Mazda has updated its CX-5 family car with specific specification updates across the range. See what’s changed below…
The Mazda CX-5 has received a mild round of updates across its 8-derivative lineup. In terms of specification, all CX-5’s are now equipped with Android Auto and Apple CarPlay as standard.
Other new interior details include a new air-conditioner panel pattern while the door and window dials now feature chrome accents. The commander dial and volume controls have also been redesigned.
On the outside, CX-5 Active derivatives now ride on 17-inch wheels with a new colour while the CX-5 Dynamic derivatives are fitted with newly designed 19-inch alloy wheels. The specification for the range-topping Individual derivatives remains unchanged.
A total of 3 engine choices are on offer including a naturally-aspirated 2.0-litre petrol engine with 121 kW and 210 Nm while a larger 2.5-litre petrol engine with 143 kW and 257 Nm is offered in all-wheel-drive guise. A 2.2-litre turbodiesel engine with 140 kW and 450 Nm is also available in either front or all-wheel drive guise.
Buyers also have the choice between a 6-speed automatic or 6-speed manual transmissions.
Mazda CX-5 – Price in SA
CX-5 2.0 Active – R398 300
CX-5 2.0 Active auto – R410 500
CX-5 2.0 Dynamic – R423 900
CX-5 2.0 Dynamic auto – R436 100
CX-5 2.2DE Active – R482 600
CX-5 2.0 Individual – R493 700
CX-5 2.5 AWD Individual – R557 900
CX-5 2.2DE AWD Akera – R586 100
The Mazda CX-5 is sold with a 3-year/unlimited km warranty and a 3-year/unlimited km service plan.
A slick self-shifting diesel Qashqai is finally in the offering.
Nissan has announced a mechanical specification upgrade for its indomitable crossover. The company’s popular Qashqai has thus far only been marketed globally with either a six-speed manual or continuously variable transmission (CVT) option.
In the local product portfolio, Qashqai only offers the above-mentioned two transmissions options, between its blend of 1.2-litre turbopetrol and 1.5-litre turbodiesel engines. The diesel Qashqai is only available with a manual – which can be a touch inconvenient to drive in stop-start traffic.
The latest news from Nissan headquarters is that those interested in a diesel Qashqai with dual-pedal driving convenience in traffic, but who wish to do without the lack of responsiveness which often afflicts small capacity engines and CVTs, finally have a seven-speed option.
Late last year Nissan introduced a 1.3 DiG-T version of its Qashqai to select markets. This 118 kW engined crossover was the first Qashqai to benefit from a seven-speed dual-clutch transmission upgrade. Now, Nissan is expanding this option globally to its 1.5 dCi Qashqai – an engine derivative which is already available in South Africa.
Probability of this sharper-shifting diesel Qashqai becoming available to local buyers? Considering the 1.5 dCi engine has been on sale in South Africa for some time, unlike the 1.3 DiG-T (which is currently unavailable here), there is every likelihood that Nissan’s popular diesel crossover could soon be a lot more comfortable to drive in Sandton traffic.
In a crossover market where buyers are increasingly choosing self-shifting transmissions, instead of being burdened with swapping gears themselves, Nissan finally has a trump card of its own to play.
Isuzu gave its local bakkie line-up a rejig late last year and also adopted the international D-Max moniker. With improved specification levels, slight design tweaks and, most importantly, a new 6-speed automatic transmission to go with its highly competitive pricing, can the D-Max fend off the competition for a few more years while an all-new version is under development?
We like: Reputation for reliability, standard spec, high-value pricing, good cruiser, off-road ability
We don't like: Lazy, gruff engine; lacks a few modern touches
Some Isuzu dealers regularly offer specials: Have look here.
The King of Chrome: the easiest way to distinguish the D-Max from its KB brethren is by its elaborate chrome-look grille.
Where does it fit in?
The Isuzu KB has an enviable reputation in South Africa as a reliable, rugged bakkie and now that the brand is free from the bureaucracy of General Motors and steers its own ship, the Japanese marque appears to be reinvigorated with frequent updates and even an all-new model (the Mu-X adventure SUV). Late last year it made another round of changes to the trusty KB and decided to adopt its international nomenclature: D-Max.
Underneath the updated styling and extra features the D-Max remains the KB we know and (mostly) love, but it's no spring chicken… Nevertheless –and even though it competes in a fierce market against the likes of the Toyota Hilux and Ford Ranger – it has managed to carve itself a sizeable niche between these top-sellers and the lower volume (newer) competitors such as the Mitsubishi Triton and Nissan Navara. It has done so by appealing to those who crave a no-nonsense, trusty machine that can fulfil work and leisure roles equally effectively. But can the latest round of updates ensure it ongoing strong sales while we wait for the all-new D-Max (co-developed with Mazda), which will likely launch in 2020?
The cabin has aged well and the addition of a 9-inch touch infotainment screen (optional), as well as upgraded trim, is welcome.
It's one of the oldest tricks in the book… Once a vehicle has fallen behind the best in other areas, its manufacturer just increases the standard specification to improve the old warhorse's showroom appeal. With the latest D-Max, the approach is similar. While the list price makes the D-Max one of the most affordable "flagship" Leisure Double Cabs, it still manages to compete with the more modern offerings on features fitted.
