The M1-engined 745i – The secret South African creation – BMW Group SA Chronicles (Ep 3 Video)
Episode 3 of the Official BMW Group SA Chronicles has gone live and this week we feature the incredible 745i, powered by the engine of the M1 supercar.
The BMW 745i was created almost in secret by BMW South Africa. The decision to use the special BMW M1 engine was a bold move, and required some serious custom engineering just to make it work.
Only 255 units of this sports luxury sedan were ever built, and it remains a shining example of the prowess of South African engineering. It also gave birth to the 745 racecar, which became a highlight of the South African race scene, in the hands of the legendary Tony Viana.
Born in the ’80s, a particularly difficult period in South Africa’s history, the 745i also represents a time when BMW worked closely with South African political activists to keep the Rosslyn plant operational, and to contribute positively to South Africa’s history.
Are you thinking about buying a 2nd-gen Ford Figo? This article lists the Indian-built budget car’s pros and cons, which derivatives were available in South Africa and what you can expect to pay for a good used example of the Blue Oval’s model …
While the original (B517-gen) Ford Figo was a strong seller in Mzansi during its 5-year tenure, there was no denying it was little more than a rebadged 5th-gen Fiesta. However, with the 2nd iteration (which was known internally as the B5620), the Blue Oval brand shifted away from the prolonged-lifecycle approach.
Though it was again based on a platform shared with the Fiesta and also produced in India, this time the Figo range incorporated both 5-door hatchback and 4-door sedan body styles. It furthermore boasted a unique body shell (adorned with a Fusion-inspired grille), more powerful engines and fresh technology.
The 2nd-gen Figo was positioned a little higher than its predecessor.
Bearing in mind that, unlike its predecessor, the 2nd-gen Figo was not a continuation model that the Blue Oval could bring to market highly cost-effectively, the Ford Motor Corporation of Southern Africa (then the country’s 3rd biggest automaker) was compelled to position the model somewhat more upmarket than before. When it debuted, it was thus sited towards the sharp end of the so-called sub-B-segment.
Though the Figo remained the entry point to Ford ownership, there was an appreciable hike in pricing, with the gap to the Fiesta thus narrowing markedly. This, in turn, ultimately saw the base Ambiente trim being dropped from the Fiesta line-up when the 7th-gen model made its local debut in May 2018.
The B562-gen Ford Figo range included hatchback and sedan variants.
Just how popular was this model in the local market? Well, in 2020, the Figo placed 12th on the list of South Africa’s best-selling passenger cars in the new-vehicle market (with 4 906 units registered that year). Although it was not a weak effort, that number put the Ford model behind segment rivals such as the Volkswagen Polo Vivo (19 750 units), Toyota Etios (5 806 units) and Suzuki Swift (5 507 units).
Production of the 2nd-gen Figo ended at the company’s Chennai and Sanand factories in 2021, with stock running dry in South Africa around the 2nd quarter of 2022. The Figo’s local demise followed shortly after that of the Fiesta (with the EcoSport, likewise, being put out to pasture a little later), effectively reducing Ford SA’s passenger-vehicle line-up (at the time) to the Mustang and Everest.
Ford Figo line-up in South Africa
The top-spec Titanium hatchback interior at launch in 2015.
The Figo – which was badged as the Ka or Ka+ in some overseas markets – was revealed in production sedan form (wearing the “Aspire” badge) in India in May 2015, although a hatchback concept had been unwrapped in Brazil as far back in November 2013.
In October 2015, the 2nd-gen Figo arrived in South Africa, with the range comprising 6 hatches and 3 sedans. Buyers had the choice of a pair of 1.5-litre, 4-cylinder engines (a naturally aspirated petrol or a turbodiesel unit, each driving the front axle) and 2 transmissions (a 5-speed manual or a 6-speed dual-clutch automatic). With 3 trim levels on offer, the 9-strong line-up looked like this at launch:
1.5 Ambiente hatch 5MT (82 kW/136 Nm)
1.5 Ambiente sedan 5MT (82 kW/136 Nm)
1.5 Trend hatch 5MT (82 kW/136 Nm)
1.5 Trend sedan 5MT (82 kW/136 Nm)
1.5 Titanium hatch 5MT (82 kW/136 Nm)
1.5 TDCi Ambiente hatch 5MT (74 kW/215 Nm)
1.5 TDCi Trend hatch 5MT (74 kW/215 Nm)
1.5 Titanium hatch 6DCT (82 kW/136 Nm)
1.5 Titanium sedan 6DCT (82 kW/136 Nm)
The local Figo range continued unchanged until May 2018, when the Dearborn-based manufacturer’s local subsidiary introduced a refreshed version of the model. The facelift included the requisite styling tweaks and interior upgrades, as well as a longer standard service plan, plus a new engine (used across the range) and automatic transmission. There was also a clever “device dock” positioned in the upper section of the centre console, which could be used to connect and power smartphones.
