Having introduced the XC60 T8 Beast 2.0, which was unique to the local market, last year, Volvo Car SA is again rolling out a limited-edition special version of its award-winning Executive SUV – the XC60 Black Edition, finished in Onyx Black, of course.
Featuring numerous cosmetic and mechanical enhancements, the one-of-a-kind Volvo XC60 T8 Beast 2.0 was Volvo Car SA’s “accessories brochure on wheels”, but not the brand’s first venture into building one-offs. Before that, there was an off-road and adventure-focused Volvo XC90 (THAT was Beast 1.0).
The 2nd-gen Volvo XC60 was launched in South Africa in 2018 – the same year in which it bagged the overall World Car of the Year title. Variants of the model went on to win the Executive SUV category of the Cars.co.za Consumer Awards in 2018/19 and 2020/21 and the Gothenburg-based brand introduced a facelifted version of the model in 2022, which was when we reviewed the T8 Recharge AWD Inscription.
Now that the model has been on the market for 6 years, it’s entering the twilight of its lifecycle – most expect it will be replaced with an all-electric model in the near future. But until that happens, the trio of XC 60 Black Editions represents “a fresh take on the brand’s understated Scandinavian design but also an extremely high level of exclusivity,” says Volvo Car SA. Only 23 examples are set aside for our market.
The Black Edition treatment combines an Onyx Black exterior paint finish – said to be a deep metallic hue with a “brilliant sparkle” in strong daylight and a “solid darkness” in reduced light – with several exclusive black details, including a high-gloss black grille and gloss-black 21-inch 5-spoke alloy wheels.
In addition, a blacked-out version of the Swedish firm’s famous “iron mark” logo adorns the grille, while the XC60 Black Edition’s tailgate’s “Volvo” lettering and other badging likewise gain a dark finish.
Inside, the XC60 Black Edition features charcoal headlining, complemented by a choice of either charcoal Nappa leather-and-textile upholstery or charcoal ventilated Nappa leather trim.
The Black Edition package is available in conjunction with a choice of 2 powertrains: the mild-hybrid XC60 B5 AWD (offering peak outputs of 183 kW and 350 Nm) in Plus specification and the plug-in hybrid XC60 Recharge AWD (340 kW and 709 Nm) in either Plus or Ultimate trim.
Watch Ciro De Siena’s video review of the 2018 Volvo XC60
How much does the Volvo XC60 Black Edition cost in SA?
All 3 Volvo XC60 Black Edition variants come with a 5-year/100 000 km warranty and maintenance Plan, as well as 5-year/unlimited km roadside assistance, DataDot and Volvo On Call (SOS Roadside Assistance & 24/7 365 Personal Concierge).
Plug-in hybrid variants additionally feature an 8-year warranty specific to the high-voltage battery pack.
The Nissan Micra nameplate is no more, but the underappreciated 5th-gen (K14) version of the compact hatchback can offer strong value on the used market today.
Although the South African new-vehicle market missed out on the initial 2 generations of the Micra, Nissan’s compact hatchback/supermini became familiar to many local motorists. Ultimately, this nameplate enjoyed an 18-year run in the country, kicking off with the K12 model in 2004.
The 4th-gen (K13) Micra – which was known as the March in various other countries, including Japan – followed in 2011, before morphing into the prolonged-lifecycle Micra Active in 2017. The 5th-gen (K14) model finally arrived in Mzansi in the following year; it was described as a “massive progression” and shared plenty of oily bits with the Renault Clio IV (courtesy of the Renault-Nissan-Mitsubishi Alliance).
The K14-series marked the return of Micra production to Europe.
Sporting far edgier styling than that of its comparatively bulbous, bug-eyed forebears, the K14-series model was manufactured alongside the Clio IV at the Renault Group’s Flins factory in France, marking the return of Micra production to Europe after a 7-year break. Interestingly, it ran on a modified version of the V-platform that had underpinned its predecessor rather than an all-new architecture.
At launch, Nissan’s local division boldly claimed that the 5th-gen hatchback – which was longer, wider and lower than its predecessor – would “revitalise the small-car segment in South Africa”. However, buyers didn’t quite agree as the 5th-gen model failed to trouble the market’s mid-pack contenders (such as the Ford Fiesta and Hyundai i20, never mind the strongest seller in Mzansi – the Volkswagen Polo).
The 5th-gen Micra didn’t quite meet Nissan SA’s sales expectations.
In fact, according to Naamsa sales figures, just 1 592 units of the K14-series Micra were registered in South Africa in 2019 – the model’s first full year on the market – translating to a meagre monthly average of 133 units (less than half of the company’s modest initial target of 300 units a month). For context, consider that nearly 22 000 examples of Volkswagen’s locally built Polo hatch were sold that year…
Production of the K14-series Micra is thought to have ceased towards the end of 2022, though Nissan pulled the plug on the nameplate in South Africa a little earlier that year. Indeed, just 98 units were sold locally in 2022. Though the badge is technically no more, rumours suggest an all-new fully electric model will eventually succeed the Micra in some markets.
Model line-up in South Africa
At launch, the Micra was available only with a small-capacity 3-pot.
Revealed at the Paris Motor Show in September 2016, it took nearly 2 years for the K14-series Micra to make landfall in South Africa. When it did finally touch down in June 2018, the range comprised a trio of derivatives, each powered by a turbocharged 0.9-litre, 3-cylinder petrol engine (familiar from the Clio) driving the front axle via a 5-speed manual gearbox.
