Though Subaru’s Wilderness derivatives are currently exclusive to North America, the brand’s local division is campaigning to offer these off-road variants in South Africa…
While Subaru offers special Wilderness versions of its Crosstrek, Forester and Outback in North America, these extra-rugged derivatives are currently exclusive to that market. However, the Japanese firm’s local division says it’s working on changing this, with a view to eventually bringing such models to South Africa, too.
“The Wilderness models are exclusively for the North American market. We are trying to convince Subaru [headquarters in Japan] to change this due to the number of requests we have received for these models,” Subaru Southern Africa told Cars.co.za.
This badge is currently exclusive to North America.
Judging by local trademark filings over the past few years, the Tokyo-based firm’s bosses certainly seem amenable to the idea. Indeed, Subaru applied to trademark the Wilderness logo (pictured above) in South Africa as long ago as February 2021, with an official registration taking place in June 2024.
In June 2024, Subaru’s global headquarters also made applications to trademark the “Wilderness”, “Subaru Wilderness” and “Outback Wilderness” nameplates here in Mzansi, with the status of each filing currently listed as pending.
The Crosstrek in Wilderness form.
While Subaru Southern Africa’s volumes are nowhere near significant enough to convince the company’s headquarters to take such a step, there’s handily some support from other right-hand-drive markets. For instance, according to CarExpert, the Japanese automaker’s division in Australia – where Subaru is a regular top-10 brand – is likewise “working towards” launching these rugged derivatives.
According to Subaru, Wilderness models are “specifically engineered for off-road exploring”, boasting tweaked suspension, added ground clearance, all-terrain tyres, revised gear ratios and model-specific exterior styling (including chunky black cladding and anodised copper accents), along with a smattering of cabin updates.
The Forester version.
Such variants also score upgraded roof rails (with a higher load capacity) as well as redesigned bumpers with improved approach and departure angles. Of course, all Wilderness-badged derivatives furthermore feature Subaru’s standard symmetrical all-wheel drive, along with an enhanced dual-function X-Mode multi-terrain system.
Although Wilderness models are currently built only at Subaru’s Indiana factory in the United States, should they eventually be given the green light for right-hand-drive markets such as South Africa and Australia, we’d think they’d come from the firm’s Gunma plant in Japan instead.
We visit Modern Classic Collective – one of the newest classic car traders in Cape Town, to admire the dealership’s stock and chat with one of its co-founders.
IMAGES: Wilhelm Lutjeharms
As the industrial shutter door to Modern Classic Collective opens, I enter the world of one of the latest classic and modern-classic car traders in Cape Town. To my left is a Lamborghini Diablo – which is not for sale. Even without the characteristic rear wing (or perhaps, because of that), it is a sight to behold.
Along the walls, all neatly reverse-parked are a variety of other tantalising sights. There is a 2015 Porsche Boxster S and a 2006 Porsche Cayman S, as well as a 1980 Corvette C3 T-Top.
Further along the back wall is an adventure-ready air-cooled 1973 Porsche 911 T and a 2014 Mercedes-Benz G-Class – a G350d. There is also a Porsche 911 3.0 SC, a Jaguar E-Type and a neat yellow 2000 Ferrari 360 F1 with a beautiful blue interior. Indeed, a great variety of cars!
Dave Blackman is one of the business’ 2 co-founders. He sits down with me to talk about their approach.
“We decided a few things upfront. We don’t want to do storage, because then you are married to a place. We thought it best to rather get relatively small premises where we can focus on current stock and ‘marry’ each new car we receive with a new owner. There are enough storage places around so we can direct our clients to those companies, and that freedom allows us to focus on sales.
“We are in the position where we can buy most cars ourselves before we put them up for sale. With my network, Brad’s (the main business owner) contacts and my work ethic, we believe we can achieve a lot and we think this space works perfectly for us.
“Brad has been involved in the muscle car scene for some time and is embedded in the Porsche market as well. I’ve also been in the industry for a number of years. Because of Brad’s contacts, we’ve found new homes for 15 Porsches since we opened our doors at the start of this year.”
“When we first get a car in, the first step is to have a technical inspection done. We’ll then look at the report to understand the condition of the car. We then price the car according to this report. Ideally, we prefer to buy the car, do the necessary recommission work and then list it for sale.”
As is the case with nearly all classic and modern-classic specialists I’ve spoken to, Dave and his team try to not export any cars. There are exceptions, however.
“In some cases, there is a stronger demand overseas for a specific car, an example being a Shamrock Cobra. There is a guy in the Netherlands who is buying many pre-2000 run-of-the-mill units, and then, of course, they leave our shores. Sometimes these things are not in our control. A client could buy a left-hand drive Porsche and then later export it…
“Sometimes there will be limited interest in a certain model, like our Ferrari 360 F1 at the moment, but a lot of interest is coming from Australia, which is also a right-hand drive market. There seems to be little interest in the standard F430 and 360 Modena models. The 360 F1 we are selling has a Tubi exhaust system and 360 Challenge Stradale gearbox software. I honestly think it is a good buy.”
Dave and I further discuss the 360 Modena and the pros and cons of owning such a vehicle. At this price bracket (just under R1.3 million), it does present a great level of modern classic performance and design. The only drawback would be running costs compared to other modern classics in this price bracket.
Modern Classic Collective intends to offer a greater variety of cars: “For example, we’ve done a couple of SUVs and we are quite specific about what we stock, as we want to offer the right car at the right price.
“We are also working with a company that can provide finance for cars older than 10 years. The result is that a buyer could apply for finance on a car such as a Ferrari 360 Modena and even a Jaguar E-Type.”
“We also own most of the cars. The benefit of that is that our co-founder and I can drive these cars, test them and identify issues they might have. Then we try to rectify these problems before someone comes to view the car or we add it to the list of things to be done before the new owner takes delivery of it.”
Initially expected to launch in South Africa at some point in 2024, the new Hyundai Santa Fe has now been put “on the back burner” for the local market…
Waiting patiently for the new Hyundai Santa Fe to make local landfall? Well, Hyundai Automotive South Africa has confirmed to Cars.co.za that the 5th-generation SUV has been put “on the back burner” for the local market.
Though the South Korean firm’s local distributor stopped short of ruling out the possibility of an introduction at a later date, it told us the new model was not currently “on the horizon”. We can only speculate that the boldly styled new Santa Fe would have come in at an unfeasibly high price point.
