There are some cars that you drive and immediately understand what you’re in for. Then there are cars that seem to have a personality of their own. The Land Rover Defender falls firmly into the latter category.

The Defender makes a trip to Woolies feel adventurous but is happier disappearing down a dirt road in the Drakensberg, with the nearest tar road a distant memory.

The latest Defender 110 D350 takes things a little further, replacing the previous D300 with a more powerful version of Land Rover’s 3.0-litre inline-six turbo-diesel.

I was extra fortunate to have the Defender 110 D350 X-Dynamic HSE on a recent trip to Cape Town. A detailed description may not be necessary. Just think of the Defender gliding along the picturesque Chapman’s Peak drive, followed later, on the same day, cruising along the Atlantis Dunes -white sand, blue skies and the Table Mountain offering a beautiful view in the distance.  

Power and more power

The figures are impressive. The 3.0-litre six-cylinder diesel produces 257kW and a substantial 700Nm of torque, enough to propel this sizeable SUV from 0 to 100km/h in a claimed 6.4 seconds. That is simply amazing for a vehicle weighing around 2.4 tons.

More importantly, it is the way that torque arrives that makes the D350 so enjoyable. Cruising along a stretch of road with the ocean in sight, a slight tap on the accelerator makes overtaking a slow-moving truck considerably less stressful. The engine has that deep, muscular diesel character that seems particularly appropriate for a vehicle carrying the Defender name.

It claims fuel consumption of around 8.5 litres per 100km, but real-world figures are closer to 11 litres per 100km. That’s not economical for sure, but considering the Defender’s size, weight and performance, it is hardly shocking.

Familiar, but smarter

Land Rover hasn’t radically altered the Defender’s design, and that is probably a good thing. It remains one of the most distinctive SUVs on South African roads. The upright stance, squared-off proportions and rear-mounted spare wheel give it an unmistakable presence.

There are subtle changes, though. The headlights have been revised, the rear lamps sit more neatly into the rear door and there are new finishes and detailing, including the lovely Woolstone Green colour of the test vehicle.

Inside, the changes are more noticeable. The infotainment screen has grown to a substantial 13.1 inches and is beautifully integrated into the dashboard. It is quick and clear and, importantly, easy to read. The 12.3-inch digital driver’s display is equally useful, allowing navigation information to sit directly in front of the driver

Storage has also been reconsidered, and there are USB-C charging points aplenty.

The cabin remains one of the Defender’s greatest strengths. It feels robust without feeling cheap and luxurious. Soft-touch materials and leather sit alongside chunky, hard-wearing surfaces that remind you this is still a vehicle designed to go places where the road has long since disappeared.

Where the Defender makes its point

The aluminum-intensive D7x architecture and electronic air suspension give it an impressive ability to deal with rough surfaces. Corrugated gravel roads and South African potholes are dealt with remarkably calmly. Anyone who has driven a badly corrugated road towards a bush lodge in KwaZulu-Natal will appreciate this.

The Defender 110 is arguably the sweet spot of the range when it comes to ride comfort. It isn’t quite as cosseting as a BMW X5 on smooth tar, but the BMW certainly does not have the Defender’s extraordinary off-road ability.

You sacrifice a little on-road plushness and gain a machine capable of taking you considerably further once the tar disappears. There is up to 900mm of wading capability, while maximum ground clearance in off-road height rises to around 11.5 inches. In other words, the Defender isn’t simply pretending to be adventurous. It really is.

A Defender made for South Africa

There is a temptation to dismiss the modern Defender as an expensive lifestyle accessory.

And, to be fair, plenty of them will probably spend most of their lives negotiating parking at Gateway, the Waterfront or Sandton City rather than river crossings. But that doesn’t make the capability irrelevant. The Defender doesn’t feel uncomfortable at all when the tar ends.

South Africa is a country where a vehicle can be required to perform several completely different jobs in the same weekend. It can take you through Johannesburg traffic on Friday afternoon, carry the family down to the KwaZulu-Natal coast, swallow luggage for a trip into the bush and then tackle a gravel road that looks as though nobody has maintained in 20 years.

The price of being different

There is, of course, one significant obstacle. This vehicle is not cheap. Costing well over R2m with extras, the Defender 110 D350 X-Dynamic HSE is not an impulse purchase. And Land Rover’s options catalogue is extensive enough to make it frighteningly easy to add another few hundred thousand rand to the bill. And that may be its most compelling selling point.

Ultimately…

The Defender 110 D350 is an unusual thing in today’s SUV market.

It is genuinely luxurious without becoming soft. It is enormously capable without feeling agricultural and it is fast enough to embarrass some supposedly sporty SUVs while retaining the ability to disappear down a track that would have most calling for assistance.

The Defender has something many of its rivals struggle to manufacture personality. It feels like a proper adventure vehicle that has somehow learned to enjoy the finer things in life.

Price: R2 033 000 before optional extras
Engine: 3.0-litre turbocharged six-cylinder diesel
Transmission: Eight-speed automatic
Power: 257 kW
Torque: 700 Nm
Claimed fuel consumption: 8.5 l/100 km
0–100 km/h: 6.4 seconds claimed / 6.57 seconds tested
Luggage capacity: 857–1 946 litres
Optional seven-seat configuration: 160–1 826 litres
Wading depth: Up to 900 mm

Architecture: D7x aluminium-intensive monocoque

Suspension: Electronic air suspension

Off-road system: Terrain Response 2

Off-road technology: Adaptive off-road cruise control, terrain cameras and electronic air suspension

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There is something rather appealing about French cars, even though they have not always been popular in South Africa. This is even though the Peugeot 3008 won the European Car of the Year award a few years ago, outdoing even the Mercedes E-Class. There are embedded reasons for the attitude in South Africa, but it is clear that this needs to change.