0.9T Visia 5MT (66 kW/140 Nm)
0.9T Acenta 5MT (66 kW/140 Nm)
0.9T Acenta Plus 5MT (66 kW/140 Nm)
By February 2019, a new Micra Acenta Plus Tech derivative had slotted in at the summit of the range, fitted with the Japanese firm’s so-called “Nissan Intelligent Mobility” technology package. The latter included safety systems such as a 360-degree camera set-up (with moving object detection), blind-spot warning and intelligent forward emergency braking. Additional features for this model were rear parking sensors, rain-sensing wipers, auto-folding side mirrors and an electro-chromatic rear-view mirror.
A more powerful, slightly higher-capacity turbo triple was offered from late in 2019.
Interestingly, the Micra Acenta Plus Tech’s stay in the local line-up was relatively short-lived, as it had disappeared by the time a new engine option joined the range in November 2019. As many as 3 variants were offered with this livelier turbocharged 1.0-litre, 3-cylinder petrol motor (swelling the range to 6 derivatives), which generated 84 kW at 5 150 rpm and 180 Nm between 1 750 and 4 000 rpm.
1.0T Acenta Plus 6MT (84 kW/180 Nm)
1.0T Tekna 6MT (84 kW/180 Nm)
1.0T Tekna Plus 6MT (84 kW/180 Nm)
Available in conjunction with the Acenta Plus, Tekna and Tekna Plus trim levels, the 1.0T mill drove the front wheels via a 6-speed manual cog-swapper, facilitating a claimed 0-100 kph time of 9.9 seconds (compared with the 12.1-second time stated for the 64 kW version).
The 84 kW variants had a lower ride height than their siblings.
Such-equipped variants furthermore came with revised suspension tuning (including a 10-mm lower ride height), a quicker steering rack, chrome tailpipe, keyless entry and the Nissan Intelligent Mobility package.
From what we can tell, the Micra range went entirely unchanged for the next few years, before Nissan SA quietly axed it at some point in the 3rd quarter of 2022. Interestingly, Ford Motor Company of Southern Africa had discontinued the Fiesta hatchback – one of the Micra’s main rivals – just a few months prior.
What are the advantages of a Nissan Micra?
The Mk5’s cabin represented a significant step up in quality for the Micra.
Big improvement inside: While the K13-series model – including the prolonged-lifecycle Active derivative that Nissan had pitched against Volkswagen’s Polo Vivo – featured a cabin best described as “budget”, the 5th-gen Micra’s interior was a pleasing mix of soft-touch surfaces, smart connectivity options and largely generous equipment levels (plus vibrant colour schemes, in the case of certain derivatives). In short, the K14-series moved upmarket, leaving the cheap-and-cheerful Active to cover the lower end of the segment. Note that the base Visia didn’t have the 7-inch touchscreen system.
Plenty of standard safety kit: Since the 5th-gen Micra was primarily designed for and built in Europe (a continent with stringent crash-test standards), it had no shortage of safety equipment. For the record, the European-spec version of the K14-series Micra scored 4 stars in its Euro NCAP test in 2017.
The K14-gen Micra scored 4 stars in its Euro NCAP test.
All derivatives in the SA range shipped standard with 6 airbags, ABS with EBD, brake assist, electronic stability control, hill-start assist and ISOfix child-seat anchors (including for the front passenger seat, where the airbag could be deactivated). Variants fitted with the 1.0-litre turbo powertrain, meanwhile, furthermore gained the 360-degree camera system, blind-spot warning and rear parking sensors.
Wallet-friendly fuel economy: Owing to a relative lack of heft, as well as the pair of small-capacity forced-induction engines on offer, Nissan could claim enticingly low fuel-economy figures for the 5th-gen Micra. In addition, with a CO2 emissions figure of 115 g/km applying across the range, Nissan’s B-segment hatchback snuck in under the taxable threshold of the time. The Japanese firm said the 66 kW version of the Micra could sip unleaded at just 5.1 L/100 km on the combined cycle, while the more energetic 84 kW engine was interestingly even lighter on fuel, featuring a listed figure of 5.0 L/100 km.
What are the disadvantages of a Nissan Micra?
The 66 kW engine wasn’t particularly refined.
66 kW engine lacked refinement: Though the tiny 0.9-litre engine was certainly capable of returning impressive fuel-economy figures, it wasn’t entirely user-friendly in practical terms. For example, the little 3-pot exhibited some lowdown lag; maximum twisting force was available only from 2 250 rpm, after all, while peak power arrived at 5 500 rpm, resulting in a relatively narrow band of accessible oomph. In short, the driver had to work the engine hard to make decent progress.
In addition, the 5-speed manual gearbox wasn’t the slickest around, while the clutch had an awkwardly high biting point. These were all criticisms also levelled at Clio IV derivatives that used this motor, which was likewise known to suffer from worn timing chains or outright timing-chain failures (particularly if the vehicle hadn’t had its oil changed regularly).
The Mk5 Micra wasn’t available with an automatic transmission in SA.
No automatic transmission option: While the related Clio IV was available in South Africa with an optional dual-clutch transmission (in conjunction with a 1.2-litre, 4-cylinder turbopetrol mill), the K14-series Micra was offered only in manual guise, meaning local buyers keen on a 2-pedal hatchback had to look elsewhere. That made it even trickier for the Micra to challenge the likes of the Polo and Fiesta.
The 5th-gen Micra was sold with a continuously variable transmission (CVT) in some markets, but this cog-swapping option never made it to local shores. Mzansi also missed out on the naturally aspirated (and, by all accounts, rather weedy) 1.0-litre petrol and 1.5-litre turbodiesel variants available abroad.
Rear space was cramped by segment standards.
Cramped rear quarters: The 5th-gen Micra’s rear quarters were relatively cramped, particularly when it came to headroom (tall occupants had the dramatically sloping roofline to thank for that). In addition, the chunky C-pillar design – which incidentally hid the rear door handles – impacted outward visibility and left rear passengers feeling a little claustrophobic. Curiously, some derivatives – even high-spec versions early on – made do with manual wind-up windows at the back, while also missing out on door bins.
