Audi Q5 (2021) Launch Review

With the popularity of SUVs showing no signs of abating, the Q5 is well on its way to becoming Audi’s most popular model across the globe. The facelifted version of the executive SUV has just arrived in South Africa and we sampled it on the roads of the Western Cape to see how well it holds up against familiar rivals.

What’s new on the Audi Q5?

The Q5 Sportback joins the standard Q5 as Audi matches offerings from BMW and Merc.

First of all, it’s only a mild facelift. Much of the Q5’s exterior update is focused on the designs of the grille and the lighting signature. Meanwhile, a Q5 Sportback variant has been added to the line-up for the first time; it offers buyers who are looking for a design-oriented SUV another option in the vein of the BMW X4, Mercedes-Benz GLC Coupe and the Range Rover Evoque, to some extent.

But, to come back to the front-end of the facelifted model, the grille has much more of an RS model design to it, replete with blacked-out hexagonal elements. The headlamps have a new lighting signature and the front air intakes have been revised. The Q5 Sportback, in turn, features a unique grille design so that it can be distinguished from its sibling from the front – not just by the sloping tailgate.

The interior’s updates mostly pertain to the updated infotainment system and revamped centre console, but more on that later…

Are the engines any good?

The revised range’s engines are carried over from the pre-facelift model.

All 3 engines that are offered in the Q5 line-up have been carried over from the pre-facelift Q5. The range begins with a 2.0-litre turbodiesel that produces 140 kW and 400 Nm of torque. Incidentally, there seems to be a consensus between the German premium brands that 140 kW is exactly the right amount of power that a 2.0-litre turbodiesel motor should produce. That peak output (140 kW) is identical to that of the BMW X3 and the Mercedes-Benz GLC only produces 3 kW more. These days, Ford and Toyota extract more power and torque out of their “workhorse” bakkie engines, but that’s another story…

The second engine in the lineup is the 2.0-litre turbopetrol motor with 183 kW and 370 Nm of torque on tap. Both engines are mated with a 7-speed S tronic dual-clutch automatic transmission, which remains deeply impressive. Without looking at the rev counter, you’d be hard-pressed to know when it’s shifting gear – such is the refinement of the thoroughly modern auto ‘box. The engine has been augmented with a 12V mild-hybrid electrical system, which shuts off the engine when the Q5 is coasting; Audi claims the implementation of the system results in fuel savings of up to 0.7 L/100 km.

The final engine in the lineup is the SQ5’s 3.0-litre V6 turbopetrol. It produces 260 kW and 500 Nm of torque; peak power is slightly down on the BMW X3 M40i (285 kW) and Mercedes-AMG GLC 43 (287 kW) and, in terms of outright acceleration, the SQ5 is notably slower than its rivals (0 to 100 kph is said to take 5.4 sec versus 4.5 sec for the X3 M40i and 4.9 sec for the GLC 43). We weren’t able to sample the updated SQ5 on the facelifted Q5’s launch event, but we will report back on the performance of the flagship derivative (there is no RS Q5) when we get one for a full review later this month.

Meanwhile, the turbodiesel engine felt best-suited to the daily commute courtesy of its strong low down torque delivery, which enables the Q5 to build speed from a standstill quite quickly. The motor offers impressive mid-range acceleration (which is critical for executing quick overtaking manoeuvres at urban speeds) and it only starts tapering off after 120 kph.

As for the petrol, it’s not quite as responsive from pull-away as its turbodiesel equivalent but offers better high-end acceleration. Unfortunately, it’s also a lot thirstier than the diesel in most situations.

The Q5’s new interior bits?

The screen that sits atop the dashboard has new software and hardware, which allow it to process requests much faster.

The major update to the interior is the new infotainment system. The Q5 doesn’t have the updated fascia architecture that features on almost every other contemporary Audi, which dates the model, but the new 10.1-inch infotainment system’s interface feels similar to that of new models. It’s faster-acting too (10-times faster, Audi says) and offers acoustic feedback when you select options from the menu.

The touch integration has meant that the rotary dial that used to sit in the centre console has been removed and replaced with a small storage bin that’s just big enough to accommodate the Q5’s key fob.

As for the overall fit and finish of the revised executive SUV’s interior, the cabin’s panels are typically solidly made with precision-cut shut lines and, if you spec up your car with the best possible seats and leather-trim options, you’ll get a very comfortable and lavish setup. However, if you don’t spec up the interior, it can look a little bland and, in truth, some of the touch surfaces feel a trifle underwhelming.

You can also order your Q5 with a head-up display and OLED lights, which are probably the best lights you can specify – for any car! The OLED lights also have a unique display at the rear when you toggle between drive modes. When you select Dynamic, the rear lights display a sportier graphic. Meanwhile, a proximity sensor will cause the brake lights’ illumination to brighten as vehicles draw closer to the Q5’s tailgate.

In terms of practicality, the Q5’s load bay is capacious in both the standard model and its Sportback sibling (520 and 510 litres, respectively), while the rear seatbacks can be reclined for passenger comfort – or folded completely flat, to free up 1 520 litres of utility space in the Q5 (and 1 480 litres in the Q5 Sportback).

What’s the Q5 like to drive?

If you spec just one option on the Q5, it should be adaptive air suspension.

The first optional extra you should (strongly) consider is the adaptive air suspension. It allows the Q5 to smooth out bumps (to the benefit of ride comfort), yet still feel appreciably agile when its driver tasks it to corner quickly. If you like big wheels (the Q5 I drove was specced with 20-inch alloys), you get optimal aesthetic appeal without the crunchy ride associated with low-profile rubber. It’s a must-have!

All Q5 derivatives come equipped with quattro all-wheel-drive, which provides peace of mind when driving on wet roads or going slightly off-road and, with the air suspension, you can raise the ride height to keep clear of any obstacles that might catch on the bumpers. The quattro system also has the ability to decouple from the engine and, by only driving the rear wheels when required, the Q5 uses less fuel.

The Q5 is great for long journeys with a supple ride and confident, stable road holding. You can also specify adaptive cruise control and lane keep assist to make your journeys less taxing on your mind.

Pricing and after-sales support (November 2021)

All Audi Q5’s are sold with a 5-year Audi Freeway plan as standard.