The facelifted Figo gained a longer service plan as standard.
Interestingly, the fuel-frugal 1.5 TDCi turbodiesel mill fell away at this point, while the 1.5-litre, 4-cylinder petrol unit was replaced by a new (also atmospheric/non-turbocharged) 3-cylinder petrol engine of the same displacement (offering outputs increased to 88 kW and 150 Nm). While the 5-speed manual gearbox was carried over, the problematic PowerShift-branded dual-clutch transmission was ditched in favour of a conventional 6-speed torque-converter automatic. In addition, the range was pared back to 5 derivatives (3 hatches and 2 sedans), temporarily featuring only the Ambiente and Trend grades.
In December 2018, the high-spec Titanium trim returned to the line-up, though it was offered only in conjunction with the hatchback body style and, somewhat curiously, a manual ‘box. Highlights of the flagship included a 6.5-inch touchscreen (running the latest Sync3 software), a reverse-view camera, extra safety kit and Ford MyKey, a feature that allowed owners to programme a key for “younger drivers” to inhibit incoming phone calls, restrict the top speed and reduce the audio system’s maximum volume.
Base and mid-spec facelifted models featured this device-dock solution.
A special-edition Figo Blu appeared in mid-2019, based on the Figo 1.5 Trend hatch and limited to 360 units. It scored a black mesh grille, blue front-bumper trim, black 15-inch multi-spoke alloys, black side-mirror caps, a black roof and stripes down its flanks. Inside, the Figo Blu featured gloss-blue door inserts, blue gearshift-gaiter stitching, embroidered front floor mats and a leather-wrapped steering wheel.
Finally, after Ford had quietly hiked the 1.5 Ti-VCT 3-pot’s maximum power output from 88 kW to 91 kW, the Figo Freestyle cross-hatch slotted in at the top of the line-up in June 2020. Available in mid-tier Trend and top-spec Titanium forms (and exclusively with a manual gearbox), the Freestyle was billed as a “compact utility vehicle”. It featured a 190-mm ground clearance, bigger wheels (15-inch alloys shod with 175/65 tyres) and “SUV-derived” styling cues (including black body cladding, roof rails and skid-plates, fore and aft).
What are the advantages of a Ford Figo?
All facelifted derivatives (Titanium pictured) used the peppy 1.5 Ti-VCT Dragon engine.
Peppy and potentially frugal engines: The 1.5 TDCi (DV5) engine offered in the pre-facelift Figo hatch was a particularly tractable motor – delivering its peak torque (215 Nm) from 1 750 to 3 000 rpm (and thus boasting sprightly in-gear acceleration). Of course, the little turbodiesel unit also had the potential to return impressive fuel economy, with Ford quoting a combined figure of just 4.1 L/100 km.
On the naturally aspirated petrol front, the 1.5 Ti-VCT “Dragon” engine that powered all facelifted Figo derivatives may have been down a cylinder compared with the old 1.5-litre Sigma motor it replaced, but it offered more grunt and felt far livelier (while sipping a claimed 5.7 L/100 km in manual guise; an improvement over the old engine’s stated figure of 5.9 L/100 km). Despite featuring an odd number of cylinders, it was a surprisingly smooth-revving motor.
Freestyle derivatives featured even more ground clearance.
Commendable ride comfort: Since the Figo was set up to cope with India’s notoriously poor road infrastructure, it offered an absorbent ride quality with damping that felt a little more resolved than you might expect from contenders at this end of the market. Featuring a semi-independent twist-beam suspension arrangement at the rear and generous ground clearance of 174 mm, the B562 series furthermore benefited from high-profile tyres (175/65 on all derivatives, regardless of whether 14- or 15-inch alloys were fitted). Freestyle variants, meanwhile, enjoyed an extra 16 mm of ride height.
