Suzuki Swift (2018) Launch Review

The repackaged, next-generation Suzuki Swift has landed in South Africa. Suzuki's compact hatchback has formed the backbone of the Japanese company's global sales success, so a radical departure to a winning formula would probably be ill-advised. Does the new Swift still deliver?

The Suzuki Swift has been a popular hatchback for the brand and with around 6 million finding homes around the planet, success is critical for the new Swift. In South Africa alone, almost 20 000 units have been sold, making it the most popular model in Suzuki's portfolio. What's new, you may ask? The new Swift's dimensions have changed, it rides on an all-new platform and, crucially, Suzuki South Africa has adopted a revised product strategy for the newcomer.

Physically, it is 10 mm shorter, but 40 mm wider. Both tracks have been widened; the front by 40 mm and the rear by 35 mm. The entire wheelbase has been extended by 20 mm to 2 450 mm, making the new Swift almost as long as the Suzuki Ciaz sedan. These dimension changes result in improved interior space: Suzuki claims that rear passengers have a bit more headroom, front passengers benefit from more shoulder room and everyone sits a little lower down, giving the new Swift a sportier feel overall. The luggage capacity has been increased too, which was a criticism of the previous Swift – it simply didn't offer the same level of loading practicality as its rivals.

What's it like to drive?

We're happy to report that the new Suzuki Swift still drives like the Swifts of before: lively, fun and comfortable

The Suzuki Swift of old was sure-footed and thoroughly entertaining to drive. There was enough suppleness to the ride quality to make it comfortable and refined, yet taut enough to keep the boy racers happy. When driven enthusiastically, the Suzuki Swift was an energetic and thrilling little car – it ably demonstrated that you don't need to buy a sportscar (or break the speed limit) to have fun behind the wheel. The key with the new Swift is weight and, like any other image-conscious millennial, it has been on a diet.

The engine has been carried over from the outgoing model… and that's not a bad thing: the peppy 1.2-litre offers up adequate power and torque (61 kW and 113 Nm) and the naturally aspirated powerplant drives the front wheels through a 5-speed manual gearbox. Through the launch route around Ballito, KwaZulu-Natal, we put the newcomer through its paces on some spectacular roads that winded their way through the sugarcane fields.

Our first impression is that the weight saving has contributed significantly to the handling and accelerative abilities of the new Swift. The steering is light and quick, yet offers just enough feel for reassurance. The clutch action is wonderfully light and gear changes require minimum effort. From behind the newcomer's steering wheel, you get the sensation you're piloting something agile, lively and – despite the engine's moderate outputs – effortless, which aids ease of use. With the light steering and compact size, the Swift is easy to park within the confines of a congested city.

However, it's when you decide to cut loose/press on that the new Suzuki Swift proudly carries on the tradition of being a fun-to-drive compact hatchback. Unfortunately, our launch units were still extremely new so the engines weren't as free-revving as vehicles with a few thousand clicks on them, but the little 1.2-litre motor still had plenty to give. We were impressed with the refinement of the powerplant and it's only as you approach the redline that the engine note becomes a touch harsh. When tackling some rural corners, the Swift behaves beautifully and offers up plenty of grip/road-holding. We're also particularly impressed by how little wind and road noise intrusion there was, especially if you consider how relatively little this car costs.

Standard features

The cabin of the new Suzuki Swift is functional and ergonomically sound. It won't win any beauty or style awards however.

The cabin of the new Suzuki Swift is not cutting edge nor pretty, but everything is laid out in a functional manner. It feels well put together, but there are a couple of questionable plastics used on the dashboard, which, regrettably, adds a made-to-cost feel to an otherwise well-made cabin. Then again, we can't complain too loudly as this car admittedly sits tidily under the R200 000 barrier.

The new Suzuki Swift is available in 2 trim levels, with a potential luxury GLX model joining the ranks later in the year. Our launch unit was the GL, which covers the basics in terms of features. It comes equipped with air conditioning, all-round electric windows, power steering, a trip computer, adjustable steering wheel with audio controls, audio system with Bluetooth/USB connectivity and front fog lamps. In terms of safety, all Swift models offer a pair of front airbags, ABS with electronic brake-force distribution (EBD) and ISOFIX seat anchors.

In overseas markets, the new Swift comes with much more specification, such as a nifty touchscreen audio setup, keyless start and more safety features, therefore we were initially a little surprised when we saw how little the new Swift costs and how few features it has. However, offering a new Suzuki Swift with the smaller engine (1.2 as opposed to 1.4) makes sense. Previously the 1.2 derivative cannibalised the sales of its 1.4 equivalent and it's critical to offer great value for money in this segment. Suzuki South Africa could, of course, avail every available bell and whistle in the new Swift, but then the newcomer would compete with the new Volkswagen Polo and Ford Fiesta (both of which are popular, highly-rated cars) in terms of price. Not ideal.

Summary

Suzuki has realised that it would be fatal to pitch the Swift against the Polo and Fiesta, so instead, its tackling the Vivo and Figo segments with a value-for-money offering

It's tactically astute to offer a budget-friendly Swift at this price point in the market. While we'd all love a touchscreen entertainment system and cruise control, they're not must-haves for a price-conscious customer. With rivals ranging from the new Volkswagen Polo Vivo, Ford Figo and Hyundai Grand i10, the Swift stands a realistic chance at its price point. The looks are pleasant, the operation is simple enough and the drive is involving and exciting. It's back-to-basics, honest affordable mobility solution from a brand which is becoming known for putting its customers first… After all, it bears mentioning that Suzuki South Africa is a two-time Cars.co.za Consumer Awards – powered by WesBank Brand of the Year, as determined by South African consumers.