The standard infotainment system is an 8-inch unit that also doubles as the rear-view camera display. Should you wish to upgrade to the 9-inch Alpine system, as featured on our test unit (including navigation), that'll cost R14 000 extra. We appreciated the 2 USB outlets in front, particularly as one of them is of the fast-charging variety. Another USB port is provided for rear passengers.
Rear legroom is competitive and the D-Max offers a manually sliding rear window as well.
Single-zone climate control is part of the deal, as are cruise control and a 6-way electrically adjustable driver's seat. Of course, the usual items such as power steering, remote audio control and electric windows all round (the driver's window was very slow on our test car, however) are fitted, but there are also a couple of nice surprises – leather upholstery is standard and the rear window can slide open. You also get hill-start assist and hill-descent control. Considering the likely usage pattern, the standard fitment of a heavy-duty tow hitch is also a boon.
Two items we did miss, however, were automatic headlamps and rain-sensing wipers.
On the safety side, the LX Auto features 6 airbags, ABS with EBD and stability control (with trailer-sway control). In addition, ISOfix rear child-seat anchors are fitted, as are rear parking sensors and a reverse-view camera.
Still handsome
At its core, the D-Max (previously known as the KB) is one of the older bakkies on sale in South Africa, but regular updates have kept it looking fresh. Finished in "Pull Me Over Red" our D-Max drew plenty of admiring glances. The revised grille, with its chrome fins that now extend into the headlamps, gives it a menacing look. The headlamps are Bi-LED units (with daylight running lamps) and front foglamps are fitted. In LX specification, the D-Max comes standard with striking 18-inch alloy wheels, as well as black side steps, roof rails and a stainless steel sportbar.
The D-Max offers two glove compartments with the upper one being cooled.
Inside, Isuzu has been similarly clever when upgrading the ageing architecture's look. The use of piano black surfaces and leather on the fascia cubby, for example, do much to create an impression of luxury. It's also still very much in the game when it comes to comfort and convenience.
The seats proved comfortable on longer journeys (and off-road), and rear legroom is generous. A number of storage solutions are offered in addition to the door pockets – the storage box between the seats is generously sized, there is a secondary glove compartment (cooled) and another lidded box on top of the fascia (with a sticky opening mechanism on our test unit).
Off-road ability
Solid off-road performance has always been one of the Isuzu's strengths and this D-Max is no different. Isuzu claims a ground clearance of 220 mm, which appears to be conservative compared with what some rivals are claiming. We didn't experience trouble with scraping or bottoming-out when using the D-Max off-road during the December holiday period in the Southern Cape. Of course, one has to mind those side steps when driving over obstacles. A minor criticism is that we'd have liked the hill-descent control to keep the speed even lower for greater drive peace-of-mind.
Isuzu has never claimed to be as accomplished in off-road conditions as its rivals, but the D-Max is more than capable on the rough stuff.
Shift-on-the-fly 4-wheel drive is accessed through a rotary dial on the centre console. The standard fitment of a rear diff-lock will be appreciated by many, as are the engine sump- and transfer case guards. A wading depth of 600 mm is claimed, which should be sufficient for most folks. The Isuzu may not quite match the Ford Ranger or Volkswagen Amarok for general ride quality, but it's not far behind, especially in terms of on-road comfort.
What's not so good about it?
Gruff engine
The long-serving 3.0L turbodiesel engine may offer unburstable reliability, but compared with rivals it is lacking in grunt and refinement.
The D-Max's 3.0-litre turbodiesel engine has been in service for quite a while. On paper, the big 4-pot powerplant still competes well, with a power output of 130 kW and torque rated at 380 Nm from 1 800 to 2 800 rpm. A big change is that the engine is now mated with a new 6-speed automatic transmission, instead of the 5-speeder that did duty before. The change is welcome – the D-Max is now a quieter cruiser in its higher gears and the first gear is quite useful at slow speeds in the rough – but it can't completely hide the inherent gruffness of the engine, nor its comparative lack of refinement. The D-Max is a rough-sounding vehicle most of the time, and the power doesn't come as freely as in some rival vehicles.
Still, the D-Max does offer a segment-competitive 3 500 kg towing capacity (braked), provided maximum vehicle mass does not exceed 2 500 kg. It has a 945 kg payload rating. In terms of fuel efficiency, the D-Max is also competitive. Isuzu claims a combined cycle figure of 7.8 L/100km and we achieved a figure of closer to 9.6 L/100km, which compares well with those of its competitors.
Have a trailer? Will tow. The D-Max's 3 500 kg braked towing capacity is still competitive compared with those of newer bakkies.
Pricing and Warranty
The D-Max 3.0 TD LX 4×4 Automatic is priced at R606 400 (February 2019) without options. This makes it significantly more affordable than some of its newer rivals and, at the same time, the Isuzu matches or betters those competitors on specification. It is also worth noting that Isuzu dealers offer specials rather often, so shop around and compare… The D-Max also comes with very solid backing, including a 5-year/120 000 km warranty and 5-year/90 000 km service plan. Servicing intervals are at 15 000 km/12 month intervals.
