Pricing for the BMW 128ti has appeared on BMW's local website and we can share specifications. Here's what you can expect to pay for the Bavarian front-wheel-drive hot hatch.
The front-wheel-drive hatchback market will be the scene for quite a showdown as BMW attempts to steal a few sales from the Volkswagen Golf 8 GTI. The BMW 128ti is something very un-BMW, a front-wheel-drive and 4-cylinder turbocharged hatchback, as opposed to the manic 6-cylinder rear-wheel-drive coupes we've come to know and love over the years.
Power comes from a 2.0-litre turbocharged 4-cylinder petrol engine, but unlike its European-spec counterpart, the SA version is detuned to 180 kW and 380 Nm, from 195 kW and 400 Nm. Power goes to the front wheels via an 8-speed automatic gearbox. This engine is very similar to the flagship BMW M135i xDrive's 225-kW unit, but has been detuned and the all-wheel-drive has been converted to a front-wheel-drive setup.
The vehicle features model-specific tuned M Sport suspension and the BMW 128ti sits 10 mm lower. There's also a Torsen limited-slip differential and a bespoke steering setup.
Acceleration is claimed to be brisk, with the standard 100 kph sprint dispatched in 6.3 seconds. The fuel consumption claim sits at 6.8 L/100 km.
Standard specification according to BMW SA's local website is good, with just a handful of options to tickle your fancy. A panoramic roof for R13 900, Harmon Kardon R4 400, wireless charging R5 800 and tyre pressure sensors for R4 500 would be the options we'd look at.
The vehicle comes with 18-inch alloy wheels, M seats, M suspension, Connected Package, sports seats, LED headlights, red brake callipers and an M leather steering wheel.
The BMW 128ti goes on sale in South Africa in the first quarter of 2021, before the Volkswagen Golf 8 GTI arrives. We're eager to put the two in a showdown to see which is the best premium sporty hatchback.
Good news if you are not a fan of the red accents – certain colours like this blue are paired with black TI badges.
Ford South Africa has welcomed an FX4 double-cab derivative to its Ranger line-up and, apart from offering unique styling elements, the newcomer introduces a nifty connectivity feature – FordPass Connect. Cars.co.za journalist Gero Lilleike travelled to the Wild Coast to experience the Ranger FX4 in the metal.
Ford is on a roll! Earlier this month, the brand announced a massive R15.8-million investment in its local operation that will see significant upgrades made to its Silverton production facility ahead of the production of the all-new Ranger, as well as the all-new Volkswagen Amarok (which is based on the Blue Oval's next-gen bakkie), both of which are due for local release around 2023, perhaps sooner.
As the current-gen Ranger nears the end of its product lifecycle, Ford has been quite eager to capitalise on strong demand for uniquely-styled and kitted-out leisure double-cabs. As such, Ford has been rolling out a number of upgraded Ranger derivatives that cater for various budgets and, based on the market uptake, this strategy is creating a win-win situation, not only for the brand – customers too.
Just a few months ago, Ford South Africa introduced the Ranger Thunder (based on the Ranger Wildtrak) and then, towards the end of 2020, followed it up with the launch of the Ranger XL Sport (based on the Ranger XL), which catered for the high- and low ends of the Ranger’s customer base respectively.
Now, with the introduction of the new Ranger FX4 (based on the Ranger XLT), the Blue Oval is looking to satisfy the needs of buyers who would ordinarily be interested in middle-of-the-range derivatives in the bakkie line-up. The FX4 nameplate first arrived on the local market in 2017 (pre-facelift) and this latest Ranger FX4 is bound to resonate with local buyers too.
What’s on offer?
The Ranger FX4 gains a few extra styling features. Note the extended-leg sports bar which is a key defining feature.
The FX4 is all about maximum kerb-appeal, hence it comes festooned with unique styling features that set it apart from the rest of the Ranger line-up. Black detailing is the running theme here: compared with the XLT, the FX4 features an additional black mesh grille (similar to the Ranger Thunder), larger 18-inch multi-spoke black alloy wheels, black door handles and an extended tubular sports bar.
A drop-in load-bed liner is also included, along with a 12V socket and a total of 6 tie-down points in the back. FX4 badging on the tailgate and along the side of the bakkie further reinforce the newcomer's identity. With the above styling enhancements in mind, the Ranger FX4 is offered in a choice of 4 colours: Sea Grey, Frozen White, Race Red, Agate Black and Moondust Silver.
As for the interior, leather trim (with embossed FX4 badging) is standard, while red contrast stitching features on the seats, steering wheel, transmission lever and on the leather-look upper dashboard.
The Ranger FX4 is as capable off-road as it is on the tar. Definitely one of the most comfortable offerings in this segment.
