Hilux vs Ranger in May 2024: single-, extended- & double-cab sales
In May 2024, just 151 sales separated the Hilux and Ranger bakkies. But what does the picture look like when we break down the stats to single-, extended- and double-cab sales?
You’ve probably already pored over our list of South Africa’s best-selling bakkies for May 2024, which was again dominated by the Toyota Hilux and Ford Ranger. But how does the picture change when we separate the sales according to the single-, extended- and double-cab body styles?
Well, since Naamsa’s monthly sales figures unfortunately don’t include a breakdown of these 3 bakkie body styles, we’ve again turned to our learned friends over at Lightstone Auto for assistance.
Before we dive into sales by body style, it’s worth noting that overall the Toyota Hilux again led the way in May 2024, selling a total of 2 367 units last month. With 2 216 sales, the Ford Ranger was just 151 units off the pace in 2nd, while the Isuzu D-Max again settled for 3rd on 1 282 units. Year to date, the Hilux (13 310 units) is comfortably in pole position, ahead of the Ranger (10 344 units) and D-Max (7 655 units).
SA’s best-selling double-cab bakkies in May 2024
The Ford Ranger claimed gold in the double-cab sales contest in May 2024.
So, let’s take a closer look at sales by body style. According to Lightstone Auto’s figures, the Ford Ranger held steady at the top of the double-cab sales charts in May 2024, with 1 715 dual-cab units registered. For the record, that translates to a considerable 77.4% of the Silverton-built bakkie’s overall tally for the month.
As such, the Toyota Hilux again had to settle for 2nd position in Mzansi’s double-cab sales race in May, with 986 units sold. According to our calculations, that figure represents 41.7% of the Prospecton-produced stalwart’s overall tally for May 2024.
As you’ve no doubt already guessed, the final place on the double-cab podium went to the Struandale-made Isuzu D-Max, which reached 470 dual-cab units last month. By our maths, that works out to 36.7% of the Japanese contender’s aggregate for May.
Interestingly, Lightstone Auto’s figures furthermore show that all other 1-tonne double-cab bakkie derivatives (over and above the Ranger, Hilux and D-Max) collectively managed 1 426 registrations last month. Year to date, the Ranger leads the double-cab race with 7 947 units, ahead of the Hilux (5 890 units) and D-Max (3 042 units).
May 2024: single- and extended-cab bakkie sales
The Hilux Xtra Cab (seen here in refreshed Raider trim) leads the extended-cab race, year to date.
In the single-cab space in May 2024, the Hilux (1 034 units or 43.7% of its total) led the charge, managing to crack 4 figures and push its year-to-date tally to 5 144 units. The D-Max single cab (673 units or 52.5%) slotted into 2nd place, while also retaining that position in the year-to-date race (with 3 787 units).
The 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up grabbed 3rd in May (566 units or 79.0%) as well as over the opening 5 months of 2024 (2 617 units). The Ranger single cab, meanwhile, could manage just 152 registrations last month and 793 units, year to date.
Meanwhile, the Ranger Supercab (349 units) snuck in ahead of the Hilux Xtra Cab (347 units) in the extended-cab space in May 2024, though the Japanese model is still ahead year to date, with 2 270 units compared with the Blue Oval brand contender’s 1 604 units. The D-Max Extended Cab completed the podium both in May (139 units) and over the opening 5 months of the year (826 units).
Because the W123-series Mercedes-Benz was highly popular in its heyday and the precursor to the E-Class, the model is, to many enthusiasts, the quintessential “old ‘Benz”. Is this the definitive “affordable classic” example of the Three-pointed Star?
For many car enthusiasts, this is the definitive classic Mercedes-Benz. Although the W123 isn’t a classic Mercedes-Benz in the same league as the multi-million dollar 300SL Gullwing, for example, it remains a highly desirable car, albeit in a different way. The W123 represents the solid build quality we’ve come to expect and appreciate from Mercedes-Benz during the production run of the W123 and its variants.
The W123 range also offered Mercedes-Benz buyers a few variants of the model: sedan, station wagon and coupe. There was never a high-performance version, but that hasn’t stopped some enthusiasts from taking them racing! In the sedan line-up, the inline-6-powered 280E was the top-of-the-range derivative.
Specifications:
Model: 1983 Mercedes-Benz 280E (W123)
Engine: 2.7-litre, 6-cylinder, petrol
Power: 136 kW at 5 800 rpm
Torque: 240 Nm at 4 500 rpm
Transmission: 4-speed automatic, RWD
Weight: 1 475 kg
0-100 km/h: 10.8 sec
Top Speed: 195 kph
Price: About R200 000
Behind the well-aged ‘wheel
It is worth pointing out that this car has 200 000 km on the odo, and I have seen cars with less mileage that don’t look as good as this one.
The dark blue interior is a beautiful colour and presents a wonderful contrast to the white exterior. With so many modern cars being overbearingly grey or black inside, this blue hue truly stands out.
To my left is the centre armrest which further encourages you to relax behind the ‘wheel. There are a few places where this car is showing its patina, but nothing more than you would expect from it considering its age and mileage.
