Nissan Magnite (2021) Review

The Magnite has proved popular since Nissan recently launched it in South Africa – it clearly fits perfectly into the rapidly expanding compact family-car segment. It’s eye-catching and seems to offer a good value for money, but does that make the Magnite a frontrunner in an increasingly crowded budget-crossover pack?

We like: Surprisingly spacious, good standard spec, fuel economy, excellent warranty, attractive design

We don’t like: Iffy cabin materials (although its rivals’ interiors aren’t much better). Lack of low-down grunt.

Fast Facts:

  • Model tested: Nissan Magnite 1.0 Turbo Acenta Plus
  • Price: R282 600 (September 2021)
  • Engine: 1.0-Litre turbocharged 3-cylinder petrol
  • Power/Torque: 74 kW and 160 Nm
  • Transmission: 5-speed manual
  • Fuel efficiency: 5.3 L/100 km (claimed)
  • 0-100 kph: 11.7 sec (claimed)
  • Top speed: 173 kph
  • ​​Load capacity: 336 litres

Serious about buying?

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Where does the Nissan Magnite fit in?


The Magnite is a good looking budget crossover; its looks alone will generate showroom traffic.

Compact crossovers are all the rage at the moment – and they’re expected to remain mainstays of the new-vehicle market for years to come. The new Nissan Magnite slots into the more affordable end of the small crossover market (priced under R300 000) and competes against vehicles such as the Kia Sonet, Honda WR-V, the upcoming Renault Kiger and the Suzuki Vitara Brezza/Toyota Urban Cruiser twins. However, the smash-hit Haval Jolion, which is well-specced and significantly bigger than the aforementioned models, costs just under R300k too; it represents unbelievably good value for money.

The Magnite has the same 2.5-metre wheelbase as its rivals (excluding the Jolion, obviously), but its body is more compact in terms of height, width and length – in fact, it is 1 mm shorter than the Suzuki and its Toyota equivalent. Although it was originally conceived to be sold as a Datsun, the Magnite now proudly wears the new Nissan badge (because the Japanese mother company decided to scale back its ambitions for the budget brand and wanted a small crossover for the developing markets). Has Nissan done enough to “upgrade” the Magnite to be truly worthy of its badge, however? Let’s find out…

How the Nissan Magnite fares in terms of…

Design and Packaging


The Magnite has a more than useful ground clearance of 205 mm.

The Magnite makes a strong first impression by virtue of its handsome, chiselled looks, which are enhanced on this top-spec Acenta Plus derivative by the application of a dual-tone paint scheme. There are more vibrant colours to choose from, but even when clad in this relatively conservative silver the new Nissan is an attractive-looking little thing. Incidentally, it is one of the highest-riding cars in its segment, with a ride height of 205 mm, and the standard 16-inch alloy wheels don’t look lost in the black-plastic clad wheel arches whatsoever.

Inside, there is a surprising amount of space – front and rear – as well as a decently sized load bay (Nissan claims a luggage capacity of 336 litres) – without sacrificing the fitment of a full-size spare wheel, which is a plus. So far, so good, then and, if you need utility space, the Magnite’s rear seatbacks can be folded down in 60/40 configuration.


By virtue of impressive interior packaging, the Magnite is more spacious inside than it looks.

As is the case with the newcomer’s exterior execution, the cabin design is modern and quite “sharp-edged”, while the use of leather on the steering wheel and gear-lever boot elevates the ambience. The upholstery is a nice mix of cloth and artificial leather, while soft inserts (such as on the centre armrest), illustrate where and how Nissan tried to bring the Magnite’s perceived quality on par with that of the competition.

The reality, however, is that the cheaper, less impressive parts of the Magnite’s cabin are way too easy to find, and compared with a car such as the impressively polished (and similarly priced) Kia Sonet, the Nissan simply lacks the consistent depth of quality and fit-and-finish required at this level.

Performance and efficiency


The 1.0-litre motor’s peak torque is only available in an 800-rpm band, so you need to work the ‘box constantly.

The Magnite is powered by a turbocharged 1.0-litre 3-cylinder engine that is claimed to develop 74 kW at 5 000 rpm and 160 Nm of torque between 2 800 and 3 600 rpm. Those figures are comparable with the peak outputs produced by the Japanese newcomer’s competitors, but it’s worth noting that the Kia and the Suzuki/Toyota duo’s motors are naturally aspirated, whereas the Nissan’s smaller engine is turbocharged. It makes the Magnite quite different to drive; you have to become familiarised with its power delivery characteristics to get the best out of the engine (in terms of performance and efficiency).

It’s got very little grunt below 2 800 rpm, and so you have to constantly keep the engine “on the boil”… and how? By using the 5-speed manual transmission – often. In fact, you may want to consider the Magnite with the CVT (continuously variable automatic transmission), as it proved to be more pleasant and refined to drive during our original launch test (although it is markedly slower than the manual version). It is also worth noting that in the CVT-equipped derivative, the maximum torque (a smidge less at 152 Nm) is available across a significantly broader range of engine speed (2 200 to 4 400 rpm).

That having been said, if you wring the 5-speed Magnite’s neck, proverbially speaking, you should get to 100 kph from standstill in 11.7 sec (significantly faster than in the Magnite CVT, which takes 13.4 sec). Plus, in terms of efficiency, you should be able to achieve a real-world fuel consumption figure of around 6.5 L/100 km (Nissan claims 5.3 L/100 km).

Comfort and safety features


Premium touches abound, including auto aircon, a wireless charging pad and a surround-view camera system.

In terms of showroom and spec-sheet/sales brochure appeal, the Magnite makes a very compelling case for itself thanks to its extended list of standard features. Besides the expected items, such as electric windows all-round and power steering, it adds some “premium” touches, such as digital instrumentation, a large central touchscreen infotainment screen (which doubles as the display for the standard 360-degree camera system), cruise control, Apple CarPlay/Android Auto compatibility, automatic aircon (climate control), a wireless charging pad and even rear ventilation outlets. So, in general, we’d rate the Magnite as the best-equipped model at its price point (compared with the listed rivals), which, at least to some degree, offsets some of the perceived build quality concerns.