Still, there weren’t complaints from those seated up front, where the pews were wonderfully comfortable. Moreover, the steering column offered rake- and reach adjustment, allowing the pilot to fine-tune their driving position. The load bay had a claimed capacity of 300 litres with the 60:40-split bench in position.
How much is a used Nissan Micra in South Africa?
The Micra was available with various styling packs.
Throughout its tenure on SA’s new vehicle market, the Nissan Micra shipped standard with a 3-year/90 000 km service plan (with intervals of 15 000 km) and a 6-year/150 000 km warranty. The Japanese brand’s compact hatchback was furthermore offered with a range of optional “styling packs”, bringing a chrome, blue, black or orange finish for items such as the side mouldings and side-mirror caps.
About 65% of the used K14-series/5th-gen Nissan Micra models listed on Cars.co.za at the time of writing were fitted with the 66 kW motor. The Acenta Plus trim level – the only grade common to both engines – was the most listed at 31%, closely followed by Acenta (27%) and the base Visia (22%).
The 66 kW engine appears to be more plentiful on the used market.
The most popular model year was 2021, while we intriguingly found a single unit in each of the 2023 and 2024 brackets (vehicles that must have been held back for late registration). Mileages varied from just 100 km on the aforementioned 2023 example, to 153 000 km on a 2019 Acenta model.
Below R150 000: At the time of writing, the few examples below this mark were all from the initial 2 model years. Unexpectedly, both engines were represented here, though we noted damaged paintwork and scruffy interiors in some cases.
From R150 000 to R200 000: There were far more listings between these pricing bookends, though the base 66 kW motor accounted for the bulk. The entry-level Visia trim made up half of the listings here, but a number were fitted with aftermarket alloys (something we’d advise avoiding).
From R200 000 to R250 000: Many shoppers would likely be searching within this pricing bracket, which housed about 40% of all K14-series Micras listed. Most of the units here had under 50 000 km on their odometers, while the split between engines was 70:30 in favour of the smaller mill.
R250 000 and up: Should your budget extend past R250 000, you’d have the option of picking up a late model-year Micra, most likely fitted with the more desirable 84 kW engine. The most expensive example we discovered was a 2021 1.0T Tekna with nearly 21 000 km on the clock and a price tag of R359 950 (that derivative was priced at R404 900 when new, before it was discontinued in 2022).
Which derivative should you buy?
We’d lean towards the more powerful engine option.
So, which version of the Micra should be on your shortlist? Well, we’d argue the 84 kW 1.0T was easily the more polished of the 2 powertrain options, beating its slightly smaller-capacity sibling on virtually all fronts (from peak power/torque and fuel economy to refinement, gearshift action and ease of use).
However, the low-speed ride in the 84 kW derivatives was a little firmer than in the 66 kW variants, owing to the tauter, lower suspension and lower-profile tyres. For the record, all 84 kW variants (as well as the 66 kW Acenta Plus variant) rode on 205/45 R17 tyres, while the 66 kW Acenta used 195/55 R16 rubber and the base Visia plumper-still 185/65 R15 tyres (the latter wrapped round steelies rather than alloys).
Higher-spec models gained climate control (rather than manual air con).
In terms of trim levels, the Acenta Plus covered most needs and is our pick of the bunch, though the Tekna added niceties such as LED headlights, LED front foglamps, rain-sensing wipers, climate control (as opposed to manual aircon) and a Bose audio system, complete with an amplifier under the driver’s seat, wide-range speakers in the front doors, tweeters in the dashboard and “ultra-nearfield” speakers in the driver’s seat headrest.
Though such examples are seemingly few and far between on the used market today, the Tekna Plus furthermore gained “Invigorating Red” cabin trim, leather seats (with a heating function up front) and the option of “Enigma Black” paint.
Is the K14-series Nissan Micra a smart used buy?
A look at the cabin of the Tekna Plus derivative.
When the K14-series Nissan Micra finally made local landfall in mid-2018, it had an incredibly tough task on its hands. The reinvented B-segment hatchback was pitted against Mzansi favourites such as the 6th-gen Volkswagen Polo (made in Kariega) and the 7th-gen Ford Fiesta (imported from Cologne).
It also faced steady sellers like the Renault Clio IV, the 2nd-gen Hyundai i20, the 4th-gen Kia Rio and the 3rd-gen Honda Jazz. Other contenders in this space at the time included the 3rd-gen Mazda2 and the underwhelming (Thailand-sourced) XP150-generation Toyota Yaris. There was also the X15-series Opel Corsa and the A9-gen Peugeot 208, which were more left-field options.
The K14-gen Micra was a huge improvement on the preceding model.
In some ways, the 5th-gen Micra wasn’t quite as accomplished as the class leaders. The Volkswagen Polo, for instance, boasted more interior space, offered higher levels of refinement and rode with a greater degree of pliancy, while the agile Ford Fiesta was simply far more enjoyable to drive. That said, the edgily-styled Nissan wasn’t all that far off when specified with the more powerful engine…
While the cramped rear quarters and lack of an automatic transmission option were the obvious blots on its ledger, the K14-series Micra still represented a monumental improvement over its bland predecessor, being far more interesting to look at, sit in and indeed drive. Though it’s a shame this nameplate is no longer with us on the new-car market, there’s certainly still value to be found in the used-car space.