For context, the outgoing 4th-generation Santa Fe range was recently rationalised to a single derivative: the Santa Fe 2.2D 4WD Elite for R1 094 500. That’s not far behind the respective flagship versions of the Palisade (R1 204 500) and the Staria (R1 263 900).
In addition, it’s perhaps worth noting that the new version of the SUV is not produced in turbodiesel guise, instead being available in overseas markets only in various petrol and petrol-hybrid forms. Considering the 4th-gen Santa Fe was offered in Mzansi exclusively with an oil-burning motor, this too may have played a role.
In 2023, Hyundai sold 177 examples of the Santa Fe in South Africa, with a high of 30 units in July of that year. Meanwhile, over the opening 7 months of 2024, just 51 units have been registered, with the SUV breaking into double figures only twice. We suspect local stock has started to run dry, with Hyundai selling just 5 units in June and 5 in July 2024.
It’s furthermore worth keeping in mind that as Hyundai Automotive SA bids to regain 4th position in the local sales rankings (year to date, it’s in 5th, behind Ford), the company has seemingly placed a renewed emphasis on the lower end of the market, having recently cut pricing for the Grand i10, i20 hatchback and Venue. In addition, the new Exter – which is poised to play the role of “most-affordable crossover” for the brand – is scheduled to launch in September 2024.
As a reminder, Hyundai released a few images of the new Santa Fe back in July 2023, before revealing more details the following month. Having undergone what the manufacturer describes as a “radical transformation”, the new Santa Fe looks nothing like its predecessor.
Interestingly, Hyundai claims the newcomer’s identity is closely linked to its tailgate area, which is no longer merely a “storage space” but has now become “an open terrace that can be used to effortlessly enjoy the outdoors”. Indeed, the foldable 2nd- and 3rd-row seats create what Hyundai dubs a “terrace-like” space at the rear with the wider tailgate open.
From nose to tail, the fresh-faced Santa Fe is some 45 mm longer than its forebear, now measuring 4 830 mm long and 1 900 mm wide, while standing 1 720 mm tall. There’s an extra 50 mm between the axles, too, taking the wheelbase to 2 815 mm and allowing the new 7-seater model (though some markets will also feature a 6-seater) to offer what Hyundai calls “enhanced” 3rd-row seating.
The tailgate opening is a considerable 145 mm wider than before at 1 275 mm, while the luggage compartment has gained 91 litres of space (now set at a “class-leading” 725 litres; we’re guessing this is with the 3rd row folded flat). Legroom in the 2nd row has increased by 35 mm to 1 075 mm, with occupants of the 3rd row furthermore gaining an extra 15 mm in this area (and an additional 69 mm of headroom), according to Hyundai.
Since its launch in 2021, the Haval Jolion has become very popular in Mzansi, but what are the strengths and weaknesses of the Chinese compact family car as a used buy? Reba S also presents the model’s key features, parts prices and depreciation data.
The Haval Jolion, which succeeded the H2 that debuted in South Africa in 2017, demonstrates how quickly Chinese brands can learn… and adapt their products to suit the local market’s requirements.
The small crossover, of which the 1.5T S Super Luxury derivative was a finalist in the Compact Family Car category of the 2023/24 Cars.co.za Consumer Awards, sponsored by Absa, ticks so many boxes – it’s reasonably spacious and practical, loaded with features, and priced impressively well.
Most Jolions are powered by a 105 kW/210 Nm 1.5-litre 4-cylinder turbopetrol mated with a 7-speed dual-clutch automatic transmission, but before the recent introduction of the 2024 model year Jolion and its Jolion Pro coupe-crossover variant, a manual ‘box was offered on both City and Luxury grades.
Bear in mind that in 2023, Haval South Africa also introduced a Jolion 1.5T S derivative that offered 130 kW/270 Nm, while the range is topped by a 1.5-litre petrol-electric hybrid 1.5 HEV Ultra Luxury variant.
From new, turbopetrol Haval Jolions shipped with 5-year/100 000 km warranties and a 5-year/60 000 km service plans, while Haval South African upgraded the HEV’s warranty to 7 years or 200 000 km early in 2024, allied with an 8-year/150 000 km battery warranty as well as a 5-year/75 000 km service plan.
In this video, Reba S unpacks the Jolion range’s line-up, highlights the key features, shares the product strengths and weaknesses and briefly compares it with its rivals. She also shares the parts pricing, both from the OEM and a 3rd party supplier, so you have some idea of what it would cost to maintain the car.
The 2021 Jolion 1.5T Super Luxury you see in this video was supplied by GetWorth. Thank you, GetWorth for loaning us this clean example and supplying depreciation insights of this vehicle.
According to Cars.co.za, the Haval Jolion is considered a good car to buy as it is a popular choice in the compact SUV segment. It offers an appealing blend of style, standard features, practicality, and value-for-money.
Is the Jolion a fuel-efficient car?
While Haval claims a fuel consumption range of 5.1-8.1 L/100km, the article notes that the car has been criticised for higher-than-expected fuel consumption in real-world driving situations.
Is the Haval Jolion all-wheel-drive?
No, the article specifies that the Haval Jolion is offered exclusively as a front-wheel-drive car.
You can no longer buy a new Nissan NP200, but should you consider it as a used buy? Let’s take a closer look at this South African-built half-tonne bakkie’s almost 16 years on the local market and what you can expect to pay for a good used example.
When the Nissan NP200 hit the South African market in 2008, it had massive (figurative) shoes to fill. Yes, this half-tonne bakkie was faced with the unenviable task of replacing the iconic Nissan 1400, which traced its local production roots all the way back to 1971, when it was known as the Datsun 1200 (B120).
Effectively a single-cab bakkie version of the 1st-gen Dacia Logan (the Renault-badged version of the sedan was briefly sold in Mzansi – find a Logan), the NP200 was – just like its storied forebear – built at Nissan SA’s Rosslyn factory, north of Pretoria. At launch, Nissan SA forecasted that the unibody NP200 was “clearly destined to [become] a reckonable force in the South African commercial vehicle market”.
The NP200 was the follow-up to the long-running Nissan 1400.
That prediction turned out to be entirely accurate as Nissan’s smallest workhorse – which is interestingly still built and sold as the Renault Tondar Pick-Up in Iran – ended up outlasting every other half-tonne bakkie on the local market, thus having the segment all to itself for its final few years of existence.
