The ever-popular Land Cruiser 200 – the big daddy of Toyota's local model line-up – has received a number of cosmetic updates.
With around 100 units of this R1 million-plus vehicle sold in South Africa every month, the Land Cruiser 200 is a very important model for Toyota. For adventurous types its rugged underpinnings, legendary off-road ability, reliable and powerful V8 diesel engine, as well as a large dollop of luxury, make it the preferred weapon of choice for those long treks into the unknown.
Now, Toyota has added a number style updates. As before, two trim levels are offered, but the entry-level GX has been rebadged the GX-R, to bring its naming in line with the flagship VX-R. Both derivatives are powered by a 4.5L turbodiesel V8 that delivers 195kW at 3 400rpm and 650 Nm from 1 600 to 2 600 rpm.
Most of the changes to the VX-R can be found at the front, where there is a new grille design and a "smoked treatment" has been applied to the Bi-LED headlamps and LED fog lamps. The headlamps feature Auto High Beam functionality, LED illumination and daytime running lights.
In its latest form the Land Cruiser 200 is far from a "utilitarian" beast. It's a proper luxury vehicle.
Inside, Toyota has added the option of brown interior trim, in addition to the choice between black and beige offered before.
Mercedes-AMG GT 4-Door (2018) International Launch Review
The GT 4-door is not only Mercedes-AMG's 3rd standalone model (after the SLS and GT), but also the Affalterbach-based division's 1st sedan. Ross McIlroy travelled to Austin, Texas to drive the most focused performance 4-door that Mercedes-Benz has produced.
Mercedes-AMG GT 63S 4Matic+ 4-Door Coupe. Perhaps it's fitting that the name of the flagship version of the most anticipated performance sedan to be released by the Three-pointed Star in recent memory takes almost as long to say as the 63S needs to accelerate from 0 to 100 kph (in a breathtaking 3.1 seconds). Although the newcomer's moniker suggests that its a 4-door version of the provocative GT (and they certainly do look related), the newcomer is based on the MRA architecture of the E-Class executive sedan, although its imposing front-end styling, low-slung profile and fastback Panamera-esque rear-3-quarter styling set it well apart.
The smoothed sheet metal of the GT 4-door gives the newcomer a cruise missile-like appearance and its expansive grille (with vertical slats) looks menacing.
When clad in matte graphite grey, the 63S is a real head turner and we were afforded many admiring glances in the streets of Austin. Appearance wise, the front looks super sick courtesy of the Benz's expansive grille, bonnet ridges and gaping air intakes (the central unit incorporates an active aerodynamic flap). As for the back, well that's very polarising… The hatchback-like tailgate, which is fitted with a multi-stage integrated rear spoiler, is an awkward, if immediately recognisable, aesthetic cue.
With peak outputs of 470 kW and 900 Nm of torque from its 4.0-litre twin-turbocharged V8, which are harnessed by a 9-speed auto transmission (with shift paddles), a constantly variable all-wheel drive (4Matic) system, a limited-slip rear differential, plus a rear-wheel steering system (which minimises the car's turning circle at parking speeds), the 63S package promised much as we found our way to the windy roads of a nearby suburb and the traffic began to clear.
The 63S 4Matic+ flagship impresses with a sure-footed, but pliant ride quality. It has no trouble fulfilling the refined (but rapid) luxury car role.
The Benz evidently has more than enough power (replete with an evocative double-cream soundtrack) and feels exceptionally smooth to drive, confidently planted and comfortably-sprung (courtesy of its standard AMG Ride Control+ air suspension setup). However, given its bold, muscle-bound exterior looks and headline-grabbing performance credentials, the 63S is almost too demure when driven sedately. The sound is there, the power is there, but it's not a visceral, unbridled beast.
Of course, all of this refinement speaks volumes of the flagship's abilities to cover vast distances in "refined, luxury sedan" mode. The 63S is a beautiful cruiser and its cabin offers surfeit space and comfort – many of Mercedes-Benz's high-end onboard systems and conveniences were specified in the launch unit we drove. The metallic-trimmed interior looks very premium – it is a veritable tech fest, courtesy of the dual 12.3-inch screens (that serve as instrument cluster and infotainment monitor), the button-rich sloping centre console (another nod to the GT) and a new Comand touchpad. The latter does require familiarisation; we never quite got the hang of it…
The contoured and well-bolstered AMG seats (with contrast stitching) offer plenty of support in dynamic driving conditions. They certainly add a sense of occasion too!
Sports seats (with massaging function) are standard, but we believe the AMG Performance seats with adjustable side bolsters and heating/ventilation function will be very popular. If so specced, the sportscar theme continues at the back, where occupants are not only availed generous legroom, but bolstered bucket seats too. Oh, and the yellow seatbelts and stitching on black seats are epic. Yellow is Mercedes-AMG's performance colour and the highlights are only available on top-end variants.
Track time!
However, luxury was the furthest thing from our minds when we were presented with an opportunity to lap the Circuit of the Americas Formula 1 track in the 63S. The GT 4-door range features an AMG Dynamics system with 4 selectable settings: Basic, Advanced, Pro and Master, over and above the 6 Dynamic Select driving modes (Slippery, Comfort, Sport, Sport+, Race, and Individual).
Whereas the flagship tends to hide its pent-up ferocity rather well on public roads, its myriad performance settings enable enthusiasts to utilise the Benz's dynamism to levels that befit their respective levels of driving skill. For those who like to attack a twisty section of blacktop occasionally, but don't want to drive the car at its limits, the 4Matic all-wheel-drive and rear-wheel-steering systems make the 63S pointier, exceedingly grippy and relatively wieldy.
