The budget-friendly-ish, bare-bones models start at a relatively competitive R522 600, with the Ranger Raptor filling the top spot with a price tag of R1 266 700. Shock, horror and disbelief at the audacity of asking that much, but considering what you’re getting, it’s pretty much a bargain. 

Then there’s the Ranger on this  page — the most expensive derivative you can buy that can’t ramp —the American-mouthed Platinum. 

So, for R1 120 100 — R106 600 less than the dune-taming Raptor — what do you get for your money? 

Well, the Platinum badge, while considered new in the local context, save for the Everest Platinum, has been slapped on range-topping derivatives of the Ford Explorer, F-150 and Super Duty in the US of A. 

It comes with a mesh grille, a silk chrome-finish horizontal grille bar and Platinum badging on both the bonnet and front doors. 

At the rear, the load bin gets the styling hoops and side rails found on the Wildtrak, along with an electronically operated roller shutter which, surprisingly, is an add-on feature. 

The Platinum also gets Ford’s Matrix LED lights with auto high-beam headlights, which automatically toggle to full-on brightness when no oncoming headlights are detected. While it works well for the most part, the auto high beams occasionally struggle to distinguish faraway static lights from those of an oncoming vehicle. 

“I think all males from Detroit have an obsession with cars”

Dax Shepard

On the inside, the Platinum distinguishes itself from the Wildtrak with diamond-pattern quilted leather seats and a Platinum badge, as opposed to the stitched insignia that we Saffers typically like. It also gets ambient lighting, black maple ornamental strips and aluminium trim. 

As is the case with other high-end Fords, the Platinum has the 12.4-inch, fully digital instrument cluster with scrollable screens, which give a clear readout of driving information. 

In the middle, there’s the now-familiar 12-inch tablet-style screen, which serves as an entertainment and function hub with mostly seamless Android Auto, bar a few lost connections over our testing period. 

It’s also home to the exterior camera control module, with easy switching to this layout, which is useful, especially when manoeuvring into a tight parking space. 

While the tablet style is growing on me, I believe a lot of pixel space is wasted on features such as climate control, which has unnecessary amounts of white space relative to the small screen toggle buttons. 

Finally, the Ford Ranger Platinum comes with a 400W inverter with both 240V and 12V power outlets for charging portable devices. 

This is a nice feature list — but how does it drive? Considering that it’s a bakkie, it’s surprising just how polished its driving characteristics are. 

More cab than a single cab, less than a double cab. The opposite is true from a load-bin perspective — more than a double, less than a single. 

So, are the cab-and-a-bit options, such as the Ford Ranger Wildtrak SuperCab, best suited to those who can’t decide what they want in a bakkie? Well, yes, but there’s so much more to it than that. 

In my opinion — this will irk those outspoken double-cab-bakkie-or-naught web troll types no end — but the cabin-and-a-bit embodies the best qualities of this kettle of vehicles — a workhorse that can double as a weekender. 

Why have five seats that get very little use, while the load space is smaller?

Sure, it’s nice to have for that “maybe in the future” scenario but considering that most double cabs are double-parked at shopping malls, with no one apart from a couple using them, it’s a shame. 

Then there’s the “it’s more practical than an SUV” justification. 

However, at the end of the day, most buyers feel too sorry for their prized double cabs to ever subject them to anything more challenging than carting the month’s groceries. 

But the SuperCab is rudimentary and doesn’t offer the same creature comforts that roll out as standard with most upper-spec double cabs… 

Wrong. At least as far as this test subject is concerned. The Wildtrak nomenclature plastered on it isn’t just for enticing interesting braai-side conversation — it’s full-fat Ranger Wildtrak specification in a cab-and-a-half package. 

That means the full-sized 12-inch, tablet-style infotainment screen, with seamless smartphone connectivity and crisp graphics (the touchscreen buttons are still a tad too small, though), the full TFT digital driver display and two leather seats, the rear bench with integrated cubbies for storing anything from tools to binoculars. 

And, of course, it has the signature orange Wildtrak stitching on the steering wheel, seats, door trimmings, drive selector and centre console storage bin. 

And the drive? Well, the Ranger Wildtrak SuperCab doesn’t roll out with Ford’s new 3.0-litre V6 turbodiesel, with only the 2.0-litre bi-turbo mated to the 10-speed automatic gearbox on offer. 

Truthfully, at no point did it feel lacking on the power front, with 154kW and 500Nm delivered through one of the creamiest small-capacity diesel engines on offer. 

While Ford hasn’t published official numbers on the engine performance in this application, what I can tell you is it claims an average fuel consumption of 7.5l/100km. 

That’s a bit ambitious, with a registered figure of 9.2l/100km on the TFT during my week-long stint with the Ranger during a mix of highway and city driving. 

This figure may well climb significantly for the average bakkie owner who feels they have a point to prove — you know, the types who race full tilt from the mall’s exit to the stop sign that’s 50m away.

Then there’s the ride quality. For the most part, it’s excellent in bakkie terms, with just a slight judder emanating from the empty load bin end. 

On worse-for-wear highways, such as the R21, which links Pretoria with the East Rand, the hard-sprung character of this weekender workhorse becomes apparent at 120km/h. 

It’s more comfortable than many of its mainstream arch-rivals but less so than the well-sorted damping of, say, Nissan’s Navara. 

In terms of usability, the Ranger Wildtrak SuperCab is rated for a payload of 995kg or, in real-world terms, the easy fitment of two vintage-style bathtubs side by side. It was the only thing we keyboard pushers could realistically pick up for testing purposes. 

