Fiat has partnered with premium speedboat builder Riva to produce a limited run of 500 hatch and convertible models.
Some may question why it would be necessary for Fiat to produced yet another edition of its 500 hatchback, but for those who love wood trim (yes, we know you're out there) and bespoke finishes, the Italian marque has combined with boat builder Riva to add some boat themed-additions to both the hatchback and convertible. The Riva 500 is limited to just 20 models in SA.
Some of the unique touches include the Sera Blue paintwork, a double aquamarine stripe along the bodywork and 20-spoke 16-inch wheels. The central dashboard has hand painted mahogany inlays and a Riva logo. The door sills and gear knob are also crafted from mahogany and there’s Sera Blue piping along the seats.
The only engine available is the 2-cylinder 0.9-litre TwinAir unit. There’s 62 kW on tap and it’s available either a manual or automatic gearbox.
Pricing
It is on sale immediately. The hatchback version costs R267 900, the convertible R303 900 and a 3-yr/100 000 km warranty and maintenance plan are standard.
With the ultimate goal of establishing a globally recognised event, the second annual Concours South Africa looks set to attract some of the finest automobiles in Mzansi this year.
“Concours South Africa was the realisation of a dream we had nurtured for a number of years,” says organiser Ross Crichton. “The amazing response we had to the first event has seen special-interest car owners, sponsors, finance houses and the classic car fraternity already embrace the event for 2017. This has encouraged us to bring the event to an even higher level for 2017.”
Venue and Dates
Manana Nhlanhla, with Concours South Africa organiser Ross Crichton and her 2016 Show & Shine-winning Mercedes-Benz 190 SL.
The event is scheduled to take place from 3 to 6 August 2017 at Sun City. In its debut year, the Concours attracted 60 vehicles, but this year the number looks set to be double at the very least in the Concours-proper, with the Show & Shine category swelling the overall number towards the limit of around 150.
“We feel this is a realistic figure for our judges to cope with. Incidentally, we are retaining the same judging team headed up by Wayne Harley, curator of the Franschhoek Motor Museum, but (and we are very excited about this) augmented by judges with vast internationalconcours experience! They will be especially flown into South Africa for the event," said Chricton.
A surprise category winner in 2016, and third overall, was this 1970 Pontiac GTO, otherwise known as "The Judge".
Fellow organiser Paul Kennard agrees. “The buzz created by this year’s judging panel including the likes of Chris Routledge, CEO of Coys of Kensington, the international classic car auction house, and Robert Coucher, Editor of Octane Magazine, has put extra pressure on car owners to have their machines prepared to the highest of levels,” Kennard added.
“The likes of Mr Routledge and Mr Coucher are exposed to the world’s finest cars every day of their working lives.”
Concours SA will give the public the opportunity to view some of South Africa's most valuable and rarest cars.
Heading up the Judging Panel once again for 2017 is the Curator of the Franschhoek Motor Museum, Wayne Harley, who has been steeped in the classic car ethos for decades, and has also witnessed some of the world’s great Concours D’ Elegance events in Europe.
For the 2017 event the categories have been slightly changed to make them easier to understand for the entrants and the public.
Conference on classic car trends
The renowned classic car index company , HAGI – The Historic Automobile Group International – will be hosting a special conference on trends in international classic car values at Sun City on Thursday 3 August. So, if you're keen to know what classic car values are doing within a South African context, it would be well worth attending.
Find out more about the Concours South Africa here.
Some M Car aficionados will declare the 2018 BMW M5 an abomination because it utilses an all-wheel drive configuration for the first time in the illustrious Bavarian super sedan's history. However, they should try out the new M xDrive system themselves before making a hasty judgement, as our drive in a prototype version reveals that it makes the new M5 a better and still more enjoyable sports saloon to drive than ever before.
Specifications
Engine: 4.4-litre twin-turbocharged V8 petrol Transmission: all-wheel drive, eight-speed automatic Top speed: 250 kph (limited) 0-100 kph: "less than 3.5 seconds" Power: 462 kW at 6 200 rpm (estimated) Torque: 750 Nm from 1 900 rpm (estimated)
By Shane O' Donahue
This is our first taste of the 2018 BMW M5, and the big news is that it'll feature four-wheel drive for the first time in the nameplate's now 6-generation history. BMW calls it M xDrive and it has a lot of promise… the mechanical bits include an updated Active M Differential at the back that can apportion output to the rear wheels in any split whatsoever; a transfer case in the middle that uses an electromechanically activated multi-plate clutch to divide torque between the front and rear axles (again to any percentage whatsoever, from fully front-wheel drive to completely rear-wheel drive); and the use of a new development of the company's 8-speed automatic transmission in place of the old dual-clutch M DCT.