Through the steering wheel, I have a perfect view of the 3 large analogue dials, but it takes a few minutes to get used to the steering wheel which almost rests in your lap (the steering column is not adjustable).
The rest of the cabin is simple, with the ventilation controls above the transmission lever and the ignition to the left of the ‘wheel. Higher up and to the right, there is even a stalk for the cruise-control function.
The large ‘wheel (with power steering) makes manoeuvring easy and as I point the 280E towards Kalk Bay, the transmission moves quickly up the ratios before we settle into an 80 kph cruise. If you are used to some of today’s large, modern cars, you will be surprised by the relatively small footprint of the W123.
When you plant your foot on the accelerator pedal with gusto, the ‘Benz’s nose does pick up a little, and that is the same scenario when you turn into a corner at some speed. There is initial body lean, but then the car settles, offering an old-school sense of stability at the same time.
Move the lever from “D” to “S”, and the ‘box will hang on to gears longer and let the engine rev to over 5 000 rpm. The 6-cylinder mill becomes more vocal and the speed increases with some determination. However, after you’ve done that once or twice, it feels more natural to settle back into a cruise.
At the same time, it is good to understand the performance capabilities of the car, should you wish to use it. Furthermore, the Becker radio is still in place and there are also electric windows, all of which work. In the rear, 2 adults can be seated, although knee- and legroom is rather limited for taller occupants.
Summary
If you are considering a classic car that is useable, relatively affordable, which will resist depreciation and you could arguably use on a daily basis, it is hard to find fault with a W123-series 280E.
There are a few small things the new owner might want to attend to on the 42-year-old ‘Benz, but other than that, the car presents well. From behind the ‘wheel, the W123 flagship feels solid and sturdy, whether you are driving on the road, or shutting its doors (which shut with a reassuring thunk, not a clang). No wonder there are still so many W123s being used in North Africa, especially as taxis.
This example of the Mercedes-Benz W123 was supplied by MotoVillage outside Cape Town.
The facelifted Haval Jolion and its boldly-styled Jolion Pro sibling have been launched in Mzansi. We headed to Gauteng to try out the Haval Jolion Pro 1.5T S Ultra Luxury.
The Haval Jolion has been the top-selling model of GWM South Africa (GWM SA)’s luxury SUV sub-division since it arrived in the local new-vehicle market (as the successor to the H2) in 2021.
And it’s easy to understand why the Chinese brand’s small crossover (compact family car) has become so popular in Mzansi (with new-unit sales running into the hundreds virtually every month)…
In the current economic climate, affordability and value for money have become critically important as cash-strapped motorists clamour for models that offer more for less. To optimise its offering, GWM SA has rolled out a facelifted Jolion and the striking Jolion Pro; we focused on the latter during the launch.
Which models rival the Haval Jolion Pro?
As ever, style is subjective, but most observers will agree that the Haval Jolion Pro’s distinctive design exudes sheer kerb appeal. In a segment that is chock-full of vehicles that are vying for buyers’ attention, a model’s design needs to exact an emotional reaction to stand out – the Jolion Pro does exactly that.
The Jolion Pro sits wider and taller than the Jolion (for the benefit of anoraks, the new variant is 4 470 mm long, 1 898 mm wide, and 1 625 mm tall), but it rides on the same L.E.M.O.N. platform as its sibling.
Haval Motors South Africa offers the Jolion Pro in 3 trim levels (Premium, Super Luxury and Ultra Luxury) and customers have the choice of 5 colours: Hamilton White, Sun Black, Light Ayers Grey and HD Blue.
The powertrain line-up has been carried over from the pre-facelift Jolion range: a 1.5-litre 4-cylinder turbopetrol engine that produces 105 kW/210 Nm or 130 kW/270 Nm (in the case of the 1.5T S Ultra Luxury), while the range-topping petrol-electric hybrid (HEV) version combines a naturally aspirated 1.5-litre petrol engine with a CVT, an electric motor and a battery pack, to produce 140 kW/375 Nm.
While customers have the option of a manual ‘box in the entry-level Jolion, all Jolion Pro variants bar the 1.5 HEV Ultra Luxury use a 7-speed dual-clutch transmission. The range’s claimed fuel economy figures range from 8.1 L/100 km to 7.5 L/100 km (1.5T S Ultra Luxury) and 5.1 L/100 km (1.5 HEV Ultra Luxury).
Irrespective of which trim grade you choose, the Jolion Pro offers an impressive level of standard specification in a suitably solid-feeling and spacious (for an upsized compact family car) cabin. What’s more, the newcomer’s common touchpoints look reasonably upmarket and are pleasant to touch.
There are some clever touches too, such as a USB charging port integrated into the rear-view mirror –you can use it to power your dashcam. Apple CarPlay and Android Auto compatibility is also included.
What’s the Jolion Pro like to drive?
Our evaluation drive of the 1.5T S Ultra Luxury saw us traverse the highways and back roads of Muldersdrift and Fourways in Gauteng. The Jolion Pro’s engine and transmission seem reasonably well-calibrated; our sporty “S” derivative was quite responsive and performed spiritedly when required.
Admittedly, the turbopetrol engine did sound a bit strained and coarse high in its rev range, but we have to point out that our test unit only had about 300 km on the clock at the time – it was barely run in.