Mercedes-AMG A45 S Limited Edition (2024) Price & Specs
How much will the Mercedes-AMG A45 S Limited Edition – a special AMG Green Hell Magno version of the hyper hatch – cost in South Africa? Well, brace yourself…
Back in February 2024, the Mercedes-AMG A45 S Limited Edition was revealed, complete with the German brand’s distinctive AMG Green Hell Magno paint job. Now we have an idea of how much this special model will cost in South Africa…
As an aside, we believe this model was originally meant to be called the “Final Edition”. In fact, while the international press material makes no mention of this, Mercedes-Benz SA’s configurator still says the limited-edition derivative was conceived “to mark the ending of the model series”.
Various reports in 2022 claimed the W177-generation A-Class (including the A45 S) wouldn’t receive a direct successor, a decision that would seemingly lead to the death of the nameplate by 2025. However, subsequent reports (such as this Autocar article) suggest the hatchback will be built until at least 2026, after Mercedes-Benz scaled back its electric-vehicle plans.
Anyway, back to local pricing for this special model. According to Mercedes-Benz SA’s online configurator, specifying the “AMG Limited Edition” option will add R228 000 to the base price of the A45 S. However, it also forces the selection of the Premium Plus Package (R90 000), the AMG Performance Seat Package Advanced (R80 000), transport protection (R3 000) and auto front passenger airbag deactivation (R2 000).
So, ticking the “Limited Edition” box in Mzansi effectively costs the buyer a considerable R403 000. Add that number to the hyper hatch’s standard list price of R1 424 450 (a figure that includes a maintenance plan), along with the maximum CO2 tax figure of R19 309, and the result is a heady R1 846 759. That makes it the most-expensive hatchback on SA’s new-vehicle market by quite some margin.
What do you score for all that extra cash? Well, in addition to a paint colour otherwise not available for compact Mercedes-Benz models, the A45 S Limited Edition ships with black stripes along its flanks (bearing the AMG logo), black stripes along the bonnet and roof, oversized “A45 S” lettering on the front doors and a large AMG crest on the bonnet. There are also all manner of contrasting yellow accents, including for the matte-black 19-inch AMG forged wheels in a 7-twin-spoke design.
To match the colour of the rims, the AMG high-performance brake system’s callipers are finished in gloss black, complete with white AMG logos. Other details include an “exclusive” fuel cap bearing the AMG insignia and light projectors that shine Affalterbach’s coat of arms onto the tarmac when a door is opened.
The A45 S Limited Edition furthermore comes fitted with a trio of familiar equipment packages: the AMG Night Package, the AMG Night Package II and the AMG Aerodynamics Package (the latter including that fixed rear wing).
Inside, the AMG performance seats are trimmed in a combination of Artico man-made leather and Microcut microfibre, while yellow stitching has been applied to the seats (the front headrests furthermore each gaining a “45 S” badge, a treatment also handed to the floor mats), door panels and instrument panel. The AMG steering wheel likewise scores yellow stitching, with this bright hue repeated on the AMG lettering applied to aluminium-trim facia. Meanwhile, the AMG logo on the door sills illuminates in yellow.
As a reminder, the A45 S Limited Edition is powered by an unchanged version of Affalterbach’s turbocharged 2.0-litre, 4-cylinder petrol engine (M139) sending a whopping 310 kW and 500 Nm to all 4 wheels via an 8-speed dual-clutch transmission. The obligatory sprint from zero to 100 kph takes a claimed 3.9 seconds, while top speed is limited to 270 kph.
How much does the Mercedes-AMG A45 S Limited Edition cost?
Mercedes-AMG A45 S Limited Edition – R1 846 759
The price above includes a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
How popular is the 2.8-litre turbodiesel version of the Toyota Land Cruiser 79 compared with the 6- and 8-cylinder variants also in the range? The back-order stats tell a story…
When the refreshed Toyota Land Cruiser 79 range launched in South Africa in February 2024, the big news was the addition of the 2.8-litre turbodiesel engine, offered in conjunction with an automatic transmission. But have South African buyers embraced or rejected the idea of a 4-cylinder motor in this evergreen bakkie?
Well, we asked Toyota South Africa Motors about the local uptake of the 2.8 GD-6 powertrain (which generates 150 kW and 500 Nm) versus the larger-capacity alternatives in the updated Land Cruiser 79 line-up. For context, the refreshed range comprises 4 single-cab variants and 4 double-cab derivatives, with one of each powered by the 4-pot. The results certainly tell a story…
The 2.8 GD-6 generates 150 kW and 500 Nm in the Land Cruiser 79.
As a reminder, the 4.0-litre V6 petrol unit (170 kW/360 Nm), the 4.2-litre straight-6 diesel motor (96 kW/285 Nm) and the 4.5-litre V8 turbodiesel mill (151 kW/430 Nm) all soldier on as part of the local line-up – for the time being, at least, with the 8-cylinder motor tipped to retire by August 2025. Each of these older motors comes standard with a 5-speed manual gearbox, making the 4-cylinder mill the only one available with an automatic transmission.
According to Toyota SA Motors, of the 3 083 units currently on back order, as many as 2 155 units have been specified with the 2.8 GD-6 powertrain. That translates to a considerable 69.9% of all Land Cruiser 79 vehicles on back order. Of course, there may well be certain supply factors at play here – the V8 seems to be particularly tricky to get hold of, after all – but there’s no arguing with the figures.
The 4-pot appears even more popular in the Land Cruiser 76 range.
Keep in mind that in addition to an automatic cog-swapper, the new 4-cylinder models gain extra safety equipment over the older powertrain derivatives, including items such as vehicle stability control, active traction control, brake assist, electronic brake-force distribution, hill-assist control and downhill assist control.
What about the Land Cruiser 76 Station Wagon line-up, which comprises a pair of 2.8 GD-6 derivatives as well as a 4.5 V8 variant? Well, Toyota SA Motors says of the 744 units currently on back order, as many as 667 (or a whopping 89.7%) have been ordered in the 2.8 GD-6 form…
The Opel Corsa faces stiff competition from the Volkswagen Polo and an array of small crossovers. We review the facelifted 1.2T GS Line to determine whether this German B-segment hatchback still has much to offer, or whether the market has left it behind.
