Latest news with #CharlBosch
The Citizen
3 days ago
- Automotive
- The Citizen
Diesel punch gives GWM Tank 300 the edge it always deserved
Long awaited 2.4 litre turbodiesel finally does justice to the retro-styled off-roader, though the usual throttle and transmission calibration niggles remain. Styled to resemble the Soviet-era UAZ 469 military 'jeep', the boxy Tank 300 has it made on the styling front. Images: Charl Bosch By assumption, it can be argued that Great Wall Motors (GWM) had possibly expected a bit more from its Tank brand's first model in South Africa, the 300, after its first full year of sales last year. Tainted success A quick totalling up of the monthly National Association of Automobile Manufacturers of South Africa (Naamsa) sales figures paints an impressive figure of 516 units for the retro-styled off-roader that faced numerous delays before its eventual arrival in 2024. The entry-point in the Tank range, which is marketed as a standalone brand in China instead of being sold as a GWM, the 300's sales performance admits a compromised choice of powertrains, which international reports have been anything but kind to. Blighted by poor fuel consumption, the 2.0 litre turbocharged petrol has received the bulk of the criticism, while the self-charging 2.0 litre turbocharged HEV hybrid has been received coolly for its anything but hybrid consumption of more than 13 litres per 100 km in some instances. ALSO READ: No more waiting: GWM puts sticker price on Tank 300 Diesel While praised for its 255kW/648Nm, which saw Road Test Editor Mark Jones clock a 0-100 km/h sprint time of 6.9 seconds at Gerotek last year, the HEV's attempt to balance power with efficiency while moving nearly 2.3 tons simply doesn't suit a vehicle designed from the onset as a hardcore off-roader. At the same time, the 3.0 litre twin-turbo V6 has also been ruled out as the vehicle that uses it, the limited edition Tank 330, won't be offered outside the People's Republic anytime soon. Diesel 'a must' The solution was, therefore, an easy one and on the back of significant pressure from Australia, the Tank 300 officially debuted a turbodiesel engine last year in a move GWM chair Wei Jianjun described as an issue that could no longer be avoided. Using the GW4D24 2.4 litre oil burner that debuted in the facelift P Series, known as P300 in South Africa earlier this year, the Tank 300 Diesel's knock-on effect involved its confirmation for the local market, where sales for the first four months have so far totalled 297 units. Unveiled at GWM's annual dealer prize-giving conference in February, the diesel also becomes the entry-level power unit in the Tank 300 lineup despite its greater displacement than the admittedly more powerful petrol and HEV. The tested model is the flagship Ultra Luxury. A move that could be seen as making the petrol and hybrid almost redundant, the arrival of the diesel for the week-long test left no second guessing as to which model would soon become the most sought after. Initially thought to be entry-level Super Luxury, the white test unit turned-out to be range-topping Ultra Luxury priced at R739 990. A sticker that undercuts the comparative petrol by R39 960 and the HEV by R189 960, the Ultra Luxury doesn't lose out in spec either as GWM had simply carried the former's list of features over into the diesel without skimping on anything. Styling done right Styled to resemble the Soviet-era UAZ 469 military 'jeep' , with a few elements from the Ford Bronco present down the side and at the rear, the 300 looks purposeful and rugged in a manner its more upmarket sibling, the plusher Tank 500, simply cannot match. Top-spec Ultra Luxury rides on 18 inch alloy wheels. Perched on 18 inch alloy wheels versus the 17 inch fitted to the Super Luxury, the Ultra Luxury strikes an imposing figure. The only giveaway of its difference from the petrol is a chrome 2.4T badge above the 4×4 decal on the tailgate. Simple but upmarket inside As incremental as the exterior changes are, the interior is virtually identical. GWM has retained the dual 12.3 inch displays, ambient lighting, wireless smartphone charger, heated and cooled front seats, and dual-zone climate control. Bizarrely, the test unit didn't feature Nappa leather upholstery or even the Infiniti-branded nine-speaker sound system, which led to confusion about whether it was indeed the Super Luxury or the Ultra Luxury. The presence, however, of the bigger wheels, 'aired' seats and heated steering wheel gave the game up. However, it still remains unclear why the former items weren't present. The interior feels neat, looks premium, has a bar around the gear lever and relies on physical switchgear. Mystery aside, the interior is a welcome departure from other Chinese vehicles in that physical switchgear still dominates what remains a clean and uncluttered cabin with Mercedes-Benz-style turbine air vents and an aircraft throttle-inspired gear lever. Spacious in typical Chinese fashion, the fit and finish is equally impressive. Soft-touch plastics and leathers cover most surfaces, with a fetching imitation brushed aluminium decorative inlay on the passenger's side. Less impressive, the plastics around the gear lever sounded clunky and felt cheap. However, it could be argued that most buyers are unlikely to be phased about what is still a premium-feeling place to be. Ultra Luxury has been equipped with four off-road driving modes and a front diff-lock to go with the rear fitted as standard on the step-down Super Luxury. In addition, the infotainment system, which gets wireless Apple CarPlay and Android Auto, is relatively easy to use thanks to GWM's streamlined design, which eliminates pages and pages of sub-menus. Comfort has also not been sacrificed. Apart from the snug seats that can drop all the way down to the bottom, the instrument binnacle integration into the dashboard means no obscured view of the readouts, as in recently tested Chinese