Global NCAP slams Hardbody safety, Yaris & i20 ‘unstable’
As if the abysmal performance of the Nissan NP300 "Hardbody" in recent Global NCAP crash testing abroad was not enough cause for concern, the inability of locally sourced Toyota Yaris, Hyundai i20 and Kia Rio to score more than 3 stars for occupant safety suggests that South African consumers are paying exorbitant prices for vehicles that are either under-specced in terms of safety (compared with their European counterparts)… or generally of inferior quality.
"We think it’s misleading for Nissan to call its NP300 bakkie "Hardbody” ". Alejandro Furas, technical director of Global NCAP (New Car Assessment Programme) had good reason for saying that at a press conference at Kyalami, Johannesburg, earlier today. (FRIDAY) He witnessed the bakkie – the country’s sixth bestselling light commercial vehicle in October, with 704 sales – crumple alarmingly in a near head-on impact with a barrier representing a vehicle of similar size and weight at a crash test facility outside Munich some 6 weeks ago.
Made in Nissan’s Rosslyn, Pretoria plant, the 1-tonne double-cab is also exported to other African countries. The one which was propelled into that barrier at 64 kph was bought from a South African dealership, the buyer not letting on what was to become of it. Nissan calls the NP300 “Africa tough”, but the crash data revealed that it’s anything but. The front end was destroyed, its crumpled remains protecting the children (dummies simulating three and 18 month-olds) in the back, hence the bakkie’s 2-star safety rating for children.
While the data gleaned from the dummies leads to the safety rating – trauma to the head and chest indicating life-threatening injuries – it’s the vehicle wrecks that tell the NCAP engineers whether the body shells are stable or not.
Only 1 of out the 4 SA vehicles which were crashed tested in that Munich facility in September was found to be stable – the Kia Picanto. And even then, the Picanto’s front passengers’ footwell area was rated as unstable. Both the Hyundai i20 and Toyota Yaris (with the Picanto, they account for 65% of the sub-R200 000 passenger vehicles sold in South Africa) were found to have an “unstable” body shell. None of them scored more than 3 out of a potential 5 stars for adult or child protection. Both the Hyundai i20 and the Kia Picanto were given a 3-star safety rating for adults and two stars for children, the seat carrying the 3-year-old in the Picanto having come loose from its fastening on impact.
Best of the 4 in terms of ratings was the Toyota Yaris, scoring a 3-star safety rating for both adult and child passengers. Only the Yaris had three-point belts in all seating positions, the seatbelt being any car’s primary safety mechanism.
“That’s of high concern to us,” Furas said. What’s also of concern to the organisation, and should be for all South Africans, is the fact that the manufacturers wouldn’t (and couldn’t) put the SA versions of the i20, Yaris and Picanto on sale in the US, Europe or Australia.
The legislation wouldn’t allow it, and consumers wouldn’t stand for it. No vehicle should be sold anywhere in 2018 without electronic stability control (ESC) – the technology that prevents cars from skidding out of control – and both front and side airbags, Furas said. Particularly when you consider that an ESC module for a car in production (if it has ABS brakes) costs no more than 60 USD (the equivalent of R866) and an airbag even less.
And how’s this for outrage-inducing? A version of the Hyundai i20 sells in Europe with ESC as a standard feature, along with 6 airbags, for (the Euro equivalent) less than the SA model, which has just 2 airbags and no stability control.
As for the issue of stable versus unstable body shells, Furas said those same cars, sold in the developed world, were found to have stable body shells during crash tests. “Some manufacturers sacrifice structural performance to save money,” he said.
“It can be inferior steel quality, a sped-up assembly line to save costs, poor welding or lack of production control,” he added.
Whatever, the situation was summed up by one of the local journalists at the press conference when he asked: “So international manufacturers are offering less safety to us in their cars, for more money… in other words, deliberately taking advantage of 3rd-world consumers?”
Yes, said Furas. “They are taking advantage of those consumers' lack of knowledge about vehicle safety features.”
So it stands to reason that the solution lies in consumer awareness and activism. “We expect that as we test more cars in developing countries, and the media publishes our findings, which get shared on social media, consumers will start demanding better safety,” he added.
In countries such as Australia, the shift was massively influenced by fleet managers – both State and corporate – who began insisting that they only buy 4- or 5-star cars, Furas said.
“South African consumers are no less important than Europeans, Australians, Japanese or Americans, so why should they receive inferior safety features?” he asked. “Lower production costs led to higher profits for manufacturers in developing countries, financed by a high rate of fatalities and injured people.”
Volkswagen has released a design sketch of a bakkie concept, which it will unveil at the upcoming Sao Paulo Motor Show. It won't preview a successor to the Amarok, but a vehicle that will be based on the Volkswagen Group's ubiquitous MQB passenger car platform… and slot in below the Wolfsburg-based brand's double-cab range.
The image presents a rugged-looking, yet sophisticated double cab with a high waistline and blistered wheel arches.
It also appears to be free of chrome strips and other jewellery apart from a bold metallic brightwork panel that links both C-pillars via the roof. It’s probably there to add some visual ‘steel’ while highlighting the vehicle’s clever variable loading area – the double cab’s rear panel folds down for increased cargo room. Deep-tread tyres reflect the inclusion of all-wheel drive to the specification but this is no Dakar-friendly rock climber.
We all know how misleading design sketches can sometimes be so expect the body-to-glasshouse proportions to be normalised on the real concept car. Despite this, it’s encouraging that Volkswagen says the show car is scheduled to enter production with “just a few minor tweaks”.
As the bakkie will be based on MQB, which also underpins the Tiguan, the newcomer is likely to share many components with its family car sibling.
Featuring toughened-up Tiguan style, all-wheel drive and that load bay trick, the “urban-oriented” pickup has all the potential to be an easy sell. The good news is that although production and sales start in Brazil, Volkswagen says it’ll be suitable for other (equally pickup-friendly) regions as well.
Brazil is a pivotal pickup truck market for Volkswagen which already has both ends of the market covered with the Polo-based Saveiro and the Amarok. This new model slots neatly between the two. With the German company’s other recent pickup concept, the Tanoak, also a dead-cert for production Volkswagen really is making a bid for global bakkie glory.