We like: Spritely performance, engaging drive, fit and finish, relatively good value.
We don’t like: Uninspiring interior, cramped rear occupant space.
The Opel Corsa is a veteran of the (once flourishing) compact hatchback segment. This model’s Corsa E predecessor notably won the compact hatchback category of the 2016/17 Cars.co.za Consumer Awards.
For much of the 21st century, 5-door B-segment cars were the most popular offerings in the new-vehicle market, but recently key players have either been withdrawn from South Africa (Kia Rio) – or cancelled globally (Ford Fiesta). It’s a pity, but we can see why brands have changed tack to suit market conditions.
New-vehicle customers now prefer compact hatchbacks with raised ride heights – crossovers are all the rage. But, if you glance at the sales figures, you’ll see there is still some demand for the good ol’ hatch.
The F-generation Corsa is an attractively styled hatchback, especially with a bi-tone colour scheme.
So, what’s incorporated in the updated model? Well, the Opel Corsa facelift features revised front-end styling, is offered in conjunction with an expanded colour palette, and the cabin has received a new-look steering wheel and upgraded tech, such as a bigger infotainment screen and a digital instrument cluster.
How the Opel Corsa fares in terms of…
Performance and Efficiency
The EB2DTS 1.2-litre 3-cylinder turbopetrol engine does duty in several Stellantis Group products. We’ve had considerable experience with this powertrain over the years and, in this application, it continues to impress. With outputs of 96 kW and 230 Nm of torque, it outguns its 2 nearest rivals (the Polo and i20).
The facelifted model is distinguished by a closed-off grille and new-look daytime running lights.
And, during its tenure in our test fleet, the Opel performed spiritedly! According to our equipment, the test unit dispatched the 0-100 kph sprint in 9.07 sec. The 1.2T GS Line is marketed as the sporty-looking flagship of the range, but we didn’t expect such fiery acceleration from the range-topping Corsa. It’s not purported to be a lukewarm hatch, but anything in this segment that hits 100 kph under 9.5 sec is quick.
The 6-speed automatic transmission shifts smoothly and when you expect it to.
It’s not just about the get-up-and-go either – the 1.2T GS Line delivers relatively generous in-gear shove, which facilitates brisk overtaking manoeuvres when required. With 230 Nm available from just 1 750 rpm, the engine doesn’t need to be worked hard to perform spiritedly. The 6-speed auto ‘box is well calibrated with the 3-cylinder mill and shifts smoothly, but when it needs to kick down in a hurry, it reacts promptly.
With a 44-litre tank and a claimed fuel consumption of 6.3 L/100 km, the 1.2T GS Line has a theoretical full-to-empty range of just under 700 km. Based on our experience, the Opel’s consumption is more likely to hover around the 7.5 L/100 km mark, but if you’re willing to adopt a measured, efficiency-minded driving style, the Corsa facelift can be reasonably frugal. At one stage, we saw an indicated 5.8 L/100 km.
The Corsa can achieve miserly fuel economy, but it’s unnatural to drive in that manner all the time…
Design, Features and Practicality
The revised front-end styling of the Opel Corsa facelift looks smart and adopts design elements from the boldly styled Mokka – we love the blade-like DRLs. Also, the metallic grey paint finish colour combines beautifully with the black bi-tone roof, sporty wheels, twin exhausts and rear wing. It’s a pity there won’t be a hotter version of this is an attractive hatchback, such a car would have the go to match the show!
We love the look of the new-look daytime running lights.
Peugeot/Citroen developed the Common Modular Platform (CMP) under the auspices of the PSA Group before it was incorporated into Stellantis in 2021. This versatile platform underpins no fewer than 13 internal combustion-engined vehicles in the group, ranging from the Opel Corsa… to the Jeep Avenger.
But, if you’re a die-hard Opel fan, you’re likely to be disappointed that the Russelsheim-based brand’s compact hatchback’s mechanical configuration is not distinctive from those of its Stellantis counterparts. Yes, it’s essentially a re-badged Peugeot 208, but you can apply the same argument to the Volkswagen Golf and Audi A3, to name one example. They’re much the same product – but with different executions.
With a wheelbase of 2 540 mm, which is shorter than those of its nearest rivals, the Corsa’s cabin is not particularly spacious, especially for rear occupants. When we attempted to sit behind the driver’s seat that had been set up to accommodate a reasonably tall adult male, we found the Opel’s rear legroom rather limited/best suited to seat children. Also, the 417-litre load-bay capacity is not generous either.
Rear legroom is limited; the rear bench is best suited for seating children.
At the front, the simple but elegant fascia features a 10-inch infotainment touchscreen and a 7-inch digital instrument cluster. The GS Line trim includes cloth-faux leather trim, auto aircon and heated seats.
Apple CarPlay/Android Auto connectivity, USB ports, front and rear parking- and tyre pressure sensors, traffic sign recognition and autonomous emergency braking are just some of the tech highlights.
The level of safety tech fitted to the 1.2T GS Line is better than most models in the compact hatchback segment.
We suspect that this vehicle was one of the early homologation units because its features list didn’t quite line up with what Opel SA is selling. It had the 1.2T GS Line’s exterior treatment and engine, but the cabin was a blend of mid-spec Edition and GS Line features. Sadly, our “Frankensteinian” unit didn’t have the heated seats – they would have been welcome, given the icy conditions in the Western Cape in mid-July.
As for criticisms of the interior, we don’t have many. Our biggest one is that compared with the exterior look, which is extroverted, the Corsa’s black-on-black interior is a bit predictable. Also, the cabin design lacks some flair – there are no chrome-look or faux carbon-fibre accents, just gloss black plastic. Pity.
