New Citroën C3 Aircross undercuts outgoing model by R105k
The new Indian-built Citroën C3 Aircross undercuts the outgoing European version by more than R100 000 in South Africa, while also offering the option of 7 seats…
Stellantis South Africa continues its drive to reposition Citroën as the group’s most budget-friendly brand with the launch of the new Indian-built C3 Aircross, which Cars.co.za can confirm will undercut the outgoing European-made version by as much as R105 000.
It’s the next step in a strategy that first came to light back in May 2023, when Citroën’s local line-up welcomed the Indian-sourced CC21-generation C3 as a cut-price replacement for the European C3 hatchback. Logically, that blueprint will now be applied to the C3 Aircross, too.
The made-in-India C3 Aircross is larger than the Euro-spec model it will replace.
As a reminder, the outgoing C3 Aircross is imported from Spain (where it’s built at the Zaragoza plant), with the local range comprising 2 derivatives: the 1.2T Feel 6AT (R449 900) and the 1.2T Shine 6AT (R474 900). The new CC24-generation version will instead be imported from Citroën’s Tamil Nadu plant in India, which produces this new model for markets in South East Asia and Africa.
So, how much will this latest C3 Aircross cost in South Africa? Well, Cars.co.za can confirm that the local line-up will again comprise 2 variants, but that the starting price will drop by as much as R105 000. Yes, the new C3 Aircross Max 1.2T 6AT will be priced at R344 900, while opting for the 7-seater version (or, perhaps more accurately, the “5+2 seater” option) will add R10 000, taking the price to R354 900.
The new C3 Aircross will be available as a “5+2 seater” as well.
The new made-in-India model will again use the Stellantis group’s familiar turbocharged 1.2-litre, 3-cylinder petrol engine, generating an unchanged 81 kW and 205 Nm. At launch, the only transmission on offer will be a 6-speed torque-converter automatic, driving the front wheels (though a derivative pairing a manual gearbox with a naturally aspirated engine is scheduled to arrive in the final quarter of the year). Claimed combined fuel consumption is listed as 6.3 L/100 km.
The CC24-series C3 Aircross measures 4 323 mm from nose to tail, making it a considerable 181 mm longer than the model it replaces. This crossover’s wheelbase comes in at 2 671 mm (up 67 mm on the outgoing version), while it stands 1 796 mm wide and 1 654 mm tall. Ground clearance is 200 mm.
The local range is expected to comprise 2 derivatives at launch.
According to the French automaker, the 5-seater model’s rear headroom and kneeroom are both “class leading”. Interestingly, in the 5+2 seater, the 2nd row is mounted slightly further forward, with its bench seat splitting in a 70:30 ratio (the smaller section on the kerbside folding and tipping to allow access to the 3rd row of 2 pews).
Citroën describes the removable individual seats in this final row – which benefit from roof-mounted air vents – as “ideal for children”. With these 2 seats removed, the 5+2 seater offers a claimed 511 litres of luggage space, a figure that falls to 347 litres with both seats in place but folded down. The standard 5-seater, meanwhile, has a listed luggage capacity of 444 litres.
In India, the new model is available with a 10-inch touchscreen.
Standard features for both SA-spec models include 17-inch alloy wheels, front foglamps, LED daytime running lights, a leather-trimmed steering wheel, a 10-inch touchscreen infotainment system (with Apple CarPlay and Android Auto) and a 7-inch TFT instrument cluster. Safety features include ABS with EBD, dual front airbags, electronic stability control, hill-hold control, tyre-pressure monitoring, rear parking sensors and a reverse-view camera.
*This story was originally published on 4 July 2024 and has since been updated with confirmed specifications.
How much does the new Citroën C3 Aircross cost in SA?
Citroën C3 Aircross Max 1.2T 6AT – R344 900
Citroën C3 Aircross Max 1.2T 6AT 7-seater – R354 900
The prices above include the brand’s standard 5-year/100 000 km warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km).
Over the last decades, we’ve had various versions of the 911 in safari and rally trim. However, none of these were ever based on the 996. That changed when one South African enthusiast decided to build his own Porsche 911 “Safari”.
IMAGES: Rob Till
It is always interesting to listen to an enthusiast’s path to Porsche. This is particularly the case if the path included some great Porsche 911s, but even more so when they eventually end up building their own car.
“I’ve always been a car guy, from when I was a boy. The love for Porsche came later in my life, however. When I finally had some money to spend on a sports car, I bought a 997 Carrera S,” says Johan de Bruyn, the creator of this 911 “Safari”.
“I then realised I’d never again look to a BMW or Mercedes-Benz to give me my thrills.”
Porsche journey
Johan bought a couple of GT3s and RS variants and got sucked into what Porsche offers and represents. He also raced with a classic 911 in the local Historics Class and topped it all off with a 997 Cup car.
During his racing excursions, he met Phillip Visser. The latter has a long career as a race-car builder and race technician, for privateers as well as OEMs like Volkswagen, and he works on several of Johan’s cars.
Johan explains when and how the idea originated to build this Porsche 911 “Safari”. “During 2020, when I had two knee replacements, I had some time to read and I realised everyone was doing resto-mods, but no one was doing anything with the 996-series model.
