New base Citroën C3 Aircross to drop entry price by R75k
Pricing scoop! A new entry-level version of the Citroën C3 Aircross will soon launch in South Africa, effectively dropping the range’s starting price by a further R75 000…
Back in July 2024, Cars.co.zabroke the news that the new Indian-built Citroën C3 Aircross would undercut the outgoing European-made version by a whopping R105 000. Now we can confirm that a fresh entry-level derivative will soon launch in South Africa, reducing this crossover range’s base price by a further R75 000.
Yes, while the C3 Aircross 1.2T Max 6AT (which is also offered in 7-seater form) that arrived in Mzansi in July uses a turbocharged 1.2-litre, 3-cylinder petrol engine and a 6-speed automatic transmission, the soon-to-launch C3 Aircross 1.2 Plus5MT instead employs a naturally aspirated motor of the same capacity, along with a 5-speed manual gearbox.
According to our information, the new entry-level C3 Aircross 1.2 Plus 5MT will be priced at R269 900, effectively dropping the CC24-generation’s starting price by a significant R75 000. For the record, that makes this variant just R14 000 more expensive than the smaller C3 1.2 Max (R255 900).
Interestingly, this pricing also sees the new entry-level C3 Aircross derivative positioned right alongside the likes of the Renault Kiger 1.0 Zen 5MT (R264 999), Hyundai Exter 1.2 Premium 5MT (R269 900), Chery Tiggo 4 Pro 1.5 LiT 5MT (R269 900) and Mahindra XUV 3XO 1.2T MX3 6MT (R274 999) in the increasingly competitive sub-R300 000 crossover space.
From what we understand, the new C3 Aircross 1.2 Plus 5MT’s peak outputs are the same as those of the C3, with 61 kW and 115 Nm delivered to the front axle through the aforementioned manual cog-swapper. However, we’ve yet to unearth a claimed combined fuel-economy figure for this naturally aspirated derivative.
Moreover, official specifications for the new base variant have yet to be announced, so it’s not clear what sort of equipment the “Plus” grade might miss out on when compared with the “Max” trim level of the turbocharged, auto-equipped derivatives (or, indeed, whether it will feature the same 4-year/60 000 km service plan).
As a reminder, while the outgoing C3 Aircross was imported from Spain, the new CC24-generation version is instead shipped over from Citroën’s Tamil Nadu plant in India. The CC24-series model measures 4 323 mm from nose to tail, making it 181 mm longer than the model it ultimately replaced.
This new crossover’s wheelbase comes in at 2 671 mm (up 67 mm on the Euro version), while it stands 1 796 mm wide and 1 654 mm tall, with ground clearance listed as 200 mm. The standard 5-seater has a claimed luggage capacity of 444 litres.
How have South African new-vehicle buyers received the C3 Aircross thus far? Well, local registrations increased to 86 units in this model’s launch month of July 2024 (perhaps including a smattering of outgoing Euro-built units), before growing to 151 units in August. That number fell to 115 units in September and then to 82 units in October.
As a reminder, the Indian-sourced CC24-gen C3 Aircross and the CC21-gen C3 form part of Stellantis South Africa’s drive to reposition Citroën as the group’s most budget-friendly brand.
How much does the new Citroën C3 Aircross cost in SA?
Citroën C3 Aircross 1.2 Plus5MT – R269 900
Citroën C3 Aircross 1.2T Max 6AT – R344 900
Citroën C3 Aircross 1.2T Max 6AT 7-seater – R354 900
The prices above include the brand’s standard 5-year/100 000 km warranty. The turbocharged derivatives feature a 4-year/60 000 km service plan (with intervals of 15 000 km), while we’ve yet to confirm the parameters of the new naturally aspirated variant’s service plan.
After a long wait, the all-new Mitsubishi Triton bakkie range has touched down in South Africa. We headed to Gauteng to drive it. Was it worth the wait?
With over 5.6 million sales across almost 150 countries, the Mitsubishi Triton is somewhat of a legend in bakkie circles. Yes, over the past few years, the Triton sales in South Africa have paled in comparison to sales of the Toyota Hilux, Ford Ranger and Isuzu D-Max. Even so, you cannot deny the Triton’s reputation and legacy! Remember the Mitsubishi Colt?
With the arrival of the new Triton, Mitsubishi is fired up to storm the double-cab market and improve upon the Triton’s respected track record. Will the Triton succeed, time will tell!
What’s New?
The Triton wears the latest interpretation of Mitsubishi’s Dynamic Shield design language.
A lot actually! This is not a facelift whatsoever, but rather a brand-new model. Under that interesting but muscular face is an all-new chassis, there’s a new suspension setup, new-look cabin and a new engine!
The newcomer is 5 320 mm (+15 mm) long and 1 865 mm (+50 mm) wide, while the wheelbase has been stretched by 130 mm to 3 130 mm.
The braked towing capacity of top-spec derivatives is rated at 3 500 kg, representing a 400 kg increase over its predecessor. More so, the load bin has been lowered by 45 mm to make loading and access to the bin easier.
What’s On Offer?
11 derivatives of the Triton will be available from launch with more to follow in 2025.
The Triton product rollout will take place over a year, with the initial batch in 2024 consisting single-cab, double-cab, and 3 accessorised derivatives. A higher-spec model will follow around the middle of 2025 and towards the end of 2025, a high-power model with assisted driving tech will become available to local buyers.
As for the accessorised Tritons, Mitsubishi fans will recognise the Triton Athlete and Triton Xtreme Edition. Sitting at the top of the pecking order is the Edition 46, named after 46 years of Mitsubishi pickups. The Edition 46 is aimed at the overlanding community and features goodies like a lockable canopy, roof rack, a kitchen and a 40mm suspension lift kit, to name a few of the main features.