"Drift Mode", which directs power solely to the rear wheels, comes as standard on the GT 63S…
Compared with its aforementioned thoroughbred AMG brethren, the GT 4-door is probably the least sportscar-like of the 3 and can feel a bit heavy (it's not as quick to change direction and requires firm stomps to the brake pedal so that the ceramic discs can brush off speed). However, as a powerful luxury sedan, it has few peers performance wise. The brave and talented can switch out the traction control; they'll find that in its most intense modes, the Benz is a tyre-smoking, tail-sliding beast.
Summary
When the GT 4-door range arrives in the South African market early in 2019, the 63S 4Matic+ should be one of the most expensive derivatives in the Sindelfingen-based marque's local price list (only top-end S-Classes and other exotic models will be pricier). There will be 43 and 53 derivatives too, which will be impressive in their own ways, but the 63 versions are the ones that are juxtaposed with top-end derivatives of the Porsche Panamera and the upcoming BMW 8 Series Gran Coupe. For those who seek more exclusivity and luxury than what executive-sedan super saloons can offer, the flagship GT 4-door offers enough extra (Three-pointed) star power and even though it's not as visceral (read: intimidating) to drive as it looks, it's nevertheless much more focused than any AMG-fettled sedan that preceded it…
Korean carmaker Hyundai will be launching two more products into the South African market in 2018. Let's meet them both.
The SUV market is flying, both locally and internationally and one manufacturer who has capitalised on this is Hyundai. With recent facelifts to the Creta and Tucson, these two models should start tallying up healthy sales. At the launch of these two SUVs, Hyundai SA confirmed that it had two more launches scheduled for 2018.
While petrolheads are lusting after the Hyundai i30 N, sadly it seems unlikely that this performance model will come to our shores as its just too expensive. The next Hyundai vehicle to make its way to South Africa is the Kona, which will be launched in the middle of October, while the larger Santa Fe arrives at the end of November.
Hyundai Kona (October)
The Hyundai Kona is one of the more striking crossovers since the arrival of the Renault Captur a few years ago. Designed by Peter Schreyer, the man responsible for the Kia Stinger and the now-iconic Mk1 Audi TT, the i30-based Kona made its public debut as long ago as June 2017. Hyundai Automotive SA has confirmed 2 derivatives for the local market. It will see the introduction of the brand's first 1.0-litre, 3-cylinder turbopetrol engine. The second derivative is the tried and tested 2.0-litre naturally aspirated petrol, which will be exclusively available as an automatic. Both models are front-wheel-drive only.
Hyundai Santa Fe (November)
The Hyundai Santa Fe is back for a 3rd generation, with the 7-seat SUV aiming to offer more to buyers in many ways: more space, more style, more safety and more value. The new styling doesn’t hide the fact the 2018 Santa Fe is larger than its predecessor, measuring 4 770 mm in lenght (+70 mm), 1 890 mm in width (+10 mm) and 1 680 mm in height (+10 mm), and with a stretched wheelbase now running 2 765 mm (+65 mm). The existing Santa Fe has just one engine option across two variants – a 2.2-litre 4-cylinder turbodiesel engine with the entry-level front-wheel-drive model and the high-spec all-wheel-drive version, which we expect to be mostly carried over from the existing range.
What if we told you that car collectors around the globe secretly scour the internet in search of bagging some of the rarest and most sought-after models that have ever been produced… in South Africa?
Many motoring enthusiasts dream about importing rare models from overseas, when, in actual fact, our country has a rich heritage of locally conceived (and -built) exotic cars. Some of these models are held in such high esteem that several units have left our country and reside in private collections in Europe, the States and Australia. Yep, we’re talking about the SA-only special editions of the past 3 decades. Some of them are performance machines built in small numbers to satisfy the homologation requirements of local racing series, while others celebrate the sales success of certain models. Feast your eyes on some of the most pertinent cars of a bygone era…
Volkswagen Citi R-Line
We all know the illustrious history of the Volkswagen CitiGolf and the many performance variants that came about during its 25-year tenure in South Africa – some of these included the original CitiGolf Sport, the red-hot 1.8-litre CTi and, in more recent times, the Citi R-Line. Like the CTi, the R-Line was powered by a 1.8-litre 8-valve engine, but with somewhat modernised and tweaked internals. It boasted performance-enhancing tricks such as a smoothed-out cylinder head and chip-tuned ECU, which resulted in a lumpy idle and rorty soundtrack. With a total power output of 90 kW and 162 Nm, the 900 kg Citi R-Line was no slouch in a straight line with a claimed 0-100 kph sprint time of 8.5 seconds. Furthermore, it looked the part with a chunky-yet-purposeful bodykit, a pin-striped grille and limited-edition alloy wheels rounding off the exterior treatment. Limited to only 375 units, the VW Citi R-Line is a rare machine that will only increase in value with age if kept in original condition.
To this day no other BMW in South Africa (bar perhaps the 333i) has as big a cult following as the legendary E30 325iS or Gusheshe (as it’s colloquially known across the country). Like the Superboss (see below) it was introduced to comply with homologation rules and fill the void of the left-hand-drive E30 M3, which was never launched in SA. The first incarnation of the 325iS was released in 1989. Powered by a 2.5-litre straight-6 engine (with peak power of 130 kW, the same as the standard sedan and coupe), the Bimmer featured a close-ratio 5-speed gearbox and a bodykit. Its 2.7-litre successors, however, are what collectors are most desperate to find…
Released in 1990, the 325iS Evo 1 sported aluminium body panels, brakes and suspension from the M3, plus that bored-out 2.7-litre Alpina-fettled engine. Initially offered in 145 kW-spec only it was later upgraded to stay competitive in the Group N Racing Series, where an extra 10 kW took its output to 155 kW (that derivative was known as the Evo 2). At the time, the 325iS was a lethal streetcar and its muscular M20 motor sent shrills down the spines of all that lined up against it – both at traffic lights and race tracks. Its 6-cylinder symphony is still regarded by many aficionados as one of the best-sounding free-revving BMW engines of all time.
