Next-gen Fiat Strada pencilled in for South Africa
While Stellantis has confirmed the current Fiat Strada half-tonne bakkie for certain markets in Sub-Saharan Africa, South Africa will have to wait for the next-gen version. Here’s why…
Stellantis will soon launch the Fiat Strada in various Sub-Saharan Africa countries, but it says South Africa will have to wait for the next-generation version of the half-tonne bakkie.
When the Nissan NP200 goes out of production in March 2024, there won’t be a single half-tonne bakkie on South Africa’s new-vehicle market – unless another automaker steps in, that is. For a moment, it seemed as though Fiat would be the firm to provide a replacement, with Stellantis announcing the latest Strada is “venturing into Sub-Saharan Africa”.
An ideal replacement for the NP200? Unfortunately, the current model won’t come to SA...
We asked Stellantis SA whether Mzansi was one of the countries in line to receive the half-tonner but the multinational automotive group’s local division told us the Brazilian-built Strada destined for the Middle East and Africa (MEA) region was unfortunately available only in left-hand-drive form.
From what we understand, the following Sub-Saharan African countries – all of which are left-hand-drive markets, of course – will receive Fiat’s smallest bakkie: Nigeria, Ivory Coast, Cameroon, Cape Verde, Guinea-Conakry, Madagascar, Rwanda and Ghana.
Only certain left-hand-drive markets in the Middle East and Africa region will launch the Strada.
But all is not lost for South African bakkie fans, with Stellantis SA telling Cars.co.za that the local market “will have to wait for the next generation, which will be available in right-hand drive as well”, before emphasising this would not take place “within 2024”.
So, when is the Strada due to enter a new generation? Well, though no official details have been released, it’s worth noting the current (2nd) generation launched in Brazil as recently as mid-2020. Considering the typically lengthy lifecycles of commercial vehicles – the original Strada was produced from 1998 until 2021, for instance – South Africa may well be in for a lengthy wait.
High-spec double-cab variants are part of the Strada range in Brazil.
Still, keep in mind Stellantis will begin assembly of the Peugeot Landtrek 1-tonne bakkie at a new Coega facility (near Gqeberha in the Eastern Cape) by “early 2026”. It’s thus not inconceivable that the next-generation Strada could also end up being assembled at this plant, though again we should stress such a (speculative) scenario would likely come only many years down the line.
In Brazil, the current Strada is available in both single-cab and double-cab form, with payload capacities of 720 kg and 650 kg, respectively. Engine options for that market include a turbocharged 1.0-litre, 3-cylinder petrol motor as well as a pair of atmospheric 4-pots displaying 1.3 and 1.4 litres.
Of course, the Strada nameplate is familiar to many South Africans, with the original model having been offered on local shores until 2012. As things stand, it’s due to make a return, though surely only many years from now…
Last month, we unearthed fascinating information suggesting that the new Ford Ranger PHEV would be built at the Silverton plant here in South Africa … and now the Blue Oval brand has confirmed it!
After some extensive digging, Cars.co.za uncovered fresh information strongly suggesting the new Ford Ranger PHEV (plug-in hybrid electric vehicle) will be built at the Silverton assembly plant in South Africa, in what would be a boon for the local automotive manufacturing industry.
UPDATE: Ford Motor Company of Southern Africa confirmed on 8 November 2023 that production of the Ranger PHEV will indeed kick off at its Silverton plant in late 2024 after an investment of R5.2-billion! The Silverton plant will be adapted to accommodate the PHEV derivative and the new model will assembled for both local sales and exported to markets like Europe and for the first time: Australia/New Zealand. Read on for the full, original story from the opening week of October…
When the plug-in hybrid version of the double-cab Ranger was revealed in September 2023, the Blue Oval brand’s only official comment on the topic of production was that it would commence “in late 2024, with deliveries to customers in early 2025”. No mention was made of where the new PHEV derivative would be built.
Production of the new Ranger PHEV is expected to commence late in 2024.
As a reminder, the current-generation Ranger is manufactured at various Ford sites around the world, including Argentina, Thailand (which supplies SA with Raptor units), North America and indeed Silverton here in Mzansi. We asked Ford Motor Company of Southern Africa (FMCSA) if Silverton was in line to produce the new electrified Ranger, but the company said it was still “early days” and that there was “nothing to confirm yet”.
So, we started digging. First, we came across an interesting LinkedIn profile belonging to a Ford process engineer based in Chennai, India. Keerthana Suresh’s profile shows she has been in her current role – centred on “battery pack assembly for electrification projects” – since December 2022. On her page, Suresh says she is “currently working” on the Ford Ranger PHEV “battery pack assembly process” for the Silverton plant in South Africa.
A Ford engineer’s LinkedIn page shows she’s working on the Ranger PHEV’s battery pack assembly process for Silverton.