In terms of safety specification, it equals (or betters) the competition, but the bar is relatively low. It only has 2 airbags (dual front), but at least electronic stability control is part of the package (in addition to ABS). The Magnite also features ISOfix rear child-seat mounts. A EuroNCAP crash rating is not available for the Magnite, but in 2020 it achieved a respectable 4 stars in an ASEAN NCAP crash test.

Ride and handling


The funky instrumentation is in keeping with the Magnite’s cheekiness and youthful appeal.

With its compact dimensions, good visibility out of the vehicle, a 360-degree camera view and light steering, the Magnite is a cinch to drive (and park) around town. It’s pretty good on the open road as well, although you will notice more wind noise and tyre roar than in, for example, the Kia Sonet.

The suspension is tuned for ride comfort rather than sporty handling (as it should be, for such a vehicle), but that means that the budget crossover exhibits pronounced body roll when you make it corner quickly. So, although there is nothing alarmingly poor regarding the Magnite’s road manners, it just lacks the Sonet’s refinement and falls short of offering the suspension suppleness of the Suzuki/Toyota.

Nissan Magnite pricing & after-sales support

The Magnite 1.0 Turbo Acenta Plus costs R282 600 (September 2021), which includes a 6-year/150 000 km warranty and 3-year/30 000 km service plan. Service intervals are relatively short at 10 000 km.

Verdict


It might be a bit rough around the edges, but the Magnite’s generous spec sheet is compelling.

Our testers’ experiences of the Magnite during its tenure in our test fleet clearly highlighted why the diminutive Nissan has achieved immediate sales success. It offers plenty of appeal to its target market, particularly in the areas of standard features, spaciousness and warranty/backup. Unfortunately, the evaluation also highlighted areas in which the Magnite is perhaps still a little too Datsun-like and “not Nissan enough” – these are interior build quality and materials, as well as drivetrain refinement. In other words, it’s just a little rough around the edges, and while its extensive specification certainly claws back some points for the Magnite in terms of value for money, it is simply priced too close to the superior Kia Sonet, which is arguably the best new small crossover your R300k can buy you right now.

BMW i Vision Circular is a Recyclable Car

The Munich Motor Show has turned up some interesting concepts, including this one from BMW that imagines a recyclable car. Meet the BMW i Vision Circular.

The BMW i Vision Circular is a compact 4-seater electric city car that not only looks incredibly futuristic, but also the entire car is made from a sustainable process.

BMW is pushing its 4 eco-friendly strategies of RE:THINK, RE:DUCE, RE:USE and RE:CYCLE, and the entire BMW i Vision Circular is not only made from recycled materials but the entire car can be re-used once it’s reached the end of its lifespan.

BMW is well aware that carbon reduction is not going to come from just exhaust emission reduction, but also the way cars are manufacturered. BMW is hoping to achieve a life-cycle vehicle emissions reduction of 40 per cent by 2030.

The BMW i Vision Circular’s assembly is impressive, with recycled steel and aluminium forming the basis, with sustainable natural rubber tyres and recycled fabrics in the cabin. BMW also says future customers will be able to plug their cars into the grid to provide additional power.

Don’t expect to see this wacky thing in showrooms any time soon, but the techniques involved in its creation could be coming soon to a BMW near you. As for revolutionary and striking BMW products due to hit SA in the coming months, we can expect the quirky BMW iX as well as the sporty BMW i4 to be touching down on our shores in early 2022.

The BMW i4 M50 will be the brand’s first M performance electric car. The new i4 four-door enters the market with an eDrive40 derivatives. True to BMW’s engineering heritage, this i4 is rear-wheel drive and produces 250 kW, supported by 430 Nm. Those numbers aren’t too dissimilar to what you’d get in a standard BMW M340i.

Performance is brisk, with the benchmark 0-100kph in 5.9 seconds and with an 83.9kWh battery pack, BMW claims 483 km of driving range. The next variant is an i4 M50, which is all-wheel drive and has 400kW of available power. This is a veritable electric M-car, capable of 0-100kph in only 3.9 seconds.

BMW i Vision Circular Video

Further Reading

Electric cars coming to SA in 2021/2022

BMW iX electric car revealed

Made in SA: Revised Nissan Navara


Nissan South Africa recently introduced the facelifted Navara, which is produced at the Japanese brand’s upgraded assembly plant in Rosslyn. Herewith a summary of the myriad mechanical and technological improvements that have been incorporated into the bakkie…

PARTNERED CONTENT

The updated Nissan Navara is built in Africa, by Africans, for Africa! Although the pre-facelifted version of the Navara had been imported, Nissan had always planned to be put the bakkie range into production right here in Mzansi. Now, thanks to a R3-billion investment in Nissan South Africa’s local assembly plant in 2019, that plan has come to fruition… The freshly-facelifted Navara is rolling out of the Rosslyn factory and is available countrywide.

Nissan has an enviable track record in the local bakkie market and the brand’s products – including NP300 Hardbody and the Navara – have earned a reputation for reliability and durability. This refreshed version of the Navara, with its significant technical and cosmetic upgrades, not to mention safety and performance enhancements, hopes to build on that.

First of all, the Navara’s tough and rugged looks have been reinforced with a more distinctive interpretation of the Japanese brand’s V-Motion design language (emphasised by an over-fender on PRO-4X grade), new LED headlamps and -foglamps, as well as redesigned wheels.

The height of the load bed has also been increased, which has boosted the Navara’s carrying capacity. The LE and PRO double-cab 4×4 auto derivatives can now hold an addional 100 kg (for a total of 1 003 kg), while the 4×2 auto versions can haul 1 086 kg. To optimise the load bay’s practicality, Nissan equips the Navara with Utili-track, the brand’s innovative 2-channel tie-down system comprised of 4 infinitely adjustable heavy-duty aluminium cleats.