What is the likelihood of the newcomer being made available in South Africa in future, however?
When asked for comment, Andile Dlamini (Head of Group Communications at Volkswagen SA) told Cars.co.za the bakkie would, in all likelihood, be produced for left-hand-drive South American markets, if not exclusively for Brazil. Once the vehicle is unveiled in production form, feasibility studies will be conducted to determine the viability of producing it for export to right-hand-drive markets. It goes without saying that should the production version of this concept be available in RHD, and VWSA could make a business case for its introduction, its arrival cannot be ruled out.
Its predecessor had been on the market for 20 years, but the eagerly-awaited Suzuki Jimny is now finally available in South Africa. However, be prepared to wait to get your hands on one, at least initially…
The 2018 Suzuki Jimny arrives here with the choice of 2 specification levels (GA and GLX), 2 transmission options (5-speed manual and 4-speed automatic) and a host of made-for-adventure accessories. What is not optional, is the in-built off-road capability with AllGrip Pro mechanical shifting 4×2, 4×4 and 4×4 low-range transfer case, the rigid ladder frame chassis and patented Suzuki X-member (cross member) between the rigid axles.
The "bad" news for prospective buyers, however, is that a local Suzuki spokesperson confirmed last month that the first 2 consignments of the new Jimny have already sold out, which indicates that demand will outstrip supply in the short to medium term as more stock arrives from Japan.
The Jimny is powered by an all-new 1.5-litre petrol engine, which produces peak outputs of 75 kW and 130 Nm of torque and is mated with either a 5-speed manual or 4-speed automatic transmission. This lighter engine with its higher compression ratio helps to reduce fuel consumption by as much as 14%, Suzuki says. The claimed consumption figure for the manual derivative is 6.3 L/100 km and 6.8 for the automatic.
Suzuki has retained the Jimny's boxy shape but has refined and modernised the overall design.
The new model looks much like a miniature Land Rover Defender or Benz G-Wagon, with its block-like design and ‘Postman Pat’ shape. It’s nice to see that Suzuki hasn’t softened the Jimny in any way as many an off-roader will attest to its ability to bounce over just about any obstacle in its path.
The new Jimny is actually 45 mm wider, but 50 mm shorter in length while the wheelbase of 2 250 mm has remained unchanged. The front and rear tracks have been increased by 40 mm. The Jimny’s approach angle has improved from 35 degrees to 37 degrees while the breakover angle has increased from 27 degrees to 28 degrees. Lastly, the departure angle has improved significantly from 46 degrees to 49 degrees.
The Jimny's AllGrip Pro 4×4 system enables the driver to easily switch between 4×2, 4×4 high and 4×4 low range with a secondary gear lever. The system will be backed up by vehicle stability control (ESC) and a new brake-enabled Limited Slip Differential.
The Jimny has good ground clearance at 210 mm which is a 20 mm improvement over the outgoing Jimny. Other useful features such as Hill Hold Control, Hill Descent Control and Brake LSD Traction Control will prove to be invaluable in offroad situations.
The cabin features a modern look and a touchscreen infotainment system is a possibility for SA, but has not yet been confirmed.
The new Jimny will be offered in GA and GLX specification and Suzuki has modernised the interior substantially. The front seats are now 55 mm longer than before with wider cushion frames. The front seats can now also slide up to 240 mm to accommodate taller drivers. Front passengers are afforded 30 mm more legroom while rear passengers will appreciate an extra 40 mm. The good news is that a 7-inch touchscreen infotainment system will be offered on the top-spec Jimny GLX and it will offer Mirror Link as well as Android Auto and Apple CarPlay.
Two grades available
The manual derivative with GA specification level has:
Air conditioning
Power steering
Immobiliser
ABS brakes, BAS and ISOfix
Dual SRS airbags
AllGrip Pro 4WD system with low range
Brake LSD
ESP
Hill Hold and Hill Descent Control
15-inch steel wheels with full-size spare wheel
Double DIN radio preparation with 2 speakers and antennae
The GLX specification level is available with the choice of manual and automatic gearbox and has the following additional specifications:
Colour-coded door handles and painted exterior mirrors
Electric windows and mirrors
Automatic climate control
15-inch alloy wheels
Remote central locking
Auto LED projector headlamps
Front fog lights
SLDA touch screen infotainment system
Multifunction leather steering wheel
Cruise control
Additional 12V socket in luggage area
50:50 folding rear seat
Luggage area box
Suzuki will offer a wide range of accessories for both city-dwellers and off-road enthusiasts. These include mud flaps, side under-garnish strips, under-garnish for the front bumper, front and rear differential guards, utility and luggage hooks and side body mouldings.
All derivatives are sold with a comprehensive 5-year/200 000 km mechanical warranty. .
Suzuki Jimny Price in SA
1.5 4×4 GA Manual: (2-year/60 000km service plan) R264 900
1.5 4×4 GLX (4-year/60 000 km service plan) R299 900
1.5 4×4 GLX Automatic (4-year/60 000 km service plan) R319 900
BMW M850i xDrive Coupe (2019) International Launch Review
By resurrecting the 8 Series, BMW has returned to the rarefied grand tourer (GT) segment, but does the newcomer strike a perfect balance between sportscar and cruiser? Our Irish correspondent Shane O' Donoghue drove the M850i xDrive (the only derivative that will be available in South Africa in March 2019) on road and track in Portugal.
Just as it did in 1990 (when the E31 made its debut), the 8 Series has replaced the 6 Series. However, the Munich-based company has much loftier goals for its GT (not to be confused with the still-on-sale 6 Series GT…) than it did for its executive predecessor. Aimed directly at rivals such as the Mercedes-Benz S-Class Coupe, the M850i xDrive Coupe is a car that packs serious technical firepower under its aggressively sporty sheet metal.
The 8 Series' swooping bodywork combines with the snarling nose and slim headlights to give it serious presence.
For starters, there is a new 4.4-litre twin-turbo V8, which produces 390 kW and 750 Nm of torque, mated with the latest-generation 8-speed Steptronic automatic transmission and a redeveloped xDrive all-wheel-drive system. This is tasked with sending most of the power to the rear wheels most of the time and actually, BMW’s engineers don’t like calling the car all-wheel drive, instead referring to it as rear-drive with added traction…
Regardless, the fun factor should be dialled up further by the inclusion of an electronically-controlled rear differential lock, which is mapped with the usual driving modes. Big brakes, adaptive damping and four-wheel steering round out the key chassis components, although buyers can optionally upgrade to active roll stabilisation, too.