According to the LinkedIn page, Ford issued Suresh with a “high-voltage safety level 1 battery pack assembly” certification (credential ID 18601) in March 2023. Her role in relation to the Silverton plant – which is incidentally also the only facility currently producing the 2nd-generation Volkswagen Amarok – involves the consideration of “high-voltage safety” in battery pack assembly.
Next, we turned to Ford’s global careers website, where we discovered a job listing for a “Battery Assembly Engineering Specialist” to be based in South Africa. Furthermore, as recently as 3 October 2023, Ford’s local division posted 3 job advertisements on its official PNET profile, with the automaker seeking to recruit an Engineering Specialist, Battery Assembly (likely the same role as above); an Engineering Controls Specialist, Battery Assembly; and a Production Process Coach, Battery Assembly.
Ford SA is advertising various battery assembly positions on PNET.
Interestingly, clicking in to each advert shows these 3 positions are based in Gqeberha rather than Silverton outside Pretoria, which may further suggest the Blue Oval brand’s Struandale engine plant – which secured a R600-million investment late in 2021 and currently produces the 3.0 V6, 2.0 SiT, 2.0 BiT, 2.2 TDCi and 3.2 TDCi turbodiesel engines – will play a role in the assembly of the upcoming Ranger PHEV’s lithium-ion battery pack (and perhaps the associated 2.3-litre EcoBoost petrol engine, too?).
While none of the job listings detailed above specifically mentions the Ranger PHEV, the bakkie is, of course, the only Ford product built locally. The upcoming model has already been confirmed for various markets in Europe (which, it’s worth noting, is the chief export destination for Silverton-built Ranger units) as well as for Australasia, though not (yet) for South Africa.
The Ranger PHEV combines a turbopetrol engine with an electric motor and battery pack.
The electrified pick-up will employ Ford’s turbocharged 2.3-litre, 4-cylinder EcoBoost petrol engine, though in this case it will be paired with an electric motor and a battery pack. According to the Dearborn-based company, the double-cab derivative will boast an all-electric range of “more than 45 km”, while its “targeted” braked towing capacity will be 3 500 kg.
The Ranger plug-in hybrid will also feature something Ford calls “Pro Power Onboard”, which will enable owners to power tools and appliances on a worksite or remote campsite by plugging them into power outlets in both the cargo bed and the cabin.
Dual ports for a dual-powered Ranger.
Based on the discoveries detailed above, we wouldn’t be surprised to see Ford make an official announcement on Silverton production of the Ranger PHEV – and indeed this new electrified bakkie’s eventual availability in the local market – in the months to come.
Brendon Staniforth – What’s It Like Being a #CarsAwards Judge?
You might have seen our social media channels awash with Cars.co.za Consumer Awards content and you might be wondering what it’s like to be a #CarsAwards judge. We interviewed #CarsAwards judge, Brendon Staniforth, for some behind-the-scenes insight into what the judging process entails and what it’s like to be a judge. Take a look!
More than this, all 39 finalists also went on public display at the Mall Of Africa in Midrand this weekend to give the public the opportunity to see the cars in the metal and to engage with the judges.
Earlier this year, a pool of 65 semi-finalist vehicles in 13 categories were chosen by Cars.co.za’s respected, highly knowledgable and experienced editorial team. The team put all the semi-finalists through a rigorous scoring process based on “Filters of Eligibility” and “Pillars of Success” to arrive at 39 finalists represented in 13 categories (3 vehicles per category).
The physical testing of all 39 finalists is a major component in the #CarsAwards programme with judges from all walks of life and varying professional backgrounds convening to cast their critical eyes and minds on the contenders.
The scores from all 20 judges represent 50% of the final result while the remaining 50% is determined by the Cars.co.za Ownership Satisfaction Survey that includes feedback from thousands of vehicle owners, based on their experiences of their vehicles and the service they receive (less than four years old and serviced through franchised outlets).
The winners in each category as well as the coveted Brand Of The Year Award will be announced in early 2024.
We asked our #CarsAwards judge, Brendon Staniforth, a few questions to learn more about what it’s like to test cars for the Cars.co.za Consumer Awards. Here’s what Brendon had to say!
1. Introduce yourself and briefly tell us what you do for a living.
Howdy. I am Brendon Staniforth, father of 3, husband of 1 and full-time motoring journalist (Maroela Media). This year I had the privilege of racing in the GR-cup. Most of the time I tow a caravan away on holiday – so towing and going quickly have become specialities of mine. LOL.
2. How many #CarsAwards have you judged and what does it mean to you to be chosen as a judge?
This was my first. It is a huge privilege to pop my #CarsAwards cherry. I believe this competition to be the gold standard in the South African landscape.
3. What #CarsAwards categories did you judge?
Compact Family, Electric Vehicle and Leisure Double Cab.
4. You’ve just returned from extensive testing at Gerotek, how was it? Briefly tell us about your experience!
Gerotek offers a unique assortment of facilities allowing one to test every aspect of the vehicle in a controlled environment in a short period of time, repeatably. When one tests finalists back-to-back on identical terrain – the differences in similar cars are eye-opening!