As far as criticisms go, it's not the flashiest of cabins (the cars that we drove in India, from where the new Swift is sourced, felt slightly smarter), the luggage bay, although enlarged, is still not generous, we'd like some alloy wheels as standard, and some of the materials felt a little cost-price. All of which will hopefully be forgotten when you start driving the new Swift, because you're likely to appreciate the driver involvement (who said that cheap cars have to be dull and uninspiring?) and the real cherry on the cake is the claimed fuel consumption. While many manufacturers claim unrealistic numbers (many of which are probably generated in a lab), you really can achieve close to Suzuki's claimed figures, at least in our experience. In the Swift's case, it's claimed to consume 4.9 L/100 km and, after our day of charging around some delightful ribbon of tarmac with three adults, our little blue test unit had an amazing 5.3 L/100 km on the trip readout. Brilliant.

Suzuki Swift (2018) Price in South Africa

The new Suzuki Swift is available in six colours and is sold with a 5-year / 200 000 km mechanical warranty and a 2-year / 30 000 km service plan.

Suzuki Swift 1.2 GA Manual R159 900
Suzuki Swift 1.2 GL Manual R175 900
Suzuki Swift 1.2 GL AMT R189 900

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AMG’s One – and Only – Turbodiesel

German car manufacturers have either been embroiled in the Dieselgate scandal, or are the subject of rumours surrounding what's widely regarded as the beginning of the end for turbodiesel propulsion in road cars. You never hear AMG's name mentioned. Why?

Before that fateful afternoon of 18 September, 3 years ago, it appeared that turbodiesel cars could do no wrong. That all changed when Volkswagen was caught being ingeniously dishonest in the calibration of its turbodiesel engines.

Unlike AB de Villiers who retired silently, at his peak, the contemporary turbodiesel engine has been shamed into retirement – seemingly at its peak. The irony is deep and profound: diesels were supposed to be cleaner, more efficient and of late – no less given to performance. All the leading German brands, which are by implication the global automotive industry’s trendsetters, were convinced that turbodiesel cars would eventually eclipse the efficiency/performance coefficient of petrol.

Despite 'dieselgate' Audi is still pushing on with its latest performance diesel model, the SQ7. Is time running out for oil burners?

We’ll never know if that was indeed possible, as most German industry turbodiesel R&D has been ceased and repurposed to lithium-ion battery development. The scale of abruptness around turbodiesel’s descent into disfavour (at least as far as only passenger vehicles are concerned, for now) has blinded many analysts and car enthusiast. There is a belief that hysterical Californian emissions legislation, which remains tolerant to diesel-powered school buses, but has vilified German turbodiesel passenger car engines, surged an overreaction, which will ultimately lead to the end of turbodiesel engine development.

Speed. Efficiency. Emissions. Pick two.

How could the entire German auto industry have got it so wrong? Audi. BMW. Porsche. Mercedes. VW. Between the 5 of them, there is unrivalled engineering expertise, which surely would have anticipated an approaching diminishing return curve when outrageous promises were being made about the potential of turbodiesel engines?

As the automotive industry transitioned through the millennium, turbodiesel passenger cars were unambiguously being marketed for their efficiency and tax relief in a European marketplace where fuel was expensive and emissions taxes punitive. The range benefits of a sophisticated turbodiesel engine had immense potential in markets such as America, Australia and South Africa, where enormous driving distances over weekends and during vacations are the norm. But there was a problem.

It’s no fun cruising between heavy trucking traffic in a turbodiesel car if it is capable of achieving 1 000 km on a tank, but offers little in the way of performance. As the German brands started developing turbodiesel-engined cars that could produce true autobahn pace, the appeal of petrol engines became merely acoustic. Turbodiesels also dealt a lot more confidently with the mass burden of SUVs, due to their abundant torque delivery at low engine speeds, which meant 50ppm was the fuel of choice for the burgeoning class of SUVs subsequently popularised by all German manufacturers.

BMW M has fettled with a few turbodiesels in its time, here's the newest M550d.

BMW’s 3-stage turbocharged turbodiesel engine power X5 and X6 M50d derivatives and, late last year BMW revealed its quad-turbo M550d: 760 Nm and 0-100 kph in 4.4 seconds, with unparalleled cruising efficiency. It's a more usable performance car nearly everywhere, most of the time, than the more dramatic and expensive M5.

Audi’s done much the same, championing the agenda of high-performance turbodiesels, especially in its SUVs. It remains the only brand to have successfully marketed a turbodiesel-powered V12 SUV (the 2009 Q7, with no less than 1000 Nm of torque on tap) and SQ5 was a breakthrough high-riding performance car for Audi, being its first turbodiesel S-model. The current SQ7 boosts 900 Nm and boasts a claimed 0-100 kph time of 4.7 seconds. The credibility of those numbers is undeniable.