In layman’s terms, the load bin is enormous, and since this is a 4×4, it could also play the part of a converted overland rig. Just saying … 

The Ranger Wildtrak SuperCab is priced at an eye-watering R813 000 and included in the price is a four-year/120 000km warranty, four-year unlimited roadside assistance and a five-year corrosion warranty. 

As is, the service plan isn’t included as standard, with Ford specifying the optional availability of service and maintenance plans of up to eight years, or 165 000km, as part of the right-to-repair policy that’s in effect. 

It renders the service plan an option as opposed to the standard and obligatory item it once was. 

It’s pretty clear Ford has, for the most part, closed that gap between utility and comfort, making the Wildtrak SuperCab a compelling choice for those who need both something to fulfil their practical needs while having all the luxuries of a range-topping cabin space. 

Sure, the lack of a standard service plan at this price does give some pause, especially considering many livelihoods will hinge on this bakkie’s functional side, but it doesn’t detract from the fact that this package as a whole is mighty impressive since it doesn’t compromise on features or function, making it a somewhat niche, but smart, buy.

Although diesel is far from obsolete in the local context, there’s a GLS-sized elephant in the room, and that’s the overall placement of the GLS in the locally available range, so let’s kick this report off with that. The priciest GLE, the 450 4Matic AMG Line in its base trim, is only R127  000 less than the entry-level GLS 450d. That sum equates to an impulsive tick or two on the online configurator, and suddenly the junior deputy is more “exclusive” than what is supposed to be Merc’s flagship range. 

But money is no object

Although it’s true that buyers of the GLS can upgrade their GLS to higher echelons on the configurator, it’s important to note that the models appear remarkably similar, almost complementing each other rather than standing out from each other. Whether Mercedes-Benz has inadvertently created a GLS-rivalling GLE or not done quite enough with the GLS remains open to individual interpretation. Still, the point is that on the relative sedan front, there’s always been a considerable chasm between the E-Class and S-Class and similarly between the EQE and EQS SUVs. 

Where is the S-Class shine?

For one, the GLS measures 5  207mm, making it 283mm longer than the GLE. Its 3  135mm wheelbase measures 140mm more, with the added benefit of improved cabin space — not that there’s a shortage of that in the GLE — and it comes with seven seats as standard, as opposed to the option of adding two seats in the GLE. Given that space is one part of the luxury equation associated with the S, in whichever designation or configuration it may be, the GLS certainly nailed that brief. 

While the interior look and feel are largely reminiscent of the smaller GLE, it is airy and luxurious, with thoughtful finishes at all major focal and physical touch points. The curved display that houses both the driver display and infotainment system is a familiar addition by now, but still impressive in how it projects information and entertainment displays. Also, the GLS now has the sporty, three-spoke steering wheel that also rolled out with the GLC and GLE. As far as the haptic buttons on these are concerned, I stand by my assessment of the controls on the GLC following an extensive test, because it’s too unresponsive and binary for accurate control of the cruise control and volume. 

Then there are the options. If the standard specification is too middle-of-the-road for your liking, Merc now allows buyers to specify their GLS with the Manufaktur black gloss-finish lacquer interior trim that was formerly only designated for the Mercedes-Maybach GLS. Our test unit, on the other hand, was specified with the classically-styled-meets-modern-minimalism Anthracite open-pore oak trim on the dashboard and centre tunnel that costs R7  800 on the options list. 

All test units at the launch were specified with the AMG Line exterior package (R90  900), 21-inch five-spoke wheels at no additional cost, and, rather confusingly, a black fabric roof liner that costs R6  400. 

How does it go?

Considering the 2  615kg bulk of the GLS 450d, surprisingly well. This is where the twin-turbo 3.0-litre diesel engine comes into its own with 285kW (15kW courtesy of electric boost assistance) and 750Nm of torque, which by any measure is a lot. The 450d is rated for a 0-100km/h sprint of 6.1 seconds, while it will only run out of steam at its 250km/h limiter. As for the GLS 580 and GLS 63 petrol variants, neither of which we sampled, they are rated at 380kW and 730Nm (GLS 580) and 450kW and 850Nm (GLS 63). 

 The drivability department is where it shines. It’s easy to forget that this is a five-metre+ luxury SUV tipping the scales at well over two tonnes. The powertrain is responsive, the steering is agile, doing an excellent job of translating the road surface, and the general composure through the twists allows for plenty of driver engagement. 

On a side note, and at the far end of the luxury spectrum, lives the Mercedes-Maybach GLS 600, which we previewed at the launch with the familiar 4.0-litre twin-turbo engine producing 410kW and 770Nm of torque. It performs the 0-100km/h sprint in a scant 4.9 seconds, while it too is limited to 250km/h of terminal velocity. So, it should have plenty of go to accompany its unique luxury disposition, taking everything to the nth degree. 

To GLS …

Despite my reservations about Merc’s placement of the GLS, and more specifically, the GLS 450d, in its product portfolio, it adopts several of the qualities that make the sedan it draws its name from such a special product. Sure, it doesn’t have the same name equity and perceived grandeur as the S-Class. Still, with seven seats as standard, more usable space and soft roading abilities with a decent measure of ground clearance, it certainly stands tall with a lot more versatility — and isn’t that the point of an SUV? 

In essence, though, the 450d we sampled, and by extension the other models in the line-up, balances traditional appeal with a modern luxury ethos in a motoring landscape that’s seeing a significant shift towards electrification. 