5. The #CarsAwards is regarded as the most respected motoring awards programme in South Africa. In your opinion, what makes the Cars.co.za Consumer Awards unique?
The assortment of judges is vast. Lay that over actual consumer data and you have an infallible competition.
6. What test obstacles at Gerotek did you find to be the most illuminating in terms of testing the finalists and why?
I have to pick two. The suspension track shows a car’s shortcomings very well – but the wet section on the dynamic handling track all but disqualified one of the cars in one of the categories I judged. How that car behaved in wet weather is absolutely unacceptable!
7. Out of all the cars you tested, what car stood out the most for you and why?
Toyota’s Corolla Cross. For a few reasons. Firstly, it is locally built. Secondly – it perfectly illustrates why a perfectly calibrated car will always win over “good value” but poor refinement in my opinion.
8. What cars do you think will win in each category (share your predictions with us) and importantly what car brand do you think will win the Brand Of The Year Award and why?
Entry-Level Hatchback – Suzuki Swift
Budget Hatchback – Renault Clio
Compact Hatchback – Volkswagen Polo
Entry-Level Crossover – Suzuki Grand Vitara
Compact Family Car – Toyota Corolla Cross
Family Car – Kia Sportage
Premium Crossover – BMW X1
Executive SUV – Mercedes-Benz GLC220d
Premium SUV – Land Rover Defender
Adventure SUV – Ford Everest
Leisure Double Cab Bakkie – Ford Raptor
Performance Car – Honda Civic Type R
Electric Vehicle – BMW iX1
Brand of the Year – BMW: They have the highest number of finalists in the respective categories.
9. If you attended the Cars.co.za #CarsAwards Roadshow at Mall Of Africa, tell us what you enjoyed most about the experience.
Seeing the public engage with all the finalists and listening to some of their questions. Quite insightful.
10. Give us 3 words that capture the essence of the 2023/24 #CarsAwards.
Huge. Organized. Transparent.
Porsche victorious at Concours South Africa 2023
A celebration of the best of South Africa’s rich classic car heritage took place on the shores of the largest man-made lagoon in the southern hemisphere this past weekend.
IMAGES: Dominique Munro
For the first time in Concours South Africa’s 6-year history, the winning car was a pristine specimen from Zuffenhausen. In the past, it has usually been an Italian thoroughbred to emerge victorious.
This year, however, Ross de Aubrey’s 1984 Porsche 911 Carrera narrowly beat a close field in Concours South Africa 2023, which included a 1958 Alfa Romeo Touring Spider. This particular Alfa Romeo was recently brought back to life after being found “dead” in the Arizona desert.
A varied selection of South Africa’s automotive greats included BMW South Africa’s landmark 530 MLE, a 1971 Ford Capri Perana (chassis #29), as well as Jacob Moshokoa’s “Mondrian blue” 1992 VW Citi Golf.
Results of Concourse South Africa 2023
“Best of Show”
1st Porsche 911 Carrera 1984 – Ross De Abreu
2nd Ferrari F355 Berlinetta “Serie Fiorano” 1998 – Ian Morgan
3rd Porsche 911 Carrera (G-series) 1988 – Mohammed Bilal Mia
“Show & Shine”
Porsche 911 turbo (993) 1996 – Ian Morgan
“This has arguably the best standard of competition yet seen at Concours South Africa,” said Greg Marucchi, master of ceremonies. “We were delighted to showcase the African continent’s best cars on the shores of Munyaka’s shimmering lagoon a mile-high in the Johannesburg sky!”
Why VW registered 4 units of the ID.Buzz Cargo in SA
In October 2023, Volkswagen SA quietly registered 4 units of the ID.Buzz Cargo. Since this electric LCV is not (yet) on sale locally, we decided to find out why these units were imported…
When sifting through Naamsa’s detailed sales statistics for October 2023, we noticed Volkswagen Group South Africa had quietly registered 4 units of the ID.Buzz Cargo, despite the fact this fully electric light-commercial vehicle (LCV) is not currently offered in the local market.
Curious about the arrival of these units, we asked the German firm’s local division for some clarity on the matter. A VW Group South Africa spokesperson told Cars.co.za the vehicles “have been brought into SA for tests by our partners and later media”.
We believe the 4 units in SA are white rather than 2-tone.
Of course, eagle-eyed motoring enthusiasts might have spotted an ID.Buzz Cargo on display (alongside the likewise battery-powered ID.4) at the Naamsa-organised SA Auto Week, which was held at Gallagher Convention Centre in Gauteng earlier in October.
So, who are the “partners” VW mentions? Well, according to CleanTechnica, Volkswagen SA’s commercial division has teamed up with global logistics giant DHL, which will run the 4 units in its South African fleet as part of a pilot project. The publication says the ID.Buzz Cargo models will be spread between DHL’s operations in Johannesburg, Cape Town and Durban for 6 months and used for a “specialised last-mile courier service”.
