Mercedes-AMG C63 S E Performance (2024) Price confirmed for SA
AMG’s C63 S E Performance is about launch locally in South Africa. Here’s a look at how much you can expect to pay for this 500 kW sedan.
The Mercedes-AMG C63 S E Performance is about to go on sale and the local brand has confirmed just how much you’ll be paying for this hybrid sedan.
Hybrid, you ask? Yes, for the first time, the C63 has downsized and that means no more roaring V8 engine. Instead, there’s a 2.0-litre turbocharged 4-cylinder petrol engine (derived from the A45 S) driving the front wheels and an electric motor on the rear axle. Together, there’s 500 kW and 1 020 Nm.
The electric motor offers up a range of 13 km, but this is not what this car is about. Instead, the 6.1 kWh battery and 70 kW motor help with the responsiveness and performance. For ten seconds, the motor can summon 150 kW, which should give it quite rapid acceleration. Speaking of, 3.4 seconds to 100 kph should be quick enough to satisfy most needs and there’s a 9-speed automatic transmission.
We don’t have the full specification loadout as yet, but we expect the active rear axle steering, MBUX infotainment screens, 19-inch alloy wheels, and AMG sports seats to be standard equipment.
It will be interesting to see how well this new four-pot C63 does in terms of sales. Initial reception since its debut hasn’t been too positive, with fans of the brand lamenting the lack of a thundering V8 engine. Look, we’re yet to drive it, but are those on-paper performance claims strong enough to offset what’s likely to be a generic engine soundtrack? Only time will tell!
Listen to the 2024 Mercedes-AMG C63 S E Performance’s exhaust note below
The Land Rover Defender Outbound derivative is designed for the overlanding market, so it sacrifices some seating capacity for heightened practicality. We got behind the ‘wheel of the newcomer during the Western Cape’s first winter storm of 2024.
Let’s get the formalities out of the way. Coventry-based Jaguar Land Rover (or JLR, as it now prefers to be known) has repositioned itself as a house of brands, with each Land Rover model now marketed as a standalone brand. Essentially, you’ll be driving a Range Rover, Defender or Discovery, not a Land Rover.
To be fair, the Defender does have a cult-like following and, like (Toyota’s) Land Cruiser, its nameplate could be viewed as… a brand in its own right. The Defender line-up caters for all tastes and needs. This is the big boy; we’ve reviewed the Defender 130 before (in First Edition guise), but this one is different.
What is a Land Rover Defender Outbound?
The Defender Outbound is tailor-made for overlanding in the wildest weather.
The Defender 130 is billed as a people-carrying luxury SUV, but if you need an 8-seater, a premium MPV, such as the Volkswagen Caravelle or Mercedes-Benz V-Class, is arguably better suited for the role.
The Outbound ditches the 3rd row of the 130’s 2-3-3 seat configuration to free up several acres of load capacity. You still have 5 seats with ample legroom in the 2nd row, but the load bay becomes one of the biggest holds we’ve seen (1 329 litres), which expands to 2 516 litres if you fold the rear seatbacks down.
This Defender (130) Outbound has a matte-grey paint finish – it’s one of a handful of colours available.
The Land Rover Defender Outbound can be distinguished by the matte finish applied to its mesh grille and bumpers, as well as the 20-inch wheels (in gloss black). This derivative is only available in a handful of exterior colours – our test unit (shown here) was finished in a gorgeous matte grey, replete with a square bonnet decal. This finish is not just for looks; it also adds a layer of protection from “bush rash”.
In Outbound guise, the Defender 130 loses 3 seats, but gains a massive load bay.
As a Premium SUV, the Defender Outbound sports “generous lashings of luxury”, but Land Rover has also applied clever practical touches to the cabin. For example, while it’s quite appropriate to have plush carpets in a luxury SUV, this overlanding variant is equipped with rubber mats, which are easy to clean.
Also, the load bay has a durable rubber floor to protect the interior from being gouged or scratched by camping stoves, mountain bikes and other heavy items. Mounting points are provided to secure cargo.
Engines and Performance
We gave the Defender Outbound’s cabin proper exposure to the outdoors. Sorry about the muddy footwell.
Customers have a choice of 2 engines. The D350 has a 3.0-litre 6-cylinder turbodiesel that produces 257 kW and 700 Nm of torque – it gives this Defender 130 variant a claimed 0-100 kph time of 6.7 sec.
The P400, in turn, is powered by a mild-hybrid 3.0-litre 6-cylinder turbopetrol motor that puts out 294 kW and 550 Nm of torque. For what it’s worth, the P400 is said to gallop from 0 to 100 kph in 6.6 sec, which is impressive for a vehicle of the Landy’s size. Both variants have 8-speed auto transmissions.