Pair of body styles (plus a cross-hatch): While the original Figo was available exclusively as a hatchback, the 2nd-generation range also included a sedan option, which offered an appreciably bigger boot with a claimed 445-litre capacity (and stretched a further 368 mm from nose to tail). The addition of the Freestyle cross-hatch later in the model’s lifecycle broadened the Figo’s appeal even further.
What are the disadvantages of a Ford Figo?
The cabin of the facelifted Figo Trend hatchback.
A few safety anomalies: Budget cars are hardly ever equipped with myriad standard safety features, but the 2nd-gen Figo did lack a few notable items. All derivatives did without ISOfix child-seat anchors, while the centrally seated rear passenger had to make do with a lap belt. In addition, it’s worth noting only Titanium derivatives featured a complement of 6 airbags, with all others settling for dual front items.
What’s more, the only derivatives in the pre-facelift range to score electronic stability control were the auto-equipped Titanium versions, which further featured hill-launch assist. Similarly, in the facelifted line-up, only the self-shifting Trend hatchback came with traction control (and hill-launch assist).
Though specifications varied by market, the Figo’s crash-test results were a mixed bag, with the Indian-built sedan being awarded 3 stars by Global NCAP in 2017 (a score matched by the Ka+ hatch in its Euro NCAP evaluation) and the Brazilian-built version chalking up zero stars from Latin NCAP later that year. The facelifted model, however, redeemed itself with a 4-star rating from Latin NCAP in 2019, although, the version offered in South America at that stage was, interestingly, sourced from India.
The hatchback’s luggage capacity was below average for the class.
Some ergonomic foibles: Although the Figo was largely enjoyable to drive, there were a few ergonomic issues. For instance, manual versions lacked a footrest to the left of the pedal box, while the clutch had an unusually high biting point. The steering wheel, meanwhile, was devoid of satellite controls (bar on the flagship Titanium derivative) and the steering column could only be adjusted for rake, not reach.
While the rear bench in the Ambiente hatch and all sedan derivatives could fold down, it did without a 60:40-split function, which the more expensive derivatives were equipped with. In addition, since the hatchback maximised rear passenger space at the expense of luggage capacity, its claimed 256-litre load-bay capacity was below the class average (and even tighter than that of the original Figo!).
PowerShift problems (pre-facelift): Titanium versions of the pre-facelift Figo employed the maligned PowerShift dual-clutch automatic transmission, which was known to suffer from leaking seals that led to oil contamination of the dry clutch module (resulting in juddering and jerky acceleration). Thankfully, the Blue Oval switched to a conventional 6-speed torque-converter automatic at the mid-cycle refresh.
For the record, the engines themselves seemed to have few inherent issues – provided they were well cared for, of course. The newer 3-cylinder petrol motor, in particular, would have appealed to buyers wary of going the downsized, turbocharged route. The only other possible issue we discovered was that Figo derivatives built between September 2017 and April 2019 were recalled in India for a potentially defective battery monitoring system (BMS) wiring harness.
How much is a Ford Figo in South Africa?
Just 360 units of the Figo Blu came to South Africa.
Whereas the pre-facelift Ford Figo featured a 2-year/40 000 km service plan, the refreshed model upgraded to a 4-year/60 000 km arrangement. That’s great news for those shopping for a late-model example, which would – at the time of writing, at least – still enjoy some cover. Regardless, always give preference to models featuring a full, verifiable maintenance history.
Of the used 2nd-gen Ford Figo listings on Cars.co.za at the time of writing, a whopping 85% took the form of hatchback variants (10% of which were Freestyle derivatives). More than 96% featured a petrol engine, while just 7% were equipped with an automatic transmission.
Mileage varied from a mere 10 km through to 233 000 km, with the latter achieved by a 2019 1.5 Ti-VCT Ambiente hatch. We found a further 4 examples with more than 200 000 km on their odometers. White (60%) was the most popular paint colour, followed by silver (19%), grey (5%) and red (4%).