The Ranger FX4 is powered by Ford’s proven 2.0-litre, single-turbocharged diesel engine that develops 132 kW and 420 Nm of torque and is exclusively mated with a 10-speed automatic transmission.
We’ve experienced this locally-made engine before (in the Ranger XLT) when it was introduced in 2019 and it delivers good mid-range acceleration and an admirable balance of performance and economy in conjunction with Ford’s 10-speed automatic transmission. The claimed average fuel consumption figure for the Ranger FX4 is 7.5 L/100 km and the newcomer is available in 4×2 and 4×4 guises.
The Ranger FX4 launch took place south of Port St Johns in the Eastern Cape. If you have ever been to this beautiful part of the country, you will know that a 4×4 is the ideal vehicle with which to traverse the rugged rural dirt roads of the area. The Ranger FX4 made light work of this terrain; not even the worst rain-rutted road could unsettle Ford's stalwart of a bakkie.
One of the traits we have always liked about the Ranger is how solid and planted it feels on rugged terrain. It’s a comfortable off-roader with a light and effortless steering feel, which contributes to a pleasant, fuss-free driving experience. Could it be that after all these years on the market (almost a decade), Ford's bakkie still offers the best compromise between on-road comfort and off-road ability?
Meanwhile, FordPass Connect is the only notable technical upgrade to the Ranger FX4. This new connectivity feature is also standard on the bakkie's XL, XLS, XLT, Wildtrak and Raptor derivatives.
FordPass. What’s that?
FordPass Connect allows for remote control of your Ford vehicle and puts vital information at your fingertips, all via your smartphone.
Access to FordPass starts by downloading the FordPass app to your smartphone. Once a Ford vehicle (such as a Ranger produced from 2017 onwards) has been successfully registered on the app, owners will have immediate access to warranty and maintenance information, the ability to search for Ford dealers in the vicinity, as well as fuel stations and even parking spaces.
However, the full potential of FordPass Connect can only be accessed when you pair the FordPass app with the FordPass Connect modem, which is installed in these latest Ranger derivatives (such as the FX4). This pairing unlocks a number of remote command and control functions such as starting the engine, locking and unlocking of doors, pre-priming the interior climate control, finding the exact location of the vehicle, booking of services (and keeping track of past ones), as well as providing key vehicle information such as fuel level and oil life. The vehicle's Owner’s Manual is also easily accessible.
Our initial impressions of FordPass Connect are positive. The app was easy to use; vehicle registration and pairing is a straightforward process and the remote control functions are useful. This level of connectivity is unheard of in the bakkie segment and this development clearly points to a future in which a person’s engagement and involvement with their vehicle is enhanced with the help of technology.
In isolation, FordPass Connect might appear to be a tad gimmicky, but in the context of Ford’s recent undertaking to run Google software in the next-generation Ranger as of 2023 as well as the brand’s recently-announced commitment to electrification, it's a crucial one. Ford’s goal is to achieve 66% commercial vehicle sales attributed to full-electric or hybrid vehicles by 2030. What that means exactly in a South African context remains to be seen, but it’s reasonable to expect a hybrid and even a full-electric Ranger in the future, even though it might still take a few more years to reach our market.
FordPass Connect is therefore but a cog in the machine of Ford’s journey towards a more connected future and it will be interesting to see how this technology develops over time and how rivalling brands will respond with their own technologies in the commercial-vehicle space, which of course they will. For now, however, Ford seems to be leading the charge in terms of connectivity in the bakkie space.
VW might be positioning itself as the primary challenger to Tesla in vehicle electrification, but Hyundai is quietly building an impressive portfolio of battery vehicles, too.
The Korean automotive giant has now revealed its latest interpretation of what customers want, in a battery vehicle, with the Ioniq 5 crossover.
Billed as a crossover, the Ioniq 5 has a very angular surface design and incredibly intricate alloy wheels, which measure 20-inches in diameter and are the most aero wheels ever fitted to a Hyundai.
The Ioniq 5 rides on Hyundai’s E-GMP platform and has a proportionally long wheelbase, in relation to its overall length. This will become a feature of all future battery vehicles, as designers and engineers attempt to leverage the lack of a traditional front-mounted engine, to increase cabin space.
Measured bumper-to-bumper the Ioniq 5 is 4.63 m, and of that, 3 m is the wheelbase. To place that in perspective, the Ioniq 5, which is configured as a mid-sized crossover, has a 100 mm longer wheelbase than Hyundai’s enormous Palisade SUV. The result is a very spacious cabin, with all seats benefitting from electrical adjustment and a centre console that features 140 mm of slide adjustability, too.