Controlling all that is a new in-house programmed brain, which also works with the Dynamic Stability Control (DSC) system. The target is a real M car driving experience, but with a much wider breadth of capability, especially when it comes to less than perfect weather.
The new M5 has a completely adjustable drivetrain. You choose where you want the drive to go via the iDrive selector.
By default, the DSC system is on and M xDrive is simply in "4WD" mode. Pressing the DSC button briefly activates M Dynamic Mode (MDM) and 4WD Sport for the xDrive, while the driver can choose between those 2 xDrive settings and full-on 2WD if they hold down the DSC button long enough to disable it completely.
Under the bonnet is an updated version of the previous M5's twin-turbocharged 4.4-litre V8, which BMW is staying tight-lipped about, suggesting it's only a little more powerful than before, if a lot torquier. We're estimating 460 kW and 750 Nm, though with a claimed 0-100 kph time of "less than 3.5 seconds", that latter figure might turn out to be a little pessimistic.
After all, the new M5 is only a smidgen lighter than the old one (the xDrive hardware adds weight, while the carbon roof and new G30 body take it away again) so even with all-wheel drive we think it'd need a good deal more torque to achieve that off-the-line acceleration.
Most of the interior of the prototype model is covered, expect the old DCT gearknob to look a little different this time around.
The interior of the prototype was covered up for the most part, but the usual M trinkets are present and correct, including a lovely new steering wheel with repositioned M1 and M2 buttons, gorgeous bucket seats trimmed in leather and a chunky new gear selector with the Drivelogic toggle switch built in. The instruments have been restyled too and the centre console is a little different to that of the regular 5 Series.
We're going to focus mostly on the xDrive system here, as details about the rest of the car are scant and we only tested the M5 on track. First up was a few laps of a high-speed circuit on a damp, but slowly drying track, following a BMW M4 GTS driven by none other than Timo Glock, one of BMW's works DTM race drivers. He wasn't hanging about, but the M5 made it relatively easy to hang on to his tail thanks to the lusty V8 of course, but also the traction afforded by the chassis.
DSC intervenes subtly
In 4WD mode with the DSC turned on, progress is swift and effortless, and very safe. The DSC kicks in early, reacting quickly to changes in grip level, though it's so smooth that the only tell-tale is the orange light flickering in the dashboard. This set-up will be great for everyday use in all conditions on the road.
Keeping up with ex F1 driver Timo Glock in an M4 GTS was easier than expected with the huge torque delivery of the M5.
Moving into the MDM and 4WD Sport setting, the M5 feels much more like you'd expect a car bearing that hallowed badge would. More power is sent to the rear axle by default and it undoubtedly feels like a rear-wheel-drive car to start with. Only when you considerably exceed the grip levels of the rear tyres do you detect a smooth transition of torque to the front axle, but you need to be trying pretty hard to get to that stage, and the DSC system allows a gratifying amount of slip too, which is enough to get a bit of a thrill from the car without relying completely on your own skill level. This is the setting keener drivers are likely to use most of the time, even on the public road.
Huge amounts of traction and grip
We'd expect only the more experienced drivers to turn off the DSC completely, but it can be done without any fear, as our test on a soaking wet handling circuit revealed. There are huge amounts of traction and grip and the new M5 really does telegraph its limits remarkably well, whether the surface underneath is wet or dry. In 4WD mode, it still grips and behaves relatively neutrally. Indeed, if you want to slide it about in this setting then you really have to provoke it.
The 4WD Sport mode is rather different, as the car can easily be coaxed into a controllable, yet lurid-looking, power slide at will. It's huge fun in the right conditions and it's possible to push things very far and still recover the slide. That's probably partly to do with the new electrically assisted power steering system, which is more direct than before, but also, reckons BMW M's engineers, the revised Active M Differential. Whatever they've done, it's simply brilliant…
Even in the wet the M5 wasn't much of a handful. We look forward to a drive on regular roads to see how easy it really is to drive.
And the controllability of the base chassis is underlined when you switch it into 2WD mode and tackle the same piece of track at the same speed. Sure, it goes more sideways quicker if you want it to and you need to be ready with the opposite lock sooner, but it's still relatively friendly to drive fast in wet conditions.