Q5 40 TDI quattro	R852 000
Q5 40 TDI quattro Advanced	R871 000
Q5 40 TDI quattro S Line	R897 000
Q5 40 TFSI quattro S Line	R947 000
SQ5 TFSI quattro	R1 208 000
Q5 Sportback 40 TDI quattro Advanced	R960 000
Q5 Sportback 40 TDI quattro S Line	R1 000 000
Q5 Sportback 40TFSI quattro S Line	R1 050 000
SQ5 Sportback TFSI quattro	R1 355 000

Summary

The Q5 facelift still feels like a viable premium option despite the price.

The arrival of the facelifted Q5 comes shortly after the local introduction of its archrival – the facelifted BMW X3, which also received a rather mild update. Quattro all-wheel-drive is standard on all Q5s, which is a boon, but the updated model’s standout feature is the pliant ride quality that it delivers in conjunction with the optional air suspension. It gives buyers the chance to specify bigger alloy wheels, which we know South African motorists are rather fond of doing, but without suffering the penalty of a harsh ride quality that usually comes part and parcel with the fitment of low-profile tyres.

The interior has been updated with new infotainment software and a more responsive touchscreen, but it dates the Q5 compared with its Audi siblings, which feature more modern and integrated designs.

Models in the Executive SUV segment (effectively the entry point to premium family cars) have become rather expensive – their asking prices have climbed up the R1-million mark within a worryingly short passage of time. The newcomer is, therefore, unlikely to sell up a storm, but for those looking for a prestigious badge in a medium-sized luxury SUV, the Q5 compares perfectly well with the competition.

This week’s news you need to know (November 2021, week 3)

In this week’s automotive news you need to know: If Lexus takes too long to launch the next LFA, there might not be any petrol left on the planet by the time the supercar finally arrives, Mazda shows a rugged CX-50 in the mould of a Subaru, GWM is about to unleash King Kong and impractical SUVs continue to run amok.

LFA Version 2. Do better

Okay, so the next Lexus LFA supercar might arrive, um, just before Elon Musk deposits humans on Mars. Jokes aside, we all know that countless enthusiasts would absolutely love it if Lexus came up with a stunning follow-up to its screaming LFA (2010–2012). “It’s what the people want”. However, for that to happen, Toyota needs to suppress its perfectionist tendencies and aim for a delivery date earlier than “2025”. We’re not asking for a fusion-powered car; we’re just asking for a shorter incubation. Such was the Japanese firm’s obsession with perfecting the first LFA that the car came to fruition way too late.

Admittedly, the first LFA still has the ability to reduce grown men to tears. Those who got to chance to drive one invariably named their firstborns “LFA”. Okay, it’s a weird name for a kid, but can you blame ’em? In the hybrid age, Toyota knows what it needs to do. I may be simplifying things a little too much, but who cares? The Japanese firm just needs to hurry things up a little before petrol is banned entirely.

CX-50 – The rise of the budget off-roader

Hardcore 4×4 enthusiasts swear by their ladder-frame-based off-roaders with superior wheel articulation, approach-, departure- and breakover angles, wading depths and diff locks. Fair enough, a truly capable 4×4 – with a skilled driver behind its ‘wheel – can negotiate very treacherous off-road courses. Nonetheless, more noise needs to be made about reasonably capable SUVs with just enough ground clearance. They come at fractions of the costs of big 4x4s and, considering more than 60% of SA’s roads aren’t tarred, such vehicles could get people into adventuring… You don’t HAVE to have a bakkie.

Read more: Mazda unveils boldly styled CX-50

Sorry, bakkie boys, if you have a vehicle like the new Mazda CX-50 (which is the most off-road-oriented passenger-car-based model that the Hiroshima-based manufacturer has ever produced) or even a Subaru Forester, for example, you too could reach the top of a mountain pass (to the dismay of owners of serious 4x4s). Most out-of-the-way destinations are accessible, but you need to exercise a healthy dose of caution and plan your routes properly. I’m not saying you should attempt to cross the continent in your all-wheel-drive crossover (traversing nothing but unmarked roads), but, if you consider how many motorists cart their families around in bakkie-based or off-road vehicles that are hardly ever required to perform to their full potential, do you really need more than a reasonably capable SUV?

GWM (it’s on like) King Kong

It’s time to put the damsel in distress at the top of the skyscraper and shake the cage of the South African bakkie scene. Pro tip and ssssshhhh (in case anyone’s listening in or our conversation), if you want to produce a benchmark bakkie, you don’t need to create something revolutionary. Just take the Toyota Hilux and make it better. It sounds easier said than done, but that is exactly what you’d need to do.

GWM’s P-Series bakkie is steadily gaining in popularity thanks to its strong value proposition, so why has the Chinese giant felt the need to produce the provocatively named King Kong based on the former’s underpinnings? Well, partly so that the double cab would look more macho (indeed!) to suit the tastes of the Chinese market (where it will be offered with an extended load bed); there are certainly hints of the Ford F-150 in the front-end design. Should Toyota be concerned? I don’t think so – at least not yet – but with the passage of time, there’ll be more knocks on the door and then, who knows?

Updated T-Roc – facelift and oh…a stylish SUV?

Can you wrap your head around the fact that we live in a world in which people demand stylish SUVs that offer less practicality than the SUVs they’re based upon? Come again? Here’s a facelift of a car that hardly features in the story of remarkable cars. The creators of the great Lancia 037 would be perplexed by this T-Roc, which clearly favours form over function. The question is: “How did we get here”?

Read more: Volkswagen T-Roc updated for 2022

Station wagons, compact MPVs and small sportscars – they used to be all the rage at some points in time, but now they’re virtually extinct. So who is going to be pushing that big reset button in the sky for (let’s call them) boutique crossovers? The problem with making fashion statements – even seemingly brilliant, show-stopping ones – is that their relevance is transient. Trends come and go, so when will time finally be up for the SUV (or at least its stylised variants)? Does this mean that we’ll see sports sedans or hot hatches ascend to the top of the podium again? It’s unlikely, but one can dream.

Haval H6 Review – The SUV Turning the SA Market Upside Down

The interest in the new Haval H6 has been phenomenal. We’ve received an endless stream of comments, social media responses and requests from you, our dear viewers, to review this car. And so, here it is!

The reason for the delay was that Haval South Africa is selling every H6 that lands in the country, and so we had to wait longer for a media test unit.

It’s fair to say that the broad appeal to – and interest in this car from South African motorists – is unprecedented. The brand has rocketed up the top 10 list of car brands in South Africa by sales volume and is now larger than Nissan. It’s a success story other Chinese brands will hope to repeat and Chery’s launch on our market is imminent.