Nissan Intelligent Mobility

Suffice to say this generation Navara is the most advanced Nissan bakkie to date in Mzansi – courtesy of Nissan Intelligent Mobility, which includes safety systems such as Intelligent Forward Collision Warning, which monitors the movements of up to two vehicles ahead of the bakkie and alerts the driver to any potential collision risks. The Intelligent Emergency Braking feature will activate the brakes in case the driver doesn’t respond to the alert/s.

Blind Spot Monitoring and Lane Departure Warning, meanwhile, will ensure that the Navara driver stays safely in their lane and will warn them if there is a vehicle in their blind spot.

The Intelligent Around View Monitor is also offered on the Navara for the first time. It comprises 4 cameras that help the driver spot obstacles that are in proximity to the vehicle when they are executing parking manoeuvres, plus it makes hitching a trailer much easier. And, just in case you didn’t notice an oncoming car while reversing out of a parking spot, the Navara’s Rear Cross-Traffic Alert system will warn you of a potential collision. The safety suite further includes additional side and curtain ‘bags, bringing the total to 7 airbags.

The cabin has been upgraded with acoustic glass and additional insulation, while a fifth cross member has been added to minimise lateral vibration, all of which has improved the overall NVH (noise vibration harshness) in the Navara’s cabin. The bakkie’s carpets, meanwhile, are locally-made, while rear passengers are afforded separate vents in the double-cab derivatives.

Improved refinement

Compared with the pre-facelift Navara, the newcomer features tweaked suspension tuning and a modified steering setup, both of which serve to endow Nissan’s new offering with a better balance between handling and comfort. The revised dual-rate 5-link coil-sprung rear suspension facilitates improved comfort and stability in both laden – and unladen – driving conditions. Structural changes have also been made to reduce the effects of pothole impacts.

The steering system, in turn, is now more direct (responsive to inputs); the ‘wheel requires less effort to turn from lock to lock. Lastly, retuned shock absorbers and new-spec (locally manufactured tyres) facilitate a smoother ride quality, better handling and occupant comfort.

Additional onboard tech

From an infotainment point of view, the updated Navara is much improved; its 8-inch touchscreen features voice recognition, Bluetooth connectivity and built-in Apple CarPlay and Android Auto, which you can activate by connecting your ‘phone via a charging cable.

And, if you are on the hunt for the nearest off-road trail or the best spots in town, Nissan Intelligent Mobility will guide you. It now also offers even more connectivity options and works in conjunction with a 7-inch TFT driver info display in the instrument cluster – which Nissan claims is the biggest of its type in the bakkie market. Auto folding mirrors, as seen on the X-Trail, as well as a remote fuel-flap opening function (via the key fob) are also offered.

Diverse line-up of derivatives

Whether you are looking for a workhorse or a leisure double-cab bakkie, the Navara range offers a variety of derivatives (from single-cab 4×2s to double-cab 4×4s) to choose from. There is one engine available, in two states of tune: a 2.5-litre 4-cylinder turbodiesel motor that produces either 120 kW and 403 Nm or 140 kW and 450 Nm. You can choose between a manual and an automatic transmission. There is even an entry-level petrol engine on offer.

Pricing for the updated Navara range starts at R311 00 for the 2.5 XE entry-level single-cab derivative and goes up to R740 000 for the top-spec 2.5DDTi double cab PRO-4X 4×4 (September 2021). Prices include a 6-year/150 000 km warranty and 6-year/90 00 km service plan as standard.

New Nissan Navara Specs & Prices in South Africa

Related content:

Nissan Navara (2021) Launch Review

Nissan Navara Nismo Coming?

Nissan readying new-look Navara Warrior

Mercedes-Benz EQ Offensive Kicks Off

The 2021 Munich Motor Show has begun and Mercedes-Benz has revealed an arsenal of EQ electric vehicles.

It’s good to have motor shows back and while us as South Africans can’t get to them, we can’t help but feel we’re a step closer to going back to normality. The Frankfurt Motor Show has been shifted to Munich, in the heart of Bavaria and also BMW home ground.

German products aside, it appears that every manufacturer is preaching sustainability and electrification – a strong indication of where mobility is headed. Determined to steal the limelight, the Stuttgart-based manufacturer has revealed more of its Mercedes-Benz EQ range. EQ essentially is it’s electrified portfolio.

Mercedes-Benz EQE Sedan

Mercedes-Benz EQE

This sleek and smart-looking sedan takes the fight to the forthcoming Audi A6 e-tron and Tesla Model S. Visually, it’s not too far from the bigger EQS, with dimensions showing overall length quite shorter than the flagship model. Interestingly, the wheelbase of the EQE is very close to that of its bigger brother.

The EQE Sedan can be optioned with adaptive air suspension and four-wheel steering, but as standard, the models feature steel springs and a conventional steering setup. Inside, there’s a giant central infotainment screen as well as digital dashboard.

As far as range and performance goes, the Mercedes-Benz EQE features a 90.6 kWh battery, rear-wheel drive and outputs of 215 kW and 530 Nm. All-wheel drive will come later. A quoted range of 660 km is on offer based on the WLTP cycle and Merc reckons you can get from 10% to 80% in 31 minutes on a DC fast charger.

Mercedes-Maybach EQS SUV Concept

Mercedes-Maybach EQS Concept

This ostentatious concept is said to preview an ultra-luxurious all-electric SUV that will be revealed in 2023. Being a Maybach, there’s a huge focus on luxury and apparently the doors are fully automatic and will open as passengers approach, plus there’s also the option of opening the rear doors remotely as well.

Inside, things get high end as there’s a rear seat entertainment system as well as a vase, champagne flute holders and a fridge. Customers will be able to choose from a rear bench or two individual seats.

Mercedes-Maybach didn’t have much to say about specs, other than confirming the newcomer will be riding on the new electric vehicle platform that will underpin the EQS SUV due in 2022. As far as range goes, 600 km is being touted.