Pricing

• Mercedes-Benz GLS 450d: R2  304  700

• Mercedes-Benz GLS 580: R2  840  600

• Mercedes-Maybach GLS 600: R4  500  000

It is, simply put, a phenomenal product. Expecting the same lofty result for the new X-Trail, the third-gen of which was nothing to write home about, might be unrealistic. 

Take a moment to consider that the company that squashed the local love affair with the GT-R isn’t bringing its 400Z here anytime in the foreseeable future and its biggest ambitions for speed within its local lineup extends to the Patrol V8. 

Begrudging commentary directed towards the GT-R aside (because I’ve never driven one), the X-Trail’s biggest performance ambition is the chequered-flag toggle on the centre tunnel, which is supposed to sports things up. It doesn’t. 

But that’s not what the X-Trail is all about. Instead, it’s geared towards a lifestyle of white picket fences — or gated security complexes in the South African context — and school runs, with Nissan even calling it a “family icon”.

If that’s where your buying priorities lie, and the word “practicality” piques your interest, you’ll be pleased to know that the X-Trail features seven seats with a boot space that’s rated at 485 litres, with all seven seats up, while the usable space extends to 651 litres with the third row down. That equates to a sizable boot — you can take my word for it. Not exactly surprising from a family icon. 

How about the fit, finish and look of the X-Trail’s cabin? 

Well, the Acenta Plus proved to be a pleasant surprise, with a solid build quality that also happens to be aesthetically pleasing. 

It’s a rare combination of factors these days, with carmakers increasingly fitting clumps of hard, unsightly plastic in interiors and then marketing them as “family-proof cabin spaces”. 

Not Nissan, and considering the R810 900 asking price, it feels relatively premium. This price tag also buys a large layer of digitisation with a 12.3-inch instrument and driving information display and a similar size infotainment screen. 

The infotainment system is exceptionally easy to operate and comes with all the bells and whistles you’d expect, such as Android Auto and Apple CarPlay. 

It also serves as the output feed for the top-down and reverse cameras. 

To reduce clutter, Nissan has restricted the button configurations to only the most frequently used features, such as requesting a camera overlay, skipping or replaying music, drive modes, volume adjustment and the (familiar) climate interface. 

Given Nissan’s reputation for speed, you’d expect some get-up-and-go — besides the toggle that promises pep, that is. Don’t. 

The X-Trail went to the manners academy and, as such, it offers a polished driving experience, if a bit drab and uninspired on the powertrain front. 

It’s powered by the familiar 2.5‑litre naturally aspirated engine, which does duty in other models within the Renault-Nissan-Mitsubishi alliance, paired with an unimaginative CVT gearbox. 

The unit has been tinkered with to produce 135kW and 244Nm of torque, an over-the-board increase of 9kW and 11Nm over its predecessor. 

For the price, which happens to be an interest hike short of a bar when financing, you’d expect Nissan to go the route of turbocharging (it works wonders with the Qashqai’s CVT) or even adopting mild-hybrid systems similar to some EU-spec models. 

The torque, sadly, is too sparse for this relatively large SUV and the gearbox heaves as it tries to make meaningful forward progress. 

Did I mention that it’s an exceptionally comfortable cruiser when the going is easy?

In closing, Nissan managed to elevate its smaller Qashqai to a level where I’m comfortable calling it class-leading adjacent. I am not sure I can say the same of the X-Trail, especially as far as the drivetrain is concerned. It raises questions as to its competence with seven passengers in tow — I only managed to borrow three to be test subjects. 

The styling and overall fit, assembly, quality of workmanship and ergonomics within the cabin get two thumbs up from me, even if the third row of seats can only comfortably fit short-legged passengers. 

I can’t get over the fact that this new generation of X-Trail is more déjà vu than brand-new chapter. 

Still, despite its shortcomings, Nissan’s family icon remains a solid choice for those looking to take the whole family with them, even if it’s more of a leisurely drive than, say, a sprint to the chequered flag.

At the launch, the marque showcased two models for immediate roll-out and at different ends of the scale: the 520d, which offers a traditional diesel-power approach, and its electric i5 M60, with a performance bent. 

Has it done enough, though?

Here’s the thing: the 5 Series has always been the middle point of access between the storied and immensely popular 3 Series and the crème-de-la-crème 7 Series. Less sporty than the 3, not quite as want-worthy as the 7. That’s an odd space to be in. 

The good news is BMW has pulled out all the stops to make the new 5 Series very nearly worthy of poster space on a bedroom wall. Very nearly. 

It’s a distinctly good-looking sedan, with a modern take on the twin headlights, a backtrack on the wildlife-ingesting and frankly huge nostrils — back to what you and I’d call tasteful — while the nighttime illuminated grille that is becoming a mainstay feature of new BMWs is carried over from the 7 Series. 

As for the side profile, I’ll skip all the marketing fluff and tell you that it’s sleek, with an embossed 5 on the C-pillar to denote the car’s standing within the portfolio. 

The side profile comes to a head at the rear, with bold lines and creases — note the indent between the boot and bumper. 

If you’re interested in the specific exterior figures, bear with me. If you don’t feel the need to learn exactly what volume the exterior represents, feel free to skip to the next section. 

Here goes… The 5 Series has grown in length by 97mm to 5 060mm, the first 5 to ever breach the 5m mark, which is quite apt. 

