Tony Liu discusses Chery’s past, present & future, plus product plans for SA
We chatted with Chery South Africa’s executive deputy general manager about the Chinese brand’s local activities, how it returned to our market and product plans for Chery, Omoda and the new brand, Jaecoo. Also, could Chery build cars in SA?
From humble beginnings, Chery is now a global player in the global automotive space, with more than 88 000 employees, 10 000 of whom work in Research and Development (R&D) alone.
In this wide-ranging interview, Chery South Africa executive deputy general manager Tony Liu speaks to Ciro De Siena about Chery’s past and future in our market, how the company accelerated its R&D programme, the size of the company globally, product plans (including bringing Jaecoo- and more Omoda models to Mzansi), plus the company’s local return as a proper subsidiary of Chery Global.
Two Chery models, including the Tiggo 8 Pro Max, were finalists of the 2023/24 #CarsAwards, powered by Absa.
Chery had a difficult start in South Africa with a distributor that had no real affiliation to the brand and although the products were sold at an exceptionally low price point, the cars were inferior to what was available on the market at the time.
Fast forward just over a decade and Chery is now a top 10 brand in South Africa, offering an array of vehicles that are a world apart from the offerings from the previous era.
Ciro and Tony also discuss whether Chery will ever build cars in South Africa and the exciting arrival of the Tiggo 8 Pro PHEV plug-in hybrid, which has a truly exceptional claimed range.
Ciro also asks about Jaecoo pricing and while there are no details as yet available, Tony Liu does discuss where Jaecoo will fit into Chery’s broader offering in South Africa.
New Toyota Hilux 48V: mild-hybrid fuel economy revealed
How much diesel will you save by opting for the new Toyota Hilux 48V mild hybrid over the standard bakkie? We’ve discovered the flagship version’s claimed fuel-consumption figure…
Late in February 2024, Cars.co.za brought you pricing for the new Toyota Hilux 48V derivatives, which are scheduled to join the Japanese firm’s popular bakkie range in South Africa at some point in March. While Toyota has yet to officially release fuel-economy data for the 48V variants, we’ve managed to unearth the claimed figure for the flagship version of the mild-hybrid bakkie.
As a reminder, the 6 new mild-hybrid derivatives (3 rear-driven and 3 featuring 4×4) will each feature the double-cab body style and a 6-speed automatic transmission as standard. The 48V package – which Toyota promises will bring both acceleration and efficiency gains – will be available on all auto-equipped Hilux 2.8 GD-6 Raider, Legend and Legend RS models.
The only exterior clue is the small “48V” badge on the front door (Legend RS on top and Raider below).
So, what sort of fuel savings are we looking at here? Well, we’ll use the range-topping Hilux 2.8 GD-6 Legend RS 6AT 4×4 as an example. For this derivative, Toyota lists a combined fuel consumption of 8.0 L/100 km. According to our information, the lightly electrified version of this model will sip at a claimed 7.4 L/100 km. By our maths, that’s an improvement of 7.5% courtesy of the 48V system.
The Hilux 2.8 GD-6 Legend RS 6AT 4×4 with the 48V system has a corresponding CO2 figure of 195 g/km, down from the standard model’s 209 g/km. The mild-hybrid model furthermore scores a stop-start system, subtle “48V” badges on its front doors (right below the “2.8 GD-6” wordmark) and Multi-Terrain Select. The latter off-road system is a first for the Hilux line-up, offering various selectable modes to “help improve traction in a range of conditions”.
Models fitted with the 48V arrangement furthermore gain a new Multi-Terrain Select (MTS) system.
Payload and braked towing capacity figures for the 48V version of the Hilux 2.8 GD-6 Legend RS 6AT 4×4 are unchanged at 775 kg and 3 500 kg, respectively, while the mild-hybrid gubbins allow the oil-burning engine’s idle speed to be reduced from the standard 720 r/min to 600 r/min.
For the record, our information suggests the mild-hybrid iteration of the Hilux 2.8 GD-6 Legend RS 6AT 4×4 will be priced at R1 023 400, while we have since determined that the rest of the bakkie line-up is in line to receive a small price increase, pushing the non-electrified Legend RS 6AT 4×4 to R1 011 000. Based on that, this particular 48V derivative is expected to command a R12 400 premium.
The familiar 2.8 GD-6 engine gains a 48V mild-hybrid system.