Sadly, as we found with its predecessors, the Jolion Pro’s fuel consumption was higher than expected. Despite applying a restrained driving style and utilising the vehicle’s Eco drive mode during our journey, we couldn’t achieve an indicated return of under 9 L/100 km (to reiterate, Haval’s claimed figure is 7.5 L/100 km). We suspect, however, that the efficiency may improve as the engine loosens up over time.
The Jolion Pro 1.5T S Ultra Luxury‘s suspension setup comprises MacPherson struts up front, with an independent multi-link arrangement at the rear. It is important to note that lesser variants (1.5T Premium and -Super Luxury) feature a torsion beam at the rear, so their ride qualities are likely to be less refined.
In fact, our biggest criticism of the Haval Pro’s driving experience is its sporty (in other words, decidedly firm) ride quality. There’s adequate damping on slightly uneven roads, but we felt the newcomer’s ride never quite settled down unless it was cruising on a highway. The steering isn’t sloppy, but could do with some more feel and directness. Still, in light of the model’s price position, we don’t want to nitpick.
All Jolion Pro derivatives are sold with a 5-year/100 000 km warranty and a 5-year/60 000 km service plan, apart from the 1.5 HEV Ultra Luxury flagship, which comes with a 7-year/200 000 km warranty (as well as 8 years or 150 000 km of coverage for the battery) and a 5-year/75 000 km service plan.
As reported in our recent Haval Jolion and Jolion Pro (2024) Price & Specs article, the pricing of the updated range is keener than that of the pre-facelift model, which seems almost too good to be true – consumers expect newer products (with more features) to cost more! However, by global standards, the Jolion Pro is not exactly “new” – it is a variant of a car that debuted in China as recently as mid-2021.
Chinese car manufacturers have repeatedly demonstrated their ability to bring new or updated products to market more swiftly and regularly than legacy carmakers. But that won’t bother car buyers who are desperate to stretch their Rands at all. While the Haval Jolion Pro is not a fundamentally new product (it retains the powertrains and several components of the outgoing model), its head-turning packaging and enviable value proposition will be major drawcards… that will compensate for minor refinement issues.
The electric Mini Countryman has touched down in South Africa. Here’s a look at pricing and specifications.
Hard on the heels of its internal-combustion engine siblings comes the electric Mini Countryman and we have pricing.
While there are two models available globally, South Africa will be getting the top-spec electric Mini Countryman SE ALL4.
As a reminder, this new generation of Countryman is the biggest Mini yet. At just over 4.4 metres long and 1.8 metres wide, there’s very little Mini about it. There’s plenty of cabin space and with the rear seats folded down, the boot capacity offers up 1 450 litres of space.
For propulsion, this Mini Countryman uses two electric motors (one on each axle) and there’s a total output of 230 kW and 494 Nm. Mini says it can dash to 100 kph in just 5.6 seconds and it will run to a top speed of 180 kph. Having a motor on each axle means it has all-wheel drive, giving it additional capability in poor weather and on gravel.
As far as range and energy efficiency goes, the Mini Countryman EV has a 66.45 kWh battery which supports DC charging at up to 130 kW, meaning 10-80% charge is completed in around 30 minutes. A range of around 420 km is being claimed. We always take these claims with a pinch of salt as they’re dependent on driving style and road conditions.
As far as standard features go, Mini South Africa has yet to load this Countryman derivative into its local configurator, but we will update this article should any other info arise.
How much does the Electric Mini Countryman cost in South Africa?
If you are in the market to buy a used BMW 1 Series (F20), what should you be aware of? In this video, guest presenter, Reba S, takes a closer look at the derivatives on offer, common problems as well as the strengths and weaknesses of BMW’s compact hatchback.
Looking for a used BMW 1 Series? This video will help you make a solid buying decision.
The BMW 1 Series has enabled a new generation of motoring enthusiasts to buy into the desirable Bavarian premium marque.
The 2nd-generation 1 Series, codenamed F20, was the final version of the brand’s premium hatchback to feature a rear-wheel-drive configuration and was powered by three-, four- and six-cylinder engines.
The model, which was sold in the South African market from 2011 to 2019 – and notably received a facelift (LCI) in 2015 – combined a luxuriously equipped cabin with a high level of driver engagement, in a distinctively styled, compact package.
In this video, guest presenter Reba S showcases a facelifted 2018 BMW 118i 5-door automatic, provided to us by GetWorth.
She takes us through the strengths and weaknesses of BMW’s F20 1 Series, names what common mechanical problems you should look out for when shopping for a used example, and lists the prices of selected replacement parts that could add to the cost of ownership.
“The local arrival of the 2nd-gen Ford Transit Custom could not have come at a better time,” says Braam Peens, who drove the Blue Oval’s new 1-tonne panel van in Gauteng.
As South Africa enters a period of (some might say desperately needed) political renewal, much faith has been put into the transitionary momentum of the Moment to kickstart the country’s ailing economy.
And reinvigorating small businesses – responsible for thousands of jobs that dot the value chain, from manufacturing and artisanal services to distribution and retail – is a key element of that endeavour.