The Triton Athlete is positioned as the executive adventurer, while the Triton Xtreme Edition is the outdoorsman’s choice.
The Triton Xtreme features unique design elements. Can you spot them?
Our launch vehicles of choice were the sporty-looking Xtreme Edition and GLS, both of which were 4×4.
The new engine is a 2.4-litre turbocharged diesel motor with 135 kW and 430 Nm, and there will be a flagship bi-turbocharged engine with 150 kW and 470 Nm coming in 2025.
This new engine can be paired with either a 6-speed manual transmission or a 6-speed automatic transmission.
The Triton’s cabin is well-built with a mix of hard and plush surfaces.
Moving inside, the Triton’s perceived build quality is mighty impressive. The climate control buttons and switchgear have a high-quality feel and the steering wheel is sporty and plush. A USB-A, USB-C and wireless charging pad add to the list of convenience features.
The 8-inch infotainment system is rudimentary but it covers the necessities with Apple CarPlay and Android Auto capability while also displaying the reverse camera.
Note that there’s no digital instrument cluster but rather analogue dials set alongside a central TFT screen. The Triton’s cabin layout is basic and ergonomically sound but if you’re expecting a high-tech and stylish cabin, you’re likely to be somewhat disappointed.
What is the new Triton like to drive?
Our ride-and-drive comprised an on-tar cruise interrupted by some stints on gravel, followed by a quick offroad track in a game reserve to test the 4×4 hardware. As a reminder, this is Mitsubishi’s Super Select II system and it features a rear differential lock and a low-range transfer case. Can it offroad? Of course it can! Our blue Triton Xtreme Edition made easy work of the course. We do, however, look forward to putting the Triton to work on more difficult terrain in the near future.
The general setup offroad felt a little on the firmer side and we suspect that the tyres were overinflated but that’s easy to rectify to improve the ride quality.
The Triton’s steering feel is a highlight with responsive feedback.
The steering of the Triton is a highlight, thanks to the new variable-ratio electronically-assisted rack as it makes it feel nimble and agile, without losing much feel, which is reassuring when you’re driving gravel roads at pace.
I think a word that summarises the new Triton would be “refinement”. The engine’s outputs may not be on par with its rivals, but it trounces them in terms of quietness, which for a diesel-powered double-cab bakkie is impressive. The 6-speed automatic gearbox does a fine job of shuffling through the cogs and only when you stand on the accelerator does it stumble to find the right gear right away, but to be fair, most bakkies suffer from this.
How much does the new Triton cost in South Africa?
The new Triton is sold with a new Diamond Advantage Warranty including a 5-year/unlimited mileage, unrestricted warranty, 5-year/90 000 km service plan with intervals every 10 000 km as well as 5-year/unlimited mileage roadside assistance.
Summary
The Triton is an impressive product and is a major improvement over its predecessor.
We’ll be the first to admit it, we’ve been fans of the 5th-generation Triton and we’ve never quite understood why it never sold in huge numbers. First impressions count for so much and the new 6th-generation Triton moves the nameplate forward significantly.
Our off-road test was basic and formulaic and the Triton hardly broke a sweat. All the signs point to a clever, capable and well-priced offering and buyers should sit up and take notice.
We’re keen to spend more time with the Triton on our local roads to bring you that definitive verdict, so look out for a thorough review coming your way soon!
EVs and hybrids: SA’s NEV sales figures for Q3 2024
How many fully electric vehicles, traditional hybrids and plug-in hybrids were sold in South Africa in Q3 2024? Let’s take a closer look at the official NEV sales figures…
Naamsa has released official sales figures for new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids and plug-in hybrids (PHEVs) – for the 3rd quarter of the year. So, is this section of the market still growing?
Well, according to the industry representative body, collective NEV sales from the 17 brands active in this space during the reporting period increased 88% year on year to 3 824 units in the 3rd quarter of 2024. This comes after Q2 2024 enjoyed a whopping 169.8% year-on-year growth to 4 122 units.
Our sources suggest BMW’s X1 xDrive30e was SA’s best-selling PHEV in Q3 2024.
By our maths, that takes the NEV segment’s year-to-date total at the end of the 3rd quarter of 2024 to a new high of 10 988 units. As a reminder, this part of the market saw significant year-on-year increases of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023, though both instances came off low bases.
It’s worth keeping in mind electrified vehicles still comprise only a small (but growing) fraction of local registrations, with NEV sales – Naamsa seemingly doesn’t include mild hybrids in this group – breaching the 1% barrier for the 1st time last year, having comprised 1.45% of the total new-vehicle market. Over the opening 3 quarters of 2024, NEV registrations represented 2.91% of the total market, based on our calculations.
Volvo says it sold 348 units of the EX30 in the opening 3 quarters of 2024, making it SA’s top-selling EV.
According to Naamsa, EV registrations in Q3 2024 came in at 324 units, up from 218 units in Q3 2023 but down from 419 units in Q2 2024. By our maths, that pushes the year-to-date EV total to 1 073 units (with 3 months of sales still to be added), surpassing the previous high of 929 units achieved over the entirety of 2023 and breaching the 4-figure mark for the first time.
What about plug-in hybrids? Well, PHEVs were once again less popular than fully electric vehicles, with only 170 units sold in Mzansi in the 3rd quarter of the year. Still, that’s up from the 117 units sold in Q3 2023 as well as the 160 units registered in Q2 2024. Our calculations furthermore suggest the year-to-date PHEV total sits at 468 units, well past the 2023’s final tally of 336 units.
Our sources suggest Toyota sold approximately 2 500 Corolla Cross hybrids in Q3 2024 alone.
