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).
Fastest Toyota Hilux in South Africa: GR Sport vs 48V vs Legend
What’s the fastest Toyota Hilux in South Africa? We pit the Hilux GR Sport against the 48V Hilux and the Hilux Legend on a drag strip to find some answers.Watch the video to see the result!
We headed to an airport runway to race three brand-new eight-gen Toyota Hilux double-cab bakkies. The new Toyota Hilux GR Sport is so much more than just a sticker pack and boasts more power, better brakes and uprated suspension.
But why race Hilux double-cabs against each other? It’s not about novelty. Hilux has been the best-selling vehicle in South Africa for decades. It is nearly a sub-brand of its own in South Africa. And that’s why everyone is interested in everything related to Hilux. And how it goes.
The eight-generation Hilux has seen Toyota be more daring than with any previous Hilux range. Adding the GR Sport version, with a focus on all-terrain high-performance driving. A little bit more engine power than the standard 2.8 turbodiesel Hilux engine, but does it really make a difference, or is it a pure spec-sheet flex by Toyota?
We wanted to find out the truth. To know if the GR Sport’s 165 kW upgrade really makes a difference in real-world acceleration. And how better to measure that than against other Hilux 2.8 turbodiesel-powered derivatives? Especially one of the light-hybrid versions, with its 48V integrated starter motor/generator, which is the first time Toyota has brought its hybrid tech into a South African bakkie model.
So, that’s exactly what we’ve done. Bringing together all the Hilux 2.8s that matter, in a drag race that is very relatable to South Africans.
With Jacob Moshokoa behind the wheel, the GR Sport faces off against the brand-new Toyota Hilux 48V, the brand’s first diesel-electric hybrid. Could the electric boost cause a massive upset and give David Taylor bragging rights?
A standard Hilux Legend came along for the ride, just to keep the new protagonists in check, but Ashley Oldfield felt he wouldn’t be completely outgunned thanks to his considerable motorsport experience.
Which Hilux do you think won the race? Watch the video!
BAIC South Africa recently invited us to drive its upgraded B40 Plus off-roader in Gqeberha. BAIC says that it is ready to ramp up production of the Beijing X55 model at its Eastern Cape assembly plant, yet questions about the facility remain.
“Transform your world with passion, drive your way as you wish”… So reads the (seemingly unnecessarily wordy) vision statement in the BAIC plant’s foyer in the Coega Industrial Development Zone outside Gqeberha – a name that, incidentally, the BBC suggests is pronounced as “Click bear gha”.
Even if its vision statement could perhaps be shorter/punchier, the South African BAIC effort is indeed quite serious – although much of its plant’s feasibility – at face value – appears a little questionable.
The 70 000 m2 factory (said to have been built at a cost of R11 billion, with a peak production capacity of 50 000 units per year) opened in 2018, after which the X25 compact crossover and D20 hatchback were received from China in semi-knockdown form and assembled at the new plant to be sold locally.
In case you didn’t know, BAIC (Beijing Automotive International Corporation) is China’s 6th-largest car manufacturer and a state-owned Fortune 500 company that holds 65% control over its South African subsidiary, with the remainder a portfolio piece of the local Industrial Development Corporation.
Both the X25 and D20 were discontinued at the beginning of 2023, after which, presumably, production stood still at the now-eerily quiet factory. Curiously, the plant is said to have produced as few as 282 units since 2018, while BAIC sold a total of 2 693 units in South Africa’s new-vehicle market last year.
When the local motoring media toured the plant during the event, I saw little to suggest that vehicles (X55 units, in this case) were being produced. Last week, the Eastern Cape’s HeraldLive reported that “management has pumped the brakes on full-scale production until (local) demand makes it necessary” and that there were “only a few hundred vehicles on the production schedule until February 2024.”
However, we did get a chance to sample the 2024-spec B40 Plus compact body-on-frame off-roader, of which the turbopetrol variants are now equipped with a ZF 8-speed automatic transmission (it previously had 6-speed auto ‘box) and an uprated 2.0-litre 4-cylinder so-called “Turbo Gold Efficient Engine” that develops peak outputs of 165 kW at 5 500 rpm and 380 Nm of torque between 1 800 to 3 600 rpm.