Luggage space is excellent, with 571-litre of rear storage capacity, supplemented by a 57-litre frunk (front storage space under the bonnet).
The standard Ioniq 5 is powered by 125 kW electric motor, which also produced 350 Nm of torque. It can run the 0-100 kph benchmark in 8.5 seconds. Opting for the long-range battery pack boosts power to 225 kW, with torque increasing to 605 Nm. This more potent Ioniq 5 is capable of 0-100 kph in a very quick 5.2 seconds and had a theoretical range of 480 km. Both battery options can be optioned with all-wheel-drive versions but are standard with rear-driven electric motors.
Hyundai expects to bring the Ioniq 5 to market, towards the end of this year.
After what seems like an eternity of teasers, leaks and spy shots, the all-new Mercedes-Benz C-Class has been revealed. Here's all you need to know about Mercedes-Benz's answer to the BMW 3 Series and Audi A4.
Mercedes-Benz has just revealed its bread-and-butter model, the all-new C-Class. Given its sales record of over 10.5 million units finding homes around the world, its vital the Stuttgart-based brand doesn't deviate too radically with the newcomer. For many years, it's been the entry point into Mercedes-Benz ownership but the arrival of the A-Class sedan and CLA threaten to undercut it. Let's not forget about Merc's unrelenting SUV strategy either, with plenty models to suit all needs and pockets.
Despite such a vast portfolio, Mercedes Benz reckons the new C-Class still has an important role to play. Visually, it adopts many of the styling cues seen on the E-Class and S-Class sedan.
Physically, the new Mercedes-Benz C-Class has grown. In comparison to the old model, its 6.35cm longer, 1cm wider, but its roofline sits 1cm lower. In terms of luggage capacity, the new C-Class has the same capacity as the old version. Inside, the cabin dimensions have improved, with the wheelbase now 2.5cm longer, headroom 1.5cm higher while the front seat passenger get a bit more shoulder room. Mercedes-Benz has added rear-wheel steering as an optional extra which will tighten its turning circle. At higher speeds, the wheels turn in the same direction, enhancing agility.
In terms of powertrain, every C-Class will now feature an electrified 4-cylinder engine. Every engine features an integrated starter generator and 48Volt tech. No more 6-cylinder or 8-cylinder engines and the manual gearbox option for some markets has been removed. Every Mercedes-Benz C-Class will now feature a 9-speed automatic. All the established derivatives have been carried over. The C180 will get a 1.5-litre turbocharged 4-cylinder motor 125 kW and 250 Nm, while the C200 gets the same engine, but in a higher state of tune with 150 kW and 300 Nm. Both rear-wheel drive and 4Matic all-wheel drive are available. Mercedes-Benz claims sprint times of 8.6 seconds for the C180 and 7.1 seconds for the C200 4Matic, while the C200 rear-wheel drive is fractionally slower at 7.3 seconds.
At the top of the range is the C300 which is powered by the M254 motor. It too features electrification and a new twin-scroll turbo setup and thanks to its 190 kW and 400 Nm, it should hit 100 kph in a claimed 5.9 seconds. If you're wanting news about the 4-cylinder AMG models, we're afraid you're going to have to wait.
Diesel models are still available, and Mercedes-Benz will be offering C200d, C220d, C220d 4MATIC, and C300d mild-hybrid diesels for the European market. All are equipped with the 2.0-litre turbodiesel motor in various power and torque outputs. The entry-level model has 120 kW and 380 Nm, but the top-spec model features 195 kW and 550 Nm. This powerful diesel C-Class is good for a 5.7 second run to 100 kph.
The cabin is the where the most changes have been applied and the new Mercedes-Benz C-Class interior resembles the flagship S-Class setup. A large tablet infotainment screen dominates the central cluster and the latest iteration of MBUX has been fitted. OTA updates and an optional augmented reality are available too.
The new Mercedes-Benz C-Class is assembled right here in South Africa at the Mercedes facility in East London. The North American market will start receiving its cars in early 2022, Europe will be getting theirs in July/August and we're awaiting feedback from Mercedes-Benz SA with regards to a local arrival.
The ever increasing range of Ford Ranger special editions appears to have no end in sight. Enter the FX4.
Ford has been working the sticker and mag departments hard of late to throw out as many special edition Rangers as they can produce. Aside from the bold Wildtrak, Ford has since produced the Thunder, XL Sport and now the FX4.
The FX4 nameplate was available in the pre-facelift Ranger as an add-on kit for the XLT model in order to give it a little more stage presence. The same goes for this time around as it appears the FX4 gets its own front bumper, grille, side mirrors, blacked-out wheels and unique sports bar that extends down the side of the loadbay. It’s hard not to notice the bright orange decal down the side of the doors, which are less subtle than the previous version which were dark stickers on a dark car. It appears this Frozen white colour scheme may be the only choice of colour too.
