Time spent:                                           2 months of 6 months

Distance covered:                               2 500 km

Average fuel consumption:            10,8 L/100 km

We like:                                                  Versatility, strong performance

We don’t like:                                       Sensitive lane keeping assist

BY: Ian McLaren

An already imposing-looking vehicle, my flagship Ford Everest V6 Platinum seems to draw that much more attention on the road for its chrome detailing – including on the vehicle’s massive grille – as well its standard 21-inch wheels. Those distinct C-shaped LED daytime running lights are also difficult to miss.

Like its sister car the current Ranger double-cab, the Everest does struggle to hide its presence, especially within the confines of an otherwise tight shopping centre parking lot. You do need to concentrate to align the vehicle within an open bay so that all passengers to the left and right are able to exit without their respective doors touching the vehicle parked alongside. I’ve taken to helping my young children out of their seats to avoid potential damage.

Another area where this vehicle always feels large is on the freeway, where its particularly sensitive lane-keeping alert system continuously intervenes once it assumes the vehicle is unintentionally leaving its particularly narrow-in-an-Everest designated lane. While I’ve taken to switching this system off (fortunately an easy process), I have also recently been “warned” to keep both hands on the wheel – presumably by another system that isn’t happy with my “irregular” steering inputs.

In case you missed it: Living With It – Ford Everest V6 Platinum introduction

My Everest has fortunately also been spending time away from congestion. On one occasion it proved to be an ideal car-to-car tracking vehicle as our film crew captured footage for one of our online videos. While they appreciated this Ford’s segment-leading ride quality (even on large wheels), and the large luggage compartment swallowed all their gear, on this day they also appreciated the tall opening tailgate that provided a welcome shield from the rain as they filmed on location.

On one longer open road excursion, we managed to get the average fuel consumption down to 10,3 L/100 km.

This Everest is scheduled for its 15 000 km service and I’m looking to use the FordPass App that’s now linked to “my” vehicle to make the booking at my nearest dealership.

Browse over 26 000 new and used cars here with CARmag

The post Living with it – Ford Everest V6 Platinum update appeared first on CAR Magazine.

Toyota Urban Cruiser 1,5 XR manual long term stats

Time spent: 1 of 3 months

Distance covered: 1 430 km

Average fuel consumption: 7,4 L/100 km

Driver: Ryan de Villiers

We like: Comfort; versatile interior

We don’t like: High revs at cruising speeds

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

Based once more on a Suzuki product (this time badged as the Grand Vitara), the new Urban Cruiser is an altogether larger package than the first iteration. This means more interior room and a welcome 25-litres worth of additional packing space compared with the outgoing model. I like that the backseat backrest offers a 60:40 split fold-down function, a convenience that isn’t too common in this segment.

Competing within the all-important B-SUV segment, I appreciate that our top-spec XR derivative features 17-inch alloy wheels compared with the steel items fitted to the XS derivative. Another standout feature is the wireless Android Auto functionality of the infotainment system which is operated seamlessly via the car’s multifunction steering wheel.

Related: Toyota’s Urban Cruiser has gotten bigger, but is it better? Review

It is pleasing that the Urban Cruiser feels altogether more substantial on the road compared with the first-generation car which it replaces. That said, it remains a relatively lightweight package, which helps its 1,5-litre naturally aspirated engine to feel like a near-perfect fit for this budget-friendly offering. It’s just a pity that the manual transmission in our car doesn’t feature a sixth ratio as this would make for an altogether less frantic corresponding engine note while cruising at 120 km/h on national highways.

With my weekly commute comprising mostly, well, urban routes, I’ve managed to settle the average fuel consumption at an acceptable 7,4 L/100 km.

With thousands of new and used vehicles on offer, find your next set of wheels with CARmag. 

The post Living With it – Toyota Urban Cruiser 1,5 XR manual introduction appeared first on CAR Magazine.

Arguably the prettiest SUV in its segment, the 2023 Alfa Romeo Stelvio.

What are we driving?

Originally launched in South Africa in 2018, the Stelvio was one of those vehicles that I was quite surprised with when I first got behind the wheel. There are many SUVs that are fast outright in a straight line, but I think I’d be forgiven in saying that they couldn’t dream of hanging with pukka performance cars in the twisty bits. But that’s exactly where the Stelvio shone brightly; it added significant dynamic prowess to the practical package of the SUV.

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

Why is the Alfa Romeo Stelvio significant?

