The Mercedes-AMG EQE 53 SUV has finally reached South Africa, arriving as the Affalterbach-based performance division’s first electric SUV. Here’s what it costs…
Revealed back in October 2022, the Mercedes-AMG EQE 53 SUV has finally made local landfall, arriving in South Africa as the Affalterbach-based performance division’s first fully electric SUV.
Slotting in above the Mercedes-Benz EQE 350 – which costs R2 185 050 in standard form and R2 304 080 in AMG Line guise – the Mercedes-AMG EQE 53 SUV is priced from R3 038 512 (big thanks to the ever-helpful folks over at duoporta.com for the heads-up on this derivative’s quiet arrival).
The 53-badged EQE SUV is effectively the 3rd all-electric Mercedes-AMG model in the local market after the EQE 43 Sedan (R2 271 451) and EQS 53 Sedan (R3 424 901). So, what do you get for the significant outlay?
Well, featuring 4Matic+ courtesy of an electric motor on each axle, the EQE 53 SUV generates peak outputs of 460 kW and 955 Nm. Should you select the AMG Dynamic Plus package (for an additional R79 217, that is), those figures rise to 505 kW and 1 000 Nm.
Such equipped, Mercedes-Benz claims the EQE 53 SUV will complete the 0-100 kph sprint in 3.5 seconds, with maximum speed pegged at 240 kph (these figures come in at 3.7 seconds and 220 kph, respectively, should you opt against the AMG Dynamic Plus option). Thanks to a 90.6 kWh (usable capacity) battery pack, the claimed range tops out at 454 km.
AMG-specific features include a special roll-stabilisation system, suspension tune, braking system (plus a ceramic composite option for R80 000) and sound animation. From the outside, you’ll notice the black panel grille (with hot-stamped vertical struts in chrome), the AMG emblem on the bonnet and the front apron painted in body colour.
Inside the EQE 53 SUV, you’ll find a flat-bottomed AMG Performance steering wheel (in Nappa leather), silver-coloured aluminium paddles, AMG sports pedals, AMG floor mats and door-sill panels featuring the brand’s lettering.
In Mzansi, the newcomer is available with a choice of 4 equipment packages: Advanced (standard), Advanced Plus (R19 652), Premium (R60 609) or Premium Plus (R98 174). The AMG Night Package is also on offer for an extra R18 870.
While 21-inch alloys ship standard, Mercedes-AMG furthermore offers 22-inch items (R40 609), along with individual options such as a heated windscreen (R10 435), climatised front seats (R 13 826), heated rear seats (R6 522), additional steering-wheel designs (up to R15 652), a head-up display (R19 652), a Burmester surround-sound system (R12 870) and red-painted brake callipers (R13 478).
How much does the Mercedes-AMG EQE 53 SUV cost?
Mercedes-AMG EQE 53 4Matic+ SUV – R3 038 512
The price above includes the brand’s 5-year/100 000 km maintenance plan, which Mercedes-Benz SA says the buyer “shall be entitled to exclude from the purchase” of the vehicle.
GWM South Africa’s sales director says the Chinese firm is “thinking” about setting up a local production facility, adding such a move is “on the cards” but still in its infancy…
Is GWM South Africa – which has had a presence in the local market for more than 17 years – thinking about setting up a production facility right here in Mzansi? Based on comments from the Chinese firm’s local sales director, the company certainly seems to be strongly considering it.
During Naamsa’s recent South African Auto Week 2024 in Cape Town, we asked Desmond Els, Sales Director at GWM South Africa, whether the brand’s long-term strategy included any plans to manufacture vehicles in South Africa.
GWM’s Chongqing factory in China.
“That’s a tricky question, because I might let something out that we’re busy [with] – it’s definitely something on the cards,” he told us.
Then, making reference to discussions that took place at SA Auto Week 2024 between automakers on the topic of increasing local production of new-energy vehicles in particular, Els added: “It is a plan, I think, for any of us to invest into the country”.
It’s not yet clear which vehicles GWM might want to build in SA.
“At this stage, it’s still very ‘infant’ – we’re in ‘thinking’ stage; I won’t say even ‘planning’ stage at this moment. So, it’s definitely a consideration for us as a brand, in order for us to invest as well as to … create a difference between us and the other OEMs [original equipment manufacturers] as well as Chinese importers,” he explained.
This isn’t the first time a GWM SA executive has suggested to Cars.co.za that local production is a possibility. Late in 2022, for instance, GWM SA’s Chief Operations Officer (COO) Conrad Groenewald told us it would be a “wasted opportunity” not to pursue local production.
GWM also owns a full-scale production facility in Thailand.
“I think as GWM Global is growing their footprint outside China, the South African market and our manufacturing capabilities in South Africa can play a greater part in their global strategy,” Groenewald said at the time.
In addition to its several full-scale manufacturing plants in China, GWM also has a production facility in Thailand, with a Brazilian plant expected to come online in 2025, too. The firm furthermore runs KD factories (which assemble vehicles using “knocked-down” kits) in countries such as Ecuador, Malaysia, Pakistan, Tunisia and Bulgaria.