“Enthusiasts have been looking down on the 996 for a very long time, but I like the lights and overall design of the car. I started doing some research on the Internet. You can buy nearly any aftermarket off-road, rally-inspired part for most Porsche 911s by searching online. However, when I searched for parts for a 996, I discovered there was nothing.
“We searched some more and realised that no one had been through the design and development processes to build a 996-series Porsche 911 “Safari”. We found 1 car in Russia, but that was more for racing and was not really road-friendly. Then we decided to buy a 996 and develop it into a Safari car.
The origin of the Porsche 911 ‘Safari’
“We first had to sit down and decide what the purpose of the car would be. We wanted the practicalities of a daily driver; it shouldn’t be too loud, it should have a unique design, and then most importantly, you should be able to tackle gravel roads with your friends in their Ford Ranger Raptors.
“It should have improved suspension, but the airbags, aircon and radio should be functional. We decided on a Carrera 4S because the wider body, improved power delivery and improved brakes appealed to us.”
Unsurprisingly, the 996-series Porsche 911 ‘Safari’ project had its challenges, but Phillip is happy to discuss them: “One of the 1st challenges was to fit the larger wheel-and-tyre combination – the radiators and suspension cross members were in the way. Then, the front track was too narrow compared to that of the rear track for an off-road car. Here you want the rear tyres to follow in the tracks of the fronts.
Upgraded suspension and engine
“So, we looked at the amount of space we had, what and how we could shift things around and what size tyres we could fit. We spoke to Reiger regarding the shock absorbers, discussing how much wheel travel we would like and how much space we have to work with.
“The result is that we have close to 200 mm of wheel travel on each corner and an enormous 280 mm of ground clearance. The control arms at the front are 120 mm wider in total and at the rear around 60 mm. The top mounts for the McPherson struts I had to move outwards and the drive shafts are longer.
“The engine is mostly standard, although we replaced the IMS bearing, removed the catalytic converters and fitted performance headers. Local exhaust specialist Van der Linde Systems built the exhaust as a custom project. It’s a beautiful system, but unfortunately hidden behind the custom rear bumper.”
Further upgrades to the Porsche 911 ‘Safari’
“The entire bottom of the car has been covered, at the front by a 3 mm thick steel bash plate, and from the middle of the car rearwards, a polyurethane-coated 5 mm aluminium plate does duty. This is, of course, to protect all the mechanicals underneath the car when taken off-road.”
Staying at the rear, a limited-slip differential was fitted to put the torque down more effectively. The unique wheel arch extensions and rear wing are made from glass fibre, finished by hand after moulding.
Parts like the metal bumper extensions were designed using CAD software, while other parts were 3D printed. Suspension parts, like the lower control arms, are made from 7075 aluminium, CNC machined and hot anodised thereafter.
Johan continues: “Phillip lives 250 km from me, so the design and build process took some time. Hundreds of pictures were shared backwards and forwards over the first year-and-half to make sure we were on the same page.”
The green-accented cabin
The seats are light and quite unique, as they are made from carbon-fibre… and have an interesting story behind them. Phillip explains: “At some stage in my working life I managed to get a hold of these 2 Mercedes-McLaren SLR carbon-fibre shells. I’ve had these seat bases for probably around 15 years knowing that somewhere along the line I’d find a use for them.
“When we started this project, I decided that these seats would be a perfect fit. Cushions were made for the bases and the seat backs were painted in the same colour as the car.”
Additional details
On the luggage lid (some might refer to it as the frunk) a set of 4 IPF spotlights have been fitted. Phillip designed and made the mould for the cover himself. It is arguably, along with the Thule Canyon XT roof rack carrying a spare wheel, the main exterior features that clearly show off this 996’s true intent. As with some of the suspension parts, Phillip himself had to design the brackets to make the roof rack fit.
From the day Phillip opened his toolbox to start stripping the 996-series Porsche 911 Carrera 4S until the date that the project was completed took around 18 months, with designing and discussions happening on the trot all along during this time. Needless to say, the second car took much less time.
Specifications
Model: 2003 Porsche 911 (996) Carrera 4S “Safari”
Engine: 3.6-litre, flat-six cylinder
Power: 235 kW at 6 800 rpm
Torque: 370 Nm at 4 250 rpm
Transmission: 6-speed manual
Wheels & tyres: 235/55 R18 tyres, OZ Racing 18-Inch, 8J wheels
0-100 km/h: >5.1 seconds
Top speed: <280 kph
Behind the wheel of the Porsche 911 ‘Safari’
Parked outside Pretoria on a dark gravel road, sitting on raised suspension, with off-road tyres and solid metal bumpers, the 911 “Safari” looks much more purposeful than an arguably anodyne standard 996.
As I get into the car, the tasteful colour-coordinated inserts catch my eye: parts around the infotainment system and ventilation controls, as well as the transmission tunnel and handbrake lever, have been painted the same hue as the car’s exterior; the latter being a slight variation on Porsche’s Olive Green.
Today, this Highveld gravel road with tall grass borders resembles a stage of the East African Safari Rally!