Exact details on the FX4 are shy at the moment as Ford only plans to launch the bakkie locally at the end of February 2021 but its website appears to have some details. The configurator only allows the specification of one engine currently, the 2.0-litre single turbodiesel unit from the XLT (132 kW and 420 Nm). It also appears that only the 10-speed automatic gearbox will be offered. The FX4 can be ordered in either 4×4 or 4×4 models and only as a double cab. Interestingly, the image on Ford’s local website shows the FX4 with a 3.2-litre badge on the side so we shall wait for further info regarding this engine’s availability on the FX4 version.
Inside, there's a soft-touch leather-trimmed dashboard, along with leather for the steering wheel, gear lever, and seats – all finished with striking red stitching. FX4 logos embossed on front seats are a cool touch.
We will soon have specific details around the interior of the FX4 but as this is an accessory kit for the XLT model, expect it to be similarly equipped inside. Navigation is not included on the FX4 but Apple Carplay and Android Auto work just fine on Ford’s infotainment system.
Ford Ranger FX4 Pricing
Ford Ranger 2.0 Single Turbo Double Cab XLT FX4 10AT 4×2 – R618 900
Ford Ranger 2.0 Single Turbo Double Cab XLT FX4 10AT 4×4 – R687 900
Opel has announced specs and pricing for its facelifted Crossland SUV. See what's on offer here.
Opel South Africa has teamed up with Peugeot Citroen South Africa, falling in line with the Stellantis Group global strategy. There are a few cars on the cards for South Africa, including the new Opel Corsa, as well as this, the facelifted Opel Crossland.
The Opel Crossland comes to market with the new Vizor face which is said to be future-proof as it provides space for all the eventual autonomous safety tech. It's the first Opel model in SA to debut this new look. The new face looks fresh and modern, and you can spot the newcomer with its front skidplates, LED fog lamps and alloy wheels. At the rear, there are new tinted tail lights, gloss-black tailgate and rear skid plate.
Opel claims the updated Crossland features ergonomically comfotable seats and there's a strong focus on practicality. The rear seats fold in a 60/40 fashion, increasing the boot space from 410 litres to 1 255 litres. The rear bench can also slide forward and backwards to increase legroom.
Under the skin, Opel has reworking the McPherson strut front suspension and torsion rear beam in an effort to improve ride quality. When it comes to engine and gearbox choices, Opel is offering its Crossland with a 1.2-litre naturally-aspirated petrol engine mated to a 5-speed manual gearbox. For those wanting a bit more shove, there's also a 1.2-litre turbocharged petrol engine linked to a 6-speed automatic. Engine outputs are rated at 60 kW and 118 Nm, while the turbo model offers up 81 kW and 205 Nm.
The South African market will get three models, with 2 trim levels and 2 engines:
The Opel Crossland features an updated 7-inch colour touchscreen infotainment system that has Apple CarPlay/Android Auto connectivity. There's also Bluetooth and USB connectivity.
Safety features are comprehensive with forward collision alert with auto braking and pedestrian detection, lane departure, driver drowsiness, front/rear park assist, cruise control with speed limiter as well as the usual acronyms of AB, EBFD and Hill Start.
Opel Crossland Price in South Africa (February 2021)
Opel Crossland Edition 60kW 5-speed Manual R324 900
Opel Crossland Edition 81kW 6-speed Automatic R374 900
Opel Crossland Elegance 1.2 Turbo 81kW 6-speed Automatic R 399 900
Although auto shows might never return to their former prominence or attendance, the world of defence has remained committed to doing business in person. At the recent IDEX conference, hosted in the UAE, Kia showed the latest iteration of its modular bakkie platform.
The Kia double-cab’s specification takes the best of rugged off-road vehicle design and combines it with some modern upgrades. This is essentially what every Land Cruiser bakkie owner dreams of: a steel ladder frame chassis, with independent suspension at all four wheels.
Powering the Kia ‘light tactical cargo truck’ is a diesel engine of unspecified configuration. Kia has disclosed its power output, at 167 kW, but not the peak torque value. Any diesel engine good for 167 kW should also make more than 500 Nm, by associated calculation.
Ensuring this rugged Kia double-cab has excellent all-terrain traction, is a limited-slip differential. Kia does not confirm whether this is rear axle mounted. We could assume this is a limited-slip centre differential. Driving convenience is provided by an eight-speed automatic transmission.
You obviously can’t buy one of these Kia bakkies (unless you are a government), but it does illustrate that the Koreans could build a very good African-spec double-cab adventure vehicle if they wished. Something more rugged, than a Hilux.