In all 48V models, Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel engine also drives a compact motor generator using a belt system, which in turn charges the lithium battery installed under the rear seats. The 48V battery weighs 7.6 kg and furthermore supplies the vehicle’s 12V system via a new DC-DC converter.
The battery pack is also charged during deceleration, effectively regenerating braking energy that would otherwise be lost, while ostensibly adding braking performance, too. When fully charged, the 48V battery can deliver up to 12 kW and 65 Nm through the motor generator to the engine, in addition to the 2.8-litre 4-pot’s standard outputs of 150 kW and 500 Nm.
The Italian carmaker has whipped its sporty grand tourer‘s the top off. Meet the new-gen Maserati GranCabrio!
If the sensational Maserati MC20 Cielo is out of your budget or you want something less sporty, then meet the new-gen Maserati GranCabrio. Pictured here in flagship Trofeo trim, the new GranCabrio will be offered with a variety of powertrains, including an all-electric derivative called the Folgore.
The sultry-styled Maserati GranCabrio has a 2+2 seating arrangement and the Italian brand claims the fabric roof can be retracted in just 14 seconds at speeds of up to 50 kph. It’s available in five colours too. For additional comfort neck warmers for the driver and front passenger are standard.
Inside, the digital cockpit features 12.2-inch instrument cluster, 12.3-inch infotainment screen and an 8.8-inch touchscreen for the climate control. A Sonus Faber audio system with 13 speakers is standard, but customers can opt for a 16-speaker setup.
Pictured here is the Trofeo spec which comes with a more aggressive front, carbon fibre trim and black alloy wheels. Under the bonnet is a 3.0-litre twin-turbocharged V6 Nettuno petrol engine which makes 405 kW and 650 Nm, driving the rear wheels via an 8-speed automatic gearbox. Maserati claims a 0-100 kph of 3.6 seconds, fractionally slower than the coupe due to the additional weight of the roof mechanism.
Maserati South Africa confirmed the new GranCabrio will touching down locally towards the end of the year.
The new-gen 2025 Mercedes-AMG E53 gets the plug-in hybrid treatment and a thundering turbocharged inline-six petrol engine.
The first performance version of the new-generation Mercedes-Benz E-Class has been unveiled. You can spot the 2025 Mercedes-AMG E53 with its AMG grille which is illuminated, larger intakes, wider stance, quad exhausts and badging. Of course, you can add some carbon fibre packages to give you an even more menacing look. The car rides on 19-inch alloy wheels as standard, but customers have the option of 20-inch and 21-inch forged units.
Climb inside the cabin and we think the vehicle balances luxury and sportiness in equal measure. There are AMG sports seats as standard, with some AMG performance pews available as an option. A Nappa-wrapped steering whele is standard and there’s red contrast stitching in abundance. The high-tech MBUX infotainment screen features AMG-specific functionality and you can get the Superscreen setup as an option.
Right, onto the important bit, the engine. Much like its predecessor, the 2025 Mercedes-AMG E53 again features a straight-six petrol engine, but it has been substantially enhanced. Plug-in hybrid tech has been introduced and this has resulted in big power jumps.
The 3.0-litre 6-cylinder turbocharged petrol engine makes 330 kW and this is bolstered by a 120 kW single electric motor. Combined, there’s 430 kW and 750 Nm driving all four wheels via an automatic gearbox. However, tick the box called AMG Dynamic Plus package and you get 450 kW plus race start functionality.
Activate the race start, also known as launch control and it’ll sprint to 100 kph in just 3.8 seconds and top out at 280 kph. In comparison to the old model, that’s 0.7 seconds quicker. The vehicle is a plug-in hybrid and thanks to a 21.22 kWh battery, can be driven in zero-emission mode up to 100 km and will go from 10-80% in around 20 minutes when connected to a DC fast charger.
To cope with that performance, the 2025 Mercedes-AMG E53 features a specially-tuned chassis, sporty suspension with adaptive dampers, rear-axle steering and high-performance brakes. The AMG Dynamic Plus package adds in a rear axle locking differential, race start functionality, even larger brakes and dynamic engine mounts.
The E53 will be the most powerful E-Class you can buy, until the mighty E63 S makes its debut sometime in the near future. We estimate the new E-Class range will be arriving in South Africa in 2024.
Here’s your first look at the 2025 Audi A3 facelift, which has been confirmed for local arrival in September 2024.