Traditional hybrids again accounted for the overwhelming majority of NEV registrations in Q3 2024 (largely thanks to dual-powered versions of the strong-selling, Prospecton-built Corolla Cross), with a figure of 3 330 units. That’s up markedly on the Q3 2023 number (1 699 units) but down slightly on Q2 2024’s effort (3 543 units).
Year to date at the end of September 2024, the traditional hybrid total comes in at 9 447 units, according to our arithmetic. That means this segment has blown past 2023’s overall number of 6 518 units…
Mid-month fuel price data released by the Central Energy Fund (CEF) indicates a marginal decrease in the petrol price while the price of diesel is expected to increase come December 2024. See the fuel price forecast below!
As holiday season approaches, South African motorists will be pleased to know that the petrol price is expected to remain fairly stable for December 2024 with slim price cuts likely based on mid-month fuel price data released by the CEF. The bad news, however, is that the price of diesel is expected to increase.
According to the data, the price of petrol 93 and petrol 95 is expected to decrease by about 16c/l and 4c/l respectively.
The price of diesel 0.05% Sulphur could see an increase of around 39 c/l while the price of diesel 0.005% Sulphur will increase by around 38 c/l. Also, the price of illuminating paraffin is also expected to rise by around 39 c/l.
Higher international petrol product prices during the reporting period is a contributing factor as well as the Rand-Dollar exchange rate.
Note that the final fuel price adjustments can be expected early in December 2024.
Fuel Price Forecast for South Africa in December 2024
Fuel Type
Nov’ 24Inland
Nov’ 24 Coast
Dec’ 24 Inland*
Dec’ 24 Coast*
Petrol Unleaded 93
R20.98
R20.19
R20.82
R20.03
Petrol Unleaded 95
R21.30
R20.51
R21.26
R20.47
Diesel 0.05%
R18.66
R17.87
R19.05
R19.44
Diesel 0.005%
R18.77
R18.01
R19.15
R19.53
*December 2024 figures are forecast figures and not official
The all-new Mitsubishi Triton has touched down in South Africa and we have specifications and pricing. Here’s all you need to know about the new 6th-generation Triton.
The all-new Mitsubishi Triton is in South Africa!
“The South African bakkie market is an extremely competitive environment but we believe that the Next-Gen Triton not only accepts this challenge but also raises the bar with a range of models that allow drivers to define their own adventure. The Next-Gen Triton range offers tailored special editions and the strongest warranty in class as it invites South Africans to embrace the journey ahead,” says Jeffrey Allison, General Manager: Marketing at Mitsubishi Motors South Africa (MMSA).
The new Triton Xtreme Edition tops the range.
The 6th-generation Triton bakkie features Mitsubishi’s “Beast Mode” design concept and wears a modernised iteration of the firm’s Dynamic Shield front-end design. The new Triton rides on an all-new chassis which is said to improve stability, handling and overall durability.
The Triton’s suspension system has also been redesigned with a high-mount double wishbone front suspension with 20mm longer suspension rebound stroke while also benefitting form a larger stabiliser bar. The rear leaf spring suspension is now lighter and is fitted with new rubbers and robust shock absorbers which provides enhanced ride quality, according to Mitsubishi.
From a practical perspective, the new Triton features a larger load bin and has a towing capacity of 3.5 tonnes. More so, the load bin has been lowered by 45 mm to make loading easier and a reinforced foothold in the bumper adds further practicality.
Engine and Powertrain
The Triton gets a new engine!
The all-new Mitsubishi Triton is powered by an all-new 2.4-litre turbocharged 4-cylinder diesel engine. This new engine offers outputs of 135 kW and 430 Nm and is paired with either a 6-speed manual transmission or a 6-speed automatic transmission.
In addition to this engine, base Triton GL derivatives will be offered with a 2.4-litre turbodiesel engine with 81 kW and 200 Nm and is exclusively paired with a 5-speed manual transmission.
Equipped with Mitsubishi’s Super Select 4WD-II technology, the new Triton is as capable as ever. The driver has 4 drive modes to choose from via a dial based on the terrain. Modes such as 2H, 4H (up to 100kph), 4HLc (4WD, centre diff locked for snow, sand and dirt) and 4LLc (low range, 4WD, centre diff locked for unstable surfaces). In addition, the driver can also select modes such as Normal and Eco or Gravel and Snow when in 4H or Mud and Sand when engaged in 4HLc and Rock in 4LLc.
All-New Mitsubishi Triton Range in South Africa
Up to 11 Triton derivatives will be offered in South Africa.
Mitsubishi will offer up to 11 Triton derivatives in South Africa , including 4×2 and 4×4 derivatives for commercial use and premium lifestyle editions.
The range starts with the Triton GL 4WD manual double cab. Standard features include 16-inch alloy wheels, tailgate lock, black side steps, keyless entry, an 8-inch SDA, two-speakers, manual air-conditioning, a rear centre armrest, USB and accessory socket and fabric seat material. Safety features include ABS and EBD, Isofix, a high-mounted stop lamp, immobiliser, central locking and a speed-sensing automatic door lock.
The Triton’s interior is a major improvement over its predecessor.
The Triton GLS 2WD automatic adds 18-inch alloy wheels, LED headlamps, a rear spoiler, front and rear LED fog lights and heated power folding mirrors. Standard interior features include cruise control, a keyless operating system, Bluetooth with hands-free voice control, a smartphone wireless charger, multiple USB charging outlets, six-speakers, electric windows, an electrically adjustable driver seat, automatic air conditioning, rear air circulator and leather seats. Additional safety features include ASTC, Emergency Stop Signal system, Hill assist system, Brake assist system, a rear-view camera, parking sensor, seven airbags, LED daytime running lights and front rain sensing wipers.