The newcomer sports classic coupe proportions, but it's shorter than a 5 Series, believe it or not!
At 4 851 mm long, 1 902 mm wide and 1 346 mm high, the 8 Series is shorter, wider and lower than, for example, the BMW 5 Series sedan, and its swooping bodywork combines with the snarling nose and slim headlights to give it serious presence. That was ramped up a touch in our test cars by the addition of a carbon fibre exterior styling pack and a carbon fibre roof – the first time such a thing has been offered by BMW for cars outside the full-on M range. It highlights the "double bubble" shape of the roof, the sloping rear window and muscular back end. This may "only" be what BMW calls an M Performance vehicle, but it already looks the part, taking a distinctly sportier design route than its number one rival, the S-Class Coupe.
BMW has thrown its whole arsenal of high-quality materials and in-car technology at the cabin to help it live up to its position in the line-up and it’s largely successful thanks to raised stitching leather everywhere, tactile metallic trim surfaces and the usual perfectly weighted BMW controls and switchgear. After the new X5, the 8 Series is the 2nd BMW to gain the company’s fresh dual-screen dashboard set-up and it looks slick.
The driver-centric cockpit design features a dual screen layout, but it does not feel fussy and dominated by the electronic interface.
The centrally-mounted touchscreen is quick to respond to touch or you can use the latest rotary iDrive controller on the centre console. Voice and gesture control are available too, but they seem unnecessary most of the time. Unlike Audi’s migration to (oversized) touchscreen operation of its climate control, BMW has shrunk it all down and retained physical buttons. This has the benefit of freeing up more space for all your bits and pieces.
Speaking of space, the front seats are comfortable and there’s loads of room for the front occupants, plus tonnes of adjustability to the driving position, but the rear seats are woefully small thanks to the combination of the sloping roof, upright seat backs and pitiful kneeroom. Thankfully, most buyers of cars like the 8 Series don’t buy it to transport adults in the back.
If you like everything else about the 8 Series, but need rear legroom, hang around for the 4-door 8 Series Gran Coupe variant to launch, as it’ll have a longer wheelbase. The boot in the Coupe, meanwhile, is accessed by an automatic lid and holds a useful 420 litres of golf clubs or whatever.
The M850i's bejewelled transmission lever is an acquired taste, but the centre console is otherwise tastefully appointed.
What’s it like to drive?
We reckon that the standard 4-wheel steering (Integral Active Steer in BMW-speak) is potentially the most important aspect of the M850i. As the rear wheels turn in the opposite direction to the fronts at low speeds, it makes the 8 Series feel much smaller and more agile than it has any right to. That’s a massive help when negotiating packed car parks and city streets, but it also gives the coupe a delicious nimbleness in tight corners.
The flip side of it is that, at high speeds, the rear wheels turn in the same direction as the fronts, making for stable and precise lane changes. Because of this characteristic, BMW could fit a more direct steering rack to the front axle (it’s a variable ratio and assistance unit) and the nett result is a coupe that nips into tight curves eagerly, while feeling as composed as any luxury car on the highway (without any high-speed nervousness).
The introduction of rear-wheel steering (and a beefed-up braking setup) helps the M850i to compensate for its heft in the twisties.
Now, all that comes with a proviso, and that’s the fact that the M850i is distinctly sporty all of the time. Ok, you can press the Comfort button to soften throttle response, quieten the exhaust (it has active flaps), smoothen out the excellent transmission and put the damping into its most comfortable setting. And in this guise, the 8 Series whisks you along at high speed effortlessly, with great bump absorption and commendably well-subdued wind and road noise (despite the lack of double glazing on the side windows, we noted). The V8 rides its considerable torque with a calm, distant rumble.
But there is a pair of Sport modes to explore, and BMW has noticeably ramped up the aggressiveness of the Sport Plus setting. Choose that and the throttle is super-sharp (too much for stop-start traffic), the exhaust pops and bangs boisterously on the overrun and the transmission seemingly hunts for as low a ratio as it can get away with, giving you maximum performance at all times and a suitably raucous V8 soundtrack.
Although the 8 Series offers a plethora of driving modes, through which a driver can adjust the car's settings, its default attitude is certainly sporty…
Naturally, you can use the tactile paddles behind the (still too thick-rimmed) steering wheel to take control of the transmission. There’s no need to do that when in the regular Sport setting though, as it’s perfectly judged, so it seems like the most usable driving mode. It’s possible to customise the Sport mode to your liking as well. Through all this, while the damping does firm up, it’s never quite teeth-shattering.
On the road, you’ll not broach the M850i’s limits without attracting the attention of the authorities, which is perhaps why BMW let us loose on the Estoril race track in Portugal. On the track, the 8 Series committed itself better than you’d reasonably expect of a near-2 000 kg car and it certainly revealed that it can feel more like a rear-drive sports car, as opposed to an all-wheel-drive luxury model, to pilot. The balance is exceptional, notably under extremely heavy braking, while the active rear differential helps to point the big coupe's nose into a turn when you’re squeezing back on the power. We doubt many owners will bring this particular model to a circuit, but it bodes very well indeed for the imminent M8 derivative.
In M Performance garb, the 8 Series looks purposeful, but not quite as elegant as we believe it could be. The rear bumper detailing is a trifle fussy.
Verdict
The M850i is an expensive car by any measure, but it offers a plethora of talents for the price. While there will be an entry-level, rear-drive 8 Series later on, this (current) range-topper puts a sharply designed stake in the ground, undoubtedly justifying the change in name for BMW’s GT. It marries long-legged civility and comfort with seriously sporty dynamics and performance. The only question is: how special will the 2019 BMW M8 be?
BMW 8 Series Price in South Africa
This is the basic price, with CO2 tax and a 5-year/100 000 km maintenance plan included.
Since becoming independent from (the now departed) General Motors, Isuzu South Africa has become a fully-fledged subsidiary of the Japanese commercial vehicle brand. To align its product line-up with that of its mother company, Isuzu has now rebadged the KB model to the D-MAX. We headed off to remote parts of the Kruger National Park to spot as many of the Big 5 as we could in Isuzu's updated-for-2018 bakkie.