The Porsche’s seats feel solid and sturdy. I initially thought they may lack sufficient padding, but this is not the case and I settle in easily. I reckon even larger figures will get comfy without much trouble.
The rest of the cabin is pure 996, with the carpet on the door trims and small rear seats still in place. With the fixed front seats (but still fitted to their rails), the rear ones are best used as luggage space.
Although the car is 2 decades old, the rest of the cabin (with standard instrumentation and switchgear) is in relatively good condition… but the view over the bonnet is unlike any other 911 I’ve driven.
The rear of the spotlight cover is clearly visible and it immediately makes you imagine that you’re Swedish rally ace Björn Waldegård! Even if you might sit higher off the ground thanks to the raised body, the driver’s seat is still close to the floor, so the driving position remains very much that of a sportscar.
Driving the car at speed on gravel surfaces varying from smooth to heavily pockmarked, the pliancy and breadth of ability provided by the suspension and tyre combination is impressive. It requires a bit of a mind shift to adapt to the fact that you don’t need to swerve to avoid every pothole or bump in the road.
Even though the “Safari” weighs more than the standard car, its 235 kW is more than enough to make things exciting – it confirms that you need less power on a gravel road than on tarmac to have fun. The all-wheel-drive system distributes a small percentage of the torque to the front axle, but when you apply enough throttle the rear will easily step out on gravel surfaces to give you that rear-wheel-drive fizz.
The car feels confident in its new role and there is nothing to stop you – once you have loaded a few tools and equipment – from tackling the gravel roads strewn throughout Southern Africa for a very pleasant multiple-week road trip.
Back on the road, the capabilities of the Porsche 911 “Safari” are immediately apparent. The car still pulls strongly right around the dial to just over 7 000 rpm, while the slick-shifting gearbox is in line with the shift quality I’ve experienced on other 996-series 911s I’ve driven. It is only during heavy cornering and under braking that you realise there is more body roll and dipping from the body and suspension…
Summary
Overall, Johan’s lovingly crafted 996-series “Safari” still offers a 911-like driving experience. As he jokes: “The ‘Safari’ is meant to be able to tow other 4x4s out of tricky situations when they get stuck, while still offering that typical 911 experience.” There are already several buyers who agree with him.
An all-new version of the Toyota Land Cruiser Prado doesn’t come around very often, so when one does, you sit up and take notice. We attended the local launch of the new Prado to see if it meets the high standards set by its maker – let alone its rivals!
What’s new on the Prado?
There is going to be a debate as to whether you prefer flat or round lights on your Prado.
It’s been 15 years since the previous-gen Prado landed on local shores. The J150-series model proved a remarkable success for Toyota South Africa Motors right up until last year (2023); it notched up steady sales numbers throughout the 14 years it was on the market. That’s a testament to the strength of the Prado nameplate, because despite undergoing several updates throughout its lifecycle, the outgoing model’s tech was relatively ancient. The J150’s ladder-frame platform was also starting to feel a little tired and lacking in adaptability compared with the likes of the Land Rover Defender and Discovery.
But Toyota’s done with its history lesson (for now, anyway) because this new Prado utilises the Land Cruiser 300 platform, which was introduced in 2021. The Prado sits below the Land Cruiser 300; it’s a 7-seater SUV with luxury finishes and -technology, but unencumbered with the heft of its large off-roader sibling and powered by a more fuel-efficient turbodiesel. Also, it’s more affordable than the LC300.
With the new chassis comes a fresh interior with more modern functionality and ergonomics. There are also more 4×4 features available to the driver to make hardcore off-roading more accessible to those who aren’t hugely confident “sending it” over rocks, into the dunes… or the Mozambican countryside.
Is the turbodiesel good enough for the Prado?
Just one engine is available at the moment.
Surprisingly, the Prado utilises a less powerful version of the 2.8-litre 4-cylinder GD6 turbodiesel unit in the Hilux GR-Sport. Instead of 165 kW/550 Nm, it makes do with 150 kW500 Nm, but Toyota says that those outputs suit the vehicle’s attributes better, allowing for smoother acceleration more befitting of a luxury off-roader.
We drove the Prado on the roads of Maputo before heading for the dunes in the South. While we adhered to the region’s 100-kph speed limit (believe it or not), the Prado seemed settled at that speed with plenty of overtaking ability in reserve. A fairer test will take place when we get the Prado for a full evaluation in a few weeks’ time. What was noticeable at cruising speeds of 80-100 kph was the newcomer’s fuel consumption return of 7.1 L/100 km – quite excellent for a car running in 4×4 mode the whole time.
The new 8-speed automatic transmission marks a vast improvement over the previous-gen 6-speed ‘box, with more seamless shifts and less vibration noticeable in the cabin. I can’t yet speak to the towing capability of the Prado, but I would expect it to be sufficient for everything but the heaviest of loads. Toyota did hint at potential “new energy” derivatives that could improve power and torque for towing.
What’s the Prado like on and off-road?
The Prado now makes difficult off-roading more accessible no matter your experience level.
The Prado has tough competition in the form of the very capable and stylish Land Rover Defender. The Defender is one of the most adaptable cars of all – a brilliant off-roader that can handle city commutes easily and comfortably. However, the Prado feels like it might be a match for the Defender in that regard.
