The rear benefits from inverted L-shaped taillights along with a rear skid plate and a bold Haval badge.
The Big Dog’s interior is vibrant and comes equipped with all the bells and whistles.
Moving inside, the Haval Dargo is equipped with a digital instrument cluster and large touchscreen infotainment system as well as a neat multi-function steering wheel. A wireless charging pad is also fitted. The dashboard is equipped with vertical air vents as well as a large grab handle for the front passenger as well as on the A-pillars.
In China, the Big Dog is powered by 2 turbocharged engine choices including a 125 kW/285 Nm 1.5-litre engine (front-wheel-drive) as well as a larger 2.0-litre engine offering 155 kW and 325 Nm (4-wheel-drive). A 7-speed dual-clutch transmission is fitted. A new diesel powertrain is reportedly being developed too and could offer in the region of 135 kW and 480 Nm which would be ideal for South Africa.
To ensure that the Big Dog is competitive offroad, Haval has equipped the Big Dog with a BorgWarner 4-wheel-drive system with 2 differential locks and 6 drive modes suited for various terrain. Offroad cameras are also fitted so that difficult terrain can be navigated safely.
Do you want to see the Haval Big Dog in South Africa?
The first 2024 Mitsubishi Triton prototypes have been spotted undergoing testing. Here’s what we know about the Japanese bakkie.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
The double-cab bakkie market is constantly evolving. If one brand launches a new model, you can be sure that the rest will be taking notice and preparing updates of their own. With traditional bakkie markets like South Africa and Australia buying huge numbers of these vehicles, it’s vital for the brands to be constantly innovating and updating.
What you see here are the first images of the 2024 Mitsubishi Triton. In overseas markets, this product is known as the Mitsubishi L200. Our photographers tell us this is what’s known as a chassis-testing mule. So while it vaguely resembles the current shape car with its near-identical headlights, what’s under the bodywork and can’t be seen with the naked eye is where the real changes lie.
We’re not expecting too many radical upgrades as the current shape Mitsubishi Triton offers decent refinement and offroad capability, wrapped in one good-looking package. Browse for new and used Tritons here.
When will the 2024 Mitsubishi Triton be revealed?
We can expect this new 2024 Mitsubishi Triton to be revealed at some point in 2023.