Our journey started with a stint behind the wheel of the top-of-the-range D-MAX 300 4X4 double cab LX 6-speed automatic, which of course features all of the range's bells and whistles. We traversed some tarred roads at first, but they quickly changed to endless, winding and picturesque gravel roads surrounded by wildlife and bushveld. Driving at a maximum speed of only 30 kph, we had plenty of time to inspect the D-MAX's revised interior.
The easiest way to distinguish the KB from its D-MAX successor is by way of its revised chrome-look grille detailing.
The cabin panels are similar to those of the previous model, but soft-touch materials have been applied in a few areas, making the interior feel more car-like and comfortable. Other minor interior touches include the piano black air vent louvres, and grained inserts for the dashboard and door trims.
Meanwhile, the optional 9-inch Alpine touchscreen infotainment system is exceptionally intuitive to use. It comes with Navigation, auxiliary, USB and even HDMI ports, plus it's fully compatible with Android Auto and Apple CarPlay. And, just in case owners forget, there’s a D-MAX logo positioned on the dash to remind them that this is the revised (2018) version of one of South Africa's most loved and respected bakkie models.
Upgraded Interior
Plusher soft-touch surfaces abound in the D-Max's cabin, which now features a very useful touchscreen infotainment system too.
After spotting buffalo, elephants and even hippos we stopped at a river, where we were guarded by armed rangers. That would not have been a good time to spot lions, but thankfully we didn't see any of them! It also gave us an opportunity to inspect the exterior changes to the newcomer…
Outside, the changes are subtle but nonetheless noticeable, especially when one views the D-MAX parked side-by-side with the older version of the bakkie. Bi-LED headlights and daytime running lights are now fitted to the Extended and Double Cab derivatives and the fog light housings have been redesigned. The grille's chrome detailing is more distinctive, while at the back, the bakkie's tow bar is now integral to the rear bumper.
Interestingly, Isuzu conducted a development programme by testing the D-MAX extensively over local terrain and in conditions that users would typically encounter in the South African market. The resultant upgrades include a thicker, stronger load bay and a revised suspension setup.
On the road
The long-serving Isuzu KB has been described (in some circles) as a tad agricultural, usually in reference to its less-than-muscular turbodiesel powerplants. However, this is not necessarily a bad thing when one considers the market this bakkie's aimed at – one in which reliability is king.
A battalion of D-MAXes stop for a game-watching opportunity somewhere deep in the Kruger National Park.
Indeed, the D-MAX appeals to, well, yes, farmers as well as business owners who require a workhorse that can take the punishment of many miles travelling on uneven roads and rough terrain. The revised Isuzu's suspension has been tuned specifically for South African roads and conditions… and it shows. We travelled many miles through the Kruger (on almost exclusively gravel roads) and the bakkie felt quite at home in those conditions.
The cabin felt suitably well-isolated from any of the dramas that the bakkie's suspension had to deal with, but not at the cost of an involving driving experience. Plus, a new 6-speed gearbox is available in either manual or automatic. The D-MAX auto felt a little less torquey and this could be due to drivetrain losses or the fact that the vehicle had nothing more than delivery mileage on its odo'. Overtaking manoeuvres at speeds of over 100 kph in the auto version felt a tad strained, which created the impression that the bakkie might struggle to tow a caravan and haul full loads over hilly roads.
The new-look rear bumper of the Isuzu features an integrated tow bar.
The manual version of the D-MAX 300, on the other hand, felt like it could exploit the full 130 kW and 380 Nm of the 3.0-litre turbodiesel engine. The gearchange is slick and although the gate seems a bit narrow, it feels more modern than some of its counterparts. The clutch action was positive and, although most of our driving was done in 4-High, we could negotiate tricky uphill gravel tracks at 1 000 rpm with absolute ease and control.
Accessories
Off-roading enthusiasts are renowned for fitting aftermarket paraphernalia to their bakkies. D-MAX owners, however, won’t have to dodge warranty officers if they go that route… Well, at least if they choose from a range of aftermarket accessories now available from 4×4 Megaworld!
Although Isuzu engines are still considered a trifle underpowered compared with those of newer rivals, their reliability is a strong selling point.
These range from bull bars, upgraded lights, roof racks, (some very nifty) utilitarian canopies and a factory approved suspension kit, which increases the mud-plugging D-MAX's ride height without exceeding manufacturer specifications. All of these add-ons have been extensively tested, and, furthermore, the bumpers have even been crash-tested to ensure they conform with the strict safety regulations. An added bonus is that owners of older Isuzu models can now also head over to local dealerships to browse through a laundry list of factory-approved D-MAX aftermarket addenda.
Summary
The D-MAX demonstrates that Isuzu is here to stay – the re-badged, refreshed bakkie is just what the fledgeling company needed. It's exceptionally important to maintain consumer confidence and Isuzu has underlined that by improving the tried and tested KB in tasteful, but significant, ways.
Ford Mustang Bullitt (2018) Launch Review [w/Video]
The Ford Mustang, introduced here in 2016, arguably taps into buyers’ nostalgia better than any car currently on the market. Now, with the limited-edition Mustang Bullitt, which is due in South Africa in 2019, those who even vaguely remember the iconic Steve McQueen film of the same name surely won’t be able to resist its charms. So, should you be preparing to pony-up for the latest Mustang? Ciro De Siena travelled to the South of France for the international media launch to take the Mustang Bullitt for a drive.
There are 1 000 movies to choose from on any Emirates aircraft. This presents a unique "1st world problem": What on earth should I watch on the way to France, where I’d been invited to drive the limited-edition Mustang Bullitt? As fate would have it, one of those 1 000 movies was Bullitt, a film which, up until now, I had never watched in its entirety.
Sure, I’d seen that car chase. Who hasn’t? Ironically, the rest of the film progresses slower than a commission of inquiry, which is quite ironic for a film made famous by a car chase. But, happily, I now better understood the heritage behind the car I was about to drive.