Move into the Triton GLS 4WD manual or automatic and you will benefit from the Super Select II 4WD system, Active Yaw Control, 7 drive modes, electronic off-road assistance, hill descent control, trailer stability assist and a rear differential lock.
In addition to the above derivatives, Mitsubishi will also offer 3 special edition Triton models.
The Triton Athlete places emphasis on style, sophistication and capability. Unique details include Athlete decals, a silver grille badge, rear sports bar, door handle protectors, B-Pillar sashes, slimline fender flairs, window deflectors, roof rails, a rubberised load bin and black 17-inch mag wheels fitted with Dunlop AT5 tyres.
The Triton Xtreme Edition combines style with rugged appeal.
For the overlanding enthusiasts, the Triton Edition 46 is built to tackle tough conditions. Standard accessories include a silver grille emblem, Edition 46 decals, door handle protectors, B-Pillar sashes, side door mouldings, roof rails, nudge bar, under bumper tow bar, black canopy, roof rack, kitchen with table, a rubberised load bin and 18-inch Dunlop tyres. Customers also have the option of fitting a Raw Suspension kit which adds an additional 40mm of ground clearance.
Lastly, the Triton Xtreme Edition balances city life with the outdoors and it’s equipped with Xtreme decals, a black grille emblem, door handle protectors, wheel arch and side door mouldings, side window deflectors, roof rails, door handle protectors, B-Pillar sashes, light covers, a rubberised load bin and 17-inch mag wheels fitted with Dunlop AT5 tyres.
A range of accessories are available for the new Triton including protectors, dress-up accessories, a sports bar, fender arch mouldings, side door garnishes and grille emblems.
Mitsubishi will also be adding further derivatives to the new Triton range in the future and buyers can expect a “Super High-Power” Triton towards the end of 2025 and potentially Ralliart-inspired models in the future.
How much does the new Mitsubishi Triton cost in South Africa?
The new Triton is sold with a new Diamond Advantage Warranty including a 5-year/unlimited mileage, unrestricted warranty, 5-year/90 000 km service plan with intervals every 10 000 km as well as 5-year/unlimited mileage roadside assistance.
Hyundai SA cuts Creta prices and introduces Matte Edition
The Hyundai Creta line-up in South Africa has had its prices quietly reduced, with the automaker’s local division also adding a pair of new Matte Edition derivatives…
In July 2024, Hyundai Automotive South Africa made headlines for reducing the starting prices of its Grand i10, i20 and Venue line-ups. Now, the South Korean firm’s local division has seemingly applied a similar strategy to its Creta range, repositioning this crossover while also adding new Matte Edition derivatives.
As a reminder, the Indonesian-built Creta portfolio – which received an early facelift in mid-2022 – had comprised 3 derivatives before this repositioning. Now, thanks to the arrival of 2 new Matte Edition variants, the local line-up grows to 5.
Perhaps more pertinent is the fact the range is somewhat more aggressively priced than previously. For instance, the entry-level Creta 1.5 Premium 6MT now starts at R449 900, making it a considerable R19 600 more affordable than before.
Next comes the Creta 1.5 Premium CVT, which has been repositioned R11 500lower than before at R479 000. There’s also now a new Creta 1.5 Premium CVT Matte Edition, which is based on the aforementioned derivative and comes in at R484 000.
Finally, the Creta 1.5 Executive CVT now costs R519 900 (representing a more modest price reduction of R2 600), with the new Creta 1.5 Executive CVT Matte Edition topping the revised portfolio at R524 900.
As before, all Creta derivatives employ a naturally aspirated 1.5-litre, 4-cylinder petrol engine driving the front wheels. Offered in conjunction with either a 6-speed manual gearbox or a continuously variable transmission (CVT), this motor makes 84 kW and 144 Nm. The listed combined fuel economy is 6.5 L/100 km in the case of manual derivatives, with that figure improving to 6.3 L/100 km in the CVT variants.
From what we can tell, Hyundai Automotive SA has managed to reposition the Creta without drastically cutting its list of standard equipment. In fact, when comparing the 2022 specification sheet to the latest iteration, we found the Premium trim level had actually gained items such as faux-leather trim for the seats and steering wheel as well as LED daytime running lights and an electric folding function for the side mirrors.
This grade has furthermore scored a jam-protection function for the electric windows and a one-touch feature for the driver’s window. However, based on the latest spec sheet, we also noticed the Premium derivatives no longer come with an on-board trip computer.
What about the new Matte Edition variants? Well, there’s very little info available yet, but the key upgrade is, of course, the application of matte paint. Judging by the images we pulled from Hyundai Automotive SA’s website, the newcomers also feature a black finish for elements of the bumpers (front and rear) and the same hue for the 17-inch alloy wheels. We’ll have more details once the Matte Edition has officially launched locally later in November 2024…
How much does the Hyundai Creta now cost in SA?
OUTGOING CRETA RANGE
REPOSITIONED CRETA RANGE
1.5 Premium 6MT: R469 500
1.5 Premium 6MT: R449 900
1.5 Premium CVT: R490 500
1.5 Premium CVT: R479 000
1.5 Premium CVT Matte Edition: R484 000
1.5 Executive CVT: R522 500
1.5 Executive CVT: R519 900
1.5 Executive CVT Matte Edition: R524 900
The prices above include a 5-year/150 000 km warranty, an additional 2-year/50 000 km powertrain warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km).
Corolla Cross Hybrid a ‘gamble’ that paid off, says Toyota SA boss
The head of Toyota SA Motors says building the Corolla Cross Hybrid locally was a “big gamble” that turned out to be a “breakthrough” in Mzansi’s new-energy vehicle space…
Andrew Kirby, President and CEO of Toyota South Africa Motors, says the decision to produce the Corolla Cross Hybrid locally was a “quite big gamble” that resulted in a “breakthrough” for the Japanese brand in the new-energy vehicle space.