The 2025 Audi A3 facelift has just been unwrapped and the newcomer will be arriving on local shores towards the end of 2024. Here’s a quick look at what you can expect and what’s changed.
In terms of visual design, the changes are subtle with a tweaked front bumper, wider grille and new-look front splitter which the Ingolstadt-based brand reckons will give it a lower look. The design team is said to have been inspired by Audi’s RS portfolio and that’s reflected in the new bumper and diffuser.
There are new LED daytime running light signatures that have four themes and the car features an abundance of safety tech like adaptive cruise assist, pre-sense front, collision avoidance and assisted lane change functionality.
Climb inside the 2025 Audi A3 and you’ll spot new air vents, cabin lighting, re-positioned central console, a new adjustable armrest and the debut of a new Sonos audio system. The trim is 100% recycled polyester. Every derivative features a 10.1-inch infotainment display and four USB-C charging ports. For some markets, Audi will be introducing a subscription model for certain features like Apple CarPlay, with options of one-month, 6-month, yearly or lifelong subscription.
Spot the differences!
In terms of powertrain, the European market will get a 35 TFSI 1.5-litre mild-hybrid petrol engine with 110 kW and a 35 TDI 2.0-litre diesel with 110 kW. Customers will have the option of either a 7-speed dual-clutch transmission and a 6-speed manual gearbox. There will be additional powertrain options joining the portfolio at a later stage and these include petrol, diesel and plug-in hybrid engines.
When will the 2025 Audi A3 come to South Africa?
Audi South Africa has confirmed the facelifted A3 will be touching down in local showrooms in September 2024.
As a reminder, the current Audi A3 lineup locally features 1.4 and 2.0 turbocharged petrol engines and we suspect these powertrains will be carried over.
The new flagship Porsche Taycan Turbo GT (also available with the Weissach Package) is the most powerful series-production Porsche ever. Here’s how much it’ll cost in South Africa…
Meet the new fully electric flagship Porsche Taycan Turbo GT, which debuts as the Zuffenhausen-based brand’s most powerful series-production model ever.
So, exactly how much oomph are we talking here? Well, equipped with a more powerful pulse inverter, the Taycan Turbo GT offers a standard output of 580 kW, a figure that increases to 760 kW of “overboost power” when launch control is engaged. But it doesn’t end there: Porsche reckons (according to its “measurement method”, at least) peak power can climb further still, to a whopping 815 kW, though only for 2 seconds.
Maximum torque comes in at a whopping 1 340 Nm, while the single-charge range is listed as “up to” 555 km”, according to WLTP measurements. The Taycan Turbo GT needs just 2.3 seconds to compete the 0-100 kph sprint, according to Porsche, or a mere 2.2 seconds when fitted with the Weissach Package.
The 0-200 kph is completed in a claimed 6.6 seconds in the standard model and 6.4 seconds in Weissach guise. There’s also a new “Attack Mode”, which with the press of a button makes up to 120 kW of additional power available for 10 seconds. Top speed is listed as 290 kph in the case of the Taycan Turbo GT and 305 kph with the Weissach Package fitted.
Porsche South Africa has already opened the order books for the new Taycan Turbo GT, saying “these models will be available from model year 2025”. The price? R5 765 000, whether you specify the Weissach Package or not (and inclusive of a 3-year Driveplan). For the record, that’s R640 000 more than the Taycan Turbo S.
What sets the Weissach Package apart from the so-called standard model? Well, ticking this box sees seemingly superfluous items like the rear seats, floor mats, boot mats and analogue clock binned in the name of saving weight. It also adds a fixed rear wing with a carbon-weave finish, while dispensing with the driver-side charging port (with the remaining passenger-side item operated manually rather than electrically). In the end, Porsche says the Weissach Package shaves off “roughly 70 kg”.
Still, Porsche claims even the standard Taycan Turbo GT is “up to 75 kg” lighter than the Taycan Turbo S, with the B-pillar trim, upper shells on the side mirrors and the side-skirt inlays all fashioned from carbon fibre. Furthermore, the bucket seats are made from carbon-fibre reinforced plastic, while the tailgate loses its electric soft-closing function (shedding yet more weight).
Standard features include the Porsche Active Ride suspension (with “GT-specific” tuning), 21-inch lightweight forged wheels, ceramic brakes (with callipers painted in “Victory Gold”), matrix LED headlights (though buyers can upgrade to HD matrix LED items at no extra charge) and a Race-Tex-trimmed GT sports steering wheel.