Despite being decidedly long in the tooth, the NP200 remained exceedingly popular with local buyers – partly owing to the sheer power of monopoly, we should add – as the clock wound down. As many as 12 859 units were registered in Mzansi in 2022, enough for the NP200 to rank 4th on the list of SA’s best-selling bakkies. A further 12 721 units were sold locally in 2023, seeing the NP200 retain 4th position.
Production of the Nissan NP200 was officially suspended in March 2024, marking the end of a highly successful 16-year run on the local market. That final month of production saw the NP200 put in its best sales performance in recent memory, securing the bakkie a surprise 2nd position with a whopping 2 679 registrations (and even helping it keep 4th spot for H1 2024). It was an entirely fitting swansong, then.
Nissan NP200 model line-up in South Africa
At launch in South Africa, just a single derivative was on offer.
The Dacia Logan Pick-Up was revealed at the 2007 Bucharest International Motor Show in Romania, but the Nissan-badged version debuted in South Africa only around a year later, in September 2008.
At launch, just a single base-spec derivative – known as the NP200 1.6 8V and priced at just R88 900 – was available, with its Renault-sourced naturally aspirated 1.6-litre, 4-cylinder petrol engine generating 64 kW at 5 500 rpm and 128 Nm at 3 000 rpm. In contrast with its predecessor, the drive was directed to the front axle via a 5-speed manual ‘box, with coil springs (rather than leaf springs) employed at the rear.
By May 2009, Nissan SA expanded the range with the introduction of new mid-tier “S” and top-spec “SE” derivatives (later renamed Mid and High, respectively), plus additional engine options, while also freshening up the bakkie’s exterior styling despite the fact it had been on the market for only 8 months.
The NP200’s wheelbase came in at 2 905 mm.
At that point, the S and SE grades were available with a slightly perkier 77 kW/148 Nm 16-valve version of the base version’s 1.6 petrol motor, while a dCi-badged 1.5-litre, 4-cylinder turbodiesel motor offering 63 kW and 200 Nm (the latter figure from 1 900 rpm) made its debut in base and SE guise in October 2009.
In the opening quarter of 2011, Nissan SA upgraded the NP200’s warranty from the original 3-year/100 000 km cover to a 6-year/150 000 km arrangement. Moreover, the entry-level NP200 1.6 8V variants become available with (manual) aircon (resulting in a model unimaginatively dubbed the “1.6 8V Base + AC”) and with a safety pack incorporating dual airbags and ABS with EBD (the “1.6 8V Base + AC + Safety Pack”). While the SE grade was unchanged, the S trim also gained a passenger-side airbag.
The first special edition to be rolled out was the NP200 Loaded.
With 7 derivatives in its line-up, the Nissan NP200 finally rose to the very summit of the local half-tonne bakkie sales charts in January 2012, right after the Ford Bantam exited the market, although the likewise SA-built Opel Corsa Utility/Chevrolet Utility had placed 1st in this segment in the preceding few years.
The NP200 Loaded – the first in a line of limited-edition models – was launched in May 2014. Based on the entry-level petrol variant (but fitted with aircon and the safety package), the limited-run derivative sported “Loaded” decals along its flanks, with the logo repeated on the leather seats and black carpets.
The special-edition NP200 Stealth, complete with daytime running lights.
Available exclusively in white, the NP200 Loaded furthermore scored a front-loading CD (and Bluetooth-enabled) audio system, central locking, a stainless-steel nudge bar, a stainless-steel sports bar, black roof rails, a black tonneau cover and “specially designed” alloy wheels.
The NP200 Stealth special edition followed in February 2015, described as a “leisure-focused” derivative but curiously offered only with the lower-output 8V petrol engine.
The Stealth came painted in a “Techno Grey” hue and featured a dark sports bar, dark nudge bar, flush-fitting tonneau cover, charcoal-black alloy wheels (with red accents), “Stealth” decals, smash-and-grab glass protection, daytime running lights, remote central locking, an Alpine audio system, imitation-leather upholstery (with titanium-coloured contrast stitching) and a special carpet set.
The cabin design was revised towards the close of 2015.
Towards the end of 2015, Nissan handed the NP200 a light refresh, rolling out “all-new” cabin materials and additional standard features on certain variants. Inside, the bakkie gained a revised centre console (including a redesign of the controls for the heating, ventilation and air-conditioning system), with base derivatives furthermore switching to a “hard-wearing” black textured fabric upholstery with vinyl inlays.
Mid-tier variants gained a “more modern” black-and-grey fabric on the seats and door panels, complemented by black woven cloth on the seat bolsters and black vinyl inlays on the seat backs. Meanwhile, top-spec NP200s also scored black-and-grey textured fabric, but with black woven cloth on the sides and bolsters. Finally, mid- and high-grade derivatives gained an upgraded audio system that offered CD, MP3, USB, audio jack and Bluetooth functionality.
The limited-run NP200 ICE finished in Starling Blue.
Then, around October 2016, Nissan SA launched another special-edition NP200. Available in “limited numbers”, the NP200 ICE could be specified with the 1.6 8V petrol engine or the 1.5 dCi turbodiesel motor. Defining features included “Starling Blue” or “Bright Silver” metallic paint (plus obligatory decals), model-specific 15-inch alloy wheels, a brushed aluminium nudge bar, a brushed aluminium sports bar, a tonneau cover, tinted safety film, daytime running lights, eco-leather upholstery and rubber mats.
Little else changed over the next few years, though the 16V petrol engine and the 1.5-litre turbodiesel were quietly discontinued in 2022. Towards the end of the NP200’s lifecycle, the local range was thus trimmed to just a pair of base derivatives – the 1.6 8V Safety Pack and the 1.6 8V Safety Pack (air con) – which would have continued to appeal to fleet buyers.
What are the advantages of a Nissan NP200?
The NP200’s payload capacity came in at a generous 800 kg.
Load-carrying ability: Though the Nissan NP200 was classed as a half-tonne bakkie, its payload capacity was, as a matter of fact, closer to a full tonne than 500 kg. Rated to carry a generous 800 kg, the load tray measured a handy 1 807 mm long and 1 374 mm wide (or 1 024 mm between the arches), while its upper edge was protected by a plastic surround.