Kia has its roots in military vehicles having first produced them back in the 1970s and still producing vehicles today for the Korean military. The platform underpinning this new double-cab is said to be modular and adaptable, just like many modern vehicle platforms that are used to make passenger cars of varying sizes. With both Kia and Hyundai planning to enter the leisure double-cab market in the next few years, something like this modular architecture could be well-suited to the task.
The Mazda CX-5 has garnered a number of awards – including #CarsAwards wins – and with good reason. With a slightly facelifted model expected to be unveiled soon, Mazda has launched a special derivative of its family car. We spend some time with the 2.0 Carbon Edition to see if it’s just as good as the rest of the range.
Considering the Mazda CX-5? This review will help you make an informed buying decision.
We like: Excellent on-road manners, excellent fit and finish, generous standard spec
We don’t like: Noisy engine when pushed, off-road ride quality too firm
Fast Facts
Model tested: Mazda CX 2.0 Carbon Edition
Price: R565 800 (as of February 2021)
Engine: 2.0-litre petrol, naturally-aspirated
Power/Torque: 121 kW/213 Nm
Transmission: 6-speed automatic
Fuel Consumption: 6.9 L/100 km
Load capacity: 442-1914 litres
Acceleration: 0-100 kph in 10.4 sec (claimed)
What is the Mazda CX-5 Carbon Edition?
The Mazda CX-5 is an accomplished family SUV. With a range that includes an array of engines and trim levels, the CX-5 has proven a popular purchase; more than 3 100 units have found their way into South African homes since this model was launched in 2017. Only its rivals from Volkswagen (Tiguan) and Toyota (RAV4) have sold more units, making the CX-5 the 3rd best seller in its segment. The CX-5 has also received a handful of category wins in the #CarsAwards – powered by WesBank by virtue of its good build quality, practicality, a balance of comfort and safety features, plus its brand reputation.
Now Mazda SA has launched the CX-5 2.0 Carbon Edition, which effectively replaces the 2.0 Individual derivative. Mechanically, the newcomer is identical to the 2.0 Dynamic Auto, however, the 2.0 Carbon Edition features visual enhancements, such as glossy black mirrors and 19-inch black alloy wheels, while the interior boasts black cladding on the dashboard and door panels, as well as red stitching on the steering wheel, transmission lever, knee pads and seats. Leather/suede combination upholstery is standard. There’s an increase in standard equipment too, which we’ll discuss later in this review.
How it performs in terms of…
Performance and efficiency
The Mazda CX-5 has crisp and clear dials
While most of the models in the family-car segment have gone the forced-induction route (their manufacturers have introduced smaller capacity-, but turbocharged, engines), Mazda has invested heavily in the development of its naturally-aspirated petrol engine range. Endowed with SkyActiv tech, Mazda’s engines are said to offer punchy performance in combination with good fuel economy. In the case of the Carbon Edition, its 2.0-litre 4-cylinder petrol motor produces 121 kW and 213 Nm, which are adequate outputs for a family car. Fuel efficiency is a claimed 6.9 L/100 km and the derivative is claimed to accelerate from 0 to 100 kph in 10.4 sec. Power reaches the front wheels via a 6-speed auto ‘box and there are paddle shifters on the steering wheel (should you feel like actuating gear shifts manually).
That all sounds well and good, but what’s the Carbon Edition like to drive? In truth, the 2.0-litre is a willing engine, as long as you don’t flex your right foot too hard on the accelerator pedal. If you do, the drivetrain’s software will instruct the transmission to change down a few gears to maximise acceleration, but the otherwise buttery smooth motor will suddenly sound far less refined than it is. Indeed, when “pressing on”, the engine sounds a mite strained and noisy, but then again, making the direct-injection engine spin that high in the rev range is counterproductive to the pursuit of good fuel economy.
This is where the ‘shift paddles come in handy; you can effortlessly change up a gear and avoid a burst of engine noise, but still make good use of the available torque! The engine doesn’t need to be revved hard to get the best out of it, which is odd, considering the transmission “believes otherwise”. Thankfully, the paddles are pleasant to use, so you won’t feel it’s a chore to override the ‘box now and again.
When it comes to fuel economy, our test period ended with the Mazda CX-5 2.0 Carbon Edition’s trip computer reading a reasonable 8.8 L/100 km (versus the 6.9 L/100 km claimed figure).
These 19-inch alloy wheels look great, but are not really suited to rougher terrain
Ride and handling
The Mazda CX-5 has always been pleasant to drive, which is understandable, given its brand heritage. Mazda has the wonderfully analogue MX-5 roadster in its stable, so it’s unsurprising that its other models are also pleasant to drive. Despite its top-heavy SUV body style, the CX-5 excels when the straights become turns. The steering is light and quick, making the car feel more agile than it actually is.