Below R100 000: While there were very few options below this point, all were – rather unexpectedly – facelifted models. Still, we’d advise treading particularly carefully here; should a deal appear too good to be true, it probably is.
From R100 000 to R150 000: All model years bar the first and last were represented here, though the most common were 2018 and 2019. We found low-spec, sub-50 000 km facelifted examples in this bracket, along with a higher-than-average distribution of the less-popular sedan body style.
From R150 000 to R200 000: At the time of writing, this was easily the most densely populated pricing bracket, comprising almost exclusively facelifted examples (with the 3-cylinder engine thus dominating). Fascinatingly, though, we discovered very few Titanium-spec vehicles here.
R200 000 and up: Spending upwards of R200k would get you a late model-year Figo, with the choice of the mid-tier Trend or top-spec Titanium grades. This pricing segment was also where we found most Freestyle derivatives, which accounted for nearly 40% of Figo listings above this mark.
Which Ford Figo derivative should I buy?
The Titanium trim level (facelift) was the only to offer this infotainment system.
So, which derivative is the best of the bunch? Well, if you’re in the market for a turbodiesel Figo, you’d be limited to the pre-facelift hatchback. Here, we’d opt for the Trend trim level as Ambiente was perhaps a little too basic for most needs. Of course, bear in mind there aren’t many oil-burning B562-series Figo examples around; precious few of all listings on Cars.co.za (at the time of writing) feature this engine.
We suspect most buyers will be looking for a petrol-fed example and probably favour the hatch over the sedan variant. In that case, we’d recommend searching for a facelifted model, as the 3-cylinder engine offered more poke – not to mention character and, potentially, fuel economy – than the earlier 4-pot.
For the hatch (and Freestyle), the flagship Titanium specification would be first prize considering its lengthier list of standard features, which included a more comprehensive infotainment system, an uprated instrument cluster, automatic headlights, rain-sensing wipers, four extra airbags and more. However, the Trend grade would also be worth considering and would be a bit easier to come by, too.
Is the Ford Figo a good used buy?
If you’re keen on petrol power, it’s worth looking for a facelifted example.
In its day, the Ford Figo had a few tough sub-B-segment rivals with which to contend, from the locally produced and incredibly popular Volkswagen Polo Vivo to the Indian-built Toyota Etios and Suzuki Swift (both the AZG and A2L generations, including the Dzire sedan). The B52-gen Renault Sandero – which has since been replaced by the Kiger in the local market – was another spacious hatchback alternative and the only one here that used a downsized turbopetrol engine.
Meanwhile, the Figo Freestyle competed in an interesting cross-hatch sub-segment that included contenders such as the Volkswagen Polo Vivo Maxx (and even the smaller, classy Cross Up), the Toyota Etios Cross, the Renault Sandero Stepway and perhaps even the little Suzuki Ignis.
So, does the B562-series Ford Figo make a sensible 2nd-hand buy? Well, although the 2nd-gen model wasn’t quite as compelling a value proposition as its prolonged-lifecycle predecessor, there’s no doubt it was a more accomplished product. And, with the nameplate now discontinued, the Figo appears to be clawing back some of that value on the used market, making it an increasingly attractive option.
Our spy photographers have snapped the 2024 Volkswagen Golf 8 GTI facelift on the Nurburgring alongside the current shape GTI. Let’s play spot the difference!
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
We’re counting down the days until the reveal of the Golf 8 GTI facelift from Volkswagen as it’s expected to make its public debut in early 2024. Numerous spy shots have appeared prior, but this is the first time we’re seeing both the current car and the new model side by side, giving us some idea of the changes.
Visually, there are not many to speak of, with the smallest changes on the front and rear bumpers, and we spotted a slightly different sized exhaust pipe.
The key changes will be in the cabin and under the skin, with revisions to the infotainment system and car’s computing systems, both of which struggled with bugs and glitches. There will be a repositioning of the infotainment screen which will also grow in size, reportedly up to 12.9-inches and similar to that of the brand-new Tiguan.
The Tiguan’s cabin might be used for the facelifted Golf 8
It appears the touch-sensitive steering wheel buttons have been replaced by more natural physical buttons.
There will be some trim and quality updates, as well as ergonomic tweaks like illumination for the climate control and volume controls too.