vehicles. Clambering into the back is just as good as the sunroof doesn't impact on headroom at all, while legroom is unlikely to result in any protests. Boot space with the rear seats up is 400 litres. It increases to 1 635 litres with the split back folded down. Besides the pair of vents, the Ultra Luxury also gets a pair of USB ports and a central armrest with twin cupholders. Tugging open the hinged tailgate with the spare wheel affixed, the boxy design reveals a 400 litre boot that looks surprisingly small on first glance. Somewhat of a faff, unlocking more space requires a two-tiered approach involving lifting the seat squabs first and then pulling the tag that drops the seat backs. Once done, luggage space increases to 1 635 litres, though once again, this appears smaller than GWM's claim. Powerplant stunner unfairly spoiled The business end of the Tank 300 is, of course, its new powerplant, which develops the same 135kW/480Nm as in the P300. Tipping the scales at a heavier 2 280 kg, though, the engine pulls with just enough verve for the 300 not to feel underpowered. The biggest highlight is the new 2.4 litre turbodiesel engine 'borrowed' from the facelift P300. The caveat, though, is that immediate response could, and should, have been better had it not been for the usual Chinese vehicle irritation of a poorly calibrated throttle mismatched with the transmission. It's a handicap that almost spoils not only driveability but also the engine itself. The delayed accelerator input results in the Tank 300 being momentarily without power and ponderous as the drivetrain tries to sort itself out. Leather seats are electric, heated, ventilated and with a massaging function for the fronts. For its part, the nine-speed automatic gearbox shifts smoothly once on the move, but tends to lose its way on downshifts and becomes erratic. More accomplished is the ride that irons out imperfections with little notice, as well as refinement in that little to no road or engine noise filters into the cabin. In addition, despite a full array of safety and driver assistance systems, none are intrusive and can be switched off permanently until being switched on again. Made for the bush On the off-road front, the Parament four-wheel-drive system has not been touched from the petrol and, as such, retains the low-range transfer and four off-road modes: Mud, Sand, Snow, and Expert, to go with the Eco, Normal, and Sport driving modes. Further included are the transparent chassis view camera, Crawl Control, a front diff lock that adds to the rear available from the start in the Super Luxury and the 360-degree Tank Turn, which, unlike in the all-electric Mercedes-Benz G580, doesn't spin the 300 through 360 degrees in its own tracks. The transparent under-body camera system comes standard on the Ultra Luxury. Instead, the system locks the turning rear wheel, similar to Ford's Trail Turn Assist. It requires the low range to be selected in conjunction with the Crawl Control. Pressing a third button activates the Tank Turn, meant to aid entry and turning in tight off-road spaces. A setup that can be seen as a bit gimmicky, it nonetheless still comes as one of the Tank's USPs in confirming its credentials as a serious off-roader. If already not 'off-road approved' enough, the diesel, as with the petrol and hybrid, has a ground clearance of 224mm, an approach angle of 33 degrees, a departure angle of 34 degrees and a breakover angle of 23.1 degrees. High consumption no more Always the main point of content with most Chinese vehicles, the conclusion of the Tank's week-long stay involved fuel consumption. Possibly the biggest payoff, besides the price tag, the 410km spent with the diesel saw the trip computer display a best figure of 8.8 L/100 km, way less than the 14.8 L/100 km recorded by the petrol last year and the HEV's 13.9 L/100 km. Conclusion It goes without saying that the arrival of the diesel has been worth the wait. GWM is finally giving the Tank 300 the engine it deserves. Although unfairly hobbled by the throttle and transmission programming, it still manages to excel where the petrol and hybrid have faltered. Although a brand of its own in China, in South Africa it will be known as the GWM Tank 300. While the Ultra Luxury will undoubtedly prove the derivative to have, smart money remains on the Super Luxury, which, minus a few features, can be had for R699 990. That being said, what version ultimately wins the buyer's signature still makes for an overall package that has suddenly become even tougher to beat. NOW READ: GWM Chairman makes it official: Diesel Tank 300 on the way
The Citizen
4 days ago
- Automotive
- The Citizen
Nissan Spirit of Africa shows how competition 4x4-ing should be
The 21st running of the event, and third sponsored by Nissan, came with the added task of restoring the author's take on four-wheel-drive battle events. Annual Spirit of Africa this year saw new the Nissan Navara Pro-4X Warrior being the vehicle of use. Image: Charl Bosch Off-roading, whether as a passenger or behind the wheel, has been part of my life for more than 25 years. Having spent a great deal of my formative years, post-2000, in the back of a single cab Isuzu KB, two double cab Mitsubishi Colt Rodeo V6s and a Nissan Pathfinder with my father, late mother and brother criss-crossing Southern Africa from Swaziland to the Caprivi strip, the passion and appreciation for what these vehicles can do remains undiminished to this day. Not the best memory An invite nine years ago to attend an off-road jamboree in fully kitted-out short wheelbase Mitsubishi Pajero came with the same then enthusiasm, but ended in complete distrain. ALSO READ: Nissan Navara Pro-4X Warrior stakes claim in off-road bakkie fight Being a competition environment, the event was anything but enjoyable and ultimately descended into an ego trip filled with unsavoury post-results behaviour and remarks. I was, therefore, apprehensive to say 'yes' to the