The facelifted Renault Captur makes the case for a change even stronger. The flagship Esprit Alpine has the sort of visual confidence that gets attention anywhere it goes. In a South African market increasingly populated by similar-looking compact SUVs, that is no small achievement.

French attitude with sharper edges

Renault has given the Captur a substantial visual rethink. Gone are many of the softer, rounded lines of the previous model. In their place is a more structured, confident design that gives the little crossover considerably more road presence.

The front end is particularly successful. A broad grille incorporates Renault’s modern Nouvel’R emblem, while distinctive half-diamond-shaped LED daytime running lights give the Captur an unmistakable face. It looks expensive and trendy.

The rear has received similar treatment, with translucent style taillamp housings and a revised lower section creating a wider appearance. Renault has managed to make the Captur look substantially more sophisticated without being over the top.

The Esprit Alpine takes the visual drama a step further. It has a matte-grey front and rear skid plates, blacked-out badges and imposing 19-inch Elixir alloy wheels.

A little engine but…

All three South African Captur variants share the same 1.3-litre turbocharged four-cylinder petrol engine.

The engine produces 113kW and 270Nm, driving the front wheels through a seven-speed dual-clutch EDC automatic transmission.

Renault claims 0–100km/h in 9.6 seconds.  The 270Nm arrives usefully, giving the Captur enough vroom overtake and making it feel considerably more energetic than its modest engine capacity might suggest.

There can be occasional hesitation from the dual-clutch gearbox at low speeds, particularly when pulling away from a robot or crawling through congested traffic. Once moving, however, the transmission settles into its rhythm nicely.

Fuel consumption is equally respectable. The claimed figure is 6.6 litres/100km, and careful long-distance driving can see the Captur dip below that. For South African road trips, that combination of punch and economy makes considerable sense.

On the inside

Inside, Renault has resisted some of the excesses of modern car designs. The 10.4-inch portrait touchscreen dominates the dashboard, offering wireless Apple CarPlay and Android Auto, but thankfully there are still physical controls for the climate system. For anyone who has tried adjusting the temperature while travelling down the N3 in heavy traffic, this is the sort of detail that matters.

The Esprit Alpine’s recycled sports-fabric upholstery and blue stitching add personality, although not every surface feels particularly premium. Harder plastics remain lower down in the cabin, reminding you that this is ultimately a compact crossover rather than a luxury car.

Where the Captur really scores is practicality. The rear bench can slide through 160mm. Push it rearwards and rear passengers get generous legroom. Slide it forwards and boot capacity increases from 484 litres to 616 litres. Fold the rear seats and you have up to 1 596 litres at your disposal.

For a small family, that is great for the weekend away and shopping becomes much less of a logistical exercise.

Ride quality

The Captur’s dynamics are another strength. Steering is nicely weighted, body control is impressive and there isn’t excessive lean when you push it through bends. It feels secure and predictable rather than artificially sporty.

There is also surprisingly good refinement. At highway speeds, wind and tyre noise are kept under control, making the Captur a pleasant for longer journeys between our big cities.

The Techno’s 17-inch wheels and Iconic’s 18-inch wheels provide a much more agreeable compromise between handling and comfort. The Esprit Alpine’s 19-inch wheels, wrapped in low-profile rubber, look terrific and are great on smooth national roads -less so on our many pot-holed roads.

Safety matters

The Captur’s safety specification is respectable. The Techno includes airbags, electronic stability control and rear parking assistance. The Iconic adds front parking sensors and a 360-degree camera, while the Esprit Alpine brings blind-spot monitoring and lane-keeping assistance. All of these are useful in a market where safety has become a priority.

The final take

At around R615 000, the Esprit Alpine is pricy but is no doubt a stylish and entertaining crossover. Renault has a tougher market to contend with a multitude of contenders in this segment.

The R515 999 Techno is arguably the cleverest buy. You retain the same 1.3-litre turbocharged engine, 270Nm of torque, seven-speed automatic gearbox, touchscreen technology and sliding rear bench, while saving almost R100 000. The R544 999 Iconic is even more tempting. It adds useful equipment, including the 360-degree camera, while avoiding the Esprit Alpine’s unforgiving 19-inch wheels. I would go for that.

Lastly, for a quick overview:

Models: Techno | Iconic | Esprit Alpine
Price: R515 999 | R544 999 | R614 999
Engine: 1.3-litre turbocharged four-cylinder petrol
Power: 113kW
Torque: 270Nm
Transmission: 7-speed dual-clutch automatic
Drive: Front-wheel drive
Claimed 0–100km/h: 9.6 seconds
Tested 0–100km/h: 8.81 seconds
Claimed fuel consumption: 6.6L/100km
Boot capacity: 484–616 litres; 1 596 litres with rear seats folded
Warranty: 5 years/150 000km
Service plan: 3 years/45 000km

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The Suzuki Across does not aim to reinvent the wheel. Instead, it simply sets out to make everyday life easier. That, in essence, is the thinking behind Suzuki’s latest addition to its local SUV line-up.

Positioned in one of South Africa’s most fiercely contested market segments, the Across enters the C-SUV arena with a clear mission. It offers families, professionals and first-time SUV buyers a vehicle that blends contemporary design, sensible running costs and the technology you need without a premium price tag.

Having the Across for a week while along the coast in KZN, it became clearer by the day that it ticks the boxes that matter.

A car with a presence

First impressions count, particularly in a segment filled with aggressively styled SUVs. The Across manages to look modern without falling into the trap of over-design.

Its profile is clean and athletic, with crisp character lines that gives it an elegant appearance. The front end is especially successful, combining slim LED headlamps with a wide grille linked by a satin chrome strip that visually stretches the vehicle’s width.

Lower down, a large air intake, neatly integrated fog lamps and an aluminium-look skid plate reinforce its SUV credentials without making the styling feel contrived. Black wheel-arch cladding and side protection mouldings provide a practical touch for owners who occasionally venture beyond the suburbs. We managed well on some gravel near the Eastern Cape border.