In this video, we review the second from the top-of-the-range, the H6 2.0T Luxury AWD variant, and we take an in-depth look as to why South Africans are finding this package so appealing. We’ll get into the pricing, we’ll take a detailed look at the interior, safety features and tech features, we look at the back seat space and features, as well as the boot space (load area).

Join our video guy Ciro De Siena for a thorough review of the new Haval H6, and let us know what you think in the comments below.

Buy a used Haval H6 on Cars.co.za

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Hyundai Venue Gains New Entry-Level Derivative in SA

Hyundai South Africa has added a new base derivative to its Venue compact SUV range and it will appeal to budget-conscious buyers looking for a stylish urban runabout.

Hyundai’s Venue compact SUV has proven to be quite a hit with buyers in this segment and Hyundai says that over 9 500 Venues have found homes locally since it was launched back in 2019.

Now, in an effort to ‘get more bums in seats’, Hyundai has introduced a new entry-level Venue 1.2 Motion manual derivative that’s nicely priced at R259 900, some R58k less than the next variant in the range.

“We have identified an opportunity to add the Venue 1.2 Motion with its naturally aspirated engine and manual gearbox for young entry-level buyers, at a price that will make it a real value-for-money purchase” said Stanley Anderson, sales and operations director of Hyundai Automotive South Africa.

The naturally-aspirated 1.2-litre petrol engine offers 61 kW and 114 Nm of torque and is mated with a 5-speed manual transmission. Hyundai claims a fuel consumption figure of 6.5 L/100km. Note that the rest of the Venue range is powered by a 1.0-litre turbopetrol engine with 88 kW and 172 Nm.

This new derivative rides on 15-inch steel wheels with wheel covers and buyers can choose from colours such as Star Dust, Denim Blue, Typhoon Silver, Fiery Red, Polar White and Phantom Black.

Notable interior features include an 8-inch infotainment system with Android Auto and Apple CarPlay, multifunction steering wheel, rear view camera, rea park assist sensors, electrically adjustable side mirrors, electric windows and manual air conditioning.

As far as safety is concerned, 2 front airbags are fitted as well as ABS with EBD.

How much does the Hyundai Venue cost in South Africa?

Pricing is accurate as of November 2021.

1.2 Motion – R259 900

1.0T Motion – R317 900

1.0T Motion Limited Edition – R339 900

1.0T Fluid – R349 500

1.0T Fluid Limited Edition – R354 500

1.0T Motion auto – R354 500

1.0T Motion Limited Edition auto – R376 500

1.0T Fluid auto – R382 900

1.0T Fluid Limited Edition auto – R388 500

1.0T Glide – R415 500

1.0T Glide Limited Edition – R415 500

The Hyundai Venue is sold with a 7-year/200 000 km warranty and a 3-year/45 000 km service plan. 7-year/150 000km Roadside Assistance is also included.

Buy a used Hyundai Venue on Cars.co.za

New Isuzu MU-X (2021) Launch Review

Isuzu has launched its new-generation MU-X in South Africa. If the 7-seater Adventure SUV is indeed vastly better than its predecessor, Isuzu should be perfectly poised to post a stronger challenge to segment heavyweights such as the Toyota Fortuner and Ford Everest. Gero Lilleike attended the launch event of the new MU-X on the Garden Route, during which he sampled the newcomer on some of South Africa’s most scenic mountain passes. Has Isuzu hit the bullseye?

Let’s be honest. The first-generation (KB-based) Isuzu MU-X fell short of expectations. Not only did it lack overall refinement and performance, but its plastic-laden utilitarian interior didn’t age particularly well. What’s more, while the MU-X was capable off-road, its ability was limited due to the fact that it didn’t initially feature a diff lock (an Eaton rear differential lock was introduced in 2019). These factors (and others) resulted in slow market uptake and MU-X didn’t gain significant traction against the segment-leading Fortuner and Everest; even the Mitsubishi Pajero Sport and Haval H9 arguably outshone it.

Are the tables about to turn, however? It appears that Isuzu may find itself in a strong position to claw back some market share with the introduction of its new 2nd-generation MU-X, which is sourced from Thailand and is based on the same platform that underpins the new D-Max bakkie which will be produced right here in the Republic in 2022.

Isuzu has not only harnessed the power of hindsight to rectify many of the first-generation MU-X’s shortcomings (see below), but the new MU-X and forthcoming D-Max represent a fresh and energetic rebirth for a brand whose heritage is deeply entrenched in the commercial vehicle sector, but which hasn’t fully unlocked its potential in the leisure market. At least not yet, anyway…

So, with that “rebirth” in mind, let’s explore what the new Isuzu MU-X has to offer.

What’s on offer?

The new Isuzu MU-X is arguably winning in the segment style stakes. Would you agree?

If the styling of the previous generation MU-X didn’t win you over, perhaps this new MU-X’s appearance will! It’s arguably better looking than the Fortuner and Everest by virtue of a bold “World Crossflow” grille and sleeker LED headlights, which give the new Isuzu a purposeful look. Overall, we think the new MU-X’s styling marks a major improvement over that of its predecessor!

Isuzu has structured its local MU-X range in line with current buying trends and is offering the MU-X with 3 trim levels including the base LS, which can be had in either 4×2 or 4×4 guise (with 17-inch wheels), the mid-spec LSE, which is only offered in 4×2 guise (with 18-inch wheels) and then, lastly, the range-topping MU-X Onyx 4×4 (with 20-inch wheels).

See further specification details here!

The new MU-X boasts a significant boost in terms of safety with the debut of Isuzu’s Intelligent Driver Assistance System (IDAS).

It’s important to mention that the MU-X Onyx debuts Isuzu’s Intelligent Driver Assistance System (IDAS), which incorporates a host of driving assistance features, such as Lane Departure Warning (LDW), Lane Departure Prevention (LDP), Emergency Lane Keeping (ELK), Lane Keeping Assist System (LKAS), Adaptive Cruise Control (ACC), Attention Assist, Autonomous Emergency Braking (AEB), Turn Assist and Pedal Misapplication Mitigation. The safety spec is bolstered with 7 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill start assist and hill descent control.