The ID.Buzz Cargo was revealed in March 2022 alongside the 5-seater passenger version (known simply as the ID.Buzz, which we recently drove in Germany). In 2023, a long-wheelbase 7-seater model was revealed for the North American market. For the record, the ID.Buzz Cargo has a wheelbase of 2 988 mm, while the vehicle’s overall length is listed as 4 712 mm.
A look at the ID.Buzz Cargo’s load area.
In Europe, the ID.Buzz Cargo is offered with a 77 kWh battery pack providing current to a 150 kW electric motor driving the rear axle (with a claimed single-charge range of up to 425 km). The electric LCV can be specified with either 2 or 3 seats up front, while a fixed partition separates the passenger area from the cargo space (which the Wolfsburg-based firm says can take 2 euro pallets, loaded transversely).
Though VW has yet to confirm the ID.Buzz range for South Africa, it’s looking increasingly likely to arrive as the 2nd fully electric product from the German automaker, after the aforementioned ID.4.
Mzansi’s love for BMW M cars – BMW Group SA Chronicles (Ep 6 Video)
During the ’80s and most of the ’90s, BMW Group SA was the only subsidiary of the Munich-based brand to produce M cars outside of Germany. The firm also made its presence felt in national modified saloon and production-car racing series.
South Africa is one of the biggest markets for BMW M cars globally, but why? BMW Group SA made a massive investment into local motorsport, fielding large numbers of BMWs in various racing formulae. BMW formed on-track rivalries with other brands and its drivers were never far from the top step.
In the final episode of the 6-part series about the history of BMW in South Africa, Jacob Moshokoa drives an E28 M5 – the OG super sedan – and E36 M3 sedan – models that bookend BMW SA’s local production of M cars, plus he chats with former BMW SA motorsport and product planning manager Paul Weavers about how the brand got involved in local circuit racing, first unofficially, then as a factory team.
How Stellantis SA doubled its sales in October 2023
October 2023 was easily Stellantis South Africa’s best month of the year so far. Here’s what helped the company more than double its sales compared with September…
Stellantis South Africa posted its highest sales tally of the year in October 2023, more than doubling its September effort. What’s behind this sales boost? Well, we decided to take a closer look at the numbers in a bid to find out.
As a reminder, Stellantis distributes the Alfa Romeo, Citroën, Fiat, Jeep, Opel and Peugeot brands in Mzansi. The multinational firm plans to start local production of the Landtrek in Coega (near Gqeberha in the Eastern Cape) by “early 2026”.
In September 2023, the group managed a total of 353 units across its 6 marques, seeing it place 18th overall. However, that figure grew to 778 units in October (up 120.4%, month on month), representing the company’s strongest month of the year (ahead of June’s total of 596 units) and helping it climb to 14th overall.
As many as 437 of those units were sold in the vehicle-rental space, translating to a considerable 56.2% of Stellantis SA’s registrations last month. Just 278 units were sold through the dealer channel, with the remaining 63 units listed as single registrations (defined as vehicles registered by manufacturers for their own use).
So, which Stellantis products drove this growth in the vehicle-rental space, which Naamsa says accounted for 12.9% of the industry total of 45 445 units in October? Well, the Opel Corsa was the group’s best-selling model overall, with as many as 200 of its 218 units coming via the rental channel.
Meanwhile, the Indian-built Citroën C3 (internally known as the CC21) finished the month on 194 units, of which 150 were sold to vehicle-rental companies. A further 50 examples of the Opel Mokka (out of a total of 116 units) were sold via this channel, along with 35 units of the Peugeot Landtrek bakkie (out of a total of 63). Finally, 2 of the 5 examples of the Alfa Romeo Tonale registered in October went to rental firms.
Overall, German brand Opel was Stellantis SA’s strongest marque last month, followed by the French duo of Citroën and Peugeot, then Italian automaker Fiat, American brand Jeep and Italian company Alfa Romeo.
While the rental industry clearly drove Stellantis SA’s best month of 2023 so far, it’s worth noting the company achieved some growth in the dealer channel, too. In this space, registrations improved from 166 units in September to 278 units in October.
We drive one of Mercedes-Benz’s earliest light-commercial vehicles, a perfect specimen of the rare 170 Da, and this example has received a full restoration.
IMAGES: Kian Eriksen
South Africans love bakkies (pick-ups). That has been the case for a very long time and is especially true today. Our motor industry has had a love affair with these practical, multi-purpose vehicles since the earliest of days. Some bakkies are much rarer than others, and you are currently looking at a very rare example indeed…
It doesn’t happen often that I find myself paging through several Mercedes-Benz dedicated books and don’t find a single word on the model I have just driven. This is exactly the challenge I faced here. The Mercedes-Benz 170 Da bakkie is not well-documented at all.