Translation: This sedan has some size to it. It’s 32mm wider than its predecessors, at 1 900mm, and despite what the sleek side profile will have you believe, it’s higher too. 

It stands at 1 515mm, which is an increase of 36mm, while the wheelbase has grown by 20mm to 2 995mm. For reference, that is 144mm more than the 3 and 256mm less than the 7. 

And inside? Is it still as dull as dishwater?

No. Far from it. I like to think that all the ink I’ve smeared onto precious paper about BMW’s inherently unimaginative interior spaces had an effect on the design of the 7 Series, which launched last year. 

More likely, though, is that someone in the interior-styling department woke up with the thought, “Hey, I wonder what Mercedes-Benz is doing with its cabins lately? Let’s try that.” The result is less space-filling button clutter and more reliance on digitisation. 

It’s useful that most functions have been digitally embedded into the 12.3-inch instrument screen and 14.9-inch infotainment system, but the trade-off is navigating several layers to find certain operations, which adds complexity. 

Linking your smartphone to either Android Auto or Apple CarPlay, for instance, requires a measure of patience and digital finesse. Then again, owning the car means a one-time connection. That’s it. 

A further measure to reduce clutter includes the deletion of the traditional air vents. Instead, BMW opted for an air-slot-type system that is hidden from the driver and passengers, with a toggle to set height and a digital slider to set intensity. 

The result, while not immediately noticeable in an I-wonder-where-the-air-vents-are way, is a clean-cut cabin worthy of Beemer’s immortal 5 Series. 

If I had to pick nits about the more minimalist approach, it’s the hazard button — or rather the lack thereof — with a capacitive feedback button replacing the traditional physical depress button. 

It’s finicky at best and here I’d say that BMW should have left well enough alone. 

The specs — also an important bit… South Africa has had to do without the entirety of the model’s engine range. There are no petrol engines coming this way for the foreseeable future — until the mighty flagship M5 is released — and no 530d derivative. I’m sorry to be the bearer of bad news. 

However, what we do have is the sensible 520d and the stonkering i5 M60, with BMW saying the less bitey i5 40 is scheduled to arrive soon. 

Rather poetically, the i5 M60 is equipped with BMW’s fifth-generation eDrive technology which, in real-world terms we actually care about, means it produces 442kW and 820Nm of torque. 

I’ll give you a second to wrap your head around that. 

That is thanks to two electric motors, the front one of which generates 192kW while the rear makes up the difference at 250kW. 

Press the left-hand steering pedal labelled “Boost” and the vehicle accelerates from 0 to 100km/h in 3.8 seconds, only running out of steam at 230km/h. 

All this potential is stored in the underbody battery, which has an 81.2 kilowatt-hour capacity. 

On the more sensible side, the 520d is powered by BMW’s trusty 2.0-litre turbodiesel, mated to an 8-speed automatic transmission that produces 145kW and 400Nm of torque. 

That looks conservative on paper, especially since it accelerates to 100km/h in a modest-in-comparison 7.3 seconds. 

Sensible, yes but, as is the way of the 20d, it has serious charm even if its performance is unassuming. 

It’s still a fantastic cruiser with the ability to easily collect speed for overtaking, despite its 1.8-tonne mass. 

And, speaking of weight, it is relatively light in comparison to its 2.3-tonne electric sibling, and this is evident in the handling sphere. 

Not to say that the i5 M60 handles like a log. Far from it, since BMW is a master at optimising its chassis to overcome the forces of nature and it’s evident in the i5. 

That said, it just can’t match the sharpness of the much lighter 520d on anything resembling a bend. Where it shines, however, is on the acceleration front when that Boost paddle gets called into action. 

It shoves you into your seat with an immediacy that’s not often experienced in the ICE realm. 

And then it happens. The well-insulated, quiet cabin, which only reveals a faint hum from the wheels and a near-imperceptible woosh from wind colliding with the A-pillar, reverberates with a futuristic and increasingly urgent acoustic resonance. 

The soundtrack was composed by Hollywood soundman Hans Zimmer to replace the artificial engine noise that generally comes out of the speakers of EVs. 

The pitch and tone changes are directly related to speed and the urgency with which the accelerator pedal is squeezed. It’s a refreshing take on the future of mobility and an apt way for me to conclude this report. 

The new 5 Series is proof that BMW isn’t merely keeping up with what the competition is doing. Instead, it is forging its own path into electric mobility, while staying true to what we love about these sedans. 

There is little in the way of foreign concepts and more of a focus on improving on what’s already working. 

The safety aspect is another example. BMW has introduced its active lane change system with this generation of vehicles. This requires the driver to indicate, check the blind spots and, when safe, the car will automatically change lanes without further input from the driver. 

Whether you opt for diesel or electric, the 5 Series is a sumptuously appointed sedan that’s taking its rightful place within the BMW model hierarchy. 

What’s more, you can choose the sensible route with the frugal 520d (R1 247 893), which will win back a large portion of the price with savings on fuel consumption, boosted by 48V mild-hybrid assistance. 

Or you can opt for the futurism-in-a-familiar-package i5 M60 at R2 190 000, inclusive of a wallbox and installation. 

If it’s a more middle-ground offering you’re after, the i5 M40, scheduled to arrive later this year, will probably make a competitive case for itself within the EV space at R1 842 500, including a wallbox and installation.

Here’s the thing, the Toyota LandCruiser 70 Series challenges the status quo to such an extent it polarises opinions: you love it or you don’t — there’s no middle ground.