Around the back, the Across adopts one of today’s most fashionable design elements: a full-width rear light signature. The slim LED arrangement creates an unmistakable look after dark, while the roof spoiler and sculpted tailgate complete a rear design that feels modern.

Suzuki also gives buyers plenty of opportunity to personalise their new SUV. Seven exterior colours are available, ranging from conservative silvers and whites through to richer blues, greens and reds. Buyers opting for the flagship GLX, which we had the pleasure of driving, can further distinguish their vehicles with striking two-tone paint combinations featuring a contrasting black roof.

Simplicity done well

Inside, the Across follows the same philosophy.

Rather than overwhelming occupants with multiple screens and complicated controls, Suzuki has chosen an uncluttered layout that feels intuitive almost immediately. Physical controls remain exactly where you’d expect them to be, while the layered dashboard design adds visual interest without sacrificing usability.

It’s the sort of cabin that should age well because it prioritises functionality over gimmicks.

Storage has clearly been a priority. Everyday items disappear into thoughtfully positioned compartments, while generous cupholders, bottle holders and a sizeable centre console make family life considerably easier. The rear seats split 60:40 to accommodate larger loads, and practical touches like a 12V socket in the luggage compartment mean everything from camping fridges to portable power stations can be accommodated.

Wireless phone charging also makes an appearance, reducing the inevitable tangle of charging cables that seems to accompany modern family motoring.

All the technology you need

The Across arrives in two specification levels, GL and GLX, and even the entry model comes impressively equipped.

The Across is equipped with a fully digital 10.25-inch instrument display, complemented by a 10.1-inch infotainment touchscreen supporting wireless Apple CarPlay and Android Auto. Add cruise control, reverse camera, rear parking sensors, multiple USB-C ports and automatic climate control, and the standard specification begins to feel premium.

The GLX is noticeably more luxurious. Synthetic leather upholstery with distinctive copper stitching, ventilated front seats and electrically adjustable driver’s seating elevate everyday comfort. The panoramic glass sunroof is a delight and a huge attraction for me. The Harman Infinity sound system and configurable ambient lighting give the cabin a more sophisticated ambience.

A 360-degree camera system and additional parking sensors also remove much of the stress associated with navigating tight shopping-centre parking bays.

Safety remains central for Suzuki

Increasingly, buyers judge family SUVs not simply on comfort and practicality, but on the confidence they inspire behind the wheel. The Across performs strongly.

All models receive six airbags together with electronic stability control, anti-lock braking, electronic brakeforce distribution and hill hold assist as standard.

The GLX expands the safety offering considerably by introducing a comprehensive suite of advanced driver assistance systems. Adaptive cruise control, autonomous emergency braking, lane keeping assistance, lane departure prevention, blind spot monitoring, rear cross-traffic alert and high beam assist all work quietly in the background to reduce driver workload while adding an additional layer of protection.

Importantly, these technologies are becoming less of a luxury and more of an expectation in this segment.

Efficiency without complexity

Rather than attempting to transform the vehicle into a fully electrified SUV, the mild-hybrid setup subtly assists the petrol engine during acceleration while recovering energy under braking. The result is smoother operation, lower emissions and improved fuel economy without requiring owners to alter their driving habits or worry about charging infrastructure.

Outputs stand at 76kW and 137Nm, figures aimed squarely at daily usability rather than outright performance.

More significant for most buyers will be the claimed combined fuel consumption of just 5.3 litres per 100 kilometres — an increasingly attractive figure as fuel prices continue their unpredictable climb.

Suzuki’s integrated starter generator also enables seamless stop-start functionality in urban traffic, helping reduce fuel consumption during the countless red lights and congestion that define city commuting.

Transmission choices remain straightforward. The GL offers either a five-speed manual or six-speed automatic, while the range-topping GLX is paired exclusively with the automatic transmission.

Strong value in tough times for South Africans

Perhaps the Across’ greatest strength lies not in any single feature but in the overall package.

Pricing begins at R349,900 for the GL manual, rises to R372,900 for the automatic GL, and tops out at R464,900 for the comprehensively equipped GLX automatic. Even at the top end of the range, Suzuki has managed to include technology and safety equipment that many competitors reserve for considerably more expensive derivatives.

Ownership costs are further supported by a four-year/60,000km service plan together with a five-year/200,000km promotional warranty, adding welcome peace of mind.

The Across may not be the loudest newcomer in the segment, but it doesn’t need to be. It focuses on the fundamentals that matter to South African buyers. This includes sensible running costs, generous equipment, reassuring safety and everyday practicality wrapped in an attractive, contemporary package.

Sometimes, that’s exactly the kind of confidence buyers are looking for.

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Electric cars have become incredibly good at what they do, even though we may not be ready for them in SA yet. They’re fast, packed with technology and quiet. Yet many of them leave you feeling exactly the same after climbing out. Most tend to feel the same.

That isn’t the case with the Alfa Romeo Junior Veloce. It felt exciting to drive an Alfa after more then a decade. Before I’d even driven a few kilometres, I realised this little Italian crossover had something many electric cars seem to have forgotten, and that is personality. It doesn’t simply transport you from A to B. It encourages you to enjoy the journey between the two.

The Junior also carries a fair amount of responsibility. As the smallest model in Alfa Romeo’s line-up and its first battery-electric vehicle, it arrives at a time when enthusiasts have questioned whether electrification could dilute the character that has defined the Italian marque for generations.

The first surprise is just how familiar it feels. There’s an eagerness to the steering and a sense of connection that simply isn’t common among many electric SUVs. In fact, it took me a while to remember I wasn’t driving a conventional petrol-powered Alfa. It was only after turning the radio down to enjoy what I expected to be a sporty engine note that reality returned.

The flagship Veloce derivative produces an impressive 207 kW and 345 Nm from its front-mounted electric motor, enough to dispatch the 0-100 km/h sprint in a claimed 5.9 seconds. Those numbers certainly look good on paper, but it’s the way the power is delivered that stands out.