Kirby made the comments about the Corolla Cross Hybrid – which uses a naturally aspirated 1.8-litre, 4-cylinder petrol engine and hybrid gubbins for a total power output of 90 kW – to Cars.co.za during a short podcast interview at Naamsa’s South African Auto Week 2024 in Cape Town.
“We’ve been working on driving new-energy vehicles in South Africa for many years. We were quite innovative with the Prius – it didn’t have broadscale appeal – but our big breakthrough really came when we launched the Corolla Cross Hybrid.
“We took quite a big gamble. It launched in November 2021 and we – quite frankly – under-forecast the demand for hybrid. We’re now running at 50% [of all Corolla Cross sales being hybrid derivatives]. In the beginning, it was a bit restricted because we couldn’t supply actually,” he told us.
The GR Sport version of the Corolla Cross is available in hybrid form.
“So, the South African public has responded very, very quickly and the word of mouth has been very strong. Customers [who] drive the hybrid only want to drive another hybrid. That tells a big story.”
The Japanese automaker produces the Corolla Cross at its Prospecton plant in KwaZulu-Natal, with the 7-strong local range currently including a trio of hybrid derivatives. The firm’s local division also imports various other new-energy vehicles, a portfolio Kirby says will grow even further in the coming months.
The Lexus RX450h+ employs a plug-in hybrid powertrain.
“We’ve now increased the range of our vehicles significantly and we’ll continue to do that. Our Lexus brand, for example – 45% of all Lexus vehicles at the moment are hybrids. So, it’s got the highest penetration of new-energy vehicle drivetrains.
“But we haven’t stopped there. We’re now launching plug-in hybrids and we will next year [2025] be launching battery-electric vehicles. We have one on display here [at SA Auto Week 2024] – the Lexus RZ – and we are going to introduce a Toyota battery-electric vehicle next year and, in the years to come, even more,” Kirby said.
The fully electric Lexus RZ is expected to hit the local market in 2025.
He went on to explain that Toyota’s “multi-pathway” approach to eventually reaching carbon neutrality involved a broad range of powertrain solutions, a strategy that would be applied to the South African market as well.
“Our philosophy is that we’re not pinning our sales into one technology. We think that the different technologies are going to have different value propositions for different cars, different customers, different ways of usage.
Even the SA-built Toyota Hilux has been mildly electrified, seen here in 48V form.
“We’re following what we refer to as a multi-pathway approach, which means that we’ll still have internal-combustion engines – they’ll just become more and more efficient over time. Maybe even we’ll have carbon-neutral fuel, but we’ll broaden our offering of hybrids, we’ll bring in more and more plug-in hybrids and we’ll be introducing battery electrics – and, as we’re also displaying here [at SA Auto Week 2024], fuel-cell electric vehicles.
“I think the differing technologies with innovation are going to be more suited to different types of vehicles and how they’re used. And we’ll end up with a wide range of different new-energy vehicle drivetrains,” Kirby predicted.
The Mercedes-Benz GLS Facelift has gone on sale as the S-Class of SUVs according to the Stuttgart-based brand. With such a claim to verify, we hit the road in the luxurious 7-seater SUV.
We like: Monstrous diesel engine, genuine 7-seater capability, luxury features in abundance.
We don’t like: No spare wheel, small parking bays.
The GLS has received a mild update, but is it the S-Class of SUVs?
We get to hear some exceptionally exaggerated marketing statements in this line of work, but “the S-Class of SUVs” has to be one of the boldest. How can a three-row SUV ever compare to an icon of the luxury world?
The GLS has been facelifted for 2024 and the updated model gains a new bumper, new radiator grille and new-look tail lights. Inside, the GLS now features some trim enhancements, an updated MBUX infotainment system, and a new-look steering wheel.
New-look tail lamps at the rear
When it comes to high-end 7-seater rivals at this price-point, your options are few. The BMW X7 is the GLS’ closest rival, while the updated Audi Q7 will be offered in a three-row configuration when it arrives in SA in early 2025.
What are your other options? The Jeep Grand Cherokee L in Summit Reserve trim offers a tremendous amount of features and space, and is definitely worth a look. The Land Rover Discovery may have been overshadowed by its Defender (also available in three-row) sibling and represents a great-blend of comfort, space and offroad capability. The Toyota Land Cruiser 300 , Volvo XC90 and GWM Tank 500 are also worth consideration.
How the Mercedes-Benz GLS facelift fares in terms of…
Performance and Efficiency
At 2.6 tons and over 5 metres long, the GLS is one of the biggest vehicles offered for sale in South Africa and to get this massive three-row luxury family SUV about is a 3.0-litre turbocharged diesel 6-cylinder engine. Outputs of 270 kW and 750 Nm drive all four wheels via a 9-speed automatic transmission, but it’s worth mentioning there’s a mild-hybrid system that adds an extra 15 kW and 200 Nm for brief periods.
The new design steering wheel, complete with Blackberry-style touchpads
The average consumer still cannot put the terms ‘diesel’ and ‘performance’ together, but we let our test data do the heavy lifting. With its sportiest mode activated, the GLS 450d ran to 100 kph in 5.95 seconds, a two tenths quicker than claimed. For context, the benchmark boy racer Volkswagen Golf GTI does the same dash in just over 6 seconds and that’s over a ton lighter with two fewer seats.
Our test unit came with the Offroad Engineering Pack
A deep dive into the engine and performance analytics shows an engine that starts to deliver train-pulling power almost from the get go, with peak torque available from 1350-2800 rpm with the hybrid e-boost motor supplying 200 Nm for a few seconds. Overtakes? Crushed with minimal hesitation. We say minimal as the car does have 9 gears to shuffle through to find that sweet spot and the slight pause is the calm before all 750 Newtons reach the tarmac.