Not that we didn’t expect this, because Alfa Romeo’s history is synonymous with engaging driving in its home country of Italy. Alfas such as the Berlina, Giulia, Giulietta, 156s, and 159s have all been praised as being sent by the driving gods, but the most important factor that these aforementioned models have in common is that they’re all sedans.

At the time, the arrival of the Stelvio was to the tune of the global trend that was swinging toward SUVs. Alfa Romeo smartly named its first SUV after what is arguably the most famous mountain pass in Italy – Passo dello Stelvio. It was set to take the brand to heights greater than that summit.

What’s new on the Alfa Romeo Stelvio?

Although the overall profile remains the same; the eagle-eyed will notice the new finish on the famous Trilobo grille. The most significant difference however is the adoption of a 3+3 full LED Adaptive Matrix headlamps –  a design feature that debuted on the legendary SZ Zagato and was most recently seen on the 159 and now Tonale. The new headlamps have assigned functions for each of the three units on either side and they adapt to the curvature of the road and also adjust to other vehicles on the road so as not to blind other road users.

Related: Why Alfa Romeo’s Tonale was a disappointment and how that’s a good thing

This “entry-level” Veloce model gets a new wheel design, and shinier plastics that frame the wheelarches and underline the doors. At the rear there’s now a faux diffuser in-between the exhaust tailpipes. The taillights also have a more transparent finish to differentiate them from their predecessor.

Inside, behind the redesigned steering wheel, the instrument cluster has also been revised. Instead of a central TFT screen flanked by a tachometer and speedometer, there’s now a well-sized 12,3-inch TFT screen where all the vital information is displayed.

2023 Alfa Romeo Stelvio cabin

What does the Alfa Romeo Stelvio cost?

The big news with the launch of the Stelvio in South Africa in 2023 is that Alfa Romeo’s launched it at the same price that the pre-facelift model was available at – R1 205 000. The only two options available are a sunroof (R15 000) and Advanced Driver Asssistance Systems pack (R5 000). The latter allows the driver to ease up on the throttle and brake pedals, as well as minimized steering inputs for more comfort on longer journeys.

Also read: Maintaining a classic Alfa Romeo for 38 years. 

What are the Alfa Romeo Stelvio’s rivals?

Drop-dead gorgeous paired with some enjoyable driving dynamics? We think your best bets close to the Stelvio would be the Jaguar F-Pace and Lexus RX. For a little more money, there’s the Porsche Macan. They’re all brilliant, but for driving enjoyment, the Porsche is closer to the Stelvio, albeit for a price premium.

Not many rivals can hang with the Stelvio around bends.

Verdict

For regular CAR readers, the Stelvio’s launch route actually turned out quite similar to that of the original a few years prior. Alfa Romeo had originally planned a journey that would have included a few more passes, but the bevy of storms bashing the Cape would result in many of these fun roads being closed just before the launch. Regardless, the Stelvio was still thoroughly enjoyed on some of the best B-roads around Cape Town.

Related: 2023 Alfa Romeo Stelvio pricing and spec

The handling is predictable, turn-in sharp and the turbopetrol motor responsive and torquey. Plus, you can pack the family in. What’s not to like?

Alfa Romeo Stelvio Veloce Fast Facts

Price: R1 205 000

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

Transmission: eight-speed automatic

Power: 206 kW at 5 250 r/min

Torque: 400 N.m at 2 250 r/min

Driven wheels: all

Fuel consumption: 5,7 litres/100 km

CO2 emissions: 161 g/km

Rivals: Jaguar F-Pace, Lexus RX, Porsche Macan

With thousands of new and used vehicles on offer, find your next set of wheels with CARmag. 

The post Review: Alfa Romeo Stelvio Veloce appeared first on CAR Magazine.

For many living just over our border in Botswana, Toyota provides the most compelling mobility solution. We took their flagship Hilux GR-S bakkie to the TGRSA Desert Race 1000 to learn why.

Toyota enjoys considerable popularity in South Africa but crossing over to Botswana showed even more market domination.

Looking for a new Hilux? Browse over 1 000 here. 

Leaving Sandton at the crack of dawn, we jumped into a laden Hilux GR-S in a convoy comprising the bakkie and its long-roof Fortuner sibling, which would accompany us on the brief excursion over the border for the weekend. For the first time since before Covid-19, Botswana’s mining town of Jwaneng would play host to the only SARRC event outside of our borders.

Related: Hilux and Ranger go head to head at TGR 1000 Desert Race

This means stretches of highways and national roads to Skilpadshek border gate before crossing into the landlocked country. Similar roads awaited us but the durability and ruggedness of South Africa’s best-selling bakkie proved its mettle on the less ventured paths that took us on a galavant to spectate the TGR 1000 Desert Race.