We attended the local launch of the model in 2021 (read our BAIC B40 Plus launch review), but to jog your memory, as opposed to B80, which was once earmarked local introduction and bears more than just a passing resemblance to the Mercedes-Benz G-Class, the 4350 mm-long B40 Plus takes a marginally more eclectic approach to its exterior design; it incorporating cues from Jeep, Hummer and Mahindra.
While locking differentials are absent, the BAIC does feature some other 4×4 essentials such as tyre pressure monitors, a low-range transfer case, a 750 mm wading depth (curiously, BAIC SA’s website states 600 mm and a “road block-crossing height” of 350 mm, whatever the latter may be), a 210 mm ground clearance, approach and departure angles of 37° and 31°, along with a 23° break-over angle.
BAIC SA lists the GWM Tank 300 (which retailed from R725k in July 2024) and conceivably – even if a little optimistically – the R1m-plus Jeep Wrangler as the B40 Plus’ nearest rivals.
Inside, the 256-colour configurable mood lighting is a nice touch; and the infotainment touchscreen has been upgraded to 12.3 inches, although there’s still no Android Auto/Apple CarPlay interface – perhaps a legacy of BAIC’s domestic tie-up with Huawei, whose “ecosystem” rivals those of Google and Apple?
With inadequate time allocated to evaluate the vehicle, it’s hard to deliver a full verdict on the updated BAIC B40 Plus. What we can report is that with low-range engaged from a dashboard-mounted dial centred between the primary air vents, and armed with the combination of a wheel-in-each-corner, generous ground clearance and a healthy spread of torque – the latest BAIC crushes climbs with zeal.
The fitment of a roll cage allows for the roof to be sectionally removed for a topless, Ken-and-Barbie-type travel, though at the cost of some headroom. There are also no USB ports for rear passengers to charge their (hopefully) Huawei phones, and puzzlingly, the “BJ40” badging on the side sill and steering wheel boss has been left untouched…
How much does the BIAC B40 Plus cost in South Africa
Prices include a 5-year/120 000 km warranty. A 4-year/60 000 km service plan is optional.
Summary
It’s commendable that BAIC South Africa began reporting individual model sales figures to the industry representative body Naamsa from January, but in the broader scheme of things, there still seems to be a disconnect between the BAIC SA plant’s production capability and the brand’s low local sales volumes.
Leaving aside the benefits of much-needed local investment and export gateway possibilities (including production of new-energy vehicles), with the brand selling an average of 165 vehicles a month during the 1st half of 2024, why aren’t rival Chinese car companies – those that sell hundreds more units per month in South Africa than BAIC – not also building factories here? And without some sort of subsidy to keep it afloat, how sustainable is an assembly plant that has produced so few vehicles since 2018? Time will tell.
As for the BAIC B40 Plus, how likely are buyers to choose it over a Suzuki Jimny 4-door if they are looking to buy a “more affordable” compact off-roader? In the off-roader market, legacy counts for a lot. Suzuki’s rugged Jimny is a well-proven product, but the same cannot be said of the BAIC. As with other fledgling Chinese products that have only hit the market in recent years, again, it’s just too early to tell.
British firm Ineos recently hosted local and international media in the wilds of the Eastern Cape’s Baviaanskloof Wilderness Area to put the Grenadier Quartermaster through its paces. Our adventure journalist Gero Lilleike eagerly took the ‘wheel…
While sitting in the Grenadier pub in London with a pint in hand, UK billionaire and CEO of chemical giant, Ineos, Sir Jim Ratcliffe, experienced a moment of, some would say divine, inspiration.
The vision of what we now know as the Ineos Grenadier was conceived in that pub. In 2017, Ineos announced its intention to build an “uncompromising” 4×4 vehicle that would follow in the esteemed wheel tracks of the legendary original Land Rover Defender.
Sir Jim himself stated: “I’m a great admirer of the old Land Rover Defender and have enormous respect for its off-road capability”, adding that “we want to build the world’s purest 4×4 and are aiming it at explorers, farmers and off-road enthusiasts across the globe.”