The Pivi Pro infotainment system is one of the best in the business
Of course, being a Defender, the Outbound will be expected to traverse the roughest off-road terrain. To that end, it comes equipped with Intelligent All-Wheel Drive and Terrain Response system (it rides on air springs, with adaptive damping). With the appropriate drive mode selected, the variant’s electronically controlled air suspension is claimed to allow up to 430 mm of articulation and up to 900 mm of wading.
Finally, the newcomer is rated to tow braked trailers of up to 3 000 kg – a tow bar is fitted as standard.
What is the Defender Outbound like to drive?
Our evaluation route saw us driving north of Cape Town towards the Cederberg region, where we visited places such as Citrusdal and Clanwilliam. This trip formed part of a bigger adventure called the Defender Night Sky, which was intended to include some star gazing, but the winter weather had other ideas.
The 20-inch all-terrain tyres strike a great balance of grip and refinement.
On tarred roads, the Defender Outbound exudes classiness and impeccable road manners. Even though the variant is fitted with 20-inch all-terrain tyres, the cabin was hushed. We drove a P400 and, despite its 2.5-tonne kerb weight, the turbopetrol-powered unit delivered eager acceleration without any hesitation.
Irrespective of which drive mode you’ve selected, the P400 will respond to your accelerator-pedal inputs almost instantaneously, with the transmission efficiently shuffling its gears. Don’t be too heavy with your right foot, though – our test unit’s trip computer indicated a fuel consumption figure of 13 L/100 km.
Driving at pace on wet dirt roads in the Defender 130 Outbound. Exhilarating stuff.
Then we got to truly test the Outbound’s mettle. We also traversed many kilometres of gravel farm roads and, just to make regional driving more of a challenge, Mother Nature decided to whip the Western Cape with a brutally strong cut-off-low weather system that yielded 4 days of uninterrupted rain and flooding.
With the majority of gravel roads turned to veritable furrows of mud, we had to rely on Defender (130) Outbound’s all-terrain tyres and all-wheel drive system to keep the vehicle stable while driving at pace.
The car is going to need a proper wash after this!
Some of the puddles were rather deep, but our test unit was untroubled. It’s reassuring to know that even in the wildest conditions, the Defender Outbound is unlikely to get stuck unless you drive foolishly. The vehicle does the hard yards for you, so just sit back and relax in those comfy heated leather seats.
How much does Land Rover Defender Outbound cost in SA?
The Defender 130 is sold with a 5-year/100 000 km warranty and -maintenance plan.
Defender 130 Outbound P400
R1 974 600
Defender 130 Outbound D350
R1 970 800
The performance of the Outbound demonstrated why the Defender is JLR South Africa’s top seller.
Summary
While heavy rain partly disrupted the Defender Outbound’s launch event, driving on muddy, rutted roads provided a suitable real-world test of the new 130 variant’s capability. In those unpleasant wet and windy driving conditions, the Defender was a source of surefooted, safe and confidence-inspiring transport for its occupants, who were ensconced in luxury and comfort. The Defender – any derivative – will do it all.
It’s no wonder that the model is JLR South Africa’s top seller! As for the 130 Outbound, we were thoroughly impressed with its packaging and what it “brings to the table”. Who really needs an 8-seater anyway? Settle for 5 and enjoy one of the biggest load bays in SA’s Premium SUV segment instead.
BMW X5: Most influential car of this century (so far)
Forget the Prius and Model S – the BMW X5 is the most influential car of this century (so far) because it is the model that saw the SUV transform from a ponderous off-roader into a refined unibody-based luxury car. The rest, well, is history.
Just before the dawn of the millennium, a new vehicle segment – calved by capitalism and seldom safe from social scorn, yet what would ultimately prove exceedingly lucrative – was hatching: the luxury SUV.
The SUV germinated in the United States from highly utilitarian beginnings. In 1963, the Jeep Wagoneer debuted as a body-on-frame station wagon built with 4-wheel-drive and fitted with a muscular motor. Across the pond, Range Rover followed with a similar concept (1970), Jeep did it again with the Cherokee (1974) and, perhaps most importantly, Mercedes-Benz rolled out the legendary Geländewagen (1979).
Apart from a flash of notoriety in 1994, when the late O.J. Simpson tried outrunning the Law in his Ford Bronco (said to have been viewed on live TV by 95 million people), SUVs remained “off-roaders dressed up as family vehicles”; they were cost-effective to produce and generated profits for their makers, but by passenger-car standards, had compromised road holding, -handling, -ride qualities and -safety ratings.
Even when Mercedes-Benz unveiled the W163-series ML in 1997 (indeed, the Three-pointed Star built what became known as a Premium SUV before BMW did, but hang on a bit) it was essentially a posher rendition of the dutiful Geländewagen (now named the G-Class); it had a low-range transfer case and, like its predecessors – as well as millions of bakkies and 4x4s – was based on a ladder-frame chassis.
However, BMW was determined not to be eclipsed by its Stuttgart-based rival in its pursuit of market dominance (Audi was still a bit player then). In 1999, BMW struck back with the original, E53-gen X5.