Summary
Now, we have not yet driven the new BMW M5 on the public road, we don't yet know all its technical specifications and it may turn out quite expensive, but one thing we can categorically state is that the new M xDrive four-wheel-drive system enhances the driving experience no end, potentially helping the M division create the… best… M5… yet.
Watch the BMW M division's promotional video for the 2018 M5 Prototype:
BMW has reinvented its 8 Series first class sports coupe and showcased the concept car at the 2017 Concorso d’Eleganza Villa d’Este…
The 8 Series Concept takes its cue from the 6 Series, but with much more design flair and sweeping lines courtesy of its elongated wheelbase. The 8, arguably the best-looking BMW since the Z8, will replace the 6 Series coupe in BMW’s model lineup, but the 6 Series Gran Coupe (4-door) will remain.
The 8 Series, when it comes to fruition, is likely to be built on the current 5 and 7 Series platform. The design looks like an interesting departure from the humdrum design we have seen of late from BMW. It sits very low, with an acutely raked windscreen that screams GT cruiser, much like the long-discontinued late Eighties original 8 Series did.
The headlights look a little too narrow to be production-ready, but expect the front end to remain aggressively-styled, if less ornate. The kidney grille with its boomerang slats is certainly polarising, too.
BMW has trademarked the nameplates 825i, 830i, 835i, 845i, 850i, 860i, M850i and M8; we would not be surprised if the 448 kW/800 N.m 6.6-litre V12 turbopetrol from the M760Li xDrive featured in the 860i!. The new 8 Series’ production is expected to kick off in 2018. Watch this space…
Children on the back of a bakkie new law falls short
It is now against the law to transport school children on the back of a bakkie for reward. However, the real problem lies in the vague regulations that prescribe the manner in which vulnerable young people can be transported on the back of LCVs, writes consumer journalist Wendy Knowler.
Just the thought of it makes first-world parents shudder with horror – young children routinely being ferried to school in places designed for goods, not humans – mainly the back of bakkies. Too many parents have buried children who’ve died after being ejected from bakkies during accidents; accidents that children securely strapped into the back seats of passenger vehicles would have survived.
Newspaper reports carry eyewitness reports that sound heartbreakingly similar to this one after 8 Pietermaritzburg primary school children were killed in early 2015: “The driver was going so fast and I saw the bakkie swaying and then I just heard screams and saw children flying off the bakkie…”
The law does not prescribe a limit the number of people who can be transported on the back of a bakkie.
It’s illegal to transport children in the goods compartment of any vehicle for reward, including the back of a hatchback and the boot of a car. However, the bakkie driver who tells his kids and their mates to hop in the back for a drive to the beach is not breaking the law – because he’s not charging them for the service, it’s legal, if not responsible.
The recent amendment targets the bakkies-as-paid-school-transport industry. But the practice didn’t become illegal on May 11, despite many media reports saying so, says Howard Dembovsky of Justice Project South Africa.
A commercial (goods-carrying) vehicle cannot be a 'taxi'
“Ever since the promulgation of the National Road Traffic Regulations in 2000, Regulation 250 has prescribed that: “No person shall on a public road carry any person for reward in the goods compartment of a motor vehicle," Dembovsky has been quoted as saying.
The amendment to Regulation 250 which came into effect on 11 May 2017 states: "No person shall on a public road convey school children in the goods compartment of a motor vehicle for reward."
Simply put, it has previously been illegal to transport anyone at all for reward in the goods compartment of a vehicle – but since 11 May 2017 it’s been illegal to transport school children and/or any other people in the goods compartment of a vehicle unless, in the latter instance, the transport operator has applied and paid for a permit to do so in compliance with the National Land Transport Act.
Then there’s Regulation 247, which lists the circumstances under which people may be transported in the goods compartment of a vehicle:
The back is enclosed to a height of at least 350 mm above the surface upon which such person is seated; or,
At least 900 mm above the surface on which such person is standing, in a manner and with a material of sufficient strength to prevent such person from falling from such vehicle when it is in motion.
'As many passengers on the back as the GVM allows'
But, as Dembovsky points out, there is no limitation on the number of people which may be transported in the goods compartment of a vehicle, provided the gross vehicle mass (GVM) of the vehicle is not exceeded. There’s also no legal need to have a canopy on the bakkie.
“All too often one sees people standing on the back of bakkies and/or sitting on top of the sidewalls of bakkies, or on top of other stuff in the back of a bakkie, such as furniture," Dembrovsky says. “This practice is completely unlawful and yet it is rarely enforced."
Parents should condition their offspring to become accustomed to being secured in child seats.