After performance testing, our car registered 11.2 L/100 km
Of course, a large family-orientated SUV needs to be able to go the distance and the GLS features a 90-litre fuel tank and if you’re driving conservatively, you should get over 1000 km on a single tank. Mercedes-Benz claims 7.5 L/100 km but in reality, you’re going to be seeing double figures and the best we could get was around 11 L/100 km with the majority of our driving in built-up areas.
Features and Practicality
The cabin of the GLS looks as premium as they come and there are two large screens featuring an updated version of the MBUX software. There are customisable themes for the instrument cluster, like this offroad mode which highlights some cool data. Of course, if you’re serious about off-roading, then read on.
One of the many themes on the instrument cluster
In terms of fit and finish, there’s an abundance of high-quality materials (although some of the switchgear feels a bit cheap in places) and the seats are sublime. The supportive and ultra-comfy front two seats gain a basic massage functionality on top of heating and cooling.
The GLS is all about the comfort, and it delivers!
Although there are plenty of high-quality materials to be found, one disappointing aspect is that there are some scratchy plastics lower down in the cabin. We also found some of the switches quite cheap and flimsy, which you don’t expect from such a posh car. The standard Burmester audio system is excellent, but if you take your car audio serious, then look at the uprated 3D system with 29 speakers for an additional R120 400.
Heating, cooling, lumbar support plus this level of seat adjustability? Impressive!
We’ll touch on the drive below, but if you’ve made it this far, you’re undoubtedly interested in the GLS’ passenger-carrying abilities. The second row of seats are able to recline, there’s climate control as well as USB power sockets.
If you want further comfort, Merc will sell you ventilated and cooled rear seats that also offer massage functionality. Space? Yes, plenty and this 1.91 metre tall author was able to sit behind himself with plenty of knee- and headroom.
The debate of wanting to drive or be driven in the GLS is never-ending
What about that third row? The last two seats are surprisingly spacious and offer cupholders and USB ports for additional convenience, on top of the ability to recline slightly. With the final row deployed, boot space drops, but you still have enough room for things like small carry-on luggage.
One of the third-row seats deployed. Note the handy control panel on the left for easy seat deployment
If it’s space you’re after, you can use the electronic panel in the boot to stow all the seats and Merc says 2 400 litres of cargo space becomes available so we reckon that’s multiple sets of golf clubs, plus a mountain bike and probably a flat-screen TV. We think there’s enough space here for an inflatable mattress too…
You could fit a double air mattress in here… and then some.
Ride and Handling
We were hopeful of all-encompassing comfort, as the GLS features air suspension but the ride quality is a mixed bag. On perfect roads, yes the GLS glides along like a 5-star yacht through the Mediterranean but we got the sensation that it was set up on the firmer side. Imperfections like under-tar tree roots and those small nasty speedbumps did tend to unsettle the ride a bit, something that we don’t think is appropriate given the positioning of a vehicle like this. To be fair, it’s not just the GLS which tended to crash over the firmer stuff, here’s looking at you Volvo XC90…
We don’t think you should go any bigger than this in terms of wheel sizing
We suspect the ride quality hinges on wheel selection. Our test unit was fitted with 21-inch wheels wrapped in 275/45 rubber and we can only wince at the thought of customers speccing their cars with the 23-inch units! They’ll look great, sure, but a brittle ride is almost a guarantee.
Something worth noting if you’re interested in the GLS, there’s no spare wheel. Instead, you get tyre sealant and a compressor, and during the photo shoot, the back left wheel picked up a little rusty nail which started a slow deflation. Fortunately, we weren’t too far out and the excellent Mercedes-Benz fleet management team promptly sorted us out.
That deflating feeling…
There is a positive to a firmer ride setup and that means the GLS doesn’t roll around the corners. The GLS manages to hide its mass well and body control for a vehicle of this size is impressive.
The steering setup is surprisingly precise and direct, with ample feel. This is a good thing as something as large as the GLS requires accuracy when driving in the city. Interestingly, the GLS doesn’t feature all-wheel steering, which would be useful when it comes to parking and confined spaces. Yes, the 360-degree camera is of excellent quality, but it’s still stressful to manoeuvre such a large vehicle.
Screen quality and camera clarity are both excellent
What about the off-road capabilities? The vehicle is equipped with all-wheel drive and air suspension, which depending on the mode/setting, the GLS features from 175 mm to 260 mm of ground clearance. Tick the Off-road Engineering Package for R41 000 and you get a further 30 mm of clearance, armour to protect the vulnerable underbelly as well as a specific offroad mode which includes even more details and graphics. The jury’s out on whether you’d risk taking this 7-seater premium SUV through the roughest terrain, but it’s reassuring to know there’s provision for such.
Offroad mode brings up its own complex graphics
Price and After-sales support
The price includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
It’s the slightest of updates, but the GLS 450d remains a fantastic premium 7-seater
With the world’s consumers still obsessed with the high-riding SUV, sedans have fallen out of favour. Pity, as the driving dynamics are more involving, but when you want ultimate luxury and capability, dynamics is low priority. Don’t believe us? Take a look at your favourite manufacturers and count the number of sedans in comparison to the array of SUVs…
Right now, the 450d is the pick of the GLS range and while there’s considerable desirability for either the AMG-sourced 580 and full-fat 63 AMG, the diesel engine is the most logical powertrain for the market. Granted, it’s not as quick as its petrol siblings, but we feel its economy and range between fill-ups makes it far more sensible. So, is it worthy of the S-Class association? No, it’s simply superior to the iconic sedan thanks to a bigger array of talents like genuine 7-seater space and off-road capability.