There were no fewer than 16 anchor points in the rubberised bay and the tailgate was designed to “resist” loads of up to 300 kg when open, while braked towing capacity came in at 650 kg, regardless of powertrain. In addition, there was a storage area behind the seats offering a useful capacity of 300 litres.
A rubberised load tray was standard (note the tie-down points).
Generally affordable to maintain: Compared with larger 1-tonne single-cab bakkies, the NP200 was generally more affordable to maintain, routinely finishing at the top of its (admittedly uncrowded) class in the annual AA Kinsey Report (which took into consideration a total parts basket price, comprising service, repair and crash parts). Of course, it’s worth keeping in mind some of the big-ticket items nevertheless remained pricey to replace.
Considering this model’s unusually lengthy lifecycle and its sustained popularity over that period, spares were fairly easy to come by, particularly when it came to “OEM-equivalent” parts. However, we have heard of a few rather puzzling instances of NP200 owners having to wait months for certain replacement components to arrive at Nissan dealerships, with services at official dealers also said to be rather pricey.
The 8V engine was the popular choice with fleet buyers.
Proven to hit high mileages: Though we obviously noted some instances of mechanical woes – as will always be the case with vehicles sold in such vast numbers – there’s no doubt that the Nissan NP200 proved itself as a bakkie capable of racking up considerable mileages. Indeed, the plucky little utility was widely employed by security firms, courier companies and other fleet users all over the country, while also often being the vehicle of choice for artisans (think plumbers, electricians and the like).
In 2017, Ampath Laboratories famously said its fleet of more than 200 NP200s had travelled some 25 million kilometres or “over a 500 times around the circumference of the Earth and half the distance to Mars”. At the time of writing, we found 6 units listed on Cars.co.za with more than 300 000 km on their respective odometers (some just a couple of years old!). Not quite as impressive as certain Toyota Hilux and Isuzu KB examples, but lofty mileages nonetheless.
What are the disadvantages of a Nissan NP200?
Some of Nissan’s marketing positioned the NP200 as a leisure bakkie.
Lack of creature comforts: Though Nissan sometimes referred to the NP200 as a “leisure” or “recreational” bakkie, it was first and foremost a workhorse. As such, private buyers might have been disappointed with the specification levels on offer, particularly when it came to the entry-level derivatives, which went without basic features such as aircon, never mind ABS or airbags.
Of course, the higher-spec variants that followed – as well as the subsequent rollout of optional air-con and safety packs – mitigated this somewhat, but some NP200s forever did without items such as electric windows, electrically adjustable side mirrors, an audio system and a height-adjustable driver’s seat.
The decidedly basic cabin of an early NP200.
Clutch (and miscellaneous) problems: During our research, we noted many owners complaining of clutch issues. We’ve heard of numerous instances of clutch judder (sometimes even on low-mileage vehicles and often traced back to a bad pressure plate), plus a few examples of clutch failure. Other common issues included starter-motor maladies, problems with the aircon system and overheating.
Ergonomic idiosyncrasies: Likely as a function of its underpinnings, the NP200 was saddled with a few ergonomic idiosyncrasies. For instance, the windscreen wipers were oriented for a left-hand drive vehicle, which resulted in a section of unswept glass just to the right of the driver’s forward gaze. In addition, the height of the load-tray walls meant rear visibility wasn’t the best. Furthermore, variants fitted with electric windows had their controls sited on the centre console rather than the door panels.
How much is a used Nissan NP200 in South Africa?
Early models are hard to come by today.
Models sold from early 2011 upgraded to a 6-year/150 000 km warranty (from the original 3-year/100 000 km cover), while a service plan was optional throughout the NP200’s tenure on the market. If the example you’re considering doesn’t have a complete maintenance history (with evidence of servicing at least every 15 000 km), move on to the next candidate… There are plenty of examples to choose from!
For all 3 engine options, Nissan SA recommended the timing belt be replaced every 90 000 km or 48 months, describing this as “the maximum lifespan which should not be exceeded”. If the vehicle was used mostly for short journeys (or towing), Nissan SA furthermore advised cutting this interval to 45 000 km. Check the maintenance history closely to ensure these recommendations have been followed.
Various factory-backed accessories were available for the bakkie.
At the time of writing, a whopping 83% of all Nissan NP200 listings on Cars.co.za featured a petrol engine. Fascinatingly, early models were particularly scarce, with 2023 being the most common model year (accounting for 30% of all listings), followed by 2019 (12%) and 2018 (11%).
Mileages varied from virtually zero (a few brand-new examples were on offer) to an indicated 330 500 km, with the latter achieved by a 2015 1.6 8V model. We discovered a further 5 examples with more than 300 000 km on their respective odometers, as well as 48 more that had covered in excess of 200 000 km. Predictably, white was the most popular exterior colour, with 90% of listings painted in this hue.
Below R100 000: As you may have guessed, the majority of NP200s on the market for under R100 000 were high-mileage examples, most of which were furthermore registered before 2014. The 1.5 dCi motor was even more scarce in this pricing bracket.
From R100 000 to R150 000: We found far more variety between these pricing bookends, where the most common model year was a more attractive 2018. Interestingly, it was here we discovered most of the special-edition ICE models on offer.
From R150 000 to R250 000: This was easily the most densely populated pricing bracket, while also featuring an increased percentage of diesel derivatives (at around 20%). We suspect most buyers would be shopping in this space, where we came across everything from seemingly well-looked-after 2015 models to almost-new vehicles with little more than delivery mileage.
R250 000 and up: Considering the most expensive NP200 available new at the end of this model’s lifecycle had a retail price of R253 800, we were a little surprised to find quite a few listings above this mark. Admittedly, many were virtually new examples, though we also discovered some 2022 models fitted with a raft of factory-backed accessories. The most expensive NP200 we found was a 2023 1.6 8V (with safety pack and air-con) with 1 500 km on the clock, listed for R289 900.
Which Nissan NP200 should I buy?
Models such as the NP200 Loaded featured extra kit, such as a front-loading CD sound system.
So, which derivative is the pick of the bunch? First, we’d suggest concentrating on the later model years, or at least the updated versions launched in late-2015. While there’s no real reason to avoid any of the 3 proven engine options (with the 8V K7M dating back to 1995, the 16V K4M to 1998 and the turbodiesel K9K to 2001), which motor you choose will be largely determined by your requirements.