A wholly owned subsidiary of the Chinese group, GWM South Africa is responsible not only for the GWM marque but also the Haval, Ora, P-Series and Tank sub-brands. It’s not yet clear which vehicles GWM might consider building in South Africa.
A pre-facelift Mercedes-Benz A124 is a relatively rare model, but a local collector kindly offered us a sunset drive in his 300CE Cabriolet along one of the most picturesque roads in the country.
It is hard to believe that there was a time when a 4-seater cabriolet ‘Benz was not available. But that was, in fact, the case throughout the 1970s and the 1980s. That changed for the better at the Frankfurt Motor Show in 1991, when the A124 (code name) Mercedes-Benz 300CE Cabriolet was unveiled.
However, buyers had to be patient as the car only went into series production 6 months after it was unveiled (an aeon by contemporary standards). This is understandable as Mercedes-Benz had to first put it through its usual rigorous development test procedures to be sure of its dynamism and safety.
Background of the 300CE Cabriolet
Based in the Winelands town of Stellenbosch, the owner of this Mercedes-Benz 300 CE Cabriolet has numerous ‘Benzes in his collection. However, this is one of his favourites – for a variety of reasons.
Back in the ’90s, this particular car was imported to South Africa for the German ambassador who resided in Pretoria. That also explains why it is a left-hand drive unit in a right-hand drive market.
When the ambassador moved back to Germany, the car was sold and the new owner gave it to his son who lived outside Cape Town. Here it was stored in a garage under blankets for years and was rarely driven. It then found its way into the possession of a Mercedes-Benz specialist. He took it upon himself to recommission the car since it needed some work following so little use.
The current owner saw the Mercedes-Benz 300CE Cabriolet when the specialist attended club meetings and reminded him that if he ever wanted to sell the car to please keep him in mind. The rest is history.
The W124 (of which the A124 is a variant) is one of the earliest Mercedes-Benz models that started the evolution from the squared-off design theme we associate with earlier models. Even so, the relatively angled lines of this Blauschwarz exterior colour make it stand out – it’s unmistakably a Mercedes-Benz.
Specifications:
Model: Mercedes-Benz 300 CE-24 Cabriolet (A124)
Engine: 3.0-litre, 6-cylinder, petrol
Power: 162 kW at 6 400 rpm
Torque: 264 Nm at 4 600 rpm
Transmission: 4-speed automatic, RWD
Weight: 1 710 kg
0-100 km/h: 8.8 sec (claimed)
Top speed: 230 kph (claimed)
Behind the wheel
There is no better way to end a weekend than with a sunset drive on a pristine piece of tarmac. The R44 runs through the Winelands to and then along the coast – the road is perfectly tarred and complements the silky smooth and simply effortless nature of the early-Nineties Mercedes-Benz 300CE Cabriolet.
First in the passenger seat and then later behind the ‘wheel, I’m first and foremost reminded of how solidly these cars were built. There are no squeaks or rattles in the cabin and overall the car feels remarkably fresh. Even over speed bumps the suspension works perfectly and the car feels sturdy. The fact that the car is fitted with plump 205/60 tyres on 15-inch wheels helps with bump absorption.
This road is one of the best and prettiest driving roads on the continent, snaking along the rugged coastline of False Bay. On the opposite side of the bay, you have the Southern suburbs of Cape Town. Incidentally, this road also formed part of the route that was used during the international launch of the (in hindsight, quite controversial) Mercedes-Benz SLR McLaren supercar back in 2004.
Behind the ‘wheel, there are a few elements that immediately remind you of the fact that this is a W124-based Mercedes-Benz variant. This includes the view over the bonnet, the near-square, compact side mirrors and then several aspects of the cabin itself.
Luxury items include heated seats and, to the left of the transmission lever, there is the familiar shift button which you can select between “E” and “S”. I don’t see the point of driving this car in any other setting than in its default “drive mode” (which it isn’t) though. As I settle behind the ‘wheel and close the door, the quaint little arm behind my left shoulder hands me the seatbelt so it easily falls to hand.
With the roof and windows permanently down for the entire afternoon (except for a single shot before the sun sets) we experience the best the A124-series ‘Benz has to offer. There is the option to raise the windows and put the wind deflector in place, but on a perfect afternoon, some wind entering the cabin is quite welcome. The deflector unfortunately also does the lines on the car no favours, in my opinion.
There are long stretches of open road where the Mercedes-Benz 300 CE Cabriolet is only too happy to stretch its proverbial legs. Here I notice how the car will easily cruise at an indicated 160 kph. Press the accelerator pedal past its stop and you activate the kickdown function.
From a relaxed 2 500 or 3 000 rpm, the powertrain suddenly gears down, the revs jump by, oh, about 1 000 rpm and the car accelerates in a relatively linear fashion, accompanied by a throaty roar from the double exhaust pipes. I’m treated to a more intense 6-cylinder aural symphony as the sound bounces back to us in the car while travelling right next to the vertical rock faces that abound on our route.
