Mahindra has finally released official images of its Scorpio-N Adventure special edition. Here’s how much this off-road-ready 7-seater SUV costs in South Africa…
While we’ve known about Mahindra South Africa’s Scorpio-N Adventure special edition – as well as its sticker price – for several months, the Indian automaker’s local division has only now released official images of this off-road-ready derivative.
Pictured on Mahindra’s stand at NAMPO 2024 in Bothaville, the Adventure-badged model is positioned at the very top of the 5-strong Scorpio-N range, priced at R644 499, making it the brand’s most expensive vehicle. That’s despite it seemingly being based on the Z8 4×4 derivative (R573 199) rather than the top-spec Z8L 4×4 variant (R608 199).
The Adventure model on display at NAMPO 2024 in Bothaville.
So, what sets the Adventure – a nameplate used for a similar limited-edition variant added to the previous-generation Scorpio line-up in 2021 – apart from the standard model? Well, in its marketing material, Mahindra describes the special-edition variant as being “designed for those who seek the ultimate off-road experience”.
It thus adopts what the brand calls “made-for-purpose” steel off-roading bumpers, all-terrain tyres, hiked suspension and underbody protection. In addition, the Scorpio-N Adventure gains a roof rack manufactured from machined steel and finished in black powder-coating, as well as black-plastic fender extensions.
The steel front bumper incorporates foglamps.
The black steel bumper up front has integrated recovery points (plus foglamps, though now sans daytime running lights), as does the rear item. Round back, a tow bar is included as standard. From what we understand, the Adventure’s alloy wheels are wrapped in 265/60 R18 all-terrain tyres (as opposed to the narrower, road-biased 245 and 255 rubber used by other derivatives).
However, Mahindra has yet to release the new 4×4 model’s seemingly improved approach, breakover and departure angles, nor its exact ground clearance. Furthermore, some marketing material shows the Adventure wearing dual-tone alloys, while the model displayed at NAMPO sports black wheels (along with bumper-mounted spotlamps).
This marketing image shows the Adventure on standard Scorpio-N wheels.
As with all other derivatives in the Scorpio-N portfolio, the Adventure model employs Mahindra’s 2.2-litre, 4-cylinder turbodiesel “mHawk” engine. Here it drives all 4 wheels through a 6-speed automatic transmission as standard. Peak power is listed as an unchanged 128 kW, while maximum torque again comes in at 400 Nm (the latter on tap from 1 750 r/min).
How much does Mahindra’s Scorpio-N Adventure cost in SA?
Mahindra Scorpio-N 2.2D Z4 4×2 6AT – R477 199
Mahindra Scorpio-N 2.2D Z8 4×2 6AT – R523 199
Mahindra Scorpio-N 2.2D Z8 4×4 6AT – R573 199
Mahindra Scorpio-N 2.2D Z8L 4×4 6AT – R608 199
Mahindra Scorpio-N Z8 4×4 Adventure – R644 499
The prices above include a 5-year/150 000 km warranty and a 5-year/100 000 km service plan.
New BYD Shark revealed: will this 320 kW bakkie come to SA?
The new BYD Shark has been revealed as the Chinese brand’s very first bakkie. So, is this electrified (320 kW!) contender on the cards for South Africa?
Meet the new BYD Shark, the Chinese brand’s first stab at a traditional (well, sort of) bakkie. At launch, the new pick-up employs a plug-in hybrid (PHEV) powertrain as standard, offering a combined peak power output as lofty as 320 kW.
So, what are the chances of this fresh-faced bakkie coming to South Africa to take on the segment’s strongest sellers, including the locally built Toyota Hilux and Ford Ranger (the latter of which will also soon go the PHEV route)? Well, considering the brand already has a small presence in our market, with the seldom-spotted Atto 3 and the recently arrived Dolphin electric cars, we certainly wouldn’t be surprised to see the Shark, er, swim on over to Mzansi.
In addition, it’s worth noting that the Chinese new-energy automaker applied to register the “BYD Shark” trademark in South Africa at the end of January 2024, though this filing is currently still listed as “pending”. Furthermore, the newcomer is poised to launch in Australia towards the end of 2024, which means right-hand-drive production is already very much locked in.
Anyway, what do we know about the BYD Shark? Interestingly, from what we can tell, the new bakkie employs a ladder-frame platform and independent suspension at each corner (rather than traditional leaf springs at the rear), with the battery pack integrated into the architecture.
Power comes from a turbocharged 1.5-litre, 4-cylinder petrol engine combined with a plug-in hybrid system featuring a 29.6 kWh battery pack and a rear-mounted electric motor. Peak system outputs stand at 320 kW (170 kW and 310 Nm from the petrol engine, and 150 kW and 340 Nm from the electric motor), while 3 terrain modes are on offer, along with a “virtual” differential lock.
As a result, BYD claims the new Shark can complete the obligatory 0-100 kph sprint in 5.7 seconds, before topping out at 160 kph. According to the Chinese firm, the lithium-iron phosphate battery pack offers an all-electric NEDC range of up to 100 km, which pushes the combined range to a claimed 840 km. BYD says the battery’s state of charge will move from 30 to 80% in approximately 20 minutes when using a 55 kW DC fast charger.
The 5-seater plug-in bakkie has a payload of 835 kg (with the load bed measuring 1 520 mm by 1 500 mm by 517 mm), a towing capacity of 2 500 kg and a ground clearance (with maximum load) of 210 mm. The listed approach, departure and breakover angles are 31, 19.3 and 30 degrees, respectively.