The Baviaanskloof is a good test for the Grenadier Quartermaster.
South African order books for the Grenadier (station wagon) opened that year, while order books for the Grenadier Quartermaster double-cab opened in 2023. The Quartermaster has now officially gone on sale in South Africa and Ineos was keen to showcase the newcomer in the metal in tough conditions.
The Baviaanskloof is a remote wilderness reserve in the Eastern Cape – its roads demand respect. Only 4×4 vehicles with high ground clearance can venture here and river crossings keep drivers honest.
What does the Grenadier Quartermaster offer?
Build your dream Grenadier Quartermaster on the Ineos’ configurator!
As far as derivatives go, both body shapes are offered in Base trim or specialised trim, including the Fieldmaster (an urban-biased trim) and the Trialmaster (an off-road trim). As a utility vehicle designed to operate in difficult terrain, Ineos offers customers a wide range of accessories to meet diverse needs.
The Quartermaster has a maximum tow rating of 3 500 kg and a payload of 857 kg.
With the mission of building the best 4×4 vehicle possible, Ineos has partnered with leading component partners such as Magna Steyr, Brembo, Recaro and BMW, to name just a few companies…
As you may have read, under the bonnet of the Grenadier Quartermaster sits BMW’s highly regarded 3.0-litre, inline-6 turbopetrol engine that produces peak outputs of 210 kW and 450 Nm of torque and comes paired with an 8-speed ZF torque-converter automatic transmission. The widely used B58 motor was specifically chosen for the Grenadier because of its excellent performance and proven reliability.
For buyers who would prefer a diesel engine, Quartermaster variants powered by BMW’s 3.0-litre, inline-6 turbodiesel (with outputs of 183 kW and a useful 550 Nm of torque) are expected to arrive in South Africa soon. We expect most buyers in the local market will opt for the turbodiesel automatic powertrain.
What’s the interior of the Grenadier Quartermaster like?
Perhaps one of the most striking interiors in the double-cab bakkie segment.
When you step into the Grenadier Quartermaster’s cabin for the first time, you’re met by perhaps the most striking fascia designs ever employed on a series-production 4×4 off-road vehicle.
Drawing inspiration from a military fighter jet, the cabin layout eschews the current automotive trend of minimalist and buttonless interiors and provides large surfaces, both on the dashboard and roof, where oversized buttons are splayed out in a fashion not seen in contemporary cars. It takes some time to soak it all in and familiarise yourself with the cockpit layout, but the grandeur of it all soon grows on you.
Note that a conventional instrument cluster is absent and key driving information, such as speed and fuel consumption, is displayed on the right-hand side of the infotainment screen. A BMW-style command dial in the centre console provides access to the vehicle’s off-road and infotainment menus. The familiar BMW transmission stalk is flanked by a “manual handbrake” and a low-range transfer case.
Buttons and switches abound inside the Grenadier Quartermaster.
The chunky leather-wrapped steering wheel is a treat to wield and we love the “Toot” buttonl which is a polite hoot to alert those pesky cyclists to keep well out of your way as you barrel along in this new-old-school offroader.
The cabin is robust and you can tell by the hard-wearing materials used in its construction that it’s built to last. The firm and supportive Recaro seats can be trimmed in your choice of utility cloth upholstery or leather, heavy-duty utility flooring with drain valves implies that the interior is designed to handle wet conditions and there are also grab handles fitted, which are useful while off-roading.
Despite the vehicle’s longer chassis and a wheelbase of 3 227 mm, the Grenadier Quartermaster has a rather compact cabin – rear passenger space isn’t generous. Ratcliffe, who stands over 6ft (1.83 metres) tall, claims the model offers occupants class-leading off-road comfort, but suffice it to say we’d pay good money to see Sir Jim squeeze into the back seat of the Grenadier Quartermaster.
What’s the Ineos Quatermaster like to drive?
Close your eyes, turn the key and you’ll be forgiven for thinking you’re sitting in a BMW M340i xDrive.