By the time the revs rise to 5 000 rpm, the engine still has another 2 000 rpm left. As peak power is delivered at 6 400 rpm, there is little use in revving the engine much past six grand. However, it is in the middle of the rev range that I find that the Mercedes-Benz 300CE Cabriolet offers a good level of torque with plenty of shove left in reserve should you need to summon brisk overtaking acceleration in a hurry.
The next stop before we turn around is Kleinmond where we head to the small launch pad in the harbour. A handful of people pay attention to the A124 as it is not a car you see often. If it was the W124 sedan, no one would likely have noticed.
Owner’s thoughts
As we make our way back, the owner and I discuss the car, which he bought in November 2015, intently.
“I’ve done regular trips with the car, usually around 200 to 300 km return journeys to towns in the Boland or Overberg. Of the few cars I own, this will be the absolute last car I’ll sell,” he says.
“Why? First, it is genuinely an affordable car to maintain. You don’t necessarily need a specialist to work on the car. There are tens of thousands of W124s made, so parts are easy to source. Secondly, it drives like a modern car without all the modern technology. Moreover, it’s also fairly practical.”
“It is also a solid and safe car. On the open road, it is an exceptionally comfortable grand tourer. Finally, if you want to drive fast you can, although that is not the most important feature of the car for me.”
The owner points out a couple of aspects of the interior that are not standard, as well as the grille and bumper which need to receive a correcting layer of paint. Other than that, the car is near-perfect.
As the owner says, the car has thankfully never been mistreated, but it has been used (which is evident from minor stone chips in the front-end paintwork). That matters little as the car has been maintained properly and the 160 000 km on the odo, shows that it has also been used regularly throughout its life.
In the pouch containing all the booklets of this car are the service book, the owner’s manual and the original warranty document. When you purchase a classic, make sure to collect and file provenance.
Summary
As the sun almost dips behind the horizon, we raise the Mercedes-Benz 300CE Cabriolet’s (still original) roof (complete with its glass screen). Having seen the car the entire afternoon with the roof and windows down, it does look momentarily less desirable “with its hat on”, but you only need to drive it in this guise if the weather doesn’t allow you otherwise. For the rest of the time, lower the roof and head for the coast!
Pricing for the Mercedes-Maybach EQS SUV in South Africa has been quietly released, with this vehicle arriving as the Maybach division’s first fully electric model…
Revealed back in April 2023, the Mercedes-Maybach EQS SUV is seemingly on the verge of making local landfall, with pricing having been quietly released. This model will touch down in South Africa as the Maybach division’s very first fully electric vehicle.
So, how much will this battery-powered ultra-luxury SUV cost you in Mzansi? Well, we can confirm that pricing for the EQS 680 SUV will start at R4 052 983. As a reminder, the “standard” (that is, non-Maybach) 265 kW version kicks off at R2 731 951 in EQS 450 SUV guise.
Interestingly, that makes the newcomer the most “affordable” (for lack of a better term) Maybach model currently on the local market, coming in below Mercedes-Maybach’s petrol-powered S 580 (R4 172 437), GLS 600 (R4 651 874) and S 680 (R5 199 173).
The EQS 680 SUV features an electric motor on each axle, resulting in all-wheel drive. These permanently excited synchronous motors draw their urge from a 118 kWh (usable) battery pack and offer combined system outputs of 484 kW and 955 Nm.
According to the German firm, the electric SUV can complete the 0-100 kph sprint in 4.4 seconds, before topping out at 210 kph. Single-charge range tops out at a claimed 611 km, while the battery pack’s maximum DC charging capacity is listed as 200 kW.
So, besides the beefier powertrain, what sets this Maybach version apart from the Mercedes-Benz EQS SUV on which it’s based? Well, the Maybach-specific grille is perhaps the most obvious styling change, while this model is also available with the firm’s signature 2-tone paintwork. Other design elements include the Maybach wheels, the hand-applied filigree pinstripe and a multitude of Maybach logos, inside and out.
In addition, the Mercedes-Maybach EQS SUV’s 2nd row features 2 individual reclinable seats, each complete with ventilation and massage functions. This vehicle furthermore boasts several model-exclusive features, including automatically opening doors, the standard MBUX Hyperscreen (with Maybach specific start-up animations), rose-gold interior trim, a pair of 11.6-inch rear passenger displays, the MBUX rear tablet and plenty more. Full local specifications, however, have yet to be released…
How much does the Mercedes-Maybach EQS SUV cost in SA?
Mercedes-Maybach EQS 680 SUV – R4 052 983
The price above includes the brand’s 5-year/100 000 km maintenance plan, which Mercedes-Benz SA says the buyer “shall be entitled to exclude from the purchase” of the vehicle.
Mitsubishi SA boss hits out at ‘damaging’ new Chinese brands
The head of Mitsubishi SA says new Chinese brands could easily exit the country when times get tough, “damaging” the industry and potentially leaving buyers high and dry…
The man at the helm of Mitsubishi Motors South Africa says the barriers to entry in the local automotive market are too low, allowing Chinese brands to come and go “very easily” and ultimately “damaging” the industry.
Thato Magasa, Managing Director of Mitsubishi Motors South Africa, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town.
Mitsubishi Motors SA MD Thato Magasa.