We’re not expecting major changes to the 2.0-litre turbocharged 4-cylinder petrol engine found in the GTI. As a reminder, there’s 180 kW and 370 Nm on offer. The vehicle is front-wheel driven and features a 7-speed quick-shifting dual-clutch gearbox. It appears the standard Golf derivatives (which aren’t offered in SA) will gain some new hybrid engines.
We expect the facelifted Golf GTI to reach South Africa during the course of 2024.
Time’s up for the Volkswagen Up. Yes, the German firm has reportedly axed its smallest car – which was once offered in SA – after a production run spanning 12 years…
The Volkswagen Up is no more. According to a fresh report out of Europe, the Wolfsburg-based automaker has stopped manufacturing the diminutive city car at its Bratislava factory in Slovakia after a production run of 12 years.
Autocar reports the Up has finally reached the end of the line. Of course, production of the Up’s platform siblings – the Škoda Citigo and Seat Mii, neither of which was ever offered in SA – ended in 2020 and 2021, respectively.
The pre-facelift Cross Up touched down in SA in May 2016.
As a reminder, VW first started building the tiny city car back in 2011, though the nameplate arrived in South Africa (initially in 3-door hatchback form) only in February 2015. The local launch took place after seemingly much deliberation from VW SA, which likely had concerns that the new model would overlap with the Kariega-built Polo Vivo.
By May 2016, the 5-door version of the classy little Up hatch had touched down in South Africa (including a then-new SUV-mimicking Cross derivative), before the range was handed a subtle facelift in November 2016. At that point, the 3-door derivatives fell away from the local line-up. The Up was then quietly discontinued in Mzansi around the final quarter of 2020, with the fully electric e-Up and the Up GTI warm hatch never making it to local shores.
The VW Up GTI was unfortunately never offered in Mzansi.
In South Africa, the Volkswagen Up was powered by a naturally aspirated 1.0-litre, 3-cylinder petrol engine, which delivered peak outputs of 55 kW and 95 Nm to the front axle via a 5-speed manual gearbox (no automatic transmission was on offer in SA). Locally, the city car was available in the Take, Move, Colour, Cross and Beats trim levels.
The as-yet-unrevealed VW ID.1 – a small, sub-ID.2 fully electric city car – is likely to serve as an eventual replacement for the Up in Europe.
Mitsubishi Limited Edition Triton GLX Goes on Sale
Mitsubishi SA has announced the arrival of a limited-edition GLX Triton. Here are the details, specs and price.
This Triton GLX is R10 000 more than the standard GL upon which it is based, but features additional content like the nudge bar, sports bar, tonneau cover, double-tube tow bar, tailgate lock and a Sony infotainment system.
Mitsubishi Limited Edition Triton Engine and Gearbox
The 2.4-litre turbocharged 4-cylinder turbocharged diesel engine has been in service for some time and in this application develops 100 kW and 324 Nm. The vehicle features a 6-speed manual gearbox and comes with a limited-slip differential.
There’s no 4×4 system here with the GLX utilising a 4×2 setup. On the combined cycle, this Mitsubishi Triton GLX is claimed to consume just 8 L/100 km. The vehicle has a tow rating of up to 1 ton.
The Triton retains its workhorse capabilities and the loadbed measures 1 5250 mm in length, 1 470 mm in width and 475 mm deep. For this model, the tailgate has been upgraded with the Triton Tailgate lock and the contents of the loadbin are covered by a Keko Tonneau cover. For some fun and personality, there’s a Keko Sports bar.
Standard Features
The list of standard features for your R529 990 is decent, with keyless entry, central locking, immobiliser, electric windows, air-conditioning and a touchscreen infotainment system with Apple CarPlay and Android Auto, that’s upgraded as part of this limited-edition derivative.
On the safety front, the Mitsubishi Limited Edition Triton features airbags for the driver and front passenger, ABS brakes with BED and ISOFIX child seat anchors.
How much does the Mitsubishi Limited Edition Triton cost in South Africa?
The Triton double cab GLX is sold with a 3-year / 100 000 km warranty and a 5-year/90 000 km service. Five years of unlimited roadside assistance is included and service intervals are every 10 000 km.