The raspy burbles emanating from its discreetly placed exhaust tips afford the Quartermaster a unique aural character, perhaps only vaguely comparable to the petrol V6-powered Ford Ranger Raptor. It sounds good!
The Grenadier Quartermaster feels most at home in the dirt, where it belongs…
Lively throttle responses, a well-calibrated ZF transmission and a powerful 210 kW inline-6 turbopetrol BMW engine ensure brisk and more-than-adequate acceleration from the Quartermaster; it represents quite a feat of engineering when you consider that Ineos’ double cab has a kerb weight of 2 643 kg.
The Grenadier Quartermaster does, however, exhibit some quirks that deserve to be mentioned.
Perhaps the Quartermaster’s most glaring oddity is its steering setup. Because the Grenadier variants are off-roaders by design, Ineos equipped them with a Bosch hydraulically-assisted recirculating ball steering. It’s well-suited and preferred for driving off-road, but not so much on tar or in an urban setting. This isn’t a Sandton pavement hopper, but regardless of what I tell you, you’ll probably find many there!
Safari windows are standard on the Fieldmaster derivative, but can also be fitted as an option.
In a world where sharper, more responsive steering setups are the norm, the Quartermaster’s steering requires familiarisation. The steering feels near-as-dead in the top quarter and its response is slow and imprecise. Heaven forbid that you have to quickly dodge a pothole or any kind of object in the road!
In its defence, the steering comes into its own as soon as tar becomes dirt. The Grenadier Quartermaster is not entirely cumbersome as a passenger vehicle but only truly makes sense as a dedicated off-roader.
Its ride quality and refinement on dirt are excellent and superior to most of the new-age off-road SUVs and bakkies we have driven recently and that speaks volumes of its its hardcore, heavy-duty chassis.
Our destination was a pop-up wild camp smack-bang in the centre of the Baviaanskloof. We had to drive in the dark to get there on rough, water-weathered dirt roads flanked by steep drop-offs into the rocky kloofs below – it was a harrowing route, even for seasoned off-roaders.
The round taillights give the Grenadier Quartermaster a modern look from the rear.
With our favourite songs pumping on the quality audio system, it’s times like these you learn to live again and trust your vehicle instinctively. It was slow going navigating in the dark, but the Quartermaster took every ditch and donga in its stride. When we finally reached the camp, the fire was burning high and we enjoyed a warm meal prepared by none other than South Africa’s ultimate braai master, Justin Bonello.
The next morning, after downing a sweet “moer koffie” straight off the fire, we headed west into the Baviaanskloof. The Grenadier Quartermaster is properly kitted out for hardcore 4×4 adventures. In the Trialmaster and Fieldmaster trim, the Quartermaster is equipped with centre-, front- and rear differential locks, so even the toughest obstacles stand little chance against this formidable Grenadier. The grade of the obstacles encountered in the Baviaanskloof, however, seldom required such heavy intervention.
Then, the convoy came to an abrupt halt. Recent excessive rain had flooded the valley and the Kouga River and Baviaans River were swollen. This scenario was the perfect opportunity to test the Ineos Grenadier Quartermaster’s wading ability!
The Quartermaster is offered with up to 3 differential locks and can wade in 800 mm of water.
On the roof console, you can press the Off-road button to deactivate proximity sensors – they can be annoying while navigating through the bush – followed by the Wading button to deactivate the engine fan (to prevent water from being sucked into the engine) – the latter’s a rather nifty off-road feature that sets the Grenadier variants apart from other off-roaders.
With low-range engaged, we rolled into the watery depths and waded through the flooded river bed lined with reeds. Minutes later, our Grenadier Quartermaster emerged at the other end without any problems.
After that, we winded our way up the pass to the spectacular Two Fangs viewing point to appreciate the environment that we had just traversed. On our way back to camp, we crossed the Kouga River – again, and without a hint of hesitation (or a splutter) from the test unit – and spotted some wildlife along the way. The Grenadier Quartermaster got us here and got us out. It did its job and it did it well. Bravo!
How much does the Ineos Grenadier Quartermaster cost in SA?