Decisively blueprinting the genre’s DNA for the 21st century, BMW eschewed the ladder-frame concept in favour of a unibody design; SUVs had to be roomy, practical and look the part, but because they were unlikely to venture far from a tar road, if at all, they required only electronically controlled all-wheel-drive. Plus, they afforded a de rigeur perched driving position and car-like driving experience, if not in extremis.
For everything else, presumably, there was still a UNIMOG. After the X5’s debut, the floodgates opened.
Greta Thunberg’s birth in 2003 missed the unveiling of a barrage of her future bane of ozone-destroying SUVs by only a year – when the Volvo XC90, Volkswagen Touareg and the Porsche Cayenne all saw the light – with Mercedes-Benz following with the 2nd-gen (and also monocoque-based) ML in 2005.
Overnight, large and luxurious SUVs became all the rage. They allowed well-heeled families to travel in style and survey their surroundings in comfort, but didn’t hold up traffic in the fast lane. They were laced with mod cons, trimmed in posh materials, handled okay (with fair road-holding, stopping power and body control), could be reasonably fuel-efficient and scored high marks in official crash-safety tests.
Likewise, for criminals and office-bearers, the SUV became the weapon of choice for on-road thuggery and blue-light brigading, relegating the vehicle to an object of contempt for lesser, law-abiding motorists.
It IS a polarising vehicle (seemingly loved and hated with equal passion), yet the SUV has been a catalyst for advancements in automotive design, -production and -engineering. Indeed, it has transformed our motoring landscape; SUVs and their more affordable 2WD tribute acts (crossovers) have put sedans, station wagons, MPVs (except minibuses) and hatchbacks on the automotive endangered-species list.
Thanks to the (I’ll reiterate) unibody-based SUV, consumers now expect most new vehicle models to be multitalented; they need to combine the functions of several of the vehicle archetypes we grew up with.
The BMW X5 was also influential because, before 1999, there was no man’s land between overlanders, limousines and drag-strip destroyers. Ever wonder why most double-cab buyers don’t want workhorses, but demand flashy vehicles with luxury features, refined powertrains, oh, and notable off-roading ability?
SUVs have only grown bigger since the advent of the X5; consider behemoths such as the Mercedes-Benz GLS and BMW X7. Along with the bulk-up has come a rise in luxury levels (Bentley Bentayga, Rolls-Royce Cullinan), which not only begets more weight – it deepens the association with “gas-guzzling”.
Stricter emissions targets, however, have sharpened carmakers’ pencils to pursue greener solutions, be it either through increased combustion efficiency or alternative energy sources. And that’s laudable.
Alas, the BMW X5 has not been influential enough to dissuade uninspired product designers and cynical marketers from cooking up smaller, less competent versions of large SUVs – to say nothing of the idiocy of coupe-styled derivatives with their tortoise-shell silhouettes and near-useless rear utility space.
The X3 has matured nicely, but why didn’t BMW fire the person who signed off the X6, and worse – the X4? Can you imagine anything more undignified than driving a mutant reimagining of the Dodge Caliber?
To its credit, Audi has erred on the side of conservatism when styling the marque’s SUVs and their subtly-coupe-inspired variants; the Q3, Q5, Q7 and Q8 – they’re all reasonably visually appealing.
The only blight has been the Audi Q2, which was pricey as it was pointless; and about as off-roady as a Jimmy Choo shoe. Thankfully, sanity has prevailed at Audi HQ and the Q2 is set to be axed soon.
I could critique all the premium marques’ SUV wares, but I’d run out of space. Besides, you get the gist: Premium SUVs have spawned larger and smaller high-riding clones with varying degrees of success.
Seek and ye shall find a BMW X5-inspired product
Virtually all volume-selling passenger car brands now offer crossovers spun from hatchback platforms. From Renault Kiger to Koleos; Kia Seltos to Sportage, Volkswagen Tiguan to Taigo and countless others – somewhere, in each of their lineages, a designer owes BMW a tip of their hat for pioneering the unibody soft-roader (and the VW Group, for perfecting platform-sharing), that pathed the way for the multitude of small- and medium crossovers that dominate our roads. Yes, that goes for BMW’s X1 and X2 too.
If the E53-gen BMW X5 never emerged from the motor industry’s primordial sludge in 1999, perhaps we wouldn’t have millions of road-biased SUVs and cutesy crossovers on the globe today. Of course, that’s cold comfort for Greta, but even she would have to (rather reluctantly) admit that given its forward-thinking credentials, the BMW X5 is quite possibly the most influential car of the century (so far).
Jacob Moshokoa provides a detailed review of the base 1.0 LX manual derivative of the 3rd iteration (2nd facelift) of the 3rd-gen Kia Picanto, priced at R260 995 (June 2024)
The recently updated Kia Picanto features a more upmarket cabin, plus more up-to-date technology. The problem is that the price increase of adding those features has raised the price of the budget car…
Kia South Africa has also brought the revised JA-series Picanto’s trim-level naming strategy in line with much of the rest of the Kia range, ditching the old Start, Street and Style grades in favour of the LX, EX and EX+ trim levels (suffixes similar to those used on the 2nd-gen Picanto).
