Time spent: 2 of 3 months

Distance covered: 2 100 km

Average fuel consumption: 7,1 L/100 km

Driver: Siyavuya Mbaduli

We like: Overall refinement; keen drivetrain

We don’t like: Delay for South African arrival and sale

Two months later and I’m still not weary of the Renault Captur. I might be guilty for not spending as much time as I should behind the wheel, however, slipping back into the driver’s seat after some time apart was a gentle nudge, reminding me of why I should savour its charm before it bids adieu.

Splitting my time equally between the test cars in the CAR garage; some fast and others costing an arm and a leg, it feels like ages since a well-balanced all-rounder vehicle has been in our midst. It seems that it is all about how much power the car has, or what extra features it boasts. What can it do? Can it take me from point A to the moon and back?  

The Renault Captur offers everything an everyday commuter would need without the fancy bells and whistles. Getting behind the wheel after some time away and I am immediately reminded how eager this 1,3-litre turbo engine is. Describing how impressed I am by such a small displacement to my peers sounds crazy but they just don’t get it. Engine talk always gravitates to brutal V8s and V12s but in this day and age, do you really need it? Is it practical to own a guzzling behemoth in Cyril’s economy? I don’t think so.

In case you missed it: Living with it – Renault Captur 1,3T EDC Intens introduction

Let’s be realistic and circle back to that 1,3-litre turbocharged gem shall we, here’s a fun fact, Below the Captur’s bonnet is a powertrain you’ll find in the 2020 Mercedes-Benz A200, B-Class, CLA and older models of the GLA and GLB, as well as the all-new Nissan Qashqai.

Currently, consumption is hovering around 7,1 L/100 km. Not too bad for a car that is constantly being passed around by drivers with different driving styles and almost exclusively all with a heavy right foot. The claimed fuel consumption figure is 6,6 L/100 km, a number we can easily reach. The Captur has a 48L fuel tank, meaning it should be able to travel around 680 km per full tank, but we are yet to do a long-distance test to see how far it can really go in one tank – stay tuned for our next update!

Handling day-to-day duties, the Captur proved to be reliable around the buzzing city of Cape Town, the size of the vehicle made it easy to manoeuvre, and parking was not a hassle at all. On the freeway? That’s where it truly excels, power is directly sent to the front wheels through a 7-speed dual-clutch transmission, which actually sounds surprisingly good when the car is down-shifting. Peak power is 113 kW at 6 000 r/min, with the Peak torque sitting at 270 N.m at 1 700 r/min – more than enough and rather impressive if we consider what SUVs were delivering a few years ago with larger motors.

In its league the Renault Captur could very well be one of the best crossovers you can currently buy, offering a strong combination of on-board technology, safety equipment, comfort and value for money. There are different strokes for different folks of course, but which one would you rather go for – the Renault Captur Intens or its competitor, the Volkswagen T-Cross?

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The post Long Term Update – Renault Captur 1,3L Turbo EDC Intens appeared first on CAR Magazine.

Looking for your next new or used Suzuki? Find it here with CARmag.

What are we driving

The XL6 is the latest product in Suzuki’s SUV range, purposed to provide the Ertiga’s people-carrying ability and comfort close to that of the Grand Vitara. The bold SUV demanding one to “Think Big” is offered in two trim levels. The entry-level model bears the designation “GL”, while the range-topper is designated with a “GLX” badge. Both derivatives are offered in manual and automatic configurations.

The interior is a medley of hard plastics adorning the lower half of the interior. The dark surfaces found on the door panels and dashboard are contrasted by the cabin’s upper half wrapped in an off-white fabric in the GLX offshoot.

Related: Review: Suzuki Fronx

Although compared to the Ertiga stablemate, specifically the GL range-topper, the XL6 GLX elevates its cabin’s appeal by way of six seats wrapped in leather upholstery alongside a leather-wrapped steering wheel.

The dashboard supports a 7-inch touchscreen alongside a 4,2-inch digital display cluster. Although not crystal clear and laden with hundreds of features, the simplicity of the infotainment screen allows for easy navigation of the infotainment system’s menus and features. Creature comforts include rear air-conditioning, three 12V accessory sockets, keyless entry, cruise control and a reverse camera as standard.

Power is generated by Suzuki’s nearly omnipresent K15B petrol four-cylinder. Also found in the Fronx, this 1,5-litre four-cylinder delivers an output of 77 kW @ 6 000 r/min and 138 N.m @ 4 400 r/min. Depending on trim level, the XL6’s K15B is either affixed to a five-speed manual transmission or a four-speed automatic transmission. The XL6 sits on a set of 15-inch machine-polished alloy wheels.

What is the Suzuki XL6 like to drive?

Our time spent behind the wheel of the XL6 consisted of a journey from the Lanseria airport to La Joya wellness centre in Gauteng and then to the Kyalami Grand Prix circuit the following day. This allowed for enough time to identify the kinks in its armour and the little gems beneath the metal.

The roads on our trip were more akin to gravel roads cosplaying as tarred roads, but I digress. The XL6 has a smooth and soft ride presumably by way of the McPherson front struts paired with coil springs on the front axle and torsion beam and coil spring configuration on the rear axle. The second and third-row occupants are almost undisturbed by harsh road conditions. Third-row spacing is cramped but more than suitable to house medium-sized adults, although children would be a better fit.

The K15B, although a competent engine in many regards, struggled in Gauteng likely as a result of power-sapping altitude. That said, the engine is quick to climb through its rev range, but it does struggle on an incline. The four-speed automatic transmission presents itself as a competent component in a relaxed setting. When faced with more challenging driving scenarios, such as climbing a steep hill or trying to perform an overtake, it becomes indecisive and a hindrance to the driving experience.