In terms of performance, the new MU-X is powered by a revised version of Isuzu’s 3.0-litre 4-cylinder turbodiesel engine (codenamed 4JJ3), which now delivers 140 kW and 450 Nm, bringing it more in line with other offerings in this segment. Note that the outgoing MU-X offered peak outputs of 130 kW and 380 Nm.

Furthermore, all MU-X derivatives are fitted with a 6-speed automatic transmission as standard, with the range-topping MU-X Onyx featuring steering-wheel-mounted shift paddles.

What’s the new Isuzu MU-X’s interior like?

Isuzu has taken a more upmarket styling approach for the new MU-X’s interior – it represents a huge leap forward over its predecessor.

In addition to its more eye-catching and contemporary exterior styling, the Japanese Adventure SUV features a newly-designed interior, which is likely to find favour with buyers who would otherwise be considering family cars of the crossover variety. Isuzu has lifted the MU-X’s interior appeal appreciably with a modern look and feel that’s more aligned with expectations in the leisure-vehicle segment.

The first major improvement is the new leather-wrapped multifunction steering wheel, which is smaller and “sportier” than before and provides easy access to all the vital functions that the driver would want (and need) at their fingertips, such as Bluetooth telephony, audio- and driver-assistance controls, to name a few examples. The central multi-information display (MID) can be configured via the steering wheel buttons and is flanked by the 3D-styled rev counter dial on the left and the speedometer dial on the right.

The visual appeal of the cabin is further enhanced with a new 9-inch infotainment touchscreen for LSE and Onyx derivatives (LS derivatives are fitted with a smaller 7-inch unit). Despite its fancy look, the infotainment system isn’t all that sophisticated – it’s actually very basic and, therefore, simple to use. The interface, however, does become markedly more engaging when you are connected to either Apple CarPlay or Android Auto. Note that there’s no integrated navigation and vehicle information and settings are accessed via the aforementioned MID using the steering wheel-mounted controls.

Sadly, there is only 1 USB port in the front cabin (we think 2 would have been better) and 2 USB ports in the rear as well as the obligatory 12V sockets which are sorely needed when you are adventuring.

The base MU-X LS derivative features a smaller 7.0-inch touchscreen and round dials for the air conditioning.

The cabin has also been enhanced with soft-touch leather trim atop the dashboard, on the transmission tunnel and insides of the doors. Combined with piano black trim elements, chrome highlights and aluminium finishers, the MU-X’s cabin is now far more upmarket than that of its predecessor. Nonetheless, it must be noted that the cabin does also feature some harder (scratchy) plastic elements which do detract from an otherwise hugely-improved interior. Perceived interior build quality is on par with the standards of the segment.

Isuzu also deserves praise for providing comfortable new seats in the MU-X. LSE and Onyx derivatives gain leather upholstery (cloth for LS derivatives) with an 8-way electrically adjustable driver’s seat with lumbar support. The seats offer superb levels of comfort and support for long-distance driving and they are heated too, so well done, Isuzu!

Other nice-to-have features include a 2-tier storage compartment ahead of the front passenger, up to 12 holders for bottles and cups throughout the cabin and dual-zone climate control.

The rear legroom is on the tight side for tall passengers and the third row of seats is best suited for children.

As far as practicality is concerned, Isuzu claims best-in-class hip, shoulder, head and legroom, but we found legroom in the 2nd row to be average at best – in fact, taller passengers may experience some discomfort in the middle row on longer journeys. The third row of seats are accessed by flipping the second row of seats forward and while adults are able to squeeze themselves into the third row, we think those seats are better suited for children.

Unlike the Fortuner, the Isuzu’s third-row seats fold flat into the floor to create a more than useful space for loading luggage. The range-topping MU-X Onyx is also fitted with an adjustable electronic tailgate that takes the work out of closing and opening, especially when you have your hands full.

What’s the new Isuzu MU-X like to drive?

The MU-X is now more refined than before and boasts significant improvements in its ride and handling ability.

The launch route of the new Isuzu MU-X’s presentation event saw a large contingent of motoring journalists undertake a 350-km road trip that incorporated a number of scenic and twisty mountain passes in the Western Cape, including the Robertson Pass, Swartberg Pass, Meiringspoort Pass, Montague Pass and the Outeniqua Pass.

The route provided a good mix of highway and gravel road driving and highlighted just how much better the new MU-X is to drive. The first notable improvement is in terms of the turbodiesel engine’s performance and refinement. At highway speeds, the MU-X’s 3.0-litre turbodiesel engine is far less audible – it appears Isuzu has taken further measures to insulate the cabin from road and wind noise.

With more power and torque on offer – in conjunction with a recalibrated, faster-shifting 6-speed automatic transmission – the MU-X’s powertrain feels more responsive and, perhaps more importantly, its overtaking ability is appreciably stronger. The MU-X delivers good acceleration between 80 kph to 120 kph, which is typically the speed range in which you want to make quick overtaking manoeuvres.

The new MU-X is at home on gravel as much as it is on tar.

For a start, the new MU-X rides very well on tar even though it’s now more firmly sprung than before. The model delivers a supple and forgiving ride quality on somewhat uneven road surfaces courtesy of its revised suspension, which comprises an independent front setup (with increased spring rates) in combination with a 5-link coil-sprung configuration at the rear. Needless to say, the MU-X also delivers a comfortable ride on gravel and manages to “even out” mild ruts and bumps with aplomb. The poor gravel mountain passes we traversed on this event hardly unsettled the newcomer!

It’s also worth mentioning that although the outgoing MU-X suffered from severe body roll when cornering at higher speeds, we were highly impressed with how composed and planted this new MU-X felt when it negotiated bends at a proverbial canter. Body roll has now been drastically reduced and the MU-X’s on-road stability is significantly more resolved than before. It’s chalk and cheese!

In terms of fuel consumption, Isuzu claims 7.6 L/100 km but real-world figures of 9.0 L/100k m and higher can be expected. The new MU-X also has a larger 80-litre fuel tank (previously 65 litres) which means that you could, in theory, drive over 1 000 km on a single tank, but we will have to put that to the test! Isuzu also claims a towing capacity of 3 500 kg, which is 500 kg more than the outgoing model.

How does the new Isuzu MU-X perform off-road?

Capability is a core strength for Isuzu and the MU-X is up for the challenge.

Off-road enthusiasts will be happy to learn that the new MU-X’s 4×4 derivatives are equipped with a locally-developed rear electronic differential lock as standard, which is rather handy when you need to tackle a tricky off-road course. The diff-lock can be engaged by simply pressing a button on the centre console.