One of the Carbon Edition’s special accoutrements is its set of large, black 19-inch alloy wheels. Those dark rims look great, but they also diminish on-road comfort when the CX-5 traverses less than perfect asphalt. As a result, the Mazda’s general ride quality is a touch too firm for our liking on rough roads – the suspension does tend to thump a bit over uneven surfaces. Granted, the majority of CX-5 buyers will require a vehicle to navigate urban environments most of the time and travel on unsealed surfaces only occasionally, but isn’t the point of an SUV that it should be suited to dirt-road excursions too?
Thankfully, if 99% of your driving time is on smooth roads, you’ll be more than happy with the vehicle’s on-road manners. It’s refined, smooth and quiet (as long as you don’t ask too much of the engine).
Interior execution and features
The modern and easy-to-use cabin
When you step inside the Mazda CX-5 2.0 Carbon Edition’s cabin for the first time, you’re most likely to notice its sporty-looking leather-and-suede seats right away. The Carbon Edition trim level adds tasteful red contrast stitching to the seats, the steering wheel and the transmission-lever boot. They’re subtle adornments, which is exactly how you’d want them to be in a demure family SUV. The general cabin layout is pleasant and easy to use, although the infotainment system does without a touchscreen. Mazda says this is for safety reasons, so you navigate the screen’s menus with a scrolling wheel.
The entire infotainment system is controlled from down here.
In terms of equipment, the Carbon Edition boasts a few additional features such as satellite navigation, adaptive LED headlights, LED daytime running lights, as well as front and rear park distance control. The standard CX-5 has never skimped in terms of standard equipment – you’ll find automatic wipers and -lights, USB ports, a head-up display, Android Auto, Apple CarPlay, automatic tailgate, climate control and a whole lot of safety kit too. The vehicle came with a lane-keeping assist function, which could get a bit intrusive on narrow roads, but it was easy to deactivate under those circumstances.
Practicality
The decently sized luggage bay should cover most requirements.
The Mazda CX-5 is the largest SUV offered by the Japanese brand (at least in the South African market) and the Hiroshima-based marque’s venerable family car offers reasonably good levels of cabin space and luggage capacity. There’s sufficient legroom for adults, while the load bay’s capacity (442 litres) is fair, if not class-leading. This honour belongs to the Toyota RAV4, which boasts a 698-litre capacity. If you require utility space to transport oddly-shaped or bulky items in the Mazda, you can fold its rear seats down in a 60/40 split to free up a total carrying capacity of 1 914 litres.
Rear legroom is fair for adult occupants.
Price and warranty
This mid-spec Mazda CX-5 2.0 Carbon Edition is priced at R629 000; the range kicks off at R455 500 and tops out at R676 100. A 3-year/unlimited-kilometre warranty and service plan are standard.
The Mazda CX-5 continues to deliver excellent quality, driving manners and value for money, irrespective of which engine-transmission combo or trim level you may prefer. The 2.0 Carbon Edition certainly looks the part and is a fitting way to wind down the current iteration of the CX-5 range (an all-new model is still a while away). However, the Mazda’s list of rivals is a long one: Volkswagen is about to launch its updated Tiguan, while the Toyota RAV4 (fresh from its 2020/21 #CarsAwards Family Car category win) continues to dominate the sales charts. We suspect a new threat to the CX-5 comes from within its own ranks, as the Japanese firm’s local subsidiary recently launched the CX-30, which offers a far more modern cabin and similar performance at the cost of a fractionally smaller cabin and load bay.
What of the CX-5’s future, then, if a new family member has evidently invaded the award-winning, but ageing, family car’s territory? If overseas reports are to be believed, it’s understood the Mazda CX-5 will morph into the CX-50, which, with a new platform and all-new inline 6-cylinder engines, will play in a higher segment. At the recent launch of the Mazda CX-30, Mazda SA was keen to point out that its evolving product range will keep striving for the premium end of the market, so if those words are anything to go by, keep a close eye on Mazda’s progress in the next few years…
Frequently Asked Questions
What engines are available in the Mazda CX-5 in South Africa?
In South Africa, the Mazda CX-5 is primarily offered with a 2.0-litre, naturally aspirated Skyactiv-G petrol engine, which produces 121 kW of power and 213 Nm of torque. This engine is paired with a 6-speed automatic transmission. There are also models with a 2.5-litre petrol engine that deliver 143 kW and 258 Nm of torque, as well as a 2.2-litre turbodiesel variant in some higher-spec models.
What is the safety rating of the Mazda CX-5?