Related: Suzuki Jimny 5-door Officially Debuts in SA

The five-speed manual is a much better option. The gearbox’s throw is well-weighted and direct. Gearing is short and performs well in various scenarios from careening around urban clusters to expansive highways. The biting point of the clutch is easily identifiable, and the rev-happy engine makes driving a little easier.

Why is the Suzuki XL6 significant?

The XL6 debuts a new facet of the firm’s stables. It’s founded on a wheelbase identical to the Eritga but is slightly longer. The XL6 is a unique offering in Suzuki’s current lineup and successfully manages to take some of the attributes from its stablemates, resulting in a generally appealing package despite its niche composition.

How does the Suzuki XL6 compare to its rivals?

Suzuki says that its XL6 offerings rival that of the Mitsubishi Xpander and Toyota Rumion. In terms of price, the XL6 underscores the pricing of its supposed competition by a fair margin. Suxuki’s XL6 range is more diverse than its aforementioned rivals in both specification and price.

Verdict

The XL6 is a competent and well-versed six-seat SUV that stands out not only amongst its contenders but in its home stable as well. Affording would-be customers with a sizeable range and at a relatively affordable price (when looking at its segment), the Suzuki 1.5 XL6 is a wonderful addition to Suzuki’s offerings.

Suzuki XL6 Fast Facts

Engine: 1,5-litre, naturally aspirated, petrol, four-cylinder

Power: 77 kW @ 6 000 r/min

Torque: 138 N.m @4 400 r/min

Fuel consumption: 6,0 L/100 km (MT) and 6,1 L/100 km (AT)

Seat capacity: Six seats. 50/50 split 3rd row

Luggage space: All rows up: 209L; 3rd row folded: 550L; 3rd and 2nd row folded: 692L

Service plan/ warranty: 4-year / 60 000 km service plan, 5-year / 200 000 km promotional mechanical warranty with roadside assistance. A 6-year anti-corrosion warranty.

Price: entry level is R326 900 and range-topper is R360 900

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The post Review: Suzuki XL6 1.5 GLX appeared first on CAR Magazine.

What are we driving?

Cruising through, bystanders can’t help but question “Is that really a Volvo?” Momentary puzzled, they are not quite sure if they have mistaken this ominous-looking Swede for something that doesn’t hail from the automaker renowned for safety and innovation. As simple as that, this summarises the XC60 Beast’s unique finishing that differentiates it from the ‘vanilla’ models in the lineup. 

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Showcasing a glossy black wrap adorned with vibrant yellow accents, right down to the seat belts, the fully-loaded XC60 T8 takes it up a notch to what we are accustomed to from Volvo. It boasts revamped front and rear bumpers, coupled with a beefier exhaust system courtesy of Volvo’s favoured craftsmen at Heico Sportiv. To amplify its more vulgar disposition, the exhaust harmonizes with a performance software enhancement from in-house maestros Polestar, which is now available to local customers.

Why is the Volvo XC60 Beast 2.0 significant?

In simple terms, the XC60 T8 Recharge Beast stands out from the crowd. It’s powerful, yet eco-friendly. Under the metal, it boasts a 2,0-litre four-cylinder petrol engine, complete with a supercharger and turbocharger, working alongside an electric hybrid system. This combination delivers a total of 340 kW of power and 709 N.m of torque. The power is efficiently managed through an eight-speed automatic transmission, driving all four wheels.

The Beast 2.0 is a unique design project, created to showcase the potential of customization. What makes it special is its ability to cater to those who want a taste of electric power without fully committing to an all-electric vehicle.

What’s new on the Volvo XC60 Beast 2.0?

Distinguishable from a mile away, the XC60 Beast sets itself apart from the typical Volvo. Unlike the standard Volvo XC60 T8 Recharge AWD Plus Bright model, the Beast 2.0 doesn’t hold back in the style department. It’s all about that distinctive black with a splash of yellow.

Picture this, a full black wrap with eye-catching yellow accents, smoked-out head and taillights, a roof box that perfectly matches the vehicle’s colour scheme and Black 21-inch five-spoke diamond-cut alloy wheels with bold yellow brake callipers. But the real star of the show? That would be the four-pipe exhaust system. It’s not just there for looks, it means business and provides surprising levels of adible satisfaction.

How much does the Volvo XC60 Beast 2.0 cost?

• Volvo XC60 Beast 2.0: R1 284 000

What i the Volvo XC60 beast 2.0 like to drive?

In Hybrid mode, the motors team up to prioritize efficiency. In scenarios like low-speed driving, the electric motor takes the lead, keeping things green. Switch to Pure mode, and you’re running fully on electric power. But for some blood-pumping action, flick it into Polestar mode – immediately exemplified by the sonorous exhaust system while both motors work in unison to deliver the everything they are capable of. 

When venturing off the beaten path, the self-levelling air suspension steps in, making obstacle clearance a breeze. But perhaps the XC60 T8 Recharge’s standout feature is its impressive fuel efficiency, after spending a fair chunk of time behind the wheel, the Swede returned to its purveyors with an average fuel consumption of just 4,5L /100 km.

Related: Volvo South Africa unleashes The Beast 2.0!

When not pursuing efficiency at higher speeds, driving the Beast is a reassuring experience with firm and precise steering. However, on windy days, the Roofbox can introduce a bit of sway on the road which is expected – did we mention it comes standard with this nifty Thule piece of kit further differentiating it from the more mundane? Inside, the Beast doesn’t stray far from the standard Volvo playbook – you’ll find the same familiar design layout and passenger space, ensuring a comfortable ride for everyone on board.