Hilux vs Ranger vs D-Max: sales by body style in October 2024
In October 2024, the Hilux won the overall bakkie battle, followed by the Ranger and D-Max. But how does the picture change when we analyse sales by body style?
By now, you would have seen our list of South Africa’s best-selling bakkies for October 2024. To remind you, the Toyota Hilux (2 793 units) led the charge, followed by the Ford Ranger (2 217 units) and Isuzu D-Max (1 807 units). But what happens when we analyse these sales by body style?
Well, let’s find out. Though Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles (the single-, extended- and double-cab shapes), our friends over at Lightstone Auto have kindly provided us with these local registration figures.
SA’s best-selling double-cab bakkies in October 2024
According to Lightstone Auto, the Ford Ranger topped the double-cab sales charts in October 2024, with exactly 1 800 units sold. For the record, that’s 81.2% of this Silverton-built bakkie’s total for the month. Furthermore, it sees the Ranger stretch its year-to-date lead, with a whopping 16 653 units sold in the double-cab space.
The Toyota Hilux was 2nd in the double-cab segment, both in October (1 294 units) and for the opening 10 months of the year (12 661 units). Last month, dual-cab sales comprised 46.3% of the Prospecton-built bakkie’s overall tally. Year to date, the double-cab version of the Japanese contender thus finds itself 3 992 units behind its Ranger counterpart.
Once again, the final spot on the double-cab podium went to the Isuzu D-Max, with the Struandale-made bakkie managing 819 units (or 45.3% of its monthly figure) in October and 6 702 units year to date. Lightstone Auto’s figures furthermore showed that all other 1-tonne double-cab bakkie derivatives (excluding the Ranger, Hilux and D-Max, that is) collectively managed 1 159 registrations in October and 14 106 units, year to date.
SA’s top-selling single- and extended-cabs in October 2024
What about the single-cab space? Well, the Toyota Hilux was again Mzansi’s most popular single cab in October, with 1 102 units (or 39.5% of its total) sold. The Japanese bakkie furthermore enjoys a strong lead year to date, with 10 172 units registered, with just 2 months to go.
The single-cab version of the Isuzu D-Max (836 units or 46.3% of the nameplate’s overall tally) grabbed 2nd place in October, filling the same spot in the year-to-date race, with 7 721 examples sold. That puts it 2 451 units behind the Hilux single cab.
The 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up completed the single-cab top 3, with 610 units (86% of this nameplate’s total sales) registered last month and 5 725 units, year to date. What about the Ranger? Well, Ford sold 131 Ranger single cabs in October, edging its year-to-date total to 1 516 units.
Meanwhile, the Toyota Hilux was again SA’s top-selling extended cab last month with 396 units registered, taking its year-to-date figure to a segment-leading 4 185 units. Next came the Ford Ranger (286 units in October and 3 212 units so far this year), with the Isuzu D-Max (152 units last month and 1 700 units overall) completing the picture as the only other bakkie offered in this body style.
We drive one of the rarest turbocharged 911 models – a right-hand-drive 930-series Porsche 911 Turbo SE in Flachbau (“flat nose”) configuration – in the Mother City.
IMAGES: Danie Nel
One would have thought there would have been an outcry when Porsche introduced the Flachbau (Slantnose, but many enthusiasts call it “flat nose”) configuration as an option for the 911 Turbo in 1986. After all, the protruding headlights were – and still are – key to one of the most iconic designs in the industry. How could Porsche change a design that had become so synonymous with the 911?
Background
There is another side to the story though. For 10 years Porsche had raced with 911s with flattened front ends (for aerodynamic and racing purposes). To complain about the “flat nose” version of the 930 Turbo makes about as much sense as dissing the 997 GT3 RS 4.0 for using the crankshaft of the RSR race car.
Although, the 930-series Flachbau didn’t gain any race-derived mechanical bits like the GT3 did (which would’ve made it even more special), this Turbo variant still tied in neatly with Porsche’s racing heritage.
When it was launched in the mid-Seventies, the original 911 Turbo grabbed the attention of all Porsche and performance aficionados. Its performance was at the top of the game. Adding to this achievement was the fact that the 911-derived Turbo race cars started to gain serious recognition.
This included a 2.9-litre Porsche 935 entry at Le Mans in 1976, followed by another five 935s, four of which were private entries by the Loos and well-known Kremer teams. The best result at the 24-hour endurance race at Le Mans came in 1979 when the 935 K3 took all 3 podium places.
In the ’80s, several customers asked Porsche to build 930 Turbos with a similar design to those iconic race cars. You can imagine why some enthusiasts were upset at the time… The original upright lights flowing to the A-pillars and the sloping bonnet in between formed part of the signature Porsche design.
But, outside companies such as Rinspeed and Koenig already offered such “flat nose” conversions for the model and the pressure on Porsche was rising.
After all, not only was Porsche’s very own 924 and 944 designed with pop-up lights, but several manufacturers (Ferrari and Lamborghini, to name a couple of examples) had cars with pop-up lights. You could say that, in the ’70s and ’80s, it simply wasn’t a real supercar if it didn’t have pop-up lights!
Finally, in 1986 Porsche started to – officially – offer its Flachbau design as an option. It was an expensive exercise though. The standard 911 Turbo retailed for £63 300 in the UK, but its Turbo SE (Sport Equipment) “flat nose” sibling would set you back £109 100!
In Porsche’s defence, not only were there several cosmetic changes (which we will get to in a moment), but the SE’s peak power jumped from 224 kW to 242 kW, while the torque output remained unchanged.
The increase in output was due to the fitment of a larger turbo and intercooler, modified camshafts and exhaust system. The latter can be recognised by the 4 exhaust ends protruding from the rear bumper.
A final performance touch was the fitment of a limited-slip differential (40 per cent slip factor). Also, at the beginning of SE production, the cars were not fully incorporated into the standard production line, but as demand increased this changed in 1988.