Measuring 5 457 mm from nose to tail, the BYD Shark – which stands 1 971 mm wide and 1 925 mm tall – is a considerable 132 mm longer than a Hilux double cab, while also boasting a particularly lengthy wheelbase at 3 260 mm.
Inside, you’ll find a 12.8-inch multimedia rotating screen and a 10.25-inch LCD instrument panel, along with a 12-inch head-up display and wireless smartphone charging. Various driver-assistance features – from adaptive cruise control to rear-cross collision braking – will be available.
Check back soon for updates on whether this new PHEV bakkie will be coming to South Africa…
The 2025 Opel Frontera – a fresh-faced family car expected to replace the Crossland model – has been revealed in Istanbul… and it is due to arrive in Mzansi next year.
We recently reported that the new Opel Frontera would likely replace the relatively shortlived Crossland medium SUV next year. The production version of the model, which will initially be available in 5-seat-, but later 7-seat guise, has now been unveiled by Opel CEO Florian Huettl, Opel’s vice president of design Mark Adams (pictured above), and Opel’s senior vice-president of product & pricing Tobias A. Gubitz.
Huettl described the newcomer as a “highly flexible, spacious, and electrified… new SUV (that) will win over new customer groups.” It is believed that the Stellantis group’s latest compact crossover shares its platform with the upcoming, 2nd-gen (European-spec) Citroen C3 Aircross and, according to Autocar, it measures around 4 400 mm from nose to tail (so, a fair bit longer than the 4 212-mm Crossland, then).
The new Frontera will be available either as a hybrid (with 48V technology) or a battery-electric vehicle. The Frontera Hybrid is powered by either a 74 kW or 100 kW 1.2-litre turbopetrol engine that works in conjunction with a 21-kW electric motor and an electrified 6-speed dual-clutch automatic transmission.
The Frontera Electric, in turn, will have an optimal range “of more than 300 km” and an extended range version “will be able to travel up to around 400 km without stopping to recharge” (both ranges based on the WLTP cycle), the Russelsheim-based manufacturer claimed.
The newcomer will initially be available in Frontera or Frontera GS trim lines. The latter is expected to feature a pair of 10-inch displays (of which the centre panel is the touchscreen infotainment system with integrated satnav; it also displays the feed from a reverse-view camera). Other features include a cooled wireless smartphone charger and a pair of USB ports up front, with a further 2 USB ports in the 2nd row.
The Frontera’s front seats, which will be available trimmed in a “fully sustainable recycled material”, will offer “outstanding comfort, even during long journeys” and have smartphone pockets in their backrests.
The newcomer can also be specified with roof rails, which can carry loads of up to 240 kg, as well as a roof tent, replete with a specially designed ladder, the Blitz-emblemed brand said. The load-bay capacity is “more than 450 litres”, which can expand to 1 600 litres with the 60:40-split rear bench folded down.
So, will we see this model in Mzansi? Yes, Opel SA has confirmed to Cars.co.za that it plans to launch the newcomer locally in the 1st half of 2025 (we think the hybrid is the most likely version to be offered in our market). Previously, we noted the German firm had filed to register the “Frontera” trademark in SA in mid-2021, with this application accepted (though technically not yet registered) in early 2024.
Of course, this new family crossover revives a badge that traces its roots back to the early 1990s, when Opel first applied it to an Isuzu-developed SUV (remember, both companies fell in the General Motors camp at the stage). However, the “Frontera” nameplate won’t be particularly familiar to most South Africans since the version marketed here in Mzansi was known as the Isuzu Frontier…
The new GWM P500 bakkie is set to launch in SA soon. Here’s what we know about this supersized bakkie, including a look at the pair of powertrain options on the cards…
The new GWM P500 bakkie is expected to hit the market in South Africa soon, with the Chinese firm set to display the newcomer at NAMPO 2024 in Bothaville (alongside the likewise imminent Tank 500 and new Jolion). So, what do we know about this jumbo-sized double-cab pick-up?
Well, GWM South Africa has confirmed that the local market will receive both turbodiesel and petrol-hybrid powertrain options. We expect the former to be the automaker’s 2.4-litre, 4-cylinder turbodiesel engine, which in other markets delivers 135 kW and 480 Nm to all 4 wheels via a 9-speed automatic transmission.
The P500 was first shown in SA at GWM’s Brand Renewal Conference at the end of February 2024.
The flagship powertrain, however, is likely to be GWM’s 2.0-litre turbocharged petrol hybrid engine, which is already employed by the top-spec Tank 300. As it does in that SUV, we believe the P500 version of this powertrain will generate peak outputs of 255 kW and 648 Nm. A 9-speed automatic transmission and 4×4 will ship standard, too. For now, at least, it seems as though the 260 kW/500 Nm turbocharged V6 petrol engine offered in some other countries is off the menu for Mzansi.
Known as the “Shanhai Cannon” in its domestic market of China, as the “Poer Sahar” in Thailand and as the “Cannon Alpha” in Australia, the supersized bakkie will wear the P500 badge here in South Africa, where it will be positioned above the P-Series and Steed portfolios. In dual-powered guise, it looks set to become the first parallel hybrid bakkie (as opposed to mild-hybrid, as is the case with the Toyota Hilux 48V) on Mzansi’s new-car market.
The GWM P500 measures 5 445 mm long.