What are Volvo’s XC60 Beast 2.0 rivals?

Facing off against the Beast in terms of price and sporty appeal is the Alfa Romeo Stelvio 2.0T Veloce Q4 which will set buyers back a tad less for R1 205 500. Unlike the Volvo, this Alfa packs a 2,0-litre engine without any electrified assistance, churning out 206 kW of power and 400 N.m of torque.

Then there’s the Audi SQ5 Sportback TFSI Quattro, with a heftier price tag of R1 451 100. Despite the higher asking price, it comes up short in terms of power compared to the Volvo. The 3,0-litre V6 TFSI engine delivers 260 kW of power and 500 N.m of torque.

Verdict?

The Volvo XC60 T8 Recharge Beast proved to be quite the silent assassin, elegantly blending the best of both automotive worlds. It’s a versatile car that gracefully navigates city streets but also transforms into an excellent choice for those long road trips where comfort and efficiency reign supreme. This car is a testament to what happens when a well-behaved, all-around good citizen decides to venture into uncharted territory.

In the realm of ride quality, the Volvo lives up to its reputation, offering a smooth and comfortable journey in true Volvo fashion. But what really grabs your attention is the Polestar exhaust system. It’s the standout feature, serving as a constant reminder that this vehicle can get down and dirty when needed, just like some of its more audacious competitors, with every satisfying pop and bang. 

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The post Review: Volvo XC60 Beast 2.0 appeared first on CAR Magazine.

Image: Suzuki

What are we driving?

According to Suzuki South Africa’s marketing team, the Fronx name is a portmanteau, a word derived by combining two terms. The first “Frontier” which refers to the way in which the vehicle crosses a frontier for Suzuki in this segment. The second term “X”, points to the fact that the Fronx is a crossover.

Looking for a new or used Suzuki? Find it here with CARmag. 

It measures a hair under 4 metres long with a 2,5-metre wheelbase similar to that of its rivals. By comparison, the more expensive Grand Vitara is 4,3 metres long with a 2,6-metre wheelbase. Underpinning the Fronx is the brand’s lightweight Heartect platform shared with the Swift and Baleno hatchbacks with MacPherson-strut front suspension and a rear torsion beam.

Related: Battle of the Badges: Suzuki vs Toyota

Why is the Suzuki Fronx significant?

With rising fuel prices (read the AA’s latest prediction here), efficiency is a crucial factor for South Africans. The Fronx showcased a respectable fuel economy figure of 6,3 L/100 km on our launch drive which consisted of city, highway and some mountain pass in the picturesque parts of the Western Cape. This makes it a relatively economical choice for both daily commutes and extended road trips.

Image: Suzuki

Also, in our fashion-conscious society arguably the most important trait is its style. The B-segment crossover is designed to incorporate SUV-coupé elements to stand out on the road. It makes a strong first impression with a sloping roof line and distinctive grille. The combination of LED daytime running lights and tail lamps not only enhances night-time visibility but also add an appreciated touch of distinctiveness.

All models have 16-inch alloy wheels, black items on the GL and silver on the GLX. All models also have colour-matched side mirrors with built-in indicators.

What’s new on the Suzuki Fronx?

All derivatives feature a leather multi-function steering wheel, reverse camera, cruise control, electric windows front and rear, automatic climate control with rear-seat vents, dual rear-mounted USB charging points and a front armrest. Both have touchscreen infotainment systems with Apple CarPlay and Android Auto. The GL features a 7,0-inch unit while the GLX gains a 9,0-inch screen and a 360-degree camera system. The dashboard layout is intuitive, with reasonably user-friendly controls and the onboard technology although not cutting edge is responsive.

Image: Suzuki

The entry-level GL which is otherwise well specified and offers impressive value, however unfortunately doesn’t have height adjustment on the driver’s seat or reach adjustment on the steering wheel.

Related: Suzuki SA Rebuts Claims of Adopting Badge-Engineered Land Cruiser

What does the Suzuki Fronx cost?

• 1,5 GL 5MT – R279 900
• 1,5 GL 4AT – R299 900
• 1,5 GLX 5MT – R315 900
• 1,5 GLX 4 AT – R335 900

Buyers can expect a promotional 5 year/ 200 000 km warranty and a 4 year/ 60 000 km service plan.

What is the Suzuki Fronx like to drive?

Under the bonnet, the Fronx range is powered by the brand’s familiar naturally aspirated 1,5-litre engine available with either a 5-speed manual or a 4-speed automatic. The engine is responsive and rev-happy with adequate power for urban commuting. With just 77 kW and 138 N.m overtaking on highway drives will require caution though. The suspension is a highlight and strikes a balance between comfort and handling, absorbing road imperfections while maintaining stability around corners. The steering is very light which is pleasant while parking but at speed requires constant driver input.

Image: Suzuki

The Fronx’s compact dimensions make it easy to manoeuvre in congested areas, while it’s elevated stance and compliant suspension make tackling speedbumps and deteriorating roads less of a chore. It offers a respectable 170 mm ground clearance ideal for curb hopping when needed.

What are the Suzuki Fronx’s rivals?

Direct competition comes from the Hyundai Venue, Kia Sonet, Mahindra XUV300, Nissan Magnite, and Renault Kiger. The likes of the Volkswagen Taigo and Honda HR-V have similar swooping body styles but are bigger and far more expensive.