Verdict
There remains a lot to like about the Isuzu D-Max. It offers a pretty-much full-house package at a significant saving over its direct rivals, and does so while offering considerable peace-of-mind ownership – not only because of its excellent warranty and service plan, but by virtue of its inherent, proven robustness. That said, the Leisure Double Cab game has moved on considerably, and while the addition of a 6-speed automatic is welcome, this facelift has not addressed the main area of criticism: its gruff engine. Undeniably reliable it may be, but rival vehicles offer smoother, more relaxed cruising and greater responsiveness. Then again, our Ownership Survey shows Isuzu owners like the way their bakkies drive, so loyal Isuzu customers won't be deterred. Finding new customers, particularly those used to the smoothness of rival offerings, may, however, be more difficult.
Otherwise, the D-Max is much like the KB that preceded it – a tough vehicle that seems well-suited to regular use off the beaten track, but one which offers enough comfort to also potentially be a daily driver. Right now, however, its most powerful selling point is its very competitive pricing. If you can live with a vehicle that feels slightly old-school in the way it "gets down the road", then the D-Max remains a solid buy.
The 2020 BMW M3 has been spotted testing again and this time, it's a step closer to production. Here's what we know so far.
Picture credit: S. Baldauf/SB-Medien
The iconic BMW M3 is arguably the Bavarian manufacturer's flagship performance car. Now in its 7th generation, the G20 M3 has yet to be officially revealed. Rumours suggest that an official reveal will happen around September this year, making a Frankfurt Motor Show debut likely.
What you're seeing here is a less camouflaged test mule out on the roads of Munich. The headlights and taillamps look production ready, as do the exhausts. We are expecting a sharp-looking rear diffuser too. Under the skin, we're expecting the same 3.0-litre twin-turbocharged 6-cylinder, but with substantial revisions. Power and torque will increase, and to be fair they'll need to jump substantially to match its rival from AMG. We reckon that around 350 kW should do it!
There's an interesting school of thought doing the rounds which suggest that the xDrive all-wheel-drive system (like the BMW M5) will make its debut in the all-new BMW M3. This will upset many purists, but there's also news of a potential entry-level "Pure" model which will feature rear-wheel drive and a manual gearbox.
Watch this space as the all-new BMW M3 is on its way.
Here's what our in-house artist reckons the new M3 could look like.
The Department of Transport's latest strategy document outlines a big push for more sustainable and greener forms of transport. However, it also appears motorists will be targeted in the forms of scrapping regulations, congestion charges, licence fees based on vehicles' CO2 emissions and mandatory roadworthiness tests every 3 years…
The document was loaded onto www.transport.gov.za and is titled "Green Transport Strategy for South Africa: 2018-2050". The Department of Transport's strategy focuses on more than just passengers cars: there are initiatives to reduce emissions across the rail, aviation and maritime sectors too. The comprehensive strategy document is quite long, but we've analysed and pulled out the key items that will affect you, the motorist.
While a reduction in vehicle emissions across the national transport network is a core focus, there are also factors such as the country's road infrastructure, which is under strain due to the sheer volume of vehicles on our roads. The Department of Transport has said that it wishes to change the existing model from commercial road transport to rail as well as getting private vehicle users to switch to public transport. The proposed new levies and taxes, or adjustments to the taxes we currently pay (for annual licencing, for example) are of most direct concern to vehicle owners.
Interestingly, there's an encouraging section on electric vehicles, in which the Department of Transport recognises the advances in technology and that these low- or zero-emission vehicles should be recharged via renewable energy, and potentially work as back-up power sources to homes. There's good news too, as the Department of Transport wants to offer OEMs incentives to sell and manufacture affordable electric cars in South Africa, for both export and domestic use. However, the market for EVs is tiny at the moment, so the proposal is very much with an eye to the future.
Green Transport Strategy for South African vehicles
Car lifespan changes: The Department of Transport has suggested that a car with an engine mileage of more than 400 000 km should be scrapped or banned from the road.
Heavy truck time restrictions: A potential situation where heavy freight/cargo vehicles like trucks can only enter urban hubs during off-peak hours.
Congestion tax: This is a stinger as so many people drive into the cities to get to work. The Department of Transport says it will follow international best practice, following the example of cities like London, which charges motorists to drive their vehicles within its centre.
Environmental tax: There's currently an environmental levy (CO2 tax) and the plan is to apply this tax to commercial vehicles too.
Annual license: Taxing of cars will be based on emissions and every 3 years, a vehicle will need to be tested for exhaust emissions and roadworthiness.
Emissions standards: The SA rating for emissions is Euro 2, but there'll be a push for stricter emissions standards… like Euro 5.
While the intentions are admirable, there are numerous questions about, and potential problems with, this strategy. The Department of Transport is trying to get people out of their cars and into public transport and, at this point, we ask ourselves: "What public transport?"