Over the past few years, Chinese firms such as GWM and Chery have made significant inroads into the local market, sparking an influx of other brands (most offering high levels of standard specification at comparatively attractive prices) from the world’s second-most populous nation. Recent examples include BYD and GAC Motor, along with Chery subsidiaries such as Jaecoo, Omoda and Jetour, with yet more in the pipeline.
“What we need to start talking about is not necessarily the ‘threat’ of Chinese brands coming into the country, but the low barriers to entry that we have in South Africa, in which brands are able to come in very easily, without making tangible investments into ‘SA Inc’ – and when times are tough, easily exit the country as well,” Magasa told us.
Mitsubishi’s new Outlander Sport is due in SA in early 2025.
“That is damaging for the industry at large and damaging for the SA consumer in the end. Because, at the end of the day, when these brands leave, what do they leave behind? They don’t support on the aftersales side. And it’s up to either the distributor that’s left in the country to do that or if they’re in South Africa on their own then you get quite concerned as to how that leaves the South African consumers in the end.”
Magasa was perhaps referring to Chinese brands like Geely, which exited the South African market about a decade ago. From what we understand, however, Geely is plotting a local comeback and could thus follow in the footsteps of Chery, which similarly rejoined Mzansi in 2021 after quitting the local scene in 2018. The SAIC-owned MG brand, too, is poised to make yet another return to the local market by the end of 2024.
The new Triton is scheduled to launch locally in November 2024.
“I think there are many businesses that are invested in South Africa for the long run, that have been here for decades – and that’s the heritage that we speak to. And what we say is that while we embrace competition and we’d like more competition in South Africa and we’d like consumers to have choice, it must be done with the right intent,” Magasa added.
“There are lots of conversations around the future of our industry here [at SA Auto Week 2024]. But I ask you to look around: how many new entrants are here, actively playing their part? It doesn’t help to just come in and just want to sell to South Africans – you can, because we have low barriers to entry – but how many of us are coming in and trying to actually grow this market?” he asked.
Year to date (at the end of September 2024), Mitsubishi sales in South Africa total 1 577 units, representing a 36.1% drop compared to the same period in 2023. However, the Japanese firm will in November 2024 launch its new Triton bakkie, with the new Outlander Sport set to debut early in 2025.
Meet the Kia Tasman – the South Korean brand’s new double-cab bakkie, which Kia South Africa aims to launch in our market during the second half of 2025.
After a lengthy teaser campaign, Kia finally unveiled its Tasman double-cab bakkie at the Jeddah Motor Show in Saudi Arabia this morning (October 29). Kia says it will introduce its bold newcomer in Africa (including Mzansi!), Australia and the Middle East, among other markets, next year.
“Kia’s first-ever pickup truck was created from the ground up to transform the market and respond to the growing preference for lifestyle-oriented trucks with advanced features,” said Ho Sung Song, President and CEO at Kia.
The new bakkie will be built in South Korea and features an all-new platform with a body-on-frame setup. It’s a clean-sheet design, but the grille and headlamps are interpretations of classic Kia design elements.
The Tasman will be produced in single and double-cab guises (including a specific off-road version), and for the commercial market, there will be chassis-cab variants as well.
I managed to make my way through the crowds for an up-close inspection of the newcomer. The design is very bold and quite unlike any other bakkie I’ve seen – it incorporates some interesting design details!
As for the interior, it looks excellent – the fascia is dominated by a panoramic wide display that includes a 12.3-inch digital instrument cluster, a 5-inch climate control console and a 12.3-inch infotainment touchscreen. Other notable interior features include a large folding console table, dual wireless charging pads and hidden storage bins concealed beneath the rear seats that offer a storage capacity of 33 litres.
Moreover, it’s quite a spacious bakkie, especially at the back. The Kia Tasman is said to offer “best-in-segment headroom, shoulder room and 2nd-row legroom of 940 mm”, with the rear seatbacks able to recline between 22- and 30 degrees, the manufacturer says.
Engines and Transmission
The Kia Tasman will be powered by a 205 kW/421 Nm 2.5-litre turbopetrol engine, which is said to propel the bakkie from 0-100 kph in 8.5 sec, or a 154 KW/441 Nm 2.2-litre turbodiesel (it differs from market to market), and customers will be able to choose between an 8-speed automatic or a 6-speed manual ‘box.
Both the X-Line and X-Pro variants will be equipped with all-wheel-drive as standard, but the base version will be 2WD. Kia says the AWD system can switch automatically to the configuration required to provide optimum traction on different road surfaces and it offers 3 drive modes – ECO, Smart and Sport – with various terrain modes available within these settings depending on the relevant market.
Of course, being a bakkie means it has to be able to take on the toughest of terrain. Kia says the Tasman has 800 mm of wading depth and ground clearance of 224 mm (up to 252 mm for the X-Pro offroad trim). Higher-spec derivatives will have an automatically engaging rear electronic locking differential.
The Kia Tasman’s load bay is 1 512 mm long, 1 572 mm wide (1 186 mm between the wheel housings), and 540 mm deep, which according to Kia, provides best-in-class cargo capability of 1 173 liters.
When will Kia Tasman come to South Africa?