Verdict

The Suzuki Fronx makes a compelling case for the money. It’s a compact yet versatile crossover tailored to the needs of budget-conscious South African consumers. Its eye-catching design, sturdy interior and reasonable space make the Indian-made Fronx a strong contender in the market and sets the scene for Suzuki’s introduction of the XL6 and 5-door Jimny later this year.

Suzuki Fronx 1,5 GL 5MT Fast Facts

Price: R279 900

Engine: naturally aspirated, 1,5-litre, four-cylinder

Transmission: 5-speed manual

Power: 77 kW @ 6 000 r/min

Torque: 138 N.m @ 4 400 r/min

Top Speed: 175 km/h

Driven wheels: Front

Fuel consumption: 5,5 L/100 km (Claimed)

Mass: 1 010 kg

Luggage space: 304-605 L

CO₂: 129 g/km

Rivals: Hyundai Venue, Kia Sonet, Mahindra XUV300, Nissan Magnite, Renault Kiger

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The post Review: Suzuki Fronx appeared first on CAR Magazine.

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What are we driving?

The BMW M2 is the range-topping 2 Series. But don’t mistake it for being just a hopped-up M240i. Think of this as the spiritual successor to the legendary 2002 Turbo and the iconic turbocharged 3.0 CSL art car penned by Frank Stella that raced at the 1976 24 Hours of Le Mans; small coupes with strong turbocharged engines looked unique and went hastily.

Sat side by side with an M240i, the M2 shares the same profile, but there are significant visual changes that set it worlds apart from its lesser brethren. You don’t even need to be eagle-eyed to see that square is the theme. The entire front bumper is unique to the M2, from the square kidney grilles, square front air dam and square vents that flank the central one. Its wide front and rear wheel arches give the impression that it’s wide-shouldered. Fat, quad tailpipes and bulky corners make for an unmistakable rear end.

Why is the M2 significant?

It’s a small coupé with a large turbopetrol six-cylinder engine nestled under a long bonnet, with drive sent to its rear axle – the kind of combination that made the 3,0 CSL a hero abroad and gave the homegrown 333i and 325iS cult status here in Mzansi. Unfortunately, it’s also the last time we’ll see a rear-wheel drive BMW M car that can be ordered with a manual gearbox and which won’t use any electrification in the powertrain.

The 3,0-litre turbocharged straight six under the bonnet is 66 kW up on the M240i and while the M2 shares some of its underpinnings with the more senior M4 coupé, it is also 214 mm shorter in overall length and has a wheelbase 110 mm shorter. On the launch of the model, I spent some time in an M2 finished in Zandvoort Blue, which is the launch colour alongside Toronto Red. This particular example also had the carbon roof fitted, which saves six kg overall from a M240i.

What does the BMW M2 cost?

The M2 is yours for R1 512 000, but in reality you want to tick the M Race Track package option, which adds another R100 000 to the asking price. What do you get for the extra money? Well, it comes with the aforementioned carbon roof, interior finishes in carbon fibre, and the M carbon bucket seats, which are electrically adjustable and also heated. Oh, and let’s not forget the M Driver’s Package, which raises its top speed from 250 to 285 km/h.

What’s it like to drive?

On the road, the M2 can be as docile as the most mundane grocery getter or as vicious as a junkyard dog. There were no manual cars on the launch, but for hardcore enthusiasts, it must be nice to know that you can at least have one. Not that I was left wanting by any means as the eight-speed M Steptronic auto is more than up to the task of lightning-fast shifts at the tug of the shift paddles thanks to three Drivelogic settings. Also, BMW claims that the M2 equipped with a manual gearbox can hit 100 km/h from rest in 4,3 seconds, while the version I drove should be capable of a 4,1-second sprint.

Considering that the 3,0-litre motor can spin up to 7 200 r/min, it can sound quite demure with the exhaust valves closed, but open them up via the double pipe button on the centre console and prepare yourself for an assault on the ears. Before you set off, configure the steering-wheel-mounted M1 and M2 buttons to the drive settings you prefer, with varying degrees of stiffness, response and aggression from the engine, transmission, suspension, braking system and traction control. Considering the M2’s outputs, its squat stance and fat Michelin Pilot Sport rubber allow it to corner with a lateral grip that beggars belief.

What are the BMW M2’s rivals?

The closest competition is actually from the Toyota Supra, which is also available with a six-speed manual gearbox (R1 480 400) or eight-speed automatic (R1 520 400). The five-cylinder turbopetrol Audi TT is the last quattro superhero (R1 259 700) and then there’s also the Porsche 718 Cayman GTS (R1 808 000). Unfortunately, the Nissan 400Z with its turbo-petrol V6 motor has still not been greenlit for release in South Africa.

Related: Nissan Z Nismo Debuts with Increased Power and Performance

Verdict?

Is the BMW M2 in contention for performance car of the year? Definitely! Is it worth the asking price? Of course it is. Sure, the looks might not be to everyone’s taste and you can’t call the M2 beautiful. But the M2 doesn’t want to be an Italian-style icon. It’s a Bavarian brute and is proud of it too.

BMW M2 Fast Facts 

Price: R1 512 000

Engine: 3,0-litre, turbopetrol, straight-six

Power: 338 kW at 6 250 r/min

Torque: 550 N.m between 2 650 – 5 870 r/min

Transmission: eight-speed automatic

0-100 km/h: 4,1 seconds

Top speed: 250 km/h (285 with M Driver’s pack)

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The post Review: BMW M2 appeared first on CAR Magazine.

Opel’s new Vizor nose makes the Grandland appear to be more squat.

What are we driving?