Speaking of a lack of enforcement, there’s another law designed to protect the lives of very young children being driven on our roads – not that you’d know it by observing families in transit. In terms of the National Road Traffic Act, children – defined as being between the age of 3 and 14 except, where they are taller than 1.5 metres – must be restrained in a car, by at least a seatbelt, and those younger than 3 years of age have to be restrained in a specialist child seat.
Too few motorists utilise child seats
The child car seat regulation came into force in May 2015, which gave rise to a spike in baby seat sales, but a year later, major baby goods retailers reported that there’d been no meaningful growth in baby seat sales as a result of the regulation. Many South African parents hold young children on their laps, believing that to be adequate restraint in the event of an accident, but no matter how tight their grip, the child is in grave danger, said paramedic Robert Mckenzie, media liaison officer for KZN EMS (Emergency Medical Service).
As recently as May 2017, a 7-month-old baby girl died after being flung from a car that left the N2 near Umhlali on the KZN north coast and rolled. The mother had been holding the baby at the time of the accident. She survived, along with another two adults in the car.
Unrestrained small child can fly around inside a car
“The forces involved in a crash, even a minor crash, are excessive, making the child too heavy to hold on to when there’s a sudden impact at speed,” McKenzie said. “An unrestrained small child flies around inside of the car, colliding with solid objects like the dashboard and windscreen. “Their little soft-boned bodies and disproportionally big heads and organs make children much more prone to serious injury in a car crash than adults.”
McKenzie said despite the new legal requirement, his team was still attending accidents where unrestrained young children had been flung from car windows and through windscreens. To those parents who say their toddlers “won’t” sit in a car seat, McKenzie has this to say: “Children have to be taught to sit in a car seat; it’s not a natural instinct for them.
“Often parents don’t put their children in a car seat because the child is not used to it and they start to cry. But as parents, we need to be firm with this and very quickly a child will learn how to sit in a child seat and become accustomed to it, " he concluded.
Range Rover Evoque Convertible (2017) Quick Review
The Range Rover Evoque Convertible is the first of its kind in South Africa. Well, okay, if you discount the very utilitarian Jeep Wrangler, this derivative can lay claim to being our market's only convertible SUV. Does this eccentric Rangey make any sense? We put it to the test to find out.
We like: Jaw-dropping looks, still capable as an offroad vehicle, has all the luxury features from the Range Rover arsenal
We don’t like: Expensive, heavy fuel consumption, flawed ride quality, cramped rear legroom
Alternatives
The Range Rover Evoque Convertible has no direct rivals, but if you want the full cabriolet experience for similar money, then we'd recommend you consider the Mercedes-AMG SLC 43 (for a spirited roadster experience) and BMW 440i Convertible (if you'd like to have a sporty drive combined with nominal rear seating).
Believe it or not, the Evoque Convertible is not the first ever convertible version of a unibodied SUV. That honour, unfortunately, belongs to the Nissan Murano CrossCabriolet. Spend 2 minutes researching overseas reviews of that product and you'll read dire descriptions such as "atrocious", "woeful" and "hopeless". Yes, the Nissan was an outrageous, expensive flop.
The sad lore of the CrossCabriolet suggests that it is either brave or foolhardy for a company to attempt to produce a car that combines 2 very specific, seemingly divergent, purposes. However, that was exactly what Range Rover did with the Evoque Convertible, which seems to offer open-top appeal while retaining the luxury, practicality and capability of an SUV.
Styling is striking, head-turning and odd upon first glance. With the roof up there's a return to normality, but for best results keep it down.
The Good
Ravishing looks
Few test units have garnered as much attention as the Evoque Convertible. In this spec, complete with Dayglo Orange paint and gloss black wheels, it's very hard to miss and when the fabric top is down, onlookers stare at the Range Rover in amazement. Kerb appeal is off the charts: throngs of fascinated onlookers clamoured to get a closer look at the vehicle. There were some suggestions from observers that the chopped roof was an aftermarket conversion… very few of them readily accepted that this was a pukka standard production unit!
Boot size has been reduced to accommodate the roof mechanism. The rear seats don't fold down either.
Yes, it can go off-road
The Convertible name does not mean this Range Rover holds back in the off-road stakes. It features all-wheel drive and impressive approach, break over and departure angles of 19, 18 and 31 degrees, as well being able to wade through 500-mm deep water. The vehicle comes with Land Rover's Terrain Response system that offers modes like Grass/Gravel/Snow, Mud and Ruts, plus Sand; we put the Evoque Convertible through its paces at our local 4×4 track and it proved quite capable. Click here or watch the video at the end of the article.