Each grade comes in your choice of a 5-speed manual gearbox or 4-speed automatic transmission, paired with (in LX derivatives) a 1.0-litre inline-3-cylinder petrol engine (it produces 49 kW and 95 Nm) or, in the EX and EX Plus, a 1.2-litre inline-4-cylinder petrol motor (with outputs of 62 kW and 122 Nm).
The 1.0 LX derivatives are fitted with dual front airbags, ABS (all cars should have them though), ISOfix points, keyless entry, all-round electric windows (with auto up/down function for the driver), electrically adjustable and -heated side mirrors, remote central locking, alarm and immobiliser, plus (manual) aircon.
Perhaps the Picanto’s now-maturer price point (between R260k and R325k) sees it being priced out of the “student-car zone”, but despite inflation, the Korean city car remains universally desirable across all age and cultural demographics (even if the majority of its buyers are between the ages of 26 and 32).
In his review of the Kia Picanto, Jacob Moshokoa discusses the 1.0 LX manual’s price, ride/handling, performance/efficiency, build quality, and practicality, as well as its warranty and service plan. He also compares the Korean brand’s model with the bestseller in the segment, the outgoing Suzuki Swift.
Another Nissan model exits Mzansi. Yes, the Nissan Qashqai has been quietly discontinued in South Africa, ending the nameplate’s nearly 17-year run on the local market…
The Nissan Qashqai is no more in South Africa. Yes, Cars.co.za can confirm that the Japanese company’s local division has discontinued the crossover, quietly bringing down the curtain on this well-known nameplate’s nearly 17-year run in Mzansi.
From what we understand after speaking to multiple sources, stock of the 3rd-generation Qashqai – which was priced at a significant premium compared with its exceedingly more popular predecessors – has almost run dry in South Africa, with this model having already been removed from Nissan’s local website.
The J12-generation Qashqai has exited South Africa.
We’ve asked Nissan South Africa’s communications department for official comment on the matter and will update this article should we receive any additional information. However, considering the Qashqai is imported from United Kingdom (where it’s built in Sunderland), we’d speculate that exchange-rate woes might have something to do with the decision.
UPDATE: Nissan SA has issued Cars.co.za with the following statement: “As part of Nissan’s strategy focused on enhancing the brand’s competitiveness in Africa, we are undergoing a continuous assessment of our vehicle line-up and evaluating future models that best serve the market. For now, Nissan confirms the discontinuation of the current Qashqai model in South Africa. This discontinuation will not impact the aftersales services currently provided to our customers.
Nissan South Africa is currently evaluating opportunities for new products and an updated product plan will be shared in due course. Nissan would like to assure its customers and stakeholders that it remains committed to South Africa.
For the record, our figures suggest Nissan sold just 879 units of the Qashqai in 2023, which translates to a monthly average of only 73 units. After moving around 150 units every month in 2024’s opening quarter (150 in January, 151 in February and 157 in March), local Qashqai registrations fell to a mere 10 units in April 2024, before zero sales were reported in May 2024.
The 3rd-gen Qashqai was available in 3 flavours in SA.
A facelifted version of the Qashqai was revealed overseas in April 2024, but it doesn’t appear to be on the cards for SA. With the likes of the NP200, Almera and Micra – not to mention the entire Datsun brand – having been pulled from the local market over the past couple of years, Nissan SA’s range has now been reduced to the Magnite, X-Trail, Patrol and Rosslyn-built Navara.
Before the axe fell, the 3rd-generation Qashqai line-up had comprised 3 front-wheel-drive derivatives, each powered by a turbocharged 1.3-litre, 4-cylinder petrol engine generating 96 kW and 240 Nm in base Visia (6-speed manual) form, and 110 kW and 260 Nm in mid-tier Acenta (CVT) and top-spec Acenta Plus (CVT) guise. Pricing ran from R568 200 to R670 600, with the promised e-Power derivative unfortunately never making it to local shores.
The original Qashqai hit the local market in September 2007.
As a reminder, the original Qashqai (J10) launched in South Africa in September 2007, slotting neatly into Nissan’s line-up below the X-Trail of the era. Well in excess of 20 000 units of this Mk1 model were registered across the country over the next 6 or so years, before the 2nd-gen Qashqai (J11) arrived in mid-2014 and continued the nameplate’s sales success.
Finally, the ill-fated 3rd-gen model (J12) touched down in September 2022. But, according to our maths, only around 1 700 examples of the J12-gen Qashqai were sold in Mzansi before Nissan SA pulled the plug.
The Mk2 version of the Qashqai launched in Mzansi towards the middle of 2014.