Though the 8V unit lacked grunt, it was perhaps most fit for high-mileage duty (and the preferred option for fleet buyers). The 16V produced a bit more oomph (but used a claimed 8.0 L/100 km), while the 1.5 dCi was the most frugal with fuel, sipping diesel at just 5.3 L/100 km, according to Nissan.
Moreover, we’d avoid models not fitted with the available basic safety kit (in this case, ABS and a pair of airbags), while also pointing to air conditioning as a crucial feature in a country capable of serving up blisteringly hot summers. Finally, keep in mind Nissan SA offered a wide range of official accessories, from a stainless-steel sports bar and a tow bar to a neat tonneau cover and a range of approved canopies (fashioned from either stainless steel or fibreglass).
Is the Nissan NP200 a good used buy?
The NP200 was a workhorse, through and through.
Whereas it faced several half-tonne rivals in its early days, the NP200 had the market all to itself late in its life. Since the Mk1 Golf-based Volkswagen Caddy was axed a year before the NP200 hit the scene, one of the Nissan’s biggest battles was with the likewise locally produced Ford Bantam, which was put out to pasture in 2011.
The seldom-spotted Proton Arena was discontinued the very same year, while the Fiat Strada followed in 2012, before General Motors pulled out of South Africa at the end of 2017, sounding the death knell for the Chevrolet Utility (which was earlier badged as the Opel Corsa Utility).
The NP200 is the only half-tonner available in a recent model year.
So, the Nissan NP200 enjoyed an unusually lengthy lifecycle, which means it’s easily the most common half-tonner on SA’s pre-owned market. With no confirmed replacement on the horizon – from Nissan, or indeed any other manufacturer (though the next-gen Fiat Strada is said to have been pencilled in for Mzansi) – despite an obvious demand, NP200 prices in the used space are unlikely to fall anytime soon.
Does it make a good used buy? Well, though 2024 examples are virtually as rudimentary as those that rolled off the assembly line back in 2008, the NP200 has its strengths. More pertinent, perhaps, is the fact it’s the only choice for anyone requiring a relatively freshly built half-tonne single-cab bakkie today.
The new BMW X2 arrived in South Africa earlier this year and Jacob Moshokoa recently spent some time with the range-topping X2 M35i. In our latest video review, Jacob questions whether the new X2 is worthy of wearing an M badge. Watch the video!
When the first generation BMW X2 luxury compact SUV hit the market back in 2018, it received a lukewarm welcome from local buyers. With its focus on style rather than practicality, the X2’s appeal was restricted in a market offering a range of more practical, common-sense offerings.
Fast forward to 2024 and BMW has unleashed an all-new X2 and from the outside it looks significantly bolder than its predecessor. Importantly though, the new BMW X2 now has a larger footprint (it’s 194 mm longer and 21 mm wider). Importantly, it features a 22mm longer wheelbase, resulting in a more practical cabin for passengers and luggage. In fact, the load bay offers 560 litres of space, an increase of 90 litres over the previous generation X2!
Is the new BMW X2 worthy of an M badge?
So, the new X2 M35i has visual appeal and enhanced practicality but is its performance worthy of an M badge? Jacob Moshokoa wanted answers and he put the X2 M35i’s turbocharged 2.0-litre turbopetrol engine to the test. With 233 kW and 400 Nm of torque mated to a 7-speed dual-clutch automatic transmission, the X2 M35i is capable of a claimed zero to 100kph acceleration time of 5.4 seconds with a top speed of 250kph.
With pricing as of August 2024 starting from R1 223 936, the new X2 M35i is significantly pricier than the outgoing iteration of the luxury compact SUV, but the question remains, is it worth your consideration or are you better off looking elsewhere for your kicks? Note that a more affordable X2 sDrive18i M Sport is also available from R879 738.
This video review will help you decide, watch the video!
Also, be sure to watch our New BMW X2 Walkaround Review published earlier this year for more insight into the X2’s improved practicality.
Range Rover Sport SV Edition Two (2024) Price & Specs
Pricing for the freshly revealed Range Rover Sport SV Edition Two has already been announced. Here’s what this BMW-powered 467 kW performance SUV will cost in SA…
Remember the limited-run Edition One? Well, meet the Range Rover Sport SV Edition Two, which has already been confirmed for South Africa. In fact, the British automaker’s local division has even added pricing to its website.
So, how much will this new SV-badged Edition Two cost in Mzansi? Well, according to Land Rover South Africa’s website, pricing will kick off at R3 971 500, representing a R6 500 increase over the Edition One announced more than a year ago.
The front splitter features relatively subtle “Edition Two” branding.
So, what sets the Range Rover Sport SV Edition Two apart? Well, this latest version is offered in a choice of 4 new themes, each “carefully curated to ensure its assertive presence and sporting personality on the road”, according to Land Rover. The themes are Blue Nebula Matte, Marl Grey Gloss, Sunrise Copper Satin and Ligurian Black Gloss.
Each theme includes specific exterior paint colours, new carbon-fibre components and SV Performance seats in a range of colours (available in a choice of knit textiles or Windsor leather). Each unit furthermore gains “Edition Two” branding on items such as the front splitter, centre console and treadplates, with this lettering repeated in the puddle-lamp projection.
The Marl Grey Gloss theme.
The Blue Nebula specification (as shown in the main gallery above) features a matte paint finish paired with the new Satin Forged Carbon exterior pack, a painted carbon-fibre bonnet and black 23-inch forged alloy wheels (framing Blue Nebula brake callipers). Inside, this derivative’s SV Performance Seats are finished in Light Cloud and Ebony Windsor leather.
Meanwhile, the Marl Grey Gloss theme comes with the Gloss Carbon Twill exterior pack, an exposed carbon bonnet, 23-inch gloss carbon wheels and copper-coloured brake callipers, offered in conjunction with a Rosewood and Ebony Windsor interior.
This is the Sunrise Copper Satin theme.
Then there’s the Sunrise Copper Satin option, which furthermore features the Satin Carbon Twill exterior pack, a painted carbon-fibre bonnet and a black 23-inch forged alloys (this time complemented by red anodised callipers). Inside, the seats are upholstered in Ebony Windsor leather as standard.