The Mustang has been an extraordinary success for the US company even though, until 2015, it was barely available outside the US. There are now in excess of 10 million Mustangs around the planet. When the Mustang debuted in America in 1965, and for the first 18 months thereafter, Ford sold roughly 100 000 Mustangs a month in the USA, so, with some back-of-the-envelope calculations, that’s 3 333 units a day, or 1 every 26 seconds. If you assume that the Ford dealerships closed at night, which they probably did, that number shrinks to an almost unfathomable figure. How on earth did they get through the paperwork so quickly?
It's all in the detail
The Mustang Bullitt is destined for South Africa in 2019, but pricing for the bespoke model has yet to be revealed.
Suffice to say, slapping the words “Mustang” and “Bullitt” onto the back of the car not only recognises the incredible history of Ford's muscle car, but also elicits the powerful force of nostalgia. And, given that the average buyer of a modern Mustang is around 50, Ford’s marketing department has got this spot on.
Having licensed the name from Warner Brothers, Ford has applied the famous Bullitt logo to the 2018 Mustang quite reservedly. If the unique green paint job doesn’t give the game away, the “gas cap” loses the GT lettering and now features the famous target motif, which is large enough to be spotted from across a car park.
A blacked-out grille and wheels give the Bullitt a distinct, hardcore look.
The Bullitt logo also makes an appearance in the centre of the steering wheel (in place of the galloping stallion emblem). The stallion also disappears from the front grille, which is left blacked out, just like on the 1968 Mustang GT Fastback used in the film. The retro-styled Torq-Thrust wheels are blacked out too and house red Brembo brake callipers, a detail (which the designer told me) the team deliberated about for months. Should they be black too? I think they’ve gotten away with it…
Matte-black quad tailpipes (and they are real tailpipes, not a piece of plastic integrated into the bumper) round off the rear and the colour scheme continues in the cabin, where green stitching contrasts with the soft black leather and even Recaro have come to the party and embroidered its logo onto the backrests in green.
The white cue ball gear knob is identical to that found in the famous 1968 Ford Mustang GT Fastback.
As standard, the Bullitt is fitted with Ford’s latest 12-inch LCD instrument cluster, which has also been designed to echo the past; with the rev counter running up the left side and right over the top of all the instruments. It does feel like Ford has generally improved the interior for the 2018 Mustang; the plastics feel less, well, plasticky and the interior generally just feels better screwed together.
Each Bullitt edition receives a unique numbered nameplate and I was to be piloting number 005. And then, arguably, is the most important interior feature of all, the white “cue ball” gearknob, which sits atop a stubby gear shifter, connected to the 6-speed manual transmission. The Bullitt edition is only available in manual.
Driving the Mustang Bullitt is… Nice
The Bullitt is a capable GT, but transforms into a sharper and more precise sportscar at the flick of a switch.
The location of the launch, Nice, in the South of France, is surprisingly built up. Punching through late morning traffic, the roads became steeper and narrower as high rise apartment blocks gave way to pretty, well-aged shops and homes adorned with bougainvillaeas. It was all very romantic, but the Mustang is a fairly large, unwieldy sort of car, with an impossibly long bonnet. It felt like we were trying to push a buffalo up a fire escape.
Thankfully, the villages gave way to some of the most epic mountain roads I’ve ever had the pleasure of driving on. Fast, sweeping corners with connected short straights, punctuated with chicanes and hairpins. At this point, I must state that while I have driven on the wrong side of the road more than a few times now, I have very rarely been required to operate a manual gearbox with my right hand. Auto ‘boxes and dual clutches are the order of the day these days and so my first few kilometres in the Bullitt was more of a “let’s get to know each other” kind of drive rather than maximum attack in the French countryside.
However, the very sight of 3 pedals in a large V8 coupe is more than enough to awaken your "inner driving hero". I tried to remember the last time I drove such a large capacity engine with a manual and I could only think of the Audi R8 V10 and Chevrolet Lumina, both of which don’t exist anymore. The Mustang Bullitt, in today’s motoring landscape, is a rare thing indeed.
Oddly, my brain seemed to rewire itself quite quickly, and it had to. I only had about 40 km of open road to present my dialogue to camera for our upcoming video on the car. And of course, I had to enjoy myself. Which, I’m happy to report, is very easy to do in a manual-box V8 Mustang.
A genuine quad performance exhaust system with active flaps gives the Bullitt a delectable soundtrack.
With more driving modes than you’ll probably ever use (including Racetrack and Dragstrip), the Bullitt is a proper GT car in Comfort mode. But flick it into Sport Plus and the combination of the adaptive dampers, weightier steering and new active flap in the exhaust turns this seemingly ungainly GT into a much sharper sportscar.
The driving experience is a world away from that what you might experience in a German sports coupe. While the usual suspects like BMW’s M4 or Audi’s RS5 are tightly wound, relatively highly stressed machines, the Mustang, with its 5.0-litre, naturally aspirated V8, feels decidedly more relaxed. There’s just so much engine. It feels like it could be hammered all day and barely break a sweat. With outputs of 338 kW and 529 Nm and a redline of 7 500 rpm, there’s plenty of oomph available.
I wouldn’t describe it as lazy, however. The linearity of its power delivery is at once welcome…. and disappointing. It's welcome as in that it's predictable, tractable and thanks to the manual ‘box, entirely in your control. Again, in today’s motoring landscape, these are rare and wonderful characteristics. But because they are so rare, we’ve all become so used to the elasticity (the sudden whoosh, followed by a feeling of being catapulted forward) that a turbocharged motor provides.
Coupled with very tall gearing (2nd gear takes you to over 100 kph, while 3rd will take you all the way to 180 kph), the Bullitt doesn’t feel as dramatic as its appearance suggests. The tall gearing also means its relatively difficult to get the rear to break traction at slow speed. You certainly can induce oversteer, but it happens at higher speeds than you might be comfortable with. Booting it out of a hairpin in 2nd does not produce anything near the lairy tail happy action you might associate with a Mustang.
That being said, it is capable of epic burnouts, as you’ll see in this little video we shot on location:
That being said, the setup does inspire confidence and once you learn to trust that the rear is going to largely stay put, you find yourself cornering harder and faster and getting on the throttle earlier. The gearbox action is not as notchy or mechanical as that of a Honda Civic Type R, for instance, but it shouldn’t be – this is a grand tourer. However, Ford has done more than enough to make you feel fully engaged with the 'box. And again, the fact that your left foot is actually doing something is rewarding in itself.