The current Transnet-managed rail service is in disarray, both in terms of passenger service and cargo transportation. MetroRail in the Cape Town region is notoriously unreliable and unsafe. Given the sheer volume of people who need to get to work, we don't think there's enough capacity to get them out of their cars and taxis, even if they did want to make the switch. We hope that the Department of Transport does a lot of research into what's actually happening on the ground and experiences the dire public transport system for themselves, before rolling out unworkable plans.
The Department of Transport's strategy wants to get trucks off the road and move cargo across the country using the rail system. However, the rail network needs work too.
Thanks to this Jimny conversion kit, that work sabbatical or mid-afternoon nap has just become a whole load more plausible.
Suzuki’s boundlessly popular new Jimny has swiftly established a cult following everywhere, and in its home market, there is a feverish demand to convert these all-conquering little 4x4s into campers.
Size is both the ultimate strength and weakness of Jimny, with its compact dimensions allowing unrivalled manoeuvrability in technical off-road terrain, but also constraining the capability to sleep in one.
Measuring only 3.6m bumper-to-bumper, conventional wisdom grades Jimny as way too small to function in the role of a true Safari style camper. Don’t discount the ingenuity of Japanese industrial designers, who have been building innovative stowage solutions to fit in the smallest of spaces for decades.
The latest Jimny’s camper solution comes from Car Centre Takai – a camper conversion specialist based in Kasaoka. Its innovative mattress system is expandable with all seats folded, to provide a bedding solution for two occupants up to 1.8m in length. Comprising three parts, the mattress system stows in a stacked formation when not in use, piled on top of the folded rear seats.
Shaped and crafted to fit exactly along the Jimny’s cabin contours, there’s no folding and scuffing of corners with Car Centre’s sleeper kit. All the edges fit exactly against Jimny’s cabin architecture, with a triangular cut-out to work around the manual gearbox’s shifter and tailgate pillars.
There’s also the convenience of a drop-down cupboard section, stove and window covers – which can either insulate the cabin and block-out light, to facilitate daytime sleep. Car Centre Takai’s Jimny sleeper conversion trades for R9 600, excluding import taxes.
Is staring at concept cars in a Parisian tent your idea of fun? Step this way.
International motor shows, with their copious chunks of new-metal shine and glitz, should be a type of Nirvana for any car-obsessed human. And sometimes they are. But, they can also be stabs of foot pain and claustrophobic frustration as you wrestle along kilometres of interlinked hallways with higher population densities than Manila, sneaking glimpses of a Fiat fender or a Honda boot spoiler.
And then there’s the lighting. With gigawatts worth of spots employed, the cars can be as hard to assess as they are to photograph. Add the enormous costs involved for car makers and it’s easy to see why the popularity of traditional motor shows is waning. It’s also why boutique expositions such as Grand Basel and Festival Automobile International are gaining traction. While the former celebrates automotive excellence regardless of age, in very grand style, the latter has many of the previous year’s most influential concept cars as its stars with a sprinkling of highly varied supporting acts.
Just following the event on Facebook was never going to be enough for a concept car junkie like me, so this year I bought a €15 show ticket, hopped on a plane and then caught a train into central Paris.
Walking from the Metro station around the magnificent gold-capped dome of the Hôtel des Invalides into large, exhibition-style tents is somewhat of an anti-climax but then you notice the clear plastic roof and all the natural light it affords the venue – you don’t get that at the Messe Frankfurt.
The Renault EZ-GO, blending building architecture and public transport.
First up was the massive Renault EZ-GO with its commuter-style bench seats and walk-in rear access – I’m sure I would have given it more attention if it looked less like a blend of public transport circa 2030 and a rejected architectural proposal. Quickly skirting that, I paused to take in its even larger EZ-Ultimo sibling, admiring if not actually liking its soldered glass surfacing effect. If Renault’s designers were attempting to merge a dull disco ball with a futuristic autonomous hearse, they nailed it.
The DS X E-Tense, testing out asymmetry and catch-fencing in one design.
More French madness, in the form of the DS X E-Tense, demanded attention with its split cockpit, disturbingly offset front grille, diamond mesh graphics and two-tone paint job – a real car crash of two design ideas that I can only (mischievously) ascribe to cost-cutting on the part of parent brand Citroen. Asymmetry rarely works on a car, and in this case, apart from the initial wackiness factor, perhaps twin concepts would have ultimately had more impact.
A retro take on the Peugeot 504 Coupe, the e-Legend is one of our favourite current concepts.
Fortunately my faith in French concept car design was quickly restored by Peugeot’s brilliant e-Legend – a retro-modern love letter to the 504 Coupe. It’s a wonderful reinterpretation of a classic car that honours yet also radically upgrades its style. The proportions, surfacing and jewellery are all perfect – easy to love in pixels, even easier in the metal. However, the car’s ‘floating’ black metal bumpers, not that noticeable on screen, are an under-developed, poorly integrated eyesore. So, it’s a good thing they wouldn’t pass pedestrian impact legislation anyway.
The single-seater Ferrari Monza SP1, achingly beautiful.