Based out of Jwaneng, the daily commutes for the GR-S required stints on dirt roads and unkept single-track paths. Under the bonnet, the tuned 2.8GD-6 turbo diesel motor accepted everything thrown at it in its stride while the updated suspension justified why this model is priced R187 800 over the entry-level 2.8GD-6 double cab counterpart.

Rutted dirt roads and sections of soft sand proved no foe formidable enough for deterring the bakkie with 4-wheel drive occasionally making its presence known upon navigating slow and technical sections. Fuel economy when returning to Johannesburg also registered just above 9 L/100km despite the enthusiastic driving and less-than-ideal off-road conditions.

Related: Pricing announced for the sporty derivative of SA’s favorite bakkie – Toyota Hilux GR-S

When venturing into the barren tracks towards the spectator point, the Hilux was also as common a sighting as the grazing cattle along the arid savanna. Brimmed spectator points were almost exclusively lined with bakkies, most being Toyota badged with Hiluxes and Land Cruisers spanning decades in age. This very aspect of the revered bakkie proves why it is the preferred choice for buyers in rough and rural African countries.

Toyota is a top seller locally, but in Botswana, it is outright domination. Outliers on the roads include ex-JDM imports like the Honda Fit (Jazz) which are now a more affordable alternative to the “kan nie dood nie” Hilux.

Despite being on the market for several years, this served as my first outing in a current-generation model. Expectations on ride comfort weren’t high but easily surpassed courtesy of the tuned GR suspension. That being said, the next significant upgrade that is crucial for the Hilux to successfully wear the Gazoo Racing badge would be the inclusion of disk brakes at the rear. Hard to believe a Hilux (this GR-S) costs a smidge under a million Rand now, but a journey like this justifies why the nameplate is worth every penny.

Find your next bakkie here with CARmag.

The post Toyota Hilux GR-S tackles Botswana’s brutal biomes appeared first on CAR Magazine.

The striking new Tonale has been touted as the car Alfa Romeo needs to ensure the storied automaker remains relevant in the ever-evolving automotive world but that means it can’t appeal to everybody writes Alex Shahini in this latest opinion piece.

First and foremost, I am an Alfista. It was my gateway into this career and it is the automaker that has been part of my family from before I was even born. That is really where my story starts with the brand; the sight, the sound and the sensation. To me in those formative years, models like the 75, 33 and Giulietta were always more visceral than any other rivalling Mercedes-Benz or BMW that was in the family at the time.

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

This upbringing shaped my understanding of what an Alfa Romeo should be. Seductively aesthetic, dynamically engaging and affordable for the working class. I thought of them as the most accessible way of experiencing the passion that high-performance Italian brands are renowned for, without them after all, we would not have the likes of Ferrari and as a result, Lamborghini instilling a sense of aspiration in motorsport affixed children. A far more dull world indeed! 

This opinion piece isn’t going to diverge into a chant of sacrilege that the once-dominating brand has sold its soul to create SUVs. As we know, the ever-evolving automotive world requires the mantra of adapt or die. There are some die-hard fanatics that believe the last real Alfas came in the late 80s, powering the rear wheels of a sleek, low roofline and for them, I frequently advocate that there is only a small market of people who have the pockets to justify the high-level decisions that would have favoured that. Looking at sales proves this, with the Stelvio and Tonale serving as the stalwarts averaging around half a dozen of each per month while the Giulia frequently doesn’t even have one roll off of the showroom floor and into the driveway of a besotted buyer.

Related: Alfa Romeo Tonale takes Italian automaker to new heights

That is also why a model like this Tonale, embued with all the style and charisma of any Alfa before it, is exactly what the famed Italian brand needs to bolster its sales. Aside from its striking exterior and posh interior finishes, it is highly unlikely to appeal to the Alfisti reading this but instead, their spouses, friends or relatives wanting something premium but unique at the same time. Those buyers, who comprise a larger audience than us, who get a kick out of every drive we take, are its key market.

In the Tonale, Alfa Romeo is selling a small taste of what it is to buy into the 113-year-old automaker. They know a thing or two after this long history and the Tonale needs to be considered in the same light that the Cayenne was the saviour for Porsche in the early 2000s; a volume-oriented cash cow that can supplement the true enthusiast’s creations that typically wear the illustrious Quadrifoglio badge.

