Audi TT (2015-2024) Buyer’s Guide

While you can no longer buy an Audi TT new, there are a few tantalising examples of the 3rd-gen model on the used market. Here’s what you need to know when shopping for a 2nd-hand version of one of Ingolstadt’s most recognisable cars…

The Audi TT is no more. After 25 years (and 3 generations of the model), during which Audi produced exactly 662 762 units of the TT, the Ingolstadt-based brand called time on this nameplate late in 2023, when the final example rolled off the Győr production line in Hungary.

Since there’s seemingly no direct replacement in the pipeline (though Audi is reportedly mulling a fully electric model that could play a similar role in the future), the next best thing is – you guessed it – a lightly used 3rd-gen model. For the record, we’re going to focus on the coupe body style in this buyer’s guide, since a roadster variant was available locally only after the facelift and exclusively in RS guise.

Audi TT profile
Mk3 styling stayed true to the iconic TT silhouette.

The TT badge (which stands for “Tourist Trophy”) was introduced at the 1995 Frankfurt Motor Show, where it was applied to a sleekly styled concept car. Around 3 years later, the production version (codenamed Type 8N) was unveiled, marking the start of a run that would last a quarter of a century.

In 2006, the 2nd-gen model (Type 8J) hit the market and the 3rd-gen TT (Type FV/8S) debuted in 2014. The 3rd iteration was based on the Volkswagen Group’s ubiquitous MQB platform, thus again sharing its underpinnings with the VW Golf and Audi A3 of the era (just as it did in the opening 2 generations).

Audi TT model line-up in South Africa

Audi TT rear three quarter
The 3rd-gen TT launched in SA in 4-cylinder form.

The 3rd-generation Audi TT was revealed at the Geneva International Motor Show in March 2014. Just under a year later, in February 2015, the coupe version of the 3rd-gen model arrived in South Africa.

At launch, the TT shipped standard with a 2.0-litre, 4-cylinder turbopetrol engine that generated 169 kW (matching the peak power of the Volkswagen Golf 7 GTI Performance Pack of the time) and 370 Nm of torque. The front-wheel-drive variant employed a 7-speed dual-clutch automatic transmission, while the all-paw derivative (bearing the “quattro” badge) used a 6-speed direct-shift gearbox (also an auto).

  • TT 2.0 TFSI (169 kW/370 Nm) S tronic
  • TT 2.0 TFSI (169 kW/370 Nm) S tronic quattro

By October 2015, the Audi TT S coupe had joined the local line-up, powered by an uprated version of the familiar 2.0 TFSI engine. In the S-badged TT, this motor sent 210 kW and 380 Nm to all 4 wheels (also via a 6-speed dual-clutch cog-swapper), while gaining a model-specific grille, quad tailpipes, an aluminium-look finish for the side-mirror caps and a 10-mm drop in ride height.

Audi TT S
The pre-facelift TT S generated 210 kW.

Early in the 2nd half of 2017, which was around the time that Audi switched to a fresh model-naming strategy, the 1.8 TFSI (aka TT 40 TFSI) quietly arrived in Mzansi. Serving as the new entry point to the TT range, this derivative used the VW Group’s turbocharged 1.8-litre, 4-cylinder petrol mill, which sent 132 kW and 250 Nm to the front wheels through a 7-speed double-clutch automatic transmission.

What about the other end of the line-up? Well, South Africa had to wait until November 2017 to finally welcome the flagship TT RS coupe, a derivative defined by its spectacular powertrain. The full-fat RS version of the TT boasted Audi Sport’s turbocharged 2.5-litre, 5-cylinder engine, which delivered a whopping 294 kW and 480 Nm to all 4 corners via a 7-speed dual-clutch transmission.

Audi TT RS
The flagship TT RS was defined by its 5-cylinder engine.

In Mzansi, this version of the TT RS was offered with either a fixed rear wing or a retractable -spoiler, along with model-specific tuning for the suspension and steering, plus aggressive exterior styling and an RS sports exhaust system (the latter culminating in 2 oval tailpipes). Options included 20-inch forged lightweight wheels (upsized from the standard 19-inch alloys), carbon-ceramic brakes and adaptive dampers.