As an aside, the Taycan Turbo GT with Weissach Package (and Porsche development driver Lars Kern at the wheel) has already earned the title of fastest series-production electric car at the Weathertech Raceway Laguna Seca in California, with a time of 1:27.87 minutes.
A pre-production version also set a new class record at the Nürburgring in Germany. Here, Kern posted a lap time of 7:07.55 minutes on the notorious Nordschleife, some 26 seconds faster than he managed in the Taycan Turbo S Sport (equipped with the performance package). This gives the Turbo GT the title of the fastest series-production electric car around the Nürburgring as well as the fastest 4-door of any powertrain type.
How much does the Porsche Taycan Turbo GT cost in SA?
With a price tag of more than R1 million, the new 3.3D AWD Takumi flagship of the Mazda CX-60 seems to have a VERY specific target market. But, even so, a 6-cylinder turbodiesel is a rarity in the Executive SUV-, let alone the Family Car segment!
This is the Mazda CX-60 3.3-litre (turbo)Diesel Mild Hybrid Takumi; that nomenclature is a mouthful, which is why our New Car Specs page shortens it to 3.3D AWD Takumi. Upon reading this, it may occur to you that the Takumi’s sizeable engine displacement is uncharacteristic for a brand we’ve often goaded for utilising the same dated (and, in the case of petrol, naturally aspirated) motors… for over a decade.
This is a beast of an entirely different kind. Unlike the discontinued CX-5 turbodiesel derivative, the newcomer is not powered by a 2.2-litre 4-pot, but by a more voluminous 3.3-litre turbodiesel powerplant that feels instantly more characterful because of its classic inline-6-cylinder format.
The net result is a meaty 550 Nm of torque and 187 kW, which, in combination with being a mild hybrid (because Mazda’s 8-speed automatic transmission is hybridised through a 48V lithium-ion hybrid battery), results in acceleration that feels so linear you’d guess the motor was naturally aspirated.
Its soundtrack even includes a raspy snarl. Further benefits of the electrically augmented transmission are creamy smooth gear changes and the ability to switch off the diesel motor when coasting to traffic lights (that’s when the electronics take over). I realise that I’ve skipped far ahead because of this novel and interesting powertrain, so allow me to settle into the usual rhythm. Let’s discuss the aesthetics first.
It’s a looker. I’ve long mused that Mazda is Japan’s Volvo – its design language is minimalist yet striking; elegant, but purposeful. With the CX-60, the Hiroshima-based firm even tested my spell checker, which carefully double-checked that I hadn’t accidentally typed XC-60 (a Volvo of similar stature) instead.
Here, the bodywork is large, but not bulky thanks to flanks that feel as though the metal has been poured over them. It’s so delicate, but also stretched tightly from wheel arch to (20-inch alloy) wheel, as though it conceals musculature underneath. There are also ghosts of the Jaguar F-Pace and Alfa Romeo Stelvio in the styling – but no denying the CX-60’s pedigree as a large Mazda. Its look is perfectly cohesive.
Clamber aboard and you’ll encounter a stylish driver-centric cabin swathed in hand-stitched Nappa leather complemented by high-contrast silver garnishes. It is a tech-laden space with the brand’s MI (Mazda Intelligent) drive modes, including Towing and Off-road, a personalised driver and passenger system, a larger (12.3-inch) TFT display, radar-guided cruise control and a wealth of safety equipment.
The list of toys is equally as impressive with audio piped via a 12-speaker Bose system, the addition of a 360-degree view monitor and some nice-to-have upgrades as well, such as the hands-free tailgate.
You may, however, be disappointed to encounter Mazda’s familiar infotainment setup and I’ll cut to the chase, here… it does NOT have a touchscreen. Instead, Mazda insists on using a haptic setup, which is controllable from the rotary dial and switches to the left of the driver, just behind the transmission lever.
Mazda’s stance on the matter is that the MI is a safer way to operate the controls. Swiping through reams of options and settings in the menus may cause you to become distracted and draw your focus from the road for too long, or so the brand argues. Fair enough, and I can certainly appreciate the argument from both sides, but in Mazda’s defence, this CX-60 does have a drivetrain that deserves my full attention.