During its local launch, which was attended by Braam Peens, many of the model’s flaws were pointed out, after all, nothing on the road is perfect but the expectation based on what the badge has provided in its history is its own worst enemy. Looking back at the checkboxes, the Tonale is certainly seductively aesthetic in comparison to its European and Japanese competition. This isn’t opinion but rather based on several design awards the model has been presented with since the concept first broke onto the scene in 2019. Greek designer Alexandros Liokis of Centro Stile Alfa Romeo stated the intention was “to create, along with my team, cars that the world will remember and love.”

But a car like this can only be remembered and loved if it can be accessed, so what about affordability? The entry-level Tonale at R754 900 is beaten only by the Q3 35TFSI which starts from R699 900, add the shopping list worth of extras to Ingolstadt’s model and they’d be on par. The most affordable X1 comes in at R768 045 and the tri-pointed star’s smallest SUV will set buyers back a bottle of fancy champagne under R900 000. The model on test was the limited edition Speciale which comes in at R799 900 and is handsomely equipped with all of the modern-day tech toys that appeal to buyers – adaptive lighting, lane keep assist, electronic tailgate and keyless entry to name a few.

Now, to the contentious topic of being dynamically engaging. Many may have already predicted that this would be where the Tonale would have fallen short. From my experience, is an almost impossible task to combine the practicality of an SUV with the engagement of a sedan which is inherently lighter and bears a lower centre of gravity. There are exceptions, the superlative Stelvio being one of them which to this day and despite its age, still offers the best driving experience in its class.

Back to the Tonale – it is worth mentioning that its 118 kW and 240 N.m 1,5-litre four-cylinder turbo-petrol motor with hybrid assistance is on par with its key competitors who mill between 110-120 kW and 230-250 N.m. Based on these specs as well as driving experiences with its rivals, the Tonale paints a picture that it is exactly what a buyer shopping in this segment is happy to accept.

Despite slightly lethargic pickup (even with the torque from the electric motor) and a sluggish TCT  in N mode, flicking the rotary dial into D immediately makes the direct steering feel more in place with more immediate throttle response and cog swapping.

Unfortunately, none of this will set an Alfista’s soul alight because despite wearing the iconic scudetto and badge, it does tend to lack the emotion that comes with the driving experience that its predecessors have possessed. Gone are the days of the Busso V6 finding a home in the affordable 156; a boisterous motor to put hairs on your chest. This Tonale is ultimately the direction commuter cars are heading and it seems that the 1,5-litre of the C-segment SUV will be the only powertrain the South African market will receive. Foreign markets on the other hand have a Q4 plug-in hybrid and 2,0-litre turbocharged in-line four on offer, generating 203 kW and 191 kW respectively. These, despite their expectedly inflated price, may have been the middle ground to appeal to Alfisti, or enthusiasts, wanting get behind the wheel of the entry-level Alfa while retaining that grin-inducing factor that is so synonymous with antecedents of the brand.

From my time behind the wheel, the attractive model instilled a sense of disappointment in me but that is fine. It has succeeded in what it has set out to do; create an appeal to that broader audience that Alfa so need to capitalise on. For the Alfisti, keep that cherished Biscione-badged classic tucked away in the garage for the weekends, this may find a place alongside it as the stylish commuter. After all, despite it being the newest and most affordable model in Alfa’s lineup, it has been their strongest seller since its local launch and for good reason…

Looking for a new or used car to buy? Browse here with CARmag. 

The post Why Alfa Romeo’s Tonale was a disappointment and how that’s a good thing appeared first on CAR Magazine.

As part of a scoop road test feature ahead of the car’s official South African launch, we strapped our timing equipment to the newest Gazoo Racing creation, the mighty GR Corolla…

Fresh from its somewhat frustrated exploits at the 2023 Simola Hillclimb, the CAR magazine team welcomed one of the most exciting Toyotas to pass through our test garage in a long time. Sure, in recent months we’ve reviewed the GR Supra and new GR86, but each of these cars carries DNA from partner brands, BMW and Toyota, respectively. The plucky GR Yaris, on the other hand, is all Toyota and proved to be an enticing appetiser for the main course, its big brother Corolla.

Find your next Toyota here with CARmag. 

A project personally overseen by the former president of Toyota and keen amateur racing driver, Akio Toyoda, the mandate from the man whose first car was a Corolla was clear, to produce “a Corolla that captivates customers.”

The cover star of our forthcoming July 2023 issue, we thought we’d preface the on-sale date of this issue by publishing the VBox-tested 0-100 km/h sprint, as well as the quarter-mile times for the new GR Corolla Circuit derivative.