“The all-new Kia Tasman presents an exciting new opportunity for Kia globally, and indeed in South Africa,” says Paul Turnbull, the CEO of Kia South Africa.
“We are hard at work to make the Tasman’s local introduction a reality, and based on current planning, we aim to do this in the second half of 2025.”
The difference between Comprehensive & 3rd-Party Car Insurance
Don’t focus exclusively on affordability when choosing between a comprehensive- and 3rd-party car insurance policy. Budget Insurance offers this guide to help you consider the level of financial risk you are willing to be exposed to as a vehicle owner.
Don’t make this decision without understanding the differences between the 2 types of insurance. This article – brought to you by Budget Insurance – will assist you in making the right choice for your needs.
What is covered under Comprehensive Car Insurance?
Comprehensive car insurance offers the most extensive coverage – and peace of mind, because you’ll know you’re protected against the widest range of risks and the financial stress that comes with them.
With comprehensive car insurance, accident damage to your vehicle is covered, regardless of who is at fault. Whether you’re involved in a minor fender bender or a more serious collision, you’ll be covered for repairs or even a vehicle replacement if necessary. Additionally, when you’re at fault in the accident, damage to someone else’s vehicle or property is covered.
Your car insurance coverage extends to fire damage, whether it was the result of an electrical fault in your car or an external fire. And while you’d never want your car damaged by flooding, hailstorms, or falling trees, you are covered if it does happen.
Depending on the insurer, comprehensive car insurance usually includes additional benefits that enhance the cover or offer some convenience. These might include:
Roadside assistance: If you’re ever stranded by a flat battery or tyre, or even an empty fuel tank, your insurer will arrange for assistance.
Towing and storage: If your car can’t be driven following an accident, your insurer may arrange to have it towed and stored until repairs are approved.
Medical assistance: Some insurers also offer access to emergency medical assistance for injuries caused by an accident.
As with any insurance policy, you should take the time to carefully review the Terms and Conditions so that you fully understand the scope and limits of the cover.
What’s covered under 3rd-Party Insurance?
Third-party car insurance offers basic cover. It is mostly intended to ensure that the financial burden doesn’t fall solely on the other party involved if you’re responsible for an accident.
This means 3rd-party car insurance covers the cost of damage/injury to another person or their property if you are at fault in an accident, but you would still be responsible for the cost of damage to your vehicle.
Here’s an example: Susan is driving down a busy street and collides with another vehicle. In the process, she loses control of her car and crashes through a glass storefront. The other vehicle is significantly damaged, as is Susan’s car and the business she also crashed into.
Susan only has 3rd-party Insurance, so her insurer will cover the cost of repairs to the other vehicle and the business.
If anyone other than Susan was injured during the incident, her insurance would also cover their medical expenses. In this scenario, Susan would still need to pay for repairs to her car. However, without 3rd-party car insurance, the financial burden on Susan would have been much worse.
You could also consider 3rd-party car insurance that includes cover for fire and theft as an insurance option. While this still leaves you responsible for the cost of accidental damage to your vehicle, it does offer protection against your vehicle being damaged by fire or if it is stolen.
Unlike comprehensive car insurance, it doesn’t cover the cost of damage to your car following an attempted theft. And if your windscreen is damaged by hail and needs to be replaced, you will need to pay for that (unless you included windscreen cover as an add-on to your policy.
Third-party car insurance is a budget-friendly option, but you must understand the limits of the cover and the risks you will be exposed to.
What is better – Comprehensive or 3rd-Party insurance?
There is no one-size-fits-all answer when asking which of the 2 types of insurance is better. By offering different levels of cover, each serves a different purpose. Which one is better for you depends on your circumstances and your risk tolerance.
You have a low tolerance to risk:Comprehensive car insurance is the better option when you value peace of mind and don’t want to worry about unexpected expenses.
You want extra benefits: If you travel frequently, it helps to have roadside- and medical assistance available, plus the cost of towing and storage being covered following an accident or breakdown.
When 3rd-Party Car Insurance might be appropriate
Your car is old, with a lower value: If the car you need to insure is old and has a lower market value, 3rd-party car insurance would offer essential cover at an affordable price.
Your tolerance of risk is high: If you’re comfortable assuming the risk of covering potential damages to your car, 3rd-party car insurance would offer lower premiums while still shielding you from the cost of damages to someone else’s property.
Your budget is constrained: There are times when your budget could be a little tight, and you need to adjust. Having no insurance is never ideal, and 3rd-party car insurance could suit your budget while never leaving you without any cover.
Top factors to consider when choosing a policy
You’ve carefully evaluated your needs and now know what type of car insurance you need. But there are a few other factors to consider before finalising your insurance:
Coverage: Regardless of whether you’ve settled on comprehensive- or 3rd-party car insurance, you should still carefully assess what is covered by the policy and what is excluded. Consider the impact on liability, collision, personal injury, and uninsured/underinsured motorists.
Premiums: Insurance premiums don’t only vary between policy types but also among providers. Look for the best value for your budget, which won’t necessarily be the cheapest. You don’t want to sacrifice the benefits you need just so you can save a few Rands.