Hunkered down low just a few metres away was Ferrari’s Monza SP1 single-seat speedster which, along with its two-seat SP1 twin, will be produced in limited numbers. The design – apparently inspired by various cars from the brand’s back catalogue including the 1954 750 Monza – is an absolute triumph. It is so refreshing to see voluptuous, clean, beautiful surfaces completely devoid of the slash and crease disease infecting so many car makers’ studios of late.
The Ferrari SP38 Deborah, proof that a modern Ferrari can actually be pretty.
Ferrari’s other exhibit was the SP38 Deborah, a one-off special customer commission that is one of the most compelling pieces of in-house coachbuilding yet. A seasoned motoring journalist colleague called it, “The first truly beautiful Ferrari in years”. As it was first shown before the SP1, I can’t argue with that.
The Bugatti Divo is probably worth an estimated R75 million.
At five million Euros a pop, Bugatti’s Chiron-based, track-focused Divo provided much mega-money visual entertainment. I spent ages ogling the thing, attempting to fully assess a design lathered in racecar-inspired details including fender vents, barge boards, splitter, diffuser, wings and strategic dabs of race-ready war paint. Verdict: I’ll have to get back to you on that.
The Maybach Ultimate Luxury… is that a bit of Suzuki Dezire in the rear there?
Verdicts on the two German concept offerings, namely the Mercedes-Benz Vision Maybach Ultimate Luxury and the BMW i Vision Dynamics, are far easier. The Maybach’s name is as haughty as its design – a vulgar display of wealth if ever there was one, while the BMW’s name is as clinical as the car’s surfacing. It does have promise though, I’m sure there is a very fine electric-drive 3 Series in there somewhere.
BMW's i Vision Dynamics possibly has the beginnings of an electric 3 Series, somewhere.
Turning the clock back in the next tent was a tribute to the Fiat 500. Seeing the Dante Giacosa-designed original Cinquecento is always a treat but the real surprise was finding the 2004 Trepiuno concept that previewed the 2007 production remake. Roberto Giolito's 15-year-old design is still as fresh and chic as ever. It’s amazing so little had to change for production – a sure sign of great conceptual work.
The concept that inspired the modern Fiat 500, the 2004 Trepiuno concept.
More Fiat concept goodness, complete in striking ‘Pop Yellow’ hue, was the 500 Coupe by Zagato. First shown in 2011 at the Geneva motor show, the little tyke’s reworked profile, double-bubble roof and X-graphic C-pillar deserved its own Pinocchio moment, as an Abarth perhaps?
It should have been made, in fact, there's still time. The 500 Coupe by Zagato
As for the eclectic mix of sideshows, they included a fully 3D-printed and crazily asymmetric sportscar tribute to David Bowie (words cannot do it justice), a DS Formula E racecar, a Lancia 037, a Ligier JS P4 endurance racer, and several production cars ranging from the Citroen E-Mehari art car by Jean-Charles de Castelbaja to the Jaguar I-Pace.
In relative terms, and despite being the 34th edition, this car show is tiny, specialist and spread a tad thin – the Infiniti Prototype 10 and Genesis Essentia were sorely missed. However, viewing these cars with the luxuries of space and natural light as constant companions made it feel as if I’d stumbled across an exclusive, almost secret event, and you don’t get that in Detroit. Rounding off a short but splendid time in the shadow of the towering Les Invalides was a wallet-draining selection of pastries and champagne – très chic indeed.
Goodbye Volkswagen Passat
Dwindling sales of the Volkswagen Passat has resulted in its discontinuation in the South African market.
The Passat, which was first introduced to the world in 1973 and currently in its 8th generation, the 30 millionth Passat will roll off the production line this year, making it the second most popular model in Volkswagen's stable behind the Golf. Despite its worldwide success, the sedan market in South Africa is shrinking, mainly due to higher demand for crossovers and SUVs which has put the business case for the Passat under pressure.
The facelifted Passat was recently revealed in Europe but sadly, a local Volkswagen South Africa spokesperson has confirmed that the latest Passat will not make it to our market. The stylish Arteon, which recently won the Business Class category of the #CarsAwards powered by WesBank, serves as the brand’s flagship sedan model.
Prior to the introduction of the Arteon in 2018, Passat sales were relatively poor, despite it actually being a very compelling and well-rounded product offering. When the Arteon arrived, Passat sales took a nosedive and has left Volkswagen with no choice but throw in the towel.
Volkswagen is currently selling the last available Passat stock, after which the model will no longer be listed on the company’s local website. From a buying perspective, you may very well be able to negotiate a good deal at your nearest VW dealer…
Mahindra XUV300 (2019) International Launch Review
The all-new Mahindra XUV300 is on its way and will reach South Africa at the end of the 1st quarter of 2019. We travelled to India to experience the newcomer on its home turf and, judging by our first impression of the "3 Double Oh", Mahindra could well become a force to be reckoned with in the fiercely-contested compact family car segment…
As we sit in the departure lounge at Chennai Airport and take stock of the past few days with Mahindra, there's a strong feeling of positivity. We all love an underdog story and Mahindra’s past has been chequered in South Africa. Mahindra not only suffers from the same perception problem as the Chinese marques (customers are wary of new/unproven brands in the local market), it's largely viewed as a maker of "rudimentary off-roaders".