Ineos Grenadier Quartermaster
R1 717 100
Ineos Grenadier Quartermaster Trialmaster Edition
R1 862 100
Ineos Grenadier Quartermaster Fieldmaster Edition
R1 862 100
Pricing includes a 5-year/100 000 km warranty. Service and maintenance plans are optional.
Summary
The Ineos Grenadier is not your average off-roader.
Our first drive in the Ineos Grenadier Quartermaster was both a positive and illuminating experience.
Sure, the Grenadier Quartermaster is a niche product and it isn’t perfect. It has its quirks, but none of them are deal breakers. If you can afford one, the Grenadier is undoubtedly one of the most capable 4×4 off-roaders you can buy and you’ll probably never need another off-roader in your lifetime…
In saying that, Ineos, in the automotive space at least, lacks the crutch that most traditional 4×4 vehicle brands depend on for sales success — legacy.
In the absence of a legacy, why should anybody buy an Ineos Grenadier Quartermaster? The truth is that quality has a price and if you consider that the Grenadier has been engineered or, to be perfectly frank, over-engineered to a standard well beyond the market average, then legacy becomes superfluous.
Should you buy a Grenadier Quartermaster? The short answer is yes. But there’s a big BUT… even if you can afford the significant outlay, you must be certain that you’ll use ALL of its immense off-road ability.
The new Ferrari 12Cilindri is headed to South Africa in Q1 2025 in all its naturally aspirated V12 glory. Call up your bank manager, because we have local pricing…
Revealed as recently as April 2024, the new Ferrari 12Cilindri is scheduled to arrive in South Africa in the opening quarter of 2025. And, thanks to our learned friends over at duoporta.com, we can already share local pricing for Maranello’s naturally aspirated V12 twins.
According to the trusted vehicle-information specialists, Scuderia South Africa has opened the order books for the 812 Superfast successor, with the 12Cilindri Coupé priced from R9 995 000 and the 12Cilindri Spider kicking off at R10 995 000.
For the record, that latter figure is not quite enough to make the open-top 12Cilindri the most expensive Ferrari on Mzansi’s new-vehicle market, with that honour instead going to the SF90 Spider (currently priced at R11 573 600).
As a reminder, the 12Cilindri employs the Prancing Horse brand’s naturally aspirated, front-mid-mounted 6.5-litre V12 (F140HD) engine, which revs all the way to 9 500 r/min and delivers heady peak outputs of 610 kW and 678 Nm to the rear wheels via an 8-speed dual-clutch transmission.
The result, other than what must surely be a spine-tingling V12 soundtrack (best enjoyed with the Spider’s roof down)? Well, the 12Cilindri Coupé will complete the obligatory 0-100 kph sprint in a claimed 2.9 seconds, before crossing the 200 kph mark in under 7.9 seconds (with the Spider only marginally behind) and ultimately topping out at more than 340 kph.
The 12Cilindri is underpinned by an all-aluminium chassis that Ferrari claims is around 20 mm shorter than the 812 Superfast’s but some 15% stiffer. Interestingly, with a dry weight of 1560 kg, it’s just shy of 40 kg heavier than its predecessor, but – as you can tell from the figures above – that certainly hasn’t had a negative impact on performance.
Inside, you’ll find a cabin that closely resembles that of the likewise V12-powered Ferrari Purosangue, and features an 8.8-inch screen in front of the passenger, showing speed, engine revs and other information. Meanwhile, all of the main functions can be controlled via the centrally sited 10.25-inch touchscreen capacitive display, which is furthermore flanked by a 15.6-inch driver display.
How much does the Ferrari 12Cilindri cost in South Africa?
Ferrari 12Cilindri Coupé – R9 995 000
Ferrari 12Cilindri Spider – R10 995 000
Expect Ferrari’s 3-year/unlimited kilometre warranty and 7-year/unlimited maintenance plan to ship standard.
The performance-focused Porsche Panamera GTS and Turbo S E-Hybrid have been confirmed for an SA market introduction. Here’s how much they cost.
The third-generation Panamera range was revealed towards the end of 2023 and initially, it was just the hybrid models that were shown. Now the sportier Porsche Panamera GTS and Panamera Turbo S E-Hybrid have been showcased, along with South African pricing.