Just how big is this new model? Well, the SA-spec P500 looks set to measure a whopping 5 445 mm from snout to rump, making it a considerable 120 mm longer than a Hilux Legend RS double cab and 85 mm lengthier than a Ford Ranger Raptor. It will stand 1 991 mm wide and 1 924 mm tall, while sporting a 3 350 mm wheelbase.
The P500 is likely to feature GWM’s 3-mode “all-terrain” system, along with locking front and rear differentials, plus a Warner 4×4 transfer case. It will also debut an interesting 60:40 split rear tailgate. Though payload capacities have yet to be confirmed for the SA-market P500, it’s worth noting the equivalent Cannon Alpha offered Down Under is rated to carry between 735 kg and 821 kg, depending on the derivative. All variants, however, are likely to boast a full 3 500 kg braked towing capacity.
The P500 features an interesting 60:40 split tailgate.
According to GWM, the P500’s considerable exterior dimensions result in a particularly roomy cabin, where occupants can enjoy plenty of high-end features. Though local specifications have yet to be announced, the flagship Aussie-market model comes with a 14.6-inch infotainment touchscreen, a 12.3-inch digital instrument cluster, a 10-speaker Infinity premium audio system, wireless smartphone charging and heating/ventilation/massage functions for the front seats.
Stayed tuned for more details on the GWM P500 bakkie as we find them…
A Chinese vehicle brand has finally produced a 4-cylinder turbodiesel bakkie engine that’s more powerful than those in equivalent Ford or Toyota models. It’s a BIG deal.
Petrol engines don’t matter in the local bakkie market. That’s why nearly all new bakkies in South Africa are powered by turbodiesel engines.
The nation’s dominant bakkie brand, Toyota, offers petrol engines in the Hilux and Land Cruiser 79. The Jeep Gladiator is exclusively available with a 3.6-litre V6 petrol engine, Volkswagen plans to add a 222-kW turbopetrol Amarok to its line-up later this year, and Ineos offers a petrol version of its BMW-powered Grenadier Quartermaster. Still, petrol powertrains are niche options in the double-cab market.
You may ask: “South Africans only drive diesel bakkies, so what?” Well, it matters because it influences the possibility of affordable double cabs coming here and being competitive. How? Because the only country creating keenly-priced bakkies with modern tech features is China. And in China, diesel doesn’t matter.
The Chinese brands are always learning
The LDV T60’s cabin is typically Chinese – it features thorough digitisation and lots of kit.
Chinese product specialists, who are master observers and -analysts, have noticed South African buyers’ preference for diesel-powered bakkies. There simply aren’t car companies that can respond more quickly to customer behaviour and buying opportunities than those that hail from the Mainland.
In the late 2000s, Chinese car design was awful, and their cabin architectures were (sigh) even worse. But today, Chinese crossovers and SUVs turn heads for all the right reasons; their cabins are more than comfortable enough to transport families on long journeys (um, usually from Gauteng to the coast).
Chinese brands direct the bulk of their powertrain R&D to EVs; a small portion is invested in turbopetrols and a tiny fraction gets devoted to turbodiesels. However, those brands have proven they learn quickly.
Diesel bakkies might be irrelevant in the Chinese new-vehicle market, but Chinese brands’ product planners understand the value of such products in most export markets. The feedback loop from Australia and Africa has finally created a new generation of Chinese turbodiesel bakkies that can truly challenge the traditional power advantage of American and Japanese manufacturers’ double cabs.
The reasoning was that China’s prioritisation of EV- and hybrid (which is always petrol instead of diesel) powertrain development would inhibit any new-generation Chinese turbodiesel engines from coming to fruition. LDV, which has debuted in SA with the T60, has proved that reasoning to be well out of date.
SA bakkie buyers DO care about engine outputs
The LDV T60 has more than enough power to haul a load tray filled with stuff.
Legacy bakkie brands have often used the “our powertrains are superior” argument to defend their price premiums over Chinese double cabs. If you compare the spec tables, you’ll see what they are on about.
The Ford Ranger and Toyota Hilux offer more power and performance with their turbodiesel engines, compared to the majority of Chinese double cabs – and that fact matters greatly to South African bakkie buyers. Why? Because, while scything through traffic and high-speed cruising may not be prevalent in China, South African car buyers require their bakkies to offer confident overtaking- and cruising ability.
But that turbodiesel engine-output gap has closed; LDV has turned the bakkie battle into a more even match-up. When GWM’s P-Series entered the local market in 2021, it brought cabin quality, infotainment tech and, importantly, a level of turbodiesel engine performance previously unseen in a Chinese bakkie.
The P-Series’ sales success has proven that Mzansi’s bakkie buyers care less about brand image than an attractive price-to-performance ratio. Although the P-Series’ 2.0-litre turbodiesel is a decent engine (120 kW and 400 Nm of torque), it’s never been a numbers-for-numbers match for Ford’s 2.0-litre bi-turbo Ranger. The difference in performance between a 120-kW P-Series and a 154-kW Ranger is significant.
But now there is a Chinese double-cab bakkie with an even better turbodiesel engine; one that offers more power than its American and Japanese rivals – the LDV T60.
Those slimline headlamps are less susceptible to gravel-travel stone chips and cracking.
LDV is a sub-brand of SAIC, a huge Chinese car company that sold slightly more than 5 million vehicles last year. And, the LDV T60 double-cab bakkie will challenge many preconceptions in the local market… courtesy of its potent turbodiesel engine.