While many take a shine to iconic off-roaders, a large chunk of buyers in this specialist segment demand the modern bells, whistles, and electronic-overload versions of them. 

Think of the new Land Rover Defender, or the shouty but still massively capable Merc G-Class. Even the Jeep Wrangler, while keeping true to its classic shape, has more electronic aids than you’d ever need. 

If you want off-roading ability, and modernity, that is set on the Toyota badge, the Land Cruiser 300 is the SUV for you. But it is not quite as timeless as the 70 Series …

Toyota’s Land Cruiser 70 Series is not just a vehicle for those loyal to the badge, it’s a lifestyle tool that has the appeal of immeasurable quality.

Part of its general coolness is the heritage that stems from the Korean War, when it was built as a utility vehicle for the allied forces. It’s a little-known tale with a start similar to that of the Willys Jeep. 

Cue the Toyota BJ of 1953, which was field-tested on Mount Fuji, in Japan, and the more widely renowned FJ which is nearly priceless to avid collectors. 

The point is that Toyota has incrementally improved on the more utilitarian LC 70 Series’s capability, instead of adding listicles of features and creature comforts that look and feel out of place when the replacement rolls around.

The interior is the perfect setting to describe this point. The steering wheel, which also does duty in the Fortuner, but without niceties such as volume control, is new. 

The gear selector (all test units of both the double cab and station wagon were automatics, but more on this later) has been compartmentalised within its unit to better differentiate it from the transfer box selector. 

The traction control, 2nd gear start and power haul buttons have been grouped together on the lower section of the centre dashboard, while the button-operated infotainment screen has been replaced with a colour, full-touchscreen version. 

Beside the addition of two USB-C ports on the station wagon version, that’s the long and short of the interior updates. Other than that, the dashboard has remained nearly identical to the pre-updated model. 

The door handles are still reminiscent of a 1980s Cressida, there are still manual door locks, while the 1980s-design horizontal toggles for operating the air conditioner’s functions are still present. 

Even the seats are still those characteristic soft fabric ones (the VX Toyota Land Cruiser 70 Series gets full leather upholstery when it launches). Why? Simply put, it works. 

With a Land Cruiser 76 or 79, there’s a certain expectation of rugged functionality and, on that front, it delivers. 

Essentially, it boils down to a lower chance of anything breaking, especially when traversing the terrain the LC 70 Series often calls home.

The exterior updates are also on the conservative side, the most obvious being to the front end, which has once again been redesigned to pay homage to the headlight and grille grouping of the FJ40. 

Meanwhile, the bumper and indicators are fully independent to enable easy repair and, in the case of the bumper, easier customisation. 

Also, the Toyota elliptical badge has been replaced with lettering, while the LC 70’s fenders are now black instead of body colour. 

Also prominent from the sides are the wheels, which are dressed in metallic grey, while the bonnet has received a bulged design to accommodate the new 2.8-litre turbodiesel engine, which, for those who live and breathe Land Cruiser, is a big deal.

While the consensus is, “Why not sooner?” Toyota has made the sensible decision to add the 2.8 GD-6 powertrain to its 70 Cruiser to supplement the existing 4.0-litre V6 petrol, 4.2-litre diesel, and 4.5-litre V8 diesel engines. 

The 2.8-litre turbodiesel will only be offered with a 6-speed automatic gearbox but the on-paper figures make an excellent case for this engine configuration. It produces 150kW, which is 1kW less than the 4.5-litre V8, while trumping it on the torque sheet with 500Nm, totalling 70Nm more than the V8. 

Then there’s also the obvious fuel consumption benefit.

Since the old-school disposition of the LC 70 doesn’t allow for a fuel consumption readout, I’d estimate it to take relative sips compared to the bigger-capacity oil burners, averaging around 10.5l/100km. 

This is based on more than 700km of driving, including a day of off-roading and idling for the sake of the air conditioning, which left the 130-litre tank’s needle hovering between a quarter and half.

And the drive? I’ll just say Toyota nailed the brief of perfectly, marrying its fantastic 2.8-litre turbodiesel to what can only be described as an old platform. 

Other than that, the Land Cruiser 70 retains its familiar driving characteristics with the slow-ratio steering that requires constant corrective input at speed, that high and commanding driving position and the familiar judder on the double cab stemming from the highly strung suspension set-up on the rear axle. 

The 76 station wagon, on the other hand, is notably better composed at the rear but that is to be expected. 

The 6-speed auto does exactly what it’s supposed to, without hesitation, whether cruising or overtaking. 

Off-road, it still requires upper body strength to engage 4-high or 4-low with the stubby transfer box selector but it’s worth the effort because, as is the Land Cruiser way, it’s practically unstoppable. 

Yes, it has the turning circle of an 18-wheeler, but if you don’t mind a forwards-backwards-forwards approach to navigating tight off-road sections, the 70 is guaranteed to slap a silly smile on your face.

And that, in my view, is the appeal of Toyota’s Land Cruiser 70 Series. It’s practical, yes. It’s imposing, and it’s an all-involving driving experience, but it’s that innate ability to make you feel like a Jack-of-the-bushveld type that manages to capture so many signatures on paper. 

That, and the fact that it will still be going strong 50 years from now, makes it absolutely irresistible. 

That incredible resale value retention helps too, especially since I think it’s safe to say that, with the 2.8 GD-6 strapped inside, its value will mushroom. 

Who cares that the most modern feature is all-round electric windows? It’s a Land Cruiser 70 Series, after all, and that is all that really matters. 