The Porsche Panamera GTS ups the ante with more power and sportier looks, while the flagship Turbo S E-Hybrid announces itself as the fastest hybrid luxury sedan on the Nurburgring with a time of 7:24.172 minutes, an improvement of over 3 seconds.
Panamera GTS & Turbo S E-Hybrid Engines and Performance
Both vehicles feature a 4.0-litre biturbo petrol V8 engine and 8-speed dual-clutch transmission, but thanks to the electric motor, the flagship Turbo S E-Hybrid makes 575 kW and 1000 Nm. Porsche claims a 0-100 kph in just 2.9 seconds and a top speed of 325 kph.
In the case of the GTS, there’s 368 kW and 660 Nm, and it’s good for a 0-100 kph in just 3.8 seconds and run to a top speed of over 300 kph. There are subtle black GTS badges, both on the exterior and in the cabin.
Inside, both new derivatives gain all the enhancements seen on the rest of the 3rd-generation Panamera range like the new infotainment screens, new Matrix LED headlights, Passenger Display, Bose audio and so on.
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Is cheap car insurance better than no car insurance?
Having no car insurance whatsoever is a major risk that could cost you dearly in the long run. Car insurance is there to protect you financially if something unexpected happens on the road – damage, theft, or legal fees from an accident. Without insurance, these costs all have to come out of your pocket.
However, going for the cheapest option may not be much better than having no insurance. Affordability should always be balanced with the quality of the cover and the reliability of the insurer. The best car insurance quote is one that is affordable for you and includes all the cover you need – because when you’re dealing with the stress of a damaged or stolen car, you don’t want your insurer adding to it.
The dangers of cheap car insurance
While some of the risks of cheap car insurance are known — and even listed in the policy documents — others are less clear. And you might find yourself so charmed by a low quote that you become blind to the obvious dangers. Before you reason you’ve never been in an accident, you need to consider that only 3 in 10 vehicles in South Africa are insured (and that’s based on data published 6 years ago).
And if you suffer the misfortune of being involved in 1 of the hundreds of thousands of vehicle accidents that occur in the Republic every year, it could prove very costly even if another vehicle was responsible for the car accident. Other things to consider before choosing cheap insurance for cars include:
Limited coverage
That cheap policy you’ve just been quoted on might only cover the basics, leaving you to cover the costs for major damage. John is a prime example: he signed up for the cheapest car insurance he could find.
His car is parked in the open while he is at work, and one afternoon, a summer thunderstorm turns into a severe hailstorm. John’s car ends up with more dimples than a golf ball, and the windscreen is smashed.
Unfortunately for him, it is only after calling his insurer that he realises his cheap insurance doesn’t cover hail damage.
Difficulty getting claims processed
When you do need to claim from your insurance, you want it to be a fast, hassle-free process. Cheaper insurers may cut costs by having a smaller workforce, with each claims adjuster handling hundreds of claims simultaneously. And what should be a fast process ends up stretching on for weeks or months.
Poor customer service
Reducing costs might mean the insurer offers no online support, expecting you to call in for every query you have. In addition to long call waits, you’re likely to deal with staff who cannot answer basic questions.
High excess
We expect an excess to apply when making a claim, but what if your lower premium also means a higher excess? Peter brags about how little he pays for insurance, but never mentions his excess is R20 000.
After damaging a headlight and scratching his car’s fender while turning too sharply into his driveway, Peter gets a repair quote for R9k – because it is less than his excess, he will have to pay the R9k himself.
Hidden fees and costs
There are several disingenuous ways in which an insurer might appear to offer lower premiums. These include adding a monthly administration fee that is not reflected in the original quote.
Other fees you wouldn’t normally expect are admin fees every time you make changes to your policy, along with late or missed payment penalties.
Limited additional benefits
Some accidents can leave your car unsafe to drive. But you might find your cheap car insurance doesn’t cover towing or even storage, neither of which is affordable.
Less flexibility
A low-cost insurer could work with a smaller network of approved repair workshops. This might mean having to wait for a long time for your car to be repaired. Additionally, your ability to customise your cover could be severely limited, leaving you paying for cover you don’t need.