The new platform makes the Prado a far more usable everyday vehicle than its predecessor because it doesn’t lean and roll as much as it used to. On the First Edition and VX-R variants, you get an adjustable stabiliser bar, which allows the Prado generous wheel articulation (the distance that a wheel can move up and down) for off-road use, but then when engaged, it reduces that travel to make the SUV less wallowy on-road. It’s a clever system that aids the Prado’s on-road refinement, which did need improvement!
We did most of our driving in beach sand, hard-pack dirt roads and a section of sand. The Prado feels unflappable off-road and while some of the buttons and systems can be overwhelming (I recommend getting some instruction if you aren’t an off-roading aficionado) you can resort to the Multi-Terrain Select system (it allows you to toggle through terrain types such as Sand, Mud and Rocks) and let the vehicle select the best settings for each surface.
Best of all? Even if you do manage to get your Prado stuck, it has the Crawl Control system from the LC300, which is something you have to see in action to believe. It slowly tests each wheel for traction and attempts to free the vehicle at a (very) slow speed – all you might need to do is move the steering wheel from side to side and, especially in soft sand, the vehicle magically manages to free itself.
What’s the practicality of the Prado like?
A much-updated interior was needed and the Prado got it.
The new Prado is notably bigger than before: 45 mm longer, 95 mm wider and with a 60 mm longer wheelbase. With that comes more cabin space. Rear occupant space is very good and on the VX-R and First Edition derivatives, the rearmost seats fold electrically, making it much easier to raise or lower them. Compared with its predecessor, the Prado’s load bay is bigger in 7-seat mode and huge in 5-seat mode.
Up front, there are 3 USB-C ports, as well as a wireless charger in all derivatives except the entry-level TX. The TX also makes do with a smaller infotainment screen and instrument cluster – if I was paying R1.3 million, I’d feel a bit short-changed by the TX’s spec. All variants feature heated and ventilated seats, Wireless Andriod Auto and Apple Carplay compatibility and dual-zone climate control, however.
Pricing and after-sales
The Land Cruiser Prado ships standard with a 3-year/100 000 km warranty and 9-services/90 000 km service plan.
This generation may end up being the best-selling Prado if it also lasts for 14 years.
The new Toyota Prado is the real deal. It’s a car that can do everything without feeling cumbersome to drive. I haven’t mentioned the design yet, and that’s because I think Toyota has nailed the retro look of the Prado on the First Edition (round lights) – but those are pretty much already all sold out. Having to settle for a standard rectangular light model might upset me, but Toyota says they will sell you a round light package if you want it (I’m also not sure how I feel about having a fake First Edition).
With a starting price of R1.3 million, it undercuts its major competition (check out our detailed spec comparison) and with renowned Toyota durability and reliability, I expect this Prado will remain a sales success for the Aichi-based brand, even if it may take another 14 years for the model to be replaced.
SA’s best-selling vehicles with a R1m+ starting price
We’ve sorted through the stats to identify SA’s best-selling vehicles with a starting price of over R1-million. Can anything touch Toyota’s new Prado in this space?
In June 2024, Toyota registered nearly 700 units of the Land Cruiser Prado in Mzansi, despite this SUV kicking off at nearly R1.3-million. That got us thinking: what are South Africa’s best-selling vehicles that bear a starting price of over R1-million?
So, we painstakingly sorted through the year-to-date sales statistics – covering the opening half of 2024 – and picked out the country’s 5 best-selling vehicles that start in 7 figures. Interestingly, all are large SUVs, with 3 using a body-on-frame configuration and 2 employing the unibody alternative.
The new Prado proved a smash hit in its opening month.
After the 1st half of 2024, the Toyota Land Cruiser Prado was perhaps unsurprisingly at the very top of the pile, with 1 135 units registered. Of course, 694 sales came in June alone, when the new J250-generation Prado finally hit the market. For the record, 679 of those units were new-gen variants, with the remaining 15 taking the form of J150-gen derivatives.
As a reminder, the new Prado has a starting price of R1 296 300, while the previous-gen line-up kicked off at R1 168 400. Thanks to the new model’s strong start in June (likely boosted by pent-up demand), the Prado’s monthly sales average across H1 2024 came in just short of 190 units.
The Land Cruiser 300 is another popular R1-million+ SUV from Toyota.
The Toyota Land Cruiser 300 – which is underpinned by the same TNGA-F ladder-frame chassis as the new Prado – took 2nd place with 767 units sold in the opening half of the year. Starting at R1 458 900, the Land Cruiser 300’s monthly average over this reporting period was almost 128 units, with its best month so far this year being May 2024 (175 units).
The Land Rover Defender completed the podium, with 569 units sold in South Africa in H1 2024. The unibody Defender range – which currently comprises as many as 29 derivatives, across 3 distinct body styles – has a starting price of R1 639 600 and runs all the way through to R3 074 400 (a figure that will rise even further once the new circa-R3.5-million Octa touches down).
Land Rover SA’s current Defender range is nearly 30 derivatives strong.
Slotting into 4th position, the Range Rover Sport – which kicks off at a heady R2 099 900 – managed a total of 342 units during the opening half of 2024. Sales of the Range Rover Sport have been impressively consistent year to date, peaking at 88 units in May 2024.