I’m still not sure how I feel about rev-matching software, but I’m guessing 99.5% of buyers can’t heel-and-toe (including myself) and during the test drive I came to appreciate the convenience of the car doing the work for me in that regard. The front seats are spot on in their design for application here, in that they are super comfortable as well as being supportive enough when France’s mountains throw their best curves at you.
And of course, every moment behind the wheel plays out to the background of that incredible 5.0-litre V8 soundtrack. I’m not sure which of the exhaust system's many tones I enjoyed the most; the low rpm wobble-wobble-wobble or the high speed, guttural and bassy roar that only a big-block V8 can produce…
An open airbox enhances the sound of its V8 engine and adds to the Bullitt's head-turning ability.
Ford has even fitted an open airbox under the "hood", so now there’s a bit of induction noise too. And of course, because the Mustang Bullitt is manual, you can very easily blip the throttle when sitting in traffic (if you feel like being particularly anti-social). But in my defence, all the locals, who eagerly took pics of the car, loved it. And if you ever grow tired of the soundtrack, which I doubt you ever will, a 1 000W Bang & Olufsen sound system should keep you entertained.
The clutch pedal is well weighted and its bite is progressive. In totality, the driving experience is just on the right side of intimidating, and by that I mean it's quite intimidating. The Bullitt is an impressive compromise of GT and sportscar characteristics, and is likely to be sufficiently challenging (and offer enough depth of ability) to keep a very experienced driver interested for long enough to justify the purchase. If a BMW M4 is your idea of a dream driving machine, I don’t think Ford is ever going to tempt you into a Mustang. But the experience is so vastly different that if you owned both, you wouldn’t feel that you’d wasted a cent.
Summary
Happily, I feel that the 2018 Mustang, upon which the Bullitt is based, is worthy of your interest even without the Bullitt treatment. The added exterior and interior treatment exclusive to this edition is a bonus and turns the Mustang from a “cool car” into a car that stops traffic. It really does look very, very good in the metal.
And then, of course, there is the Hollywood connection. Bullitt was a phenomenon of its time, immortalised by one of the coolest guys ever to walk the planet. When you buy into the Bullitt, you own a piece of that heritage, and that alone will make you feel more interesting at dinner parties. Perhaps more than anything else on the market, the Bullitt makes you feel like the star in a blockbuster. Add to a genuinely enjoyable driving experience, and you have car that makes you feel like a hero.
Price in South Africa: To be confirmed
Availability in South Africa: All we know is that the Mustang Bullit is coming to SA in 2019.
Number of units available: Anyone’s guess at this point. But Ford global plans to limit the numbers to keep the edition exclusive.
Isuzu has updated its KB range of bakkies which is now named D-MAX, as it’s known in international markets. See details below…
Isuzu’s hardworking KB has received an update which includes a name change to D-MAX (which originates from Thailand) as well as a specification upgrade and the introduction of a new 6-speed manual and automatic transmissions for all LX models. A total of 30 Isuzu D-MAX derivatives are on offer in South Africa while 13 are locally produced for export at Isuzu’s production facility in Port Elizabeth.
"We are also delighted to introduce the all-new six-speed manual and automatic transmissions on the 3.0-Litre LX models that improve overall performance, efficiency and refinement when compared to the previous five-speed units, while building on Isuzu's proven reputation for reliability and durability," says Dominic Rimmer, Executive Technical Services.
Out with the old, in with the new
With a new name, revised exterior and interior styling and a revised range, Isuzu will try 'Max'imise sales of this latest D-MAX.
The changes to the D-MAX are most prominent on the LX derivatives (single, extended and double cabs) which are powered by a 3.0-litre turbodiesel engine with 130 kW and 380 Nm of torque. Styling changes include a new chrome grille design, sleeker L-shaped headlights (extended and double cabs gain Bi-LED headlights and daytime running lights) and restyled fog lamp bezels.
On the inside, the D-MAX in LX guise gains a soft-touch instrument cluster binnacle, a grain finish for the dashboard and door trims, piano black air vent grilles and window switches. The door handles, locking knob and air vent knobs are finished in chrome and the utility box lid now features the ‘Isuzu D-MAX logo’.
An 8-inch colour touchscreen infotainment system is fitted and offers Bluetooth and audio streaming functionality while also displaying the view from the rear view camera. A 9-inch Alpine infotainment system (from the mu-X SUV) is offered as an option and comes equipped with navigation, USB, Aux and HDMI ports while also being compatible with Apple CarPlay and Android Auto.
A larger infotainment system and a revised cabin design is a welcome change to the latest D-MAX.
The big news, however, is the introduction of a new 6-speed manual and automatic transmissions which replace the outgoing 5-speed shifters. Gear ratios and shift action have been optimised to aid optimum torque delivery while improving fuel economy. The 6-speed automatic transmission has a sequential sports mode which allows manual gear selection which is useful for towing or while off-roading in conjunction with the Hill Descent Control (HSC).
More so, the ABS on all D-MAX LX derivatives are equipped with a Brake Override System (BOS) for the first time. The system restricts accelerator input if the brake pedal is applied simultaneously, thereby reducing stopping distances in an emergency.
Trailer Sway Control (TSC) is also included, complementing the Electronic Stability Control (ESC) with Traction Control.
LX derivatives are fitted with a tow bar as standard and come with a maximum tow rating of 3.5 tons. Hi-Rider and LE derivatives can be optionally fitted with a tow bar and have a tow rating of 2.1 tons.
Revised lineup
New Dropside derivatives join the D-MAX range.
There are a total of 16 single cab D-MAX derivatives on offer and Isuzu has now included new Dropside Base models which can either be had with a factory-fitted load deck or in Dropside configuration.
Dropside Base models are offered in 2.5-litre LEED Base or Fleetside specification with 58 kW and 176 Nm of torque. A high-spec 2.5-litre HO Fleetside Safety derivative with 100 kW and 320 Nm is also available and comes equipped with dual airbags, ABS, ESC and HSA (Hill Start Assist).