Background to this 911 Turbo ‘flat nose’
This Porsche 911 Turbo SE Flachbau (“flat nose”) had only done around 23 350 km when I drove it. My first assumption was that it was a 1st- or 2nd-owner car, but its owner at the time was, in fact, the 5th! All its previous custodians had kept the mileage low and looked after this truly historic roadgoing 911.
You know when you are in the company of a genuine, iconic 911. Walking around the Flachbau (or slant nose as some prefer calling it), as well as doing all the bits and bobs that are needed to complete the photoshoot, I notice how the car demands attention, much more so than a standard 930 Turbo.
Because of all its addenda, the SE doesn’t feature the classic “Coke bottle” design of the original Turbo. It is replaced with something more intriguing, something that links with the Turbo’s racing pedigree.
Let’s start at the rear of the car for a change. The 4 exhaust ends are the most obvious clue to the updated engine, while the air ducts on the rear wheel arches give the wide 911 Turbo body a more determined stance. Sill extensions make the car appear both lower to the ground and wider.
The multi-spoke, split-rim wheels also significantly contribute to the menacing stance of the car, giving it a serious racer’s posture. These multi-spoke BBS items were optional items (compared to the more traditional Fuchs) on the 911 Turbo SE Flachbau (“flat nose”) back in the day.
The gold-painted centres are not standard though, but upon closer inspection, I decided they suit the car perfectly because the colour complements the gold, black and red centre Porsche emblem.
The front is the business end of this specific car, however. The pop-up headlamps, the altered bumper and the (zinc-coated steel) wing louvres make for a busy design – a design that quickly grows on you.
Specifications:
Model: Porsche 911 Turbo SE Flachbau (“flat nose”)
Engine: 3.3-litre, flat-6, turbopetrol
Power: 242 kW at 5 750 rpm
Torque: 467 Nm at 4 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 335 kg
0-100 km/h: 5.2 sec (claimed)
Top Speed: 275 kph (claimed)
Behind the ‘wheel of the 911 Turbo ‘flat nose’
As you open the door, you immediately notice the wider sills and realise it is not a standard 930. This feeling is repeated when you sit behind the wheel and stare through the windscreen.
My eyes instinctively search for the round headlights at the front corners. But, it’s flat… no lights to show where the car’s frontal extremities are. I pull the main light switch to the right of the steering wheel and the headlights pop up instantaneously; dare I say it, in a very un-911-like fashion.
Believe it or not, the seat design is not too dissimilar to what you’d find in modern Porsches. It is comfortable (heated with electrical adjustment) and offers the necessary support. The champagne leather seats feature blue beading while the dark blue carpets offer matching champagne beading.
Above the leather-trimmed gear lever, buttons can be found for the, among other things, central locking and alarm system. This area is also covered with champagne-coloured leather. It is only the modern radio that isn’t original. Overall, the interior hues complement the official Baltic blue metallic exterior colour.
I grip the leather-trimmed 3-spoke steering wheel (unique to the flat nose and Turbo LE models) and glance one more time at the luxurious cabin. This 911 Turbo SE perfectly sums up the excess of the ’80s.
Cape Town’s Chapman’s Peak Drive is unquestionably one of the most scenic routes in Mzansi. The twisty road follows the cliffs and ocean contour around the Peninsula – a perfect setting for this drive.
The driving experience, as you would expect, resembles the image that the car portrays. I’m surprised at how easy it is to drive the 911 Turbo SE Flachbau (“flat nose”) sedately. You can keep the revs below 2 000 rpm and potter around without any complaints from the drivetrain.
But what a revelation the 5-speed G50 gearbox must have been in 1986! Compared with the older 4-speed unit, which was fitted to 930-series 911 Turbos until 1988, the shift action is slicker and more precise. It allows for much quicker and more controlled shifts.
If you’ve driven old Porsches, you may be accustomed to the 911 Turbo SE’s steering feel, but I revelled in the ‘wheel’s ample feedback – the moment you steer from the dead-centre position, it gets heavier.
The sense of connection to the front wheels is unlike any other Porsche of today. But that is so inviting, and so is the tramlining from the front wheels through the steering wheel. Make no mistake, if you are used to power steering, parking the 911 Turbo “flat nose” will pose a real challenge to your upper body.
With no power steering or electronic aids to help you out, you need to be focused. The car feels planted, but you sense that wrestling with it will extract more out of the car and demand more from you, its pilot. If you start to push on, the car will respond and challenge you to the next level.
You can decide how you want to use the turbocharged 3.3-litre flat-6 engine. Select 3rd or 4th gear through a corner at half the available rev range, and the 911 Turbo SR does it perfectly – almost calmly.
But drop to 2nd gear, bury your right foot into the – offset – accelerator pedal, and the needle swings around the dial with gusto! Just after 6 500 rpm, I change gears and brake for the next corner.
I didn’t explore the car’s limits as I would have liked to, but I didn’t have the safety net of run-off areas (as I would on a racetrack) and preferred to avoid the consequences of damaging the car. I tackle a few more corners and rewind my mind to the late ’80s; spirited driving must have been a real challenge back then.
Summary
Today’s Porsche 911s are extremely advanced and deliver thrills in their way, but they can’t match the fun factor and drama of a 911 Turbo SE “flat nose” – a prime example of a 911 that truly reflects its era. It has more arrows in its quiver (design, performance and luxury) than most of its 911 contemporaries.
It is unlikely that Porsche will ever again manufacture a 911 with such a drastic optional design. But, we are glad they did it, and that we can celebrate it today. As a package that combines history, performance and limited availability, it is – for some of us – simply the most appealing Porsche 911 (930) Turbo ever.