The Opel Kadett "Superboss" was the South African-only evolution of the Kadett GSi 16V "Big Boss" and only 244 were built to satisfy homologation regulations of the then Group N Racing Series for "production cars". The Superboss was frighteningly fast in a straight line and confident in the twisties thanks largely to a low kerb weight, a litany of bespoke modifications to its suspension assembly and its legendary 20EX mill. Tweaks included a raised compression ratio of 10.5:1, a modified intake, aggressively tuned 276-degree Schrick camshafts, a remapped ECU, Irmscher-sourced springs and a locally developed limited slip-differential.
Engineers extracted 125 kW and 228 Nm from the naturally aspirated 2.0-litre 16-valve motor, enabling the Superboss to dominate the serpentine environments of track days and hill climbs alike. According to popular belief, up to half of all Superboss cylinder heads were hand-ported by Cosworth; this could explain why no Superboss was equal and why some possessed that "Wednesday car" poke. A stripped-out interior bereft of sound deadening materials, air conditioning, power steering and electric windows helped not only reduce weight, but provided an auditorium from which to appreciate all the glory of that raw and unsullied naturally aspirated masterpiece.
Ford Sierra XR8
There’s no mistaking what’s brewing under the hood of the Ford Sierra XR8. Powered by a Mustang-sourced 5.0-litre V8, it naturally had a "drinking problem", but that meant very little at a time when performance trumped economy. Like many of the cars listed here, the Sierra XR8 was built to meet homologation laws of the time, in this instance Group One Racing – only 250 were ever produced between the years of 1984-1988 and suffice to say there were numerous enthusiast-made clones that did the rounds. While it was largely based on the XR6, the introduction of blistered wheel arches, a hunkered down stance and gargantuan dual-plane rear wing confirmed its reputation as a veritable muscle car. In terms of performance figures the 154 kW churned out by its naturally-aspirated V8 may seem a little tame by today’s standards, but back then it was one of the quickest street machines around (it was said to complete the 0-100 kph dash in under 7 seconds and reach a top speed of 225 kph).
Toyota Corolla RSi
Speak to any Toyota purist and the fabled 4A-GE engine will quickly become the subject of the conversation. And that’s not a bad thing, given its incredible reputation –both in terms of power delivery and racing heritage. These bulletproof and incredibly powerful engines were discontinued by Toyota SA in the early Nineties and replaced by the more efficient 4A-FE 1.6-litre 16-valve and 7A-FE 1.8-litre 16-valve engines, neither of which were particularly performance-inspiring.
That all changed in 1997 when the Japanese marque announced that it was engineering an all-new 20-valve 4A-GE unit and South Africa was the only country that would receive it in Corolla guise. The car in question would become known as the Corolla RSi – a nod to the GLi Twin Cam and RSi models of yesteryear. The Corolla RSi featured the company’s rebooted 1.6-litre 20-valve 4A-GE motor, often referred to as the "Black Top" owing to the engine cover, with a rated power and torque output of 115 kW and 150 Nm respectively. These impressive figures culminated in a claimed 0-100 kph sprint time of just over 7 seconds and a top speed of 208 kph.
Track racing was the major driver behind the inception of the world-renowned Alfa Romeo GTV6 3.0 (212 were built for homologation reasons). Unlike the rest of the world, which had to make do with 2.5-litre V6 derivatives, South Africa got permission from Italy to build and utilise the company's 3.0-litre V6 engine before its global launch in 1987. Items such as the cylinder-head castings, crankshafts, pistons and sleeves were all imported from Alfa Romeo’s tuning arm, Auto Delta and put together using no less than 6 Dell’ Orto carburettors to fuel the combustion process. The result? 128 kW and 222 Nm of thrust, which were pretty impressive numbers back then.
Visually the GTV6 3.0 differentiated itself from its lesser siblings via a handful of tasteful touches that comprised such items as a lowered suspension, a pulsing fibreglass bonnet with functional scoop and Compomotive alloy wheels. It looked sensational… we're pretty certain even Giorgetto Giugiaro would have been happy to sign it off.
Renault South Africa has confirmed the specifications and pricing of its highly-anticipated Duster compact SUV. Here's how much the newcomer costs.
The Duster has been a popular model for Renault, both locally and internationally. With over 2 million units finding homes globally and 15 000 locally, the all-new Duster has come to market and offers more in terms of build quality, looks and features. It still retains its value for money offering, with plenty of go-anywhere attitude.
The looks have not changed dramatically, but this is an all-new model with new-look front and rear, all-new 16- and 17-inch alloy wheels and new headlights. It's now even more capable when the tarmac turns to sand as it boasts 210 mm of ground clearance and Renault says that it has 'approach and departure angles suited to all-terrain driving.'
Inside, the cabin continues to be a spacious place to be. There's new upholstery with a high-quality finish and the dashboard has been replaced by a new one with a focus on ergonomic design. There are also new seats which are claimed to be more supportive and the cabin also boasts more storage space. The infotainment system has been upgraded too. In terms of practicality, the rear bench features 60:40 split and the capacity is rated at 478 litres. For the first time, Renault's keyless entry system makes its debut in the Duster and blind spot warning is now available. The vehicle also features hill descent control, multiview camera, automatic climate control, speed limiter and cruise control. In terms of safety, the Duster comes with ABS (Anti-Lock Braking System) with EBD (Electronic Brake Force Distribution) in conjunction with EBA (Emergency Brake Assist).