However, Mahindra South Africa believes it is now well-positioned: an ever-growing number of customers are willing to "take the plunge" with a new Mahindra. Buoyed by some credible sales success in our market, it has undertaken an expansion programme. It's interesting to note that in January 2019, Mahindra SA outsold Honda, Jaguar Land Rover, Volvo, and Opel. Some of the success can be attributed to the launch of the updated budget-friendly KUV100 Nxt and Mahindra Finance, which offers enticing deals. The Pik-Up bakkie is also achieving considerable sales success.
The dual-tone colour scheme gives the new Mahindra XUV300 some modern personality – we think it works.
First things first: the new model's name is pronounced XUV 3 Double Oh, not XUV 3 hundred. The new offering from Mahindra plays in an extremely competitive space and will be going head-to-head with the likes of the Ford EcoSport, Hyundai Creta, Haval H2 and the #CarsAwards-winning Suzuki Vitara (to name just a few examples). Given the standard of the competition, it'll have to be good. Is it? Read on and find out.
Let's now talk about the newcomer's looks. With a purposeful, contemporary and, in our opinion, instantly-likeable design, the XUV300 isn't burdened with its predecessor's love-it-or-hate-it exterior execution. Instead, it has a fresh, simple design devoid of chintzy paraphernalia. At the front, it sports eye-catching daytime running lights and you can readily expect heightened kerb appeal to become a defining characteristic of future Mahindras. Evidently, the Indian company makes the most of its 76% stake in Italian design house Pininfarina, which it acquired back in 2015.
The XUV300 is based on the Mahindra X100 platform and shares some tech with the SsangYong Tivoli. Mahindra owns 74.65% of the Korean manufacturer and while there are some similarities and overlaps between the XUV and the Tivoli (of which its predecessor was once under consideration for SA), the design and engines are exclusive to Mahindra. Speaking of engines, there are 2 options available. First up is a 1.5 CRDI 4-cylinder turbodiesel engine with outputs of 85 kW and 300 Nm. The next engine is a 1.2-litre turbocharged 3-cylinder petrol unit, which produces 82 kW and 200 Nm. Both engines are mated with 6-speed manual gearboxes, but there's talk that automatic versions will come at a later stage.
The cabin is well-made and there are plenty of storage spaces. Top-spec versions will be fitted with a comprehensive infotainment system.
What's it like to drive?
We had the chance to drive the top-spec 1.5-litre turbodiesel version and we were blown away by the specification. The cabin is neatly laid out and feels solidly assembled (although we hope the beige-coloured interior will be replaced by a dark grey trim in SA-spec units). The infotainment system is operated by a 7-inch touchscreen and is complemented by a pair of USB ports, Android Auto and Apple CarPlay compatibility, satellite navigation… and there's even an app for smartwatch integration. It's safe too, with 7 airbags, ABS with EBD, disk brakes all round and stability control. In terms of comfort features for the top-spec version, 3-mode adaptive steering (it allows you to adjust the steering feel), dual-zone climate control, park sensors (front and rear), a reverse-view camera, auto wipers, cruise control, keyless start and a start/stop system are fitted.
Our test drive of the new XUV300 took place in the tropical holiday province of Goa. The benefits of these roads range from less traffic to more dynamic surfaces and corners. Driving in some of the big cities like Chennai and Mumbai is not for the faint-hearted (if you've never done it before), but our route through Goa was much quieter and allowed us to evaluate the claim that the XUV300 is "the most dynamic offering in its segment".
A first for the segment is smartwatch integration and you can get a nifty app to control some car functions
Initially, we were a mite sceptical about the claim… "Dynamic" is one of those buzzwords marketing execs use to convince the media (and public) that their brands' latest sensible/practical offerings are not boring to drive. Surprisingly, with its steering feedback set to Sport, which offers a meaty feel through the tiller, the XUV300 felt appreciably agile (but not at the cost of poise) when we hustled it along some windy roads around the beach area of Palolem. It's not sporty per se, but at least engages the driver and rewards enthusiastic driving to an extent. The steering is reassuringly direct and, when switched to Comfort, light and lovely to wield in driving situations where tight parking manoeuvres would need to be executed.
The ride quality (given the varied qualities of road surfaces and 17-inch alloy wheels) was particularly impressive. The suspension is firm, but at no point did it crash over any uneven ruts or corrugations in the road. Quality is a critical word in our brand-sensitive market and some people may have preconceived notions that the Mahindra is marginal in that regard. That couldn't be further from the truth, as this latest offering from the Indian firm demonstrates you can get excellent build quality, finishes and refinement from a brand that is not Japanese, Korean or European. Despite our test unit being driven all week by motoring journalists, it showed no sign of wear and tear, and the cabin was vault-quiet. Mahindra representatives revealed NVH suppression was a key pillar of the XUV's development: making the cabin as quiet and refined as possible was a critical objective.