The new MU-X is equipped with a 4×4 transfer control dial that allows the driver to easily switch from 2H to 4H at speeds of up to 100 kph and, when the conditions demand it, 4L can be engaged (when the vehicle is stationary) to navigate more difficult terrain.

In addition to this, the new MU-X also comes equipped with a Rough Terrain Mode that can also be engaged via the centre console. This mode would typically be used on a poor gravel surface, for example, and when the mode is active, the Isuzu’s traction control and electronic stability control settings are adjusted to ensure enhanced traction and handling ability.

The new MU-X – spotted in the wilds of the Western Cape.

For those buyers who will be looking to cross rivers in the new MU-X, a claimed wading depth of 800 mm will be particularly useful. The newcomer’s ground clearance, meanwhile, is said to be 227 mm.

We put the MU-X to the test on a moderately difficult 4×4 course, which included a handful of challenging obstacles, but the MU-X had little trouble in negotiating the rough terrain. We do, however, look forward to exploring the full extent of the new MU-X’s off-road ability when it arrives at our office for a thorough evaluation in the near future.

Summary

Better in so many ways, the new MU-X is now a serious contender in the Adventure/Leisure SUV segment.

There’s no doubt about it, the new Isuzu MU-X is a vastly improved product compared to its honest, but nonetheless basic, predecessor. It’s likely that Isuzu will achieve better sales success with this iteration of its Adventure/Leisure SUV, which will probably be helped by the local arrival of the highly-anticipated D-Max in April 2022.

Not only does the new MU-X look sharper and more purposeful in the metal, but its interior design and execution add up to a significant leap forward. It will not only please fans of the Isuzu brand, but perhaps entice buyers that are new to the market to take a closer look at the new MU-X.

On paper, the MU-X’s engine outputs fall short of what’s offered in the rivalling Fortuner and Everest, but, in our experience, the Isuzu’s ride/handling balance is right up there with the best in the segment. What’s more, buyers will definitely not feel short-changed in terms of the MU-X’s on-road performance. That being said, the new MU-X’s towing performance has yet to be tested.

As far as pricing is concerned, the range-topping MU-X Onyx at R860 500 is pricier than the equivalent offerings such as the Toyota Fortuner 2.8GD-6 4×4 VX (R837 100), Ford Everest 2.0Bi-Turbo 4WD Limited (R833 500), Mitsubishi Pajero Sport (R719 995) and Haval H9 (2.0T 4WD Luxury (R669 900), the latter of which looks like exceptional value in this company.

The MU-X’s sweet spot, however, appears to be the LS (from R693 800) and LSE (from R763 300) derivatives; they are more competitively priced against equivalent rivals, depending on whether you need 4×4 ability or not. We do, however, hope that Isuzu makes its IDAS driver assistance suite available on other MU-X derivatives in the future.

Isuzu offers a 5-year/120 000 km warranty and a 5-year/90 000 km service plan for added peace of mind and we strongly suggest that you book a test drive at your nearest Isuzu dealer.

How much does the new Isuzu MU-X cost in South Africa?

MU-X 3.0 Ddi 4×2 LS A/T	R693 800
MU-X 3.0 Ddi 4×4 LS A/T	R771 600
MU-X 3.0 Ddi 4×2 HR LSE A/T	R763 300
MU-X 3.0 Ddi 4×4 Onyx A/T	R860 500

Buy a used Isuzu MU-X on Cars.co.za

Podcast Episode 9: Audi Commits to Launching 6 Electric Cars in SA

Audi South Africa has made a bold move and announced the launch of 6 electric cars onto the South African market.

In this conversation with the MD of Audi South Africa, Sascha Sauer reveals all the details! We cover the new models arriving in 2022 and Audi’s plan for the future. We also discuss how Audi’s conversations with the South African government have progressed in helping move South Africa into a new era of electric motoring.

Mr Sauer also discusses what the plans will be in terms of Audi’s traditional range of cars, particularly the Audi RS models and how long they will be available in South Africa for.

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Audi Q5 (2021) Specs and Price

Audi’s popular Q5 mid-size SUV has come in for a facelift and is ready to be launched in SA, here’s what the Q5 has to offer and how much it costs.

Following the introduction of the Q3 Sportback, Audi is introducing a coupe-roof styled Q5 called the Q5 Sportback with the facelifted Q5. This gives Audi a natural competitor to the BMW X4 and GLC Coupe from its German rivals. You could also consider the Range Rover Evoque in the segment too, but there are loads of premium rivals from the likes of Lexus, Porsche and Jaguar that buyers would also consider in this segment.

The front end design features new air intakes and a more distinctive front grille. The Q5 Sportback has a slightly different front grille design to that of the normal Q5. The headlight design has been modernised and can optionally be fitted with Matrix LED lights that automatically adjust to oncoming vehicles and pedestrians.

The rear light has its own signature and if you’re following it, you may notice that the design and brightness of the rear lights changes depending on what drive mode is selected. The rear lights also become brighter if someone gets a little too close to the rear of the car, warning them to ‘back off’ if you will.

Audi Q5 engine range

The Audi Q5 Sportback’s styling is now more refined.

There are three engines to choose from in the Q5 model lineup. All the engines are available in both body styles. The range starts with the 40 TDI, a 2.0litre turbodiesel with 140 kW and 400 Nm of torque and is equipped with a 7-speed S tronic gearbox. Next up is the 45 TFSI 2.0-litre turbopetrol which produces 183 kW and 370 Nm, also equipped with a 7-sped S tronic gearbox. This engine is also equipped with a 12V mild-hybrid system that shuts down the engine when coasting in order to save fuel. It’s claimed to improve efficiency by around 0.7L/100 km. The SQ5 is currently pinned as the performance derivative and features a 3.0-litre turbopetrol engine producing 260 kW and 500 Nm with an 8-speed tiptronic gearbox.

All models feature Quattro all-wheel-drive, but the system can automatically disconnect the rear wheels when not needed, improving efficiency and effectively making the car front-wheel-drive at times when you don’t need the extra traction of Quattro.

Audi Q5 interior

The Q5’s interior has also been updated with better connectivity and safety features.

The Q5 model range still features the older screen on top of the dash design rather than the newer integrated system that sits within the dash but the software and hardware have been upgraded. The result is that it’s up to 10 times faster than the old system.