Design, build quality, infotainment, and seat comfort are all aspects that Chinese car companies have rapidly improved over the last decade and a half. But, to reiterate, engines have remained a weakness because those companies are hugely incentivised to develop EVs instead of petrol or diesel engines.
Great powertrain design requires a lot of dedication and experience. It’s all about efficiency. The more energy your engine converts from fuel, with less energy loss to heat, the more power it makes and the less fuel it uses. Chinese engines are generally down on power and heavier on fuel than any American, European, Korean, or Japanese engines. But LDV’s done something different with the T60’s engines.
The LDV T60 has power numbers that matter
Toyota’s 2.8 and Ford’s 2.0 make 150- and 154kW. That’s 10- and 6kW less than T60.
LDV’s Max Pro and Max Luxe T60s are powered by a 2.0-litre turbodiesel engine that pushes out 160 kW and 500 Nm. If you know your bakkie specs, you’ll recognise why those numbers matter so much.
That makes the LDV T60 more powerful than Ford’s 2.0-litre bi-turbodiesel Ranger. Regardless of engine size differences, the T60 is also more powerful than Toyota’s venerable 2.8-litre Hilux engine, despite its smaller cubic capacity. (The latest GR-Sport makes 165 kW, but it’s not a volume-selling Hilux variant).
Isuzu. Nissan. Mitsubishi. All their double-cab bakkies make less power than the LDV T60. The only turbodiesel double cabs in the South African new-vehicle market that are more powerful than this Chinese newcomer are the 3.0-litre V6 twins from Ford and Volkswagen (the Ranger and Amarok).
For the first time, there’s a Chinese double cab bakkie with more peak power than market leaders from Toyota and Ford. This creates an interesting scenario for buyers comparing bakkies online (when they scan those all-important engine specifications). And that’s before the price issue is considered…
LDV T60 has a premium engine & premium transmission
This is the Chinese 2.0-litre turbodiesel that most people believed would never happen.
The rapid growth of the Haval brand has proved that even wealthy South African buyers are price-sensitive. Its success in the mid-sized crossover market is evidence of that, with buyers preferring the brand’s wares to those of legacy European, Japanese and Korean carmakers. But what will happen now that a turbodiesel bakkie from LDV is more powerful than any traditional double-cab brand’s products?
The price discount and value offering with Chinese brands’ bakkies are a given. However, LDV’s T60 has now removed one of the main reasons that legacy brands’ salespeople could convince buyers that a Japanese or American double cab was much better, plus worth its big price premium: engine power.
And don’t think LDV has made the mistake of engineering a powerful turbodiesel engine and degraded its potential with an average gearbox. The high-output version of LDV T60 links to one of the best ‘boxes ever made – ZF’s phenomenal 8-speed auto, as utilised by BMW, Jaguar Land Rover and Rolls-Royce.
What the LDV T60 may lack in terms of design refinement, it makes up for with a meaty power output.
Why the LDV T60 is such a significant newcomer
For the first time in the South African new-vehicle market, there is a Chinese double-cab turbodiesel bakkie with the power- and drivetrain to rival American and Japanese rivals. At a significant discount.
At the time of writing (May 2024), the T60 Max Pro 4×4 was listed for R710 000 and a fully-loaded Lux version for R790 000. At the same time, a mid-grade Ranger Wildtrak or Hilux Raider 4×4 auto price would cost around R850 000 – R140k more than the Max Pro. What’s more, the higher-grade Ranger Wildtrak X or Hilux Legend RS 4×4 autos were both over R1m, compared to the Max Lux 4×4’s R850k.
The LDV T60 might have an (almost comically) oversized grille and headlamps that look like they’ve been pinched from the Toyota Corolla Cross production line, but you can’t buy more double-cab diesel power for your Rands, so to speak. And THAT matters most for many South African bakkie buyers…
Hybrid Porsche 911 Teased Ahead of Imminent Reveal
The hybrid Porsche 911 is due for reveal at the end of May 2024. Here are some early details of what’s to come.
The hybrid Porsche 911 will be revealed on the 28th May 2024 and the brand has shared some early details and teaser images of what we can expect.
Porsche has been hard at work fine-tuning and refining what it terms “the new 911 with a performance-focused hybrid drive.” With more than 5 million kilometres of testing and development in extreme conditions, the hybrid Porsche 911 is claimed to be even more dynamic. We’re wondering if the hybrid tech will require a plug or if the setup is self-charging and gives extra power for a few seconds, like an F1 car.
The hybrid Porsche 911. Note the different wings.
“We left nothing to chance during development and tested the new 911 under all sorts of conditions all over the world. From the freezing cold to scorching heat, as was the case during the final stages of testing in Dubai. Whether at a high drivetrain load in the demanding conditions of mountain passes or in the stop-and-go traffic of an urban environment, the new 911 has mastered even the most difficult challenges with aplomb”, said Frank Moser, Vice President Model Line 911 and 718.
The official teaser images show off two camouflaged cars and we’re guessing these were a pair of 911 Carrera S prototypes and one had a delicious-looking rear wing. No engine or performance details accompanied the release, but as a hint of what’s to come, there was a Nurburgring lap time.
That’s some serious pace!