PRICING:

• Toyota LC79 single cab 2.8 GD-6 auto: R917 100

• Toyota LC79 double cab 2.8 GD-6 auto: R1 009 000

• Toyota LC76 station wagon 2.8 GD-6 auto: R999 000

• Toyota LC76 station wagon VX 2.8 GD-6 auto: Price TBC

After the announcement, the Formula One world was left pondering the implications, not only for Hamilton but also for Ferrari drivers Charles Leclerc and Carlos Sainz Jr.

Following one of the briefest, but most intense, driver-specific speculation windows in recent F1 history, it was confirmed that the British driver would be making the move to Ferrari when the 2025 season rolls around. 

While this was undoubtedly a surprise, it wasn’t entirely unexpected, since Merc hasn’t been able to deliver a consistently competitive car to take the title fight to reigning constructor champion Red Bull. 

Then again, no team has been able to deliver the goods as reliably as Red Bull since the regulation changes at the start of the 2022 season.

Whether Hamilton’s decision to switch teams was purely a strategic move to help build a team that, as it stands, is relatively inexperienced from a driver standpoint, or a bid to secure that elusive eighth title, is a debate for another day.

By joining Ferrari, he will add his name to the list of legendary drivers who have worn the scarlet overalls. 

Conversely, he’ll also be joining a list of greats who have sought a second chance at championship glory with the sport’s most storied team, notably Fernando Alonso and Sebastian Vettel, who have, at best, failed to crack the Ferrari code during their tenures.

What of the Mercedes-AMG F1 team’s future? With Hamilton’s imminent departure, they will be hard pressed to find a suitable replacement for their top driver. 

The team had been a dominant force in the hybrid era, thanks to Hamilton’s dominance, until Max Verstappen’s divisive title win at the end of the 2021 season, however, his departure will leave a void. 

The question now is who will get the nod to fill the empty spot in the garage next to George Russell. A soon-to-be former Ferrari driver or perhaps a member of Mercedes’s junior programme?

Hamilton’s move to Ferrari will have far-reaching consequences for the F1 world and not just for the protagonists of what will undoubtedly make for excellent viewing on F1’s soap opera Drive to Survive. 

It will certainly add a layer of excitement and intrigue to the sport that, at present, struggles to capture the imagination on several fronts, especially with a single-team-stronghold narrative.

Then there’s the question of the different power balances at play. 

Ferrari, which hasn’t won a championship since 2007, will benefit from Hamilton’s immense skill and expertise as it seeks to reclaim the glory days. But at what cost? 

As it stands, Leclerc’s future looks to be secure at Ferrari beyond this year, while Sainz Jr has been linked to Audi’s debut, come 2026. Considering his father’s 2024 Dakar win with Audi, it’s not all that far-fetched.

Returning to the issue of power dynamics, the question remains of how Hamilton will fit into the existing team, led by principal Frédéric Vasseur, because a balanced driver lineup, where no preference is given to anyone is, to be honest, a diplomatic pipe dream.

The build-up to this season was uneventful, with the only newsworthy announcement Guenther Steiner’s exit from Team Haas. 

But, if powerplays like Hamilton’s are any indication of what the season will be like behind the scenes, we’re in for a treat on the track, as drivers look to impress the big man at Merc.

Now, its spiritual successor, the mu-X, which is also the replacement for the dearly departed Chevrolet Trailblazer, is already in its second generation and based on the same ladder-frame chassis that does service in the well-loved D-Max. 

The mu-X, unlike the MU-7, does look good, even at the bottom end of the scale where the 1.9TD LS reigns supreme. It’s also the model we had on test and here’s the kicker — I had to double-check the catalogues to make sure that it is, in fact, at the bottom of the totem pole. 

On the inside, it’s all very upper mid-range. The build quality, for one, is solid in that typical hard-wearing Isuzu way that’s intended to outlast five generations of muddy-footed rugrats. 

In the middle of the dashboard is a modest seven-inch touchscreen infotainment system that offers plug-in Android Auto capabilities and a more streamlined and glitch-free experience than many R2 million-plus vehicles. 

It’s all very easy to operate. Park distance, traction and hill-descent control are a mere hand’s reach away, all the air-conditioning control functions are laid out in a yay or nay for AC way, while rotary dials exist to tweak the specifics. 

If only all carmakers could consider ergonomics like this. Even the cloth and faux-leather combo seats are form-hugging.  

The LS, as you’ve probably gleaned, is powered by the 1.9-litre turbodiesel mill that produces a pedestrian 110kW and 350Nm of torque. 

It’s also here where things go pear-shaped as the puny 1.9-litre doesn’t feel entirely up to the task of getting 1 900kg of SUV (that’s without passengers) off the line at a stop street. 

Its hesitation due to the turbo lag is almost painful but, once it gets going, the six-speed auto reliably shifts through its gears. Until, of course, you plant your foot on the loud pedal when, again, the mechanical cogs turn with indecision. 

The steering too errs on the lifeless side with little in the way of communication. But, then again, the mu-X was never intended to tackle fast sweeps with seven passengers in tow.  

As for ownership, the mu-X 1.9TD LS makes a decent case for itself at R708 000. It’s a smidge more than the equivalent Toyota Fortuner 2.4GD-6 auto 4×2 at R699 800, which has a superior powertrain, but is now getting seriously long in the tooth. 

On the other end of the spectrum, the most affordable Ford Everest is R843 300, so that’s probably a no-go if you are considering the LS as a value-first offering. Who says we don’t offer sensible buying advice?