Unlike many EVs that simply overwhelm you with instant acceleration, the Junior feels composed and engaging. Alfa Romeo has even fitted the Veloce with a Torsen mechanical limited-slip differential and this gives it remarkable traction. It encourages you to tackle corners with enthusiasm rather than caution.

The steering deserves particular praise. It’s quick, direct and communicates far more than you’d expect from an electric crossover. Driving through heavy rain while avoiding South Africa’s ever-present potholes highlighted just how confidence-inspiring the chassis feels. Add substantial front brakes with four-piston calipers and stopping power is every bit as reassuring as the acceleration.

Visually, the Junior doesn’t disappoint either. It wears Alfa Romeo’s unmistakable design language proudly, with its distinctive Scudetto grille, muscular wheel arches and neatly truncated rear inspired by the brand’s classic Zagato models. Sitting on striking 20-inch alloy wheels, the Junior has genuine road presence without trying too hard.

Step inside and the sporting theme continues.

The deeply bolstered Sabelt sports seats hug you securely through corners while remaining comfortable enough for everyday commuting. Alfa has also retained its signature twin-pod instrument binnacle, albeit now housing a fully digital display that cleverly blends heritage with modern technology.

The infotainment system is centred around a 10.25-inch touchscreen paired with an equally sized digital driver’s display. Wireless Apple CarPlay and Android Auto come standard, along with voice control, adaptive cruise control, lane-keeping assistance, blind-spot monitoring and Level 2 driver assistance systems. Heated and electrically adjustable seats with a massage function, ambient lighting, keyless entry and Alfa’s DNA driving modes all contribute to a generous specification list.

It certainly doesn’t feel like a car missing equipment. However, despite the premium finishes, the cabin can feel a little snug, particularly with four adults on board. Rear passengers may wish for a touch more breathing room, while the sporty seats reinforce the intimate nature of the cabin.

Then there’s the matter of range.

The 54 kWh battery offers around 334 kilometres in the Veloce, which is perfectly adequate for daily commuting but may require some planning for longer road trips. Thankfully, 100 kW DC fast charging allows the battery to recharge from 10 to 80 percent in under 30 minutes, reducing the inconvenience when longer journeys beckon.

During my time with the car, I also experienced some frustration connecting Apple CarPlay, although this could well have been an isolated software issue rather than a recurring problem.

Pricing will undoubtedly spark debate. The Junior range begins at R799 900 for the standard Elettrica, while the Veloce tested here asks R999 900. That’s significant money, especially considering several rivals offer more interior space or greater range for similar pricing.

Yet buying an Alfa Romeo has never been about making the most sensible decision. It has always been about buying something that stirs an emotion.

The Junior Veloce succeeds because it doesn’t abandon that philosophy in pursuit of electrification. It feels alive in a way that many electric crossovers simply don’t. Yes, there are faster EVs.  And yes, there are models capable of travelling much further on a single charge.

But very few of them leave you looking for the long way home.

The Alfa Romeo Junior Veloce won’t be the electric car for everyone. Its range, compact dimensions and premium asking price ensure that. But if you’ve been waiting for an EV with genuine character—one that reminds you why driving can still be enjoyable in an increasingly electrified world, this spirited little Italian may be exactly what you’ve been waiting for.

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There is a good reason the Suzuki Grand Vitara has become one of South Africa’s most recognisable compact SUVs. While the market has been flooded with newcomers promising more technology and luxury, the Grand Vitara has quietly built its reputation on something arguably more important – getting the basics right.

I spent few days behind the wheel and it quickly becomes clear that this is a vehicle designed with everyday family life firmly in mind rather than headline-grabbing statistics.

The Grand Vitara has matured into an SUV that looks equally at home outside a suburban shopping centre or setting off on a weekend escape. Sharp LED lighting, attractive alloy wheels and clean body lines give it a modern appearance without trying too hard. It has enough presence to stand out while avoiding the overstyled look that has become common in this segment.

Inside, Suzuki has done an impressive job of creating a cabin that feels more expensive than its price tag suggests. The GLX derivative, in particular, offers artificial leather upholstery, a panoramic sunroof and subtle ambient lighting that lift the overall ambience considerably. The dashboard design is neat and uncluttered, while the materials used throughout the cabin strike a pleasing balance between durability and sophistication.

Space is another of the Grand Vitara’s strengths. Both front and rear passengers enjoy generous head and legroom, making longer journeys comfortable for the whole family. The seats offer excellent support, and after several hours on the road there is little to complain about in terms of driving comfort. Visibility is good all round, while the driving position feels natural almost immediately.

Practicality has clearly been a priority. The luggage compartment offers 310 litres of boot space, expanding to 1 147 litres when the 60:40 split rear seats are folded flat. Whether it is the weekly grocery run, sports equipment or luggage for a holiday, the Grand Vitara copes without fuss.

Technology has also moved with the times. A crisp 9-inch infotainment touchscreen supports wireless Apple CarPlay and Android Auto, allowing smartphones to connect seamlessly without trailing cables across the cabin. The interface is intuitive and responsive, while features such as wireless phone charging, a head-up display and a 360-degree camera system add genuine convenience rather than unnecessary gimmicks.

Safety specification is equally comprehensive. Six airbags, Electronic Stability Programme, Hill Start Assist and rear parking sensors all come standard on the flagship GLX, giving buyers reassurance that the vehicle is equipped to protect both driver and passengers.

Under the bonnet sits Suzuki’s familiar 1.5-litre naturally aspirated petrol engine producing 77kW and 138Nm. Power is delivered to the front wheels through a four-speed automatic transmission.

. The four-speed automatic occasionally hesitates before selecting the appropriate ratio, and the modest power output means overtaking requires careful planning.