annual Spirit of Africa media event this week, as the competition aspect of off-roading has left a resounding bitter taste in my mouth. Celebrating a milestone Marking its 21st anniversary this year, and the third to be sponsored by Nissan, I decided to tick the 'yes' box as, unlike last time, I was to compete with my colleagues and not self-image driven individuals keener to belittle others than enjoying what had been set-up. Spirit of Africa this year celebrated its 21st running. Image: Charl Bosch The brainchild of 11-times South African rally champion and motorsport legend Sarel van der Merwe, the event this year took place at the Sandwani Game Lodge outside Cullinan, and saw the media and Nissan representatives use the newly launched Navara Pro-4X Warrior on 16 stages varying from high speed to slow and technical. Supposed to be as testing as possible, but within each driver and the car's limits, the 15 competing Navara Pro-4X Warriors made for an evocative sight standing next to each other. Spirit of Africa yes' and no's Confidence was something I had nothing of. Unlike some of my colleagues who were taking part in their third or fifth event, I was the rookie and under illusion that this won't be easy first time out. The Spirt of Africa fundamentals are, in fact, easy: each team starts out with 100 points and lose points for reversing (30), hitting the marker poles (10), the red flag indicators (30) and for every second over the stipulated time each stage would normally take. The devised stages were tight and confined in some places. Image: Nissan What's more, warnings and being disqualified for being unnecessarily silly – speeding in between stages for example – are also applicable, with the very real outcome of being thrown-out completely if damage to the car is recorded. Gaining points though comes via the speed sections, completing the stage within or faster than the mandated time, and not hitting any of the mentioned poles. Welcome Pro-4X Warrior There was the topic of who the Australian-developed Navara Pro-4X Warrior would perform first time around. The work of Melbourne-based engineering firm Premcar, the Pro-4X Warrior, as its name points out, uses the 'normal' Pro-4X as a base, but receives a redesigned front bumper with a steel bashplate, wider front and rear tracks, uprated springs and dampers, and a lift-kit that raises ground clearance from 221 mm to 232 mm. The Navara Pro-4X Warrior showed no let-up in its maiden Spirit of Africa. Image: Nissan Completing the upgrades are 17-inch alloy wheels wrapped in all-terrain tyres, side-steps, 'riveted' wheel arch cladding, red accents, Pro-4X Warrior decals on the side of the loadbox, black mirror caps and a black grille with a red Nissan badge. Besides red Warrior embroidery work on the headrests of the front seats, the interior is otherwise identical to the Pro-4X, with the same applying to the standard features sheet. Underneath its bonnet, the stalwart YD25DDTI 2.5-litre turbodiesel engine has not undergone any changes and as such, delivers 140kW/450Nm to the rear or all four wheels via a seven-speed automatic gearbox. Action commences Pre-event rule briefing over, I decided to sideline the happenings of almost a decade ago and try to enjoy my time with the Pro-4X Warrior rather than worrying about the scorecard. But, as my colleague Willem van de Putte famously put it, once behind the wheel and into the stage, the competitive aspect takes over as simply having fun turns into a desire to win, not being silly and completing the stage with one's race-face on. The first stage involved a simple speed test, but through a tunnel of poles and flags on either side. My driving partner, Naresh Maharaj, acquitted himself brilliantly and we finished it relatively trouble-free. Navara Pro-4X Warrior should its worth going up and down. Image: Charl Bosch Knowing that the slow and technical sections tend to suit me better, I took the wheel for the second stage, which became a disaster not long after. Tight and twisty it was, precision was the key and unfortunately, a few poles got touched – some disappearing underneath the Pro-4X Warrior – as I simply to get into a rhythm with the clock ticking. As disappointed as I was, the driver swap for the next speed section went according to plan with a clean run. Stage four, named Blood, Sweat and Gears, had everything I loved about off-roading; rocky outcrops, tight corners, a few downhill section, blind crests and a steep descent at the end. Stages demand patience, precession and not hitting any of the placed market poles. Image: Charl Bosch Again though, a few wrong lines saw poles being touched, yet I was starting to get into the swing of things and, admittedly, taking it very seriously. Another well executed speed section later, the second section of the event, a slalom and then a an uphill park in reverse, went completely array as both Naresh and I copped a 'DQ' for different infringements that had departed our minds in the heat of battle. Admittedly, this resulted in memories of the past event flaring back up. However, I knew I couldn't let it keep me downhearted as I made peace with the fact that our #10 Navara Pro-4X Warrior had probably dropped to the back of the field. The final technical and twisty section, despite appearing anything but difficult, proved to be the most enjoyable. Third last stage came with a water crossing. Image: Charl Bosch Again, all about being precise, smooth and accurate, it also included a river crossing and a tight uphill turn to the left and the right. Dropping downhill at the finish, less poles were clipped and more points gained, though we still had no idea where we ranked overall. For the final pair of speed tests, Sandwani's version of the Mulsanne straight had been laid out. But, unlike the famous stretch of public French road that forms part of the 24 Hours of Le Mans, there would be slipstreaming. Instead, the stage was a side-by-side drag