Overall, the mu-X LS is a respectable option among family SUVs, despite the unfortunate fact that its engine falls short of both modern expectations for power delivery and that of the direct competition. 

If you can live with that, though, there’s very little not to love about Isuzu’s entry-level SUV. It’s good-looking, exceedingly well-equipped (considering the absence of 4×4 capabilities) and, most importantly, it feels a far cry from the dreaded entry-level point. 

In a market where bottom-of-the-range cars exist solely to upsell buyers into something damn-near unaffordable, I commend Isuzu for creating a solid product that has an actual want factor.

Its best-known model is the 911. Where the rest of the world has moved engines from the front to the middle of the car to extract optimal capability, Porsche has persisted with a rear-mounted engine. Can you imagine the temptation to follow suit? That persistence has shaped the 911 into the icon it is today. It’s a middle finger to the norm and one that has, over the past six decades, netted it a loyal customer base that lives and breathes the Stuttgart coat of arms. Another case in point: the conversation that went along the lines of “let’s build a performance SUV that handles like a sports car”. The result was an SUV that, in a roundabout way, meant that Porsche could continue building cars that pushed the envelope.

So, to celebrate 75 years of Porsche and 60 years of the 911, it sent out the bat signal to owners of all things Porsche to come together and celebrate in what is the biggest Porsche gathering in the world with what it calls Icons of Porsche. It’s a celebration of the past with iconic road and race vehicles like the 964 911 Turbo, the iconic 917 racer, its current models that include the 911 Targa and S/T, and the Taycan interweaving the Porsche legacy into a future of cars that will, on some level, be reminiscent of the Mission X it also showcased.

In the context of a city where supercars are easily accessible, it says something about what the manufacturer has delivered over the last 75 years when enthusiasts flock to the brand and swear by the Porsche crest. And speaking of the Porsche crest, Porsche has announced that all future Turbo-designated models will receive a new badge encrusted in what it calls a Turbonite effect to establish a distinction in the model hierarchy further.

Porsche’s present

The first model to roll out with the new badge is the Porsche Panamera, in Turbo E-Hybrid specification, which also received the brightest spotlight at the event with a regional (Africa and the Middle East) unveiling of Porsche’s executive grand tourer to the media and general public. Porsche’s Panamera Turbo E-Hybrid will sit at the top of the model grading as a hybrid model that pairs a 4.0-litre V8 producing 360kW with a 140kW e-Motor that, combined, gives the GT a system output of 500kW, communicated to the wheels using an 8-speed PDK. The system’s torque figure is rated at a tarmac-lifting 930Nm. Figures are just that, though. In terms of tangibilities, Porsche claims that its range-topping Panamera sprints to the benchmark 100km/h in a scant 3.2 secs while it can also cover a full-EV distance of 91km thanks to its 25.9kWh battery capacity.

The future mission

Icons of Porsche wasn’t just about what we can expect on local Porsche showroom floors in the immediate future, though, but also what the brand’s vision is as far as future advancement is concerned, with the strikingly futuristic Mission X also making a prominent appearance at the event. It’s not just a case study to gawk at, mind you. Using its plethora of driving development and engineering-around-a-problem tenacity, Porsche has set a stringent list of parameters that need to be met by the prelim-named Mission X for it to go into series production: It needs to be the fastest road-going car to go around the Nürburgring Nordschleife and have an ambitious power-to-weight ratio of 1PS (roughly a horsepower) per kilogramme. Another car that can claim this achievement? The Koenigsegg One: 1, hence its name. Just saying. 

Another box that Porsche demands to be checked before we ever see the Mission X or something like it, is for the car to have a downforce equivalent to or greater than the current Porsche 911 GT3 RS. It’s a tough ask, sure, but judging by the shape of the concept we’ve seen in Dubai, it’s doable since it’s essentially shaped like an inverted wing. Also, it needs to be able to have a recharge ability that’s twice as fast as the Taycan. This last one is a bit vague, but definitely motivation for the engineering departments to put on their collective thinking caps and come up with something that will help shatter the proverbial envelope. Much like its spiritual predecessors, which were also shown in the exhibition area, Mission X has a lot riding on its shoulders. Its predecessors, the likes of the Porsche 959 that helped shape the 80s high-performance scene, the Carrera GT, and ultimately the 918 Hybrid, speaks to what is expected from the Mission X. Ultimately, it isn’t just planning for the future; it’s laying the groundwork for a chapter that’s yet to be written in Porsche’s chronicle.

The legacy continues

And 911? The bread and butter of Porsche and the quintessential model in its line-up? Well, there were a few on display at Icons of Porsche. I might’ve undersold it a bit right then, but yes, there were a few hundred, ranging from the aforementioned Turbo models, an amphibious artistic interpretation, a G-series Targa, some stunningly maintained 930s, the newest iteration of the Targa, an S/T, a plethora of different generational GT3 RS models, GT2 RS, Dakar … Think of a model designation, and it was there, with parking areas full of them.

See, this is a special year for Porsche and especially its 911 since this iconic supercar is turning 60. It’s an achievement unmatched by most high-performance carmakers, and speaking to the decision-makers at Porsche, it would seem that there’s still plenty of life to breathe into future generations of the 911. Frank Moser, Head of 911 and 718 models at Porsche, said that while the 718 models are developed with electric propulsion as a driving force, the 911 would, for the foreseeable future, retain the internal combustion engine. Not that it refuses to conform to the newfangled technology that uses terminology like ohms and impedance; instead, the 911 will receive performance hybrid motors and not the plug-it-and-forget-it, green sticker types. These will be geared absolutely to supplement the areas where the ICE is considered restrictive, like off-the-line acceleration, and obviously to buffer the on-paper figures.