Fortunately, outright performance has never been the Grand Vitara’s primary objective. Instead, it rewards drivers with impressive fuel efficiency. Real-world consumption between 6.5 and 7.0 litres per 100 kilometres is easily achievable, making it an affordable companion for daily commuting as well as longer road trips.

Where the Grand Vitara truly shines is ride comfort.

South African roads rarely provide ideal conditions, yet Suzuki’s suspension makes it navigate our pot holed roads seamlessly. The cabin remains impressively quiet, with wind and road noise kept well under control, adding to the relaxed driving experience.

Its 210 mm ground clearance also inspires confidence, especially down a driveway like mine in hilly Durban. Gravel roads, uneven driveways and rough parking areas pose little challenge, giving the Grand Vitara a versatility many urban SUVs struggle to match.

The steering is light enough for city manoeuvres while remaining reassuringly stable on the open road. Although enthusiastic drivers may wish for a little more power, the Grand Vitara delivers predictable, confidence-inspiring handling that suits its family-focused character perfectly.

Ultimately, the Suzuki Grand Vitara succeeds because it understands its audience. It does not pretend to be a performance SUV or a luxury flagship. Instead, it focuses on providing comfort, practicality, dependable engineering and generous equipment at a competitive price.

A more modern automatic transmission and a little extra engine performance would undoubtedly elevate the driving experience even further. Yet those shortcomings are outweighed by its refinement, excellent ride quality and ease of ownership.

For buyers seeking an honest, comfortable and well-equipped family SUV that delivers everyday usability without unnecessary complexity, the Grand Vitara remains one of the strongest contenders in its class, in my view.

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The original Audi A5 has always had a sense of superiority. The all-new, third-generation Audi A5 has maintained that, aided even more by the fact that the Audi A4 is no more – the A5 has replaced it.  

A legacy recrafted

Proportionally, the A5 has grown up; it now sits neatly between the A4 and the more executive Audi A6. In fact, with both those nameplates stepping aside in local showrooms, the A5 becomes something of a one-size-fits-all solution in Audi’s midsize offering. It’s a pragmatic move, and perhaps one that could not be avoided.

At first glance, the new A5 has done well to consolidate its related iterations of the A class. No coupe and cabriolet derivatives; what remains is a single, elegant five-door. Audi, somewhat curiously, calls it a sedan, though it’s unmistakably a Sportback in silhouette. And honestly, it works. You get the visual poise of a traditional saloon with the added practicality of a hatch. I’d say this works well in a Suth African market where demand and domination for SUVs continues to surge.

Bigger, bolder, pricier

It now measures fractionally over 4,8m. This means more space and pragmatism but there’s also a quiet confidence in the design. It’s less conservative than the A4 ever was, with a more sculpted presence. It feels like a car you’d choose, rather than simply opt for when faced with other choices.

Of course, stepping up in stature also means stepping up in price. The entry point sits at R1,123,000 for the front-wheel-drive 2.0 TFSI S Line — powered by a 2.0-litre turbocharged engine producing 146kW and 340Nm. It’s paired with a seven-speed dual-clutch transmission that delivers its shifts with that familiar Audi slickness. The claimed 0-100kph is 7.8 seconds and the listed fuel consumption is 7.5L/100km.

 For those wanting a little more, the quattro derivative ups the ante to 200kW and 400Nm, along with all-wheel-drive assurance, at R1,238,000. The TFSI 200 kW quattro Black Edition sells for R 1 281 800 

On the road, both derivatives feel polished and composed; as one would expect from Audi. Driving through KwaZulu-Natal’s Midlands, with sweeping roads that allowed the A5 to settle into an easy rhythm. The ride is supple, and the A5 showed a level of enthusiasm under hard acceleration, responding with a reassuring sense of grip and purpose.

If there’s a minor quibble, it’s the intrusion of wind noise at speed, likely from those rather large mirrors. It’s not a dealbreaker, but in a car that otherwise feels so well resolved, it stands out more than it should.

Polished and technologically advanced

Inside, the transformation is far more dramatic. Audi has leaned fully into its digital future, introducing a new MMI panoramic display that stretches across the dashboard in one seamless curve. A 14.5-inch central touchscreen flows into an 11.9-inch digital instrument cluster. It’s crisp, modern, and refreshingly intuitive.

It allows the passenger to interact with media independently, thanks to a clever privacy mode that keeps distractions out of the driver’s line of sight.

The system itself runs on an Android-based platform, with app integration including YouTube, and a voice assistant that responds to “Hey Audi” with increasing competence. It all feels very current, though one suspects some buyers may still long for the reassuring simplicity of physical buttons.

The cabin exudes that understated premium feel Audi does so well. The standard kit is generous with adaptive cruise control, three-zone climate control, wireless charging, and LED headlights all feature.

Space, and stepping forward

In terms of space, the A5 is a mixed bag. Up front, it feels airy and accommodating, but rear legroom is adequate, but not for an especially tall passenger. Headroom holds up well despite the sloping roofline, and the 445-litre boot, while shallow, benefits hugely from the hatchback design when loading bulkier items; something rivals like the BMW 3 Series and Mercedes-Benz C-Class can’t quite match.

Ultimately, the new Audi A5 feels like a car that understands its moment. It’s stylish, more upmarket, and cleverly positioned to fill multiple roles in Audi’s lineup. But it’s also undeniably expensive, and once you start indulging in the options list, it edges into territory that demands serious consideration.

Overview of pricing:

Audi A5 Sedan TFSI 146 kW S line                                         R 1 123 000

Audi A5 Sedan TFSI 146 kW Black Edition                              R 1 166 800

Audi A5 Sedan TFSI 200 kW quattro S line                              R 1 238 000

Audi A5 Sedan TFSI 200 kW quattro Black Edition                  R 1 281 800 

The Audi makes a compelling, quietly confident case for itself.

All models are sold with a standard 5-year/100,000km Audi Freeway Plan. Customers may also explore Audi Financial Services options, including Audi Assured.