race, on gravel. Penultimate stage consisted of a high speed drag race. Image: Charl Bosch Having kept the Navara in 4L or high range four-wheel-drive throughout the event, thoughts of possibly switching back to the default 2H came up for discussion as we prepared to blast off. Concerns, however, of traction being lost settled the argument and instead, an impromptu launch control method was settled upon. With 4L still selected, dabbing the throttle while keeping my left foot on the brake saw the Pro-4X Warrior accelerate quicker than I had expected when the 'go' call crackled over the handheld radio. Feeling stable and undramatic, we crossed the line well ahead of our competition and at close to 120 km/h. The second run was just as faultless and once again, Naresh and I won our battle, albeit with a slightly narrower margin than before. While supposed to have taken place over the mentioned 16 stages time constraints meant only 12 could be completed, the final being a figure-of-eight with each car starting at the opposite end based on their number. A stage that balances speed with smoothness into the corners, I knew I had to do well after what had been a much better second half of the event than the first. Badly cut-up in places by the time we arrived, the stage was testing but fun, and while two poles we touched, I exited with a smile in complete contrast to how it started a few hours before. Top 10 finish At the end of it all, we didn't place 15th, but rather scored a top 10 finish, aptly in 10th place as per our vehicle number. From L-R: Naresh Maharaj, Sarel van der Merwe and The Citizen's Charl Bosch at the end of the event. Image: Nissan An event that ended on a high despite my pre-conceived notions, no egos arose and became thoroughly enjoyable as a discipline of this type should be. What's more, it also showcased the capability of the Navara Pro-4X Warrior as no vehicle developed issues or sustained damage throughout the day. NOW READ: Nissan Navara traverses Africa without a single squeak or rattle
The Citizen
27-05-2025
- Automotive
- The Citizen
Foton's most accessible Tunland 4x4 has merit despite flaws
Although pricier than its immediate rivals, the TLX grade counters with more spec and power, yet requires finessing for the next step up. On first glance, little differentiates the mid-grade TLX from the entry-level Tunland TL. Images: Charl Bosch Sampling two largely identical products from a manufacturer back-to-back seldom happens, but when it does, the differences are often noticeable. Case in point, returning Chinese commercial vehicle brand Foton who supplied The Citizen with two variants of its double cab Tunland G7 bakkie for the weeklong test. The step-up Whereas the first encounter had been with the entry-level, two-wheel-drive TL priced at R399 900, the swap for the second variant involved the mid-spec TLX equipped with the industry benchmark ZF-sourced eight-speed automatic gearbox. In addition to the self-shifter replacing the six-speed manual, the TLX opens the Tunland G7's four-wheel-drive portfolio by placing below the flagship Limited as the most accessible all-paw gripping derivative. Compared to the TL, the inclusion of the part-time all-wheel-drive system and two-pedal transmission has resulted in the Tunland G7 becoming one of the pricier Chinese entrants with a sticker of R559 900. ALSO READ: Most basic Foton Tunland not perfect but strong value package While still substantially undercutting comparative models from Toyota, Ford and Isuzu, the TLX finds itself being noticeably more premium than not only the top-spec JAC T8 Super Lux, but also the Elite version of the LDV T60 and the ever-popular Mahindra Pik Up S11 Karoo. Having come away disappointed but also impressed with the TL, the weeklong stay with the TLX came with slightly more promise from not only the highly regarded 'box, but also bolstered features list and more powerful engine attributed as the reasons for its loftier price. Look closely Aesthetically, and besides the change in colour from the TL's grey to what Foton calls Bright Moon White, the TLX hasn't undergone any external changes right down to the retention of the halogen headlights and daytime running LEDs. In fact, only a 4×4 decal on the tailgate differentiates it from the TL. However, given that the rear-wheel-drive TLX lacks this, it could be argued that slightly more visual enhancements could have been applied to set it apart from its lesser sibling. As such, the TLX retains the 17-inch alloy wheels, side-steps, FOTON block lettering on the grille and front fog lamps – all already standard on the TL. Despite being the step-up from the TL, the TLX's rear facia has not received any model specific changes. Essentially a single model, externally that is, the mixture of Toyota Hilux, Nissan Navara and Mercedes-Benz X-Class styling elements harks back to the 'copy-and-paste' design attitude the majority of Chinese brands have since let go of. While still oddly proportionally given the loadbin appearing shorter than the bonnet, the Tunland G7 TLX is anything but a dullard. However, given how rapidly products from the People's Republic have progressed, a more distinctive 'in-house Foton look' would have gone a step further to dispel the 'copycat' connotations. Interior impresses more Where the opposite continues to apply is the Tunland's interior. With the fitting of the automatic box, the centre console has been redesigned with the result of the cabin, appearing more expensive and arguably worth its price premium. As with the TL, the dual 12.3-inch displays for the instrument cluster and infotainment system remain, however, imitation leather upholstery replaces the cloth trim on the seats. The upgrade in specs has seen two additional speakers being added to the sound system for a total of six, heating elements incorporated into the front chairs and six airbags versus two. Opening the doors reveals an interior different in one-key visual