As it stands, there are both petrol and diesel motors available, with the option of either a manual gearbox or electronic dual-clutch automatic. The 1.6-litre 16V naturally-aspirated four-cylinder motor makes 77 kW and 148 Nm, while there are 2 states of tune for the 1.5-litre diesel. You can have a 66 kW/210 Nm derivative, but there is also an 80 kW/250 Nm option. The diesel engines will be more frugal than the petrol, and Renault claims these engines consume 5.1 L/100 km and 4.8 L/100 km.
The all-new Renault Duster boasts an uprated cabin with more practicality and improved materials
Renault Duster (2019) Price in South Africa
The all-new Renault Duster Model ranges come standard with a 5-year/150 000km mechanical warranty and a 6-year anti-corrosion warranty. Services take place at 15 000km intervals, and a standard 3year/45000km service plan applies.
Renault DUSTER 1.6 Expression 4X2 R249 900
Renault DUSTER 1.5 dCi Dynamique 4×2 R282 900
Renault DUSTER 1.5 dCi Dynamique EDC 4×2 R316 900
Renault DUSTER 1.5 dCi Dynamique 4×4 R321 900
Renault DUSTER 1.5 dCi Prestige EDC 4×2 R334 900
Drag Race: Volkswagen Polo GTI vs Toyota Yaris GRMN
The final drag race instalment of our warm hatch shootout is here. The new Polo GTI takes on the supercharged Toyota Yaris GRMN.
In part 3 of our warm hatch drag race competition, the new Volkswagen Polo GTI takes on the very limited edition Toyota Yaris GRMN. The Yaris will not even be sold in South Africa, but we managed to get hold of one. Both cars managed to beat the Renault Clio RS 18 in the previous races so it's a winner vs winner takes all race for the line.
The Polo has more torque and launch control, but will the manual gearbox and lighter weight of the Yaris give it an advantage?
One of the most loved and trusted brands in South Africa, Isuzu, is now flying solo following the withdrawal of General Motors from the local market. The Japanese marque previously offered the trusty KB bakkie only, but with the addition of the MU-X 7-seater adventure SUV, it can now also take on the likes of Toyota's Fortuner and Ford's Everest. Is it worth a test drive?
We like: Comfortable ride, solid build, relaxed cruiser, more economical than rivals, well-priced
We don't like: No stand-out talent, lazy performance
Some Isuzu dealers regularly offer specials: Have look here.
Where does it fit in?
Rear end has a shorter overhang than the Chevy Trailblazer, but load capacity has not been compromised.
Adventurous South African families just love rugged body-on-frame (bakkie-based) SUVs. Toyota's Fortuner is one of the country's most popular vehicles, even though it is far from a budget contender. Ford's Everest is a strong seller too… But prior to the 1st-generation Fortuner's arrival in South Africa, there was another vehicle that found favour, Isuzu's KB-based Frontier. But… as Isuzu was until recently part of General Motors' portfolio, and GM was never particularly good at fostering brands, nor terribly consistent, the brand never followed up its initial niche-establishing vehicle with anything. Many years later GM decided to launch the Chevrolet Trailblazer here instead, even though in the eyes of most industry observers an obviously better contender would have been the vehicle that underpinned it, the Isuzu MU-X.
Now that GM is no longer represented in South Africa, and Isuzu's local distribution is in the hands of Isuzu Japan (with an experienced local team), the MU-X has finally arrived in South Africa to counter the Fortuner, Everest, Mitsubishi Pajero Sport and also Haval's brand new H9. Is it a case of too little, too late, however?
What's good about it?
Trusty, efficient mechanicals
Unlike the Trailblazer, which used Chevrolet's 2.8L Duramax Turbodiesel, the MU-X sticks to Isuzu's proven 3.0-litre 4-cylinder turbodiesel which, in this application, pumps out 130 kW and 380 Nm of torque, the latter figure being available from 1 800 to 2 800 rpm. These figures may lag the outputs offered by the competition, but as our Ownership Satisfaction Survey shows, the engine is highly rated for reliability and driving satisfaction by KB owners. Coupled with a 6-speed automatic transmission driving the rear wheels, performance is "lazy" at best, but the upshot is class-leading fuel economy.
Isuzu claims a combined cycle consumption figure of 7.3 L/100 km and we averaged just 8.8 L/100 km, which included a relatively long-distance return trip out of Cape Town. The Ford Everest, for example, can be far thirstier in the real world than its claimed figure of 8.2 L/100km suggests – we achieved around 11 L/100 km.
Relaxed ride quality
With its soft suspension and high ground clearance, the MU-X remains comfortable off the beaten path.
We rated the Trailblazer highly for its balance of on- and off-road ability, and the MU-X is very similarly impressive in this regard, as it should be. During the last round refinements to the big Chevy, particular emphasis was placed on NVH (noise, vibration, harshness) improvements, and those have obviously also been applied to the Isuzu, because the Isuzu is a particularly relaxed long-distance cruiser, with a quiet cabin and comfortable, loping gait. Even the clatter of the (traditionally quite vocal) 3.0-litre motor underneath the bonnet is noticeably subdued on these longer journeys when the Isuzu has found its stride (in 6th gear).
The MU-X rides on 18-inch wheels as standard, but the rubber is quite generous (255/60 profile). Combined with the supple suspension, this translates into a vehicle that is very comfortable on gravel or poorly-sealed tarred roads. It also has a good ground clearance (230 mm is claimed). We think the point of buying a bakkie-based SUV is to often use its inherently more rugged structure for travel off the beaten track. In that regard, the MU-X impresses, but we do wish the Isuzu featured a rear diff-lock for even greater usability. To be fair, most of its rivals also lack this feature.
Standard features
Large infotainment screen is a major difference between the MU-X and KB interiors. Build quality is very solid.