Forget the convertible aspect for a minute. This is business as usual for the Range Rover Evoque: luxury and quality galore.
The specification is exceptional
Range Rover offers its Evoque Convertible in HSE Dynamic specification, which means it is comprehensively equipped. Xenon headlights, In Control Touch Pro (with navigation) and a Meridian audio system are some of the notable adornments, but we'd be remiss not to mention the optional Tech Pack, which includes: driver assist plus, adaptive LED headlights, adaptive cruise control, and head-up display. Meanwhile, the leather-trimmed cabin is impressively finished and quality surfaces and luxury trim accents abound.
When you get into the vehicle, you'd be forgiven for forgetting that you're ensconced in something as outlandish as a convertible SUV. This Evoque is still a Range Rover – a quality offering in terms of cabin appeal, front passenger comfort and features. Rear legroom has been sacrificed in the vehicle's repackaging: the rear bench is only suitable for children.
The not so good
Indifferent ride quality
Despite its manufacturer's attempts to compensate for a loss of structural rigidity (due to the absence of a fixed roof), the Evoque emits trim rattles when it traverses uneven surfaces and resonances present themselves at higher speeds. Drive over a pothole or a rut in the road, and you'll hear creaks. The car also doesn't like to be driven hard; it's best suited to slower, more gentle drives. This is difficult for us to understand, because the 3- and 5-door Evoques offer good on-road composure, with refinement gently melded with a touch of dynamism.
The lack of a solid roof means the car can rattle across poor roads. Stylish gloss black alloys add even more presence.
It's thirsty and less practical
There's only 1 engine in the range: a familiar 2.0-litre turbocharged 4-cylinder petrol motor with peak outputs of 177 kW and 340 Nm. However, the aforementioned under-the-skin reinforcement adds to the kerb weight and with 2 tonnes to lug around, the car isn't going to deliver the sporty drive we were hoping for. Still, Range Rover claims 7.0 seconds for the 0-100 kph sprint, but it felt closer to 8.5 seconds. However, we can understand why this engine was preferred to a turbodiesel, who wants to endure the sound/smell of the latter with the top down?
The biggest gripe we have with this motor is that it's not economical. Past experience with a similarly-engined Jaguar XF highlighted how thirsty this mill can be. It's claimed to return 8.6 L/100 km, but that's a highly unlikely figure. We could only manage around 12.0 L/100 km, but if you can afford to buy the beast, you can probably afford to feed it too… as they say.
Meanwhile, the boot space has been reduced in order to make space for the folding roof mechanism (it can be deployed and retracted in 18 and 21 seconds, respectively), but the loading space is deep enough to swallow a big suitcase loaded sideways.
Price and warranty
The Range Rover Evoque Convertible retails for R1 031 634, which includes a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan.
Verdict
An Evoque Convertible in its natural habitat: at the beach and watching the sunset in style.
First and foremost, we applaud Jaguar Land Rover for being so bold as to produce the Evoque Convertible. It is certainly an oddball in terms of the brand's broader product offering, but if this Range Rover looks smart with the roof up, it's nothing short of breathtaking with its top down. While we initially scoffed at the idea of the Convertible, we came to like and appreciate the vehicle during its week-long tenure: its eccentricities are charming at best and subjective at worst. We knew it wasn't going to be perfect, but somehow, the car endeared itself to us.
The price raised a few eyebrows, especially because the package is so compromised, but in a rarefied market where the novelty factor and exclusive luxury are important, buyers who fall in love with the Evoque Contvertible will be quite prepared to pay for it… and live with its quirks. We've seen a few Evoque drop-tops in and around Cape Town, which underlines the fact that this low-volume car is very desirable. Indifferent ride quality, rattles and poor fuel consumption aside, you're still getting the badge appeal of a Range Rover, which is what many crave.
Watch Ciro de Siena put the Range Rover Evoque Convertible through its paces below:
The first quarter of 2017 is a thing of the past. Which cars sold the best globally? We investigate.
According to Jato Dynamics, the Chinese market racked up 6 184 706 sales in the first 3 months of the year (an average of 2 million cars a month!). Even the United States – the 2nd largest market – is nowhere near that number with 4 026 256 for the same period. Japan maintained its status as the third-largest car market with 1 553 605 units for the first 3 months.