Virtual Cockpit is also available digitising the infotainment screen into a space where you can personalise the information you want to see in front of you.

More safety features and semi-autonomous systems are now available in the Q5. Lane Assist helps keep you centred in your lane, guiding the vehicle on its own while adaptive cruise control maintains speed and distance from the car in front without you needing to touch any of the pedals.

A 360-degree camera is also now available along with park assistance and cross traffic alert when reversing out of parking bays.

Adaptive air suspension system is optionally available on the 40 TDI and 40 TFSI but standard on the SQ5. The system automatically adapts to road conditions and speeds, either raising the ride height or lowering it. It can also be used when loading things into the car, lowering the rear end by as much as 50 mm.

Practicality wise there isn’t too much difference between the standard Q5 and the Q5 Sportback. The boot on the Q5 is 520 litres big while the Sportback claims 510 litres of loading space. When you lower the rear seats the Q5 will hold 1 520 litres of luggage while the Q5 Sportback will load 1 480 litres.

Audi Q5 lineup

Audi Q5 – 19-inch wheels.

Audi Q5 Advanced – 19-inch wheels, Advanced Line bumpers, high gloss package.

Audi Q5 S Line – 19-inch wheels, S Line bumpers, high gloss package, sports suspension.

Audi Q5 Sportback Advanced – 19-inch wheels, Advanced Line bumpers in full paint, high gloss paint, sports suspension.

Audi Q5 Sportback S Line – 20-inch wheels, S Line bumpers, high gloss package, sports suspension.

Audi Q5 Price in SA

Q5 40 TDI quattro – R852 000

Q5 40 TDI quattro Advanced – R871 000

Q5 40 TDI quattro S Line – R897 000

Q5 40 TFSI quattro S Line – R947 000

SQ5 TFSI quattro – R1 208 000

Q5 Sportback 40 TDI quattro Advanced – R960 000

Q5 Sportback 40 TDI quattro S Line – R1 000 000

Q5 Sportback 40TFSI quattro S Line – R1 050 000

SQ5 Sportback TFSI quattro – R1 355 000

Buy a used Audi Q5 on Cars.co.za

Updated Volvo XC60 for SA in 2022

Volvo South Africa has announced that its updated XC60 mid-size SUV will arrive locally in the first quarter of 2022 boasting a new Android-powered infotainment system.

The Volvo XC60 has had a midlife refresh and while the exterior changes are somewhat mild, the big update comes in the form of a new Android-powered infotainment system.

Volvo XC60 infotainment powered by Google

Volvo Car Group has partnered with Google to bring an integrated infotainment system to market with Google apps and services as well as over-the-air updates. The Volvo XC60, however, isn’t the first Volvo product to feature an Android-powered infotainment system, in fact, it was first offered in the XC40 P8 Recharge which was introduced locally earlier this year.

Greg Maruszewski, Managing Director at Volvo Car South Africa, commented “This intuitive, next-generation infotainment system offers customers unprecedented personalisation and unparalleled connectivity. The software runs apps such as Google Maps for navigation, Google Play for music and it offers hands-free help with Google Assistant. This is more than just a new tech feature; it boosts safety too. With Google Assistant, drivers can use their voice to get things done while keeping their focus on the road. They can do things like control the temperature, set a destination, play music and podcasts, and send messages, all while keeping their hands on the wheel,” he explains.

In terms of visual updates, the XC60 gains a refined grille design as well as a new front bumper design. The XC60 will also be offered with a selection of new wheel options and exterior colours. Customers will also be able to opt for a leather-free interior and Volvo’s City Weave textile upholstery will also be available.

Importantly, the Volvo XC60 will feature enhanced safety with the latest Advanced Driver Assistance Systems (ADAS) which uses radars, cameras and sensors that allow for features such as road user detection, collision avoidance, emergency braking and Pilot Assist, including adaptive cruise control, lane-keeping assist and so forth.

The current 2.0-litre turbocharged B5 petrol engine with 183 kW and 350 Nm as well as the more powerful B6 2.0-litre variant with 220 kW and 420 Nm are expected to be carried over.

Detailed specification and pricing details will be communicated closer to the arrival of the updated Volvo XC60 on local soil in the first quarter of 2022.

Buy a used Volvo XC60 on Cars.co.za

Porsche Taycan GTS (2021) Specs & Price

The GTS badge has become integral to virtually every Porsche range, so it’s fitting that the Taycan electric sports sedan line-up now features a GTS version, replete with enhanced styling and performance, unique suspension tuning, as well as upgraded Electric Sport Sound. Simply put, this is the first electric GTS.

The Taycan GTS sedan is powered by a permanent magnet single-speed front motor in combination with a larger permanent magnet rear motor with a diameter of 245 mm and an active length of 210 mm, as well as a 2-speed rear transmission. This setup provides a total power output of 440 kW with Launch Control, slotting the GTS version in between the Taycan 4S (390 kW) and Taycan Turbo (500 kW).

Like the Taycan Turbo and Taycan Turbo S, the Taycan GTS comes standard with the 93.4-kWh Performance Battery Plus and its 800V architecture means it can handle continuous demand while minimising heat build-up, which is part of the reason it can be charged up from 5 to 80% in 22.5 minutes. Porsche claims a top speed of 250 kph with a 0-to-60 mph (96.6 kph) sprint time of 3.5 sec.

Visually, the Taycan GTS is distinguished by the front-end styling of the SportDesign package, with matching side skirts (bearing GTS logos) and high-gloss black side window trim. The rear diffuser features a high-gloss black inlay and GTS badging in matte black. The standard 20-inch Taycan Turbo S Aero Design wheels, meanwhile, has an exclusive satin-black finish, while the rear light strip features the Porsche logo in black. Finally, the LED-Matrix-Design headlights (with PDLS Plus) are tinted in black, and the exterior mirror cap-bottoms are painted in body colour, although their bases are black.

Although the Taycan GTS carries over the suspension and performance equipment of the flagship Taycan derivative, the calibration and tuning of those components are all bespoke to the newcomer. The standard braking system comprises the same red 6-piston front callipers and 4-piston rear callipers as fitted to the 4S derivative, but the GTS is additionally equipped with larger (390 mm) front discs. The rear disc size, incidentally, is the same as the 4S (358 mm). Porsche Surface Coated Brakes, with tungsten carbide coating, and Porsche Ceramic Composite Brakes are also available.