area from the TL. Unlike in the TL, the TLX gets auto on/off headlights that prevents the embarrassment of leaving the lights on, as well as keyless entry to go with the already standard push-button start. While still noticeably premium, the console's piano key black finish seems a bit over-the-top as a less fingerprint-prone hue could have been used. That being said, the setup still doesn't look cluttered and now comes with a BMW iDrive-style rotary controller for the infotainment system, fingertip physical buttons, a toggle switch for the electronic handbrake and Auto Hold, plus proper buttons for the Hill Descent Control and traction control. Cloth seats in the TL have been replaced by imitation leather upholstery Along with a single cupholder, a storage cubby resides at the very front of the console, while the volume knob becomes one of the fingertip switches. This also applies to the drive mode selector, the four-wheel-drive switches and the trio of colour themes for the infotainment system and instrument cluster, rather originally identified by a t-shirt symbol. Still an ergonomically-sorted design, fit-and-finish is felt slightly better than on the TL as no trim pieces had started to detached, as an example. Inclusion of the eight-speed automatic gearbox as seen in the Tunland received a redesigned centre console. However, the seats still felt hard, the instrument cluster partially obscured by a driver's chair that doesn't drop all the way to the bottom, and a steering wheel that only adjusts for rake and not reach. What's more, audio quality was found lacking, even with the two additional speakers. Although, as mentioned with the TL, rear passenger space remains a standout both on the headroom and legroom fronts. Similarly, the workings of the infotainment system are still relatively easy, more so now with the rotary controller, while rear air vents, a single USB port and central armrest add more convenience for those seated at the back. An engine that deserves more As with the TL, matters for the Tunland G7 TLX go array on the powertrain front, a lot more thanks to the usual Chinese vehicle qualm of an oddly calibrated accelerator and misinformed transmission. Powered by the Cummins co-developed 2.0-litre turbodiesel engine, the mill doesn't start with the same ruckus as the TL, though this could possibly be attributed to the TLX having been better run-in as it had over 1 500km on its odometer versus its sibling's less than 500km. On the move, its 120kW/390Nm feels undone by the accelerator/gearbox mix-up to the point where it lacks the responsiveness of the manual. Although renowned as one of the industry's best, the gearbox's programming means it shifts in a tardy fashion when going down, and with an almost double clutch-style low-speed drag when setting off. Even switched to Sport mode and the gear shift paddles in use, the Tunland G7 still felt lethargic despite the engine being eager to rev. While the four-wheel-drive system has, bizarrely, not added any kerb weight, the mismatched drivetrain saw it run a 15.7 second time from 0-100 km/h at Gerotek, 3.6 seconds slower than the manual. What's more, the key overtaking speed of 60 km/h to 140 km/h couldn't be obtained no matter Road Test Editor Mark Jones' best efforts. In fact, the Tunland was out of puff at 133 km/h and actually completed the 0-100 km/h dash slower in Sport mode than in Comfort. On the road Out on the road, the TLX felt similarly bouncy to the TL, although this will most likely improve with a load in the back. Off-road left the same impression, and although the selected road merely represented a very badly maintained and rutted gravel path, the Tunland didn't feel in its element. A 4×4 badge has been added to the tailgate on all all-paw gripping derivatives. That being said, lowering the tyre pressures will have the opposite effect with or without a load in the back. Likely to help further is the standard inclusion of a mechanically locking rear differential not offered on any of the rear-wheel-drive variants. As for fuel consumption, the eventual seven-day stay and 457 km registered an indicated best of 8.8 L/100 km, again impressive considering the powertrain's foibles and supposedly 'weightless addition' of the four-wheel-drive system. Conclusion As with the TL, Foton's four-wheel-drive entry point to the Tunland range with the TLX 4×4 isn't perfect and, arguably, unfairly hamstrung, given the engine's willingness to perform and upmarket finishes for a non-legacy brand bakkie far below R600 000. Therefore, and despite its price premium over its immediate less powerful and equipped rivals, it still deserves a second look. Road Test Data NOW READ: New Foton Tunland not a 'cheaply concocted' Chinese bakkie
The Citizen
23-05-2025
- Automotive
- The Citizen
Improved new Honda Amaze offers more without breaking the bank
New third generation Amaze small sedan has a sub-R300 000 price tag, but also more equipment in an overall package better devised than before. All-new third generation Amaze has been restyled to appear more substantial and better looking than before. Images: Charl Bosch With the Jazz, subsequently renamed Fit, having moved upmarket and the Brio long since discontinued, the Indian-made Amaze has been Honda's best-seller in South Africa in a somewhat ironic turn of events. Against the industry norm Although originally spun-off of the Brio as the small sedan equivalent, the Amaze, with the unveiling of the second generation in 2018, became a model of its own and also the replacement for the hatch that bowed-out with the original generation. ALSO READ: Wraps officially come off elevate(d) all-new Honda Amaze Against the trend of hatches being favoured above sedans when taking the importance of small crossovers and SUVs out of the equation, the third generation Amaze comes at a critical time for a brand that has fallen far from its previous highs against the backdrop of larger, comparatively