With the Republic’s new (ostensibly pro-growth) cabinet being circumspectly selected at the time of the 2nd-gen Transit Custom’s launch event (June 2024), the model’s arrival seems rather timely. Similar to the way that the company has brought a passenger car-like touch to the interface of the Ford Ranger, the Transit now sports comfort and utility features to make “the courier guy” even more productive.
Ford Transit Custom puts the “Mister” back in delivery
Even though the Ford Motor Company of Southern Africa (FMCSA)’s newcomer trumps segment rivals – the Toyota Quantum, Hyundai Staria, Volkswagen Transporter, and recently-launched Mercedes-Benz Vito – for the largest load-volume capacity (6,8 m2) and payload capability (1 269 kg), lowest vehicle mass (1 864 kg) and most airbags (6), there’s more to its newfound capabilities than load-lugging ability.
That’s because the Turkish-built model rides on a new, lower platform and independent semi-trailing-arm rear suspension that lowers the load bay’s access height by 100 mm; combined with a weight saving of 100 kg and a frontal design that reduces drag by 13%, the Ford is said to be notably more fuel efficient.
The (what was already long) wheelbase has been extended further to place a wheel in each front corner to benefit manoeuvrability – and upsize occupant foot space! The business end, in turn, now swallows a trio of Euro-size pallets, or items up to 3 050 mm in length should a through-load access flap be fitted.
Another boon to practicality is that the Ford Transit Custom’s overall height has been reduced to under 2 metres (1 961 mm, to be exact), which facilitates access to lower-roofed collection and delivery points.
The load bay is accessed by a pair of 180-degree swinging wing doors, a passenger-side sliding door or directly – if the optional bulkhead is not fitted. A driver-side sliding door can also be specified if required.
The bay features 8 prudently positioned tie-down rings, partial rubber flooring and, most usefully, bright LED lighting. The distance between the inner wheel wells is 1 392 mm and from floor to roof is 1 433 mm.
Lots of cabin space for… fast-food parcels?
To the delight of the driver and his assistant, there are now several more storage bins to gobble up (well, I’d guess) discarded fast food parcels in the Ford Transit Custom’s cabin. That bucket of fried chicken will find pride of place between the 2 seats where the manual handbrake used to be, the latter of which has moved and morphed electronically to the dashboard as a circuit-breaker-style button.
But really, the big news is the fitment of Ford’s SYNC 4-driven 13-inch touchscreen infotainment system, with which you can control almost all onboard functions – plus, it complements the 12-inch configurable digital instrument cluster. The former is wireless Android Auto/Apple CarPlay compatible, and a pair of USB-A and USB-C ports are also on hand for charging, as is an optional wireless charging pad.
The list of standard safety features is as extensive as the Transit’s 5 450 mm length. The model rolls out of the factory (and off the dealership floor) with ABS, EBA and EBD. Roadholding is assisted by electronic traction and stability control, and nervous rookie delivery drivers will appreciate the automatic hill-holder.
Other standard features include a tyre-pressure monitor, keyless entry (but no self-locking function for the doors on pull-away – a curious oversight), shielded power door deadlocks to thwart vehicle break-ins, speed-sign recognition, a speed limiter, passive cruise control, lane-keep assist, as well as roll-over mitigation and a driver fatigue detector for those exhausting trans-Karoo trips to ferry overnight cargo.
The long-wheelbase Transit Custom, which will be available exclusively in 2.0SiT panel van LWB guise at the outset, is powered by a 2.0-litre 4-cylinder turbodiesel engine. The motor produces 100 kW at 3 500 rpm and 360 Nm of torque from 1 750 to 2 500 rpm, and is mated with a 6-speed manual gearbox.
A two-pedal (automatic) version is set to follow later this year. Selectable via the touchscreen are Normal and Eco drive modes (let’s just call them throttle maps) and a solitary traction mode called “Slippery.”
At crawling speeds, where most Transit Customs will spend extended periods tracing satnav directions in search of nearby drop-off destinations, the steering is exceptionally light; the vehicle is easy to position.
While leg- and knee room is generous, the upper and rear areas of the Ford’s cabin don’t feel particularly capacious, although the panel van’s intrusive bulkhead probably exacerbates that sensation.
The rubber floor is a welcome grime-proof addition, too, except that the surface is rather soapy against similarly-soled shoes, therefore grippier aftermarket units will be a must.
For such a large vehicle (tasked with clearing significant volumes of air as travels along its route), the Transit Custom is pleasingly tranquil inside at highway speeds. It changes direction without letting much noise intrude into the cabin, save for tyre rumble and the buffeting of the oversized wing mirrors. But the real hero of the package is the new rear suspension, which converts the ride to a car-like comfort level.
Peak torque arrives mere hundreds of rpm away from idle, and single-digit average fuel consumption is easily attainable, which is just as well, considering that unless a 70-litre tank is optioned, the standard 55-litre unit is the smallest in its segment. Also, the new Ford can tow braked trailers of up to 2 500 kg.