The Grandland is essentially the range-topper of Opel’s regular-sized passenger vehicles. In line with the brand’s focus on SUVs and crossovers, the refreshed model remains at the top of the company’s offerings. It also shares its platform with the multiple award-winning Peugeot 3008, and is still powered by the same 1,6-litre turbocharged four-cylinder motor that makes 121 kW and 240 N.m of torque. Opel claims that this motor sips fuel at a rate of just 7,0 L/100 km and emits 156 grams of carbon dioxide.

Looking for a new or used Opel? Find it here with CARmag. 

What’s new on the Opel Grandland?

Many would agree that the styling of the older Grandland was a bit too bland by the time it made its debut here in 2018. Opel’s addressed the matter by adding the brand’s bolder Vizor, which along with some revisions to the bumper and clamshell bonnet has made the nose appear significantly wider. The sharper lines also make the Grandland look way more modern.

It’s also got Opel’s adaptive IntelliLux lighting system which uses 168 LEDs in each headlamp to make out the oncoming traffic and avoid blinding oncoming motorists. Instead of the matte finish to the plastic cladding on the lower sections of the bumpers and doors, black gloss panels now preside (or they can be finished in the body colour).

Dual screens of Opel’s Pure Panel dominate the front facia.

Inside, the upper half of the facia has also been redesigned and boasts a few more niceties like the instrument panel and infotainment touch screen that forms what Opel calls its Pure Panel. On the local launch of the Grandland, we only had access to the range-topping Ultimate model, so the seats that were developed in collaboration with the German research association AGR to optimise driving posture were finished in leather, with the added boon of heating and ventilation as well. This model also comes with keyless entry and start, a motion-activated tailgate that the keyholder can open with the movement of a foot under the rear bumper, and a wireless charger in the centre console that has a nifty strap to hold down a compatible mobile phone.

Related: Opel’s new Blitz emblem will feature on production cars from 2024

Safety specification is comprehensive across the range, with forward collision warning, automatic emergency braking, lane-keep assist and pedestrian detection. On the Ultimate model, this also means the inclusion of lateral parking sensors, an automatic parking assistant, reverse camera, blind spot warning and adaptive cruise control.

The Grandland still uses the same 1,6-litre turbopetrol motor that makes 121 kW and 240 N.m of torque.

What’s the Opel Grandland like to drive?

Opel has smartly addressed previous concerns about the ride being slightly harsh on the outgoing Grandland. Instead of low-profile tyres wrapped around its 18-inch alloys, the range-topping Grandland makes use of a chunky 215/65 tyre that helped absorb bumps on the launch route from Midrand to Hartbeespoort. There are now also driving modes to choose from, and after briefly experiencing the sharpened response in Sport mode, I opted for the more refined experience in Eco and chose to use the 1,6-litre turbopetrol’s torque curve to pass slower-moving vehicles.

Verdict

The competition in this segment is stiff, with the likes of the Chery Tiggo7 Pro and Tiggo 8 Pro, the Haval H6 and H6 GT and even the Kia Sportage offering a lot of car for the money, especially at this Grandland Ultimate’s price point. And that’s unfortunately, that’s what counts against the model. Yes, its safety spec is comprehensive, the redesign is a success, and its cabin is comfortable but at R720 900, will South African buyers see this as a viable alternative to the popular segment players? Too few will, I think.

Opel Grandland Ultimate Fast Facts

Model: Opel Grandland Ultimate 1,6T

Price: R720 900

Engine: 1,6-litre, turbopetrol, four-cylinder

Transmission: Six-speed automatic

Power: 121 kW at 6 000 r/min

Torque: 240 N.m at 1 400 r/min

Driven wheels: Front

Fuel consumption: 7,0 L/100 km

CO2 emissions: 156 g/km

Rivals: Citroën C5 Aircross, Chery Tiggo 8 Pro, Haval H6, Kia Sportage, Peugeot 3008

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The post Review: Opel Grandland Ultimate 1,6T appeared first on CAR Magazine.

After our first stint with the model in the hands of Ian McLaren, Damian Adams took the reigns of our Volkswagen Tiguan long-termer to continue our conclusive report on the family-sized SUV.

Volkswagen Tiguan 1.4 TSI Life long-term stats

Time spent: 2 of 6 months

Distance covered to date: 3 150 km

Driver: Damian Adams

Average fuel consumption: 8,7 L/100 km

We like: Potent LED matrix headlamps

We don’t like: Jerk from the DSG at low speeds

Who doesn’t enjoy a purpose-built vehicle? A Toyota FJ Cruiser on underinflated 35-inch tyres? Absolutely. A BMW M2 Competition with a limited-slip differential? Guilty. A Rolls-Royce Phantom with umbrella dryers built into the doors? Bring it on. By not pretending to be anything else, their lack of compromise only makes these cars better.

Get up to speed on the model: Living With It – Volkswagen Tiguan 1.4 TSI Life introduction 

So, where does the Tiguan stand after just two months in the CAR garage? For starters, it’s far more purpose-built than it looks. If you want an off-road-ready SUV; or a fast SUV or a luxury SUV – look elsewhere. Yet if you want a comfortable, refined, and well-built family SUV that feels like it cost more than it did, this mid-level Tiguan is well worth considering despite the competition having caught up.

It’s the sort of vehicle where everything works as you’d hope and you can simply get in and drive with very little effort or familiarisation needed. Automatic wipers, an electric driver’s seat with memory function and auto LED matrix lights (IQ. Lights in VW speak) make daily driving tasks that much easier. The high-beam assist has been particularly useful on dark winter mornings when load shedding is in full effect. Seeing pedestrians crossing the road in the dark is made that much simpler without dazzling oncoming traffic.