Excess: Your excess — or deductible — is what you need to pay out of pocket when making a claim. Lower premiums usually mean a higher excess, so look for an excess you can comfortably afford.
Reputation: Look at reviews and ask colleagues for recommendations. You want an insurer that has a reputation for great customer service, reliability, and efficient claims processing.
GWM South Africa has confirmed the facelifted Haval H6 is set to make local landfall in the 2nd quarter of 2025. Here’s what we know about the refreshed crossover so far…
A high-ranking GWM South Africa executive has confirmed to Cars.co.za that the facelifted Haval H6 – which was revealed in China as recently as April 2024 – is scheduled to launch in Mzansi in the 2nd quarter of 2025.
Desmond Els, Sales Director at GWM South Africa, told us during a wide-ranging interview at Naamsa’s recent South African Auto Week 2024 in Cape Town that the refreshed version of the strong-selling crossover has been locked in for SA.
This is the updated H6 currently marketed in China.
“H6, as it stands today, is going to get a facelift. H6 has been the segment leader for, call it, the last 18 months. So, there are definitely plans on H6 within the 1st half – call it 2nd quarter – of next year [2025],” Els confirmed to us.
While GWM South Africa has yet to reveal exactly what the H6’s mid-cycle update will entail for the local market, initial details have already been released in Australia, a country against which the Chinese firm’s local division benchmarks itself.
The outgoing H6 on the left and the facelifted version on the right.
According to GWM’s Australian arm, the facelifted H6 will feature “a refreshed exterior design”, including styling revisions for the grille and taillamps, plus “significant interior updates”, from a new centre-console and a revised steering-wheel design to a “larger” central infotainment touchscreen running the brand’s latest operating system.
Though powertrain details have yet to be released, we’d speculate that GWM SA might simply stick with the current engine used in the mainstream H6 range: a turbocharged 2.0-litre, 4-cylinder petrol motor sending 150 kW and 320 Nm to either the front axle or all 4 wheels via a 7-speed dual-clutch transmission (or 155 kW and 325 Nm in the case of the GT derivative).
The styling revisions are most obvious up front.
The flagship H6 hybrid electric vehicle (HEV) powertrain could also carry over largely unchanged, again combining a turbocharged 1.5-litre, 4-cylinder petrol mill with hybrid gubbins (and a continuously variable transmission), resulting in total system outputs of 179 kW and 530 Nm.
As a reminder, the H6 launched in South Africa in June 2021, with the HEV joining in September 2022. The current H6 line-up comprises 4 standard derivatives, alongside the HEV and GT. Over the opening 9 months of 2024, GWM SA reported 3 181 registrations of the H6.
Though the new Lamborghini Temerario is expected to arrive in South Africa only in early 2026, local pricing for the Huracán replacement has been confirmed…
The new Lamborghini Temerario was revealed in August 2024, launching as the successor to the Huracán. Now, quite some time ahead of the Temerario’s expected Q1 2026 arrival in South Africa, the Italian brand’s local distributor has confirmed pricing.
Yes, thanks to the ever-resourceful vehicle-information specialists over at duoporta.com, we know local order books for the new Temerario have opened, with pricing starting at R7 525 000. Should the buyer wish to upgrade from the standard 3-year/unlimited kilometre maintenance plan to a 5-year item, that figure rises to R7 725 000.
While the Huracán was revered for its naturally aspirated 5.2-litre V10 engine, the Temerario switches to a plug-in hybrid powertrain combining a new twin-turbo 4.0-litre V8 petrol mill with 3 electric motors (each offering 110 kW) and a 3.8 kWh lithium-ion battery pack. One electric motor is integrated in the V8 housing, with the other 2 sited on the front axle.
Total system power comes in at 677 kW, with the V8 engine – featuring the internal designation “L411” and spinning to a heady 10 000 rpm – alone generating 588 kW. The petrol motor’s maximum twisting force is 730 Nm, while the Sant’Agata Bolognese-based firm doesn’t list a combined system torque figure.
According to Lamborghini, the new Temerario can complete the 0-100 kph sprint in just 2.7 seconds, with top speed coming in at 340 kph. An 8-speed dual-clutch transmission is standard, installed transversally behind the V8.
Featuring a wheelbase of 2 658 mm, the Temerario measures 4 706 mm long and has a claimed dry weight of 1 690 kg. Inside, the so-called “Human Machine Interface” system consists of a trio of displays: a 12.3-inch digital instrument panel, an 8.4-inch central screen and a 9.1-inch passenger display.
How much does the Lamborghini Temerario cost in SA?
Lamborghini Temerario – R7 525 000
This price above includes a 3-year/unlimited kilometre maintenance plan and increases to R7 725 000 should the customer specify the 5-year maintenance plan.
The new, 3rd-gen Mini Countryman offers loftier levels of sophistication in its biggest, most spacious package yet. But, has the model become too grown up and (gasp) sensible? We spent a few days with the turbopetrol-powered Countryman S.
We like: Most spacious Mini yet, well equipped for the price, fascinating design – inside and out.
We don’t like: Not the zestiest driving experience, quirky infotainment system not very user-friendly.