And the final spot on the list? Well, the Jeep Wrangler nabbed 5th place, with 182 units registered in Mzansi during the 6-month reporting period. Priced from R1 034 900, sales of the JL-generation Wrangler picked up markedly in May (54 units) and June (57 units). For the record, the facelifted Wrangler is scheduled to arrive in South Africa at some point during the 2nd half of the year.
Models that just missed out on making the list on account of starting at just below R1-million included the Volvo XC60 (starting at R988 400) with 239 units and the Lexus NX (kicking off at R986 800) with 190 units.
SA’s best-selling vehicles starting at R1m+ in H1 2024
The 21st-century hot hatch is fading – get one while you can
Birthed during the so-called decade of excess, mired in mediocrity in the ’90s and well and truly revived in the Noughties and early 2010s, the evocative hot hatch seems to be in decline again. Here’s why you should get one before it’s too late.
Forever subjected to divergent life cycles, prohibitive development costs and limited profitability (and today, societal disapproval of gas-guzzling raucousness), the hot hatch genre has forever trod the proverbial tightrope – boom or bust.
The category’s exponential growth from birth is rooted in the iconic Volkswagen Golf 1 GTI, which was produced between 1976 and 1983. The 1980s saw exponential economic growth defined by increased industrialisation, globalisation and liberalisation of capital flows. As the most evolutionary decade of the century, it unlocked rabid consumerism, technological advances and the explosion of popular culture.
The 1st GTI triggered a tsunami of clones from rival manufacturers, notably the Peugeot 205 GTI, Renault 5 Turbo, Ford Escort RS Turbo, VW Golf 2 GTI and GTI 16V, plus GSi variants of the E-generation Opel Kadett. Those that didn’t have turbos, brandished double overhead camshafts and (gasp!) 16 valves.
This Opel Kadett 2.0 GSi 16V S “Superboss” was painstakingly restored and sits in our SentiMETAL fleet.
In South Africa, the production car racing series of the mid-’80s to early ’90s (initially known as Group N) made household names of the Toyota Conquest RSi Twin Cam 16, Golf 2 1.8 GTI 16V and Opel Kadett 1.8- and 2.0 GSi and 2.0 GSi 16V S “Superboss” – heck, even Mazda, Ford, Nissan and Fiat weighed in with hot-hatch versions of the 323, Laser, Sentra and Uno respectively. It was a blissful free-for-all.
The Golf 3 GTI underwhelmed enthusiasts, but at least the 2.9-litre 6-cylinder VR6 range-topper appeased them.
Yet, as symbolic as the “greed is good” speech in Wall Street (delivered by the Gordon Gekko character, in an Oscar-winning portrayal by Michael Douglas) was of a generation, the bubble was about to burst.
The global early-1990s recession slammed the brakes on the rapacious growth of the 1980s, and along with rollercoaster oil prices and economic uncertainty following the Gulf War, overnight high-priced low-volume halo models turned unpalatable to car companies. Also, the successors of the models on which many ’80s hot hatches were based became heavier, more upmarket products. The thrill was gone.
The hot hatch segment was revitalised when the Golf 5 GTI debuted in the early Noughties.
Only by the end of the ’90s did the segment reignite. The generational jumps from the tepid Golf 3 GTI to Golf 4 GTI (introduced in 1998) and finally, the benchmark Golf 5 GTI in 2004 – opened the floodgates for turbocharged hot hatches as ability, luxury, and inevitably, prices – increased correspondingly.
As car companies continued to master the intricacies of balancing performance with reliability in turbopetrol-powered cars, and the World Rally Championship was a go-to “win on Sunday, sell on Monday” shop window for hotted-up family hatchbacks, the segment reached its zenith.
Boom time was back. From 2000, almost every family car manufacturer built a foil for the Polo GTI or Golf GTI and virtually all of them were front-wheel-driven. Curiously, Toyota got out of the hot-hatch melee after the 2004 RunX 180i RSi, but did come back with a vengeance (more on that later). BMW stuffed a 3.0-litre inline-6 in the rear-wheel-drive 130i and later, a turbocharged 3.0-litre inline-6 in the M140i.
Unbeknownst then, most of those blitsbukse were on borrowed time.
Opel also produced various versions of the bristling Astra OPC and later, Corsa OPC (there was even a Zafira OPC people carrier), but the brand was neglected by GM and the OPC sub-brand withered.
Peugeot’s 207 GTI (2008) and its 208 GTI (2013) successor switched from the 206’s natural aspiration and used the same engine as the Mini Cooper S of the time; the larger 308 GTI followed in 2014.
Alfa Romeo’s 3.2-litre “Busso” V6-engined 147 GTA (2002-2005) was succeeded by the Giulietta Quadrifoglio Verde (QV) in 2010; the latter being closer in capability and concept to its Golf GTI rival. Fiat Auto SA (as it was then known) even offered a limited edition (SA-only) QV Squadra Corse TCT version in 2015, before the 1750TBI’s Cloverleaf emblem was removed and replaced with a Veloce badge.