Mercedes-Benz AMG EQS 53

Mercedes-AMG EQS 53

Mercedes-AMG also got in on the act with its hot version of the EQS. AMG has given it 484 kW and 950 Nm, but with the optional Dynamic Plus package ticked, 560 kW and 1020 Nm is on tap. A 0-100 kph of 3.4 seconds is claimed with a limited top speed of 250 kph. A range of between 526 and 580 km is claimed based on the WLTP cycle, thanks to a 107.8 kWh battery.

AMG products are known for their engine soundtracks and the engineers added something called the AMG Sound Experience, which plays noises through speakers in the cabin and outside the car. Customers can switch between Balanced, Sport, Powerful, and the optional Performance included in the AMG Dynamic Plus package.

The Mercedes-Benz EQ range already has the EQA, EQB and EQC as well as the flagship EQS.

Further Reading

All-electric Gelandewagen coming

Audi confirms 6 e-tron models for SA in 2022

All electric cars coming to SA in the next few years

Mercedes-Benz EQG is the future of Gelandewagen

A very un-aero EV, from a nameplate that’s decidedly old school.

Mercedes-Benz has revealed an electrified version of its most iconic vehicle.

The EQG concept takes the same steel ladder-frame platform that Gelandewagen is built upon and futureproofs it. That is the theory, at least.

In appearance, this EQG has kept the proportions and two-box design of Gelandenwagen, although the detailing has changed. The conventional front grille is replaced by a closed panel and LED lighting has been added nearly everywhere else.

Some of the stranger details are those round LEDs that sit on the wing mirror caps and the rectangular tailgate cover. Gelandewagen is known for its traditional tailgate spare wheel mount, but it appears that EQG will repurpose this legacy design feature as a plug-in charge port of some type, or a storage box.

Rolling the EQG along are polished 22-inch wheels that aren’t too dissimilar to the Monoblocks seen on Mercedes-Benz’s latest GLS update.

The Gelandewagen has been available with huge wheels for many years, but the tyres make this EQG configuration notable. If you look closely, they have a very low-resistance tread pattern, incompatible with gravel road touring or any off-road driving.

Aside from the images and naming convention, Mercedes-Benz has not revealed much about the EQG’s technical specifications. We don’t know the battery pack size or electric motor power output.

The EQG will be all-wheel-drive with a motor in at each wheel. Our best guess for its power density is the 107.8 kWh battery in Mercedes-Benz’s EQS luxury sedan.

This EQS power source is a healthy size battery, but how Mercedes-Benz’s engineers will mount it on the Gelandewagen ladder-frame platform without compromising cabin space, is a mystery.

Although nearly every new electric vehicle champions aerodynamic efficiency as crucial, the EQG will suffer from a poor overall drag coefficient. Limiting its range.

But Mercedes-Benz knows the value of Gelandewagen’s design and its appeal to wealthy buyers. This is why the EQG project exists.

Related content

Nuts & Bolts – A Properly Useful Review of the new Mercedes-Benz G-Class 400d

Mercedes-Benz G-Class (2021) Review [w/video]

GWM Tank 500 Takes Aim at Toyota

GWM is on the move, now, it’s going after a 4×4 icon.

GWM is consolidating its SUV product strategy with a new vehicle that aims at an established market leader.

Toyota’s Land Cruiser Prado is one of the most regarded luxury 4x4s, and GWM’s new Tank 500 is designed to be a Chinese Prado alternative. The new Tank 500 made its debut at the recent Chengdu Motor Show, where GWM was also showcasing its Fortuner-rivalling Tank 400 and the sporty Haval H6S. 

Tank is a new standalone offroad marque (which we could see in SA in 2022/23), and this Tank 500 is similar to the Prado and dissimilar to most other luxury 4×4 of the same size.

It’s built on a steel ladder frame platform instead of being a unibody. Although this is a less sophisticated design, Toyota has proved its validity with the Prado and GWM has certainly paid attention to the continued demand for a luxury ladder-frame vehicle.

The overall exterior design of GWM’s Tank 500 isn’t terribly original. Its front section clearly interprets the Land Cruiser 200, whilst the rear features a horizontally opening swing tailgate, with a full-sized spare wheel.  The front-end has oodles of presence though with a thick-rimmed chrome grille and a bulging bonnet that hints at it powerful petrol engine that lurks below. 

In terms of size, the Tank 500 is large measuring 5 070 mm long, 1 934 mm wide, 1 905 mm tall and with a wheelbase of 2 850 mm. For context, the new Land Cruiser 300 measures 4 965 mm long, 1 990 mm wide, 1 945 mm tall with a wheelbase of 2 850 mm. 

Luxury interior for Tank 500

GWM Tank 500 Interior

If you’re not entirely convinced by the exterior of the Tank 500, perhaps its luxuriously equipped interior will change your mind? The Tank 500 gains a sophisticated and uncluttered interior design with a large free-standing 14.6-inch infotainment screen taking pride of place in conjunction with a 12.3-inch digital instrument cluster. The multi-function steering wheel looks classy and upmarket, in fact, the same can be said for the entire cabin! It looks fantastic!

What’s under the bonnet of the GWM Tank 500? 

Where the Tank500 differs from its Prado inspiration is powertrain is that there is currently no diesel engine option, with the Tank 650 featuring a 3.0-litre turbocharged V6, boosting 260 kW and 500 Nm with a 48V mil-hybrid system. 

Drive is to all four wheels via a nine-speed automatic transmission, and with the broad turbopetrol powerband, the Tank 500 should potentially be a very accomplished dune driving vehicle.

Range and fuel consumption could be an issue for potential South African customers, as evidenced by most Prado sales being diesel instead of petrol.

Haval (GWM’s premium brand) also recently showed the updated H9, which would fall underneath the Tank 500, competing against the Fortuner/Everest segment.