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The new Mazda 3 has been around for a while. And no doubt it has come a long way. It comes as no surprise that they are now associated with comfort, efficiency and reliability. The new Mazda 3 does not disappoint in living up to this; proving itself in my drives around Cape Town’s meandering and picturesque routes.

Mazda has resisted the industry’s obsession with constant reinvention, choosing instead to refine what already works. The result is a car that feels considered, offering old-fashioned reassurance. 

In recent years, Mazda’s have become known for their aesthetically pleasing designs; a departure from their past.  The sedan is elegant, almost conservative, but the hatchback carries a more creative personality. It has curves in the right places and feels appropriately sculptured. 

It may not be universally loved; with some complaining about rear visibility being compromised, but I experienced no issue with visibility. But that seems almost beside the point. This is a car that prioritizes elegance and efficiency.

Inside, the Mazda 3 continues to impress. The cabin manages to feel rich, without forced extravagance and the controls are easy to find, unlike so many new brands on the market. There’s a sense of calm here that’s increasingly rare, without the over-stimulating screens, that are difficult to navigate. Just a quiet, deliberate focus on the driver.

The Mazda3 has an all-new 8.8-inch infotainment screen supporting MZD Connect, which comes standard on all models. The base models feature an all-new 8-speaker sound system, which utilizes a 3-way layout with mid-bass drivers moved from the doors to the panel area for improved sound quality and bass response. The Individual model is equipped with the top-tier Bose premium sound system

A new leather-wrapped steering wheel featuring illuminated controls and switches exudes luxury. Standard features include Bluetooth phone and audio pairing, remote keyless entry, push-button ignition, auto door lock, auto headlights and wipers, electronic parking brake, new knee air bags and two USB audio inputs. This elevates the Mazda3 to premium status.

And that’s really where the Mazda 3 distinguishes itself. It is, above all, a driver’s car. The steering is as precise as one would expect and the ride is composed and comfortable. 

The naturally aspirated engine feels smooth and predictable, while the turbocharged version adds a layer of effortless urgency that never tips into aggression. Under the bonnet, power ranges from 88kW for the Mazda3 hatch 1.5 Dynamic and goes up to 114kW for the Mazda3 hatch 2.0 Astina.

This dual-engine strategy allows the car to cater to both everyday commuters and those seeking more spirited performance. The turbo variant, in particular, is among the quickest in its class, capable of accelerating from 0–100 km/h in under six seconds. 

However, it should be noted that Mazda prioritizes refinement over outright sportiness. The driving experience is not aggressively dynamic, which may disappoint drivers expecting hot-hatch levels of excitement.

There’s also something faintly nostalgic about the availability of a manual transmission. Not because it transforms the car into something it isn’t, but because it acknowledges a shrinking group of drivers who still want that tactile connection. It’s less about speed and more about involvement, in this context 

The rear seats on the hatchback are a little tight but manageable. You get the design benefit, though.

When it comes to electrification, Mazda will need to catch up soon. I’m hoping we see more hybrid and electric versions in the near term. I’m sure the Mazda 3 will pivot from its more traditional philosophy soon. 

What makes the Mazda 3 compelling is that it offers something less easily quantified. A sense of cohesion, a feeling that each element, from the way the door closes to the way the car settles into a corner, has been tuned with intention.

It’s a car that asks you to slow down slightly, to notice the details, to appreciate the difference between something that simply works and something that feels reassuring and rewarding. Not everyone will care about that, but I’m sure most people will.

For those who still believe that even an everyday car can have a point of view, the Mazda 3 continues to make a quietly persuasive case. It’s tried and tested.

Prices and fuel

• 1.5 Dynamic Manual – From R490 900 – 6.0L/100km
• 1.5 Dynamic Auto – From R507 200 – 5.9L /100km
• 2.0 Astina (Top Spec) – From R620 400 – 6.3L/100km

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Driving the Dzire over the festive season was a joy. There’s something quietly comforting about a car that knows exactly what it is. The Suzuki Dzire has never pretended to be sporty or luxurious. Instead, it has always leaned into being sensible, affordable and easy to live with. In a country like SA, where people are struggling in a fragile economy, the Dzire makes sense. The Dzire prices are:

• Dzire 1.2 GA 5MT: R229,900
• Dzire 1.2 GL+ 5MT: R252,900
• Dzire 1.2 GL+ CVT: R272,900

Launched in 2025, the latest Swift-based Dzire revealed itself as a small sedan with far more substance than its modest footprint suggests.

Styling – modern and quietly confident

Designing a budget compact sedan in a highly competitive market is no small challenge, and none of the cars in this segment are likely to win beauty contests. But, the Dzire is one of the better-looking efforts. The front end is neat and contemporary, with a wide black grille and just enough chrome to lift the look without losing its modest, yet dignified presence. The slim halogen headlamps do a decent job of keeping things modern, even in the absence of LED technology.

The GL+ model’s 15-inch black alloy wheels make a surprising difference, filling the arches nicely and giving the car a slightly more planted stance than the GA’s 14-inch steel wheels. Around the back, the T-shaped LED taillights and chrome strip across the boot lid give the Dzire a more upmarket appearance than you’d expect in this segment. Importantly, it no longer looks like “a Swift with a boot”, but rather a cohesive compact sedan in its own right.

Interior and tech: simple wins

Step inside and anyone familiar with the latest Swift will feel right at home. The wraparound dashboard, logical button layout and refreshingly physical air-conditioning controls are all very Suzuki. It’s intuitive, uncluttered and easy to operate while driving. For many this would be welcomed in a touchscreen-obsessed world.

The cabin certainly brightens the space, but the cloth seats are a questionable choice for a family car. Our test vehicle was practically new yet already showing faint marks and the latterly introduced darker cloth seats are more practical, especially with kids in the car.