The cabin feels suitably well-made, but it lacks personality.
The interior of the Opel Corsa facelift may lack a bit of razzmatazz, but it makes up for that with good ergonomics and an admirable level of fit-and-finish. The buttons on the steering wheel, for example, feel premium/well-weighted by compact hatchback standards. Some luxury brands should take note of that…
Happily, the Corsa does not echo Peugeot’s love-it-or-hate-it i-Cockpit setup (one in which a strangely positioned steering wheel may obscure most of the instrument cluster – unless you don’t mind driving with the tiller “on your lap”). That’s impressive, considering the Corsa and 208 are closely related. While the Peugeot’s interior has a quirky vibe to it, we’d rather have the Corsa’s more conventional layout.
Ride and Handling
To reiterate, the 1.2T GS Line is meant to look sporty, but it’s not engineered to offer a heightened level of driver engagement. However, thanks to its CMP underpinnings, the Opel Corsa facelift is more fun to drive than we expected it would be. Even though the previous-gen Corsa didn’t feel cumbersome on the road, it was a bit dull to drive; since Stellantis took over, the new-gen Corsa has seemed notably wieldier.
These sporty wheels look great and do their bit to soak up the bumps.
The surprisingly nimble handling does not come at the cost of ride comfort. The suspension is slightly firmly sprung, but well damped. We’re firm believers in driving slower cars fast, as opposed to the other way around. You WILL get a little thrill when cornering a little faster than usual. The steering is pleasingly weighted, accurate and direct, which means that the Opel Corsa facelift is easy to place on the road.
No fancy touchpads here, just pleasing tactile buttons
Importantly, the Russelsheim-based brand’s compact hatchback excels on the daily commute, where its 16-inch alloys – wrapped in suitably plump 195/55 tyres – help to soak up most road imperfections. Truly, the ingredients for a well-balanced warm hatch are already mostly in place here… Come on Opel, if you build the Grandland‘s 1.6-litre turbopetrol into the Corsa, you’d produce a genuine rival to the Polo GTI.
Price and After-sales support
The Corsa 1.2T GS Line retails for R459 900 (July 2024) and comes with a 5-year/100 000 km warranty and a 3-year/45 000 km service plan.
We live in an era in which new small crossovers/compact family cars/baby SUVs are being rolled out almost every month and the makers of those models spend big on marketing on traditional- and social media platforms. The result is saturation; if you’re not in the limelight, you can be quickly forgotten.
The Opel Corsa deserves more success because it’s a genuinely good car. In this case, the 1.2T GS Line is both quicker and better equipped (in terms of safety and tech) than its Volkswagen Polo and Hyundai i20 counterparts. To spec a Polo derivative to about the same level as the Corsa range-topper, you’ll have to breach the R500 000 mark – and still won’t have heated seats! If you’re shopping for a new compact hatchback, remember to take a 2nd look at this Corsa. It may surprise you – it surprised us.
The facelifted Volkswagen Touareg will be on sale in South Africa from the beginning of August 2024. Here’s a quick look at the pricing and what’s on offer.
The facelifted Volkswagen Touareg is Wolfsburg’s answer to the luxury SUV segment and if your money isn’t going to either the BMW X5, Mercedes-Benz GLE or Audi Q7, then Volkswagen hopes you’ll take a second look at its offering.
Visually, the update comprises changes both inside and out with the exterior design gaining an overhaul. There are new-look IQ.Light HD matrix headlights which are more effective, new daytime running lights and the rear gains that in-fashion LED lightbar. There are new-look bumpers at the front and rear and the Volkswagen logo is illuminated at night.
Step inside and both the features list and trim have been enhanced. There’s an upgraded voice control system, more powerful USB-C connection ports, while the cabin benefits from more plush materials.
Customers will be able to choose from two trim levels, however the supplied information didn’t clarify between the two to justify the R300 000 difference. We’ll update this article as soon as the configurator goes live.
As before, the Touareg is powered by a 3.0-litre turbocharged diesel engine which makes 190 kW and 600 Nm. The car features permanent all-wheel drive as well as an 8-speed automatic transmission.
How much does the 2024 VW Touareg cost in South Africa?
The facelifted Volkswagen Touareg ships standard with a 5-year/100 000 km maintenance plan, a 3-year/120 000 km warranty, a 12-year anti-corrosion warranty and a space-saver spare wheel.
The Starlet Cross has superseded the Urban Cruiser as Toyota South Africa Motors’ most affordable small crossover. We drove the newcomer up in Gauteng this week.
We escaped a sodden Cape Town in favour of sunny Pretoria and our mission was simple: sample what (spoiler alert!) would immediately become one of the best-value vehicles on sale in South Africa and one that I fully expected would sell like proverbial hotcakes. I refer, of course, to the new Toyota Starlet Cross.
Now, as new as the Starlet Cross is to Toyota, it is, in fact, the twin under the skin of the Suzuki Fronx, which was launched in SA last year. Here, sans comical nameplate and Suzuki emblems, the Starlet Cross retails from just under R300k to R360k depending on which type of ‘box and trim grade you want.
All derivatives are powered by one of the SA vehicle market’s ubiquitous drivetrains: Suzuki’s naturally aspirated 1.5-litre 4-cylinder petrol engine paired with either a 5-speed manual or 4-speed automatic transmission. That combo does duty in a wide assortment of Toyota and Suzuki small passenger cars, including the latter marque’s iconic Jimny off-roader. That’s certainly a testament to its robustness and a known entity when it comes to the after-sales experience which is, frankly, what Toyota truly excels at.