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Every driving environment presents its own challenges. For me, those challenges are more often than not navigating potholes and chugging along in Cape Town’s peak-hour traffic on my 52 km commute. Here, a tall-riding SUV makes a fair bit of sense especially when fitted with 18-inch wheels shod with relatively tall 55-section (Continental SportContact 5) rubber. The multi-link rear suspension greatly aids passenger comfort, and the Tiguan’s 191 mm ground clearance allows it to smoothly traverse poorly-paved roads and speed bumps. Steering is light without being over-assisted while body roll and braking are acceptable for a vehicle of this size, too.

One bugbear, however, has been the transmission’s behaviour in bumper-to-bumper traffic. It lurches as you get off the brake making it difficult to slowly and smoothly creep forward. Despite the DSG struggling to gently get the car rolling away, in every other instance it remains one of the best ‘boxes in the business with crisp shifts.

At low speeds the Tiguan’s trademark Germanic tautness enhances the ride with an impression of being properly tied down. One wouldn’t go as far as calling it sporty, although there’s an omnipresent sense of solidity that oozes quality and challenges its driver to attack any road with confidence. It’ll never win a grand prix, but every time we get behind the wheel, you can’t help but feel that it’s won you over.

It’s been in our garage for a little while now but for the most part, has been subjected to suburban survival spending the vast majority of its time sifting through traffic and idling away at a snail’s pace. This has meant that the 1,4-litre TSI has not returned particularly impressive fuel economy. Sure, 8,7 L/100 km is acceptable for a vehicle of its size, but I’d like to see this figure closer to the 7,7 L/100 km claim.

Our photographer Peet Mocke and contributor Wilhelm Lutjeharms will be using the Tiguan on its first open-road excursion this week to Knysna. Here’s hoping that some time cruising in sixth gear along the Garden Route will allow the average consumption to come down – stay tuned!

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Hyundai Grand i10 1,2 Fluid manual Fast Facts 

• Price: R279 900
• Engine: naturally aspirated, 1,2-litre, four-cylinder
• Transmission: 5-speed manual
• Power: 61 kW @ 6 000 r/min
• Torque: 114 N.m @ 4 000 r/min
• Driven wheels: front
• Top speed: 167 km/h
• Fuel consumption: 5,5 L/100km (combined)
• CO2 emissions: 130 g/km
• Rivals: Suzuki Celerio, Suzuki Dzire, Kia Picanto and VW Polo Vivo

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What are we driving? 

Sourced from India, while both the hatch and the sedan measure less than 5-metres in overall length, each is packaged to make optimal use of these dimensions, the former offering a claimed 360 litres worth of luggage space, with the booted variant increasing this number by up to 42-litres – the sedan taking on the likes of the Suzuki Dzire and VW Polo sedan in targeting fleet sales.

Seeking to take advantage of the recently announced discontinuation of the Nissan NP200 half-tonne workhorse, Hyundai South Africa also offers a locally converted panel van version of its modern Grand i10 hatch.

Related: Unibody Bakkies that Could Replace the Nissan NP200

The Grand i10 hatch is available in entry-level Motion guise, as well as more premium Fluid specification. The sedan is sold exclusively in Fluid spec.

Why is the updated Hyundai Grand i10 significant?

An ever-significant segment of an increasingly budget-conscious South African car market, the Grand i10 has an important role to play both in terms of offering perceived value-for-money, and honest motoring to a local audience, but also in providing an enticing entry point into the world of Hyundai, a Korean brand with a now well-established reputation for reliability, value and after-sales service.

Looking to build on this reputation through its modern product offering, the brand claims to have refocused its attention on its most affordable model, including newfound levels of quality and trim finish throughout.

A boon for this segment is the continuation through this model’s update of both Hyundai’s extended standard warranty, as well as of the two petrol engine options available in the Grand i10, each offering a claimed fuel consumption of less than 6,0 L/100 km.

What’s new on the updated Hyundai Grand i10? 

The updated Grand i10 is distinguishable via its box-fresh grille design, including a reimagined set of LED daytime running lights in Fluid specification. Top-tier derivatives also gain 15-inch alloy wheels compared with the 14-inch steel items fitted to the Motion models, as well as colour coding on the electrically adjustable mirrors. Owners can also opt for a dual-tone paint finish (a black roof) in this flagship model.

Some of the items that I especially appreciate in cars at this price point include rear passenger air vents, a 60:40 split rear backrest (curiously, only in the Fluid models) and height adjustment on the driver’s seat, the latter making it that much easier to find a comfortable (safe) driving position.

The new 8-inch infotainment display can host smartphone mirroring via either cord- or an altogether less reliable wireless connection. A multifunction steering wheel is another welcome inclusion.

On the subject of safety, while stability control remains absent throughout the Grand i10 range, of arguably more relevance in a vehicle designed ostensibly for an urban environment, ABS-assisted braking, as well as dual front airbags are standard fitment.

What does the updated Hyundai Grand i10 cost? 

• Hyundai Grand i10 1,0 Motion manual – R229 900
• Hyundai Grand i10 1,0 Motion Cargo Van – R245 900
• Hyundai Grand i10 1,2 Motion auto – R269 900
• Hyundai Grand i10 1,0 Fluid manual – R264 900
• Hyundai Grand i10 1,0 Fluid Sedan manual – R279 900
• Hyundai Grand i10 1,2 Fluid manual – R279 900
• Hyundai Grand i10 1,2 Fluid auto – R309 900
• Hyundai Grand i10 1,2 Fluid Sedan auto – R309 900

Related: Hyundai Reveals Pricing and Specs for New Grand i10 Sedan

Prices include a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km powertrain warranty and a 1-year/15 000 km service plan.