Do you want to see GWM”s Tank brand in South Africa? 

Related content

New GWM P-Series LT 4×4 vs Ford Ranger XL Sport – In-Depth Review and Buying Advice

Chinese brand Chery returns to SA

Haval H6: Rivals It Needs To Beat

This week’s news you need to know (September 2021, week 1)


In this week’s automotive news you need to know: Isuzu goes hunting for Raptors, Porsche helps a celebrated local artist to paint his car, AMG finds a way to transfer 1 400 Nm to terra firma in 2.9 sec and Ford’s local sticker department ramps up production for another special edition.

Isuzu D-Max AT35 – Big D to the Max!

Isuzu D-Max AT35

When General Motors decided to shut up shop in the Friendly City a couple of years ago, South Africans were mightily relieved that GM’s former associate brand opted to stay. Mzansi has had a long love affair with Isuzu and the Japanese brand looks to be capitalising on that with the latest collaboration with Arctic Trucks. I believe that all those old Isuzu diehard fans will be frothing out of the corners of their mouths to get hold of a next-gen AT35. We needed a more purposeful-looking (read: less generic) Isuzu bakkie and the new D-Max (coming here in 2022) embodies the brand’s slogan of “Isuzu Delivers”.

> Read more: Raptor-Rivalling Isuzu D-Max AT35 Revealed

Yeah, the AT35 prototype looks the part, but is it all just for show? No, it’s not just a makeover – the AT35 incorporates several beefed-up components to make the bakkie a contender in the South African bakkie fight, from heavy-duty suspension to properly specified tyres. Will it make a dent in the Raptor’s dominance? Perhaps not, but it certainly has the recipe to be a threat to all competitors. Be warned.

Porsche art car – Porsche SA doing BMW-like things

Porsche art car

South Africa’s rich cultural diversity gets celebrated in a fusion with car culture. Perhaps not new – but new to many, “art cars” have long been a thing… from Andy Warhol’s BMW M1 Procar to various other BMWs including local artist Ester Mahlangu’s transformation of an E34-generation 5 Series (the late Eighties/early Nineties model) with her exquisite Ndebele art. Porsche is a lifestyle-oriented brand, but one wouldn’t say it’s avant-garde; the brand isn’t known to allow esteemed artists to decorate its iconic sportscars. Therefore, the OEM’s collaboration with local artist, Nelson Makamo, is quite refreshing.

> Read more: Another South African “art car”, but this time it’s a Porsche!

Art should stir the senses and this work is no exception. Whether it’s your thing or not, what’s great is that Porsche endorsed a uniquely South African creation, which is sure to garner attention abroad. Imagine Scuderia South Africa had entertained something like this with one of the Prancing Horse-bearing machines (new or old) – the top brass in Maranello would have choked on their espressos and promptly issued a cease-and-desist letter to their Mzansi-based representatives! Instead, “My Life in Motion” is a well-conceived and -executed project. Bravo, Porsche, for facilitating Mzansi magic.

AMG Hybrid – Shock Therapy

AMG GT hybrid

1 400 Nm. Read that again. One would imagine that peak-torque figure would be sufficient to tow a container vessel… at least until the vehicle’s chassis snapped in half! Spare a thought for the Mercedes-AMG’s drivetrain components; 620 kW is the kind of power that creates time-travel opportunities and is beyond what a road car should have, but this is typical of Benz – and don’t we just love them for it?

> Read more: Mercedes-AMG plug-in hybrid packs 1400 Nm

With the supremely potent, technologically complex – and less than snappily named – GT63 S E Performance, Mercedes-AMG is implementing a type of replacement therapy that will gradually erase remnants of “naturally aspirated V8 nostalgia” by incorporating hybrid technology in the brand’s much-loved larger models. The idea is to slowly convert sceptics into believers; Benz is clearly handling its devoted fanbase with kid gloves by not culling the V8 unceremoniously. That would be cold and brutal. We’re all still a bit sensitive about not having V8s in the future, so it’s a rather thoughtful move.

Ford Ranger Raptor special edition – Another one…

Ranger Raptor Special Edition

In the words of DJ Khaled: “Another one”. The Ranger Raptor Special Edition is a (rather unimaginatively named) limited-edition release from the Blue Oval that offers purely aesthetic modifications and, therefore, nothing new of consequence. Ford seems good at it, although – in truth – many brands unashamedly launch marketing campaigns that create hype around a few stickers here and some contrast stitching there. It’s tantamount to slathering on make-up. I understand how important it is to scale up and create demand by offering something different, but why don’t they leave that for the aftermarket?

> Read more: Ford Ranger Raptor Special Edition For SA

I am not advocating that manufacturers and importers cease paying attention to packaging, but the car market desperately needs cars that are definitively fit for purpose and to which the adage of “form follows function” can be applied. Stop with the distractions of cosmetic surgery and give the masses bakkies that are better and more potent than their immediate predecessors. That way, premiums on top of (already steep) asking prices might even be justifiable. The Raptor is already such a formidable package but at some point, this needs to stop before every bakkie looks like something out of Brakpan.

Battery sparks for Series II

Battery power, but not much range, for the classic Landy.

Land Rover might not offer a battery-powered version of its latest Defender (yet), but you can electrify a classic.

With original Land Rover Defender values continuing to soar, owners in some global markets are attempting to futureproof their vehicles against emissions regulations.

The best way of accomplishing this is not by trying to modify the existing petrol or diesel engines. Completely replacing the internal combustion powertrain with a battery-electric set-up is the answer.

Cleverly named Everrati is a British aftermarket engineering consultancy specialising in battery-electric powertrain conversions for collectable vehicles.

Its latest product offering concerns the Land Rover Series II. Yes, that one with solid axles and leaf springs.

To help select Land Rover Series II owners retain the use of their vehicles in heavily regulated cities and districts, Everrati replaces the standard Land Rover Series II engine with a 60 kWh battery pack and electric motor system.