Related: Watch: Toyota GR86 Quick Look

As a reminder, the GR Corolla features the same turbocharged 1,6-litre, 3-cylinder petrol motor as the GR Yaris, yet in this application (together with software updates, some minor piston mods and a trick – three tailpipe – exhaust system to better manage backflow) it offers 221 kW and 370 N.m. Mated with a six-speed manual transmission, the GR twins send power to all four wheels via the brand’s new GR Four variable all-wheel drive setup.

While launching a manual, all-wheel drive car is an altogether cringe-worthy exercise that involved unceremoniously dropping the clutch at near maximum revs, this is necessary in order to avoid getting bogged down by the car’s superior grip levels.

With no clear benchmark 0-100 km/h sprint time offered by Toyota South Africa, imagine our surprise when our first run delivered a time of just 5,04 seconds. As a reminder, the similarly all-wheel drive, yet DSG-operated Volkswagen Golf R tested in December 2022 recorded a time of 5,03 seconds – using its no-fuss launch control module. What’s more, the Toyota went on to cover the quarter-mile distance in 13,23 seconds, crossing at a speed of 169 km/h. On the same test strip, but on a different day, the Golf R completed this quarter mile in 13,37 seconds, at a speed of 154 km/h.

Related: Official pricing! Toyota GR Corolla comes in cheaper than the Golf R

The caveat to the GR Corolla’s headline-grabbing best 0-100 km/h sprint time, however, is that the car’s clever all-wheel drive, which incorporates a clutch pack mounted to the rear differential, has “self-preservation” sensors that quickly let you know when the system is getting too hot. Our second run, a short while later, registered 5,34 seconds, with a clear warning via the vehicle’s digital instrumentation that the system was getting too warm to deliver back-to-back optimal performance.

The moral of the story is, “We’ve got one shot at this, Maverick!”

Look out for more content on the GR Corolla, as well as a full road test feature in our July issue, on sale on 23 June.

Looking for something sporty? Find it here with CARmag.

The post Road Test Figures: Toyota GR Corolla has VW’s Golf R firmly in its sights! appeared first on CAR Magazine.

Image: Peet Mocke

Despite its unassuming nature, this gem has quietly established itself as a stylish and dynamic choice for those seeking a well-rounded and affordable option in the lucrative market.

Find your next CX-5 here with CARmag.

The Mazda CX-5 Skyactiv-G, an updated variant introduced in 2021, is a testament to Mazda’s commitment to continuous improvement. With subtle exterior updates and a commendable 2,5-litre powerplant, this mid-sized SUV performs superlatively at its intended purpose. 

During our recent encounter with the CX-5, we experienced the naturally aspirated 2,5-litre four-cylinder variant, which beautifully strikes a harmonious balance between power and efficiency despite not using forced induction. Leveraging Mazda’s Skyactiv technology, this SUV effortlessly delivers an engaging driving experience that captivates discerning drivers seeking both practicality and excitement on the road.

Image: Peet Mocke

Mazda’s Skyactiv philosophy, which is focused on optimizing performance, fuel efficiency, and handling, is evident in every aspect of this vehicle. The well-tuned chassis, precise steering, and refined suspension contribute to agile and enjoyable driving dynamics that set the CX-5 apart from many competitors in its class.

Related: Mazda models get new beige Carbon Turbo styling packages

Adding to its allure, the CX-5 boasts a striking design that is characteristic of Mazda’s elegant and distinctive design language. With sleek lines, a bold front grille, and athletic proportions, this SUV commands attention and exudes a captivating presence on the road. 

Image: Peet Mocke

Stepping inside the CX-5, one is greeted by a premium interior that features high-quality materials, an ergonomic design, and a clean layout that exudes a sense of luxury. From the plush seating to the user-friendly infotainment system, every aspect of the CX-5’s interior is thoughtfully designed to provide comfort and enjoyment for both drivers and passengers. Of all novelties, the poor quality of the reverse camera does seem out of place in an otherwise exceptional vehicle.

Image: Peet Mocke

The CX-5 Skyactiv-G stands as an underappreciated gem in the automotive world. Its combination of driving dynamics, striking design, premium interior, and reputation for reliability make it a truly compelling choice for those seeking a well-rounded and affordable midsize SUV. Mazda’s commitment to delivering excellence is evident in the CX-5, making it a vehicle that deserves recognition and appreciation as an underdog in its class. 

Mazda CX-5 Fast Facts:

• Price: R729 500
• Engine: 2,5-litre petrol powerplant
• Transmission: 6-speed AT
• Power: 143 kW @ 6 000 r/min
• Torque: 258 N.m @ 4 000 r/min
• Driven wheels: AWD
• Fuel consumption: 8,3 L/100 km
• CO2 emissions: 169 g/km
• Rivals: Haval H6, Citroen C5 Aircross, Peugeot 3008

Looking for a new set of wheels? Browse CARmag’s conclusive listings platform here.