The Mazda CX-5 has a 5-star safety rating from Euro NCAP. It is equipped with a comprehensive set of safety features, including multiple airbags, ABS with EBD, Dynamic Stability Control (DSC), and a range of advanced driver-assistance systems in higher-end models, such as Blind Spot Monitoring (BSM), Lane-keep Assist (LKA), and Smart City Brake Support (SCBS).
Does the Mazda CX-5 come with a warranty and service plan in South Africa?
Yes, all new Mazda CX-5 models in South Africa come standard with a 5-year/unlimited-kilometre warranty, a 5-year/unlimited-kilometre service plan, and 5-year/unlimited-kilometre roadside assistance.
Is the Mazda CX-5 a good family SUV?
The Mazda CX-5 is widely regarded as a good family SUV. It offers a spacious and high-quality interior, a comfortable ride, and a practical boot. Its strong safety ratings and advanced features make it a secure choice for families, while its stylish design and refined driving dynamics make it a popular and compelling option in its segment.
Lexus has revealed its potent IS 500, complete with a 352 kW petrol V8.
It's interesting to note that Lexus has called this new Lexus an F Sport. Does this hint at a future model capable of even more performance? We do know Lexus is working on a 3.5-litre twin-turbocharged petrol engine that should as much power as this V8…
Right now the rear-wheel drive Lexus IS 500 F Sport Performance is reserved for the North American market only, which is a pity. In the battle against the established German trio of the Audi RS5, BMW M3 and Mercedes-AMG C63 S, the Lexus would likely come to market as the only offering with an 8-cylinder engine. AMG plans to release its new C63 S with a hybrid 4-cylinder engine, much to the horror of its fanbase.
The 5.0-litre V8 we've come to know and love has been enhanced for this model. It produces a thundering 352 kW and 536 Nm, up from the IS-F's 311 kW and 505 Nm. Lexus claims a redline of 7 100rpm, which is impressive for a naturally-aspirated V8. In terms of performance, Lexus reckons it will hit 0-100 kph in 4.5 seconds and the best part, it will have a proper soundtrack thanks to the quad stacked exhausts.
The mechanical changes are substantial. There will driving modes, adaptive variable suspension and a Torsen limited slip differential. A Yamaha rear performance damper has been added to limit structural distortion and increase low-speed comfort. Brake cooling has also been enhanced with larger rotors. The vehicle rides on 19-inch 10-spoke alloy wheels, which are lighter than the standard units.
As the vehicle is left-hand drive only and earmarked solely for the US market, all we can do is dream. The all-new Lexus IS will be making its way to South Africa during the course of 2021.
This is the all-new Nissan Magnite, which will arrive in Mzansi shortly. It sports a fresh design and a turbopetrol engine under its bonnet, but does the budget crossover offer enough substance to win over potential buyers? Our Indian correspondent got behind the 'wheel of Nissan's newcomer to investigate…
Newest Nissan?
Well, that’s a rather tricky question to answer. The Magnite is based on an adapted version of the Renault Nissan's CMF-A platform, which also underpins theTriber and upcoming Kiger, but based just on how it looks, the newcomer could have worn a badge from another brand in the alliance; in fact, it was reportedly (and evidently) supposed to be a Datsun. If you look at the way it’s designed, it stands to reason that Nissan’s marketing team originally wanted to position the Magnite (or whatever it would have been called) as a budget offering. Does that take away from how good this small crossover is?
The answer to that is not particularly clear-cut either, but I’ll come back to that in a short while. It’s imperative that we consider the Magnite objectively because it’s going to be a very important car for the brand, especially in its home market in India, but in other developing countries too. If you’re shopping for something in the compact family-car segment, this is virtually impossible to ignore – and not just because of its competitive pricing (on the subcontinent it comfortably undercuts rivals such as the Hyundai Venue, Kia Sonet and Volkswagen W T-Cross, especially their mid- to high-spec derivatives.
Magnite engine options
The Magnite is offered with a naturally aspirated 1.0 or a turbocharged version.
Oh, right, we haven’t discussed that yet. Magnite derivatives in the South African market will be powered by a 1.0-litre turbopetrol motor. It produces peak outputs of 73.5 kW @ 5 000 rpm and 160 Nm of peak torque between 2 800 and 3 600 rpm (manual transmission), whereas the CVT’s specs suggest a wider peak torque band available between 2 200 and 4 400 rpm although it’s down by 8 Nm.
The powertrain isn't that noisy at low revs, but it does become more vocal under load, which isn't only as a result of engine induction noise – it’s more likely due to a shortage of sound deadening material. Does the drone detract from an enjoyable driving experience… and might the "din" dissuade prospective buyers? Thankfully it does neither – as an everyday car, you might not mind the Magnite at all.