Standard features include adaptive air suspension (with Smart Lift and Porsche Active Suspension Management), Porsche Torque Vectoring Plus and the Sport Chrono package, including the GT multifunction steering wheel (with mode dial). Furthermore, the Porsche Electric Sport Sound has been tuned to be deeper and louder inside and outside of the vehicle, the Zuffenhausen-based brand says.

Inside, the Taycan GTS features the familiar multi-screen instrument panel and fascia and sporty seating position of its siblings. What’s more, many of the standard technology and comfort features from the other Taycan derivatives, such as Apple CarPlay and Android Auto compatibility, automatic climate control, Porsche Connect with Porsche Charging Planner also come standard in the GTS.

A unique Race-Tex interior package, which mimics similar treatments in other GTS versions, includes driver and front passenger seats with 18-way electric adjustability and memory functions with “GTS” logos on the headrests. The door sill guards and interior trim are finished in brushed black aluminium and the accent package is black. The roof lining and steering-wheel rim are also trimmed in Race-Tex.

Also optionally available is the GTS Interior Package, which includes deviated stitching in either Carmine red or Chalk on the dashboard, doors, armrests, steering wheel and seats, with matching seat belts, “GTS” embroidery on the front and rear headrests, Sport Chrono instrument dial and the Porsche logo on the floor mats. The trim on the steering wheel, centre console and door cards are in matte carbon.

How much does the new Porsche Taycan GTS cost in SA?

The Porsche Taycan GTS costs R3 179 000, which includes a 3-year/100 000 km Driveplan.

Audi S8 (2021) Review

These days, most luxury car buyers prefer bulky SUVs. However, for more discerning, comfort-craving car shoppers (especially those who seek enthralling driving experiences), a rapid first-class sedan holds special appeal. If you’re such a person, then read on, because the Audi A8 might be the best of the breed…

We like: Handsome looks, fantastic cabin, hard-hitting performance, great ride/handling balance

We don’t like: Eye-wateringly expensive (and that’s before options!)

Fast Facts

Model Tested: Audi S8
Price: R2 537 500 (November 2021, before options)
Engine: 4.0-litre biturbo petrol V8
Power/Torque: 420 kW/800 Nm
Transmission: 8-speed automatic
Fuel efficiency: 10.7 L/100 km (claimed)
0-100kph: 3.8 sec (claimed)
Top speed: 250 kph (limited)
Luggage capacity: 505 litres

Serious about buying?

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

Where does the Audi S8 fit in?

It’s rare to test a luxury car these days that isn’t an SUV. The S8 offers sophistication and style in an understated manner.

The current (D5-generation) Audi A8 debuted in 2017, but the S8 was only launched late in 2019 for the 2020 model year. BMW’s M version of its 7 Series, the V12-engined M760Li xDrive is (still) listed with a stratospheric R3.3-million price tag and Mercedes-Benz has only just launched its new S-Class on local soil – “hot” AMG derivatives have yet to be revealed. Still, for roughly the same outlay as an S8, you can get a BMW 750Li xDrive or a ‘Benz S500 L 4Matic. What all of this means is that the Audi S8 is quite unique in the local market, because it is a high-performance limousine not only in terms of “trim”, but also outright capability. Priced from around R2.5 million before options, it will appeal to a select few buyers who demand the best possible combination of sizzling performance and exquisite luxury.

Use the Cars.co.za Compare Tool and see how the Audi S8 stacks up against its rivals

How the Audi S8 fares in terms of…

Design & Packaging

The interior may be familiar to many other Audis, but it’s the trim work on the doors and seats that lift the feel of the S8’s cabin.

Finished in sinister black and riding on (optional) anthracite black, diamond cut, 10-spoke 21-inch wheels, “our” Audi S8 immediately reminded the test crew of the fast Audis featured in action movies such as Ronin and The Transporter. The standard A8 is a handsome machine, but Audi’s designers have discreetly endowed the sportiest A8 with its own visual character. The sizeable wheels fill the sedan’s arches with purpose and the body appears to be stretched low and tight over its corners. Several onlookers commented that it was an infinitely more elegant and desirable solution to high-performance luxury motoring than an SUV… It’s particularly attractive from the rear, where the OLED rear lights (part of an R80 000 lighting package) illuminate in a mesmerising sequence when the car is unlocked.

Open the door and you’ll probably notice that the car lifts slightly on its active suspension to make ingress easier. That is providing you’re not distracted by the visual delight that is the current-gen Audi A8/S8 cabin, of course. This may very well be the most striking cabin in its segment, which says a lot, given the strength of the competition. It’s been a while since we’ve experienced a car interior with predominantly light grey upholstery and carpeting, but the hue works well with the multitude of gloss-black panels and satin silver detailing. Build quality, as we’ve come to expect from Audi, is superb. It is, overall, a tech-laden cabin, which is awash with digital displays and touch-sensitive panels. Gone are the days when “luxury sedan” equated to burr walnut trim and piped cream leather upholstery…

Though the S8 is undoubtedly a big car with a capacious cabin (with sufficient rear legroom), note that in South Africa. at least, its same-price rivals are only offered in long-wheelbase guise. That said, if you’re looking at an Audi S8 specifically in the first place, we’re quite confident that the tighter rear confines won’t be a deal-breaker. You do still get a 505-litre boot should you need to, er, transport stuff…

Performance & Efficiency

There’s plenty of power available with a twin-turbo V8 under the bonnet.

With 420 kW and 800 Nm on tap from its twin-turbocharged 4.0-litre V8 petrol engine, the S8 is significantly more powerful than its same-price rivals (in South Africa) from BMW (750Li) and Mercedes-Benz (S500 L). Audi claims a blistering 0-100 kph time of 3.8 seconds, which is really quite something, given the S8’s not-insignificant kerb weight of in excess of 2.2 tonnes! Top speed is limited to 250 kph.

While the German limousine’s powerplant does emit a pleasing roar when tasked to deliver full or near-maximal acceleration (courtesy of automatically actuated flaps in the exhaust system), the most impressive aspect of the S8’s performance is just how effortless it feels. It’s a very smooth engine, which, coupled with active noise cancellation technology, facilitates relaxed – yet devastatingly fast – progress. The 8-speed automatic transmission also seems very well matched with the engine, delivering buttery-smooth, but eminently precise, shifts.