Vague policy wording
Your policy document should be easy to read and understand – an easy way to hide important info is by using ambiguous wording. Only when you try to make a claim do you learn of specific exclusions hidden in unclear Terms and Conditions.
Introducing Budget Lite
If you cannot afford to take out full Comprehensive Car Insurance for your vehicle, Budget Lite from Budget Insurance could be the solution you need, especially if your vehicle is worth under R250 000 and fully paid off. You need options, and Budget Lite offers 3 options to suit your needs and budget.
Different levels of cover
Budget Lite 1 protects you from theft, hijacking and 3rd-party liability (if you accidentally cause damage to someone else’s property (vehicle or structure/building) or injure someone. Hail damage and accident damage to your car are not included in this option.
Budget Lite 2 includes everything from the former, plus cover if your car’s written off because of an accident or hail damage, and Accident Assist for towing and storing your accident-damaged vehicle.
Budget Lite 3 is the most comprehensive option, covering all the above, plus limited accidental damage for repairs to your car (up to R15 000). Best of all, it is available for financed cars.
Reliability
Budget Insurance has a solid track record, so you know your claim matters. You can expect good customer service, reliable claims processing and financial stability.
Transparency
You know exactly what you’re getting, with no hidden surprises. Budget Lite offers straightforward plans that let you know your limits upfront.
Additional perks
While tailored for affordability, it still allows for optional extras you can add on. These include coverage for your vehicle’s audio system or bakkie canopy, and a Cash Back Bonus when you don’t claim.
Get affordable Car Insurance from Budget Insurance
Don’t let financial constraints prevent you from being protected on the road. Budget Insurance lets you tailor your coverage to your needs and pocket. Get a quote and see the difference for yourself.
Supercab. Extra cab. Cab and a half. No other type of bakkie has as many aliases as the extended cab, so why is the variant so widely misunderstood – and underappreciated?
The evolution of bakkies from work crew vehicles to family cars has been remarkable. The sales numbers tell 1 story, but how it has influenced the broader car market is not often fully appreciated.
With apex double cabs now priced where German premium marques’ business-class sedans are, many South Africans who were once the ideal target customers for an Audi A4, BMW 3 Series or Mercedes-Benz C-Class are now probably drivers of Toyota, Ford or several other bakkie brands’ double cabs.
You can pack many small things into a double-cab loadbox. But big stuff? Not so much.
For all the sales success of double-cab derivatives, 5-seat bakkies demand several compromises. The fundamental design of a double cab has been adapted to the passenger-car role, but it has never been fully transformed. That means that some very typical bakkie attributes remain, creating several issues.
Bakkies are built to carry heavy items in their load boxes, especially over poorly surfaced roads. That’s why they have been valued as farm, construction and mining-crew vehicles for many decades.
When you engineer a vehicle to carry loads of up to 1 tonne on its rear axle, that vehicle needs to have a decidedly firm suspension setup. But for all the driving moments when it’s unladen, you will be driving a vehicle that’s dramatically overdamped and less comfortable than it could be.
What’s the heaviest load an urban double-cab will be required to transport under normal circumstances? Some school sports- or grocery bags during the week? Mountain bikes on the weekend? Two Labradors to the doggie park? Whenever you’re not using a double-cab bakkie’s full load rating, you’re suffering the discomfort of harsh ride quality from the rear axle because it’s overdamped for the application.
The suspension firmness issue is just one of the double-cab bakkie’s design and application compromises. The others are storage and security – inside the cabin and the load box.
Rear seats – or no rear seats?
An extended-cab bakkie offers lots of space behind the seats for lockable storage boxes. Unlike a double-cab…
Some double-cab bakkies feature luxury trim with excellent front seats. However, the rear bench seat will always be a source of uncomfortable accommodation for aft passengers. Why?
A shallow floor, large transmission tunnel and lack of rear-seat adjustment are all consequences of mounting a conventional 4-door cab on a ladder-frame chassis.
In a monocoque SUV, the rear seats are notably more comfortable because they can be reclined, and set at a comfier angle. That’s just not possible with the limitation of a body-on-frame double-cab bakkie.