AMG as the outlier

Mercedes-Benz built a diesel-powered supercar concept once, a rather long time ago. In 1978 its futuristic C111 concept set an amazing speed record of 316 kph, powered by a 170 kW engine. If BMW and Audi have remained committed to the notion of high-performance turbodiesel over the last decade, why not Mercedes-Benz?

Think of it. There isn’t a single performance-orientated Mercedes-Benz turbodiesel-engined model on sale. Isn’t that curious? The explanation for this is solely attributable to AMG, who tried a 50ppm performance car – but only once.

The Mercedes-Benz C111 of 1978. A futuristic way of looking at diesel performance. 170 kW and a top speed of 316 kph.

AMG has an alarming predisposition for trying to make a performance car of just about any Mercedes-Benz. There is simply no other explanation for something such as an R63 AMG. This unrestrained enthusiasm spilled over into the world of turbodiesels with the C30 AMG, a true turbodiesel vehicle from Affalterbach, built on the W203 platform. Just as BMW’s triple- and quad-turbocharged M-car turbodiesel are considered true M GmbH vehicles, so too the C30 was an authentic AMG.

C30 wasn’t powered by a mere plug-and-play upgrade of the W203 series C270’s diesel engine. AMG invested in creating its very own 3.0-litre turbodiesel by adding lengthening the cylinder stroke, which boosted engine outputs to 170 kW and 540 Nm, coincidently a peak power number matching the C111 diesel supercar of the 1970s. Here was a C-Class diesel with 35% more power and great cruising economy. Success appeared certain.

Of all the cars AMG had a hand in, this R 63 AMG might just be the weirdest.

Despite its impressive performance, the C30 AMG was never evolved and quietly discontinued. The claimed 0-100 kph sprint time of 6.8 seconds might have been blistering for a turbodiesel-engined car in 2002, but it was still 27% slower than a comparable C32 AMG. C30 remains the only diesel AMG ever and perhaps an unrecognised symbol that at least some of Germany’s best engineers realised that turbodiesel technology was not everything it was being promised to be.

Mercedes-Benz allowed Audi and BMW free rein to establish S-line and M-division turbodiesel models, which it knew AMG would never be motivated to counter. That confidence must have stemmed from the knowledge that, ultimately, the turbodiesel story could not continue to deliver huge gains in power, throttle response and emissions compliance. It’s possible that AMG’s technical people anticipated that on a trendline of development, BMW and Audi would eventually deliver hugely sophisticated turbodiesel engines into a doomed market.

The AMG advantage

Like the diesel-powered C111 concept, C30 is a forgotten Mercedes-Benz. Despite not achieving much sales success and only being marketed for two short years (2002-2004), this (left-hand-drive-only, because of the limitations of its packaging) diesel AMG served a crucial purpose in dissuading Affalterbach’s finest engineers from investing precious time and technical resources on an engine type which is now a condemned configuration.

Audi and BMW have invested heavily to birth a line of immensely advanced turbodiesel engines which have edged terribly close to matching petrol-powered throttle response, but it has all been in vain. German legislation will soon nullify the appeal of any fast diesel-powered SUV or sedan in autobahn country and Europe’s other market of destiny for high-performance truck-fuelled vehicles, the United Kingdom, has seen buyers hastily abandoning the black nozzle at fuel pumps.

The C30 lasted just 2 years in production and remains AMG's only foray into high-performance diesels.

Without German R&D investment, there will be no future high-performance turbodiesels. Porsche has already confirmed it is done with turbodiesel engines, which, by implication, means Audi will soon be too. BMW’s engineering spend will certainly return to matching petrol engines with a form of hybridisation for its future M-Division products, foregoing any future M-cars with a ‘d’ suffix. When AMG’s boss, Tobias Moers, was questioned about his division’s resistance to diesel the answer was simple: he’d rather spend the engineering resources on marrying petrol engines with electrification.

The turbodiesel trend rode a nearly unstoppable wave of torque throughout the last decade, although if you were a very astute industry observer the absence of diesel-powered AMGs always begged a contrarian question of scepticism. The drama around diesel has passed nearly unnoticed in Affalterbach. It’s also the reason why AMG is linearly powering ahead in global sales, unaffected by worrying about engines it might have to replace, unlike BMW’s M-division and Audi’s S-line product planners, who have parented a host of hugely impressive turbodiesel engines for which there might soon be no market for…

Volkswagen Tiguan Allspace (2018) Video Review

Volkswagen has introduced a 7-seater version of its well-liked Tiguan. It gets a slight visual tweak and a new engine (sort of).

In May this year, Volkswagen SA launched the Tiguan Allspace, a longer, more practical Tiguan, which offers a third row of seats and thus seating for 6 passengers.

With competitive pricing, the Allspace fills a niche in the Volkswagen line up and has few competitors, barring perhaps the Nissan X-Trail 7-seater.

In this video, we take a look at the versatility of the new seating arrangement, as well as the engine options, towing capability and new looks of the Tiguan Allspace.

Flagship Audi Q8 Revealed [w/video]

Audi has revealed its flagship Q8 SUV! Take a look at what the sporty-looking newcomer has to offer…

Previously we only had design sketches to ogle over but official details of the new Q8 have now been released by the Ingolstadt-based brand.

The powerful design of the new Q8 SUV incorporates a thick single-frame grille with vertical chrome slats which also featured on the Q8 Concept shown at the Detroit Motor Show in 2017. The Q8’s imposing design is further emphasised with a creased bonnet, sleek Matrix LED headlights and gaping air intakes.