Some of the Countryman’s exterior styling is a bit quirky, but that’s typically Mini.
The Mini brand is commonly associated with small city cars with oodles of personality. Yet, the 3rd-gen Countryman is anything but compact. First impressions suggest the newcomer’s exterior dimensions are comparable with those of the outgoing X3, plus the boxy design makes the model look bigger than it is.
Compared with the outgoing model, the new Countryman is 130 mm longer, 22 mm wider and 80 mm taller, which means it offers much more cabin space than its predecessor, but more on that further below. Mini South Africa offers its Countryman in ICE (petrol-powered) and all-electric guises; the local line-up comprises C and S derivatives, the electric SE variant, with the John Cooper Works (JCW) at the summit.
The John Cooper Works derivative of the Countryman produces 233 kW!
The Countryman has no shortage of rivals – it has been thrust directly into a segment that’s inhabited by several sensible crossovers/medium SUVs. Considering the newcomer’s nonconformist design/image, you’d be forgiven for thinking it’s the odd one out. But if you look past the Mini’s eccentric bodywork, you will see its packaging is quite practical, at least more so than the British marque’s previous crossovers!
The Mini’s BMW X1 cousin (they share a platform and powertrains) is a rival, as are the Audi Q3 and Volvo XC40, which are all similarly priced and -sized premium crossovers. But then, if you’re shopping in the R800k price bracket, it would be amiss if we didn’t mention the fantastic value offered by the Chery Tiggo 8 Pro, Kia Sportage, Haval H6 GT, Hyundai Tucson, Omoda C9 and VW Tiguan.
The Countryman is available in turbopetrol and battery-electric guises.
How the Countryman S fares in terms of…
Performance and Efficiency
The Countryman’s petrol powertrains have been carried over from the previous model. You can choose between a 1.5-litre 3-cylinder turbopetrol that drives the front wheels with 115 kW/240 Nm (Countryman C) and a 2.0-litre 4-cylinder turbopetrol with all-wheel drive: 150 kW/280 Nm (Countryman S) or 233 kW/400 Nm (JCW). Every Countryman derivative has a 7-speed dual-clutch automatic transmission.
The Mini Countryman S we reviewed featured customisable light signatures.
With peak outputs that are comfortably higher than those of many of its immediate rivals, we expected the Countryman S to perform spiritedly, so we were keen to test its maker’s performance claims for this variant. Mini says that the Countryman S can reach 100 kph from a standstill in just 7.4 sec and, when we put the test unit through its paces, our equipment confirmed that time to be almost spot on: 7.46 sec.
It’s nippy, yes, but even when you’re accelerating hard, the Countryman S doesn’t egg you on to press further; Mini is a fun and funky brand, but the test unit’s straight-line efforts (and its muted soundtrack) left us wanting a bit more. Perhaps the model’s heightened refinement reflects its more family-oriented clientele – not everyone will want the exhaust to emit fruity pops and crackles – or such theatrics are reserved for the JCW version. Oh, did you notice the Countryman S doesn’t have visible exhaust ends?
The circular OLED screen with its retro display theme.
If you want optimal driver engagement, you have to activate the Go-Kart “Mini Experience” mode, which is announced by an adorable “whoo-hoo” (when the infotainment screen adopts a motorsport-themed layout and sporty red accents illuminate the dashboard and fascia). Apart from sharpening the throttle response, Go-Kart mode makes the Mini pipe synthesised engine noise into its cabin via the speakers.
The Countryman has 8 experiences/modes to choose from (3 of which alter the driving experience: Eco, Comfort and Sport) and each of them has a distinct display, as well as -fascia and -dashboard lighting accents. Some may find this all a bit gimmicky, but our testers liked the myriad personalisation options.
The 2.0-litre turbo returned average consumption figures of around 8 L/100 km
Given its tank capacity (54 litres) and claimed consumption figure (6.5 L/100 km), the Mini Countryman S has a theoretical full-to-empty range of about 600 km. While this test unit was in our fleet, it indicated figures of between 7.8- and 8.1 L/100 km, which were reasonable. Interestingly, Mini SA’s technical data sheets state that you can optionally equip your Countryman with a larger fuel tank, which would give this variant a claimed range of 831 km, but we couldn’t find more info about that on Mini’s local website…
Ride and Handling
By this point, you’re probably wondering: “Does the new Countryman still have that fun-to-drive character that Minis are renowned for?” The answer to that question is not clear-cut, unfortunately.
The Countryman seems a notably more refined, upmarket (and sensible) proposition than before and the unavoidable price for “growing up” is the loss of what little “go-kart feel” its predecessor offered. On the upside, it now strikes a better balance between (sharpish) handling and (an admirably pliant) ride quality. The Mini’s ability to corner quickly with negligible body roll and excellent roadholding – is aided by all-wheel drive, the model’s relatively low kerb weight (of around 1 600 kg) and increased track width.
There’s no instrument cluster, but you can specify a head-up display helps at extra cost.
The steering is as responsive as you’d expect from a Mini; you can place the car accurately, and quickly, with ease. The Countryman’s UKL2 platform underpins some buttoned-up products, such as the BMW X1/X2, 1 Series and 2 Series Gran Coupe, but rest assured, the newcomer can indeed be “fun to drive”.