The late 2010s marked a downturn for the hot hatch
Still, the zeitgeist of early-millennial, wide-eyed pre-recessionary optimism would dramatically taper off in the late 2010s, as corporate emissions taxes necessitated a greater push for electrification and more profitable models (hence the big swing towards platform-sharing crossovers). To cap it all, carmakers’ horrendous balance sheets post-Covid effectively foretold the demise of (by then, pricey) hot hatches.
Forget the RS – the Ford Focus ST was the highlight of the Blue Oval’s 3rd-gen compact hatchback line-up.
For lovers of hot hatches built by Opel, Peugeot, Alfa Romeo (which also built a Quadrifoglio version of the Mito supermini) and perennial French oddball Citroën (creator of the 2004-2008 C4 VTS), that moment preceded Covid, but instead resulted from the establishment of the Stellantis group at the end of 2019. The newly formed conglomerate set off a raft of humdrum cost-saving, platform-sharing and badge-engineered measures that crushed any prospects of extravagant single-model variants.
It would have been similarly unimaginable 20 years ago – that societal evolution and market forces would push Ford towards discontinuing all of its hatches entirely. The ST-topped Fiesta line-up is already gone and what’s left of the Focus range will ride off into the sunset (overseas) in 2025. The 5-cylinder Focus ST had been a speed staple of this century, spawning an RS spin-off in 2009; and again in 2016 with a 2.3-litre version (that featured a drift mode) crowning the standard 2.0-litre ST line-up.
Whereas Volkswagen has gradually turned up the wick on its Golf GTI so as not to upset the balance of its icon (the Golf 8 GTI remains the most civilised offering in its class – watch our launch review and read our real-world review), France’s RenaultSport division, after which several generations of the Megane RS were named, ensured that its models retained a slightly feral edginess, not least an air of Gallic defiance.
Renault’s ultra-hardcore Megane R26.R (2008-2009) was so stripped-out, it didn’t even have a radio. It was powered by a 2.0-litre, 4-cylinder turbopetrol engine that drove the front wheels via a limited-slip diff that also featured in its successor, the 3rd-gen Megane RS, of which there were myriad variants.
Watch Ciro De Siena’s video review of the Megane RS 300 Trophy
The engine capacity of the four-wheel-steering 4th-gen Renault Megane RS shrank to 1.8 litres while peak power jumped to 221 kW. A Trophy-R version held the front-wheel drive record at the Nürburgring for 4 years before being pipped by the current Honda Civic Type R in 2023 by a 0.4 sec. And, kudos to Honda – although the local subsidiary of the Minato-based brand isn’t nearly as big a force in SA’s new-vehicle market as it once was, it has offered every version of the Civic Type R in Mzansi since 2007.
Today, after 4 generations and 27 years, the Megane (as we know it) is no more, even though Renault SA still lists the RS 300 Trophy as available. Today, the Megane is a crossover-flavoured EV (the E Tech).
Watch Ash Oldfield’s video review of the pre-facelift Hyundai i30 N
Then there’s the Hyundai i30 N, which was launched in South Africa (rather belatedly) in manual guise, and later as a facelifted auto. It’s an underrated contender and every bit a rival for the GTI, but because it’s a brand builder for Hyundai in our market, there’s no guarantee that it will continue to be offered here indefinitely. Then again, the lifespan of the PD-gen i30 model keeps getting prolonged, so who knows?
In the early 2010s, 2 out of 5 new Golfs sold in SA were GTIs. While the arrival of the Golf 8 saw the GTI’s price edge out of reach for most middle-class households, special versions (such as the Clubsport and Clubsport S) have historically layered on exoticness to ensure VW fanatics remain oh-so-friendly with their bank managers. The Golf 8.5 GTI has been revealed, but when it will arrive here remains to be seen.
Hyper hatches avoiding the hatchet for now
Isn’t it ironic that as hot hatches have become prohibitively expensive for most new-car buyers, their even pricier superiors – hyper hatches – seem likely to stick around for a bit longer? Keeping the faith for all-wheel-drive, the Golf 8 R continues as the über-Golf, alongside the mechanically identical Audi S3, while BMW has chipped in with the M135i, which will be badged M135 when the 4th-gen 1 Series arrives.
In 2013, though, the Three-pointed Star moved the goalposts with the arrival of the A45 4Matic+. Over the years, the outputs of its benchmark 2.0-litre 4-pot turbopetrol engine have ranged from 265 kW/450 Nm to 310 kW/500 Nm, giving rise to the 300 kW hyper-hatch club, of which Audi is the only other member, courtesy of its 5-cylinder RS3, which produces in 294 kW/500 Nm Sportback quattro guise.
Sticking with the all-wheel drive theme, let’s finally return to Toyota, as I promised. The Aichi-based brand seemed to have said sayōnara to the notion of building driver’s cars for almost 2 decades (after the RunX 180i RSi), but then its Gazoo Racing division produced a pair of visceral hatchbacks in the shapes of the GR Yaris – watch/read our full review – and the recently launched GR Corolla.
The former was once said to be a homologation special (a limited-production car built to comply with WRC regulations), but even though they may be hard to get, Toyota has not stopped building them.