price and yes, SUVs from China. As a way of combatting this, in addition to assuring its stay in South Africa despite speculation of its future, Honda has increased the new Amaze's sticker prices by between R1 300 to R2 000 over its predecessor despite it being a completely new product with significantly higher levels of specification. Largely new Described at the time of its unveiling last year as a package that 'outclasses' its rivals, the Rajasthan-assembled Amaze has been made to look more compact than its predecessor, with traces of its sibling, the Elevate SUV, and the segment-up Ballade being evident on the design front. Based on the same platform as the Elevate, and still adhering to India's sub-four regulations, the official launch in a cold, wet and miserable Cape Town this week came with a series of welcome improvements over the old Amaze, but disparages on one key front unlikely to go away soon. Depicted Comfort tops the Amaze range. Styled in accordance with a philosophy Honda calls progressive, protective and sporty, the Amaze range once again spans three models and two trim levels, of which two were sampled at the event. Up front, the familiarly continues with the retention of the normally aspirated 1.2-litre petrol engine that channels 66kW/110Nm to the front wheels via either a five-speed manual gearbox or a CVT. In both instances, the transmissions have undergone revisions to be smoother while also helping with driveability. Much better on the eye A visual improvement over the old Amaze, the Elevate-style front facia has seen the standard incorporation of LED headlights across all three variants, as well as 15-inch alloy wheels and a black honeycomb pattern for new grille. Depicted Trend starts the Amaze range off. At the rear, an almost coupe-style sloping roof design has been opted for and although similar to the old Amaze in length, wheelbase and height, width has been increased by 38 mm to 1 733 mm. Somewhat curiously, this has seen boot space drop from 420-litres to 416-litres, which, still makes the Amaze more practical than its immediate rivals, the Hyundai Grand i10 Sedan (402 L) and the equally new Suzuki DZire (382 L). Still capacious boot now accommodates 416-litres as opposed to the previous Amaze's 420-litres. In terms of colours, five hues are available; Platinum White Pearl, Obsidian Blue Pearl, Meteoroid Grey Metallic, Lunar Silver Metallic and Radiant Red Metallic. Massive improvement inside Inside, the Amaze's biggest attribute is the Elevate-derived interior that appears more modern but still functional. Unlike in its home market, all South African-market models get a black interior with black fabric seats as standard – the tacky previous black-and-brown imitation leather option having been dropped entirely. Interior has been redesigned to be more modern, but also ergonomically-sound and neat. Feeling better in terms of fit-and-finish with the odd scratchy surface still present – not surprising given the Amaze's price – the cabin remains ergonomically in-check with physical buttons and a straightforward to use new eight-inch freestanding infotainment system. A standard fixture across the entire range as well, the system incorporates wireless Apple CarPlay and Android Auto, and is contrasted by an equally seven-inch digital instrument cluster, also on all variants. Spec box In terms of specification, the Trend, which only comes with the manual gearbox, starts the range off by incorporating not only the already mentioned features, but also the following: Trend is solely offered with the five-speed manual gearbox. Neither trim grade offers cruise control. four-speaker sound system; front and rear armrests; dual USB ports; automatic air conditioning with rear vents; electric windows and mirrors; multi-function steering wheel; height adjustable front seats; keyless entry; push-button start Taking care of safety are dual front airbags, a reverse camera, rear parking sensors, Vehicle Stability Control, Hill Start Assist and ABS as well as EBD. Standard across all models is a new, plain and simple to use eight-inch infotainment system with wireless Apple CarPlay and Android Auto. Up next, the flagship Comfort replaces the wire-effect wheels with dual-tone alloys, still of 15-inches, while also gaining LED fog lamps, a wireless smartphone charger, Auto High Beam Assist headlights, a six-speaker sound system and side as well as curtain airbags for a total of a six. The only derivative to have the option of the manual or CVT, opting for latter sees the added inclusion of paddle shifters as well as a segment first Remote Engine Start. More than likely as a result of costs, neither Trend or Comfort receives cruise control, or indeed Honda's Sensing array of driver assistance systems offered in India, these being the LaneWatch side camera, Lane Departure Warning, Collision Mitigation Braking, Lane Keep Assist and Lead Vehicle Alert to name a few. On the move On the move, the first leg of the route from the V&A Waterfront along the coast passed Muizenburg, Kalk Bay and then slightly more inland to eventually end at Hout Bay, involved the Trend. Given the appalling conditions that lashed the Mother City, progress was anything but swift, yet the Amaze felt composed and the ride forgiving given its suspension tuning. That being said, the ride didn't 'hit through' when tasked with lesser well maintained sections of the route, while stability wasn't adversary affected by the Cape doctor. Compared to the Comfort, the Trend has different 15-inch alloys and does without the LED fog lamps at the front. Despite being at sea level, the normally aspirated petrol still isn't a ball of fire and in typical Honda fashion, requires revving until the stereotypical 'VTEC kicks in' power band is reached. A free-revving unit nonetheless, the engine's combination with the five-speed manual works a treat as the thin lever connects to a sweet shifting 'box that comes with a light