The post Mazda CX-5 Skyactiv-G: the underappreciated SUV appeared first on CAR Magazine.

What are we driving?

Essentially, this is a continuation of all the budget offerings in more recent years, the Aygo and more recently the Agya. For all of this to make sense, look past the fact that it’s already been around our market under a different name (as the Suzuki Celerio), and think of the Vitz as a successor to the aforementioned models – particularly when you look at the positives for Toyota.

Why is the Toyota Vitz significant?

Using the Celerio as a base means that Toyota’s base model range has improved significantly in areas that matter to the kind of buyers that the Vitz appeals to – first-timers and students/graduates. It’s larger than its predecessors in terms of luggage room while being slightly more efficient, but most importantly is that it is competitively priced.

As an aside, Vitz was the title originally given to the Yaris in its home country of Japan, which used to be Toyota South Africa Motors‘ budget offering when it was introduced here in the mid-2000s and to see it reintroduced right at the bottom of the Toyota line-up is a refreshing nod to consistency and the legacy of a name.

What’s new on the Toyota Vitz?

We’ve spent a considerable amount of time with the Suzuki Celerio here at CAR – it’s recently finished a tenure as a long-term vehicle with us. We’re happy to report that it’s more of the same generally fuss-free motoring. What’s crucial to mention is that the Vitz comes in cheaper than what the Aygo left the market on, so there’s that.

There’s also considerable standard safety specification, which comprises dual front airbags, ABS with EBD and a vehicle stability control system, pre-tensioners with force limiters on the front seatbelts, child locks on the rear doors, Isofix mounting points on the rear bench, rear park sensors and central locking with alarm and immobilizer.

All models on the local introduction were of the range-topping XR specification, so it’s difficult to iterate just how much value you’d get for your R189 900, but what I can say is that for R219 900 you get the 7,0-inch touchscreen with Android Auto and Apple Carplay and Bluetooth connectivity, satellite audio and phone controls on the steering wheel and electric windows all-round. The audio system also plays through four speakers.

What is the Toyota Vitz like to drive? 

Just like we experienced with our long-term Celerio, the Vitz can be turned around town with ease. Despite its lowly outputs, the 5-speed box is geared to make full use of the three-cylinder motor’s peaky nature. The off-beat thrum is a lovely noise to chase after, but that quickly comes at the expense of any sort of fuel efficiency. The Vitz does come with a stop/start system, but you’ll have to try really hard to even get close to the claimed average consumption figure of 4,4 L/100 km because in six months with its Suzuki step-sibling, the best we could manage was 5,5 L/100 km.

Verdict

The Suzuki partnership has borne much fruit for Toyota in the Urban Cruiser and Starlet. With the return of the Vitz as the brand’s budget-friendly option and our rising interest rate and cost of living, Toyota simply can’t miss. Add to that the sheer reach of its dealership network and all of a sudden it opens this model up to a significantly wider audience.

Toyota Vitz XR Fast Facts 

Price: R219 900

Engine: 1,0-litre, three-cylinder, normally aspirated

Transmission: five-speed manual

Power: 49 kW

Torque: 89 Nm at 3 500 r/min

Driven wheels: front

Fuel consumption: 4,4 L/100 km

Service plan: 2 years/30 000 km

Rivals: Renault Kwid, Suzuki Espresso

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

The post Review: Toyota Vitz 1,0 XR appeared first on CAR Magazine.

What are we driving?

Following the addition of the all-electric Volvo XC40 Recharge to the South African market, the Swedish brand has now expanded its EV offering with the trendy C40 Recharge. It’s a niche SUV with four-door coupé styling that maintains all of the familiar character you’d expect from a modern Volvo. This P8 Ultimate variant (the only iteration available in SA) is propelled by an all-wheel-drive twin-motor configuration, and as a result it’s one of the fastest-accelerating Volvo products ever built.

Volvo C40 Recharge

Powered by a large 78 kWh lithium-ion battery pack, it produces 300 kW and 660 N.m, so the dash to 100 km/h is completed in only 4,7 seconds. This makes it effectively as fast as an Audi RS Q3 Sportback. On the rain-soaked Cape Winelands launch drive it performed effortlessly offering heaps of traction and confidence in the wet and of course more than enough grunt to overtake lumbering trucks. It’s not a sports car and doesn’t have aspirations of ultimate driver engagement, however, it’s rather relaxed and easy to pilot with light steering and a firm enough suspension to keep body control in check but one can’t ignore the available grunt.