The MU-X is very similarly specced to its rivals, which is a good thing seeing as those competitors are generally loaded to the roof with equipment. You get leather upholstery, an electrically adjustable driver's seat (including height), climate control, heated/folding side mirrors, cruise control and a comprehensive touchscreen infotainment system that also includes navigation and Apple CarPlay/Android Auto compatibility.
On the safety front the package is also comprehensive, with ABS/EBD, stability control, hill-descent and hill-start assist control systems featured as standard in addition to 6 airbags. The infotainment screen also doubles as display for the rear-view camera. A feature that isn't included is trailer-sway control, which is unfortunate seeing as this type of vehicle will often be purchased with occasional towing in mind. The mu-X offers a 3 000kg (braked) tow rating.
Isuzu has also done a good job at making the mu-X, which has been on sale in other parts of the world for more than a couple of years already, appear rather attractive from the outside. It gets neat 18-inch alloy wheels, roof rails, side steps, LED-infused headlamps and LED tail lamps, too. There's also just the right amount of chrome to make it look like a relatively expensive vehicle.
Packaging for practicality
Black leather upholstery is standard on this model. Legroom in the middle row is very good.
Whether you're going to use the 3rd-row of seats a lot is probably not as important a consideration as whether you might require them at some point. As is the case with most rivals, the MU-X's third-row seats are small and better suited to small kids, but they're there to boost the ultimate flexibility of the vehicle. When they're not used they fold down neatly into the boot floor, but this does result in a relatively high loading height. Like the Trailblazer, the MU-X features a similarly handy lidded storage box at the edge of the boot floor, which is great for muddy/wet lifestyle gear.
The middle row provides comfortable seating for 3 adults with good head- and shoulder room. These passengers also have access to their own ventilation outlets and there's a USB charging port for them, too. Front passengers will have little reason for complaining as the seats are comfy and the height of the vehicle affords them a great view of the surrounds. There are also a large number of oddments storage spaces, including 2 glove compartments.
Where does it fall short?
No stand-out feature or talent
The MU-X appeals as a reliable, rugged, long-distance adventure vehicle.
Like the Trailblazer before it, the MU-X is a vehicle that competes well on virtually every front, but without ever quite planting a knock-out punch. Its standard features mix is comprehensive, but yet there are some oversights – we'd have liked to see dual-zone climate control in such a large, semi-luxurious vehicle. And the steering wheel is also only adjustable for rake (not reach).
Given its rugged nature, hill-descent control, good ground clearance and ride set-up, we think the standard fitment of a rear diff-lock may have given it an advantage over its competitors. As many an off-road expert will tell you, a 4×2 with good ground clearance and a rear diff-lock can go surprisingly far off-road… The MU-X feels perfectly suited to that type of usage pattern.
Pricing and Warranty
Currently (September 2018) the Isuzu MU-X 3.0 4×2 sells for R568 000, which makes it the most affordable high-spec, 7-seater, 4×2 bakkie-based SUV. It comes backed with a strong 5-year/120 000 km warranty, which given Isuzu's sterling reputation for reliability, is unlikely to be called upon very often. Also included are: a 5-year/90 000 km service plan and a 5-year/unlimited km anti-corrosion warranty. Services are scheduled for every 15 000 km/12 months.
Verdict
There's not much wrong with this new Isuzu. In fact, it does a lot of things very well, just like its Chevrolet-badged predecessor did. This is an exceptionally comfortable long-distance adventure machine that also promises excellent reliability and support from a growing network of Isuzu-specialist dealers. It may not be as refined or modern in some areas as its main rivals, but in many ways that ruggedness is appealing.
It's likely to appeal strongly to consumers who are already fans of the Isuzu brand, but may ultimately find it an uphill battle to lure shoppers that are also considering the Toyota and Ford, simply because of its slightly dated drivetrain. Nevertheless, given its attractive mix of features (particularly on the infotainment side) and attractive pricing/warranty, the Isuzu MU-X is a vehicle we can easily recommend adding to a shopping shortlist.
NOTE: Video above features 4×4 model.
Alternatives (click on the names of the cars for detailed info)
The Fortuner is a massively popular vehicle in South Africa, but most buyers of the Toyota opts for the 4×4. It (the 4×2 variant) sells for around R20k more than the Isuzu and has a more refined, eager engine under the bonnet. The debate rages on whether its flip-up up (as opposed to fold-down) third-row seats are more practical. The Isuzu offers a more relaxing cruising gait. The Toyota is the current Adventure SUV champion in our Cars.co.za Consumer Awards – Powered by WesBank.
Also around R20k more expensive than the Isuzu, the popular Ford is a larger vehicle that offers more interior space. Its ride is similarly good, and the specification is similar. The Ford's engine has more grunt, but it needs it because the Everest is a heavy vehicle. It feels similarly lethargic on the road. Isuzu currently has a better after-sales service reputation than Ford.
Mitsubishi's Pajero Sport is a real dark horse in this segment and very underrated. Our recent test showed that it's a refined, well-specified vehicle that offers impressive comfort and build quality. It lags most of its rivals in terms of towing capacity (2 700kg) however, and the packaging is not quite as well thought out as in its major rivals (no sliding second row, for example, and a lack of oddments stowage space in front).
By now, many of you will have seen the new Audi e-tron and, if first impressions are anything to go by, Ingolstadt's all-electric vehicle ticks many boxes. What does Ingolstadt's newcomer mean for South Africa, though?