The aggressively-styled Q8 is set to rival the Mercedes-Benz GLE Coupe and BMW X6.

Viewed from the side, the Q8 features a sloping roofline, raked C-Pillar and frameless windows to enhance it's coupe-like appearance. The new design language draws inspiration from the Ur-Quattro of the 1980’s.

At the rear, the Q8 wears slim tail lights with a continuous brake light and trapezoidal dual exhausts. A dash of rugged appeal is added with front and rear skid plates and flaring side skirts. The look is rounded off with large wheels filling the arches.

The Audi Q8 shares its MLB Evo platform with other models such as the Audi Q7, Volkswagen Touareg, Bentley Bentayga and Lamborghini Urus. The Q8 will rival the likes of the BMW X6 and Mercedes-Benz GLE Coupe.

The interior boasts the very best technology in Audi's arsenal…

On the inside, the driver is cocooned in leather with the interior design sharing similarities with the A6, A7 and A8. It's an all-digital affair inside the Q8 with Audi's 12.3-inch Virtual Cockpit placed directly ahead of the driver. Furthermore, there are also 2 touchscreens found in the centre stack to take care of infotainment/navigation and in-car convenience feature settings.

In terms of practicality, the Q8 offers a large and spacious interior with the load bay measuring at 605 litres and expanding to 1 755 litres with the rear seats folded down. The tailgate is electrically operated and an electronic parcel shelf is offered as an option.

Engine power

The Q8 50 TDI is powered by 3.0-litre V6 engine with 213 kW and 600 Nm of torque and features mild-hybrid technology with a 48-volt electric system incorporating a lithium-ion battery and a belt alternator-starter. Audi says the system can recover up to 12 kW of power during braking and feed it back into the battery.

The engine is mated to an 8-speed tiptronic automatic transmission while quattro all-wheel drive ensures maximum traction. The Q8 will sprint from zero to 100 kph in 6.3 seconds.

The engine range will expand at a later stage with an additional turdodiesel engine joining the mix, as well as a potent 3.0-litre turbopetrol engine with at least 253 kW expected. A plug-in hybrid (PHEV) is also on the cards and the Q8 will also likely be offered in S and RS guise. The Q8 RS may even offer as much as 395 kW.

The new Audi Q8 is built in Bratislava, Slovakia and will go on sale in Europe in Q3 of 2018. A spokesperson from Audi South Africa has confirmed that the new Q8 will be launched in South Africa before the end of 2018.

Buy a new or used Audi on Cars.co.za

New Suzuki Dzire (2018) Specs & Price

Suzuki has introduced the new Dzire sedan as a standalone model in South Africa. Herewith specs and pricing for the newcomer…

You may recall the Swift Dzire sedan which was sold alongside the popular Swift and often referred to as ‘a Swift with a boot’? Yes? Well, that model is no more. Instead, Suzuki has now developed the Dzire sedan as a standalone model, featuring its own styling and riding on a new platform to best serve its intended target market — young families.

Engine power

The Dzire is light, which means its 1.2-litre petrol engine should provide adequate pulling power while returning good fuel consumption figures.

The Suzuki Dzire is fitted with the same naturally aspirated 1.2-litre petrol engine that powers the new Swift. This engine has outputs of 61 kW and 113 Nm of torque and can be had with either a 5-speed manual or an automated manual transmission (AMT).

Weighing in at only 890 kg, some 75 kg less than the previous Swift DZire sedan, this new Dzire carries a claimed fuel consumption of 4.9 L/100 km and it should prove to be quite frugal in real-world driving situations.

Exterior design

The new Dzire sedan wears a polyoganal grille with chrome accents and is flanked by large headlights and integrated fog lights. LED tail lights are seen at the rear. Suzuki says that the design of the Dzire has an improved drag coefficient of 18% compared with the previous Swift Dzire, which results in a quieter cabin when driving at speed and consumes less fuel overall.

Buyers can choose from a range of exterior colours including Oxford Blue Pearl Metallic, Sherwood Brown Pearl Metallic, Gallant Red Pearl Metallic, Arctic White Pearl, Silky Silver Metallic, Magma Grey Metallic and Midnight Black Metallic

Interior design

The Dzire GL offers reasonable standard specification…

The Dzire now features its own uniquely styled cabin with silver accents used extensively on the dashboard while the air vent design matches the look of the front grille.

A new instrument cluster with a multi-information display is fitted and the DZire GL derivative adds a tachometer, additional silver accents, white illumination, rear air vents, extra 12V socket, sound system with USB and Bluetooth support, steering wheel mounted controls and electric colour-coded side mirrors. GL specification also includes a foldable rear armrest with integrated cup holders.

All Dzire sedans feature manual air conditioning, front and rear electric windows, 2 airbags (driver and front passenger), a tilt-adjustable steering column, a security alarm and immobiliser and rear ISOFIX child seat mounts.

Boot space has increased by some 26% in this latest Suzuki Dzire.

In terms of practicality, space for rear passengers has improved dramatically with an additional 55 mm of legroom while shoulder room has improved by 15 mm. The driver and front passenger now have an additional 10 mm of shoulder room. The DZire’s boot now measures 378 litres which some 78 litres or 26% bigger than the previous Swift Dzire.