The driving range for the C40 Recharge P8 Ultimate is a claimed 444 km (WLTP), although I’d suggest that a realistic range of around 370 km is achievable.

Why is the Volvo C40 Recharge significant? 

Design is the primary selling point for the C40. The smaller glass-to-metal ratio contrasts against chunky lower body panels that hunker down on 20-inch wheels. Its unique 84-pixel headlights claim to do a better job at not dazzling oncoming drivers than regular LED matrix units. The taillights that extend up the C-pillar perform an LED animation whenever it’s locked or unlocked. Aerodynamic elements like a spoiler at the top and bottom of that raked rear glass add a touch of sportiness but are functional too as the C40 has a drag coefficient of 0,319 Cd.

Volvo C40 Recharge

Pleasing aesthetics continue inside the C40 and there’s no actual leather on the steering wheel or suede on the seats. The materials are entirely leather-free, but they look and feel convincing. The carpeting too is made from recycled material. An especially stylish detail on the dash is a trim insert which is designed from the topography of Sweden’s Abisko National Park. At night, backlighting shines through it.

Related: Upcoming Volvo EX30 promises the lowest carbon footprint ever

As a styling exercise, the C40 hits the mark, standing out with its sculpted stance and tasteful appointments. Even better, it’s genuinely pleasant to drive.

What’s new on the Volvo C40 Recharge? 

The portrait-style touchscreen is far less finicky to use than before. Although the climate controls and the vehicle settings are still operated solely from the screen, not much is more than one or two taps away. Now using Android Automotive software connecting my Samsung device to the infotainment system took just a few seconds while the ‘Hey Google’ voice-operated assistant works seamlessly.

Volvo C40 Recharge

It’s incredibly fuss-free generally, there’s no Start/Stop button to fiddle with for example. Select drive and you’re away. The same goes with leaving the Recharge – select park, exit, lock up and walk away. On the go it’s equally easy.

What does the new Volvo C40 Recharge cost? 

Available as a flagship P8 Ultimate the C40 Recharge will set buyers back R1 285 000.

What are the Volvo C40 Recharge’s rivals? 

With its unique-to-Mzansi exterior design and potent EV powertrain, this sloped-roof Swedish crossover carves out a space for itself that sees little direct competition. The Tesla Model Y, Mustang Mach-E, Audi Q4 e-tron and Kia EV6 for example are all unavailable in SA while the EV crossovers that are for sale locally come more conventionally styled and offer less performance making them more relevant rivals for the XC40 Recharge. BMW’s iX1 xDrive30 M Sport and the Mercedes-Benz EQA250 AMG-Line are both a bit more affordable than the C40 coming in at R1 180 000 and R1 227 000 before options, however they are outgunned by the 300 kW/660 N.m Volvo. By comparison the BMW produces 230 kW and the Mercedes just 140 kW.

Volvo C40 Recharge

Verdict 

The Volvo C40 is a wonderful thing, it’s an EV with character. It’s certainly not perfect, the ride’s on the firm side and some interior finishes don’t feel as expensive as the price tag would suggest. However, for now, it’s in a class of its own doing the four-door coupé EV SUV thing. There are loads of standard features, the design inside and out is top-notch, the performance is class-leading, and the whole experience provides a refined and surefooted ride.

Volvo C40 Recharge Fast Facts

Price: R1 285 000

Engine: 78 kW/h battery, dual-electric motors

Power: 300 kW

Torque: 600 N.m

Driven wheels: All

0-100 km/h: 4,7 seconds

Top speed: 180 km/h

Range: 444 km (WLTP)

Rivals: Audi RS Q3 Sportback (although not an EV), BMW iX1, Mercedes-Benz EQA

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What are we driving?

The replacement for the impressively sophisticated, though somewhat niche outgoing Citroën C3 hatchback is a new, altogether more budget-friendly compact crossover that Stellantis, is hoping will introduce to an altogether broader audience to the brand.

Citroën C3

No doubt keen to mimic the success that compatriot brand Renault has enjoyed with its respective “priced-to-go”, India-built offerings, including the Kwid, Kiger and Triber, the new C3 retains a welcome dose of the kind of styling exuberance that its maker is famous for, yet with reconsidered packaging that allows Citroën to enter the fast-growing so-called B-segment. This is the segment that currently accounts for 40% of monthly sales in South Africa and is thus lucrative to contend in. Within this B-segment (including hatch and so-called SUV), 33% of the current sales volume falls within the R200 000 to R250 000 price bracket.