What is the updated Hyundai Grand i10 like to drive?

Available with a choice of a naturally aspirated (no turbo) 49 kW/94 N.m 1,0-litre, three-cylinder motor or an altogether more capable 1,2-litre, four-cylinder motor (also without a turbo), it’s the latter derivative and mated with a five-speed manual gearbox, that we drove at the car’s local introduction. This more powerful of the two motors is also available throughout the range with a four-speed automatic transmission.

A combination of a supple suspension arrangement, as well as impressively comfortable seats made the Grand i10 notably pleasant to navigate around our Western Cape-based launch route. While I did occasionally search for a sixth gear at cruising speeds (the car registering 3 500 r/min at 120 km/h), I was nevertheless suitably impressed with a returned fuel consumption over the course of my 80 km-long routing of just 5,7 L/100 km.

While all derivatives feature a reverse camera as standard, on the Fluid models this is complemented by actual sensors, too.

What are the updated Hyundai Grand i10’s rivals? 

We’ve mentioned that the sedan competes against the likes of the Suzuki Dzire and VW Polo sedan. The hatch, on the other hand, offers competition to cars like Kia Picanto and VW Polo Vivo.

Verdict

The brand that enjoyed so much initial success in our market with impressive entry-level offerings like the Getz and the (second generation) Atos, you get the sense that Hyundai gets a buzz out of harnessing an enticing level of charm out of the smallest products.

The updated Grand i10 continues this legacy by offering predictable, fuss-free motoring in a package that feels suitably well put together and, indeed, honest.

Loaded with standard specification and backed by an impressive warranty, the notably efficient Grand i10 has every chance of claiming a CAR magazine Top 12 Best Buys award.

We’d opt for the 1,2 Fluid manual. 

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Image: Chery

What are we driving?

We spent time behind the wheel of the Chinese brand’s flagship seven-seater the Tiggo 8 Pro Max 2,0T Executive. Powered by a four-cylinder turbopetrol engine that produces a healthy 187 kW at 5 000 r/min and 390 N.m between 1 750 and 4 000 r/min. It features Chery’s second-generation i-HEC (ultra-high compression direct injection) combustion technology, which allows for better thermal efficiency. Grunt is sent through the front wheels only (an all-wheel-drive version is on the cards for SA) via a 7-speed dual-clutch automatic sourced from German manufacturer Getrag.

Image: Chery

In traffic, it feels sprightly off the mark and it’s easy to have the Cooper Evolution CTT tyres chirp when pulling away in a hurry. There are, of course, three drive modes to choose from – Eco, Normal and Sport should you wish to tune the car to suit on-road conditions or your driving style. Out on the open road, the Tiggo 8 feels sure-footed, with ample in-gear punch, with firmer steering than before, a good driving position and a well-tied-down suspension. We experienced little body roll on the fast and flowing drive up the N3 highway towards the KZN Midlands however poor road surfaces and potholes do unsettle the relatively firm ride.

Related: Updated Chery Tiggo 8 Pro and Tiggo 8 Pro MAX Break Cover – Pricing

Why is the new Chery Tiggo 8 Pro significant?

It has a standard features list as long as a Home Affairs queue, just more appealing. The brand has spared no expense when it comes to passive and active safety kit if one takes front, front side, rear bolster, driver knee and side curtain airbags that extend to the third row, traction and stability control, hill-hold assist, tyre-pressure monitoring for its 19-inchers, lane departure warning, and a 360-degree camera parking view system, Isofix fitting points, to name but a few, into consideration.

The Tiggo 8 Pro Max is also equipped with advanced driver assistance systems including adaptive cruise control autonomous emergency braking and semi-autonomous lane-keeping assistance. These driving systems work well in bumper-to-bumper traffic but up the pace and I find it to be a bit too invasive. Our poorly marked roads and erratic road users certainly don’t help these sorts of systems at the best of times either. Thankfully, you can select to disengage the technology when needed.

Image: Chery

Step inside and you are welcomed to high levels of perceived quality that includes a two-tone brown and black treatment with brown faux-leather seats, a six-way electrically adjustable driver’s seat, an eight-speaker Sony surround sound system, potent 50W wireless charger, intelligent “Hello Chery” voice control, and ambient lighting options. The cabin is a highlight of the package that’s a comfortable space to spend time in.

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What’s new on the Chery Tiggo 8 Pro?

For the untrained eye, it may be possible to mistake the new Tiggo 8 for the previous model year but there are some key exterior revisions. The Chery logo in the newly designed grille uses LED lights to illuminate and is combined with an animated light-up sequence from the LED Matrix headlamps and LED daytime running lights. These create a unique visual signature often found on luxury-branded vehicles. At the rear, it has redesigned lights that are connected by a LED light bar for added on-road presence. While the exterior design is an evolution from before, the interior sees the biggest change.

Image: Chery

Besides looking more plush, the interior is also properly modern featuring a floating dual-screen setup that consists of both the instrument and infotainment displays. Combined, the two screens measure 24,6-inches.

Carrying on with the modern theme, the climate control is operated via touch-sensitive buttons and is positioned just below the aircon vents where a separate screen and physical controls were used on the prior model. There is a reason why some folks have been describing the Tiggo 8 Pro’s interior design as being inspired by Mercedes-Benz. Take a look at the designs of the push-start button, door cards, and the Burmester-style speaker grilles, and you might see why.

What does the new Chery Tiggo 8 Pro cost?