Even if the 3rd-gen Countryman is not quite as engaging to pilot as its predecessors, most prospective buyers would probably accept that in exchange for a more forgiving ride quality. Make no mistake, the Mini is pretty stiffly sprung, but its ride never becomes jarring when traversing poorly maintained asphalt roads. The Countryman S’ suspension, aided by tyres with high sidewalls (our test car came fitted with 18-inch alloy wheels wrapped in 225/55 rubber) will soak up most bumps without too much drama.
The 18-inch alloy wheels of our test unit were finished in a light bronze.
The Countryman S may have all-wheel drive, but its off-road capability is nominal. The All4 system can distribute power front-to-rear, which optimises traction on wet and gravel roads, but with only 202 mm of ground clearance, the Mini can’t hope to traverse anything more treacherous than a graded dirt track.
Design, Features and Practicality
The design of the new Countryman speaks volumes of the Oxford-based brand’s ambitions to progress into the lucrative premium crossover space. This is no half-baked “hatchback on stilts”; it has squared edges aplenty and just enough bulk to give it considerable presence, but it’s still unmistakably Mini.
Our test car offered a choice of no fewer than 3 daytime running-light display configurations, which seems a novelty, but, as with the Mini Experiences, it adds a level of personalisation we can appreciate.
The Countryman has grown to be a genuine family car/medium SUV.
The moment you climb aboard, you’ll notice the sizeable circular infotainment touchscreen perched on a slabby cloth-trimmed dashboard. While the frisbee-sized OLED screen looks brilliant, both in terms of its positioning and the quality of its graphics, the user experience is, um, challenging. Many functions were tricky to figure out, but we suspect most Mini customers will enjoy becoming familiarised with the menu.
One of the most interesting cabin designs we’ve seen all year.
There’s no instrument cluster, which means critical car info, principally vehicle speed, is displayed at the top of the infotainment screen. Mini offers an optional head-up display (projected on a glass panel ahead of the tiller), which we’d heartily recommend; it feels more natural to have your eyes in line with the road.
The OLED screen is remarkably crisp, but the Apple CarPlay menu looks like an afterthought.
Any other criticisms? After starting the vehicle, we found the infotainment system needed a few seconds (too many?) to boot up completely. Apple CarPlay/Android Auto connectivity is available, but it’s a pity that their respective interfaces (squarish boxes that use only a part of the round screen) look inelegant.
What’s more, most onboard functions (apart from those located on the multifunction ‘wheel and column stalks) are only accessible via the touchscreen, so get used to “diving into menus”! Thankfully, the voice-controlled assistant is fairly responsive and obedient, and the climate-control sliders are easy to adjust.
The fascia console is very simple… because most functions must be accessed via the touchscreen.
The fascia-mounted console is unashamedly quirky and features (from left) the volume-control/track-skip knob, the Mini Experiences toggle, a twistable engine-start switch (shaped like a non-removable key), a toggle for the transmission (instead of a conventional shift lever) and a parking brake button.
Recycled fabric endows the door trims with interesting textures and colours.
The cabin may represent a study in minimalism, but there’s no denying its lofty perceived build quality. Mini says it sourced several of the cabin finishes from recycled materials and soft-touch plastics abound.
Liberal applications of fabric add interesting, tactile textures to the cabin trim and a light projector, which emits colours and patterns (to suit the car’s various modes), is located behind the fancy circular screen.
The light projector illuminates the dashboard in a sporty red hue.
Of course, the biggest benefit of the Countryman growing in size is notably enhanced cabin space. There’s more occupant room – at the front and rear – and you no longer feel like you’re in a small car.
The load bay capacity is a more-than-useful 505 litres and, if you fold down the rear seats, you get 1 450 litres of utility space. For context, that’s almost as much capacity as in the new Volkswagen Tiguan family car. Aft passengers are availed of separate ventilation outlets, as well as a pair of USB-C charging ports.
Price and After-sales support
The Mini Countryman S ALL4 retails for R795 074 (October 2024) and is sold with a standard 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
The 3rd-gen Countryman is more refined and practical than before… and all the better for it.
Has the 3rd-gen Countryman successfully evolved to appeal to a wider range of family car/medium SUV buyers? The Mini’s rivals are also upmarket, but they’re comparatively predictable: practical (almost to a fault), stylish (but with restraint), and highly conformist. This new Mini is a refreshingly funky alternative.
The newcomer’s styling is polarising and its fascia layout defies the norm, but there is a market for cars that appeal to nonconformists – that’s why boutique crossovers exist. The Countryman’s quirkiness is charming and, by the end of this review, we felt there were still many cool facets of the car to discover.
So, should you consider buying a new Mini Countryman S? While the Countryman S “ticks many boxes”, as they say, its C sibling, with the slightly smaller engine, offers better value. Admittedly, it won’t be as quick as this variant and you lose the all-wheel-drive capability, but it costs about R70k less than the S.
Want to know more about the Countryman C? David Taylor presents the variant in a video review:
