Latest news with #Gerotek
The Citizen
3 days ago
- Automotive
- The Citizen
Plug-in Jaecoo J7 and Omoda C9's shock goes further than power
Chery division's first hybrid models not only come with dramatic outputs, but a market first decade-long warranty on various battery and electric motor components. Omoda & Jaecoo has officially launched its first plug-in hybrid models in South Africa, the C9 SHS (right) and J7 SHS (left). Images: Charl Bosch Known to be in the pipeline for South Africa since being founded as the standalone brand from parent company Chery now almost two years ago, Omoda & Jaecoo officially debuted its first hybrid models this week under the newly created SHS or Super Hybrid System banner. Shock to the system A moniker unveiled at the Shanghai International Auto Show in March, and set to be used by the Chery as well, the setup utilises a plug-in hybrid configuration as a way of what the brand views as being the ideal new energy propulsion method for the local market. ALSO READ: Intensely shocked plug-in hybrid Omoda C9 SHS arriving in June Initially, this entails two models, the Omoda C9 and Jaecoo J7, with the former's C7 set to be the third SHS model come later this year. Having grown steadily with sales combined sales this year so far of 4 110 units, the division's SHS launch in Muldersdrift outside Johannesburg involved a trek to and from the Gerotek testing facility where a series of normally uncommon exercises was to take place. Petrol vs SHS Teased in select details throughout May after being finally approved in February, the J7 SHS and C9 SHS seemingly differ little from their respective petrol siblings on first glance, though closer inspection soon reveals the hybrid specific touches. Besides the second flap that hides the charging outlet on the left rear wing, both get PHEV badges on the bootlid and, in the case of the J7, 19-inch aero wheels. Modelled on the mid-range Glacier with the C9 using the top-spec Explore as a base, the biggest difference reside underneath the bonnet where the former loses the 1.6 T-GDI engine and the latter the 2.0 T-GDI unit. J7 SHS's biggest exterior difference from the normal petrol are the 19-inch aero alloy wheels Losing their respective seven-speed dual-clutch and eight-speed torque converter automatic gearboxes as well, both utilise the 1.5 T-GDI from the Chery Tiggo 7 Pro and Omoda C5, albeit connected to a Dedicated Hybrid Transmission (DHT) with a single-speed in the J7 and a three-speed in the C9. For the former, the electric hardware consists of an 18.3-kWh battery pack powering a single electric motor on the rear axle. Combined, the setup develops 255kW/525Nm, which Omoda & Jaecoo claims will take the J7 SHS from 0-100 km/h in 8.4 seconds. The claimed all-electric range is 90 km and the combined with the petrol engine included 1 250 km. C9's rear visual difference from the regular petrol is the PHEV badge on the tailgate and the secondary charging flap on the rear wing. At the same time, the fuel consumption is 4.8 L/100 km and the waiting time 20-25 minutes from 30-80% using a DC fast charger. Officially the most powerful Chinese car now available in South Africa, the C9 SHS not only gets the bigger 34.4-kWh battery pack, but two additional electric motors for a total of three. The result is a total output of 440kW/915Nm, a claimed 0-100 km/h time of 4.9 seconds and an all-electric range of 150 km. Its driveline making it all-wheel-drive from the start versus the front-wheel-drive J7, the C9 SHS has a combined range of 1 100 km, fuel consumption of 5.8 L/100 km and the same 20-25 minute waiting time from 30-80% when using a fast charger. The drive J7 SHS Topping their respective line-ups, the first leg of the journey involved the J7, whose inclusion of the hybrid system as seen the lamented combination of a poorly calibrated throttle and mismatched transmission being eradicated almost completely. Smooth on take-off and no longer as laggy, the J7 feels more responsive and, even at highway speeds, able to travel a significant distance on EV power than its supposed range claim. Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging. In total, the J7 SHS comes with two hybrid modes; the default HEV and fully-electric EV, plus three drive modes; Eco, Normal and Sport. Once depleted, or at higher speeds, the powerplant reverts to the petrol engine, a transition that goes relatively smoothly without any jerks being present. That being said, once fired-up, the smaller capacity petrol becomes audible at the national limit, and with a strained noise which does smoothen once at a constant speed. Spec Besides a new centre console, which has seen the aircraft-style gear lever being dropped and replaced by a steering column-mounted selector, the rest of the J7 SHS's cabin is unchanged and feels not only premium and well put together, but spacious despite the standard fitting of the panoramic sunroof. Glacier-spec based means the standard inclusion of the 14.8-inch infotainment system with Apple CarPlay and Android Auto, a wireless smartphone charger, the eight-speaker Sony sound system, an integrated dashcam, electric, heated and ventilated front seats, Head-Up Display, dual-zone climate control with rear vents, an electric tailgate and ambient lighting. J7 SHS' interior sports a new centre console and a column-shift gear lever. Safety and driver assistance system, which sadly still includes the frustrating Driver Monitoring System, comprises the following: 360-degree surround-view camera; front and rear parking sensors; Automatic Emergency Braking Adaptive Cruise Control; Rear Cross Traffic Alert; Auto High Beam Assist; Traffic Jam Assist; Lane Departure Warning Blind Spot Monitoring In the confines of Gerotek, the task with the J7 involved manoeuvring it through a series of strategy placed cones without knocking them down. With the surfaces wetted, the front-wheel-drive J7 felt largely composed, but, unsurprisingly, tended to oversteer when turned sharply. A PHEV logo has been added to the tailgate on the right-hand side. Admittedly, and highly unlikely to be driven in the same manner as the media by future buyers, the J7's steering felt slightly better than that of its petrol sibling, though still recognisable as an over assisted electric setup. Notably, an all-wheel-drive model is in the works and could arrive either by year-end or in 2026 depending on the rate of development. C9 Swapping from the J7 to the plusher but much more powerful C9, the pair of line-up tests included a high-speed braking exercise and the dreaded moose test. Feeling its weight when jarred from side-to-side as found with the normal Explore tested last year, the C9 SHS' greater power becomes apparent, but not with the same potency as its figures suggest. Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging. Braking from an eventual 158 km/h, the C9 didn't feel as lacking in the brake department as the petrol variant did, however, the overly assisted steering prevailed. Away from Gerotek, the continues adaptive dampers have been retuned to accommodate the electric system and as such, no longer result in the C9 being as floaty as before. In an opposite from the J7 though, the electric motors and battery pack haven't solved the C9's throttle calibration foibles as a noticeable delay and hesitation remains before it eventually accelerates. New to the interior are hybrid graphics within the instrument cluster and infotainment system, and a two-tone brown-and-black Nappa leather finish. Refined and quiet, the transition from petrol to electric is just as unobtrusive as in the J7, with three hybrid modes being available: HEV, EV and EV+, along with the carryover six driving settings: Eco, Normal, Sport, Mud, Snow and Off-Road. As with the J7, the firing of the power engine comes is anything but pleasant on the ear and becomes badly strained when accelerating as a likely result of it having to work harder with the added weight of the battery pack and trio of electric motors. Given that all of the models still had to be run-in and that some had done less than 1 000 km, a more thorough determination will be given once the first units arrive for the seven-day test. Spec As for standard equipment, the C9 SHS comes standard with Nappa leather upholstery, a fragrance dispenser, heated, electric and ventilated front seats, a 12-speaker Sony sound system, heated steering wheel, heated rear seats and a panoramic sunroof. Centre dashboard dial now comes with integrated HEV and EV buttons. Include further are two wireless smartphone chargers, Head-Up Display, ambient lighting and a pair of 12.3-inch displays for the instrument cluster and the infotainment system – the latter furnished with wireless Apple CarPlay and Android Auto. Standard safety and driver assistance tech comprises: 540-degree camera system; Auto High Beam Assist LED headlights; Driver Attention Monitor; Adaptive Cruise Control; Lane Departure Warning; Blind Spot Monitoring; Lead Vehicle Alert; Rear Cross Traffic Alert; Lane Keep Assist; Reverse Automatic Braking Conclusion With the mentioned sales growth experienced throughout the year so far, the introduction of the SHS variants of the Jaecoo J7 and Omoda C9 adds an element of assurance given the uncertainty and range anxiety still associated with fully electric vehicles. At the same time providing a near-on 100 km electric range – in the case of the J7 – self-charging hybrids cannot match it still remains to be seen how both will be accepted come the monthly sales