Budget crossovers are getting better – and multiplying
Before we get to the car itself, let’s reiterate that the B-SUV segment (in which the Starlet Cross and its Fronx half-sibling operate) – budget crossovers – is one of the liveliest ones in the South African new-vehicle market. Suzuki has been a force here – really opening it up with that initial Vitara Brezza model, which Toyota would eventually commandeer as its Urban Cruiser. We’ve compared those old models.
We’ve also seen Renault and Nissan enter the fray with the Indian-built Kiger and its cousin, the Magnite, as well as freshly minted models from China, such as the Haval Jolion, Chery Tiggo 4 Pro and Omoda C5. But I’d argue that the Fronx and this, the smartly titled Starlet Cross, are the most compelling offerings.
The Cross moniker has long been synonymous with hatchbacks that have been given an off-road flavour – think black body cladding, grey skid plates and a slightly raised body – so to tag this suffix to Toyota’s volume-selling Starlet, which won the budget car category of the 2020/21 #CarsAwards, makes sense.
Then there’s the fact that it shares the eye-catching coupe-like profile of its half-sibling, which makes it an even more attractive prospect. And, considering that the new Starlet Cross is meant to appeal to a youthful and adventurous demographic, specifically hikers, bikers and a veritable smorgasbord of other kinds of “outdoorsy types” between the ages of 25 and 39, I think they’ve well and truly nailed the brief.
Visually, there’s not much between the Starlet Cross and Suzuki Fronx beyond different badges and logos, save for a unique light signature (LEDs at the rear) and bumper layout. Like the Fronx, the Starlet Cross has a 3-dimensional trapezoidal grille (flipped vertically in this case), an assortment of sporty skid plates and garnishes including the non-functional roof rails and a chrome beltline along its profile.
At each corner, you’ll find a chunky 16-inch inch alloy wheel, while the body itself can be had in a choice of 6 monochrome paint finishes in base XS trim. If you opt for a pricier XR variant, however, you’ll have the extra option of your choice of 3 bi-tone paint jobs for an even trendier aesthetic, if that suits you.
Climb aboard and you’ll encounter a pleasant cabin featuring black and, um, berry compote-hued fabric seats, a leathery helm and a continuation of the chrome accents from the exterior. Under the bonnet, the 1.5-litre mill avails 77 kW/138 Nm to your right foot, irrespective of which transmission you’ve opted for.
We’re not breaking new ground here – this is a tried and tested urban runabout in a fresh suit. A manual variant will reportedly consume a miserly 5.6 litres per 100 km, with the auto delivering a return of 5.8. There are no surprises to report, the Starlet Cross driving experience was precisely what we expected it would be: predictable and honest. It’s a capable handler, and fairly confident on asphalt or gravel roads.
Sure, it won’t light a fire in your belly, but it will get you to your destination in relative comfort – and well-entertained, thanks to a 9-inch infotainment screen on our XR test unit (the XS gets a 7-inch item), in-car wifi, wireless Apple Carplay and Android Auto, wireless charging (XR) and more. USB ports run rife fore and aft in the cabin, with good safety tech, including 6 airbags and a 360-degree camera (on the XR).
The auto aircon serves all passengers thanks to rear vents; occupant- and luggage space is satisfactory.
How much does the new Toyota Starlet Cross cost in SA?
We spent half a day navigating bristling city centres and the suburbs before trundling along rural- and farm roads in the Toyota Starlet. But it didn’t take more than a few moments behind the ‘wheel to suss out that the model is likely to be a sales smash for Toyota. When the 2nd-gen Urban Cruiser became a bigger, more grown-up car than its predecessor, it left a gap that the chic Starlet Cross has now filled.
Yes, it’s budget-friendly and reasonably practical, but also attractively styled to appeal to the young –and young at heart. As I did for its Fronx half-sibling, I wholeheartedly endorse the Starlet Cross as a simple, honest small crossover that straddles the line between cheap and cheerful, but promises to be a good investment (if such a thing can exist in the world of depreciating assets) – that is the Toyota way.
The Isuzu D-Max 45 Limited Edition double-cab has been revealed to celebrate 45 years of the brand producing bakkies in South Africa. Here’s how much it costs…
Isuzu has been building bakkies in South Africa for 45 years and has just unwrapped a special new double cab to celebrate this milestone. Just 105 examples of the Isuzu D-Max 45 Limited Edition – each built at the Japanese firm’s Struandale plant in the Eastern Cape – will be available on the local market from the end of July 2024.
Listed as the D-Max 3.0TD LSE 45 4×4 6AT, this new derivative is priced from R906 100 and thus commands a R36 600 premium over the D-Max 3.0TD LSE 4×4 6AT (R869 500) on which it’s based. As such, the limited-run variant is positioned below the V-Cross 4×4 (R916 400) and AT35 4×4 (R1 170 339).
So, what makes a D-Max 45 Limited Edition? Well, this special model scores a Rhinoman Xpedition canopy, spray-on bedliner, tailgate assist, a black X-Rider-style grille and 18-inch black alloy wheels (plus, of course, special “45” badging on the rear), along with a wireless smartphone charger and “Bundu Basher” rubber floor mats in the cabin. The limited-production derivative will be available in Splash White, Mercury Silver, Islay Grey, Desert Orange and Biarritz Blue.
Since it’s based on the LSE grade, standard features include items such as a leather-wrapped steering wheel, partial-leather seats, an 8-way power-adjustable driver’s seat, a 9-inch infotainment touchscreen, rear parking sensors, a reverse-view camera and various driver assistance features (think blind-spot monitoring, rear-cross traffic alert and the like).
The powertrain, of course, is unchanged, which means the D-Max 45 Limited Edition draws its urge from Isuzu’s familiar 3.0-litre, 4-cylinder turbodiesel engine. Driving all 4 wheels via a 6-speed automatic transmission as standard, this oil-burner generates peak outputs of 140 kW and 450 Nm.