The 1.6-litre 3-cylinder turbopetrol all-paw GR hatchbacks may be among the finest of their breed, but in spirit, they’re closer to hyper- than hot hatches – and priced accordingly. The base-spec GR Corolla and GR Yaris Rallye cost just under R850k now and that’s before the 2024 spec makes its local debut!
Watch Ciro De Siena’s video review of the Toyota GR Corolla
The hot hatch is highly endangered – act now!
Suppose you’re still waiting for the ultimate hot hatch to arrive. We live in hope, after all. In that case, we have probably missed the boat: as the EU’s cut-off dates on ICE-powered cars tick down and investment in battery tech correspondingly rises – the exorbitant costs of developing and producing low volumes of standalone, petrol-fed “enthusiast” models simply make less business sense with every passing day.
From mainstream to niche, then peaking and now finally exclusive again, the bell has tolled for the once-affordable, practical thrills-a-minute hot hatch; and one that’s now been superseded by the very socio-economic evolution celebrating its arrival back in its heyday.
But what a ride it’s been. Here’s hoping you enjoyed it while it lasted.
The Mercedes-AMG GT 63 Pro will be most potent version of the Stuttgart-based brand’s coupe and it’s armed with a thundering V8 engine.
This is the Mercedes-AMG GT 63 Pro and is claimed to be the most track-focused version of the GT coupe yet. Mercedes-AMG has been subjected to a bit of negative press of late, with the four-cylinder hybrid C63 being the target. AMG is known for its V8 engines and what you see here could be seen as normal service resuming.
We assume there’ll be an R and Black Series at some point, but for now, this is the flagship. AMG has taken its 4.0-litre V8 twin-turbocharged petrol engine and cranked it up to make 450 kW and 850 Nm which is 19 kW and 50 Nm more than the standard GT 63.
Thanks to a 9-speed gearbox and all-wheel drive, the new Mercedes-AMG GT 63 Pro is good for 0-100 kph in just 3.1 seconds and will run to a top speed of 317 kph.
It’s not just about the straight-line stuff, however. For track applications, aerodynamics and cooling are critical and AMG has upgraded both of those aspects. There are two new radiators in the front wheel arches and there are specialised radiators with water pumps for the transfer case and two differentials.
At the front, there are bigger intakes and more air deflectors along with an active air panel that helps regulate the flow of air based on the cooling and speeds. The front aero setup is claimed to reduce front axle lift, while the rear wing helps with downforce.
The brakes are uprated with carbon-ceramic discs and six-piston callipers, which are the largest offered by AMG and are lighter too. The 21-inch forged alloy wheels are wrapped in trick Michelin Pilot Sport 5 tyres, but customers can get track-spec Michelin Pilot Sport Cup 2 R tyres as a no-cost option. The car features a hydraulically-linked suspension and rear-wheel steering as standard.
Not much was said about the interior, but we suspect the seats are the AMG Performance buckets. There’s leather and carbon fibre in abundance, as well as the MBUX digital instrument cluster.
When will the Mercedes-AMG GT 63 Pro come to South Africa?
At this stage all we can do is speculate a local arrival time. Our understanding is that the standard AMG GT will be touching down at the end of the year, while this Pro version will be going on sale internationally in early 2025. So, we estimate middle of 2025.
Juliet McGuire shares all you need to know in this Volkswagen Tiguan Buyer’s Guide video.
The Volkswagen Tiguan is a popular family SUV in South Africa and is VW’s best selling model. Positioned as a sensible and practical SUV, the Tiguan proved successful against its rivals like the Mazda CX-5, Kia Sportage, Hyundai Tucson and Toyota RAV4. There’s an all-new model on its way but we have no idea how much it will cost, but this current generation is still a highly commended car.
In this video, Juliet McGuire shares all you need to know about buying a used Volkswagen Tiguan SUV. She does a product history, discusses all the common known issues, what to look for, which are the best engines as well the parts pricing.
There really is a Volkswagen Tiguan for everyone with front-wheel- and all-wheel-drive derivatives. There are petrol and diesel engines, and customers can choose from manual and automatic transmissions.
Thanks to GetWorth for this neat manual, non-RLine example featured in the video.
LDV T60 Review (2024) New Player Has Entered the Game
A new bakkie has arrived in South Africa — Meet the LDV T60! Jacob Moshokoa examines the newcomer to determine if it has what it takes to compete in this highly competitive segment.
The LDV T60 is a fresh off-the-boat offering to the ever-growing bakkie segment. This new double-cab bakkie is positioned as a competitor to the Toyota Hilux, Ford Ranger, Isuzu D-Max big three, but also hopes to steal sales away from the Volkswagen Amarok, Mitsubishi Triton, Nissan Navara and compatriots from GWM, JAC, Foton etc.
With strong on-paper engine figures and a generous list of standard equipment, the new LDV T60 looks promising. In this video review, Jacob Moshokoa gets behind the wheel of this new double-cab bakkie and evaluates the on-road drive, how it handles on dirt, and tests out the space and features.
BMW vs Mercedes-Benz: premium sales race at 2024’s halfway point
BMW and Mercedes-Benz continue to fight for sales dominance in the premium market. But which of these Teutonic rivals is leading the global race after the 1st half of 2024?