Finally, the Ligurian Black Gloss theme mixes the Satin Carbon Twill exterior pack with an exposed carbon bonnet, 23-inch gloss carbon wheels and yellow brake callipers, plus a Cinder and Ebony interior in knit textiles and “Ultrafabrics PU”. In each case, the buyer has the choice to specify alternative wheel designs and brake-calliper hues, plus different interior upholstery.
Ligurian Black Gloss theme, anyone?
Just like the Edition One, this latest version employs the so-called P635 powertrain, a BMW-sourced (S63-series) twin-turbo 4.4-litre V8 electrified petrol engine. As the hottest Range Rover Sport yet, the 8-cylinder mild-hybrid motor sends 467 kW and 750 Nm (or 800 Nm for a brief period in Dynamic Launch Mode) to all 4 corners via an 8-speed automatic transmission.
That sees this model outgun the previous-generation Range Rover Sport SVR, which offered 423 kW and 700 Nm courtesy of its supercharged 5.0-litre V8 engine. Like the Edition One, maximum speed for the Edition Two stands at 290 kph and the 0-100 kph sprint is completed in a claimed 3.8 seconds, a figure that improves by 1-tenth when the vehicle is “fitted with all lightweight options”.
How much will the Range Rover Sport SV Edition Two cost?
Range Rover Sport SV Edition Two – R3 971 500
The price above includes a 5-year/100 000 km warranty and a maintenance plan of the same duration.
The latest Bentley Continental GT Speed drops the iconic W12 in favour of a new V8 hybrid powertrain. Here’s how much the most powerful Bentley ever will cost in SA…
In June 2024, the latest Bentley Continental GT Speed was revealed, debuting as the most powerful road-going series-production Bentley ever built. Now, ahead of its arrival in South Africa – in both GT coupé and GTC convertible body styles – Cars.co.za can reveal local pricing.
As a reminder, the Continental GT Speed has ditched Bentley’s legendary turbocharged 6.0-litre W12 engine (485 kW/900 Nm) in favour of a likewise twin-turbo 4.0-litre V8 plug-in hybrid electric (PHEV) powertrain, complete with 400-volt electrical architecture. With peak system outputs rising to a whopping 575 kW and 1 000 Nm, this model becomes the most powerful series-production Bentley yet.
Similar to the PHEV powertrain offered in other high-end Volkswagen Group models (such as the Lamborghini Urus SE), the 441 kW V8 petrol engine combines with a 140 kW electric motor nestled within the housing of the standard 8-speed dual-clutch transmission. Courtesy of a 25.9 kWh battery pack mounted behind the rear axle, the all-paw Continental GT Speed has a claimed all-electric range of 81 km.
The Crewe-based automaker says the 4-seater coupé will complete the obligatory 0-100 kph sprint in just 3.2 seconds (4-tenths quicker than the outgoing W12 version), with the cabriolet taking a claimed 3.4 seconds (an improvement of 3-tenths). The Continental GT Speed’s listed top speed is a heady 335 kph, while the GTC-badged version maxes out at an electronically limited 285 kph.
For the record, the open-top GTC features a 7-bow fabric roof system that will be available in a range of 7 colours. According to Bentley, the roof is deployable in 19 seconds at speeds up to 48 kph.
So, how much will the latest Continental GT Speed cost in South Africa? Well, the base pricing we managed to dig up was kindly confirmed by the ever-knowledgeable vehicle-information specialists over at duoporta.com.
The Continental GT Speed V8 Hybrid Coupé will start at R7 500 000 with the standard 3-year Driveplan, or at R7 700 000 should the customer specify the 5-year Driveplan instead. The Continental GTC Speed V8 Hybrid Convertible, meanwhile, will kick off at R8 225 000, a figure that rises to R8 425 000 with the longer maintenance contract selected.
Both 2-door models benefit from the British firm’s new “Performance Active Chassis”, which includes an electronic limited-slip differential, all-wheel steering, torque vectoring (front to rear and across the axles), an active anti-roll system and a new generation of electronic stability-control software. Furthermore, the latest Continental GT Speed debuts a fresh dual-valve damper system as well as new dual-chamber air springs.
How much will the latest Continental GT cost in SA?
Finding a value-for-money family sedan in the new vehicle market is difficult enough, but add superb efficiency as a prerequisite and you’re left with the Toyota Corolla 1.8 Hybrid XR. Not to worry, however, it may well be all the car that you’ll ever need…
The Corolla Hybrid and its petrol-electric stablemates owe their existence to the 1st-gen Prius – the world’s first mass-produced petrol-electric hybrid car, which was launched in Japan in 1998. But even when the brand started selling an updated model in some overseas markets, the Prius was still regarded as a novelty. Eventually, it became known as the vehicle of choice for the environmentally conscious (and often ridiculed, because of it). That was before the arrival of the battery-electric vehicle (EV), of course.
Since then the Prius has arguably become even more obscure, perhaps mostly due to its bizarre styling. The (admittedly more attractive) 5th-gen Prius is not available in Mzansi, but the lessons learnt with Prius are at the heart of a range of Toyota vehicles. Want a hybrid medium SUV? There is a RAV4 for you. A crossover? Consider the Corolla Cross! And if, for some reason, you are unwilling to jump on the crossover or SUV bandwagon, you can still have a Toyota hybrid, in the shape of the Corolla sedan.
In many ways, the Corolla Hybrid Sedan’s continued existence seems a bit odd. The decline in popularity of the sedan body shape in general is well known. Toyota also builds the smash-hit Corolla Cross (including the hybrid variants) in South Africa, and they’re more affordable. It begs the question; who is the Toyota Corolla Hybrid Sedan aimed at?
To set the scene for this review, a couple of years ago, we spent a few weeks evaluating the Toyota Corolla 1.8 Hybrid SX variant (then equipped with the older, 4th-gen petrol-electric drivetrain) – you can read more about it and watch a video review here: Toyota Corolla Hybrid – What it’s like to live with.
In late 2022, Toyota South Africa gave the Toyota range a mild update, which included installing the 5th-gen petrol-electric drivetrain in its hybrid derivatives. We recently spent 3 months testing the range-topping Toyota Corolla 1.8 Hybrid XR derivative and herewith are our findings…
What we like about the Toyota Corolla Hybrid Sedan
Efficiency
Let’s kick off with what is likely to be the most obvious purchasing consideration – fuel efficiency. As with the Prius and the Corolla Cross Hybrid, the hybridised Corolla Sedan is powered by a combination of a 1.8-litre, 4-cylinder petrol engine and an electric motor drawing power from a Lithium-Ion battery pack.