Our route took us on a mix of highways and freeways before culminating on one of the Western Cape’s finer mountain passes. During that time, I got to appreciate that new powertrain and can report on one of the most enjoyable “turbodiesel driving experiences” that I’ve had in recent times. It sounds properly rorty, pulls strongly (without any sense of lag or boost) and delivers a constant wave of torque to ride on.
The handling is well-weighted, with feedback coming in loud and clear from the rim of the multifunction steering wheel and, while the 3.3D AWD Takumi’s suspension firms up when you coax it into (let’s just call it) a canyon-carving mode, it reverts to buttery smooth when the asphalt straightens out.
How much does the Mazda CX-60 cost in South Africa?
2.5 Dynamic
R739 800
2.5 AWD Individual
R844 500
3.3D AWD Takumi
R1 049 200
The CX-60 ships standard with a 5-year/unlimited km warranty and a service plan of the same duration.
Summary
I know it may seem that I’m reciting all the flowery prose that Mazda would like me to, but the fact is that this particular CX-60 derivative, powered by a characterful and muscular 3.3-litre inline-6 turbodiesel motor, is a sensory joy to drive. Then again, at this price (R 1 049 200, March 2024) it really needs to be.
There aren’t many rivals at this price point unless you’re looking at the Teutonic trio. The Audi Q5, BMW X3 and even Mercedes-Benz GLC all live here, while the Mazda’s most obvious rival – the Volkswagen Tiguan in R-Line trim – can be had for R845 800, albeit with a smaller 2.0-litre turbodiesel with 130 kW.
But bear in mind that we live in the time of a R1-million Honda CR-V and some Chinese SUVs command prices north of R800k, so perhaps the price of the 3.3D AWD Takumi won’t put you off in the slightest.
And, if that’s the case, and you’re interested in the prospect of owning one of the more exciting cars from the marque with a compelling inline-6-cylinder driving experience, then good for you.
We headed to the Garden Route to try out the latest iteration of the Isuzu D-Max X-Rider. Can it justify its premium over the other derivatives of the 3rd-gen model?
What is an Isuzu D-Max X-Rider?
The popularity of the X-Rider badge, which has become synonymous with the D-Max, has inspired Isuzu Motors South Africa to add the sporty, lifestyle-orientated trim grade to the 3rd-gen bakkie’s line-up. When combined with the correct exterior finish, it truly stands out – we adore the Islay (dark) grey!
Visually, you can spot the new X-Rider derivatives by their bold exterior adornments. There are black mirror covers, a red Isuzu badge, a 2-tone colour front bumper, LED headlamps and -fog lamps, a sports bar, 18-inch diamond-cut wheels, X-Rider badges, a tow bar, as well as a black Isuzu tailgate decal.
When you climb inside the X-Rider’s cabin, you can’t help but notice its additional sporty adornments (such as a neat red ombre dashboard insert, matching stitching on the gear- or transmission-lever boot and X-Rider floor mats) immediately. Compared with a standard Isuzu D-Max derivative, the X-Rider injects some vibrance into (what’s generally regarded as) an unspectacular workhorse bakkie.
What’s on offer?
Despite Isuzu Motors SA having 2 engines at its disposal, the X-Rider exclusively utilises the 1.9-litre turbocharged 4-cylinder diesel engine. In this application, it produces peak outputs of 110 kW and 350 Nm of torque and customers can choose between 4×2 and 4×4 configurations. The 4×2 is offered with either a manual gearbox or an automatic transmission, while the 4×4 derivative is automatic only.
When asked why it didn’t make the X-Rider trim grade available in conjunction with the 3.0-litre 4-cylinder turbodiesel, Isuzu South Africa said that “it could be offered at some point in the future”. The D-Max is assembled at Isuzu’s Struandale assembly plant in Gqeberha in the Eastern Cape, remember?
What is the D-Max X-Rider like to drive?
We spent 2 days travelling on (and along) the Garden Route on a mixture of national highway and urban routes. Like most double-cabs, the Isuzu D-Max exhibits that typical ladder-frame ride characteristic of jiggling on less-than-perfect road surfaces. You can, of course, solve that by putting some weight over the rear axle, but for day-to-day use, it’s just one of those slightly annoying quirks of bakkie ownership.