Audi is not the first German brand to embark on an electric-car offensive. While marketing buzzwords focus on things like "early adopters" and "disrupt or be disrupted", Audi has played a conservative hand when it comes to its first all-electric vehicle. While the Audi e-tron was due to form the backbone of the Audi Summit in Brussels, Belgium at the end of August 2018, its unveiling was delayed until the middle of September 2018 in San Francisco, United States. This delay allowed rival German brand Mercedes-Benz to showcase its EQC electric SUV in Sweden, just a few weeks before the e-tron's unveiling.
Bringing 21st-century technology to SA
The proliferation of electric cars in South Africa is a sticky subject. There is, of course, the catch-22 of not being able to introduce cars due to limited infrastructure and few charging facilities, but there's no point to building numerous fast chargers if there are just a handful of electric cars on our roads. The real sting is that government doesn't appear to see any benefit to electric cars, other than a source of revenue via import duty (one has to ask: Why would government levy a carbon emissions tax on most new vehicles, but not incentivise, via a rebate on taxation, those pricey vehicles that emit no carbon dioxide at all?).
By contrast, European Union countries subsidise electric-car purchases. For example, some countries make electric vehicles (EVs) and plug-in hybrid models exempt from registration tax, annual circulation tax and company car tax, while others offer cash incentives. As it stands, the only country in Africa to offer any benefit is Morocco, which has made EVs and hybrids exempt from customs duties since 2017. The Audi USA e-tron configurator went live recently and your $1 000 deposit gets you a build slot. We've opted for the $81 800 Prestige model on the bigger alloy wheels.
Despite the less-than-hospitable business environment, many manufacturers are pressing on with electric- and plug-in hybrid vehicle introductions to the South African market. Setting aside hybrid products (and their plug-in variants) for the moment, Audi will soon be joining the likes of BMW, Nissan and Jaguar, all of which either have EVs in their local portfolios or are planning to launch them in the near future. Audi South Africa will be introducing dedicated e-tron dealerships in major urban hubs, equipped with the 150 kWh super-fast chargers, with which the e-tron can be charged to 80% in around 30 minutes.
Suffice to say, the challenges of introducing an EV are multiple and significant. The entire dealer teams will need to be trained on the intricacies of how the vehicles are driven, charged, maintained and so on.
The array of charging options. From left: the 150 kWh fast chargers in dealerships, to the smaller business and home chargers
The true cost of switching from fossil fuels to electric
Dealerships will naturally be cautious to invest as the low volumes and the high cost of charging station installation may not be worthwhile. Whichever way you look at it, it's a tough sell. As a dealership, would you rather invest in the rollout, marketing and support of established volume-selling models… or devote resources to a brand-building premium niche product, of which you will sell just a handful of units?
If you're a cash-strapped retailer with strict sales targets and low overheads foremost in mind, the former scenario applies. However, selected dealers in major centres may look into getting onboard the e-tron brand and creating workspaces where e-tron customers can work or host meetings while their cars are charging, for example.
Despite the myriad obstacles to the proliferation of EVs in South Africa, things become a bit more workable if manufacturers/importers and their associated franchised outlets work together or team up with a company like GridCars. BMW was the first brand out the block and has many charging stations dotted around the country, Jaguar has committed to a R30-million investment into creating a charging network with 82 chargers linking the major routes across the country. We're sure that Audi will announce a similar charging network plan of its own prior to the launch of the e-tron.
The majority of these chargers will be of the 60 kWh (fast-charging) variety, which allows you to charge your car's batteries to around 80% in just over an hour. There will also be 22 kWh chargers, with which you can charge your vehicle overnight. Critically, the high-power chargers will feature the CCS (Combined Charging System) plug, which is universally accepted across the brands. For electric car ownership, being able to charge at any station is vital, irrespective of brand. Don't be surprised to see Audi e-trons at BMW dealerships and Jaguar I-Paces popping into Audi dealerships for a quick charge, for example.
The plan is to link the major cities with chargers so that it's possible to drive an electric car across South Africa. Cape Town to the Garden Route is possible, as is Jhb to Durban.
Audi e-tron coming to SA?
The Audi e-tron is officially confirmed for a South African market introduction around the middle of 2019. There is a lot of work to be done to prepare for its arrival and there's no doubt that the e-tron model will be introduced an asking price that puts it beyond the reach of average South African consumers. Still, even though the technology is new, it's advancing at a tremendous rate. The battery tech, for example, has come a long way during the past few years (contemporary battery cells can hold more charge for longer, yet are smaller in size than their predecessors).
The e-tron will be the first of many electric products that Audi will offer in its portfolio. There will be more than 20 new Audi models introduced between now and 2025, some of which will feature electric assist (including plug-in models and full-electric vehicles). For example, the e-tron Sportback will make its debut in 2020, there will be another compact hatchback vehicle and a performance 4-door gran turismo flagship as well. The prediction is that by 2025, every 3rd Audi will be electrified… suffice to say it'll be fascinating to see at what rate the South African market adopts electric cars over the next few years.
With this, the 2nd-generation Q3, Audi is keen to distance its family car from its predecessor (in just about every way possible). An all-new platform, all-new looks and all-new interior have been carefully combined to create a compelling offering – one that’s ostensibly tailor-made for tapping into SA’s love affair with the SUV. Ciro De Siena drove the Q3 in Italy at the newcomer’s international launch.
FAST FACTS
Arrives in SA: 2nd quarter 2019 (est)
Likely line-up: Audi SA is looking at introducing the 1.4 TFSI (110 kW) as the entry-level powerplant, with 2.0TFSI (132 kW) and 2.0 TDI (110 kW) possible later.
Key rivals: BMW X1
The new Q3 is all-new…
Well, except for the engines and the transmissions, which are largely unchanged and borrowed from elsewhere in the expansive VW Group. Audi is banking on the fact that buyers are far more interested in premium build quality, high-tech interiors, and sporty, bold SUV looks. And in those respective departments, the new Q3 delivers.