This is the Nissan Patrol Black Hawk and we’ve uncovered specs and pricing. Here’s how much you can expect to pay for this supercharged V8 monster.
The Nissan Patrol Black Hawk is an extreme take on the Patrol luxury SUV. The upgrade comprises a bold and aggressive body kit, large wheels and a healthy power boost. Unlike the Patrol which is offered across the Nissan South Africa network, the Black Hawk is retailed exclusively through the BB Group of dealerships. The Black Hawk retails for R2 200 000, a premium over the standard Patrol which costs R 1 756 900.
Under the bonnet is a 5.6-litre supercharged petrol engine that makes 396 kW and 772 Nm. All that shove goes to all four wheels via a 7-speed automatic transmission. While there’s no official 0-100 kph performance claim, a good frame of reference is the standard Patrol offering up 298 kW and 560 Nm.
The standard car hits 100 kph in around 7 seconds, so you can expect the Black Hawk to be significantly quicker.
Standard features
The Patrol Black Hawk rides on 22-inch wrapped in 285/40 rubber. Inside, passengers are treated to a high-quality Bose audio system, climate control front seats, second row 8-inch entertainment screens with headphones, second row climate control, a powered tailgate, large central infotainment screen, USB/Bluetooth connectivity and smartphone pairing. On-board navigation is included too.
When it comes to safety, the Patrol Black Hawk features intelligent cruise control, 360-degree panoramic camera, forward collision warning, lane departure warning/intervention, blind spot warning/intervention, emergency brake, cross traffic assist and front/rear parking sensors.
For those wanting to take their Black Hawks offroading, the vehicle retains all of the Patrol’s 4×4 capabilities and comes with hill descent control, tyre pressure sensors, intelligent all-mode 4WD with road, sand, rock modes and the vehicle comes with a helical Limited Slip Differential (LSD) and rear differential lock.
A facelifted version of the Isuzu D-Max has been revealed in Thailand, boasting updated styling, a revised cabin and fresh technology…
The facelifted Isuzu D-Max has been unveiled in Thailand, with the “significantly improved” version of the Japanese bakkie gaining revised styling, an updated interior and various added features.
Though the RG-generation D-Max launched in South Africa as recently as April 2022 – with production finally commencing at Struandale in the Eastern Cape after a lengthy delay – this model has been available in markets such as Thailand (where it is also built) since late in 2019.
Isuzu’s global division says sales of the updated model will start in Thailand this week before rolling out “gradually across the rest of the globe”. We’ve asked Isuzu Motors South Africa what the plans are for the local market – where the D-Max is the 3rd best-selling bakkie year to date (behind only the likewise locally manufactured Toyota Hilux and Ford Ranger), with 14 813 units – and will update this story once we hear back.
The Thai-spec version scores revised styling up front, including a “power bulge” for the bonnet and a “higher and wider” grille. The headlamps have been redesigned and now feature a new lighting signature, while the taillights gain a 3-level “L-shaped” motif courtesy of LED tubes. New 18-inch alloy wheels debut as well.
The Yokohama-based automaker says the D-Max’s “aerodynamic performance” has been improved, too, thanks to the adoption of new “air curtains” at either end of the front bumper and an enlarger spoiler on the top section of the tailgate.
Inside, the instrument cluster has been revised (and enlarged to a diameter of 7 inches), while Isuzu claims the infotainment display features “greater user-friendliness” than before thanks to an updated interface and the addition of a physical volume dial (as opposed to buttons).
In Thailand, the D-Max furthermore upgrades to a new front-facing camera system (complete with a heating element to ensure it remains functional in cold weather) that allows the inclusion of fresh advanced driver assistance features. Isuzu claims it has tweaked the D-Max’s traction-control system, too, while also adding a new “rough terrain mode”.
No changes have been made to the powertrain, so high-spec D-Max derivatives still employ a 3.0-litre, 4-cylinder turbodiesel engine generating 140 kW and 450 Nm. For the record, the D-Max manufactured locally is also available with a 1.9-litre oil-burner, which offers 110 kW and 350 Nm. Transmission options on both engines comprise a 6-speed manual gearbox or an automatic with the same number of cogs.
As an aside, Shinsuke Minami, Isuzu President and COO, confirmed at the reveal of the updated D-Max that the company has plans to build a fully electric bakkie in Thailand.