Even the comfiest bench seat, with advanced padding and stitching, will be compromised with its seating and legroom geometry because of the floor and rear bulkhead limitations of a body-on-frame build. Monocoque double-cab bakkies like Hyundai’s Santa Cruz solve this issue, but they’re hardly mainstream and not on the horizon for the South African market in the short to medium term.
Is a big bakkie with a small load box a bad idea?
What is a bakkie, if it can’t do real bakkie-hero things, like this?
A bakkie’s most distinguishing feature is its open load box. The larger it is, the more useful it becomes.
By their very nature, double cabs have much shorter load boxes than their single- and extended-cab counterparts. And that means a lot of embarrassment when you agree to help a friend “move house”, or collect something for the furniture store, only to discover it doesn’t fit because the load box is too small.
The bakkie’s most defining feature is its load box, where the double-cab bakkie often fails at being a proper bakkie when you most need it to be a utility vehicle.
If a bakkie can’t do bakkie things, is it still all that useful? That’s a question extended-cab owners never need to ask. They don’t suffer that moment of bakkie misery – the shameful discovery that the rare table that they probably paid too much for on Facebook marketplace doesn’t fit in their bakkie’s load box.
Extracurricular kit bags and some nursery plants easily fit in a double cab’s load box. But try to fit some mountain bikes in the back. Or those timber bits you “urgently” need for a weekend home improvement project. When you’ve owned a double-cab bakkie, you discover how limiting the stubby load box is.
The better bakkie configation
Try and do something really useful, like this, with a double-cab…
Enter the extended cab. It’s everything you need for a multi-role bakkie – but without the compromises. Double cabs try to be passenger cars, but they’ll always be much less comfortable than SUVs or sedans.
With an extended cab, there’s no pretending. It’s technically a 4-door vehicle (with reverse-opening tiny rear doors), but without rear seats, so there’s no sense of creating discomfort for 2 or 3 rear occupants.
Then there’s the security benefit that people who don’t own an extended cab are unaware of. A crucial weakness of the double-cab bakkie is the vulnerability of its cab for small- to mid-size item storage.
Hilux and Ranger lead the local bakkie market. Unsurprisingly, they both offer extended cab bakkies, which most other brands, don’t.
If you’re road-tripping with a double cab and stop at a shopping centre or venue, everything of value you’ve packed in the cab will have to be carried inside with you. Either that or someone has to remain with the bakkie. Why? Because there are no covered or shielded storage solutions inside a double cab.
With an extended cab, it’s different… You have an excellent cargo storage area behind the seats that is perhaps equipped with lockable storage bins. These are brilliant for storing valuables, which means that you can park your bakkie for lunch without taking every laptop bag and personal item with you.
Why a ‘selfish’ bakkie makes sense
Double-cab bakkies are marketed as being the “complete family car” for South Africans. Rugged enough to traverse those adventurous driving routes that create memorable vacations. But also useful enough to collect things from the hardware store and comfy enough to serve as a conventional family car.
The Triton and BT-50 extended cabs may have disappeared, but Isuzu still offers a D-Max “cab and a half” in 1.9- and 3.0-litre guises.
Expectations and reality can differ wildly, however. Double-cab bakkies (of the 4×4 variety) are rugged enough to explore Southern Africa’s isolated and rewarding locations, but they’re often not that great at, well, being bakkies. Their load-box dimensions are impractically small. And they’re equally terrible as family cars because the rear-seat comfort is awful, and there’s no safe in-car storage space, requiring the annoying habit of taking everything of value with you when you park anywhere in public.
There was a time when motorists saw the coupe as a symbol of individual freedom – a “selfish” personal car made for driving enjoyment and road trips; the antithesis of the “responsible” family sedan. That’s what the extended cab has become for the buyer who dares to break with convention and buy one.
With an extended-cab bakkie, you live your truest bakkie life, as it were. The vehicle has a long enough load box to make you the Saturday morning bakkie logistics hero (when friends need to move bulky things) and, because it doesn’t have rear seats, you’ll never be asked to be the weekend-away Uber XL.