figures. Price Included with each model's price tag, the J7 SHS and C9 SHS introduce a series of warranty firsts to the local markets. In addition to the first owner-only 10-year/1 000 000 km engine warranty, both come standard with a 10-year/200 000 km guarantee on not only the battery, but also various other electric components Omoda & Jaecoo refers to as the power motor control unit. Completing the back-up guarantees is a seven-year/200 000 km warranty, a five-year/75 000 km service plan and, for the first 250 buyers only, free installation of a wallbox charging unit as a premises of choice. J7 J7 1.6 T-GDI Vortex DCT – R519 900 J7 1.6 T-GDI Glacier DCT – R579 900 J7 1.6 T-GDI Inferno AWD DCT – R679 900 J7 SHS – R689 900 C9 C9 2.0 T-GDI Inspire AT – R785 900 C9 2.0 T-GDI Explore AWD AT – R885 900 C9 SHS – R999 000 ALSO READ: Plug-in hybrid Jaecoo J7 becoming one with the grid in June
IOL News
6 days ago
- Automotive
- IOL News
R4. 3m buys you the fastest-accelerating Mercedes-AMG ever: GT 63 S E Performance now on sale
The new Mercedes-AMG GT 63 S E Performance is now on sale in South Africa. Image: Supplied Sprinting from 0-100km/h in a claimed 2.8 seconds, the new Mercedes-AMG GT 63 S E Performance elevates the brand to almost hypercar levels of performance. Now on sale in South Africa, the new two-door flagship is yours for R4,369,287, and surprisingly that doesn't make it the most expensive Benz on the market. The G63 (R4.45m) and S63 (R4.6m) are even more detrimental to your cashflow. South Africans already had an early preview of the GT 63 S E at the 2025 Simola Hillclimb in Knysna in early May, where it won the road and supercar category with Clint Weston behind the wheel. But what makes it tick? The new S E Performance model, not to be confused with the regular GT 63, pairs a powerful 4-litre twin-turbo V8 engine with a 150kW rear-mounted electric motor for system outputs of 600kW and 1,420Nm. The result is a car that accelerates even quicker than the GT Black Series and F1-derived Mercedes-AMG One. The hybrid system produces a combined 600kW. Image: Supplied It's even ferocious at Gauteng altitudes, with independent performance tester Mark Jones having achieved a 0-100km/h time of 2.76 seconds at the Gerotek testing facility. For what it's worth, the new AMG hybrid model can also travel up to 13km on electric power alone, thanks to its 6.1 kWh battery, which is mounted above the rear axle. The new GT 63 hybrid model rolls on 21-inch alloy wheels with a five-spoke design, and also boasts some impressive aerodynamic features. Chief among these is an active aerodynamic element beneath the front bumper, that can extend downwards to create the Venturi effect, effectively sucking the car onto the road at higher speeds. Chassis wizardry includes AMG's Active Ride Control suspension with semi-active roll stabilisation, as well as active rear-axle steering that greatly enhances agility at low and high speeds. AMG's ceramic composite braking system, with six-piston callipers at the front, is part of the deal too. The GT 63 S E Performance cabin has unique displays. Image: Supplied Moving inside, the 2+2 cabin comes with electrically adjustable AMG sports seats with three massage programmes, and there is a large selection of upholsteries to choose from. Furthermore, the MBUX multimedia system has numerous AMG and hybrid-specific displays and functions. The new Mercedes-AMG GT 63 S E Performance is on sale now at a price of R4,369,287, which includes a five-year or 100,000km service and maintenance plan. IOL
TimesLIVE
01-05-2025
- Automotive
- TimesLIVE
MINI Countryman SE ALL4 joins our fleet
So far the car has been mostly enjoyed in its eco-friendliest setting — we will leave the full Go-Kart potential for that customary Gerotek stint. It is an enjoyable daily steer, with its serene, lounge-like cabin environment. One thing makes me anxious though, which is the pothole-unfriendly low-profile rubber. In the absence of a spare (a space-saver type is optional), my senses have been on high alert. On the first day of receiving the MINI tester, my smartphone was linked to the vehicle via the MINI app, which allows for remote monitoring and control of various functions. Using the 360-degree camera, one can view the vehicle's surroundings from a mobile device, even activate the horn to shoo away people resting their butts against the hood while taking selfies. Quite novel. The connectivity aspect of the car will be explored in a separate update. We look forward to zero-emissions road-tripping, as well as slashing the Motoring hub's average fuel bill spend (and carbon footprint); in the coming months. ODOMETER ON DELIVERY: 4,621km PRAISES: A cheerful, roomy family commuter with premium character and 'green' credentials.