Suzuki Dzire – Price in SA (June 2018)

Suzuki Dzire 1.2 GA Manual – R161 900

Suzuki Dzire 1.2 GL Manual – R177 900

Suzuki Dzire 1.2 GL AMT – R191 900

The Suzuki Dzire is sold with a 5-year/200 000 km mechanical warranty and a 2-year/30 000 km service plan.

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Classic Drive: BMW 325iS “Gusheshe” & 333i

As BMW South Africa ends production of the 3 Series, we take a spin in 2 local editions of the box-shape (E30) 3 Series that continue to enjoy a fanatical following to this day.

It’s often said that you should never meet your heroes. I can vouch for this because during the past 2 decades or so in the motor industry, I’ve often met mine. You quite regularly walk away from such a meeting with that hero image in tatters. My most vivid recollection of such an occasion was with the highly praised (in the UK media) TVR Tamora, but that’s another story…

So, when I finally closed the door of an iconic Gusheshe (E30 325iS) and fired up that legendary straight-6 on a crisp winter morning in Gauteng, I was desperately trying to keep expectations low. This was, after all, a machine that any youngster interested in cars during the ’80s and ’90s idolised. Whether you were in the BMW or Opel camp during the heydays of Group N racing didn’t matter – the 325iS demanded respect. It’s always had mine.

Driving the Gusheshe

Super compact by modern standards and brought back to factory-fresh look-and-feel, driving the 325iS doesn’t disappoint.

“Did people in the ’80s really have such small feet?” As I familiarised myself with the relatively cramped footwell and noticed the “closeness” of everything, including the side window glass, I couldn’t help but marvel just how big the outgoing F30-generation 3 Series I had just driven before feels like in comparison. There’s an intimacy about driving older cars that is very addictive to me, and the 325iS certainly provided that, even before the wheels started turning.

BMW South Africa has done a very good job with this restoration – look at the image below (as well as the video) to get an idea of the initial state of the car, and my co-driver and I wondered whether the entire fascia, and all its switchgear had been updated with new parts. The checked “Uberkaro” velour upholstery endows the cabin with a very ’80s feel. There’s also a hewn-from-solid feel that bears testimony to the excellent build quality – this car simply doesn’t “feel” more than 30 years old. And unlike modern cars, you are not “swallowed” by the cabin of the E30, but are afforded a startlingly clear and expansive view of the world.

The restoration work on the 325iS was carried out by the BMW SA Press Vehicles Technicians.

By modern standards the outputs seem low, with the 2.7L engine (featuring plenty special Alpina bits) pumping out “only” 145kW or 155kW, depending on whether it is an Evo1 or Evo2 – this particular car is an Evo1. The torque figure for both derivatives sits at 265Nm, but the peak is slightly higher on the Evo2. Keep in mind, however, that the 325iS’s weight is rated at around 1 200kg, comparable to a smaller current hatchback such as a VW Polo. Also, with a 25% limited slip differential and M Sport suspension with Bilstein struts, the racing genes shine through quickly. Back in the day, a 0-100kph time of around 7.5 seconds was not to be sniffed at, and neither was a 230kph top speed.

But those figures are largely academic, however. I wasn’t going to push the limit with BMW South Africa’s latest museum piece… or so I thought. The convoy moved at a surprisingly brisk pace. BMW obviously wanted us to really get a feel for what made the Gusheshe, to use its popular nickname, so intoxicating. It’s all about the engine and the handling. There’s a smidgen of play in the steering, and a slight lack of immediate retardation from the brakes that one has to get used to, but once settled in, this is an easy car to drive swiftly. It’s also quite remarkable how comfortably damped it is, even on poor surfaces – this was certainly no stripped out racing special.

The E30 shape just gets more desirable with age. The 325iS Evo1 had several aluminium body parts, including the doors and bonnet.

The engine is glorious, though this recently restored car might still be a little “tight”. Nevertheless, it loves to chase the red line and remains so buttery smooth that you’ll want to do it often. Very quickly you’re doing silly speeds, and I have no doubt that, back in the day, this car also doubled very effectively as a long-distance high-speed tourer. For obvious reasons, no sideways antics were attempted, but for what it’s worth, the 325iS felt reassuringly stable and secure in faster corners – I had expected more twitchiness, but it would appear the 325iS has to be purposely provoked into sideways antics. Of course, back off in a fast corner and you have to keep your wits about you.

333i – Still the King?

Still slightly tingling from the faster-than-expected drive in the 325iS, it was soon time to hustle the older and extremely rare 333i (only around 200 units were sold to the public). Now, this was essentially “South Africa’s M3”, seeing as we never got that legendary model, and it saw the M30 engine from the 733i shoehorned into the much tighter engine bay of the E30. In fact, the engine was such a tight fit in this car that you could have either power steering or air-conditioning but not both.

The 333i drew admiring crowds wherever we went in Johannesburg.

Initially the lighter trim in the 333i’s cabin, and its slightly older ergonomics, create the impression that this is going to be a less sporty drive. There’s also that strange dog-leg shift pattern to get used to – reverse is where you’d typically find first, so you have to get your head around shifting up, towards the facia, for second. Fire up the large-capacity straight-6 and it has a noticeably deeper sound to it. Ease out the clutch (I embarrassingly stalled the 325iS on the first attempt) and you are immediately struck by the whack of torque available from low revs.