Peak power output is 113 kW, with 300 Nm of torque. Those numbers are way more than what a Series II engine produces. Everatti has boosted the brake system and added power-steering to harmonise vehicle dynamics to make its electrified classic Defender conversion driveable.

The Everatti electric Defender also happens to be an interesting study in aerodynamics.

Despite having quite a generously sized 60 kWh battery pack and mild-output electric moto, the range is only 200 km, which shows just how parasitic classic vehicle aerodynamic drag can be.

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Hyundai Palisade (2021) Launch Review

During the past 12 months, Hyundai has introduced several new SUVs in Mzansi. The product rollout reaches its climax with the arrival of the Palisade – a big, American-looking 7- or 8-seater – that could well stir up the premium segment. We drove it in the Cape during its local launch.

What is a Hyundai Palisade?

Hyundai Palisade 3/4
The Palisade design looks very Americanised with a big grille up front and long sides.

In 2021, the SUV overtook the hatchback as the most popular body style in the passenger-car segment of the local new-vehicle market. By introducing a slew of crossovers and SUVs in the past 12 months or so, Hyundai has been a major contributor to the trend. Its line-up now includes the Venue, Kona, Creta, Tucson, Santa Fe and… Palisade. Thanks to the newcomer’s arrival, every nook and cranny of the family-car market is occupied by a Hyundai.

The Palisade shares its chassis with the Kia Telluride, which was the 2020 World Car of the Year. They’re essentially the same cars, but the Hyundai has come to market because Hyundai Australia convinced the mother company to produce its big rig in right-hand-drive guise. As things stand, the Telluride will remain a left-hand-drive-only model.

Suffice to say that the Palisade is a sizeable SUV; it’s approximately the same size as a BMW X5 or Mercedes-Benz GLE, give our take a few mm in favour of the Korean. It’s powered by a turbodiesel engine sourced from the Santa Fe range and features some very clever seating tricks. It is available in 8- and (most notably) 7-seater configurations.

Is the Palisade’s engine good enough?

Hyundai Palisade rear
The Palisade uses the same 2.2-litre turbodiesel as its Executive SUV sibling, the Santa Fe.

With turbodiesel engines no longer being developed for passenger vehicles (due to Dieselgate and the car market’s move towards electrification), Hyundai has just the one diesel to choose from: the 147 kW/440 Nm 2.2-litre unit. The figures tell a story: the Fortuner and Everest, which weigh the same as the Palisade, offer more power and torque.

You’d expect Hyundai’s premium SUV to offer more than enough overtaking performance (when brisk acceleration is needed), but it tends to labour in that regard. When fully loaded, the Palisade may even struggle if you want to cruise briskly on long trips. For day-to-day use (such as on school runs), however, it should be well up to the task. 

While power and speed isn’t everything, the Palisade proved reasonably fuel-efficient on our 250-km evaluation drive through the Tulbagh Valley and back, after which it indicated a consumption figure of around 8.5 L/100 km. 

The newly developed 8-speed automatic transmission is good at extracting what performance the engine has to offer; it shifts slickly up and down the ‘box without fuss. The transmission’s dashboard-mounted console is lifted from the Santa Fe; we think that it is quite nifty, because it frees up handy storage space in the centre console.

How practical is the Palisade?

Hyundai Palisade interior
The rearmost row in the Palisade seats 3 people with enough legroom for all.

The unique seating arrangement that’s available in the Palisade is one of its best features. While the 8-seater’s minibus-like seating configuration requires no explanation, its 7-seater equivalent has quite a novel setup… Unlike most conventional 7-seater SUVs (which offer a 2-3-2 seating formation), Hyundai uses a 2-2-3 formation, which may sound like a Barcelona FC attacking lineup, but actually makes it easier to get in and out of the rearmost row.

In the 7-seater Palisade, the middle row features 2 “captain’s” chairs – they are individual chairs with built-in armrests – while a conventional bench is utilised for the foldaway 3rd row. What’s more, the middle occupant of the rearmost row is afforded the added benefit of being able to stretch their legs out between the middle row of chairs. 

Speaking of legroom, we found that all rows offered excellent occupant space. The middle-row seats can recline if required and 2 USB ports are installed in the rear of the front seats so that electronic devices can be recharged.

The 3rd row can be accessed by either shuffling through between the 2nd-row seats (on the 7-seater) or folding the 2nd row’s seatbacks down and sliding the chairs forward, all of which can be done at the touch of a button. 

The newcomer’s luggage capacity appears to be cavernous too. Hyundai claims the Palisade can carry 509 litres with all seats up, 1 297 litres with the 3rd row folded down and a massive 2 447 litres with 2nd and 3rd rows folded. 

What’s the Palisade like inside?

Hyundai Palisade dahboard
A simple yet elegant interior with decent material choice and solid build quality.

High-end Hyundais have become well-renowned for their cabins’ admirable build quality and tasteful choice of materials, which match up well to the big-name premium players and often feature extra soft-touch- and more “authentic-looking” materials (plastic dressed as carbon fibre or brushed aluminium is a personal bugbear).

Indeed, the Palisade’s cabin is bound to be a pleasant place to spend long journeys by virtue of the newcomer’s comfortable seats, which offer loads of adjustability and an upmarket feel to the switchgear and various surfaces. You get heated and cooled front seats, as well as dual-zone climate control and separate rear ventilation controls.

Meanwhile, Hyundai’s flagship features an integrated infotainment system that extends from the instrument cluster as one panel (it reminds of the “Widescreen Cockpit” setup in a Mercedes-Benz E-Class or GLE). The system is familiar to Hyundai users and equipped with Android Auto and Apple Carplay, but only through a wired connection. 

A wireless charging pad is placed neatly out of the way – it’s located under the top of the centre console, which features enough space for 2 cupholders and several sets of keys or other small items one tends to toss into that bin.

What’s the Palisade like to drive?

Hyundai Palisade drive
The 20-inch wheels on lower-profile tyres make the ride a bit harsh over bumpy surfaces.