Chery’s latest flagship offering bells, and whistles included costs R669 900 while the 1,6T Executive comes in at R609 900. All models are sold with a five-year/60 000 km service plan and five-year/150 000 km warranty, as well as Chery’s 10-year/1-million-km warranty, which applies to the first owner only.

What are the new Chery Tiggo 8 Pro’s rivals?

The mid-size SUV segment is vast, including the likes of the Kia Sportage, Haval H6, Hyundai Tucson, Mazda CX-5 and Toyota RAV4 but to name a few. However, options in this segment sporting seven seats are surprisingly limited. The Volkswagen Tiguan Allspace, Nissan X-Trail, Mitsubishi Outlander and Peugeot 5008 are its closest rivals albeit more expensive while on the more affordable side, the R559 999 Mahindra XUV700 AX7 L may be a thorn in the Chery’s side.

Image: Chery

Verdict

Chery is pushing the boundaries of what a family SUV can offer at under R700 000. The bottom line is the bottom line: R669 000 for an attractive, well-equipped, four-adults-and-seven-in-a-pinch family SUV. The 1,6-litre model may offer better value but there are few alternatives on the market that offer as much punch and standard features as the 8 Pro Max 2,0T Executive.

Chery Tiggo 8 Pro Max 2,0T Executive | Fast Facts

Price: R669 900

Engine: 2,0-litre, 4-cylinder, turbopetrol

Transmission: seven-speed dual-clutch automatic

Power: 187 kW @ 5 500 r/min

Torque: 390 N.m @ 1 750 – 4 000 r/min

Driven wheels: Front

Fuel consumption: 7,6 L/100 km

CO2 emissions: 180 g/km

Rivals: Mahindra XUV700, Mitsubishi Outlander, Nissan X-Tail, Volkswagen Tiguan Allspace

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What are we driving?

It’s not an X3 or X5, or even a X1 for that matter. This is only the second model designed and developed as a standalone M model in 45 years; the first was the legendary M1 supercar from 1978. That fact alone means everyone is going to have high expectations for the BMW XM, and I was no exception. And for those who aren’t aware of BMW’s low-emission plans for the future, the XM is also a preview of what BMW is planning for the next generation M5 super sedan.

The XM’s nose is something to behold. It may divide opinions, but it commands your attention.

Why is the BMW XM significant?

There are a number of really cool technological advancements on the XM, but of major interest is the powertrain that in all likelihood will be used on the next-generation M5. Yes, there’s the familiar 4,4-litre turbopetrol V8 up front that makes 360 kW at 5 400 r/min and 650 N.m of torque between 1 600 and 5 000 r/min up. But it’s supplemented by a fifth-generation electric motor that on its own makes 145 kW and 280 N.m of torque—combined the two make up totals of 480 kW and 800 N.m.

How much does the XM cost?

The XM is available to order immediately for R3,4 million. BMW also used the launch of the XM locally to announce that just five units of the XM Label Red will be made available locally in the first quarter of 2024.

The XM’s cockpit is a beautiful place, and some of the ambient lighting bounces off the acoustic panel in the roofliner.

What’s it like to drive?

Visually, the XM is an assault on the sense of sight. Leading the launch convoy on the picturesque R62 from Barrydale to Franschhoek, I was able to take in just how striking the XM is in motion. Looking back at the XM’s square jaw, octagonal kidney grilles with their borders lit-up, gaping airdam and daytime running light slits that sit just above the actual headlamps, the word that comes to mind is commanding. The XM is all sharp angles and creases and you won’t be able to take your eyes off it.

It’s a theme that continues with the cabin. Up against the roof, there are all sorts of triangular shapes made up of the acoustic diffusion panel where the panoramic roof blind would normally be. It’s easy to get comfortable in the bucket-style seats, sit back and hold the thick-rimmed BMW M steering wheel.

BMW’s have always had driver-focused cockpits and the XM is no exception

Outright performance is obviously substantial considering those peak outputs. They’re nothing to scoff at and sportcars driver will easily be caught napping if they’re not careful. What’s the catch? Well, it’s not perhaps the fastest outright, because there’s competition from within BMW’s own stable in the form of the X6 M, but then that’s not the point of the XM. It’s a technological showcase.

With that in mind, I made sure that I hopped into one that had the most percentage of battery charge after the lunch break on the launch. Pointed back home toward Cape Town, in electric mode I managed to get up to 120 km/h before the turbopetrol motor kicked in, though BMW claims up to 140 km/h is possible in pure electric mode, and up to 90 km of electric range.

Stacked tailpipes are new to the M division.

What are the BMW XM’s rivals?

There’s really nothing like it as a performance hybrid. But you can easily mention the Aston Martin DBX, Range Rover Sport P460e, Maserati Levante Trofeo and Porsche Cayenne Coupe. Around R1 million separates the cheapest from the most expensive, but they all serve up similar driving experiences. The closest to the XM in price and drivetrain though is the Range Rover.

Verdict

I went on the launch thinking that the XM would disappoint me somewhere, but to be completely honest here, it didn’t. Yes, I know it’s heavy and that weight is the bane of vehicles that are driven dynamically, but on the open road with fast-flowing corners and long stretches of unoccupied tarmac, it was flawless. As a showcase of where BMW is with hybrid technology, it’s astonishing, and I think the Label Red that will arrive next year will put others in the segment on notice.

BMW XM Fast Facts

Price: R3 400 000

Engine: 4,4-litre twin-turbocharged V8

Transmission: eight-speed automatic

Power: 480 kW combined

Torque: 800 N.m combined

0-100 km/h: 4,3 seconds

Top speed: 250 km/h

Driven wheels: All

Fuel consumption: 1,6 litres/100 km combined

CO2 emission: 36 g/km

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