How much does the Isuzu D-Max 45 Limited Edition cost?
How much will the new 588 kW Lamborghini Urus SE – the first PHEV version of the Italian firm’s high-performance SUV – cost in South Africa? We have local pricing…
Revealed in April 2024, the new Lamborghini Urus SE is the very first plug-in hybrid electric vehicle (PHEV) version of the Sant’Agata Bolognese-based firm’s high-performance SUV. And now, ahead of its arrival in South Africa, we can share pricing for this newcomer.
Thanks our ever-helpful friends over at duoporta.com, we can confirm that local orders for the Urus SE have opened, with a starting price of R4 875 000. Should the buyer wish to upgrade from the standard 3-year/100 000 km maintenance plan to a 5-year item, that starting figure rises to R5 075 000.
Interestingly, the Urus SE’s starting price sees it positioned between the Urus S (R4 550 000) and Urus Performante (R4 950 000), models we believe have effectively sold out. While each of those derivatives develops 490 kW and 850 Nm, the Urus SE’s total system outputs come in at a whopping 588 kW and 950 Nm, making it the most powerful Urus yet, by some margin.
Lamborghini says the twin-turbo 4.0-litre V8 engine has been “re-engineered to work in optimal synergy” with an electric motor. In the Urus SE, the 8-cylinder mill alone generates 456 kW and 800 Nm, and combines with an electric motor offering 141 kW and 483 Nm. As a result, the plug-in version of the Urus sees off the 0-100 kph sprint in a claimed 3.4 seconds (a second slower than the lighter Urus Performante but a second quicker than the Urus S), before topping out at 312 kph.
With the permanent-magnet synchronous electric motor located inside the 8-speed automatic transmission, the motor can either add to the V8’s efforts or act as a traction element itself, driving all 4 wheels. Thanks to the 25.9 kWh lithium-ion battery positioned below the load floor (but above the electronically controlled rear differential), the Urus SE has an all-electric range of “more than” 60 km.
How much does the Lamborghini Urus SE cost in SA?
Lamborghini Urus SE – R4 875 000
The starting price above includes Lamborghini’s 3-year/100 000 km maintenance plan and increases to R5 075 000 should the customer specify the 5-year maintenance plan.
Hilux vs Ranger: single- & double-cab sales in June 2024
The Hilux and Ranger again led SA’s bakkie sales race in June 2024. But which pick-up dominated in the single-, extended- and double-cab segments? We have the figures!
By now, you would have read our list of South Africa’s best-selling bakkies for June 2024, yet again topped by the Toyota Hilux and Ford Ranger. But what does the picture look like when we separate the sales by the single-, extended- and double-cab body styles?
Well, since Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles, our friends over at Lightstone Auto have again kindly supplied us with these fascinating figures.
Toyota’s Hilux leads the bakkie segment overall, year to date.
Before we dive into sales by body style, keep in mind that the Hilux topped the 1-tonne bakkie charts overall in June 2024, selling a total of 2 435 units. The Ford Ranger (1 868 units) was 567 sales off the pace in 2nd, while the Isuzu D-Max again took 3rd with 1 794 units.
As you might have seen in our H1 2024 bakkie sales story, the Hilux (15 745 units) remains in a comfortable pole position year to date, ahead of the Ranger (12 212 units) and D-Max (9 449 units).
SA’s best-selling double-cab bakkies in June 2024
Ford’s Ranger again led the double-cab sales charge in June 2024.
Right, now let’s turn our attention to local sales by body style. According to Lightstone Auto’s figures, the Ford Ranger again topped the double-cab sales charts in June 2024, with 1 394 dual-cab units registered. By our maths, that translates to 74.6% of the Silverton-built bakkie’s overall tally for the month.
Therefore, the Toyota Hilux remained in 2nd position in Mzansi’s double-cab sales race in June, with 1 172 units sold. For the record, that figure represents 48.1% of the Prospecton-produced stalwart’s overall tally last month.
As you’ve no doubt already gleaned, the final place on the double-cab podium thus went to the Struandale-made Isuzu D-Max, which reached 812 dual-cab units last month. A few jabs at a calculator show that number works out to 45.3% of the Japanese contender’s aggregate for June.
Interestingly, Lightstone Auto’s figures furthermore indicated that all other 1-tonne double-cab bakkie derivatives (over and above the Ranger, Hilux and D-Max) collectively managed 1 339 registrations last month. Year to date, the Ranger leads the double-cab race with 9 341 units, ahead of the Hilux (7 062 units) and D-Max (3 854 units).
June 2024 sales: single- and extended-cab body styles
Isuzu’s D-Max tied with the Hilux in the single-cab space in June 2024.
In the single-cab space in June 2024, the Hilux (854 units or 35.1% of its total) had to share the top position with the D-Max (854 units or 47.6%). That said, in the year-to-date race in this segment, the Hilux (5 998 units) holds a relatively strong lead over its fellow Japanese rival (4 641 units).
The 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up again grabbed 3rd in June (697 units or 84.1%) as well as over the opening 6 months of 2024 (3 314 units). The Ranger single cab, meanwhile, managed just 156 registrations last month and sits on 949 units, year to date.
Meanwhile, the Hilux Xtra Cab (409 units) grabbed back 1st place in the extended-cab space in June 2024, forcing the Ranger Supercab (318 units) into 2nd position. Year to date, the Hilux leads in this segment, with 2 679 units compared to the Blue Oval brand contender’s 1 922 registrations. As the only other nameplate offered in this body style, the D-Max Extended Cab completed the podium both in June (128 units) and over the opening half of 2024 (954 units).