The Ford’s asking price, which includes a 4-year/120 000 km warranty and 4 years’ roadside assistance, undercuts most of its rivals in the 2 000 units-per-year-segment. The line-up of competitors includes the Toyota Quantum, Hyundai Staria, VW Transporter, Mercedes-Benz Vito and punchier-but-more-analogue Renault Trafic (the latter of which, at R624 000, comes closest as a like-for-like rival for the Transit Custom), well, provided the Ford’s box for the R24 569 6-year/90 000 km service plan is left unticked.
Upgrading to an equivalent maintenance plan adds R39 715 to the price, although FMCSA president Neale Hill says only 3% of customers are forgoing dealer-level aftersales offerings to save a few rands.
Summary
Credited with giving rise to a quasi-subculture overseas, the Ford Transit has, in various forms, enjoyed cult status since 1965. From caravan to courier, it’s inarguably been built for life on the road, triumphing as Europe’s top-selling 1-tonne van and the UK’s best-selling overall vehicle in 2021 and 2022.
On the one hand, the 2024 Ford Transit Custom is unconsidered and unpretentious; on the other, an essential last-mile cog in the daily fulfilment of millions of orders and deliveries. It’ll cross the, um, Amazon and ask for a little, while always giving a lot: in a way, it’s the ultimate public servant.
The Aussie-developed Nissan Navara Pro-4X Warrior has reportedly been given the green light for SA. And we may just have discovered who will be carrying out the local conversions…
It’s a rumour that dates all the way back to 2021, when the Nissan Navara Pro-4X Warrior was revealed in Australia. Now, a fresh report from Down Under claims this hardcore flagship version of the double-cab bakkie is indeed going to be offered here in South Africa. And we may just have discovered who will be carrying out the conversions locally.
According to carsales.com.au, Nissan South Africa has finally reached a deal with Melbourne-based Premcar – the Australian automotive engineering firm that developed the Nissan-backed package – to offer the Warrior derivative in Mzansi.
Interestingly, the publication suggests Premcar will perform Warrior conversions at a dedicated facility near the Japanese firm’s Rosslyn factory in Gauteng, where the Navara is built for South Africa and other markets on the continent. The requisite Premcar-developed parts will presumably be sent over from Australia.
So, Cars.co.za did a little digging and soon discovered that a private company called “Premcar SA” was incorporated in South Africa as recently as September 2023. Cornelius Michael Kotze – a name local automotive enthusiasts of a certain age may well recognise – is currently listed as the company’s sole director.
Yes, that’s the same “Corrie” Kotze who spent several years working for BMW South Africa, including as general manager of BMW Plant Rosslyn. These days, Kotze – who we furthermore noticed has recently interacted with various Premcar Australia posts on LinkedIn – is a director on the boards of several companies and is also CEO of the Automotive Investment Holdings (AIH) Group.
According to its website, one of Pretoria-based AIH’s services is to provide “cost-effective, independent contract assembly operations in a fully equipped, scalable facility”. It says its “focus is on the low-volume, niche product assembly market”, with its “fully equipped, scalable facility” capable of an “average production of 500 units” per month.
What is the listed legal address for the newly established Premcar SA company? The very same Lynnwood Manor location in Pretoria that serves as the AIH Group’s headquarters. As an aside, AIH Logistics (of which Kotze is also a director) was formed in 2017 to manage assembly of bakkies on behalf of Mahindra in KwaZulu-Natal. So, from where we’re sitting, Premcar SA (perhaps with the backing of AIH) looks very likely to be the company to carry out the Warrior conversions in Mzansi.
But when will the Navara Pro-4X Warrior be added to the local Nissan range? Well, we’ve asked Nissan South Africa that very question but have yet to hear back [see below for a statement since issued]. However, despite this latest Australian report suggesting SA will “soon” welcome the Warrior, we’ve heard talk that a launch date towards the middle of 2025 is more likely.
As a reminder, the D23-generation Navara built at Rosslyn uses a 2.5-litre, 4-cylinder turbodiesel engine as opposed to the bi-turbo 2.3-litre unit employed by the Thailand-sourced version offered Down Under. Expect the SA-spec version of the Warrior to based on the Navara Pro-4X but with added off-road capability thanks to various wheel, tyre and suspension enhancements.
UPDATE: Nissan SA has issued Cars.co.za with the following statement: “The Nissan Navara is a core model for Nissan South Africa and Africa. As part of our growth plan for Navara, Nissan is exploring introducing new specifications and special versions as well as opening new markets for Navara export according to product lifecycle. We assure our stakeholders that relevant announcements and communication will be made in due course.”
Honda CR-V (2024) Review: SA’s Most Expensive Honda
The new Honda CR-V is the most expensive Honda you can buy in South Africa, but is it worth it? Jacob Moshokoa puts the pricey newcomer to the test to find some answers…
The new Honda CR-V arrived in South Africa in February 2024 and while it exudes a premium feel, its price tag (in top-spec Executive guise) of R1 041 300 came as a shock to many.
So, what exactly do you get for that money?
The all-new Honda CR-V seems to have all the boxes ticked, but the awkward elephant in the room is that millionaire’s price tag. In comparison to its medium-sized rivals like the Volkswagen Tiguan, Mazda CX-60 and Toyota RAV4, it’s a pricey proposition.