Pronounced “Kash-Kai”, Nissan’s prototypical crossover was named after a semi-nomadic tribe in southern Iran but interestingly wore the “Dualis” badge in its domestic market of Japan, as well as in Australia (the latter seemingly over concerns it would be dubbed – not entirely inaccurately at the time, it must be said – Nissan’s “cash cow”).
Fascinatingly, the original Qashqai was conceived as an indirect replacement to the N16-gen Almera hatchback that was never offered here in South Africa (but was struggling against the likes of the Volkswagen Golf and Ford Focus over in Europe). Styled by Nissan’s design office on the Old Continent, the Mk1 Qashqai was positioned as a “robust alternative to the more generic hatchbacks in the segment”.
New BMW 1 Series revealed and SA line-up confirmed
The new BMW 1 Series hatchback has been revealed, with the line-up for South Africa – as well as local launch timing – already confirmed. Here’s what you need to know…
Meet the new BMW 1 Series premium hatchback, which has already been pencilled in for a launch in South Africa in the 4th quarter of 2024.
Considering the F40-generation 1 Series debuted as recently as 2019, you’d be forgiven for thinking this is an extensive facelift (that includes a fresh grille treatment with vertical and diagonal bars on standard derivatives) rather than an all-new model. However, since the Munich-based firm has handed this latest version of its premium 5-door hatchback the F70 model code, it technically arrives as the nameplate’s 4th generation.
The F70-gen 1 Series features an unusual grille design.
Measuring 4 361 mm from snout to rump, the new Leipzig-built model is 42 mm longer than the outgoing 1 Series, though its wheelbase is unchanged at 2 670 mm. In addition, the hatchback stands 25 mm taller than its predecessor at 1 459 mm. Luggage capacity is listed as 380 litres, a figure expandable to 1 200 litres by dropping the rear bench.
So, which engines can we expect here in South Africa? Well, BMW Group SA says the local line-up will comprise the front-wheel-drive 118 and the all-paw M135 xDrive (the Bavarian firm’s latest naming convention drops the “i” suffix for petrol derivatives, seemingly instead reserving this for fully electric variants), with the front-driven 120 expected to follow in 2025. In each case, a 7-speed dual-clutch transmission will ship standard.
The new 1 Series in base form (sans an M Sport kit).
The international specification sheet doesn’t include the 118, leading us to believe the current turbocharged 1.5-litre, 3-cylinder motor will simply carry over – though perhaps will a little extra oomph. The 120, meanwhile, looks set to use the same engine configuration but with the benefit of 48V mild-hybrid technology. Local outputs for this powertrain have yet to be confirmed.
Interestingly, the local press material makes no mention of turbodiesel engines, which suggests the new line-up could drop the outgoing range’s 118d powertrain (currently the only diesel-powered hatchback on Mzansi’s new-vehicle market). There’s also no mention of a model to directly replace the 128ti.
A look at the new M135’s cabin, complete with the latest BMW Curved Display.
What about the M135? Well, the European-spec version of the M Performance derivative’s turbocharged 2.0-litre, 4-cylinder engine sends 221 kW and 400 Nm to all 4 corners, though the SA market will likely receive the full-fat tune of 233 kW (with an unchanged torque output). If that turns out to be the case, the new version will offer 8 kW more than the outgoing M135i, while losing 50 Nm. The claimed 0-100 kph time is listed as 4.9 seconds, a tenth of a second slower than the current model.
Inside, the new 1 Series is “completely leather-free as standard”, with options including “leather-like” material as well as upholstery fashioned from recycled polyester. There’s also a redesigned gear selector as well as the latest BMW Curved Display, which comprises a 10.25-inch digital instrument cluster and a 10.7-inch infotainment screen. Air conditioning controls are now fully digital.
We’ll bring you local pricing and specifications closer to the SA market launch later in the year…
Sometimes we find the most interesting collections in the smallest towns in South Africa. We head to Ceres in the Western Cape to view a car collection that has been carefully built up over 60 years.
IMAGES: Wilhelm Lutjeharms
At first glance, it appears to be just another tyre fitment workshop. Trucks and some cars are being attended to, but nothing out of the ordinary. However, on a car lift is a ’60s American classic, and I would soon realise this is only the tip of the motoring iceberg that lurks in the buildings around the workshop.
Background to the Ceres car collection
David Wesson and his family have always lived in Ceres in the Western Cape. As his youngest son is now also part of the business, it makes the former the 3rd generation to be involved in the family business. David takes me back to the early days and how their love of cars started with their late father.
“When my father passed away, we sold a few cars, but we kept most of the cars he’d collected. We have cars that have been restored, cars that are completely original and, finally, I have a few project cars.”
David admits that there are too many projects for 1 lifetime, but is thankful his sons also have a passion for cars and want to continue with the hobby and the various maintenance and restoration projects.
“My father arrived in Ceres in 1964. He was a tyre representative in the area and worked for Dunlop. It was then that he saw the potential for the tyre and fitment shop in town. He arrived here with an Austin Healey 3.0-litre and an Austin Seven Swallow – which is a very rare Austin model.