Conducted back in September 2023, a 911 prototype with Porsche pro driver Jorg Bergmeister lapped the circuit in 7:16.394 minutes, which the brand claims is 8.7 seconds faster than the preceding equivalent model. Now while we don’t know if this was a Carrera S or GTS, we know that’s quicker than the 991.2 Porsche 911 GT3’s time of 7:18 from 2017. Porsche claims its prototype was fitted with standard road rubber and the aero kit with fixed rear wing.
All the hybrid Porsche 911 details, including local availability will be released on the afternoon of the 28th May 2024.
Toyota SA ditches Hilux GR Sport III’s ‘aero’ styling bar
The SA-spec version of the widebody Toyota Hilux GR Sport III won’t come fitted with the distinctive “aero-styled” sports bar. Here’s why the Japanese brand says it’s decided to drop this appendage…
When the Toyota Hilux GR Sport III was first displayed in South Africa at SOMI 2024 in January, it wore a distinctive “aero-styled” sports bar. Now, however, Cars.co.za can confirm that this appendage will be dropped from the SA-spec widebody model, and replaced by a conventional tubular item.
As an aside, even though we unearthed local pricing for the Prospecton-built Hilux GR Sport III as long ago as the first week of March 2024 – the month in which this highly anticipated widebody bakkie was originally scheduled to launch in Mzansi – the new R999 000 model has yet to officially hit the market. The media launch, however, kicks off this week.
The SA-spec model will no longer feature this “aero-styled” bar.
But back to the styling bar switch. Why the change from the unusual aero version back to a tubular item, which looks decidedly similar to that employed by the outgoing Hilux GR Sport II? Well, we asked Toyota South Africa Motors that very question. According to a statement from the Japanese giant’s local division, it all boils down to the results of local market research.
“The decision to incorporate a tubular sports bar on our vehicle was driven by extensive market research and customer feedback analysis. Our primary goal is to ensure that our vehicles resonate with the preferences and needs of our local customer base,” Toyota SA Motors told Cars.co.za.
A comparison of the original “aero-styled” bar (top) and the conventional tubular item (bottom).
Interestingly, that’s not the reason put forward overseas. You see, Toyota’s division in Argentina also recently ditched the “aero-styled” bar, instead leaving its version of the Hilux GR Sport double-cab bakkie without a sports bar altogether (as is the case with the Thailand-built model offered in Australia). The company’s Argentinian arm told Motor1.com that it had detected a “possible durability problem with this part”, without going into more detail. Make of that what you will.
For the record, a Toyota engineer in Argentina earlier this year explained to Motor1.com that the aerodynamic sports bar was “functional” rather than included just for the sake of styling, as it helped to reduce the widebody Hilux’s drag co-efficient. In addition, translated press material from the South American country – which also builds the Hilux – suggested that the bar reduced turbulence, which in turn improved both refinement and fuel consumption.
Hilux GR-Sport III pictured with the tubular sports bar.
As a reminder, the new GR Sport III will retain the outgoing version’s uprated 2.8-litre, 4-cylinder turbodiesel engine (and 6-speed automatic transmission), which means peak outputs again sit at 165 kW and 550 Nm.
The most obvious change is the upgrade to a widebody configuration, courtesy of wider tracks. We can confirm that while the Prospecton-built newcomer will measure 5 325 mm from nose to tail (just like the standard double cab), its overall width will increase from 1 900 mm to 2 020 mm.
The tubular sports bar features GR branding.
At 1 865 mm, the GR Sport III will also stand 50 mm taller than standard, thanks to a combination of its revised suspension system (which includes new monotube dampers) and chunkier tyres. On the latter topic, we can also confirm that the SA-spec model will ride on BFGoodrich all-terrain rubber in 265/65 R17 size (compared with the standard Legend and Legend RS tyres, which measure 265/60 R18).
Mzansi has seen 2 versions of the Hilux GR Sport before now. The first came in mid-2019, with a revised iteration (complete with the aforementioned extra power and torque) hitting the local market in September 2022. Both, of course, featured standard bodies.
Volvo EX30 Review: It’s super fast, but is it super smart?
The new Volvo EX30 has joined the lower-priced end of the South African EV market and, in Twin Motor Performance guise, it’s the fastest accelerating new car priced under R1 million. Ashley Oldfield reviews the range-topping Ultra derivative.
Priced in South Africa from R775,000, which is in the ballpark of the GWM Ora 03 we reviewed earlier this year, the all-electric Volvo EX30 has proved a hit in Europe with its clever design, inside and out, but mostly because it seems to offer a lot of car for a very decent price.
The Volvo EX30 line-up comprises single-motor, rear-wheel-drive- and dual-motor, all-wheel-drive variants. Whereas the standard single-motor version produces 200 kW/343 Nm, has a 51-kWh lithium-ion phosphate battery and a claimed range of 343 km (based on the WLTP cycle), is it also available in Single Motor Extended Range guise, replete with a 69-kWh battery and a stated range of 480 km.
The range-topping Twin Motor Performance derivatives (available in Plus and Ultra trim grades) have peak outputs of 315 kW/543 Nm, a stated range of 460 km and a claimed 0-100 kph time of 3.6 sec. That means an apex Volvo EX30 – an all-wheel-drive battery-electric premium small crossover – is the most powerful and fastest-accelerating new car priced under R1 million on the local market (May 2024).
Of course, there is a lot more to the new Volvo EX30 than sheer performance capability and range; as opposed to models such as the Mercedes-Benz EQA and BMW iX1, the Swedish offering is based on a dedicated electric-vehicle platform – it has distinctive packaging, a decidedly highly interior (there’s no speedometer; speed is displayed on the infotainment screen) and, as such, a specific target market.
