You’ve seen the images but will the GWM Supercar Bakkie Concept make it to production?
What you see here is a nameless concept bakkie from GWM that was recently shown at the 2021 Guangzhou Auto Show in China. The concept is based on the GWM King Kong bakkie which also made its debut at the same show.
Last week, GWM Global tweeted a call to action, asking its audience to help name the model and the embedded video showed a hardcore, low-riding performance bakkie boasting a wide and bold body kit, dropped suspension, black alloy wheels (with camber) housed in flared arches and a sporty rear sports bar.
The GWM POER is going insanely hardcore! 😍 DO you like what you see here, yay or nay? 🧐 Share your thoughts with us! https://t.co/kLaip86eaD
The front-end features a bulging sculpted bonnet and a huge grille interface with oversize air intakes and stylised headlights units. At the rear, an oversize quad exhaust system hints at some serious performance.
GWM, however, has not released official details for the concept and engine details remain a mystery at this point in time. Reports point to the possibility of a 3.0 petrol V6 engine with 260 kW and 500 Nm, which would be fitting in this application. On the other end of the scale, it might also feature the same 120 kW/400Nm 2.0-litre turbodiesel engine that powers the GWM P-Series in South Africa, which is far less exciting and incongruent with the concept’s bold styling.
As far as we can tell, there are no plans to bring this concept to production and it appears to be more of a show exercise to highlight what’s achievable with the firm’s latest bakkie products.
The Toyota Belta sedan has been revealed and yes, it’s basically a rebadged version of the Suzuki Ciaz.
The Toyota Belta sedan has been announced and is a product of the Suzuki – Toyota partnership agreement that sees the two brands working together. Here’s exactly what it means for the two brands and no, Toyota is not squashing its Japanese compatriot.
Unlike the case of where the Toyota Urban Cruiser gained a slightly different front face when compared to its Suzuki Vitara Brezza twin, the Belta and Suzuki Ciaz are identical in every way. From the basic images we can see here, it’s only the badges that have been switched. Inside, the cabin is also identical, but that’s not a bad thing as the Ciaz interior is actually a spacious and well-thought-out place to be. Standard features for our market for the Ciaz at least are generous, with a large infotainment screen, climate control and steering wheel controls on offer.
Under the bonnet, the Belta features the same 1.5-litre naturally-aspirated 4-cylinder motor that produces a 77 kW and 138 Nm. Like the Ciaz, the Toyota Belta will also feature a manual transmission and automatic gearbox options.
So, as it stands there are three products on sale in South Africa resulting from this partnership. The Suzuki Baleno / Toyota Starlet, Suzuki Vitara Brezza / Toyota Urban Cruiser and recently, the Toyota Rumion / Suzuki Ertiga reached dealerships.
Will the Toyota Belta come to SA?
We suspect the Toyota Belta will not be coming to South Africa due to the presence of the locally-assembled Toyota Corolla Quest which already has that segment covered.
Audi is bringing numerous Electric Vehicles (EVs) to South Africa but Audi’s Internal Combustion Engine (ICE) vehicles will still be available until 2033, according to Audi SA’s Managing Director, Sascha Sauer.
Fans of Audi ICE cars have likely had sleepless nights after hearing the news that the Ingolstadt-based firm will soon be launching a brave EV offensive in South Africa in 2022.
In our latest podcast, Ciro De Siena sat down with Audi SA’s Managing Director, Sascha Sauer, to discuss the firm’s EV plans as well as what the impending EV rollout means for Audi’s ICE products in South Africa.
The Audi e-tron GT will be in South Africa early in 2022.
Sauer commented, “Given the time frame, Audi and many other manufacturers have committed publicly that they will launch only electric cars going forward from a certain period of time, very soon. It also puts pressure on us as a brand here in the country [South Africa] to transform our business proactively and prepare ourselves for the future because from 2026 onwards, any new car launch will be only electric cars and by 2033 we will stop importing and producing cars into South Africa with a combustion engine.”
Yes, that means that the day will come in 2033/2034 when ICE-powered Audis will no longer be sold in South Africa. What a sad day that will be, but what does it mean for you?