On the tech front, the GL+ trim ticks the important boxes: a 7-inch infotainment screen with wireless and wired Apple CarPlay and Android Auto, a reverse camera, cruise control and a multifunction steering wheel. Smartphone pairing is seamless, and once connected, you can largely forget about the system and let Siri or Google handle the heavy lifting. The audio quality, however, is underwhelming, and music lovers will be disappointed.

The drive: easy, honest and efficient

“Easy to drive” is perhaps the Dzire’s greatest strength. The clutch is light, the steering is user-friendly and the 5-speed manual gearbox slots cleanly. The 1.2-litre three-cylinder engine produces just 60 kW, but thanks to the car’s low weight, it feels eager enough in urban driving. There’s a faint thrum at idle, but it fades into the background once you’re cruising.

Push harder, load it up or tackle a steep incline, and you’ll work the gearbox a bit more, but the Dzire happily and easily maintains freeway speeds. Ride quality is well judged for South African roads, absorbing imperfections without fuss, while the brakes inspire confidence.

Most impressive of all is the fuel consumption. Suzuki claims 4.4 L/100 km for the manual, and my mixed driving loop delivered exactly that. Few things are as satisfying as handing a test car back without having to make much effort to keep the tank levels looking healthy.

Space and comfort: a pleasant surprise

From the outside, the Dzire looks compact, but climb into the back and the story changes. Rear legroom is genuinely impressive for this segment, making it a strong option for families or ride-sharing duties. Being lanky, I managed comfortably at the back too. Rear passengers also benefit from air vents, three-point seatbelts and ISOFIX mounts, while the folding centre armrest adds a touch of everyday comfort.

The boot is another standout, offering a generous 378 litres of luggage space, supplemented by a 60:40 split-fold rear seat for bulkier loads. For a small sedan, it’s impressively usable.

Safety and ownership peace of mind

Safety is another area where the Dzire punches above its weight. It boasts a 5-star adult and 4-star child Global NCAP rating, standard ESP, ABS with EBD, ISOFIX mounts and rear parking sensors. The GL+ model’s six airbags further strengthen its appeal, especially for younger or less experienced drivers.

Suzuki’s long warranty and service plan, combined with the brand’s reputation for reliability and strong resale value, round out a very compelling ownership proposition.

Verdict

The Suzuki Dzire isn’t trying to impress you with gimmicks or performance figures. Instead, it focuses on the fundamentals like space, efficiency, safety and value. And it gets them right. The Dzire is a sensible and likeable small sedan. And sometimes, sensible is exactly what you want.

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There is a quiet confidence about the way JAECOO is expanding its South African footprint. It is clear that they are reading the market correctly, targeting buyers who want premium design and strong specification, but who are increasingly unmoved by badges alone. I had the good fortune of getting a test vehicle from NMI Jaecoo in Umhlanga.

The J7 may be more known but the J5 brings the same visual presence and perceived quality to a more accessible price point. This makes sense in today’s cost-conscious environment.

Familiar, but confidently styled

The J5 is unmistakably a JAECOO. Its bold front grille dominates the nose. The slim, high-mounted headlights give it a confident, upright stance. The design is clean and restrained, with squared-off wheel arches adding mild ruggedness without inappropriate excess for a car in this segment.

There is an undeniable familiarity in terms of styling, borrowing heavily from European design cues, but it is neatly executed. A full-width rear light bar adds a modern touch, while wheel sizes are sensibly matched to the trim levels, with 17-inch alloys on the Vortex and Glacier, and 18-inch wheels on the Inferno.

Minimalism and usability

Inside, the J5 follows the now-familiar Chinese playbook of minimalist design and screen-based interaction. Almost all functions are housed within a large 13.2-inch central touchscreen, while an eight-inch digital instrument cluster provides essential driving information.

The layout is clean and uncluttered, and while the lack of physical buttons may divide opinion, the system is intuitive enough once familiar. Importantly, the cabin avoids the overwhelming wraparound hyperscreens seen elsewhere, resulting in a calmer, more focused environment.

Space well designed

One area where the J5 impresses is practicality. Its 2,620 mm wheelbase translates into generous legroom for both front and rear passengers, making it well-suited to family use.

The boot is equally accommodating, offering 480 litres with the rear seats in place and expanding to 1,284 litres when folded. This puts the J5 firmly in contention for buyers who need real-world space rather than just visual presence.

One engine, one clear brief

The entire JAECOO J5 range is powered by a single 1.5-litre turbocharged petrol engine producing 115 kW and 230 Nm. It is paired exclusively with a CVT transmission driving the front wheels.

Driving in Durban’s city centre, the Jaecoo navigates smoothly, suiting its role as an everyday companion. On the open road, it feels competent rather than engaging, with refinement taking precedence over urgency. Claimed fuel consumption stands at 7.5 L/100 km and my time with the car more or less coheres with this figure.

Ride quality

Ride quality is generally composed, although I’m told the Inferno derivative rides slightly firmer due to its larger wheels and lower-profile tyres. The Vortex and Glacier models, with their smaller wheels, are likely to offer a more compliant ride on rougher surfaces.

Steering retains a reassuring level of feedback, and the upright seating position contributes to good visibility, making the J5 easy to place in traffic and relaxed on longer journeys.

Generous specification

Specification is one of the J5’s strongest selling points. Even the entry-level Vortex includes automatic climate control, wireless Apple CarPlay and Android Auto, a digital instrument cluster and a comprehensive list of convenience features.

The Glacier adds leather upholstery, a power-adjustable driver’s seat and a more premium feel, while the Inferno moves firmly into near-luxury territory with ventilated front seats, dual-zone climate control, a powered tailgate, wireless charging and an upgraded audio system.

Safety

Safety equipment is comprehensive, with ABS, stability control, traction control, hill descent control and multiple airbags standard across the range. Higher-spec models add side curtain airbags for additional peace of mind.