Specifications
Model: 1951 Mercedes-Benz 170 Da (W136)
Engine: 1.8-litre, 4-cylinder, diesel
Power: 30 kW at 3 200 rpm
Torque: 100 Nm at 2 000 rpm
Transmission: 4-speed manual, RWD
Weight: 1 245 kg
0-100 kph: N/A
Top speed: 100 kph
The history of these bakkies
There is a reason for the lack of information, though. When these vehicles were imported to Southern Africa as chassis cabs, they were also called “half-cars”, as the imported product consisted of the front part of the vehicle, up to the B-pillar. Also referred to as SKD (semi-knocked down) units, it was up to the South African market to find a manufacturer to build the loading bay.
With hindsight, it might not represent the most romantic idea of how a Mercedes-Benz was manufactured, but today they are relatively sought after by South African enthusiasts and collectors, partly because they are a uniquely local product.
The idea to import them came from a South African Mercedes-Benz dealer. As the vehicle would be classified as a commercial vehicle, it would not be subjected to the same import rules as those for passenger cars.
According to the late Fred Schnetler’s book (one of the most respected South African motoring writers), Progress, Passion and People, it was Heinz Grossman, a service engineer at Mercedes-Benz’s head office in Johannesburg who helped to bring the project to fruition. Obviously, Daimler-Benz also put its weight behind the project, as they were keen on increasing sales.
Eventually, Morewear Industries in Germiston (situated outside Johannesburg) fitted the chassis cabs with load-boxes. Then, as at present, the aim was to offer a high-quality product, as several businessmen and farmers would be using the pick-up daily.
Seeing the Mercedes-Benz 170 Da in the metal
As I walk around the Mercedes-Benz 170 Da for the first time, black-and-white images of the vast South African countryside pop up into my head. At the time it still took two or three days to drive from Johannesburg to Cape Town, a trip that can now be done in less than 15 hours. It was a time when the concept of a one-ton passenger pick-up was still a foreign concept.
This 170 Da originated in Namibia, then called South-West Africa. One of the previous owners purchased the bakkie when it was in a totally dilapidated state. As I look at one of the pictures before the restoration project started, it is hard to imagine that it was even possible to consider restoring such a wreck.
To make the car roadworthy in South Africa, the car must have side indicators, so, apart from the flip-out original indicators that the bakkie still has, small indicators have also been fitted. They don’t look out of place at all.
When the 170 Da was purchased, it was fitted with black tyres, but the current white-wall tyres, measuring 6.5/6.7 16, do give it a more vintage look. The wheels also feature the correct wheel hubs with the old, smaller Mercedes-Benz star on the caps.
Another highlight is found at the front of the car. The heavily louvred engine covers create a false impression that there might be a powerful engine lurking underneath. However, pull the spring-loaded metal pins, open both covers and you are greeted with a modest 1.8-litre, 4-cylinder diesel engine.
I open the door (backwards) with the small, but solid, door lever situated next to the front of the A-pillar. One immediately notices the leather strap on the inside, low down on the B-pillar, which pulls tight as you open the door. Once seated on the front bench I realise how small the cabin is, especially when the photographer also gets inside!
Behind the wheel of the Mercedes-Benz 170 Da
The cabin is elementary in its layout, and it is the wood surrounds of the door windows that contribute most to the vintage aura of the cabin. The view through the windscreen can be compared to that of a 170 passenger car of the time, especially when one takes into consideration the narrow bonnet with the individual headlights situated on the front wings.
In the centre of the cabin, just above the windscreen, is the button to switch on the wipers. Apart from this button, there are instruments for the fuel tank and even a clock, all covered by chrome surrounds, all situated in the black metal dashboard. The huge steering wheel helps with leverage, while the sight of seeing a steering column running all the way to the footwell is rather captivating.
To start the engine, I need to turn the key on the right of the steering wheel, and then press a small chrome lever, situated on the left of the steering column upwards. The engine catches quicker than I had expected. Immediately the loud, clattering sound of an old diesel engine engulfs the cabin, and suddenly you are transported to the early days of diesel engine technology.
The footwells between the front occupants are divided by the thick and angled gearlever. I expected a cumbersome gearshift action, but as I engage first gear the lever easily navigates straight up and we are off. Reverse gear is hard left and up.
First gear is very short and seconds later I move the gearlever down and into second gear. I can’t help but giggle at the speedo, which barely moves, but once I press the clutch pedal again and move the lever across the gate into third, we surge ahead at 50 km/h. How slow life in general must have been back then! At 1.87-metres, my hair just misses scraping the roof lining, but my field of vision does include the upper part of the windscreen and the lower part of the roof.
In the harsh, mid-day sunlight, the contrast of the two-tone silver and black paintwork, although not original, stands out and somehow does the bakkie justice. Purists might disagree and say that the metallic colour is slightly shinier than the original colours, but it is something you can only notice very close-up.
A neat trick by the restorer was to install additional gauges in the glove compartment to the right of the steering wheel. It makes perfect sense, as it is out of sight, but gives the driver added information about the engine’s water temperature and oil pressure. This is much-needed info, especially during summer.