With the opening half of 2024 behind us, it’s time to see which German automaker is leading the premium sales race. So, let’s take a closer look at the latest global sales figures from BMW and Mercedes-Benz.
In H1 2024, the BMW Group – which, as a reminder, comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 1 213 359 units. For the record, that represents a 0.1% year-on-year decline.
The BMW Group beat the Mercedes-Benz Group and repeated the feat in the brand race.
Meanwhile, the Mercedes-Benz Group (which includes the Mercedes-Benz brand and the Smart marque as well as Mercedes-Benz Vans) ended the same 6-month reporting period on 1 168 600 units, down 6% year on year. By our maths, that puts the Stuttgart-based group some 44 759 units behind its Munich-based rival, with the latter thus claiming to have “outperformed its traditional competitors” yet again.
What happens if we compare only the 2 core brands? Well, the BMW marque finished the 1st half of 2024 on 1 096 486 units (a year-on-year increase of 2.3%), while the Mercedes-Benz Cars brand came in at 959 700 units (a year-on-year fall of 6%). It’s also worth noting the latter figure seemingly includes Smart sales, which Mercedes has opted not to list separately.
Sales of BMW Group electric vehicles increased nearly 25%, year on year.
And the battle in the all-electric premium sector? Well, the BMW Group says it registered 190 622 units in the fully electric segment in H1 2024 (179 557 of which came from the BMW brand), a year-on-year improvement of 24.6%. The Mercedes-Benz Group’s total EV, meanwhile, dipped 16% year on year to 101 600 units.
The BMW M division grew its sales 5.1% year on year to finish the opening half of 2024 on 99 517 registrations (note this includes not only full-fat M products but also M Performance models). Unfortunately, Mercedes-Benz no longer makes an AMG-specific figure available, instead listing a sales total for “top-end” models (comprising Mercedes-AMG, Mercedes-Maybach, G-Class, S-Class, GLS, EQS and EQS SUV registrations). The latter number dropped 22% year on year to 136 900 units.
Mercedes-Benz lists a “top-end” sales figure that includes Maybach, AMG and more.
For the record, the Mini brand contributed 114 054 units (down 18.7%, year on year) to the BMW Group’s overall total, while Rolls-Royce added 2 819 registrations (down 11.4%, compared with H1 2023) and BMW Motorrad a considerable 113 072 units (up 0.2%, year on year). Meanwhile, Mercedes-Benz Vans accounted for 208 900 units of its Group’s H1 2024 tally, down 4% year on year.
In South Africa, it’s unfortunately not exactly clear how each firm performed in the 1st half of the year, since BMW reports sales figures for only every 3rd month and Mercedes-Benz doesn’t share registrations with Naamsa at all (though the industry representative body supplies “estimates” each month)…
Pricing for the facelifted BMW M440i xDrive – in coupé and convertible form – has been released for SA. Here’s how much these updated M Performance models cost…
Towards the end of May 2024, we shared local pricing for the facelifted 420i Coupé and 420d Coupé derivatives, before revealing the prices of the updated M4 Competition earlier in July. But what about the refreshed M440i xDrive, which is again offered in both coupé and convertible form?
Well, these M Performance variants have now also been added to BMW South Africa’s price lists (along with the 420i Convertible M Sport, priced from R 1 127 070), effectively completing the G22- and G23-generation 4 Series range (no sign of the likewise facelifted G26-series Gran Coupé quite yet).
So, how much are we looking at here? Well, the refreshed M440i xDrive Coupé is priced at R1 499 607, while the M440i xDrive Convertible kicks off at R1 606 286. Of course, the Munich-based automaker offers several options, including the Deluxe Package (R70 000), M Carbon Exterior Package (R56 600), M Sport Package Pro (R25 000) and M Technology Package (R7 000).
Various standalone extras for the Dingolfing-built M Performance models are also available, ranging from steering-wheel heating (R5 000), front-seat heating (R7 000) and M seat belts (R6 000) to Adaptive M Suspension (R10 000), M Sport brakes (R14 000) and an M Carbon roof (R32 000, and obviously only for the coupé).
As a reminder, the M440i xDrive derivatives again employ the German firm’s familiar B58 turbocharged 3.0-litre straight-6 petrol engine, which delivers its oomph to all 4 corners via an 8-speed automatic transmission. Interestingly, while the international press material suggests the facelifted models gain 48V mild-hybrid technology, the SA-spec versions appear unchanged.
So, the locally offered M440i xDrive’s peak power is again listed as 285 kW (on tap between 5 800 and 6 500 r/min), while maximum torque comes in at 500 Nm (available from just 1 800 all the way through to 5 000 r/min). The 0-100 kph sprint is completed in a claimed 4.5 seconds in the coupé, with the soft-top model taking 4 tenths of a second longer. Top speed is 250 kph in either case.
How much does the refreshed BMW M440i cost in SA?
BMW M440i xDrive Coupé – R1 499 607
BMW M440i xDrive Convertible – R1 606 286
The prices above include a 5-year/100 000 km Motorplan (which BMW Group SA says the buyers “may elect to opt out of” at the point of purchase.