Ashley Oldfield discusses the Volvo EX30’s driving experience, interior layout, practicality, value for money and more. He also suggests which derivative you should prioritise if you’ve shortlisted the model.
Where do most of South Africa’s imported cars come from?
Imported vehicles made up nearly 60% of total light new-vehicle sales in South Africa in 2023. So, which countries ship over the majority of Mzansi’s imported cars? We have the numbers…
In 2023, imported cars represented 59.3% of South Africa’s total light new-vehicle sales, with 295 817 units (out of 498 880 units) shipped into Mzansi from 24 countries, according to Naamsa. Though that’s down on the 64.8% share achieved in 2022, it’s nevertheless a significant number.
Drilling down into the data, we see that passenger-vehicle imports accounted for 76.9% of total passenger-car sales in South Africa last year, while light-commercial vehicle (LCV) imports represented 18.8% of that segment’s sales total in 2023. So, which countries sent over the majority of SA’s imported vehicles in 2023?
The Indian-built Suzuki Swift was SA’s best-selling imported car in 2023.
Well, according to new information released by Naamsa, the top country of origin in pure volume terms was again India, which shipped over 157 326 units – or a whopping 53.2% of the total light vehicles imported – in 2023. For the record, that percentage is up slightly on 2022’s effort of 51.2%.
Meanwhile, China consolidated its 2nd position, accounting for 39 308 units or 13.3% of all light-vehicle imports in 2023 (up from 10.79% in 2022). The Chery Tiggo Pro and Haval Jolion were the biggest passenger-vehicle drivers of volume here, while the GWM P-Series played that role in the LCV space. Next came Japan, which retained 3rd position with 21 507 units, closely followed by Germany (21 017 units) in 4th.
South Korea (13 771 units) held steady in 5th place, though Spain (13 650 units) was right on its tail in 6th spot. Interestingly, the United Kingdom climbed 3 rankings to 7th, having supplied 4 506 units to South Africa in 2023, while the United States (3 908 units) and Thailand (3 784 units) remained in 8th and 9th, respectively.
Premium cars like the Dingolfing-built BMW 5 Series helped Germany to 2nd place in Rand value terms.
Finally, France closed out the table with 2 228 units, pushing Indonesia out of the top 10. The remaining 14 countries of origin collectively accounted for a further 14 812 units last year. Interestingly, in Rand value terms (as opposed to pure volume), India was again the main country of origin, though Germany took 2nd place, with Japan completing the podium.
Top 10 countries of origin for SA’s imported light vehicles in 2023
On the hunt for a used compact hatchback that majors in versatility? Let’s examine the line-up of the 3rd-gen Honda Jazz and identify the model’s strengths and weaknesses.
As was the case with the original Honda Jazz that debuted in South Africa way back in 2003 and the 2nd-gen model that followed 5 years later, the defining quality of the 3rd generation of the Japanese firm’s mellifluously named B-segment hatchback was its standout (for the segment) cabin versatility.
But there were a few noteworthy changes. For instance, while its forebears were imported from Japan, the SA-market version of the 3rd-gen Jazz was built at Honda’s (then new) Tapukara facility in Rajasthan.
The SA-market 3rd-gen Jazz was built in India, rather than Japan.
In addition, entry-level variants ditched the trusty 1.3-litre 4-cylinder engine in favour of a 1.2-litre 4-cylinder unit familiar from another Indian-produced hatch, the (smaller) Brio.
While the GK-series Jazz was seemingly not quite as popular locally as its 2 predecessors, it nonetheless played a significant role in the model line-up of Honda Motor Southern Africa (SA). For the record, the Japanese-built 4th-gen model arrived in Mzansi in mid-2021 wearing the Fit badge (a moniker long used in other markets), marking the end of the line for the Jazz nameplate in Mzansi.
Honda Jazz model line-up in South Africa
The Mk3 Jazz made local landfall early in 2015.
In July 2013, Honda released the 1st official images of the 3rd-gen model. The 5-door Jazz’s local launch took place in January 2015, with the vehicle rolling onto dealership floors around South Africa the very next month.
The SA-spec Jazz was offered with the choice of 2 naturally aspirated 4-cylinder petrol engines (a new 1.2-litre motor and the familiar 1.5-litre mill, with each i-VTEC unit driving the hatchback’s front axle), 2 transmissions (a 5-speed manual and a constantly variable auto transmission with paddle shifters and 7 steps) and 4 trim levels. As a result, the local line-up comprised the following 7 derivatives at launch:
1.2 Trend 5MT (66 kW/110 Nm)
1.2 Comfort 5MT (66 kW/110 Nm)
1.2 Comfort CVT (66 kW/110 Nm)
1.5 Elegance 5MT (88 kW/145 Nm)
1.5 Elegance CVT (88 kW/145 Nm)
1.5 Dynamic 5MT (88 kW/145 Nm)
1.5 Dynamic CVT (88 kW/145 Nm)
The range didn’t change all that much over the next 6 years. In fact, despite the Jazz being treated to a mild facelift overseas in 2017, the refreshed range didn’t ever make it to local roads. However, Honda Motor SA did roll out a new Jazz Sport derivative – which supplanted the 1.5 Dynamic CVT as the line-up’s flagship – in February 2018, complete with “Type R-inspired” styling.
The Jazz Sport joined the range in February 2018.