Worryingly, R1 million gets you into some premium German metal, like the BMW X1/X3, Audi Q3/Q5 and Mercedes-Benz. It’s uncharted territory for the new Honda CR-V and we’re wondering where the value for money has gone. Do you think it is worth R1 million?
Jacob Moshokoa examines the features, tests the seating space, boot capacity and evaluates the driving experience in an effort to make sense of the new CR-V.
Shopping for a used 2nd-gen Hyundai i20? Let’s take a look at the derivatives available in South Africa, what you might pay for a pre-owned good example and this popular Korean hatchback’s strengths and weaknesses…
The original Hyundai i20 hatchback served as a replacement (of sorts) for the much-loved Getz, a vehicle that helped put the Korean company firmly on the map here in South Africa. The spiritual successor to the Getz also turned out to be mighty popular with local buyers.
The 2nd-gen Hyundai i20 was more refined and smoother riding than its predecessor, while boasting improved perceived build quality in the cabin. Its styling – penned in Germany and based on the brand’s “Fluidic Sculpture 2.0” design philosophy – represented a significant step forward for the nameplate.
The 2nd-gen Hyundai i20 arrived in SA during the 1st quarter of 2015.
Though not quite as strong a seller as its forebear (of which an impressive 68 631 new units were retailed in Mzansi), the 2nd-gen i20 was nevertheless a popular choice in our market; it routinely placed 3rd behind the Volkswagen Polo and Ford Fiesta in the B-segment hatchback sales race.
When all was said and done, 38 081 units of the Indian-built IB-series model – which was slightly different to the Turkey-produced GB-series sold in Europe – were registered in South Africa (according to Hyundai Automotive SA’s figures), meaning there’s plenty of stock available on the used market today.
Hyundai i20 model line-up in South Africa
At launch, just 3 derivatives were on offer.
Making its debut at the Paris Motor Show in October 2014, the 2nd-gen Hyundai i20 touched down in SA just a few months later. At launch in February 2015, the 3-strong local line-up featured a pair of 4-cylinder petrol engine options, a trio of transmissions and 2 trim levels (plus 8 exterior colour choices):
i20 1.2 Motion 5MT (61 kW/115 Nm)
i20 1.4 Fluid 6MT (74 kW/133 Nm)
i20 1.4 Fluid 4AT (74 kW/133 Nm)
By September of that year, Hyundai Automotive SA had added a new 1.4 Sport derivative to its range. Originally dubbed the “N-Sport” (and initially even wearing the “N” badge that’s now reserved for the Korean automaker’s high-performance models), the 1.4 Sport was a locally conceived warm hatch distinguished by its body kit, lowered suspension, 17-inch alloys, stainless-steel free-flow exhaust and UniChip ECU piggyback system. The latter pushed peak outputs to 85 kW and 160 Nm of torque.
The locally conceived i20 1.4 Sport initially wore an N badge.
The 5-door hatchback line-up expanded again in January 2017, when a more affordable automatic in the form of the 1.4 Motion 4AT slotted into the middle of the range. Before that, a manual-equipped 1.2 Fluid derivative had also quietly arrived, with the local portfolio thus comprising 6 variants at this stage.
A mid-cycle update followed in May 2018, when the i20 was handed customary styling tweaks – inside and out. The front end scored a redesigned grille and bumper, while the rear gained revised taillamps, a new tailgate (now integrating the number plate) and an updated bumper. There was also a fresh 16-inch alloy-wheel design for Fluid derivatives.
Pre-facelift i20 on the left and subtly refreshed model on the right.
Inside, Hyundai rolled out a 7-inch touchscreen infotainment system (buyers could unlock satellite navigation by purchasing an optional SD memory card for R2 500) to replace the old basic audio set-up, while the dashboard and centre console were treated to minor design changes.
Though the engine line-up was unaltered, the 1.4 Sport derivative fell away at this point, replaced by a 1.4 Active – a hatchback-based crossover with SUV-inspired styling. This front-wheel-drive variant was offered exclusively in manual guise and had 170 mm of ground clearance (20 mm more than standard).
The Active derivative was introduced at the mid-cycle update.
The 1.4 Active also gained derivative-specific features such as a unique grille (and foglamps), black plastic body cladding, silver-painted “skid plates”, roof rails and colourful trim in the cabin. Curiously, though, the Active-badged derivative retained the pre-facelift version’s tailgate and taillamps.
The IB-series i20 soldiered on in South Africa until around May 2021, when the BI3-series 3rd-gen i20, which would have arrived earlier had it not been for the COVID-19 pandemic, finally replaced it.
What are the strengths of a Hyundai i20?
The 2nd-gen i20 offered generous cabin room and boot space.
Generous interior space: Even though the 2nd-gen Hyundai i20 was 10 mm shorter from nose to tail than the original i20, it offered more cabin space than its predecessor. The wheelbase grew 45 mm to 2 570 mm while the vehicle was 24 mm wider, too. As a result, the front row’s leg-, head- and shoulder-room measurements improved, while the already roomy (for the segment) rear was largely unchanged.
Meanwhile, the luggage compartment shrunk slightly – by just a unit – to a still-impressive 294 litres (a figure that strangely fell further to 285 litres at the facelift), despite having to house a full-size spare wheel. As an aside, it’s interesting to note all derivatives in the range benefitted from tilt-and-telescopic reach adjustment on the steering column, while the driver’s seat likewise adjusted for height.