JAECOO also backs the J5 with a five-year/150,000 km warranty and a five-year/75,000 km service plan, addressing some of the longer-term ownership concerns still associated with newer brands.

Priced right

With pricing starting at R369,900 and topping out at R479,900, the J5 positions itself aggressively against established rivals. In doing so, it highlights the growing reality of the South African market: buyers are increasingly focused on value, features and monthly repayments rather than brand heritage alone.

Final word

The JAECOO J5 is not a disruptive or revolutionary product, but it does not need to be. It is a carefully judged compact SUV that delivers strong specification, generous space and contemporary design at a competitive price. Again, much needed in South Africa as families look for good value in uncertain economic times.

For buyers who prioritise value and usability over badge prestige and dynamic polish, the J5 makes a persuasive and timely case.

Contact Spha (031 576 1400) at NMI Jaecoo in Umhlanga for your test drive

The post Measured confidence of the JAECOO J5 appeared first on Al-Qalam.

Earlier this year, I was in the market for a new car. And it was urgent. I spent weeks thinking about it and eventually narrowed it down to two well-known brands within my price range.

I went ahead and purchased one of the brands from my shortlist. I drove the new car home and had the nagging feeling that I had made the wrong choice. What was I to do now? I spoke to Murchie, the owner of a Baic dealership in Durban. He suggested I return the vehicle I had purchased and consider a Beijing. My immediate reaction was ‘no’, due in part to the fact that I was entering unknown territory and had never considered a Chinese brand prior to this. He graciously offered that I try out the Beijing for a few days. All I needed was an hour after having taken the vehicle to make a decision. And I haven’t regretted it one bit. That is the quick and dirty version of the story.

I quickly experienced the thrill that comes with discovering a new and celebrated Chinese brand on South African roads, that feeling when a vehicle turns heads not because it tries too hard, but because it simply gets the balance right. Everyone talks about all the features that come with Chinese models, and rightfully so – the Beijing has features that one would ordinarily pay a packet for yet holds steady at its surprisingly accessible starting price of R429,900. In a market where prices often climb faster than buyers can keep up, this is a breath of fresh air.

But let’s be honest: value only matters when the product delivers. And the Beijing, like I discovered within an hour of having it, does so with an elegant blend of thoughtful design, intuitive technology, and an unmistakable sense of occasion the moment you slip behind the wheel.

A Bolder Face

The Beijing is now refreshed and refined and injected with a youthful burst of energy. The blade wheels make it look athletic, while the dual quad exhaust gives it that subtle voom. It’s the kind of design that signals ambition, wrapped in an urban-ready package that still looks perfectly at home parked outside my favourite Umhlanga café or when making my way along scenic M4 coastal road north of Durban.

Colour lovers are spoilt for choice, with a palette that feels distinctly modern: Scarlet Red, Polar White, Electric Yellow, Metallic Grey, Krypton Grey, and Turquoise Blue. Whether you’re bold, understated, or somewhere in between, there’s a shade that lets your personality take the lead.

What’s the inside like?

Open the door and you’re met with a full black interior that is sleek, elegant, and tastefully put together. It’s contemporary without being cold, and remains stylish and inviting. You can almost imagine long Sunday drives, music turned up, windows slightly down and slipping into deep thought while taking in the views.

The technology inside feels purposeful rather than overwhelming. Easy Connection allows you to mirror your smartphone directly onto the head unit with minimal fuss. It’s the type of connectivity that doesn’t require tutorials, especially if you’ve passed your 40’s. You simply plug in, pair, and go. And with both wireless charging and a Type-C port, your devices stay energised even when the day stretches longer than you planned.

This is a cabin that understands modern life: busy schedules, long commutes, and the need to stay plugged in without being distracted.

Your Silent Co-Pilot

Safety is where the Beijing X55 Plus truly flexes its intelligence. BAIC has packed the vehicle with features designed to quietly support the driver without intruding on the driving experience.

One of the standout additions is the 540° 4D Transparent Chassis. For anyone who’s ever navigated tight parking spots or uneven gravel roads, this feature feels like a small miracle. It gives you a virtual view of the area beneath and around the vehicle, making tricky manoeuvres feel almost effortless.

The suite of driver assistance features reads like a checklist of peace of mind:

• Blind Spot Detection (BSD)
• Intelligent Cruise Assist (ICA)
• Lane Keep Assist (LKA)
• Autonomous Emergency Braking (AEB)
• Forward Collision Warning (FCW)

Together, they create a safety net that quietly watches over you, stepping in only when needed. This is the kind of co-pilot all of us could use, especially when navigating South Africa’s unpredictable roads.

Adding to the seamless experience is an impressive voice control system capable of managing over 200 functions. Whether you’re changing music, adjusting settings, or asking for information, the Beijing listens and responds, allowing your focus to remain exactly where it should be: on the road ahead.

Price matters for South Africans

What makes the Beijing X55 Plus stand out is not just the technology or design, but the fact that BAIC has held onto the original model’s pricing structure. In a time when upgrades typically come with hefty price increases, this move feels refreshingly customer-centred.

The lineup is competitively structured as follows:

• X55 PLUS ELITE: R469,900
• X55 PLUS PREMIUM: R509,900
• X55 PLUS PREMIUM 2T: R514,900

This is genuine value without compromise. BAIC has managed to do more than simply keep the price attractive; they’ve elevated what buyers receive for it.

What do we say?

This isn’t just an upgrade. It’s BAIC South Africa stepping forward with conviction, showing that innovation and affordability can live comfortably side by side. The brand’s ambition is clear: it gives South Africans more choice, more quality, and more joy behind the wheel.

Drivers looking for their next compact stylish, well-priced SUV may find the X55 Plus slipping onto their shortlists faster than I did on mine. BAIC invites South Africans to experience the X55 Plus S firsthand at their nearest dealership. Because once you feel the door close, slide into the driver’s seat, and take in the thoughtful touches that define this model, it becomes clear that this vehicle meets expectations.

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