Why is the new Citroën C3 significant?

Assembled in India using a heavily modified CMP platform (90% of the car’s components are now sourced locally), the new C3 forms part of a “C-cubed” programme that in that market will also see a new C3 Aircoss, as well as a C3X Sedan being assembled on the same architecture. Assuming the Aircross, in particular, makes its way to South Africa, this vehicle (available as a 7-seater in India) could rival the likes of the Hyundai Grand Creta.

Related: Touchdown Citroën C3 – Pricing and Spec for South Africa

Designed to take advantage of the Indian market’s sub-4-metre excise levy exception, the new C3 nevertheless boasts a useful 180 mm worth of ground clearance. The car is also the reigning World Urban Car of the Year.

What’s new on the Citroën C3?

For the time being, the C3 is offered exclusively with a 1,2-litre, three-cylinder engine mated with a 5-speed manual transmission. Citroën South Africa will consider introducing an automatic option at a later stage. There is also currently an 82 kW/190 N.m turbocharged version with a 6-speed manual transmission on sale in India.

Citroën C3

It can’t be a simple task deciding on what standard equipment should be included in a vehicle where the price point is such an obviously sensitive factor. While the presence of a crisp, 10-inch touchscreen able to wireless connect to Apple Carplay or Andriod Auto is bound to appeal to a youthful audience, more pertinent for a parent or guardian potentially overseeing this purchase is a height adjustment on the driver’s seat to ensure an optimal driving position, as well as standard ABS with EBD (electronic brake distribution), a dual airbag system and parking sensors. There’s also a multifunction steering wheel, air-conditioning and electric windows.

Related: Updated Citroën C5 Aircross first drive review 

I especially like the fact that the C3 is offered in a range of colours, including the ability to choose between colour coded or a black or orange contrast roof colour. When selecting the latter, the car’s well-put-together cabin receives a matching anodised orange fascia panel.

Citroën C3

Don’t let negative reporting on the fact that the car only has manually adjustable side mirrors detract you. Instead, ask yourself how often you’re likely to adjust these items once they’re set at the optimal angle for your driving position.

Fitted as standard with a 15-inch steel wheel with plastic covers, an R8 300 upgrade sees these items replaced with a set of alloy wheels.

What does the new Citroën C3 cost?

And that’s the particularly cool thing about the new C3. While the starting price of R229 900 includes a 5-year/100 000 km warranty and 2-year/30 000 km service plan, Citroën South Africa has made it pretty simple to upgrade the car via a choice of two still relatively affordable packages.

An Elegance Pack (R2 200) adds various chrome trim elements to the exterior, including fog lamp surrounds and door handles, while a R2 700 Energy Pack includes a roof-mounted spoiler, rear skid plate and contrast colour side mirrors and fog lamp surrounds.

What are the new Citroën C3’s rivals?

At this price point, the C3’s most obvious rivals in our market are the Renault Kiger, Nissan Magnite and the admittedly more compact Suzuki Ignis.

Verdict

I’ve always had a soft spot for the Citroën brand. While I haven’t always understood the thinking around some of its products (including the wacky C3 Pluriel from the early 2000s), I appreciate the fact that this French brand isn’t afraid to push the boundaries, especially when it comes to expressive exterior designs.

On the road, I was pleasantly surprised by how well the C3’s 61 kW/115 N.m engine performed, especially considering Citroën’s decision to host this car’s launch event at an energy-sapping altitude of Johannesburg. While the five-speed manual transmission has a relatively long travel between cogs, an easy-going approach to both throttle inputs and corresponding gearshifts should leave most buyers in this segment more than satisfied with the real-world performance of the new C3. The added benefit is a claimed fuel consumption figure of just 5,6 L/100 km.

Related: Citroën AMI comically topples over at iconic Monaco hairpin

The new C3 offers the Citroën brand a timely reset by way of still quirky, stand-out styling and innovative thinking, yet now in a package with a price tag and an appropriately generous specifications list that will force buyers who we know from experience would rather purchase new than explore any number of pre-owned alternatives, to at least visit a showroom and take this car for a test drive.

Citroën C3 Fast Facts

• Price: R229 900
• Engine: 1,2-litre, 3-cylinder, naturally aspirated
• Transmission: five-speed manual
• Power: 61 kW @ 5 750 r/min
• Torque: 115 N.m @ 3 750 r/min
• Driven wheels: Front
• Fuel consumption: 5,6 L/100km (combined)
• CO2 emissions: 133 g/km
• Rivals: Nissan Magnite; Renault Kwid

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