On behalf of all the Audi-loving petrolheads out there, Ciro De Sienna posed the question to Sauer, “South Africans love their performance cars, we’re a big performance market in this country for a lot of brands, the [Audi] RS cars are no different… but what would you say to those South Africans who may be watching this and thinking, my favourite brand is going electric and I’m not going to be able to buy an RS3 tomorrow? You say 2033 but after that will there be support for those cars, parts availability etc?”
Sauer responded with some good news, “Oh yeah, that goes without saying. Of course, we will still have dealers around, trained technicians and produce and deliver and we will ensure that we have spare parts available. I would also like to add that any change is going to happen gradually.”
Furthermore, Sauer added, “Let’s say we launch the last combustion-engine model in 2026, that version [model] will last and be updated regularly until 2033, which means we can probably assume that the last [combustion] cars from our brand [Audi] would probably be sold as late as 2034”.
As for Audi’s local electric car onslaught, you can expect to see no less than 3 new Audi electric models (6 derivatives) launching onto the local market in 2022. These include the e-tron SUV, e-tron Sportback and e-tron GT.
The arrestingly styled Daytona SP3 is a purposely analogue supercar – the most aerodynamically efficient Ferrari not to use active addenda, powered by the most powerful non-electrified V12 engine in the firm’s arsenal. Plus, in contrast with its Monza SP1 and -SP2 predecessors, this limited-edition model is road legal.
The third model in the Ferrari’s Icona series, which was unveiled at the Mugello race track in Italy as part of the 2021 Ferrari Finali Mondiali at the weekend, marks the Prancing Horse’s historic one-two-three finish with its 330 P3/4, 330 P4 and 412 P race cars in the 1967 24 Hours of Daytona. Only 599 units of the Daytona SP3 will be produced, many of which are probably already accounted for.
At the heart of the Maranello-based marque’s newcomer is the 812 Competizione’s naturally aspirated (non-turbocharged) 6.5-litre V12, which is mid-mounted and features modified intake and exhaust manifolds, lightweight titanium conrods, reduced-friction piston pins as well as a lighter, rebalanced crankshaft. The upgraded motor’s peak outputs are 618 kW at 9 250 rpm and 697 Nm at 7 250 rpm (with a rev limit of 9500 rpm), which means the Daytona SP3’s is the most powerful non-electrified model that the Maranello-based firm has ever produced.
Endowed with an upgraded 7-speed dual-clutch automatic transmission, the newcomer is said to accelerate from 0 to 100 kph in 2.95 sec, from 0 to 200 kph in 7.4 sec and on to a 340-plus kph top speed.
By virtue of incorporating a plethora of lightweight composite materials (including carbon fibre and Kevlar), the Daytona SP3 has a dry weight of 1 485 kg, while its mid-engined configuration facilitates a 44/56 front-to-rear weight distribution. In addition, the newcomer comes shod with Pirelli P Zero Corsa tyres (265/30 ZR20 front and 345/30 ZR21 rear – they were developed specifically for the model), as well as a new Dynamic Enhancer function, which controls the pressure on the brake callipers under hard cornering.
Meanwhile, Ferrari claims that the Daytona SP3 is the most aerodynamically efficient road car (without active aerodynamic elements) that it has ever produced. The svelte exterior design combines elements of historic- as well as current Ferrari models…
The low-set wraparound windscreen and domed front wings (on which the side mirrors are mounted) reference Ferrari’s historic sports prototypes race cars, while airboxes built into the butterfly doors channel air to the side-mounted radiators. The Daytona SP3’s distinctive rear-end design, meanwhile, is distinguished by a stack of body-coloured (and wraparound) bars that sit beneath the extended LED light bar, into which the tail-light clusters are also integrated. A pair of centrally mounted exhaust tips sit above the dramatic diffuser.
Inside, the Daytona SP3’s driver and passenger sit lower and more reclined than in any other Ferrari road car, which is to be expected, given the acute rake of the Ferrari’s windscreen. The single-piece seats are bolted onto the chassis, but, to compensate, the driver is afforded an adjustable pedal box. The lower half of the dashboard integrates the brand’s Human-Machine Interface (HMI) touch controls, which allows the driver to keep their hands on the steering wheel to control 80 per cent of the vehicle’s functions.
As for how much Ferrari’s latest creation costs, the Italian firm didn’t say, but reports suggest that it is the equivalent of just over R35 million (November 2021).
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.
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”?
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.
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.
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.
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?
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).
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.
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.