Arriving alongside the FK8 Civic Type R, the Jazz Sport was set apart by its distinctive aero package (including a cheeky rear spoiler), 16-inch Berlina black alloy wheels, upgraded cabin, retuned suspension and uprated brakes (dropping drums at the rear in favour of discs).
Moreover, the 1.5-litre petrol unit was tweaked to deliver a somewhat healthier 97 kW and 155 Nm, peak outputs that were delivered to the front wheels via a CVT. Curiously, there was no option of a manual gearbox in South Africa, despite a 3-pedal version being offered overseas. Local sales of the GK-gen Jazz came to an end by June 2021, when the GR/GS-series Honda Fit arrived to take its place.
What are the advantages of a Honda Jazz?
The clever Magic Seat configuration defined the Jazz’s interior.
Trademark versatility: In a certain sense, the Jazz was half hatchback, half mini-MPV. Boasting a 35 mm longer wheelbase (at 2 530 mm) than its predecessor, the 3rd-gen Jazz was certainly the most practical B-segment hatch of its era, chiefly thanks to Honda’s so-called “Magic Seat” system.
Smart packaging (the low-profile fuel tank was again centrally sited) allowed the Jazz to incorporate a highly configurable seating arrangement – the bases of the 60:40 split rear seats could independently tip up against their backrests, for instance. That facilitated the transport of all sorts of items that would usually be deemed too tall or bulky to shoehorn into such a compact car.
Courtesy of its updated design, the 3rd-gen Jazz offered notably more rear legroom than its forebear, while its load-bay capacity grew by 26 litres to 363 litres (despite the presence of a full-size spare wheel in all variants except the Jazz Sport). Folding the rear bench flat would free up 881 litres of utility space.
The SA-spec 3rd-gen Jazz was well-equipped in the safety department.
Lofty standard safety spec: At launch, all 7 derivatives in the 3rd-gen Jazz line-up shipped standard with numerous safety features, including ABS (with EBD and EBA), electronic stability control, 6 airbags, outer-rear ISOfix child-seat anchors, 3-point inertia-reel seatbelts (with height-adjustable anchor points) and hazard lights that triggered under hard braking. While all variants bar the Jazz Sport made do with rear drum brakes, top-spec Dynamic (and indeed Sport) versions also boasted rear parking sensors.
For the record, Global NCAP awarded a lower-spec Indian-market Jazz – which featured dual front airbags and a rear centre lap belt, while also lacking items such as electronic stability control and seatbelt pre-tensioners – 4 stars for adult occupancy- and 3 stars for child-occupant safety in 2020.
After being subjected to the standard 64 kph frontal crash test, the Jazz’s bodyshell was rated as “stable” and “capable of withstanding further loadings” by Global NCAP.
The 1.5-litre i-VTEC engine was a particularly well-proven unit.
Fuss-free atmospheric engines: Honda opted to eschew forced induction despite some of the Jazz’s rivals moving to downsized turbocharged petrol engines around this time. The Japanese firm stuck with the 1.5-litre i-VTEC unit (L15Z5) carried over from the 2nd-gen Jazz, while also introducing the 1.2-litre i-VTEC motor (L12B3) from the Brio. While neither rev-happy (chain-driven) motor was particularly well endowed in the low-down torque department (their respective peak figures arrived at 4 800 and 4 600 rpm, after all), both were known to be thoroughly reliable when maintained properly.
As an aside, though both the 2nd-gen Jazz and 4th-gen Fit were offered locally with the option of a hybrid powertrain, the 3rd-gen line-up interestingly did without a petrol-electric derivative. This was likely since it was sourced from India, where such a derivative was not produced.
What are the disadvantages of a Honda Jazz?
The cabin featured some scratchy plastics.
The decline in cabin quality: Though the Indian-produced GK-series Jazz was by no means poorly built, there was a definite drop in build quality compared with the preceding version. For instance, plenty of the interior plastics – including those used on areas such as the dashboard, centre console and interior door panels – were noticeably scratchier than before.
Moreover, some early versions were saddled with loose-fitting plastic trim and a surprisingly flimsy boot board in the luggage compartment. That said, the mid-tier Elegance and top-spec Dynamic grades did score leather trim on frequent touch points such as the steering wheel (which benefited from tilt-and-telescopic adjustment across the range) and gear knob, while the Sport had a soft-padded dashboard.
Honda attempted to market the 3rd-gen Jazz to a younger audience.
Pensioner persona: Honda once famously revealed that the average age of a Jazz owner was 61 years old. Despite an obvious attempt to style the 3rd-gen model to appeal to younger buyers (the press material was peppered with terms like “edgy”, “aspirational” and “sculpted”, while the launch images showed a brightly coloured example parked in front of a graffiti-covered building), the GK-series Jazz was not quite able to shake the perception it was the preferred transport of, well, “more mature” drivers.
Still, it could certainly be argued the sort of attributes that perpetuated such a viewpoint – such as the wide-opening doors, low load-bay loading lip, suitably raised seating positions, comfy ride and excellent outward visibility thanks to the thin pillars – were boons for drivers and passengers of all ages.
Fitted with a CVT, the Jazz Sport (seen here alongside the FK8 Civic Type R) felt like a missed opportunity.
Jazz Sport a missed opportunity: While the Jazz Sport’s extra oomph wasn’t quite sufficient to push it into warm-hatch territory, it certainly held the potential to appeal to a younger audience. But items such as the Type R-mimicking body kit, red exterior detailing and firmer suspension were entirely at odds with the only transmission on offer: a “specially adapted” continuously variable automatic transmission.