The turbodiesel powertrain proved intriguing. Unlike some diesel engines in this segment, which are loud and clattery, this powerplant is quite quiet and refined. While the maximum power output (85 kW) is on par for the segment, 300 Nm of torque is exceptionally useful for in-gear overtaking, something we did a lot of on our test route. Once you're past that peak torque plateau, the dropoff is evident even before the redline. This could be a small cause for concern, but the 6-speed manual gearbox comes to the rescue. Not only is it light and easy to use, but the ratios are engineered to make the most of the engine's perkiness. If you feel you're running out of puff, simply drop a gear and the car will surge forward.
With 180 mm of ground clearance, the Mahindra XUV300 can traverse some gravel roads with confidence.
On our test route, we frequently found ourselves needing to overtake slower traffic and the turbodiesel engine was sufficiently responsive to execute those manoeuvres with ease. The real acid test will be to see how the car responds on the open road, where the 80-120 kph test is critical in our market. In India, there are few opportunities to reach 100 kph given the congested traffic and sometimes tricky road conditions. For those who like to venture off the tarmac and indulge in a spot of gravel grinding, the Mahindra XUV300 boasts 180 mm of ground clearance, which is useful.
Which XUV300 Will SA Get?
Cars.co.za joined Indian motor journalists in Goa, India for the launch of the Mahindra XUV300
While final pricing and specification for the range are yet to be confirmed, we've been told that the local market will probably see the introduction of 3 spec levels, with the new model's launch expected around April 2019. Mahindra Global regards the South African introduction of the XUV300 so seriously, that it has sent some units to Mzansi to undergo accelerated durability testing to make sure that the newcomer's suitable for our market.
First impressions count for so much and we're happy to say that the Mahindra XUV300 delivers great build quality, generous features and a refined drive all around. Pricing will be critical and given where its rivals play, we think that Mahindra will come in with an aggressive strategy right from the get-go. No longer should the word "affordable" be automatically associated with "poor quality". We expect that the top-spec derivative will cost around the R300 000 mark, which undercuts its competition significantly and, hopefully, we won't lose too much in the way of spec. We can't wait to evaluate the new XUV300 on local soil and if our first drive is anything to go by, the XUV300 will find its way into several South African homes.
There's a tremendous demand for the 4th-generation Jimny and, having put the newcomer through its paces, we completely understand why that's the case… The Suzuki seems even better in every single facet that gave its predecessors legendary status in the off-roader community. It's still very singleminded in purpose, however.
We like: Chunky retro styling, class-unique off-road ability
We dislike: Middling road manners, impractical packaging
The new Jimny in its Kinetic Yellow hue complete with Samurai decals.
Where does it fit in?
What were you doing twenty years ago? At the very least you weren’t quite as follically challenged and soft around the middle as many of us… perhaps you were still in high school, or maybe even little more than an amorous thought between your parents. In Suzuki’s case, 1998 marked the launch of the rugged but cute 3rd-generation Jimny, a model that, remarkably, has only just been put out to pasture. Suzuki claims the latest iteration of its capable little SUV still has the rock-hopping capability of its predecessors, but adds a more refined motoring experience to the mix.
Although it occupies a space between uncompromising SUV and compact boutique crossover, the Jimny sits in a rare niche that leans more towards the former, offering more off-road ability than anything in its price range or segment. Only the likes of Fiat's ageing Panda Cross and Renault’s recently updated Duster comes close to rivalling the Jimny’s cutesy-tough package, although they couldn't dream of matching its off-road prowess.
What’s good about it?
It looks like a box of fun
It still has that miniature toy car feel to it, but it's still as good as ever off-road.
The Jimny’s boxy, retro frame will likely be its strongest drawcard, and with good reason. It has styling cues drawn from 3 generations of precursors – including the 1st car’s bluff, rhomboid nose with round headlamps, the 2nd-generation SJ’s clamshell bonnet and the 3rd generation's five-slot grille – that amount to a product that’s both utilitarian and stylish.
According to Suzuki, the retina-searing Kinetic Yellow hue adorning this test unit is meant to aid visibility in the bush and can be supplemented with suitably retro decals, including the samurai shown here. With the GLX-specification’s alloy wheels it treads a neat line between boutique town-goer and rugged off-roader, but the base-level GA has a certain charm as well; its simple finishes and steel wheels making it the automotive equivalent of the green Hunter Wellington boot.
It’s a similar story inside, where squared-off dial housings with rivet details and a tiered dashboard that, in the case of the GLX with its neat touchscreen infotainment system, manages to meld retro and modern. As is often the case with Suzuki’s cars, the interior plastics are hard but the fit and finish feel pretty solid.
But in the Jimny’s typical fashionable-but-functional approach a number of seemingly cosmetic touches actually have some practical merit. The squared-off wheel arches, with their plastic cladding, not only aid wheel travel, but makes for easier access when changing wheels and help protect the paintwork. Similarly, the high-mounted spare wheel not only looks the part, but is located away from points of the bodywork that would otherwise see it rubbing on the rocks when tackling steep obstacles.
Boldly goes where no light SUV would normally go
Raised wheel arches make it easier to change tyres and clean.
Those concerned that the Jimny’s modernisation would come at the cost of its off-road ability have nothing to worry about; it remains an off-road giant-slayer. New underpinnings comprise a ladder chassis with an X-shaped cross member that joins the axles in an arrangement that improves body rigidity by as much as 50% over the previous model; improved rubber body mounts reduce body shudder when traversing rough terrain.