clutch adjusted almost perfectly to avoid stalls. Guaranteed to be used often to keep the engine on the boil, especially when driven at altitude where the Amaze will feel sluggish, the manual is, still, in stark contrast to the 'improved' CVT. All variants as fitted with black fabric seats as part of the all-black interior. Sampled in the Comfort on the return run back to Cape Town, the unit comes as a welcome improvement over the old Amaze, but still drones in typical fashion to the point of becoming downright irritating and without any go under hard acceleration. While likely to be popular option, and indeed relatively smooth when pottering about at town, the simulated ratio transmission still isn't ideally suited to a vehicle that will struggle even more at the Highveld with a fully loaded boot, four passengers and the air conditioning switched on. Conclusion Honda's approach of sticking with the Amaze while struggling in other facets of the market might seem like a no-brainer, yet the small sedan's offset of 10 000 units in South Africa the original Brio Amaze speaks the loudest of where the brand continues to place its core focus. An offering made sweeter by more specification, better styling and descent dynamics for not a lot more than its predecessor only adds to a commendable package spoiled mainly by its self-shifting transmission option. Price Included with each Amaze's price is a five-year/200 000 km warranty and a four-year/60 000 km service plan. Amaze 1.2 Trend – R254 900 Amaze 1.2 Comfort – R274 900 Amaze 1.2 Comfort CVT – R294 900 NOW READ: Swift booted as Suzuki finally prices all-new DZire
The Citizen
21-05-2025
- Automotive
- The Citizen
Most basic Foton Tunland not perfect but strong value package
Entry-level version of Foton's returning double cab offers a lot for a smidgen under R400 000, but is let down, unfairly, by a few niggles it should have done without. TL starts Foton's double can Tunland off, with looks 'borrowed' from a number of rivals. Images: Charl Bosch The surprise return of Foton to South Africa last year, via Combined Motor Holdings (CHM), has been a gradual re-acceptance of what was, arguably, the first 'upscale' Chinese bakkie sold in South Africa. Where it started Originally introduced in 2012, the Tunland differed significantly from its Great Wall Motors (GWM), JMC and other People's Republic rivals by being more luxury-focused and therefore, out to directly challenge established versions of the Ford Ranger, Toyota Hilux, Isuzu KB (D-Max), Mitsubishi Triton and the now discontinued Mazda BT-50. ALSO READ: New Foton Tunland not a 'cheaply concocted' Chinese bakkie A cut above not only its countryman, but also the Mahindra Pik Up, the Tunland offered the usual Chinese vehicle USPs of vastly more equipment than its legacy brand opposition, with the ultimate trump card of a Cummins-sourced 2.8-litre turbodiesel engine. Developing a potent, at the time, 120kW/360Nm, the unit, plus the Tunland's more affordable price tag, didn't attract the attention Foton had envisioned, and as such, sales were quietly withdrawn before a major update in 2018. The bigger picture Its comeback in South Africa has been marked by a similar situation, admits a frenzied and growing uptake of Chinese bakkies from JAC, GWM, LDV, newly arrived BYD and soon, Chery. Having faded in supposed obscurity after its launch, sales of the Tunland G7 so far total 649 units, though it has to be said, it only started reporting its figures to the National Association of Automobile Manufacturers of South Africa (Naamsa) from February this year. Known as the Tunland Yutu in China, where it first went on sale in 2019, the Tunland G7 will eventually form part of a three-model bakkie range in a similar capacity to Mahinda's incoming Global Pik Up that will sit above the current Pik Up and Bolero. In this regard, the G7 will become Foton's range opener below the Ford F-150-aping Tunland V7, and V9 that resembles the Ram 1500. First of two While both have been confirmed for South Africa by mid-year, the G7, for now, is Foton's sole offering with a choice of six models priced from R329 900 for the workhorse single-cab Hi-Rider. Unsurprisingly, Foton opted to offer The Citizen not one but two examples of the double cab, the first, and subject of this review, the entry-level TL. Looks familiar? Rear looks like a Nissan Navara/Mercedes-Benz X-Class design copy. Priced at R399 900, the TL feels anything but spartan for what is also one of the cheapest double cabs in South Africa, an accolade it shares with the Lux spec version of the JAC T8. Solely fitted with a six-speed manual gearbox and having its power and torque routed to the rear wheels only, the initial promise of the Tunland G7 TL soon turned a bit lobsided as the weeklong test proved more mixed, even with its price tag taken into consideration. You look familiar? Outwardly, there is little to disguise the fact, unlike its GWM, JAC, LDV rivals, the Tunland hasn't let go of the 'copy-of-paste' design method of early Chinese products. Despite being the base model, the TL rides standard on 17-inch alloy wheels. Besides the Ranger Raptor-inspired block letter Foton badge on its grille, the frontal styling is a mix of current Hilux and D-Max, while the rear is a combination of Nissan Navara and Mercedes-Benz X-Class, complete with awkwardly-sized loadbin that appears shorter than the bonnet when viewed in-side. Mounted on 17-inch alloy wheels from the start, the Tunland isn't the styling standout Foton will probably project it to be, however, the various 'borrowed' elements still translate into a relatively imposing double cab without the 'shock' factor of the JAC T9. The surprise inside The most impressive aspect, though, is the interior when taking into account the sub-R400 000 price tag. Neat and attractive at first glance, the cab feels resoundingly plush with soft-touch materials on key surfaces, plus a balanced mix of silver inlays and