“He had to sell one of the cars to finance the start of his business, so decided to sell the Austin Healey as he argued it would be easier to source such a model one day versus the Swallow. With the money from the sale, he built a small building with a re-treading tyre shop.
“My father had a significant interest in cars, and unsurprisingly I grew up to share his passion. Over the years, people spread the word that my father, and later myself, are interested in cars and collect them. The result was that people would phone us informing us of a possible car that is or might be for sale.
“People would tell us how special the said car was or how well it had been cared for, but through these trips and experiences, we also have been disappointed a few times.”
“My dad grew up playing with Dinky model cars – he would put them under the hens in the hope they would multiply,” David quips.
“On weekends, I’d jump in the cars with my father when he took them for drives. Even when the weather wasn’t great he would still drop the cabriolets’ roofs. One of the main features of the collection is the number of cabriolets. That has always been one of the focus points for my father and for us as well.”
“I learned to drive at a young age. My father would put a cushion on the driver’s seat and taught me how to drive. While my father was still alive, I also looked around and started a collection of my own.
“My father’s taste in cars and my own were different though. We buy what is of interest to us and what is beautiful to us. These include American, German, Italian and British cars to name a few.”
As David kindly guides me towards the Ceres car collection, I turn the corner and see the majority of the cars for the first time – it is an impressive sight! From a very rare Opel GT, a pair of Audi Quattros, impressively long American convertibles, a Jaguar E-Type and many more!
“Restoring cars has become very expensive, especially owing to the labour involved in such a project. You have to analyse your project car and decide on the condition of the car. Not every vehicle is worthy of the restoration costs and you very carefully have to select which cars warrant the costs of restoring.”
David has gradually built up a vast network of contacts, which is essential for classic-car restorers. He admits that the individual car clubs are also of much help when it comes to these projects.
As David walks me through the Ceres car collection, it is evident that he has an ongoing soft spot for classic cars versus modern cars. On 2 occasions he considered buying modern cars, once a Porsche 911 and, on another occasion a Morgan, and in both instances he opted for classics instead.
One barn contains cars that are mostly earmarked for restorations – again these include cars from a variety of manufacturers and types of cars and even a Dodge Military Power Wagon truck.
“The most enjoyable aspect of the collection is without a doubt driving the cars. I would like to be able to do more of the restoration work myself, but I don’t have the necessary knowledge and experience to work on a car’s body for example,” David adds.
“A car that is on my wish list includes the Bentley Continental GTC. It is a stunning car. It offers the best of all worlds. Performance, comfort and luxury – top down or up. A dream would be a Jaguar D-Type; it’s entirely out of my price bracket, but I do have a replica though. There are a few more, but time will tell.”
As I look at what is said to be the last locally-built Mini, two Alfa Romeos and what is the only modern car in this garage, a Jaguar F-Type, there are decades of automotive history to behold. And to think it all started with the 1930 Austin Seven Swallow, still parked at the back of the garage, arguably the most important car in the Ceres car collection and still there after 60 years in the family.
Here’s your look at South Africa’s best-selling bakkies for May 2024. It was another close race at the top, while a refreshed contender impressed…
In May 2024, South Africa’s new-vehicle market suffered a significant year-on-year decline, with total sales falling 14.2% to 37 105 units. The usually robust light-commercial vehicle (LCV) segment was even worse off, recording a hefty 19.5% year-on-year fall to 10 334 units last month.
So, what happened on the list of South Africa’s best-selling bakkies? Well, while just 21 units separated the top 2 models in April 2024, that gap extended to 151 registrations in May. As such, the Prospecton-built Toyota Hilux range – which recently welcomed the long-awaited widebody GR Sport III – again took the title of Mzansi’s most popular bakkie line-up, with sales increasing 13.0% month on month to 2 367 units.
The local Hilux range recently welcomed the new widebody GR Sport III.
That meant the Silverton-produced Ford Ranger line-up again had to settle for the runner-up position, despite growing its sales 6.9% month on month to 2 216 units (its highest tally so far in 2024). Meanwhile, the Struandale-manufactured Isuzu D-Max again completed the podium, finishing quite some way behind on 1 282 units (up 6.7% compared with April’s effort, boosted by 313 sales to government).
The KwaZulu-Natal-assembled Mahindra Pik Up (716 units) held steady in commendable 4th position, while the refreshed Toyota Land Cruiser 79 improved by 19.2% month on month to finish on 459 units – representing its best performance since all the way back in January 2023 – and again place an impressive 5th.
Climbing 2 rankings to 6th place, sales of the Rosslyn-made Nissan Navara increased 39.6% month on month to 423 units. That saw the Ford-built Volkswagen Amarok (325 units) slip a place to 7th, while the Nissan NP200 moved up a spot to 8th, with month-on-month sales increasing slightly to 297 units, despite the fact production wrapped up in Rosslyn back in March.