I park the Mercedes-Benz 170 Da and pull a black lever to switch off the engine. I open the door by reaching forward to the door handle and climb out, over the narrow side-sill. If you don’t look towards the rear, it could just as well be a normal passenger car of the time from which you are egressing.
What a lovely little vehicle this is. It shows how rudimentary, and in its early stages, car design was at the time. It also shows how Mercedes-Benz, more than 70 years ago, thought about the importance of economies of scale – how to use a single chassis for multiple applications.
Ford may now be widely considered ‘a bakkie brand’, but its recently launched compact crossover – the Puma – heralds the return of the Blue Oval’s best passenger-car values…
South Africa has one of the most loyal, competitively traded and profitable bakkie markets globally. And Ford is a major presence in it, with the Ranger.
But there was a time when bakkies and ladder-frame SUVs weren’t Ford’s entire business. Suppose you are old enough to remember the Escort, Sierra, Sapphire, Telstar, TX5, Mondeo, Fiesta and Focus. In that case, you’ll recall that Ford passenger cars were regarded as “reasonably priced, yet involving to drive”.
It’s a pity Ford chose not to continue with the Fiesta and Focus in our market. Those hatchback platforms strike a fine balance between ride quality and driving dynamics, which has been a hallmark of European-engineered Ford models for decades. But, as the hatchback market devolved into a bargain segment (dominated by VW’s locally built continuation cars and Suzuki and Hyundai’s keenly-priced imports from India), there’s no business case for Fiesta or Focus in Mzansi. Globally, Fiesta’s lifecycle will end soon.
Without hatchbacks and their corresponding crossovers or SUVs, Ford has a problem. The bakkie market can never account for all South African new-vehicle sales, and not everyone can afford a Ranger double-cab as their family vehicle. Or wants one, for that matter.
The most affordable “reasonable” specification Ranger double-cab is the XLT 4×2, priced at R632 000 (November 2023). Without Kuga or EcoSport, Ford is short on customer alternatives for South African buyers who don’t want to deal with the parking or garaging issues of a double-cab bakkie.
Never available in SA, the 1st-gem Puma was a highly regarded compact FWD coupe.
Ford needs ‘passenger cars’
Despite Ranger’s success, Ford dealers jealously observe the sales volumes that Toyota achieves with the Corolla Cross and Volkswagen does with the Polo Vivo – they’re 2 of South Africa’s most popular affordable cars, for which Ford doesn’t have a counter.
Ford’s solution? The Puma. If your blood is blue, you’ll know the 2nd-gen Puma, a compact crossover that Ford launched globally in 2019, was preceded by a very competent front-wheel-drive coupe, built from 1997 to 2002. South Africa was never considered for the Puma coupe, because hot hatches were more in-demand than front-wheel-drive coupes. But the 2nd-generation Puma is available at your local Ford dealership, priced at R569 900 for the Titanium grade and R613 900 for an ST-Line Vignale.
With 1 drivetrain option and only 2 specification grades, the Puma has a very narrow model range in South Africa. Still, it is a curiously symbolic car for Ford and local followers of the Dearborn-based brand.
The Fiesta ST built a significant hot hatch reputation for Ford.
Why the Fiesta is missed
Ford’s decision to exit the hatchback business in South Africa made business sense, but it upset loyal brand followers. Ford’s hatchback legacy in South Africa traces back to the 1980s and cars like Escort, Sierra, Laser, Fiesta and Focus built legacy and brand affinity.
There was disappointment when Ford decided not to offer the facelifted version of the 7th-gen Fiesta in South Africa. Why? Because the Fiesta is a great driver’s car, regardless of specification.
Since the 1990s, European engineering teams have developed Ford’s compact cars prioritizing ride and handling. The result was hatchbacks with excellent high-speed tracking stability, even when rolling at speed over poorly surfaced South African roads.
By the time Ford’s 6th-gen Fiesta was ready for replacement, there was little argument against it being the best driver’s car in its class – superior to German, Korean and Japanese rivals. The 7th-gen Fiesta was even better, and although it failed to emulate its predecessor’s sales success, Ford fans were left frustrated when the (by then, admittedly pricey) compact hatchback was withdrawn from our market.
Ford’s 6th-generation Fiesta was the class-leading driver’s car of its time.
Puma is the ‘new’ Fiesta
With the introduction of Puma, Ford is re-entering the South African passenger car segment with a European-specification vehicle, built on arguably its best platform.
The Puma shares its vehicle architecture with the Fiesta, with the notable difference being a 95-mm longer wheelbase, which endows the crossover with more cabin space. Built on Ford’s B2E platform, Puma leverages Fiesta’s excellent ride and handling characteristics in a crossover configuration.
“But wasn’t EcoSport also built on the Fiesta platform?” Yes, the EcoSport used the same platform, but its suspension setup was more rudimentary, with monotube dampers, whereas Puma uses Hitachi twin-tube frequency reactive shock absorbers. On South Africa’s, um, textured road surfaces, the Puma’s more sophisticated suspension makes a difference regarding ride comfort, tracking stability and cornering grip, especially when rolling over mid-corner bumps and imperfections.