The 333i pulls more eagerly from lower speeds than its younger sibling – in fact, my co-driver and I were startled by just how strong (and fast) the car felt. Quoted power is 145kW, but every one of those kilowatts appears to have spent time at the gym because this 333i is rapid! Performance testing back in the ’80s showed it to be marginally quicker to 100kph than the either of the 325iS derivatives, but we’re talking split seconds. On the road, during this drive, however, the 333i felt livelier, faster… more willing to play.

I suspect much of the above has to do with the fact that the 333i was restored first and has since done some mileage and has also undergone further refinement. The 325iS restoration is still relatively new, and I suspect there’s more to come from that car.

Enduring legend

The recently restored 325iS joins the 333i, an M1 and a 750Li by Esther Mahlangu in the BMW South Africa heritage car collection. BMW’s plan is to build this collection to showcase its proud history to visitors to its Midrand head office, as well as the factory in Rosslyn. Two more cars have recently joined the collection, in the shape of the last-ever 340i built locally, and the first new-generation X3 to roll of the production line.

In recent years the values of well-preserved 325iS and 333i cars have skyrocketed, and while it’s tempting to acquire one and hide it away, that would mean missing out on some exquisite driving experiences. I’m happy to say that I left Gauteng with the hero images of these 2 special cars very much intact. And I’ll never forget the howl of that 333i during the moments I could safely open the taps. If anything… I want one even more now.

You may also be interested in;

SentiMETAL Ep3: The unique-to-SA BMW 333i (video)

Stunning classic Bimmers at BMW 100 Festival (video)

A day at BMW Classic HQ (gallery)

The greatest BMWs ever – from a South African perspective

Looking to buy a new / used BMW 3 Series?

Find one on Cars.co.za today by clicking here

5 Fuel-Saving Car Features & How They Work

Over and above the rise in the government's fuel levy in April 2018, a weakening exchange rate and rising oil prices have resulted in South Africans paying record prices for fuel in June 2018. Never has there been a time where we need fuel-saving technology more than we do now. But what are some of the in-car technologies that can help us save fuel, and do they really work?

We take a look at a few that might just help you spend less at the fuel pump.

The button marked with a circled capital A denotes the Stop/Start deactivation/activation button.

Stop/Start

This is by no means new technology, but it came about to help make cars more fuel efficient. It works by cutting the engine when you stop the car at a traffic light or intersection (or in a traffic jam!), and as soon as you take your foot off the brake the engine starts up again. It has been disputed as to whether this technology actually saves fuel, but the consensus is that the amount of fuel saved depends almost entirely upon the type of driving done with this system. If you sit in heavily congested traffic on a daily basis, stop/start will help you save fuel. If you are doing a lot of open road driving, then it is less likely that this system will be of much use to you.

Steering wheel-activated cruise control allows you to set and restore cruise control and adjust sustained speeds at the flick of a switch.

Cruise Control

Another technology that has been around for many years is cruise control and, in more recent years, adaptive cruise control. This system, when activated, automatically maintains a selected constant speed so that a driver does not need to make (sometimes unnecessary) accelerator inputs to maintain a vehicle's on-road momentum. Adaptive cruise control not only employs dynamic acceleration and braking to keep your car at a constant speed, but uses a radar (or camera) to maintain a safe following distance to other vehicles. It might seem as if this technology is merely convenient, but it keeps us away from the fuel pumps for longer. A constant speed is more fuel efficient and adaptive cruise control means the car won't brake or accelerate harshly (unless prompted to do so). Convenient and money-saving; we love that.

The recently unveiled Ford Fiesta ST features a 1.5-litre 3-pot engine that can operate on only 2 cylinders to improve fuel efficiency.

Cylinder Deactivation

Petrolheads we are always looking for more power, but with more power comes a higher fuel cost. This is where something like cylinder deactivation technology works in our favour. It simply works by shutting off a number of cylinders that are not in use. For example, if you have a V8 engine, that engine will be using 8 cylinders all of the time, even when all of them are not required to provide propulsion and, therefore, burn fuel unnecessarily. This tech will shut off 4 of those cylinders when you are at a constant speed and do not require the added power. It is estimated that this technology can improve engine efficiency by 7.5%, and, in the case of the Fiesta ST, some smaller engines feature it too, which augers well for more widespread implementation in the near future, as long as the "controlled misfires" do not impede refinement.

Even the Lexus CT200h petrol-electric hybrid has an Eco mode, which adjusts various vehicle settings in the pursuit of optimal efficiency.

Eco Button

These buttons are in many cars these days, but what do they actually do? For starters, they are not just helping the environment by ensuring less emissions are emitted, but they also modify certain systems to utilise less fuel. Most Eco buttons will reduce aircon control such as turning down the fan speed, throttle and transmission behavior will be altered, a stop/start system will be activated, and automatic transmission patterns will be swapped out for more relaxed driving where the transmission will move to a higher gear ratio as quickly as possible and avoids using first gear unless necessary, this places less strain on the engine therefore uses less fuel.