We can’t help but feel the overall package would have been altogether sweeter had Honda Motor SA made the Jazz Sport – which wore the RS badge in certain markets – available with a manual gearbox.
How much does a used Honda Jazz cost in South Africa?
The Trend derivative did without a standard service plan.
At launch, all derivatives in the local GK-series Jazz line-up were covered by Honda’s 3-year/100 000 km warranty, but by January 2016, the company had upgraded its range-wide warranty to be valid for 5 years or 200 000 km. In addition, a 4-year/60 000 km service plan shipped standard on every variant bar the entry-level Trend. Scrutinise the maintenance history of any vehicle you’re considering purchasing, making sure routine services were carried out at least every 15 000 km.
Of the used 3rd-gen Jazz models listed on Cars.co.za at the time of writing, 53% were fitted with the 1.5-litre engine, with the remaining models employing the 1.2-litre motor. The split between transmissions was likewise almost even, with manual vehicles accounting for 55% of listings.
The Jazz Sport made up around 8% of listings.
Comfort was the most plentiful trim level (39%), though Elegance wasn’t far behind on 36%. The Trend, Dynamic and Sport grades each accounted for around 8% of all 3rd-gen Jazz listings. Interestingly, 2016 was the most popular model year, followed by 2018 and 2019.
Indicated mileages varied from just 17 000 km (on a 2020 1.5 Sport CVT) to 198 000 km (on a 2016 1.5 Dynamic CVT), while white (41%) and silver (32%) were the most common paint colours.
Below R150 000: Examples listed for under R150 000 were all from the opening 3 years of production, with most showing more than 125 000 km on their respective odometers. In addition, the smaller engine dominated this admittedly sparsely populated space.
From R150 000 to R200 000: At the time of writing, this was where most of the 3rd-gen Jazz units were positioned (with the 1.2-litre engine interestingly again listed in greater numbers). All model years bar the final were represented, with most vehicles having covered less than 100 000 km.
From R200 000 to R250 000: The 1.5-litre unit was the most common engine between these pricing bookends, while we found very few manual-equipped units here. Mileages were capped at about 75 000 km, though the model-year distribution was relatively even across 2017-2021.
R250 000 and up: Spending upwards of R250 000 would score you a late model-year Jazz with low mileage, though only CVT-equipped derivatives were listed above this mark. The priciest Jazz we uncovered was the low-mileage 2020 1.5 Sport CVT mentioned earlier, which was listed for R305 000 (for the record, it had a new-car sticker price of R338 900 in its year of registration).
Which Honda Jazz should I buy?
The 1.5-litre engine is best combined with the manual gearbox.
So, which GK-series Honda Jazz is the pick of the bunch? Well, let’s start with the powertrains. Although the 1.2-litre mill was the more fuel-efficient engine (sipping at a claimed 5.6 L/100 km), its relative lack of grunt meant it struggled with sharp inclines and brisk overtaking manoeuvres, particularly upcountry.
The 1.5-litre motor, meanwhile, offered an upgrade in oomph with only a minor fuel-consumption penalty (it used a claimed 6.0 L/100 km in manual guise and 5.8 litres in CVT form, with the latter figure falling to 5.6 litres in the case of the further-fettled Sport). We’d suggest sticking with the manual gearbox – even if it could have done with a 6th forward cog – as we have heard of a few instances of CVT problems.
The climate-control panel was a little fiddly to operate on the move.
That leaves us with the 1.5 Elegance and 1.5 Dynamic derivatives, each specified with 3 pedals (and, incidentally, each able to reach 100 kph from a standstill in under 10 seconds). For the record, the Elegance features standard items such as 15-inch alloy wheels, front fog lamps, colour-coded side-mirror caps, hill-start assist and a 5-inch touchscreen infotainment system.
An upgrade from manual air-conditioning to climate control was also included, but keep in mind that the heating-and-ventilation control panel was a digital item – and not the simplest to operate while you’re driving. Those seeking a mite more standard specification would do well to consider the Dynamic, which gained 16-inch rims, a 7-inch touchscreen system, an HDMI port, rear parking sensors and privacy glass.
Is the Honda Jazz a good used buy?
The versatile Jazz battled both mini-MPVs and small hatchbacks.
Though the Honda Jazz was marketed as a B-segment hatchback, in some ways its closest rivals were largely under-appreciated small MPVs such as the 2nd-gen Opel Meriva (defined by its rear-hinged rear doors) and the Ford B-Max (featuring sliding rear doors and dispensing with a traditional B-pillar).
That said, the 3rd-gen Jazz still had to contend with conventional B-segment big hitters such as the 6th- and 7th-gen Ford Fiesta, as well as the locally produced 5th- and 6th-gen Volkswagen Polo hatchbacks.
The Jazz nameplate is no more in South Africa, having been replaced by the Fit.
So, does the GK-series Honda Jazz represent a compelling used-purchase proposition? Well, though previous iterations felt more solidly built inside, they’ve perhaps become a little long in the tooth for many buyers (while the latest Fit is considerably pricier and thus likely out of reach). So, if you’re able to look past this shortcoming, the 3rd-gen Jazz model makes a strong case for itself by virtue of its dependable engines, lofty safety specification and what is unquestionably the most versatile interior in its class.