Extended Cab derivatives are offered as a 2.5-litre Hi-Rider or in 3.0-litre LX guise with either a 6-speed manual or automatic transmission. A 3.0-litre 4×4 LX manaul Extended Cab is also on offer.
Isuzu D-MAX (2018) Price in South Africa
SINGLE CAB
D-MAX 250C SINGLE CAB BASE – R256 100
D-MAX 250C CHASSIS CAB BASE – R246 200
D-MAX 250CDROPSIDE BASE – R284 800
D-MAX 250C SINGLE CAB FLEETSIDE – R280 000
D-MAX 250C CHASSIS CAB FLEETSIDE – R270 200
D-MAX 250C DROPSIDE FLEETSIDE – R308 700
D-MAX 250 HO SINGLE CAB FLEETSIDE – R299 900
D-MAX 250 HO CHASSIS CAB FLEETSIDE – R290 000
D-MAX 250 HO DROPSIDE FLEETSIDE – R328 600
D-MAX 250 HO SINGLE CAB FLEETSIDE (Safety) – R310 500
D-MAX 250 HO CHASSIS CAB FLEETSIDE (Safety) – R300 600
All Isuzu D-MAX derivatives come with a 5-year/90 000 km service plan, comprehensive 5-year/120 000 km warranty and roadside assistance, as well as a 5-year unlimited distance anti-corrosion warranty. Through Isuzu Mobility, customers have the option of extending the standard service plan up to a maximum of 6 years or 200 000 km. Alternatively, the service plan can be upgraded to a full maintenance plan that covers the vehicle for planned and unplanned maintenance up to 6-years/200 000 km.
Judging by its spec sheet, the latest iteration of the Subaru WRX should have 'Scooby enthusiasts' drooling by virtue of its enhanced styling, impressive technology and generous array of interior features. However, does the ES Premium with its (automatic) Lineartronic CVT do the nameplate justice or is its performance too compromised to warrant consideration?
We Like: Macho styling, interior build quality, safety, handling, acceleration
We Don’t Like: Thirsty, CVT dulls engagement, firm ride, pricey
With sporty, rally-inspired looks, the WRX has visual appeal while still offering a practical cabin.
The latest Subaru WRX sports sedan draws inspiration from its rally roots (just as its celebrated predecessors did), but has donned "a suit and tie" to appeal to a wider audience, while retaining just enough of its boy-racer looks that droves of fans adore.
Visually, the updated WRX has a fair dose of "bad-ass" appeal; this latest iteration features an updated front-end that looks expressively menacing, especially with an STI-aping front splitter fitted. It also rides on stylish 18-inch wheels as standard, in this case dark, which contrasts nicely with the Crystal White Pearl body colour. At the rear, the carbon-fibre diffuser and the beefy quartet of exhaust ends give the WRX some added street cred.
We really like the look of this WRX, let’s see how it performs overall in this test…
What’s good?
Glut of standard interior features
The WRX ES PRemium comes well-specced with a wide range of comfort and convenience features.
There’s much to like about the WRX's cabin, which looks and feels solidly made. The leather sports seats strike an admirable balance between comfort and support, and they're complemented by aluminium pedals, a sunroof, dual-zone climate control, automatically activated headlights, rain-sensing wipers, a rake- and reach-adjustable multifunction steering wheel, electric windows and mirrors and a Harmon Kardon sound system, to name a few.
The 3.5-inch LCD multi-information display in the instrument cluster is flanked by sporty dials and we found the 7-inch touchscreen infotainment system (which includes navigation, Apple CarPlay and Android Auto compatibility, Bluetooth connectivity and voice-activated Siri Eyes Free) a pleasure to use. Furthermore, a strip-like digital panel, which displays information such as fuel economy, boost pressure, acceleration etc, is mounted on the dashboard.
There's just enough space for rear passengers and the load bay is sizable at 460-litres.
Although we applaud the fact that there is ample storage spaces in the cabin, rear passenger space and comfort is average. The boot is said to offer 460 litres of capacity and you can fold the rear seats down for more space, should you need it. Front and rear passengers also have access to cupholders.
It goes without saying then, the WRX is well-equipped, well connected and relatively spacious.
Comprehensive safety technology
A full suite of safety features in the WRX ensures peace of mind while driving.
Safety is a major highlight of the WRX package and Subaru’s Eyesight driver assist technology – underpinned by a set of dual cameras mounted in front of the rearview mirror scan the road and traffic ahead for potential danger – is impressive. Key active safety features include adaptive cruise control (a rarity at this price point, at least as a standard feature), lane-keep assist, blind-spot warning, pre-collision braking and pre-collision throttle management.
In terms of passive safety, the WRX is comprehensively equipped with 7 airbags, ABS with EBD, brake assist and electronic stability control with traction control. Isofix child seat mounts are also included.
Performance and Handling
While the WRX is quick, it's not as powerful or engaging as some of the alternatives on offer.
At start-up, the WRX’s 2.0-litre 4-cylinder Boxer (also known as flat, or horizontally opposed) engine barks to life and settles into a hearty thrum emitted by its big-bore tailpipes (although some might tire of the boomy exhaust after a while). With 197 kW and 350 Nm of torque on tap, this performance sedan is somewhat outgunned by most of its rivals, such as the Audi S3 sedan and Honda Civic Type R, both of which offer peak outputs of 228 kW and 400 Nm.
Nonetheless, the WRX is no slouch and while most of our testers disliked the sensation of driving the CVT (more on this below), it’s still acceptably fast when going full tilt and it will probably run a VW Golf GTI close in a traffic light dice (the Subaru has a claimed 0 to 100 kph time of 6.3 seconds). There are 3 driving modes to choose from, including Intelligent (to enhance fuel economy), Sport and Sport Sharp, depending on your driving preference.
The WRX’s suspension and electric power steering characteristics have been enhanced for this updated version and we were particularly impressed by the newcomer's outright handling ability. The steering is sharp, direct and responsive. And, of course, by virtue of Subaru’s all-wheel-drive system, there’s plenty of grip on offer – the WRX can be wielded through corners with supreme confidence. So, in terms of handling thrills, this WRX truly does its name justice.
But be warned, however, that the WRX's ride quality is firm and unforgiving. You will feel just about every bump you drive over…
What’s not so Good?
CVT an acquired taste
The CVTdulls driving engagement in the WRX. We think the manual version is the better bet.