Sized in-between, can Puma replace both Kuga and EcoSport?
Are we getting the best engines for the Puma?
We’ve mentioned Volkswagen’s dominance in the shrinking local hatchback market as one of the reasons that Ford didn’t continue to offer the Fiesta in South Africa. But another reason was local fuel quality limiting available engine choices. That does beg the question: what has happened since the Fiesta was discontinued and now? Zilch, because South African fuel quality remains deeply problematic.
Engine choice is potentially the issue with Puma. Its price-to-performance ratio is low, with a much narrower powertrain offering than Volkswagen offers in the T-Cross, for example.
There is only one engine option, Ford’s familiar 1.0-litre turbopetrol “Ecoboost” triple, which also powered the EcoSport. It produces peak outputs of 92 kW and 170 Nm, plus delivers confident throttle responses. But like all moderately boosted 1.0-litre engines, it’s always on-boost and actual world fuel consumption is heavier than many customers anticipate for an engine of such modest capacity.
Puma ST is wonderfully reminiscent of everything great about Ford’s ST hot hatches.
Power outputs and the ST option
In the T-Cross, Volkswagen’s equivalent 1.0-litre triple is less powerful than the Puma’s engine, at 85 kW, but has 30 Nm more torque. In addition, VW offers a 1.5-litre engine option, too, with outputs of 110 kW and 250 Nm, making the T-Cross more powerful and responsive than the Puma at a comparable price.
But surely there are better engine options for Puma? Well, there are. A hybridised version of the 1.0-litre turbopetrol is available in other RHD markets, such as the UK, offering Puma drivers 114 kW/240 Nm or 125 kW/248 Nm. Perhaps the most compelling drivetrain option is the Puma ST; it features the legacy Fiesta 1.5-litre turbopetrol engine (with 147 kW and 320 Nm) mated with a 6-speed manual gearbox.
Even if they are mild-hybrid versions with tiny battery packs, imported hybrids trigger a significant tariff cost, and it’s likely the 114- or 125 kW Pumas would have priced way too near to R700 000.
Ford’s Puma ST combines a 147 kW engine and 6-speed manual gearbox, but would legacy Ford hot hatchback customers be keen on it, even if the price was beyond R700 000? It remains an untested question for now, but a very tempting one…
Ford’s excellent infotainment interfacing could be the clincher for potential Puma customers…
The comeback of a Ford driver’s car
The Puma is entering a challenging market with established rivals. In a sense, Puma needs to be many more things in South Africa than in other markets where it is sold. Puma is partly a Fiesta legacy car and a junior Kuga replacement (Mzansi is one of the very few markets in which the 3rd-gen Kuga isn’t sold).
If you buy a crossover purely considering price and engine performance, Volkswagen’s T-Cross 1.5TSI 110 KW offers more kilowatts for your Rands.
The Omoda C5 and Haval Jolion are larger than Puma, with superior standard equipment levels and much cheaper pricing, but Ford’s compact crossover offers far excellent dynamic driving qualities.
With a 2-derivative range, Ford is being conservative with Puma. But Ford fans will be heartened by having the option of a proper European-designed, engineered and assembled family car, that isn’t a bakkie or large SUV.
The manual gearbox has long dominated South Africa’s light-vehicle segment, but the latest figures show that’s no longer the case. Yes, a tipping point has been reached, with automatics now outselling manuals in Mzansi…
In South Africa, the humble manual gearbox has long governed sales in the new-vehicle market, with automatic transmissions having to settle for a distant 2nd place. But that ratio (if you’ll excuse the pun) has been shifting (sorry, more wordplay) over the past few years – and has now been reversed (that’s the last one, we promise).
Yes, rather fascinatingly, the split has just tipped in favour of the auto. Based on the latest sales figures, we can confirm the automatic transmission has crept ahead of the manual cog-swapper in the local market. That’s right, autos are now officially outselling manuals in Mzansi.
The automated manual is classed as an automatic transmission.
How do we know? Well, we were curious about the sales split so reached out to our studious friends over at Lightstone Auto, who graciously supplied us with what turned out to be an exceptionally interesting dataset. Bear in mind we asked for the figures to be restricted to light-vehicle sales – so, all passenger cars, including SUVs, and light-commercial vehicles (LCV) – thus excluding medium-, heavy- and extra-heavy commercial vehicles (such as trucks) as well as large buses from the equation.
In addition, note “automatic transmission” here covers all types of self-shifting gearboxes, including the traditional torque converter, the dual-clutch transmission (DCT), the continuously variable transmission (CVT) and even the automated manual transmission (AMT). So, any light vehicle with 2 rather than 3 pedals, then.
Sales split by transmission in SA since 2013
Top-spec double-cab bakkies are routinely bought in auto guise in 2023.