But when the sealed-road section of our route ended and we began driving on the gravel of the infamous Phantom Pass (near Knysna), the X-Rider came into its own. The 7.5-km dirt road is not well maintained and littered with loose stones; think of it as precariously layered with marbles that undermine traction. The 18-inch wheels were wrapped in thick all-terrain rubber that worked hard to keep the Isuzu stable.
Once we rejoined an asphalt road after the dirt road jaunt, we didn’t hear a single rattle or squeak from the X-Rider’s cabin, which only underlined Isuzu’s reputation for building tough and solid bakkies.
We had no issues with the bakkie’s 1.9-litre turbodiesel engine either. Some may scoff at the supposed limitations of the small-capacity motor, but its outputs are in the same ballpark as those of its rivals. The bakkie certainly has sufficient torque to propel it past slower traffic quite promptly, if or when required.
Besides, the real benefit of the downsized engine is its miserly fuel consumption figure. Isuzu claims 7.6 L/100 km and, during our launch route, the X-Rider’s trip computer indicated just under 9 L/100 km!
However, considering the lifestyle roles a turbodiesel double-cab may be expected to fulfil, the 1.9TD might struggle when made to tow larger trailers. It has a 750 kg (unbraked) and 2 100 kg (braked) tow rating and a standard tow bar. If towing is a priority, we’d suggest looking at a 3.0-litre D-Max derivative.
Cabin space and features?
To reiterate, the X-Rider trim grade adds some eye-catching goodness to the D-Max’s cabin. In terms of specification, X-Rider is positioned at the same level as the LS trim grade, but with cosmetic add-ons.
The vehicle ships standard with an Apple CarPlay/Android Auto-compatible infotainment screen, USB ports, a 6-speaker audio system, a multifunction steering wheel, cruise control, manual aircon, rear parking sensors with a reverse-view camera, etc. There’s stability control, hill start assist, and 7 airbags.
We found the cabin quite comfortable and ergonomically sound, which is to say that it has an intuitive layout, replete with easy-to-access (and -master) in-car functions. The steering column is tilt- and telescopically adjustable, and the driver’s seat is 6-way adjustable. The perceived build quality is impressive too; you get the impression the vehicle can withstand heavy usage/is designed to last.
How much does the X-Rider cost in SA (March 2024)
The vehicle is sold with a 5-year/120 000 km warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km).
D-Max 1.9TD DC X-Rider 4×2 manual
R640 500
D-Max 1.9TD DC X-Rider 4×2 automatic
R659 200
D-Max 1.9TD DC X-Rider 4×4 automatic
R740 700
Summary
Given how popular the X-Rider derivatives of the (long-serving) previous-gen D-Max were, this iteration of the distinctive and sporty trim grade will probably be welcomed by Isuzu loyalists. The cosmetic and lifestyle enhancements are clear drawcards and the price difference (of around R55k) seems good value.
While we have reservations about the towing ability and under-load performance of the 1.9TD, this D-Max should be on your shortlist if you’re simply looking to purchase a new lifestyle double-cab bakkie that does the basics right. We look forward to putting the X-Rider through a comprehensive road test.
New Kia Tasman bakkie’s launch engine revealed – report
A fresh report out of Korea claims the new Kia Tasman bakkie will go without V6 power at launch, instead coming to market in 4-cylinder turbodiesel guise…
The new Kia Tasman – if that’s indeed what the company’s upcoming bakkie ends up be called – is expected to be revealed late in 2024. Now, a fresh report out of Korea claims the ladder-frame contender will launch without V6 power.
According to The Korean Car Blog, the Tasman will come to market with just a single engine option: the company’s familiar 2.2 CRDi powerplant. As a reminder, this 2.2-litre, 4-cylinder turbodiesel motor is employed by the likes of the Sorento and Carnival, where it generates peak outputs of 148 kW and 440 Nm.
Kia’s Sorento and Carnival use a 2.2 CRDi engine.
If this report turns out to be accurate, Kia’s upcoming body-on-frame bakkie will debut with slightly lower 4-cylinder outputs than the equivalent engines in stalwarts such as the Toyota Hilux and Ford Ranger. For instance, Toyota’s 2.8-litre oil-burner makes 150 kW and 500 Nm in standard guise (or 165 kW/550 Nm in uprated GR Sport form) while Ford’s 2.0-litre bi-turbodiesel unit offers 154 kW and 500 Nm.