With 210 mm of ground clearance, angled bumpers that afford approach and departure angles of 37 and 49 degrees, respectively, and a kerb weight of just over 1 100 kg, the Jimny has all the requisites of a proper off-roader. Where tackling off-road obstacles in a heftier SUV would normally have you grimacing in anticipation of a concussive meeting of wheel and rock, or the scraping of the vehicle's undercarriage when traversing prone obstacles, the Jimny simply trundles over the rough stuff and doesn’t need to be barrelled into uphills like larger SUVs.
Another area where the Jimny trumps larger SUVs is tight-spot manoeuvrability. Its 2 250 mm wheelbase may be marginally longer than before, but it still affords the Suzuki a turning circle of just 9.8 metres, allowing you to coast around tight obstacles without having to saw at the wheel.
Equal footing across the range
All Jimny models come with low range and all-wheel-drive.
Where opting for a lesser specification in an SUV usually sees off-roading features relegated to the options list, Suzuki has cleverly opted to include all of its terrain-tackling technology across the Jimny range. The AllGrip Pro 4-wheel drive system incorporates such features as a low-range transfer case and a stability control system that imitates the action of a mechanical limited-slip differential – pumping torque to whichever wheel has the most grip on its respective axle. By and large, the system works well and only misses a beat or 2 when the surface gets very muddy.
Where accessing 2H (rear-wheel drive), 4H (AWD high range) and 4L (AWD low range) required prodding a bank of buttons on the previous car’s dash, the new Jimny returns to its roots by adopting a more traditional secondary lever that allows the transfer between 2H and 4H at up to 100 kph. On solid axles with an impressive degree of articulation, the Jimny does a good job at keeping its rubber on the ground, only cocking a wheel and hesitating slightly when confronted with particularly deep axle twisters.
Armed with its AllGrip Pro 4-wheel drive system and a generous range of axle articulation, the Jimny is not averse to roughing it!
There’s also hill descent control with a hill-hold function, which uses brake assistance to keep the Jimny’s speed constant on steep downhill sections, just be aware that dropping into a steep slope in high range (4H) will set the Jimny rolling downhill at a rather brisk 10 kph. Stick it in low range and that speed drops to a more stable-feeling 5 kph.
What could be improved?
Better off- than on-road
The materials used are far better than previous versions but still appear to be hard-wearing and retro-styled.
Much like its predecessor, the new Jimny isn’t as settled on tarmac as it is on rough terrain. Although the overall driving experience has taken a step up over the previous car’s: the ride no longer pogos over bumps or disconcertingly wafts around corners, and the steering feels more responsive, its road manners are still some way behind those of its contemporaries.
The 1.5-litre powertrain’s 75 kW and 130 Nm is 22 kW and 20 Nm up on the previous 1.3-litre engine, but you still get the feeling that the gearing of the 5-speed ‘box is on the off-road-low side. This is fine when nipping around town, but on the motorway with the rev counter’s needle hovering around the 4 000 rpm mark at the national speed limit, longer journeys in the Jimny become tiresome, droning affairs that will have you yearning for a sixth gear. Those modest outputs and high-end breathlessness also means overtaking requires a good deal of forethought. That waif-like kerb weight, while useful off-road, often sees the bluff-sided Jimny bullied by even moderate crosswinds and mechanical refinement also trails that of its rivals, although the 1.5-litre engine feels as though it can withstand the punishment required to keep the Jimny honest at speed.
It’s cute, but compromised
With the rear seats up, there isn't much room for more than a small bag or 2.
With its tight cabin and minute load bay, the Jimny is impractically packaged. Suzuki claims rear legroom has improved, but anyone over 1.75-metres tall is going to have a miserable time of it when seated back there. When they peer over their shoulders, aft occupants will also notice there’s virtually nothing in luggage space. If you’re single, one half of a young couple, or an empty nester, there’s some usable room to pack things when the rear seatback is folded, but those looking for something practical and family friendly, the Jimny simply won’t fit the bill.
Pricing and warranty
The Jimny range kicks off R264 900 for the GLA and tops out at R319 900 for the GLX automatic. The GA’s service plan spans 2 years or 30 000 km, while the GLX gets a 4-year/60 000 km plan. A 5 year/200 000 km mechanical warranty is standard.
Verdict
The new Jimny has surpassed its predecessor in pretty much every measurable area, not to mention styling that’s a touch more gender-neutral than before. It remains in a league of its own off-road, albeit at the cost of overall road manners and packaging that's less than that practical. But its competitive pricing and sheer appeal will ensure waiting lists are long and 2nd-hand values will hold strong…here’s to the next 20 years of Jimny.
Alternatives (click on the names for specification details):
It’s the only car out there with a skillset close to that of the Jimny, and it's almost as rugged and stylish. A recent overhaul has improved the cabin quality and there’s more passenger and utility space on offer than in the Suzuki.
Its styling is an acquired taste, but the Cross has enough off-road ability for most and its pricing is competitive. The 2-cylinder engine is a weak performer, though.