To provide a clear picture of exactly how buyer patterns have changed over time, we asked Lightstone Auto for figures going back an entire decade. As you can see in our illustration below, the automatic transmission’s rise has been slow but incredibly steady, with the 2023 year-to-date (up to the end of September) split finally seeing the manual ‘box dipping below 50% for the 1st time.
Back in 2013, the manual gearbox accounted for a whopping 77% of all new light-vehicle sales in South Africa – so, not even 1 in 4 models sold was an auto – before losing a single percentage point the following year. From 2015 to 2018, the automatic transmission improved its share of the market by a considerable 10% (moving neatly from 26% to 36%), and increased it further to 39% in 2019.
In 2020 – which the local automotive industry will remember as a year defined by the lowest sales total in around 2 decades, courtesy of a certain global pandemic – the auto gearbox breached the 40% barrier, achieving a 43:57 split with 3-pedal models. It added 2 more percentage points in 2021 and a further 3 in 2022 (when the scale was teetering at 48:52), before finally reaching a turning point over the opening 9 months of 2023. So far this year (up to the end of September), 51% of light vehicles sold in SA were fitted with an automatic cog-swapper. Based on what looks like a clear trajectory, the auto seems likely to remain ahead in 2023 overall.
Why has the auto overtaken the manual ‘box in SA?
Subaru doesn’t offer its EyeSight system on the manual-equipped WRX.
So, why has the automatic gearbox moved into pole position in South Africa? Well, there are a number of plausible theories, each in spite of the fact derivatives with a self-shifting transmission tend to attract a price premium over the equivalent manual variant. For instance, there are simply more auto options on the market today than in years gone by.
In line with global trends, this phenomenon has been partly driven by vastly improved gearbox designs and indeed by manufacturers striving to meet ever-stricter emissions regulations in certain parts of the world (many modern autos are more efficient than manuals, after all). Even several semi-autonomous driving functions are far simpler to implement on auto-equipped cars. As an example, the manual version of the current-gen Subaru WRX does without the Japanese firm’s EyeSight 4.0 Driver Assistance System, which is fitted as standard on the CVT-equipped derivative.
Of course, there’s also the convenience factor, which has grown increasingly relevant as local roads have become more and more congested; even staunch fans of the manual gearbox will admit it’s no fun working a clutch pedal in multiple-hour traffic jams. The rise of the dual-clutch transmission, too, has surely played a role here, as has the penetration of the (admittedly clunky) automated manual gearbox in the local budget-car segment.
How the market for autos has changed: a few examples
A significant 60% of derivatives in the local VW Polo hatch range come with a dual-clutch transmission.
To show how transmission options provided to SA buyers have changed over time, let’s look at the make-up of 3 traditionally popular model ranges at various points – in 2014, 2019 and today – over the past decade or so. In 2014, just 12% of derivatives in the local Volkswagen Polo hatchback line-up comprised automatic variants, a percentage that climbed to 44% in 2019 and 60% in 2023. Over the same period, auto derivatives in the Toyota Hilux range moved from 24% to 41% and finally settled on 44%. The change is even more stark in the BMW 3 Series portfolio, with respective figures of 62%, 100% and 100%.
Though the Bavarian automaker does still offer a manual gearbox in Mzansi – though only in the G87-generation M2, which curiously costs R9 714 more in stick-shift guise than in 8-speed auto form – most other brands with a premium bent have long since ditched the “row-it-yourself” transmission. In South Africa, such marques include Alfa Romeo, Audi, Jaguar, Land Rover, Lexus, Maserati, Jeep, Mercedes-Benz, Mini and Volvo.
In these spaces – that is, outside of the budget and LCV segments – the manual gearbox is thus the preserve of a select few high-performance cars. Though, with modern automatic transmissions offering faster shift times and added efficiency, even these 3-pedal sports cars are dying out (Porsche SA, however, appears to be an exception, as it still offers as many as 10 variants with 3 pedals).
Rise of electrification to accelerate auto dominance
Every EV offered in South Africa features an automatic transmission.
So, will the manual cog-swapper continue its slip down the sales charts? Well, it’s worth keeping in mind the auto gearbox has another distinct advantage: the global market’s transition towards electrification. You see, fully electric vehicles (EVs) are currently available exclusively in auto guise, often with just a single gear (though Toyota is working on a manual ‘box for EVs). This will only further amplify the shift.
It’s a similar case with traditional hybrids as well as plug-in hybrid electric vehicles (PHEVs), which are currently also offered only in automatic form in South Africa. In addition, we couldn’t find a single example of a manual-equipped mild-hybrid vehicle on Mzansi’s new-car market (though this configuration does exist in some other countries).
Of course, the local market’s entrenched price sensitivity – and indeed the budget segment’s considerable share of total industry sales – means the manual gearbox will surely be around in South Africa for many more years to come. But there’s little doubt its stake will continue to drop, with the local market having now officially reached a tipping point.