The car’s exterior and interior designs feature much sharper lines than the soft-shouldered, generically laid-out 1st-generation model; the newcomer’s outer shell, in particular, draws heavily on Audi’s quattro history to beef up visual appeal. As a result, the new Q3 works particularly well in the metal – it is certainly eye-catching!
Exterior design cues and tech
The Q3 features Audi’s new single-frame grille design, which is flanked by LED headlights as standard (there are 3 types of LED headlights available, as a matter of fact, with the top-of-the-range Matrix LED system featuring an active high beam assist function). The tail lights are also LED units, which feature those pulsating indicator lights that have become a bit of a trademark for the brand. Overall, the newcomer appears sportier and larger, and given that it is now based on the Tiguan chassis, it is longer by 10 cm. However, the extra width is a bit of an illusion… by virtue of clever design cues that fool the eye, the new Q3 is only 1.8 cm wider than its predecessor.
Interior is a highlight
Audi is certainly not “first to market” with much of the technology available in the Q3. However, the technology is smartly executed and masterfully integrated. Customers want connectivity, and as much integration (with the tech they use every day), as possible. To this end, every Q3 is fitted as standard with a wireless charging pad, which is neatly integrated into the base of the centre stack. And I’m happy to report that the charging area is huge – perfect to accommodate ever-growing smartphones.
Apple Carplay/Android Auto compatibility is also included, and all of the infotainment system’s functions are accessed through a standard 10-inch centre mounted touchscreen, which itself represents a big change in Audi’s approach to onboard technology.
Since inception, Audi’s infotainment has featured a jog wheel, 4 hotkeys and a volume knob, all of which made it easy to skip radio stations and music tracks. Happily, the volume knob remains, but the jog wheel and hotkeys are gone. This is now a touchscreen-only interface, and it’s undoubtedly one of the best in the business.
Driver-oriented fascia design
To facilitate ease of use, the Audi cabin designers have arched the cockpit around the driver. Again, this is not a new innovation, but the design is successful in that it looks good and functions well, bringing the touchscreen much closer to the driver (making it easy and comfortable for them to interact with the large touchscreen).
The user experience is all-new, beautifully simple, and features some neat tricks. Here’s an example: the user can scribble an entire word with their finger, which makes entering an address in the satnav as pain-free as possible.
And, in recognition that when motorists buy down, they still want all the big-car toys, Audi has ensured the new Q3 can be specced to the brim with high-end features. A 12-inch virtual cockpit is available (but even so, base-spec A3s still receive a 10-inch digital instrument display), as well as a 15-speaker Bang & Olufsen audio system.
The new Q3 is further integrated with the myAudi app… The owner can transfer navigation routes and the smartphone calendar to the MMI and locate where the Q3 is parked. Both the app and the infotainment system feature Google Earth and Google Search integration, which makes finding the perfect Italian eatery that much easier.
Comprehensive safety systems
Again, while none of the technology in the Q3 is new-to-market, in some cases the availability of the safety systems is a first for the Q3, and for its market segment.
Adaptive radar-guided cruise control, which integrates traffic jam assist and active-lane assist to help keep the Audi in its lane, is optional; adaptive dampers can be fitted for a more comfortable (or sportier) ride at the touch of a button; rear cross traffic alert helps enormously with exiting difficult parking spaces; Audi pre-sense, which is standard, will automatically brake for pedestrians, cyclists and cars; park assist will automatically park the car in both parallel and alley-docking situations (with the driver only required to brake/accelerate) and a 360-degree camera system, which gives the driver a birds-eye view of the car while parking the Q3, can also be ordered.
Engines, drivetrain and ride quality
The Q3 is available with either front- or permanent all-wheel drive, and while Audi South Africa has not confirmed the engine line-up for our market, we have been told that local buyers can expect an entry-level derivative with a 1.4 TFSI 110 kW engine, with 2.0TFSI (132 kW) and 2.0 TDI (110 kW) engines possibly available too.
Power is transferred through either a 6-speed manual or 7- or 8-speed auto, however I suspect we won’t see the manual locally. Unfortunately, I was only able to sample the 1.5-litre petrol-engined Q3, which probably won’t be making its way to our market, during the launch event. However, on the extremely twisty mountain roads around Bolzano, the Q3 proved to be quite fun to drive, as well as comfortably-sprung on rougher surfaces.
If comfort is your top priority, its best to opt for the smaller wheels and tyres with a taller sidewall; even though the 18-inch wheels look good, the ride quality they produce feels a bit more brittle. The steering system is progressive, feeling lighter and lower speeds (great for parking) and weights up nicely the faster you progress. When rain fell along the launch route, I did appreciate the competence of the Q3’s all-wheel-drive system, which makes the car feel particularly planted in slippery conditions.
Practicality: a much larger luggage bay, sliding rear seats
With its claimed capacity of 460 litres, the 1st-generation Q3’s luggage bay was a little on the tight side. Audi has addressed this shortcoming in 2 ways: the larger dimensions of the car simply result in more interior space and with a deeper floor, load space has increased to 530 litres. However, the rear seats can now also be slid forward, which increases the capacity to over 700 litres at maximum. Plus, the rear bench folds in a 40:20:40 split, which makes the space very versatile indeed.
The parcel shelf has been designed to fit under the bay’s floor (when not required) and an electrically powered tailgate is available as an optional extra. The aforementioned “power tailgate” can be operated by swinging a foot under the rear of the car (it is recommended that you use your own foot, however).
Summary
Simply put, the Q3 makes a strong first impression and should appeal to customers who are looking to buy down, or those buyers who were considering an upmarket hatchback, but are looking for the additional ride height, elevated seating position and perceived elevated status that come part and parcel with SUV ownership.