Fittingly, the boldly styled Palisade rides on 20-inch wheels as standard. There’s no option to go smaller, so you’re saddled with quite thin 50-profile tyres too. That means it rides a little harshly over bumps, especially on dirt roads. A smaller wheel and higher-profile tyre would take some of the edge off the stiff ride quality, but it’s not available. 

The Palisade sits on coil springs rather than air suspension, which is generally offered as an option at this end of the market. To their credit, the coil springs are good and do an admirable job of mitigating body roll in tighter bends. It’s also comfortable out on the freeway where the Hyundai settles down nicely and provides a comfortable long ride. 

By virtue of being equipped with H-Track all-wheel drive, the Palisade offers some off-roading ability, but only if you plan to undertake light dirt-road journeys. Over and above Comfort, Eco, Sport and Smart drive modes, the Multi-Terrain Mode system incorporates Snow, Sand and Mud traction control settings. It has hill-descent control too, but I say “light off-roading” because the 203 mm of ground clearance is actually less than what the Santa Fe offers.

Hyundai hasn’t specced our local Palisade with any semi-autonomous technology such as adaptive cruise control, in-traffic following or lane-keeping assist. While I’m not a fan of lane-keeping assist systems, I do think that adaptive cruise control is a must-have at this end of the market.

After sales support

Hyundai sells the Palisade with its 5-year/150 000 km vehicle warranty and 7-year/200 000 km drivetrain warranty. A 7-year/105 000 km service plan is also standard, which can be upgraded to a maintenance plan if desired.

Hyundai Palisade Pricing (Sept 2021)

Hyundai Palisade R2.2 Elite 8AT 7-seater – R999 900

Hyundai Palisade R2.2 Elite 8AT 8-seater – R999 900

> read more: Hyundai Palisade (2021) Specs & Price in SA

Summary

Hyundai Palisade rear snow
Can the Hyundai Palisade upset the premium SUV apple cart?

For prospective buyers of large luxury family cars, the Palisade ticks the practicality and value-for-money boxes at a time when most Premium SUVs cost well in excess of R1 million – in fact, their asking prices can easily creep up to R1.5 million once you specify them with many of the features that are standard on the Hyundai. The configuration of the 7-seater version, in particular, will find favour with big families that don’t want to buy a van for the school run.

The newcomer has some off-roading credentials too, but we’d humbly suggest that the Korean marque’s big rig be limited to light dirt road use rather than diving deep into the Kalahari sand or overlanding to the Drakensberg.

The Palisade’s engine could do with more oomph considering the rivals it is up against (and the cargo it’s likely to haul during holidays), but it’s not so sluggish that you’ll struggle to get up inclines when the vehicle’s loaded up.

Pricing has been set at R1 million, which may sound like a lot, but it actually represents good value. Time will tell though if buyers at this end of the market will choose the Korean option over British and German premium models.

5 Things We Learned from Driving the Toyota GR Yaris (Again)

Having previously sampled the rally-inspired GR Yaris – one of the hottest models that Toyota has produced in recent memory – at Aldo Scribante, we attended the local media launch of the newcomer in Gauteng. So, having driven the Toyota on a few racetracks, are we still smitten?

In case you didn’t already know this, the Toyota GR Yaris is one of the greatest driver’s cars to land in Mzansi. It’s quite a bold statement; is the newcomer truly among “the greats”? Well, we don’t know what the team who dreamt up this little rocket ate for breakfast on the day they conceptualised it, but we hope they’ll order that dish again and again.

> Review/Video: Ciro De Siena and Ashley Oldfield sample the GR Yaris at Scribante

1. Not a Yaris as we know it

Toyota GR Yaris
Sell your kidneys if you have to, this is THE performance bargain of the year

Don’t be fooled into thinking the GR Yaris is a standard Yaris that has been endowed with a more powerful engine, nice alloy wheels and some stickers. This has been built from the ground up to be a performance vehicle and, to add more impetus to the project, Toyota called upon the folks who build its rally cars to join the development team.

The differences between the standard Yaris model and the limited-edition GR Yaris are considerable. While the latest iteration of the European-spec Yaris isn’t offered in our market, a comparison between the two makes for interesting reading nonetheless. The GR Yaris chassis is not actually even a Yaris’, but rather a combination of half Yaris/half Corolla and C-HR. There are no rear doors, there’s a genuine carbon-fibre roof, while the doors, bonnet and tailgate are made out of aluminium. The roofline has even been redesigned, to help with aerodynamics.

The entire package is has been put on a diet, with the world-rally-championship-inspired newcomer tipping the scales at only 1 280 kg. By comparison, a Volkswagen Polo GTI weighs 1 355 kg, and it doesn’t come equipped with a complex all-wheel-drive system! The components used in the GR Yaris are all high-end; the standard Yaris’ torsion beam rear suspension has been ditched in favour of a proper multi-link setup, and the brakes are 356-mm grooved front discs with four-pot callipers. Impressively, these anchors are bigger than those found on the GR Supra…

2. The GR Yaris engine is special in many ways

198 kW and 360 Nm from a 1.6-litre 3-cylinder turbocharged petrol

The 1.6-litre 3-cylinder turbopetrol engine at the heart of the GR Yaris is the world’s most powerful 3-pot motor (in series production, anyway) and it punches out 198 kW and 360 Nm. Now, if you’re an enthusiast, you’ll quickly realise that those engine outputs, paired with the Toyota’s low kerb weight, should result in mega performance. Sprints? 0-100 kph in 5.5 sec, thanks to a trick all-wheel-drive system. Also, there’s no dual-clutch automatic transmission… This little car is all about a hands-on experience, which is why it has a 6-speed manual ‘box.