Compared with last year’s top-selling vehicles, the biggest winner is the Ford F-Series pickup, which has moved up 3 spots to take the top spot after the first quarter of this year. The Toyota Corolla slips to second, while the Volkswagen Golf slips 2 places to 4th. Surprisingly, Nissan’s X-Trail has shot up the leaderboard to take 3rd spot. Ford’s local problems with the Kuga have not hindered sales globally… in fact, the Blue Oval has moved into the Top 30 list, ranking as the 13th-most-sold vehicle worldwide.
Land Rover will add 3 more Ingenium engines to improve the range of Evoque and Discovery models.
Two new Ingenium petrol engines and a more powerful turbodiesel engine are now available in the Range Rover Evoque, whereas the Land Rover Discovery sport benefits from a more efficient turbopetrol motor. Ingenium engines have been making their way into Jaguar Land Rover products over the last couple years as the brand attempts to improve performance and efficiency in order to keep up with the Germans and Swede.
Turbopetrols
Two new turbopetrols will be introduced. The first has the same outputs as before (177 kW/340 Nm) but is more fuel efficient, claiming 8.0L/100 km in the Disco Sport. This improves on the old engine's 8.3L/100 km claim. In the Evoque, the engine is more efficient claiming 7.3L/100 km.
The second turbopetrol unit is an all-new 213 kW/ 400 Nm unit. It's the most powerful engine ever to be fitted to the Evoque. It turns the SUV into a hot hatchback rivalling robot-racer. Zero to 100 kph takes just 6.3 seconds.
Turbodiesel
A new, more powerful turbodiesel engine will be added to the Evoque as well. The new unit pushes out 177 kW and 500 Nm of torque. Maximum torque is delivered from just 1 500 rpm.
The pint-sized Suzuki Ignis is being launched in South Africa this week. Here are specifications and pricing for this model.
The Ignis is a compact family car/crossover that's all about fun-sized, yet practical motoring. Three derivatives are available: 1.2 GL, 1.2 GLX and 1.2 GLX Auto and the distinctive newcomer adds some funkiness to a competitive segment that contains crossover-derivatives of compact hatchbacks and city cars, such as the Renault Sandero Stepway, Volkswagen Cross Up!, Toyota Etios Cross. Futhermore, the newcomer seems particularly well suited to local conditions: 180 mm of ground clearance is a boon on dirt- or poorly maintained roads.
Engine and transmission
There'll be just 1 engine with two transmission options for the 2017 Suzuki Ignis. It's a 1.2-litre four-cylinder naturally aspirated petrol engine, with outputs of 61 kW and 113 Nm. It may not sound like much, but when you consider the Ignis weighs just 850 kg, performance will be spritely. Suzukis tend to offer great fuel consumption and the Ignis is claimed to sip 5.1 L/100 km.
Two transmission options are available: a 5-speed manual and a 5-speed automatic.
The Suzuki Ignis comes in two trim levels: GL and GLX
Features and equipment
The Suzuki Ignis 1.2 GL 5-speed manual comes standard with:
Colour-coded door handles and mirrors
Aircon, power steering
Dual front airbags, ABS, EBD, BAS.
Electric windows and mirrors
USB/MP3/CD Player
Remote central locking
ISOFIX Child seat mounts
60/40 split folding rear seats
Trip computer
The Suzuki Ignis 1.2 GLX 5-speed manual/automatic comes standard with:
15-inch black alloy wheels
Black wheel arches
Chrome grille
Roof rails
LED daytime running lights and LED projector headlamps
Front fog lights
Automatic climate control
Keyless entry with start button
Rear park distance control
MP3/USB/CD Player with Bluetooth
Steering wheel-mounted audio controls
Suzuki Ignis prices in South Africa
GL R169 900
GLX MT R189 900
GLX AMT R204 900
Prices include a 3-year/100 000 km manufacturer's warranty and a 2-year/30 000 km service plan.
A double cab that can complete the 0-100 kph sprint in 8 seconds, tow up to 3.3 tonnes and haul as much as a tonne, all while seating 5 in comfort? To most bakkie-loving South Africans, the 3.0-litre V6 turbodiesel-engined Volkswagen Amarok, which costs in excess of R700k in Highline Plus 4Motion spec, is the stuff of fantasy. What is such a powerful and luxurious bakkie like? We drove the V6 around town and country to find out…
Powered by a similar engine as featured in other, much more expensive, Volkswagen Group products, this 8-speed automatic Amarok is now the most powerful bakkie available in South Africa. In this clip we get to grips with the second-from-the-top 2017 Amarok double-cab derivative, which also incorporates updates to the range introduced with the mid-life cycle facelift.