In our market, buyers increasingly favour SUVs (which explains why we introduced the Premium Compact category for the 2018/19 #CarsAwards), and I’m confident that the new Q3 will cannibalise sales of the brand’s own A3 hatchback and Q2 SUV, as well as potentially poach sales from the Mercedes A-Class and BMW 1 Series.
The Q3 just feels ideally sized. The Q2 feels a bit too compact, the Q5 is now quite a large car and I’m not actually sure who really needs a Q7 in the contemporary market. But, if I had to choose a size of car to live with every day, the Q3 is just about perfect. Combined with bold new looks, a superb interior, up-to-date connectivity options, a relative tech-fest inside and out, and an impressive array of safety features as standard, the 2nd-generation Q3 is likely going to be catnip to local motorists.
Unfortunately, local pricing and the range’s exact line-up were unavailable at time of writing. We’ll publish those details for you as soon as they become available.
The Journey Mozambique: The Search for Sunken Land Rovers [Video]
In this latest iteration of The Journey, we venture into the heart of Mozambique in search of sunken treasure in Pomene, in celebration of one of the world’s most iconic automobiles, the Land Rover Defender.
The year 2018 marks Land Rover’s 70th anniversary and the Defender has played a key role in the brand’s rich heritage. In many ways, the Defender is the ideal offroad adventure vehicle – it’s unashamedly rugged, confidently capable and intrinsically imbued with the spirit of adventure.
To celebrate this motoring icon and to pay tribute to 70 years of adventure, Cars.co.za recently embarked on an epic journey to Mozambique in search of the sunken Land Rover Defenders of Pomene, some 600 km north of the capital of Maputo.
The iconic Land Rover Defender blends in perfectly with the Mozambican landscape. Photo: Troy Davies
Our journey started in the bustling city of Johannesburg with resident Cars.co.za Journalist and Photographer, Gero Lilleike, behind the ‘wheel of a 2014 Land Rover Defender 110 Ultimate Puma.
Gero was joined by popular YouTuber and photographer, Nicole Eddy and talented filmmaker, Calvin Munhuweyi. A long and moderately slow drive took the Journey team some 500 km north of Maputo to the warm azure waters of Tofinho where scuba diving, snorkelling and surfing are popular pastimes.
The market in Tofinho is vibrant with a wide variety of food and goods on sale. Photo: Nicole Eddy
Palm trees become more widespread the further north you go and they stretch across this landscape as far as the eye can see, providing local communities with an endless supply of nutritious coconuts.
The ocean was teeming with wildlife and countless Humpback whales, dolphins and whale sharks welcomed us. We got up close and personal with these creatures of the deep and the experience was both breathtaking and surreal.
Mozambique is well-known for its cuisine and a fresh selection of seafood, peri-peri chicken and vegetables delighted our taste buds while our stunning accommodation at Villa Marimba afforded us spectacular views of countless whales frolicking in these tropical waters.
Villa Marimba in Tofo offers spectacular views of the Indian Ocean. Photo: Gero Lilleike.
On route to Pomene, some 200 km further north, we passed through the busy town of Massinga where we were surprised to see numerous cars with GP number plates on the streets. Our local guide informed us that many stolen cars from South Africa ended up here. If you are wondering what happened to your stolen Toyota Fortuner, you might just find it here…
Tar soon gave way to sand-clogged rural roads and the Defender came into its own. This is what the Defender was made for and it powered on to Pomene through soft sand with little fuss. Our goal was finally within our grasp!
The abandoned Pomene Hotel is steeped in history and now lies in ruin. Photo: Troy Davies
Pomene is very remote and a major attraction in this area is the old Pomene Hotel which was abandoned in 1974 and once served as a holiday home for the late Fremilo leader and 1st president of Mozambique, Samora Machel. It was also a stronghold for Renamo during the civil war, which lasted 15 years between 1977 and 1992. The old buildings now lie in ruin with nature slowly reclaiming this idyllic space.
Accommodation in Pomene is very limited, but Pomene Beach Camp, which is tucked away in the sand dunes, provides visitors with delicious meals, cold beer and basic yet comfortable amenities.
The clear, turquoise waters of Mozambique are what surfers dream about. Photo: Luke Patterson
At the end of a long, white sand beach is where you will find the expansive waters of Pomene Estuary, which is home to a wide variety of fish, flamingos, and surprisingly, 2 sunken Land Rovers (believed to be Series II and Series III models).
The sunken Land Rovers once served at the now-defunct Pomene Lodge on the banks of the estuary. After many years in close vicinity to the ocean, the Land Rovers succumbed to rust and eventually were beyond repair. The then owners of Pomene Lodge decided to put the rusty Land Rovers to good use and rolled them out into the estuary in 2002 and 2004, effectively sinking them, with the intention of creating an artificial reef, which would not only serve as an artificial home for the fish in the estuary, but also create a local diving attraction for visiting tourists.
The sunken Land Rovers of Pomene. Photo: Troy Davies
Today, a white buoy marks the site and the sunken Land Rovers are best viewed at high tide when the current isn’t too strong. The Journey team spent at least 40 minutes snorkelling over the site and although they are almost completely submerged and disintegrated, it was amazing to see parts such as the steering wheel, gear lever, radiator fan and load bay still clearly visible amongst other debris… such as tyres, a quad bike and even a kitchen sink.
We had covered a total distance of well over 2 500 km in our Land Rover Defender 110 Ultimate Puma and it never skipped a beat. We accomplished our mission and found the sunken Land Rovers of Pomene and the iconic Defender had made this journey possible. Land Rover Defender, we salute you! This was another Journey to remember…
This Land Rover Defender Ultimate Puma took The Journey in its stride and never skipped a beat. Photo: Gero Lilleike