Lag (sluggish performance low in the engine’s rev range, in other words) is often the Achilles’ Heel of highly-tuned turbocharged performance vehicles, in which boost and, consequently, torque arrive in a gigantic wave of crazy from 3 500 rpm. This is not the case in the GR Yaris (with its ball-bearing turbocharger)… The turbo spools quickly and continues to deliver a strong surge all the way to the red line. Want to overtake in 6th gear at 100 kph? Simply put your foot down and the pick up is near-instantaneous. Fuel economy? Drive it like you’re in a qualifying session and the worst you’ll see is 11 L/100 km. For context, most V8 AMG offerings consume more than that in Eco mode…

> Video: VW Golf 8 GTI vs Toyota GR Yaris – Quarter-Mile Race

3. You can drive quickly, yet safely

Normal for day to day driving, Sport/Track to humiliate other hot hatches in corners

If you’re a driving enthusiast who likes to feel the force of acceleration (yee-hah!), you’d be well aware that thanks to speed limits, you can only apply full throttle for a few seconds before your vehicle achieves triple-digit speeds.

Fortunately, the GR Yaris is thrilling to drive at whichever speed you’re doing. Cornering at 60 kph on a public road is as delightful as powering out of a hairpin bend on a race track. Speaking of which, Toyota gave us a chance to sample its new GR Yaris at the go-kart circuit Formula K, as well as Red Star Racing, both on Johannesburg’s East Rand. The former is a proper karting circuit (it’s not designed for passenger cars), yet the GR Yaris felt right at home on the tight track’s impressive layout, which comprised deceptive elevation changes and wincingly narrow corners.

Yet, despite the minimal margin for error afforded by both tracks, the GR Yaris never felt uncontrollable or wild. This is a refreshingly uncomplicated go-fast machine that delivers and enthrals irrespective of its driver’s skill level. The trick all-wheel-drive system offers 3 modes (Normal, Sport and Track) that balance the power between the axles. Normal is 60:40 front to rear, Sport dials up some rear-wheel theatrics with 30:70 and, finally, Track offers 50:50.

The clutch and shift actions are reassuringly positive, with not much effort required to get the most out of the 6-speed ‘box. Toyota has fitted the car with its iMT system which cleverly blips the throttle to aid smoother shifts.

We had the chance to drive both derivatives and while the 1.6T GR-Four is one already quick and complete offering, the range-topping Rally version is evidently for performance connoisseurs…

4. GR Yaris: Spicy or Hot?

It covers the basics well, but there’s nothing to set your heart racing

Toyota South Africa offers the GR Yaris in 2 flavours: GR-Four and GR-Four Rally. The derivatives have identical motors and claimed performance figures, but the devil is in the detail. Visually, the Rally comes with slightly different wheels, red brake callipers and some additional venting at the front (which we’re told are brake-cooling ducts).

The Rally, however, features limited-slip differentials on the front and rear axles, a performance-tuned suspension, a reworked power-steering setup, plus 18-inch BBS forged alloy wheels wrapped in trick Michelin Pilot Sport 4S tyres.

Inside, the Rally derivative additionally features Alcantara sports seats, a head-up display, Toyota’s Safety Sense (which incorporates features such as active cruise control and lane-keeping assist) and, finally, there’s Active Noise Control, which helps to amplify the engine’s note by dialling out other noises, the Japanese manufacturer says.

Is there a discernable difference between the two versions’ driving experiences? On the road, the pair feel much the same to pilot, but when you drive them back to back on a circuit, the Rally really stands out. Its trick differentials allow you to bolt out of tighter corners faster and, thanks to extra-sticky tyres, there’s a lot more grip, even if the standard version is anything but scrabbly. If ultimate performance and track days are your poison, opt for the Rally.

5. Drive one before you decide

That gaping bumper funnels air into the 1.6-litre 3-cylinder.

The Toyota GR Yaris is a car that even some enthusiasts may not understand until they drive one. It’s so far removed from a standard Yaris that we actually wish the newcomer was named something else. Toyota GR-Four, anyone?

Then there’s the price. R606 000 gets you into the GR Yaris family and the Rally derivative costs an eye-watering R715 600. Now, remember this isn’t a souped-up Yaris – the level of precision engineering and expertise that’s been devoted to this vehicle is “next level”. Again, this is not a base car that’s been made faster like the usual crop of hot hatchbacks, this is a race/rally car for the road. It was developed, from the ground up, to be a performance machine.

Is the GR Yaris worth the premium? These levels of attention to detail, engagement, corner-carving ability and sheer grin factor are usually only offered by high-end supercars. If you can access such sheer magic for R700 000, well, then it’s a bargain. The closest thing we can think of that offers this level of a driving thrill is the Honda Civic Type R.

Compromises? This homologation special’s interior doesn’t look, well, special and, in an era when quick-shifting dual-clutch transmissions (DCT) are de rigueur, a 6-speed manual ‘box feels old-school. Many of our social media followers were asking if a DCT version was on the cards, but given the nature of the GR brand, no, probably not.

Summary

The Toyota GR Yaris is one very special car

So, where to from here? If you, like us, are considering cashing in your pension early and/or blowing the savings you put away for your offspring’s university tuition in order to grab this one-of-a-kind toy, we have good and bad news.

Toyota SA says the first allocation of GR Yaris units is spoken for; eager, well-heeled customers evidently dashed to their local dealers to buy the newcomer. The fact that the first batch (of around 180 cars) was snapped up quickly demonstrates how hungry the market was/is for a model that subverts the formula of traditional performance cars.

The good news is that Toyota SA knows that the demand for its little fighter remains huge and is securing a second batch, which is due in early 2022. Some dealers have already listed a GR Yaris unit or two on Cars.co.za. See here.

If you’re still not convinced, simply request and take a test drive in a GR Yaris; there are very few cars that are as hands-on engaging – and blisteringly quick in corners – as the Toyota. The hype is completely justified. As we move into an era of more sustainable and semi-autonomous motoring, this little rocket will go down as an all-time great.

Further Reading

Toyota GR Yaris (2021) Specs & Price

VW Golf 8 GTI vs Toyota GR Yaris – Quarter Mile Race