A look at the pre-facelift cabin (note the basic infotainment system).
Proven powertrains: The 2nd-gen i20 inherited its naturally aspirated Kappa petrol engines from the original model, albeit with a few tweaks (peak outputs for both the 1.2 and 1.4 fell slightly, probably in a bid to improve efficiency). The chain-driven motors and the transmissions were already well-proven, which meant there was no new or untested powertrain technology to go wrong in this generation.
Lengthy warranty: When the i20 was launched in South Africa, a 5-year/150 000 km warranty was included in the purchase price. However, from 1 February 2016, the Seoul-based automaker’s local distributor extended this standard plan to 7 years or 200 000 km by incorporating an additional 2-year/50 000 km powertrain warranty. That means later model-year examples on the used market today will still enjoy significant cover, provided their previous owners have not voided their warranties.
What are the disadvantages of a Hyundai i20?
SA-spec versions of the 2nd-gen i20 did without stability control.
Disappointing safety spec: Though ABS with EBD was standard, the IB-series i20 lacked a few safety features. For instance, it was never offered locally with electronic stability control nor ISOfix child-seat anchors, while only dual front airbags were included (all derivatives featured solid rear discs rather than drums, though) and the middle rear passenger had to make do with a lap belt. Disappointingly, Hyundai didn’t take use the opportunity of the facelift to add any safety kit. Of course, models in Europe were far better equipped in this department, which saw the i20 score 4 stars from Euro NCAP in 2015.
Fairly lacklustre engines: The i20’s engines were well-proven (and uncomplicated), but they lacked low-down grunt – a fact particularly apparent at altitude – compared with the turbocharged units utilised by some of the model’s competitors. The 1.2-litre mill, which made its peak torque at a high 4 000 rpm, laboured to perform brisk overtaking manoeuvres at highway speeds, while the 1.4-litre powerplant’s maximum twisting force arrived at 3 500 rpm. Interestingly, more tractable forced-induction mills were offered in Europe, but these didn’t even make it to South Africa, likely due to cost considerations.
A 2016 Hyundai i20 1.2 Motion with peeling paint (image via auctionoperation.co.za).
Peeling paint: We’ve seen several i20 units – most of which were finished in Polar White – suffer from flaking and peeling paint, sometimes referred to as paint delamination. The issue wasn’t restricted to a single area of the body, as we’ve noted the problem on the tailgate (the area below the screen is most commonly affected), the roof (often right above the windscreen) and even the bonnet. Though Hyundai Automotive SA didn’t ever publicly acknowledge this as a factory fault, we have heard of multiple instances of the company covering repairs, or at least contributing to the cost thereof.
How much is a used Hyundai i20 in South Africa?
Note the pre-facelift taillights and tailgate used on the 1.4 Active.
To reiterate, the i20’s warranty was extended from 5 years/150 000 km to 7 years/200 000 km early in 2016. The 1.2-litre variants included a 2-year/30 000 km service plan, while the 1.4-litre versions scored a slightly more generous 3-year/60 000 km plan (with intervals of 15 000 km in each case).
Of the used 2nd-gen Hyundai i20 listings on Cars.co.za at the time of writing, 66% featured the 1.2-litre engine (with the remaining 34% using the 1.4-litre motor), while 86% were specified with a manual gearbox. Fascinatingly, 1.4 Sport derivatives made up just 2% of all listings and 1.4 Active variants accounted for only 6%. The most popular trim level was the entry-level Motion at 65%.
Later models benefit from the longer warranty.
Mileages varied from just 7 242 km (on a 2018 1.4 Fluid 4AT) to 239 082 km (on a 2019 1.2 Motion). Despite issues around paint delamination for this colour, white was the most common hue at 42% of all listings, followed by silver (25%) and red (11%).
Below R125 000: There were limited options below this mark, with most being early model-year examples. Listed mileages weren’t nearly as high as we were expecting, with more than half displaying less than 100 000 km on their respective odometers.
From R125 000 to R200 000: This was the most densely populated pricing bracket at the time of writing, though only just (the R200k-to-R250k category was right on its tail). We found plenty of facelifted examples in this space, including the majority of the 1.4 Sport versions listed on our site. The most common model years here were 2018 and 2019.
From R200 000 to R250 000: Buyers on the hunt for a 1.4 Active would likely find themselves shopping in this section, which furthermore featured almost exclusively facelifted examples of the model. Every single example here was listed with under 100 000 km on its odometer.
R250 000 and up: Most of the listings above the R250 000 mark were from the 2020 and 2021 model years, though the 1.2-litre engine still dominated. The most expensive i20 we would unearth was a 2020 1.4 Active with 14 000 km on the clock, priced at R299 950.
Which Hyundai i20 should I buy?
Facelifted models boast a far more modern infotainment system.
So, which derivative is the pick of the bunch? Well, we’d opt for the 1.4-litre motor paired with the 6-speed manual gearbox since this combination delivered the best driving experience. Note, however, that the 1.4’s claimed consumption (at 6.5 L/100 km) was slightly higher than that of the 1.2-litre engine (and its 5-speed manual cog-swapper), which came in at 5.9 L/100 km.