While the CVT in the WRX is arguably one of the better examples of the continuously variable (gear-less) transmission currently on offer in our market and undoubtedly adds a degree of convenience to the driving experience in congested traffic/the daily commute, we feel it ultimately does the WRX a disservice by diminishing its fun-to-drive character. Simply put, the CVT dulls the instantaneous powertrain responses that performance aficionados so dearly crave.
In our experience, there is a fair amount of "delayed accelerative urge" when you apply the throttle pedal vigorously and, despite Subaru claiming improved efficiency with the CVT, we averaged just over 12.6 L/100 km during our test, which seems thirsty, especially taking the current fuel price crisis into account.
For more control and slightly better responsiveness, you can flick the CVT into manual mode and use the steering mounted paddle shifters to make the most from the rorty engine's performance characteristics; in fact, we found this method improves driving engagement markedly.
On the flipside, the CVT may make die-hard WRX enthusiasts cringe, but if you like the look and spec of the WRX and prioritise daily convenience over the ability to extract maximum engine performance instantaneously, then perhaps the traffic-friendlier automatic transmission is a worthwhile trade-off.
Price and Warranty
The Subaru WRX ES Premium CVT is priced from R631 400 while the manual WRX Premium is priced from R581 400. It’s also backed by a 5-year/150 000 km warranty and a 3-year/75 000 km maintenance plan.
There's much to like in the WRX ES Premium, but if you want ultimate performance, the CVT doesn't deliver the goods…
We like the latest Subaru WRX and while the ES Premium Lineartronic (automatic) has much to offer in terms of kerb appeal, standard features, safety, handling and, to a degree, performance, its overall driving experience falls short of what we think most buyers would want from the WRX package. The fact that it can't match the driving excitement/engagement that may extract from the manual version (which does not come with the Eyesight technology) seems to suggest this derivative is targeted at performance-minded premium sedan buyers, as opposed to performance aficionados; yuppies, not boy racers.
Some may argue that because most performance vehicles are only expected to perform to the limit of their abilities now and again (as opposed to all the time), it's not too much of a compromise to sacrifice some let's call it "instantaneousness" for better general ease of use. They have a point, but the ES Premium Lineartronic's unforgiving ride quality and high fuel consumption will make this car difficult to live with on a daily basis anyway.
Besides that, more performance can be found for similar money in the Audi S3, Volkswagen Golf R or Honda Civic Type R, which is to say that this version of the WRX is quite pricey for the performance that it offers. Add these factors together and suddenly the case for buying the WRX CVT becomes weaker.
Alternatives (Click on the names for specification details)
The Audi S3 sedan is a strong alternative to the WRX and it offers more in way of performance with its 2.0-litre turbocharged petrol engine with 228 kW and 400 Nm of torque. It, however, uses a dual-clutch transmission to lay its power down at all 4 corners and is significantly quicker than the WRX with a claimed zero to 100kph sprint time of 4.6 seconds. The Audi S3 quattro is priced from R662 000.
The Golf R is a formidable performer in a compact body and it shares the same outputs with the Audi S3 with 228 kW and 400 Nm of torque developed from its 2.0-litre turbopetrol mill. It's also all-wheel drive and makes use of a dual clutch transmission that ensures brisk acceleration with Volkswagen claiming 4.8 seconds in the sprint from zero to 100 kph. The Golf R is priced from R667 700.
For a dose of front-wheel drive bad-assery, consider the Honda Civic Type R. It has all the wings to make you fly and just like all the alternatives listed above, it too offers 228 kW and 400 Nm from its 2.0-litre turbopetrol engine. However, it makes use of an excellent 6-speed manual transmission. Its ride is not as harsh as the WRX's and it will thump from zero to 100 kph in 5.8 seconds. The Civic Type R is priced from R648 300.
Jaguar's first all-electric vehicle, called the I-Pace, is expected to arrive in South Africa in 2019. Here's how much it will cost.
The I-Pace is fitted with an in-house designed, liquid-cooled 90 kWh Lithium-ion battery and is capable of rapid charging where it will obtain 80% charge in only 45 minutes using a DC 100kW charger. A 7 kW home charging wall box will achieve the same result in just over 10 hours. Owners will be able to pre-condition the I-Pace before a journey using the vehicle's InControl system or the Remote smartphone app, priming it for both extreme cold or hot conditions.
The I-Pace compact SUV is powered by electric motors driving the front and rear axles with total outputs of 294 kW and 696 Nm of torque. Jaguar says the response is immediate with no lag, which means the I-Pace will offer fast acceleration with the sprint to 100 kph taking 4.8 seconds. With the battery placed centrally between the 2 axles, a 50:50 weight distribution and low centre of gravity are achieved. Ride comfort comes courtesy of a front double wishbone and integral link rear suspension with optional air suspension and adaptive dynamics.
The I-Pace is capable of driving across various terrain and has an electric range of 480km.
The I-Pace also features electric all-wheel drive, All Surface Progress Control (ASPC) and Adaptive Surface Response (AdSR) to tackle more challenging terrain. It has a range of about 480km and with an average daily commute of between 40 and 50 km, the I-Pace will only have to be charged once a week.
In terms of interior features, the I-Pace will be equipped with a Touch Pro Duo infotainment system with a new EV navigation system. 'Smart Settings', using AI algorithms will identify individual driver preferences and will tailor driving and interior setting to preference. More so, I-Pace will be the first Jaguar to provide software over-the-air which means updates will be seamless.
In terms of practicality, the I-Pace offers 890 mm rear legroom as well as a large 10.5-litre central storage compartment made possible by the absence of a transmission tunnel. Rear passengers can also make use of tablet/laptop stowage under the rear seat. Luggage capacity is rated at 656 litres which expands to 1 453 litres with the rear seats folded flat. Jaguar engineers invited a potential customer from Sweden to drive the I-Pace in extreme conditions, watch the video below to see what unfolded.
Jaguar I-Pace Price in South Africa
South Africa will be getting the Jaguar I-Pace in EV400 90 kWh AWD specification, with 4 levels of trim. Pricing for Home Charging Stations will be announced closer to the time of launch in early 2019. Home charging cables compatible with normal wall sockets come as standard equipment