not-overly-too-much piano-key black inserts. Interior appears neat and stylish, and anything but a bakkie costing under R500 000. Highlighted by a pair of 12.3-inch displays for the infotainment system and instrument cluster, touch-sensitive buttons have been eschewed for physical switchgear, which adds to what is a largely ergonomically-sound layout not expected at this price point. What's more, the cabin feels spacious and being a Chinese vehicle where emphasis is placed on space for those seated at the rear, the Tunland G7 TL doesn't squander with impressive levels of head-and-legroom for a double cab. Not stopping there, Foton has not been greedy about the specification either, and as such, has stuffed its base-model double cab full of kit, even the T8 appears unlikely to match. Infotainment system is surprisingly easy to use in spite of looking anything but. Besides the pair of displays – the infotainment fitted with Android Auto and an aftermarket Apple CarPlay system using a dongle inserted into one of the two USB ports – the TL comes fitted as standard with push-button start, a multi-function steering wheel, climate control, auto lock/unlock doors, front and rear armrests, a steel sports bar, LED daytime running lights and a four-speaker sound system. On the safety and driver assistance front, dual airbags are fitted, along with cruise control, Driver Attention Alert, a tyre pressure monitor, Hill Descent Control, ABS and EBD, Hill Hold Assist, Vehicle Dynamic Control, rear parking sensors, a reverse camera and a drive mode selector with three settings: Eco, Comfort and Sport. When the 'good' stops Omitted are LED headlights or even the commonplace auto-on/off function that resulted in the lights being left on a few times. While just about acceptable if nowhere as strong or visually appealing as even the most basic of LED setups, the Tunland G7's peculiarities remain, the biggest being the seats. Cloth seats are too hard and don't drop down far enough for taller drivers. Covered in real cloth, the chairs don't drop low enough and, in the case of the driver, results in a compromised driving position for those who prefer to sit 'on the floor'. In addition, the steering wheel only adjusts for height, which, given the proximity of the instrument cluster, translates to a partially obscured view of some of the readouts. The seats themselves are on the hard side and, despite the mentioned level of quality, some of the fit-and-finish elicited the opposite, namely the gear knob becoming undone and a piece of carpet underneath the dashboard to the left of the clutch pedal having come adrift – all this on a vehicle with less than 500 km on its odometer. Power unit deserves better Where matters take the biggest wrong turn is on the power front, and in a few instances, unfairly against what is largely a more than acceptable powerplant. Co-developed with Cummins once again, the 2.0-litre oil-burner produces 120 kW and a strong 390 Nm. Although good on paper, the engine isn't the most refined and, compared to others, loud on start-up and hampered by low-down lag. Six-speed manual is a let-down with a sloppy action and too short ratios. At above 2 000 rpm, it comes alive and pulls with such ease and verve that the Tunland G7 almost feel lighter than what its 1 960 kg kerb mass suggests. While rev-happy – not you would want to do so permanently because of the eventual strained soundtrack – the amount of puff soon runs out, which will require manhandling of the six-speed 'box. Developed in-house, the 'box's short ratios partly contribute to the Tunland's low-end lag, and while reasonably slick, it comes with a horrible, grating feel when shifting down as if a linkage had snapped. Adding to this, the clutch pedal feel is overly sensitive and the throttle calibration a bit off, meaning care will be needed to avoid stalling. Gerotek tested This posed the question as to how the Tunland would fare at Gerotek where a manual, rear-wheel-drive bakkie hasn't been tested for some time. As it turned out, it didn't prove the embarrassment expected with a 0-100 km/h time of just 12 seconds, faster than the admittedly four-wheel-drive but also more powerful and automatic Toyota Hilux 2.8 GD-6 Legend RS, and the two-wheel-drive Nissan Navara 2.5D Pro-2X. Down on both the single-turbo 2.0-litre XL and XLT versions of the Ford Ranger fitted with the six-speed automatic 'box, the Tunland's lack of low-end twist and sloppy gearbox was cited by Road Test Editor Mark Jones as being constants that prevented it from at least coming in striking distance of the former Blue Oval's 11.0 second run. Yes and no Able to tow 3 000 kg, the Tunland G7's ride is unsurprisingly bouncy with no load present, however, this will become better with a few kg's present. Space in the back is one of the Tunland G7's strongest aspects. More satisfactory are the brakes, though the steering is heavy, but also not surprising considering the Tunland wasn't designed to be a bakkie posing as an SUV. Despite being undone by its transmission, the engine's frugality was noteworthy as the weeklong stay and 578 km netted an indicated the best consumption of 8.7 L/100 km, not far from Foton's eight-litres per 100 km claim. Conclusion While questions marks remain about reliability and the niggling quality issues hopefully limited to the press unit, the Foton Tunland G7 TL makes a strong case from a specification and power side in spite of the gearbox that spoils what is largely a commendably packaged product. Now called G7, the Tunland will soon be part of a three-model Foton line-up in South Africa. Taken out of the equation as something willing to live with, though, the most basic Foton still strikes a capable balance between workhorse and leisure bakkie with more specification and, crucially, at more than half the price of its nearest legacy brand rivals. Road Test Data NOW READ: Foton fires latest Chinese bakkie price salvo with new Tunland G7