Suffering a 44.3% decline compared with April, the Chinese-made GWM P-Series (205 units) slid 2 positions to 9th, while the GWM Steed (105 units) again closed out the table as the final contender to break into 3 figures.
Best of the rest in May 2024: bakkies outside the top 10
JAC reports only a combined T-Series figure, so it’s not clear how many T9 units were sold.
What about the bakkies that didn’t crack the top 10 in May 2024? Well, since JAC unfortunately reported only a combined T-Series figure (of 114 units) for its T6, T8 and new T9 line-ups, we can’t place any of these individual models in the top 10.
The updated VW Golf GTI was revealed in January 2024. While we wait to hear when the next iteration of the iconic hot hatchback will reach South Africa, Gero Lilleike ponders what the updated VW GTI 8.5 might cost IF it comes to South Africa.
Will you pay R1 million for the VW Golf 8.5 GTI? That’s the question that this article hopes to answer.
At first glance, the answer appears to be “no”. Still, considering that a brand new, fully-specced Volkswagen Golf 8 GTI is currently priced (June 2024) just below R850 000, which is already 85% of R1 million, then the above question is perhaps much closer to becoming a reality than you might initially realise.
But first, some context is required… In November 2020, during the Covid-19 pandemic, when new-car prices began escalating rapidly, I penned an article entitled, “Will you pay R1 million for a VW Golf 8 R?”
Local buyers had to wait a long time for the Golf 8 R to arrive and when it finally did (in the first half of 2023) it was priced from R912 900, before options. With all the optional extras ticked, the Golf R easily surpassed the R1 million mark. Now, 1 year later, the Golf 8 R is priced from R957 800, before options.
From a sales perspective, South African consumers are obsessed with the Golf GTI. In 2023, the local subsidiary of the Wolfsburg-based brand reported combined sales (of the Golf 8 GTI and Golf 8 R) of 949 units. And, recently, VW Group Africa confirmed to Cars.co.za that 675 new units of the Golf 8 GTI were sold in the Republic in 2023, while 274 units of the Golf 8 R found homes during the same period.
The facelifted Golf 8 GTI or GTI 8.5 was revealed in January and, last week, we reported that Volkswagen was “still investigating” the case for introducing the model in our market; a VW Group Africa spokesman told us that “nothing has been confirmed for this market”.
What more does the VW Golf GTI 8.5 offer?
The current Golf GTI offers peak outputs of 180 kW and 370 Nm of torque from its 2.0-litre 4-cylinder turbopetrol engine, which is mated with a 7-speed dual-clutch automatic transmission.
The Golf GTI 8.5’s major drawcard is improved performance! Volkswagen has tweaked the engine to produce 195 kW (15 kW more) while torque remains at 370 Nm. This will see the revised GTI sprint from zero to 100 kph in a claimed 5.9 sec – a substantial 0.5-sec improvement from the current car’s 6.4 sec.
Of course, there are a few obligatory visual updates too, including revised LED headlight clusters, new-look tail lights, a redesigned grille and a new choice of alloy wheel designs.
The good news is Volkswagen has done away with the steering wheel’s finicky capacitive-touch controls and replaced them with conventional buttons. There’s also a new 12.9-inch infotainment system!
The facelifted Golf GTI benefits from meaningful upgrades.
What remains to be seen is what premium Volkswagen Group Africa will charge for all these updates IF the Golf GTI 8.5 makes it to Mzansi (although the likelihood of the model being discontinued is remote).
Volkswagen has also recently revealed a hotter Golf GTI 8.5 Clubsport, which is the fastest front-wheel drive Golf variant to date. Like the standard GTI, it has yet to be confirmed for introduction in South Africa. We are crossing our fingers and hoping that VW Group Africa “will do the right thing”.
So, while we wait, let’s examine the Golf 8 GTI’s price projection…
A quick look at the VW Golf GTI’s price trajectory
The VW Golf 7 GTI remains hugely popular as a used car buy.
Before we look ahead to the future at what the Golf GTI 8.5 might cost, let’s turn our attention to the recent past to see and, hopefully, understand the price trajectory of the ever-popular VW Golf GTI.
Let’s start with the 162 kW/350 Nm Golf 7 GTI. When the model arrived in South Africa in 2013, its launch price was R368 000 – yep, that’s a fact that’s pretty hard to believe in 2024. The asking price for a GTI has increased a staggering 118% in 11 years, spanning only 2 generations of the iconic Golf GTI.
In April 2015, Volkswagen launched the Golf GTI Performance Pack boasting a bump in power to 169 kW and a limited-slip differential for enhanced handling. It was priced at R447 800.
Then, a year later, the Golf GTI Clubsport Edition 40 made landfall with 195 kW (213 kW on overboost) and 380 Nm of torque, as well as a specially-tuned chassis. It was priced from R540 200.