Mild Hybrid

Most of us are all fully aware of what a hybrid is by now (think Toyota Prius), it's a car that operates through a combination of petrol-fed engine and an electric motor and can operate on battery power alone for short distances. Mild hybrid technology is much closer to conventional cars with combustion engines. The difference between a mild hybrid and a full hybrid is that the electric motor does not propel the vehicle on its own. It is merely there to assist the combustion engine. It saves fuel by shutting off the engine when the vehicle is stopped, braking or cruising. Depending on the system, some mild hybrids can capture mechanical energy during braking. A mild hybrid system can improve fuel efficiency by between 10 and 15%. They cost less than that of a full hybrid, but for the moment we are only really seeing them in luxury cars such as the new Volkswagen Touareg and Mercedes-Benz S-Class. We will, however, see it trickle down to more affordable cars such as the next Volkswagen Golf.

Cheat sheet

Your car might not have any of this tech to help with your fuel consumption, but don’t panic, because by slightly changing your very own driving behaviour you can reduce your car's fuel consumption. Here are 5 easy tips to delay fill-ups as long as possible:

Ensure your tyres are correctly inflated
Avoid harsh braking or accelerating
Lighten the load by removing all unnecessary items from your car
Service your car when it is required
Avoid roof racks or boxes

147 kW Jaguar E-Pace For SA

Jaguar has bolstered the local E-Pace lineup with the addition of a 147 kW 2.0-litre turbopetrol engine as well as offering adaptive suspension and Smart Settings self-learning technology across the E-Pace range.

The recently-introduced Jaguar E-Pace range will soon welcome a 147 kW 2.0-litre turbopetrol engine to the local lineup in October 2018, but orders can now be placed at your nearest Jaguar Land Rover dealerships.

Jaguar claims a fuel consumption figure of 8.2 L/100 km for the 147 kW E-Pace and it's claimed to sprint from zero to 100 kph in 8.2 seconds.

Added Features

In addition to this, the E-Pace can also be had with self-learning technology known as Smart Settings, which will also feature on the forthcoming I-Pace which is due to arrive in South Africa in 2019.

According to Jaguar, Smart Settings learns the driver’s habits and anticipates their needs. For instance, the E-Pace can recognise the driver based on the key fob or Bluetooth signal emitted from a smartphone. The car will then proceed to automatically adjust the seat settings specifically for that driver and set the interior climate and infotainment settings based on previous preference.

Algorithms will tailor settings over time and up to 8 different profiles can be accommodated. Other features include an Intelligent Phone Reminder (reminds you if you have forgotten your phone) and Predictive Call List (learns your most popular contacts). Smart Settings is offered as part of the optional Connect Pro Pack which also includes a 4G Wi-Fi Hotspot, Pro Services and Navigation Pro.

Buyers can also opt for an E-Pace with Adaptive Dynamics to enhance ride comfort and handling ability. Using continuously variable damper technology, Adaptive Dynamics monitors vehicle movement every 2 milliseconds and calculates and adjusts the required damping every 10 milliseconds to improve ride and minimise body roll.

Buy a new or used Jaguar E-PAce on Cars.co.za

Watch our video review of the Jaguar E-Pace below!

Shelby F-150 Confirmed for South Africa

Shelby South Africa has confirmed that it will be bringing in a number of Ford F-150 trucks with Shelby conversions. Here's what you need to know about these beasts.

The Ford F-150 bakkie is a product which South Africans continually ask for, but due to the lack of a right-hand drive version, our hopes of American truck ownership are ruined. Or are they? Shelby South Africa confirmed that it will be bringing in a number of F-150 units and converting them to right-hand drive. There are three Shelby derivatives on offer; Shelby F-150, Shelby F-150 Super Snake and Shelby Raptor.

From what we can see, the Shelby takes the existing Ford F-150 Supercab in Lariat trim as a platform and then transforms it into an absolute monster with cosmetic and performance enhancements. The 5.0-litre V8 pushes out 298 kW and 542 Nm in stock trim, but with a Shelby supercharger, power breaches the 560 kW figure! The Raptor's V6 biturbo motor produces 336 kW and 691 Nm, but with the Shelby touch, it now produces 391 kW and 827 Nm. The Shelby Raptor also gains Fox Racing shocks and special BF Goodrich tyres.

Shelby F-150 Specs

Shelby F-150 Super Snake Specs

Shelby F-150 Raptor Specs

Shelby Ford F-150 Price in South Africa (June 2018)

Here's where it gets tricky. Bringing these trucks into South Africa is a process which is vulnerable to fluctuations in the exchange rate. It is important to note that you will still need to purchase and import an F-150 through Shelby which adds around R1 million to the final cost. According to Shelby SA, the final cost of the conversion of the vehicle to Shelby and right-hand drive specification will be between R1.2 million and R1.5 million. Shelby SA will invoice the client for the final cost of the conversion of the vehicle and the client will be required to pay the following deposits to Shelby SA:

Shelby F-150 R950 000

Shelby F-150 Super Snake R1 100 000

Shelby Raptor R1 350 000

Import duty plus actual cost of the vehicle plus the conversion means the new Shelby F-150 bakkie is not cheap, with estimates putting it around the R2.8-million mark. Also, due to legislation, the customer may not transfer the vehicle out of their name for a minimum of two years. The vehicles will be shipped to South Africa and the conversions will take place in Port Elizabeth, at Hi-Tech Automotive (which is a Shelby-approved facility). Hi-Tech Automotive will take care of the NRSC approvals, clearance documentation and the registration of the vehicle onto the NRSC system. Shelby will then deliver the vehicle to you, or you can collect it in Port Elizabeth. The Shelby F150 bakkie comes with a 3 Year/50 000 km Shelby warranty. Once you place your order, you can expect a 6-month lead time from the date of deposit. Want one? Then best you head to this link and enquire, or give them a ring at 022 487 1546.