Should your budget allow, we’d furthermore suggest narrowing your search to examples of the facelifted model, which benefited from items such as a far more modern infotainment system and, in some cases, extra standard kit (at the mid-cycle update, the 1.4 Fluid, for example, gained automatic headlights, a centre armrest, LED daytime running lights and leather trim for the ‘wheel and gear knob). Buyers who narrow their search to facelifted examples would likely also score the balance of that 7-year warranty.
And the trim level? Well, since the base Motion grade did without items such as alloy rims, foglights, rear-passenger air vents, rear electric windows and rear parking sensors, we’d point to the Fluid- or Active (if the latter’s packaging appeals to your sense of style) specification as offering the most value.
That brings us neatly to the post-facelift i20 1.4 Fluid 6MT as our recommended buy.
Is the Hyundai i20 a good used buy?
The 1.4 Fluid in manual (and facelifted) guise is our pick of the bunch.
In addition to the strong-selling locally built Volkswagen Polo and Cologne-produced 6th- and 7th-gen Ford Fiesta, the IB-series (2nd-gen) Hyundai i20 had to contend with the likes of the 4th-gen Kia Rio hatchback, the XP130-series Toyota Yaris, the Renault Clio IV, the X15-gen Opel Corsa, the 3rd-gen Mazda2 and the 3rd iteration of the Honda Jazz (a generation that was likewise sourced from India).
When new, the Hyundai i20 offered excellent value for money and the same goes for this model on the used market. If you’re not fussed about the lack of electronic stability control (across the range) and general lack of under-bonnet verve, well-cared-for examples of this B-segment hatchback can deliver a wonderful mix of practical packaging, comfortable ride quality and the potential for long-term reliability.
Facelifted GWM P-Series gains new 2.4 turbodiesel overseas
The facelifted GWM P-Series recently launched in China, complete with a new 2.4-litre turbodiesel engine. Could this more powerful motor be offered in South Africa, too?
Just over a year ago, the facelifted GWM P-Series was revealed at the Shanghai motor show, boasting fresh front-end styling and an overhauled interior. Now, the updated version of the bakkie has finally launched in China, complete with the option of a new 2.4-litre turbodiesel engine.
Yes, the double-cab version of the Chinese bakkie – which also wears the Cannon, Ute, Poa or Poer badge, depending on the country – can now be ordered in its domestic market with a choice of 3 engines. There’s a turbocharged 2.0-litre petrol motor (140 kW/360 Nm) as well as the 2.0-litre turbodiesel (120 kW/400 Nm) familiar from the current P-Series line-up here in South Africa.
The facelifted bakkie recently launched in China.
However, the big news for the Chinese market is the addition of a new 2.4-litre, 4-cylinder turbodiesel mill. Codenamed GW4D24, this engine generates peak outputs of 135 kW at 3 600 r/min and 480 Nm from 1 500 to 2 500 r/min. Drive is delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity oil-burning engine.
So, could this engine be offered in the SA-spec P-Series at some point? Well, considering the upcoming P500 will be available locally with the same 2.4-litre unit (alongside a 2.0-litre turbocharged petrol hybrid engine familiar from the Tank 300), we certainly wouldn’t be surprised to see the new motor eventually trickle down the range.
In China, the new 2.4-litre turbodiesel is mated to a 9-speed auto.
After all, its loftier outputs would close the gap to the likes of the Toyota Hilux’s 2.8-litre unit (150 kW/500 Nm) and the Ford Ranger’s 2.0-litre bi-turbodiesel engine (154 kW/500 Nm). As an aside, this oil-burning powerplant is also rumoured to be on the cards for the GWM Tank 300.
From what we understand, GWM South Africa plans to launch the facelifted P-Series locally in August 2024. For the record, the refreshed model on offer in China features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked.
Note the new 7-inch instrument cluster.
Inside, the revised P-Series gains a freestanding 7-inch colour LCD instrument cluster and a new 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia. The cabin employs fewer physical controls than before, which suggests more functions have been moved to the touchscreen, while we also spotted new steering-wheel and automatic gear-shifter designs as well as a change in orientation for the air vents (from vertical to a more conventional horizontal layout).
As a reminder, the current P-Series range launched in SA in December 2020. The local line-up currently comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs), with pricing running from R413 050 to R694 950.
The “commercial” version of the double-cab bakkie also gets the new engine in China.
All derivatives are powered by the aforementioned 2.0-litre turbodiesel motor generating 120 kW and 400 Nm, though there is a choice of driven wheels (4×2 and 4×4) and transmissions (a 6-speed manual gearbox and a ZF-sourced 8-speed automatic cog-swapper).
In 2023, the P-Series registered 4 462 sales (+6.7%) in South Africa, securing it 7th place on the list of Mzansi’s best-selling bakkies, ahead of established contenders like the Toyota Land Cruiser 79, Volkswagen Amarok and the Mitsubishi Triton. Over the opening 5 months of 2024, GWM registered 1893 units of the P-Series to remain in 7th, close behind the Rosslyn-built Nissan Navara.