The Citizen
26-04-2025
- Automotive
- The Citizen
Row-it-yourself Suzuki Fronx is great fun when you are in a hurry
It's not the most powerful car, but weighing in at barely a ton improves the power to weight ratio. Our long-term Suzuki Fronx GLX has been anything and everything to anybody who has used it over the past five months. It's light and easy to drive, the infotainment and controls are simple to use, it's light on fuel and its peppy enough, especially in manual guise to keep you happy. It's this very topic that brings me to a second update with my time in the Suzuki Fronx. It was not a planned outing, but I had to be at our Gerotek test facility to get some data from some serious high-performance machinery in the form of Porsche's Cayenne GTS Coupe and Audi's RS Q8. For a bit of fun, we decided to take a bet on the times our Suzuki Fronx would run if put through our test programme. Suzuki Fronx put to the test The Citizen Motoring's department head, Jaco van der Merwe, said the Fronx will get there in 12.8 seconds. Charl Bosch, our tamed racing driver and digital guru, threw in a 12.5. I was bit more gallous and optimistically said it would do a 12.2, when in fact none of us had a clue how fast it would be. The Suzuki Fronx runs the global 1.5 litre K15B naturally aspirated engine that has been produced by Maruti Suzuki since 2018 and offers up 77kW of power at 6 000rpm and 138Nm of torque at 4 400rpm. Not a lot in anybody's book, but the Fronx weighs in at only 1 010kg and this improves its power-to-weight ratio. Now add to this a relatively slick shifting five-speed manual gearbox and you have a fun car that reminds you somewhat about your youth when all you had was a cheap manual car to drive around in. By the way, many Toyotas today also use this very same engine. The rear styling of the Suzuki Fronx has proved quite popular. Picture: Charl Bosch Row it yourself Now, in my line of business, its mostly only high-performance cars that find themselves with me at Gerotek and just about every double cab bakkie too. But that's a story about the decay of real journalism over page views in a modern social media world that will be told another day. ALSO READ: Versatile Suzuki Fronx a willing runner that doesn't run out of puff Our Racelogic VBOX test equipment was hooked up and traction control switched off. The latter was something we didn't have back in the day. We died like real men wrapped around a pole when we ran out of traction. In the past few years, the clever people have figured out that a computer can do what you can do, but do it much faster, so automatics, be they conventional torque converter setups to lightning quick double clutch boxes, are what you will find in 90% of fast cars these days. But of course, our Suzuki Fronx is a five-speed manual. That means the dummy behind the wheel would be responsible for the times and not a computer. Very little wheel spin It was time to dial in 5 000rpm and let the clutch go and see what happens. Now, believe it or not, the Suzuki Fronx runs 195/60 R16 rubber. In 1995 my fire-breathing Opel Kadett 200 TS with double the power and double the torque ran on 195/45 R16 rubber. And the point of this little side note meant that even by dialling all the rpm allowed, the tyres only gave a brief spin in disgust at what was being asked and then romped off down the test strip. That stick with the numbers on can be a lot of fun. Picture: Charl Bosch The biggest factor in nailing the times was that I was 100% in control and how quick I could hit the next gear a millisecond away from the rev limiter. I felt as slow and out of place as an old barn door and managed a 12.8 second first run. The joke was on me and Charl, but the memories of the old days when it took a good few runs to match the clutch to the revs to the shift points to nail a good time, were coming back to me. Maybe there is still some life left in this old dog! ALSO READ: Good-looking Suzuki Fronx a comfortable ride that's big on value Value for money This is a Suzuki, with a K15B, the combination is unbreakable and I went on a mission to get this Fronx moving faster. Each run I got myself shifting gears quicker, the Fronx got quicker and eventually we ended up on a 12.27 second 0-100 km/h run. I had called the number right in the beginning. Call it experience, or call it simple luck, either way, this Suzuki Fronx did exactly what we expected it would. It's not super-fast, but it will top out around 175km/h. That is enough to get you some jail time. What's more impressive, it retails for only R335 900, comes with a five-year/200 000km warranty and a four-year/60 000 km service plan. And it only sips 6.3 litres per 100 km of fuel. The Suzuki Fronx is friendly on the eye and on the pocket. It's great fun when you want it to be. What more do you need in an everyday car? Suzuki Fronx test data