New Car Sales Summary for May 2018

New vehicle sales and exports improved marginally during May 2018 according to the National Association of Automobile Manufacturers of South Africa (NAAMSA).

New car sales in South Africa during May 2018 recorded an improvement of 2.4% compared with the same period last year while export sales reflected an increase of 13.9%.

WesBank’s Executive Head for Sales and Marketing, Ghana Msibi, commented on the results, “Coming off the poor performance of the industry in 2017, the year-on-year recovery is encouraging, but it’s important to not misinterpret the recovery as growth.”

Year-to-date data shows that total sales in the first 5 months of year is down by 1.6% compared to the same period in 2017.

New Car Sales Summary – May 2018

Aggregate new vehicle sales of 42 984 up by 2.4% (+1 022 units) compared to May 2017
Passenger car sales of 26 561 up by 0.7% (+179 units) compared to May 2017
Light Commercial Vehicle (LCV) sales of 13 977 up by 3.2% (+434 units) compared to May 2017
Export sales of 32 731 up by 13.9% (+3 982 units) compared to May 2017

Top 10 Car Brands in SA

Toyota – 10 688 units
Volkswagen – 6 524 units
Ford – 4 164 units
Nissan – 4 100 units
Hyundai – 3 190 units
Renault – 1 781 units
Isuzu – 1 665 units
BMW – 1 475 units
Kia – 1 276 units
Mazda – 1 206 units

Top 10 Best-Selling Cars in SA

Toyota Hilux – 3 338 units
Ford Ranger – 2 819 units
VW Polo – 1 979 units
VW Polo Vivo – 1 904 units
Nissan NP200 – 1 825 units
Toyota Quantum – 1 482 units
Isuzu KB – 1 298 units
Toyota Corolla/Auris/Quest – 1 228
Toyota Fortuner – 1 102 units
Hyundai Grand i10 – 1 081 units

Sales Outlook

NAAMSA expects new vehicles sales to improve gradually over the medium term as demand for new vehicles recover. Factors contributing to the positive outlook include moderate new vehicle price inflation, improved political/policy environment, reduced interest rates and unchanged international credit ratings.

Economic growth, as well as business and consumer confidence, is also expected to improve for the remainder of 2018 and into 2019 with NAAMSA predicting an overall annual sales improvement of 3% in 2018. Furthermore, global growth will continue to support exports going forward. NAAMSA, however, warns that the current wave of protectionism could have a negative impact on the global economy.

Suzuki Swift (2018) Launch Review

The repackaged, next-generation Suzuki Swift has landed in South Africa. Suzuki's compact hatchback has formed the backbone of the Japanese company's global sales success, so a radical departure to a winning formula would probably be ill-advised. Does the new Swift still deliver?

What's it like to drive?

Standard features

Summary

Suzuki Swift (2018) Price in South Africa

Further Reading:

Want to purchase a Swift?

AMG’s One – and Only – Turbodiesel

German car manufacturers have either been embroiled in the Dieselgate scandal, or are the subject of rumours surrounding what's widely regarded as the beginning of the end for turbodiesel propulsion in road cars. You never hear AMG's name mentioned. Why?

Speed. Efficiency. Emissions. Pick two.

AMG as the outlier

The AMG advantage

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Classic Drive: BMW 325iS “Gusheshe” & 333i

As BMW South Africa ends production of the 3 Series, we take a spin in 2 local editions of the box-shape (E30) 3 Series that continue to enjoy a fanatical following to this day.

Driving the Gusheshe

333i – Still the King?

Enduring legend

You may also be interested in;

Looking to buy a new / used BMW 3 Series?

5 Fuel-Saving Car Features & How They Work

Stop/Start

Cruise Control

Cylinder Deactivation

Eco Button

Mild Hybrid

Cheat sheet

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147 kW Jaguar E-Pace For SA

Jaguar has bolstered the local E-Pace lineup with the addition of a 147 kW 2.0-litre turbopetrol engine as well as offering adaptive suspension and Smart Settings self-learning technology across the E-Pace range.

Related Content

Shelby F-150 Confirmed for South Africa

Shelby South Africa has confirmed that it will be bringing in a number of Ford F-150 trucks with Shelby conversions. Here's what you need to know about these beasts.

Shelby F-150 Specs

Shelby F-150 Super Snake Specs

Shelby F-150 Raptor Specs

Shelby Ford F-150 Price in South Africa (June 2018)

Further Reading

How Much Will The Ford Ranger Raptor Cost in SA?

Ford to Build Ranger Raptor in SA

Ford Ranger Raptor Revealed, Coming to SA [w/Video]

Ford Ranger Raptor: 5 Things You Need to Know

Facelifted Ford Ranger Confirmed for SA in 2019

New Car Sales Summary for May 2018

New vehicle sales and exports improved marginally during May 2018 according to the National Association of Automobile Manufacturers of South Africa (NAAMSA).

New Car Sales Summary – May 2018

Top 10 Car Brands in SA

Top 10 Best-Selling Cars in SA

Sales Outlook

Related Content