In 2017, the beefed up, limited-run 228 kW/380 Nm Golf Clubsport S (3-door) came to market with only 47 units allocated to South Africa at a price of R742 000 each.
In the same year, the updated Golf GTI 7.5 arrived in DSG (automatic) guise only, but power was ramped up to 169 kW as standard. At launch, the Golf GTI 7.5 was priced from R545 800.
The Golf GTI TCR arrived in 2020 with only 300 units allocated to the South African market. The GTI TCR was considered to be the swansong for the 7th-gen Golf – its EA888 2.0-litre turbopetrol engine put out 213 kW/370 Nm and was mated with a 6-speed DSG. The Golf GTI TCR was priced from R669 000.
Since its arrival, the Golf 8 GTI’s pricing has increased by just over 20% in almost 3 years.
How much will the VW Golf GTI 8.5 cost in South Africa?
There is no official confirmation that the Golf GTI 8.5 will come to South Africa, but if VW Group Africa can make a compelling case for the model’s local introduction, we anticipate it will be introduced to the local market in the second half of 2025 – if we’re lucky. And a lot can happen between now and then…
A year is, as they say, a long time for market forces such as the Rand-Dollar exchange rate and related import duties to affect pricing. Perhaps more importantly, geo-political pressure, particularly in Europe and the Middle East, will continue to stoke prices upwards in an uncertain market environment.
Pricing for the VW Golf GTI 8.5 is unlikely to breach R1 million.
Based on the above data, we predict a price increase of between 7% and 10% if the VW Golf GTI 8.5 arrives within the next 12 months and perhaps slightly more if it arrives later.
That means that standard pricing, before options, could be between R852 000 and R885 000 in 2025.
If we assume that the same optional equipment IQ. Light Matrix LED (currently R11 000), Discover Pro Infotainment System (currently R19 500) and a Harmon Kardon Audio System (currently R12 600) will be offered on the facelifted Golf GTI, then total pricing could escalate to as high as R930 000, all in.
So, with our analysis and prediction complete, you can take a deep breath as it’s unlikely that the VW Golf GTI 8.5 will be priced at R1 million when or if it arrives in South Africa.
It will, however, be interesting to see how accurate our predictions are. Only time will tell!
Do you agree or disagree with our predictions? Share your thoughts with us!
Social Media: Will you pay R1 million for the VW Golf GTI 8.5?
We took to social media this week to find out if you will pay R1 million for a VW Golf GTI 8.5.
We ran a 24-hour poll on X and the results were somewhat interesting, but also expected.
See the poll results below!
The majority (78%) of respondents felt that paying R1 million for the facelifted Golf GTI was a push too far while 22% of the poll participants are prepared to commit to the purchase.
While this is merely a micro social sample, it’s interesting to note that the 22% of “willing buyers” represents 94 GTI sales within this sample set which would be brisk business for Volkswagen if the facelifted Golf GTI were to be offered.
A Hyundai bakkie in RHD? ‘It’s just a matter of time’…
A high-ranking Hyundai executive in Australia says “it’s just a matter of time” before the Korean firm adds a right-hand-drive bakkie to its line-up. Question is, what will it be?
Rumours of a right-hand-drive Hyundai bakkie have been swirling for several years. But, if the latest comments from a high-ranking executive in Australia are anything to go by, there’s plenty of weight behind said rumours.
Yes, according to John Kett, Hyundai Motor Company Australia’s chief operating officer, “it’s just a matter of time” before the Korean firm adds a right-hand-drive bakkie to its line-up. Speaking to CarsGuide, Kett was unequivocal in his stance.
“We’ll love the day where we can actually tell you something about it. The reality is, we know we’re getting one – it’s just a matter of time,” he said, adding that “whenever it comes, it will bring incredible value”.
Kett furthermore said “we so desperately realise we want one”, before intriguingly adding “we won’t see one in a diesel form”. That, of course, suggests any upcoming Hyundai pick-up will not simply be a rebadged version of sister company Kia’s new Tasman 1-tonne bakkie, which is due to launch in early 2025 in turbodiesel guise.
Instead, Kett’s comments add substance to a recent report from the same Australian publication claiming that the Santa Cruz – a unibody bakkie based on the Tucson SUV and currently produced exclusively in left-hand-drive form – will be built in both left- and right-hooker guise in its 2nd generation. This 2nd iteration could, according to CarsGuide, hit the road as early as 2026.
Another option for Hyundai, of course, is a fully electric bakkie of some kind. Indeed, the Korean firm has applied to trademark the Ioniq T7 and Ioniq T10 badges (including right nhere in South Africa), which earlier reports suggest could be applied to some form of battery-powered pick-ups.
In addition, a March 2024 report out of South America claimed Hyundai was developing a new small bakkie based on the Creta, and thus set to be positioned below the aforementioned Santa Cruz. According to Brazilian media, this rumoured model could be released in initial markets “in 2026 or 2027”…