I tested a CVT-equipped derivative and the Magnite's smooth automatic transmission certainly strengthens its abilities as a daily runabout in the confines of the urban sprawl. The convenience of not having to bend and extend your left knee and shift up and down the box ad nauseam in congested traffic isn't the only thing that counts in its favour — the ease at which it picks up pace is bound to make it a favourite among commuters. Having said that, it’s a CVT, so you might miss the interaction that a manual-gearbox car offers or even the quick shifts a dual-clutch gearbox can deliver, but it's unlikely.
What’s the Magnite like to drive?
Engine and gearbox seem to pair well together, but the ride could be more forgiving over harsher bumps.
As mentioned above, the Magnite is also available with a manual gearbox, so if that’s something you’re keen on, it might be worth trying out when the car reaches South Africa (it would be more affordable than the self-shifting version, so there's that). Unfortunately, while the engine and transmission combo seems to be fit for the job, Nissan's budget crossover’s ride and handling could certainly be improved. Its handling is akin to most modern cars that appear to be made for anything but leisure. It does the job, that’s for sure, but will it encourage you to take a corner faster than you did the last time? Absolutely not! And if you think its ride is its redeeming feature, it most definitely isn't. The car does tend to soak up smaller bumps, but a little more suppleness to the suspension would’ve gone a long way.
At just over a tonne (the kerb weight of the CVT derivative), the Magnite feels spirited and finds its way through traffic with ease. The steering has some weight to it, certainly, but it’s not rich in feel. As soon as you've become accustomed to how easy the Magnite is to place even in the smallest of gaps, however, the Nissan's relevance as a compact family car becomes even more clear. Even when the driver's seat's set at its lowest position, for example, it offers them a generous view of their surroundings. And when it comes to parking, the presence of a 360-degree camera system is certainly a boon. On the Indian-spec car, the video feed’s admittedly not of the best resolution, but it does complement the mirrors and makes parking the petite Magnite (3.99 metres long and 1.75 metres wide) a cinch.
What’s it like inside?
Minimalist interior feature wireless Apple Carplay and Android Auto.
Those aforementioned dimensions do open up quite a bit of room on the inside. The Magnite's load bay, which has a claimed capacity of 336 litres with the rear seatback in place, is similar to that of a mid-sized hatchback, plus there’s enough legroom for both the front occupants, as well as the ones seated in the rear (well, relative to other compact family cars). A well-considered list of standard features further improves the newcomer's chances of success. Apart from the "Around View Monitor", an 8-inch infotainment touchscreen, wireless charging pad, 7-inch multifunctional display in the instrument cluster, cruise control, rear vents, an air purifier, JBL speakers, mood lighting and puddle lamps are available. Some of these features are included in the Tech Pack, which can be specified at extra cost.
There are small touches that sometimes go unnoticed on much more expensive cars too: a request sensor (to unlock the doors) is present on both front doors; wireless smartphone mirroring is compatible with Android Auto and Apple CarPlay; the Nissan Connect app is said to add 50 or so features including the ability to track your vehicle, automated calls for roadside assistance, etc. That is certainly not all –while the number of airbags available on the car we tested was just 2, it also had hill-start assist, traction and stability control, brake assist, tyre pressure monitoring and ISOfix child-seat mounts.
Verdict
The Magnite's quite a smart-looking new entrant to the busy Compact Family Car segment.
If you compare the Magnite with its aforementioned rivals, their feature lists and engine choices aren’t too dissimilar (especially if you consider the former's higher-specced turbo version). That would be an astute observation, but there’s an equally unmissable aspect: the substantial price advantage Nissan's newcomer has over its peers (again, in India). In addition, its turbopetrol motor and CVT combo makes it one of the most convenient cars to drive in its segment. On the downside, it does feel a bit rough around the edges. It’s not the most fun-to-drive car in its segment, which is not a dealbreaker, but then it's not the most comfortable for commuting, either. The plastic quality left us wondering if Nissan truly intended to pitch the Magnite against the Sonet and Venue, which seem to belong in a higher segment.
That might be an important aspect, and it may also sway your decision away from this Nissan. But despite the aforementioned deficiencies, the Nissan Magnite holds its own when it comes to in-cabin space and sheer affordability/value-for-money appeal. It would perhaps have looked better with Datsun branding (it's certainly not short on young, non-conformist appeal), but considering Datsun's wavering brand image (by virtue of its current range of ageing, lacklustre products), it’s actually a good thing that Nissan claimed the Magnite as one of its own.
It’s a new dawn for the brand; with all due respect to the Micra Active legacy model and fleet-oriented Almera, the Magnite will effectively be Nissan SA's new entry-level car. Watch this space, folks.