That said, the 2.2 CRDi engine would at least outpunch the Isuzu D-Max’s 1.9-litre motor (110 kW/350 Nm) and beat the Japanese firm’s 140 kW 3.0-litre unit in terms of peak power (though would be down slightly on the latter’s maximum twisting force of 450 Nm).
The Mohave SUV sold in South Korea employs a 3.0-litre V6 turbodiesel powerplant.
Earlier rumours suggested Kia might use the 3.0-litre V6 turbodiesel unit that powers the Mohave SUV offered in South Korea, delivering 191 kW and 560 Nm in that domestic-market model. That engine, of course, would allow the Kia bakkie to go toe-to-toe with the 6-cylinder oil-burning versions of the Ranger and closely related Volkswagen Amarok. But this latest report suggests this won’t be the case – at least not initially.
Of course, other engines options could indeed be offered at a later stage, from the aforementioned 6-cylinder motor to some sort of hybrid powertrain (be it a mild-hybrid to battle the Hilux 48V or a plug-in hybrid to take on the forthcoming Ranger PHEV).
In addition, The Korean Car Blog claims Kia plans to build between 120 000 and 130 000 units annually, adding that the Kia Tasman will be sold in Australia, Europe and even North America. No mention of Africa, but Kia’s local distributor recently confirmed to Cars.co.za that it’s “currently conducting all the feasibility studies to see whether or not [the new bakkie] will be a viable product for the South African market”.
Though the Kia South Africa told us “no timing of possible introduction is available as yet”, it’s worth noting the new 1-tonne bakkie – which is expected to be offered in both single- and double-cab body styles (the latter catering to the all-important leisure market) – is slated to launch in fellow right-hand-drive market Australia only at some point in 2025.
Rumours of a Toyota FJ return continue to gain momentum, with a fresh report claiming the badge will be used on a new sub-Fortuner SUV based on the Hilux Champ…
Yes, there’s talk of Toyota’s FJ badge making a comeback. Intriguingly, however, this latest rumour suggests the nameplate will return on a new sub-Fortuner SUV, based on the rugged Hilux Champ bakkie.
According to Autocar India, the new SUV will be revealed towards the end of 2024, positioned as a “slightly smaller and affordable alternative” to the Fortuner. The publication claims the model will be called either the “FJ Cruiser” or the “Land Cruiser FJ” (for the record, Toyota filed to trademark the latter badge in Japan late in 2023).
Thailand has been tipped as the market mostly likely to receive this rumoured new model first, which certainly makes sense if it does indeed end up being based on the Hilux Champ. As a reminder, the ladder-frame Hilux Champ – which was previewed by the IMV 0 Concept, née Rangga – is already on sale in that market.
The Compact Cruiser concept could provide clues of the new baby FJ’s styling.
Autocar India speculates that the rumoured new SUV’s front-end design will echo the Champ’s boxy styling, though with “more premium touches” (perhaps something along the lines of the Compact Cruiser concept, then?). Similarly, the publication claims the bakkie’s basic cabin will be upgraded in SUV form, gaining higher-quality materials, more technology and perhaps a larger-diameter touchscreen.
What about engine options? Well, logic would suggest that any Champ-based FJ would pilfer its powertrain from the bakkie on which it’s based. As such, it could be offered with any of a choice of 3 powerplants, each of which is familiar to Hilux buyers here in South Africa. There’s the naturally aspirated 2.0-litre petrol unit (102 kW and 183 Nm), the likewise atmospheric 2.7-litre petrol motor (122 kW and 245 Nm) and the 2.4-litre turbodiesel mill (110 kW and 400 Nm). We’d speculate the latter would be the best bet.
Note the silhouette on the screen behind the new Prado and Toyota design chief, Simon Humphries.
Interestingly, Simon Humphries, head of design at Toyota, may have made reference to this new model in his address at the August 2023 reveal of the J250-generation Prado, when he hinted at “ensuring that the Land Cruiser brand is more affordable, and within reach of even more people around the world”. At the same time, a silhouette of a small off-roader appeared on the screen behind him.
As a reminder, though the FJ traces its roots all the way back to the early 1950s, the last FJ Cruiser was based on the J150-generation Land Cruiser Prado (but built by Toyota subsidiary Hino). Revealed in 2005, the FJ Cruiser arrived in South Africa only towards the end of 2010, remaining in production until December 2022, with Toyota SA Motors finally confirming to Cars.co.za in April 2023 that it had indeed been put out to pasture.