Maximum system output is 103 kW and 142 Nm. Note: the combined power output of the hybrid system in the Corolla Sedan is 13 kW more than that of its Corolla Cross counterpart, but the torque is the same.
You can monitor the hybrid system’s energy flow on the Corolla’s infotainment screen.
Power goes to the front wheels via a continuously variable transmission (CVT) and, provided a sufficient charge level is available, the Corolla can be driven on electric power alone at lower speeds (such as in traffic), for notable distances. Toyota claims a, well, brilliant average consumption figure of 3.9 L/100 km!
During our test period, we consistently averaged around 4.5 L/100km, which is truly exceptional in the real world. One of the testers managed to achieve 3.1 L/100 km with an ultra-conservative driving style.
During the Corolla Hybrid Sedan’s tenure in our test fleet, we averaged under 5 L/100 km with little difficulty.
Again, it is worth noting that the Corolla Hybrid Sedan is claimed to be more efficient than the Corolla Cross 1.8 Hybrid. And if you’re really counting the kilometres between fuel stops, then keep in mind that the capacity of the Sedan’s fuel tank is a not-insignificant 7 litres higher than that of the Corolla Cross.
The Corolla Hybrid Sedan doesn’t feature the Prius’ outlandish styling, which gives it far greater general appeal.
Overall, the Toyota Corolla 1.8 Hybrid XR is a vehicle that rewards relaxed, smooth driving with exceptional efficiency and comfort. That’s not to say that it is underpowered, however…
Select “Power” mode and it certainly becomes more responsive to throttle inputs, and with a (tested) 0-100 kph time of 9.88 seconds, it can’t exactly be described as slow. It just doesn’t pretend to have any sporty pretensions. A CVT drone is your “reward” for driving it in a ham-fisted manner.
The left console button activates pure-electric mode (when available) and the right one toggles between drive modes.
Out on the open road, and loaded with passengers and luggage (as well as items on the roof), fuel consumption predictably suffers. On one 800-km round trip, we averaged (a still excellent) 6 L/100 km.
Features and Comfort
Toyota offers 2 derivatives of the Corolla Hybrid Sedan in South Africa, the XS and the XR. The difference between the two is that the pricier XR (by around R20 000), as featured here, comes fitted with features such as; built-in navigation, rear cross-traffic alert, blind-spot monitoring, rain-sensing wipers and an electrochromatic rear-view mirror. It has to be noted that even the XS is a comprehensively equipped vehicle, and you may very well want to consider taking the R20k saving…
The Corolla Hybrid Sedan’s cabin exuded excellent build quality, especially after we drove on gravel roads for quite a while.
As you would expect, the Corolla is a beautifully built machine. We ventured onto rough gravel roads rather often, and its cabin never emitted creaks or rattles. What helps is the fitment of 205/55 tyres on 16-inch wheels. Yes, bigger wheels would have significantly added visual appeal, but the upside is that the plump tyres certainly play a role in delivering exceptional ride comfort, across a variety of terrain.
Whereas 16-inch alloys seem puny by modern standards, they’re fitted with plump tyres that help to absorb road imperfections.
And if you are going to traverse routes with broken surfaces often, then the fact that the fitment of 16-inch wheels is paired with the inclusion of a full-size spare wheel is even more welcome. Corollas fitted with 18-inch wheels, for example, come with space savers (including the Corolla Cross…)
The Corolla Hybrid Sedan has a neat cabin layout and offers superb comfort for all occupants.
Finding a comfortable driving position shouldn’t be a problem; the driver’s seat is electrically adjustable (including height) and the steering column has generous scope for rake- and reach adjustment. The seats themselves are superb on the long road and seat heating in front is standard (a nice touch).
With a 2.7m-long wheelbase, the Corolla offers excellent front and rear occupant space. Moreover, the sedan’s quoted luggage capacity is no less than 470 litres, which makes its boot more capacious than the Corolla Cross’ load bay (a claimed 440 litres). There are 2 minor criticisms of the load area, however.
Owing to the Corolla Hybrid Sedan’s generous wheelbase, rear occupants are afforded reasonable legroom.
Firstly, while the rear seatback is split 60:40 and can fold down to increase load space, the opening is rather shallow, limiting the ultimate versatility on offer. What’s more, the boot lid’s arms extend deep into the luggage area, so be careful not to pack easily damaged items towards the sides of the compartment.
Front seating heating and a wireless charging pad were 2 of the Corolla Hybrid Sedan’s most popular features.
That’s it as far as criticisms go, however, because the rest of the Corolla’s cabin environment is very well thought out. There is a convenient charging pad at the base of the fascia, the automatic climate control works a treat and the touchscreen infotainment system’s menu is intuitive. This XR variant also features built-in navigation, so it’s not even necessary to pair your phone (which, of course, you can still do).
Built-in navigation seems old-school, but you’ll appreciate it when navigating in areas where cellular data is unavailable.
Another area in which the Toyota Corolla 1.8 Hybrid XR shines is safety. Yes, the number of airbags (7) and the fitment of a multitude of active safety features is impressive, but even more so is the fact that none of the systems are intrusive or overly “nannying”.
The Corolla Hybrid Sedan comes equipped with numerous safety features, which are thoughtfully implemented.
In modern cars, we often find that active lane keeping, for example, gets implemented with such vigour (and alarm bells) that instead of preventing an accident, it almost causes one (through distraction). But in the Corolla, the steering just gently nudges you back into your lane… no bells, or flashing lights.
Similarly, the rear cross-traffic alert (one of the most underrated safety features), works when needed and not in a way that causes shock. It’s very refined, very considered and very measured… We like that.
Purchasing considerations
As highlighted elsewhere in this article, the Corolla Hybrid Sedan will appeal to sensible buyers who place a priority on safety, efficiency and comfort. In all those areas it delivers brilliantly. At face value, it may appear to be a conservatively specced vehicle – and one could easily argue that it is – but there is something deeply appealing about a car that eschews the fads of fashion in favour of common sense.