“Isuzu is actively taking efforts to realise a carbon-neutral society. Going forward, Isuzu plans to produce a BEV (Battery Electric Vehicle) pickup truck in Thailand. Isuzu will first introduce it in Europe and then examine its gradual roll out by meeting the needs of each market, including Thailand,” said Minami-san.
Nissan SA to ‘restructure’ as it seeks NP200 replacement
Nissan South Africa has entered a “formal consultation phase to restructure the business” as it seeks a replacement for the NP200 that will soon go out of production…
With production of the NP200 scheduled to end in March 2024, Nissan South Africa has confirmed it has officially entered a “formal consultation phase to restructure the business”.
In a statement, the Japanese automaker’s local division said though production of the NP200 half-tonne bakkie would end at its Rosslyn plant in the opening quarter of next year, the factory would continue to build the Navara 1-tonne contender, with “model upgrades to come and export destinations set to increase”.
NP200 replacement fell through
Interestingly, the company confirmed it had earlier lined up an “immediate replacement model for NP200”, which was planned to be built on a Renault-Nissan-Mitsubishi Alliance shared platform in Russia.
“However, the geopolitical situation in Russia meant this model was no longer viable due to significantly reduced volumes. In line with our African strategy, securing a 2nd model for production in South Africa is a priority and a study into an alternative vehicle is already progressing,” the statement from Nissan SA read.
“Until our future plans are confirmed, the business will be operating at reduced production volumes and needs to act responsibly to maintain its long-term competitiveness and be ready to secure future opportunities.
“Nissan South Africa has now entered into a formal consultation phase to restructure the business, which could result in a reduction in the number of employees across the company.
“During the consultation phase, we will work with our employees, their representatives and our partners to minimise the impact on our people and investigate other opportunities for them and for the business to ensure a sustainable future for the brand in South Africa.”
The company added it was “focusing on building a strong future for the brand and for our employees in South Africa”.
NP200 debuted way back in 2008
The NP200 arrived on the scene as a replacement for the Nissan 1400 back in 2008. The workhorse bakkie has had the local half-tonne bakkie segment all to itself since the close of 2017, when General Motors quit Mzansi, thus marking the end of the road for the Chevrolet Utility.
As such, the Dacia Logan-based single cab quickly became Nissan SA’s chief volume driver. Over the opening 8 months of 2023, as many as 8 862 examples were registered locally, enough to earn it 4th place on the list of SA’s best-selling bakkies and a top-10 place overall, despite its advanced age. That tally represented a whopping 43.9% of all Nissan sales from the start of January to the end of August 2023.
Wild E30 BMW! E36 M3 3.2L Engine Swop, Stunning widebody E30 built in SA
This BMW E30 creation was completed in just 45 days! With cosmetic upgrades and a special 3.2-litre engine, this local build is impressive.
When Dhesigan Donovan Naicker, owner of VP Racing Fuels South Africa, decided to build an E30 BMW, he wanted it to be special. And miraculously, him and his team turned this car from a shell to what you see here in just 45 days.
Riding on air with a dramatic widebody kits, the custom upgrades were not just aesthetic, they also managed to drop an E36 M3 3.2-litre motor under the bonnet, well, if there was a bonnet.
This is definitely one of the wildest E30s we’ve ever seen and the fact that is proudly built in South Africa is just the cherry on top.
We hope you enjoy this special car and we’d love to know what you think of it in the comments below.
New Subaru WRX vs old WRX – Is Subaru back to its best?
Ciro De Siena owns a classic Subaru WRX and brought it along to see how it compares with the modern 2023 Subaru WRX.
The Subaru WRX is one of the most iconic nameplates globally, but in the recent past, it’s fallen to one side as more powerful hot hatches have been developed to take its place. Subaru also thought its WRX should take on the performance sedan segment against the likes of the Audi A4, BMW 3 Series and the Merc C-Class.
But now, in 2023, the new WRX is back and has a manual gearbox option teamed with a proper exhaust sound. Our resident Subaru WRX owner, Ciro De Siena, brought his WRX Prodrive out to play with the new model. How do the two models, some 20 years apart compare and has Subaru finally got its groove back? Watch and see what he thinks.