Audi has also sought to improve the S8’s fuel efficiency by fitting the sedan with cylinder-deactivation technology as well as a mild hybrid system (MHEV); the latter consists of a 48V belt alternator and additional lithium-ion battery. The system allows for coasting with the engine switched off, fast restarting and an extended start/stop range. Audi says that fuel savings of “up to 0.8 litres per 100 km” is possible and the combined cycle consumption figure is given as 10.7 L/100 km. That’s a very optimistic figure, though… you’re more likely to see indicated figures of around 13 L/100 km.

Ride & Handling

For a car with such a long wheelbase and hefty curb weight, its ride management systems do an amazing job of keeping it comfortable yet engaging to drive.

Now we’re getting to an area in which the new S8 has arguably made the biggest strides. In the past, fast, large, all-wheel-drive (quattro) Audis were often criticised for offering “wooden” ride qualities and handling characteristics that presented little in the way of excitement to serious driving enthusiasts. For this new S8, Audi has thrown every possible bit of tech in its (extensive) armoury at the problem. For the record, keep in mind that the goal here is to offer superlative ride comfort at most times, but also engaging dynamics (when the S8’s driver wants to drive their car enthusiastically). That’s a tall order.

The S8 features what Audi calls “predictive active suspension”. With this system, each wheel can be independently lifted or pushed down via electromechanical actuators. According to Audi, this makes it possible, for the first time, to actively control the trim of the body, in any driving situation, which greatly reduces pitch and roll. Now add a front camera that scans for the road surface ahead for larger irregularities, and the Ingolstadt-based firm’s standard-bearing sedan is said to be capable of altering its suspension settings “predictively”.

Of course, the driver can still set the parameters within which the system functions, by choosing between 5 driving profiles in the Drive Select system, including Comfort+ (it even works to minimise lateral acceleration/occupant lean) and, at the other extreme, Dynamic, which minimises the maximum roll angle during fast cornering to only 2.5 degrees (in its default setting, the roll angle is double that).

Another boon to the S8’s dynamic abilities is the fitment of dynamic all-wheel steering, which is claimed to improve steering response and facilitate a tighter turning circle. A standard sport differential actively transfers torque between the rear wheels during cornering, countering the tendency to understeer that, to reiterate, plagued fast, big, all-wheel-drive Audis in the past.

Does it work? The new S8 certainly has a suppleness its predecessors lacked and its body control is markedly improved. Given its size and heft, the Audi’s not exactly nimble, but it exhibits an admirable keenness to turn in and change direction. By pressing a few “buttons”, a driver can transform the S8 from a luxury cruiser (with delightfully light controls) to a machine that really doesn’t mind being hustled.

Comfort & Safety features

The S8 doesn’t lack any features or convenience offerings (if you’re willing to specify a lot of optional extras).

We put the word “buttons” in quotation marks in the final sentence of the previous section to highlight the general absence of such rudimentary switches and toggles in the S8’s thoroughly contemporary cabin. Most of the controls have now been integrated into the pair of touchscreen panels that dominate the centre console. The lower section houses the climate control functions, while the rest of the car’s infotainment and setup controls are located in the upper display. Audi has mastered combining slick, clutter-free touch panels with the tactility of haptic feedback.

Given the S8’s market positioning and price, it goes without saying that it would take a considerable amount of time to stipulate all the sedan’s standard features, but it’s worth noting that an extensive optional extra list is also offered. In fact, our test unit was specified with more than R470 000 worth of options!

Stand-out features (fitted as standard) include the individually contoured comfort sports front seats with adjustable side bolsters and heating/ventilation (a massage function is optional). The standard infotainment package offers Apple CarPlay and Android Auto functionality, as well as a charging pad and a Bang & Olufsen audio system, but more extravagant features can be specified at extra cost.

We do appreciate that Intelligent Park Assist, an excellent 360-degree camera system and a head-up display are included, but given the S8’s lofty price tag, adaptive cruise control (with speed limiter) ought to be standard. Having to pay extra for a lane-keep system and traffic-jam assist in an R2.5-million car, when similar features are stock in Chinese SUVs costing less than R500k, is food for thought.

How much does the Audi S8 cost in South Africa?

Priced at R2 537 500 without options (November 2021), the Audi S8 is a very exclusive product, but it’s worth pointing out that it significantly out-punches its direct rivals from Mercedes-Benz and BMW. That said, note that our test unit was additionally specified with around R470 000 worth of options; the most expensive item was the Bang & Olufsen Advanced Sound System with 3D sound for R137 000.

The base price includes a 1-year/unlimited km warranty and 5-year/100 000 km maintenance plan. Services are according to the on-board indicator and at a maximum of 30 000 km apart.

Verdict

The sedan segment appears to be slowly fading away, but there are some great cars to be had if you don’t want an SUV. The S8 is one of them.

For once, it was refreshing to drive a luxury performance vehicle with a sedan – as opposed to an SUV – bodyshell. There’s an air of good taste, sophistication and “class” about this Audi S8, which we found highly desirable. We wonder for how much longer brands will continue to offer wonderful machines such as this, and we certainly don’t expect Audi to sell many, but those discerning buyers who do take the plunge will slide in behind the ‘wheel of the best large luxury, high-performance Audi we’ve ever experienced. If this is the last hurrah of the high-performance limousine, it’s a rousing send-off.

Audi Q5 (2021) Launch Review

What’s new on the Audi Q5?

Are the engines any good?

The Q5’s new interior bits?

What’s the Q5 like to drive?

Pricing and after-sales support (November 2021)

Summary

This week’s news you need to know (November 2021, week 3)

LFA Version 2. Do better

CX-50 – The rise of the budget off-roader

GWM (it’s on like) King Kong

Updated T-Roc – facelift and oh…a stylish SUV?

Haval H6 Review – The SUV Turning the SA Market Upside Down

The interest in the new Haval H6 has been phenomenal. We’ve received an endless stream of comments, social media responses and requests from you, our dear viewers, to review this car. And so, here it is!

The reason for the delay was that Haval South Africa is selling every H6 that lands in the country, and so we had to wait longer for a media test unit.

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Podcast Episode 9: Audi Commits to Launching 6 Electric Cars in SA

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Audi S8 (2021) Review

Fast Facts

Serious about buying?

Where does the Audi S8 fit in?

How the Audi S8 fares in terms of…

How much does the Audi S8 cost in South Africa?

Verdict