What makes the purchasing argument for the Corolla 1.8 Hybrid XR even more compelling is that it is a product of Toyota – the 2023/24 Cars.co.za Consumer Awards, sponsored by Absa Brand of the Year. It means owners (not journalists) rate this brand the highest for customer service, reliability and product satisfaction and, that’s before we mention the variant’s comprehensive warranty and service plan…
Price and After-sales support
The Toyota Corolla 1.8 Hybrid XR sells for R570 200 (Aug 2024). The price includes a 3-year/100 000 km vehicle warranty, 8-year/195 000 km hybrid battery warranty and 6-services/90 000 km service plan.
If you’re looking for a fashionable crossover – as many new-vehicle buyers do – consider the Corolla Cross variant, but keep in mind that spec-for-spec the Sedan’s higher price appears to be justified. If you specifically want a comfortable, safe and super-efficient sedan, you have to spend nearly R1 million on a small turbodiesel model from a premium brand. The Corolla Hybrid Sedan simply doesn’t have any competition in the local market. This is an excellent car that deserves to sell in far greater numbers.
Lexus has introduced its 2nd plug-in hybrid electric vehicle (PHEV) as the flagship variant of the NX range. Considering the newcomer costs “only” R110k more than its hybrid sibling, does the NX 450h+ F Sport represent this segment’s ideal starter EV?
Lexus has had considerable skin in this electric game for quite some time now. It conceived the world’s first hybridised SUV with the RX450h in 2008 and lest we forget, the marque is the premium arm of the same manufacturer that blessed (we’re being polite) us with the underappreciated Toyota Prius.
Fast forward to today (about 9 years since the launch of the original AZ10-series NX) and I find myself, quite favourably, at the helm of the 2nd-gen NX – a mid-sized luxury SUV that straddles the line between suburban EV and petrol-swilling warm hatchback. I like it very much, but we’ll get to that just now.
Don’t think alt fuels, think all fuels
I’ve been droning on how EVs are great, fun-to-drive even – but no long-term solution for powering our passenger cars. Rather, I think we should adopt as many means as we can so as not to create another resource bottleneck. Fortunately, TMC has recognised the value in diversifying its product portfolios, hence fossil fuel options live on alongside EVs and the occasional dalliance in hydrogen and synthetics.
This brings us neatly to the plug-in hybrid drivetrain in the flagship NX 450h+ F Sport PHEV, yours for R1 336 200 (August 2024). Look, I did say premium, and you could call it sporty too in terms of aesthetics and athleticism. Combined outputs of 227 kW and 227 Nm are on offer here thanks to a 2.5-litre 4-pot petrol engine working hand in hand with a new electric motor and generator across the front axle.
The reward is a claimed 0-100 kph sprint time of just 6.3 seconds with an almost laughable (but in a good way, mind you) greenhouse gas (CO2) emissions of between 20 and 29 g/km. And an even more hilarious stated average fuel consumption of 1.3L/100 km. No, this isn’t a typical gas-guzzling SUV.
For that claimed efficiency, you can thank, in part, the new fully electric EV mode selectable via the HV Control System, enabling the Lexus NX with a pure electric range between 50 km and 70 km, making it quite useful as a “daily”. One sans range anxiety since the electric motor is always ready to take over.
In fact, it can be deployed in CHG (Battery Charge) mode to hold the charge in the 18.1 kWh Lithium-ion battery as is, thus eliminating the fear of a one-way trip. You can charge it at home too, in 8 hours via the 10A charging cable. At a public power point, you can accomplish the same in 2.4 hours via a 32A cable.
A Lexus NX 450h+ F Sport specified with the F Sport Hazel interior scheme.
Once you’re all powered up, the aforementioned performance is available to you via your right foot and a leather-trimmed ‘wheel, as the team of motors do their electric slide via Lexus’ all-wheel drive system dubbed E-Four. So, you’ve got loads of grip to exploit in what is quite a dynamic package for an SUV.
The typical array of drive modes is still available (including Eco, Sport and Sport+) since this flagship variant is, in fact, part of the F Sport family. Consequently, it is also styled like one – instead of using a compass and protractor, the artist seems to have wielded a chisel and calligrapher’s brush in penning the aggressively raked lines. The result is immediately familiar: a Lexus looks like a Lexus, looks like a Lexus.
But then, little else does – from that gaping F Sport maw, striking brightwork and distinctive LED lighting elements that incorporate adaptive high beams fore, and an LED bar at the rear (to bookend its iconic profile). The exterior can be had in 10 colours including White Nova and Poseidon Blue – 2 of which are exclusive to the F Sport. I chose one in Sonic Titanium, perched on darkened 20-inch alloy wheels.
When I slip into the bolstered sport seats of the leather-clad cabin, I find it stylish and sharp, yet cossetting and welcome, loaded to the gills with tech and features. The interior has been finished off in 4 distinct colours, and you can appreciate them bathed in natural lighting via a tilt-and-slide sunroof.
There are heated seats (electrically adjustable at the front, with memory function for the driver), a head-up display, an Apple CarPlayAndroid Auto-compatible 14-inch touchscreen infotainment system with surround-view monitor, as well as a wealth of safety equipment and tech (incl Lexus Safety Sense).
A Lexus NX 450h+ F Sport specified with the optional F Sport Flare Red interior scheme.
Connectivity abounds thanks to a wireless phone charger and 5 USB ports, but audiophiles will have to make do with Lexus’ own premium audio sound system for now. The more high-end Mark Levinson items only arrive next year. Oh, and before I forget… Thanks to a clever deployment of parking sensors and help from the Brake Assist feature, the Lexus NX 450h+ F Sport PHEV can essentially park itself.
Beyond this, there are still reams and reams of perks and hop-ups to be enjoyed, but perhaps the nicest surprise for road-tripping South Africans is the fact that luggage space has not been adversely affected by the inclusion of hybrid batteries in this plug-in derivative, load capacity still sits pretty at 520 litres.
A Lexus NX 450h+ F Sport specified with the optional F Sport Flare Red interior scheme.
The prices above include a 7-year/105 000 km warranty and a 7-service/105 000 km maintenance plan. Hybrid derivatives furthermore benefit from an 8-year/195 000 km warranty on the battery pack.
In a motoring world that’s highly curious about the kind of power that comes from a plug, Lexus offers an attractive prospect with a safety net in the shape of the existing petrol-brandishing network of service stations across the land. That it’s an accomplished Executive SUV is a wonderful bonus. For premium-car buyers, the Lexus NX 450h+ F Sport represents a range-anxiety-free gateway to EV ownership.