Porsche has been at it for 75 years, on the day of concluding this article, and in this time, it has established itself as a company that only sees problems as engineering opportunities. It has a natural aptitude for forward thinking and a deep-rooted and uncompromising respect for its heritage. This event, the Icons of Porsche, isn’t just to show off its best side; it’s the ultimate tribute to what Porsche has accomplished and where it’s headed. Judging from this, it’s definitely headed in the right direction without forgetting its roots.

Traditionally, the Jimny had three doors, a limited-use backseat and what could be called boot space if you’re looking to snugly fit in a laptop. That’s different now.

A few years ago, I spent the better part of 20 000km in a 1.3-litre facelifted third-generation Jimny, and while I consistently praised its offroad-going abilities, there was a trade-off that enabled it to have said mud-slinging abilities — its size, and more specifically, its lack of space.

See, the Jimny traditionally has a short wheelbase, which means its breakover angle is in another sphere altogether. 

As a result, it made do without newfangled off-road components and programmes but South Africa’s smallest part-time four-wheel-drive SUV, while not the quickest on the tarmac, could keep up with the best on the trails. 

It was all thanks to that small wheelbase, which translated into an interior space that was only really suited to two people.

With the launch of the three-door in 2018, Suzuki improved on every­thing we loved about the Jimny, adding a 1.5-litre engine and a range of accessories to maximise interior packing space. Still, it was an intimate experience for any passengers on board.

While the exact reasons for this development are unclear — perhaps a developmental whim, a marketing gamble or perhaps hours of focus-group discussions — Suzuki has just launched a five-door version of the  immensely popular Jimny. 

It looks largely the same, with the addition of two more doors, obvs, and minor cosmetic changes, and it still feels very Jimny.

What’s new?

From the front, the keen observer will notice the addition of a grey grille embellished with chrome-covered louvres, undoubtedly to appeal to a more upmarket buyer. 

This detail didn’t get my heart racing but, then again, beauty is in the eye of the beholder. 

The other giveaway as to the specification level is the standard halogen headlamps on the entry-level GL, while the GLX has LED projector headlights and fog lamps. 

And, naturally, there are those two added doors and a wheelbase that has been stretched by 340mm to 2 590mm. However, the height and width remain identical to the three-door version.

The increase, though, is evident in the interior. There is no need to flip the front seat forward to squeeze into the back. Simply open the rear door and step in. 

It’s an almost surreal experience sitting comfortably in the back of a Jimny, even with a front-to-back seating test that leaves measurable knee room in both seating positions for a 2m individual. 

This is a basic element that some sedan makers are still struggling to perfect. 

Then there’s the boot space — it’s capable of easily gulping two carry-on-sized suitcases with some room for smaller items. 

All this has been achieved with a wheelbase stretch barely measuring more than a ruler’s length.

Still a Jimny, though?

Yes. Absolutely. The Jimny 5-door still has those driving characteristics — call ’em quirks if you will — of a Jimny — it’s just a smidge bigger. 

It still has that marginally delayed output to steering inputs and that raised seating position which makes it easy to forget it’s essentially a kei car adapted for our market. 

And that sense of occasion as the engine winds up cartoonishly to extract its maximum 75kW and 130Nm of torque. 

You still have to skillfully negotiate the 5-speed manual gearbox (the gearbox with which I spent the duration of the launch) to keep the engine ticking over at 4 000r/min, the zone where its power and efficiency live. 

Sure, it demands a bit of patience when overtaking but the point of the Jimny has never been power and speed — its allure is in the sense of adventure and its ability to go where most vehicles can’t.

On a side note, the GL derivative of the Jimny is exclusively available with a 5-speed manual gearbox, while the upper-tier GLX can be had with either the 5-speed manual or the 4-speed automatic. 

Based on my experience in the three-door GLX auto, it’s a joy to row the gears manually, especially in a day and age where automatics rule.

Back to the actual driving aspect. That sense of nimbleness is ever-present, especially on the roads. In fact, it’s easy to forget that this is indeed a five-door. 

The only real clue while driving is the ride which, while still firm (blame the ladder-frame chassis), is considerably more stable over rough surfaces with a larger dissipation area for the energy transferring through the suspension. 

It still judders over corrugations but selecting 4-high from the transfer case lever does help considerably in the composure department.

There is an upside to this simpler offroading approach. It translates into one heck of a competent rock- and obstacle-climber, thanks to the well-sorted mechanical aptitude of the Jimny. No newfangled pre-programmed terrain setups, minimal electronic aides — just you and the slightly bigger, still-tiny offroader — and a real sense of achievement. 

It’s quite frugal in the process, with a mix of paved and gravel roads, sand tracks and ruts registering an average of mid-to-high sevens.

To Jimny or not …

The Suzuki Jimny retains its charm, even with the addition of two doors. It still defies car-buying logic, especially at a starting price of R429 900 for the GL and reaching a conclusion at R479 900 for the GLX auto. 

It’s not cheap but, then again, this is the best capability money can buy at this price point if you’re shopping for a brand-new model. 

It won’t appeal to everyone and, in a way, that’s the whole point of a Jimny in a market that’s swamped with garden-variety SUVs and brand-engineered models. And now it’s a bit more practical.