At some point in the 2nd quarter of 2018, Audi South Africa quietly axed the quattro version of the 2.0-litre coupe. By August 2019, however, the subtly facelifted coupe had made local landfall, with the range rationalised to the front-driven, since-renamed TT 45 TFSI – again powered by a 169 kW/370 Nm 2.0-litre 4-cylinder engine – and the TT S. The latter model’s EA888 engine, however, had its peak power hiked to 228 kW (max torque remained 380 Nm), though stuck with the 6-speed dual-clutch gearbox.

The TT RS coupe in facelifted form.

The final change to the local Audi TT portfolio came in November 2020, when the refreshed version of the TT RS – which the Ingolstadt-based firm described as having “never been this masculine” – blasted into Mzansi. While the potent 5-cylinder powertrain was untouched, Audi SA opted to offer the flagship in both coupe and roadster form from this point, while also switching to a fixed rear wing as standard.

Interestingly, the TT 45 TFSI fell away around this time. Therefore, for the next 3-plus years, the local Audi TT portfolio comprised only the S- and RS-badged models. Production in Hungary ended in November 2023, though the nameplate remained on Audi SA’s price lists until early in 2024.

What are the advantages of an Audi TT?

The 2.5 TFSI motor offered oodles of pace (and a wonderful soundtrack!).

Sufficiently quick in all guises: Virtually all engine options available in South Africa during the 3rd-gen model’s almost decade-long lifecycle facilitated at least relatively rapid progress. Of course, the (short-lived) TT 40 TFSI was the tardiest of the bunch, though still managed to see off the 0-100-kph dash in a fairly brisk 7.0 sec.

The front-driven 2.0 TFSI coupe (later known as the TT 45 TFSI) could reportedly complete the 0-100 kph sprint in 5.9 sec, a number that fell to 5.3 in the case of the all-paw version. Of course, the TT S was even swifter to 3 figures, taking a claimed 4.8 sec in 210-kW pre-facelift guise, but (somewhat curiously) 4.9 sec in refreshed 228-kW form.

Audi TT cabin
A look at the pre-facelift cabin.

Meanwhile, the blisteringly quick TT RS coupe – replete with a provocative 5-cylinder soundtrack – was a real firecracker, that, according to Audi, could see off the 0-100-kph sprint in a supercar-baiting 3.7 sec. Audi. Despite weight and stiffness penalties, the TT RS Roadster managed a sub-4-sec claimed time!

Impeccable cabin quality and ergonomics: The 3rd-gen Audi TT’s cabin was an absolute study in high-quality materials and well-considered, driver-centric design. The TT’s dashboard drew inspiration from the 2nd-gen R8‘s fascia – it was devoid of any distracting touchscreens and delivered crucial information directly to the pilot via a 12.3-inch digital instrument cluster (dubbed the Audi Virtual Cockpit).

Air-conditioning controls cleverly integrated into the vent design.

The driver could alter this highly configurable display using Audi’s intuitive rotary controller, though the integrated touchpad atop the dial was a bit fiddly. The controls for the auto aircon system, meanwhile, were cleverly positioned directly on the 3 centrally sited air vents, each complete with a neat digital display. In short, the TT cabin was both very well screwed together and an ergonomic wonder.

Instantly recognisable shape: Right from the debut of the original way back in 1998, Audi stood accused of placing the TT’s focus firmly on style over substance. As such, the Ingolstadt-based brand’s entry-level sportscar was long pigeonholed as little more than a chic vehicle designed for so-called “posers” (even drawing the dreaded “hairdresser’s car” label).

Instantly recognisable shape.

Regardless of your feelings on the topic, there’s no denying the classic TT silhouette – inspired by the less-is-more Bauhaus design movement – was one of Audi’s most recognisable shapes.

While the 3rd iteration evolved from the 2nd-gen model, it retained key design elements of the original, including that distinctive high beltline. As such, there was simply no mistaking the TT for anything else.

What are the disadvantages of an Audi TT?

The TT was based on the same MQB platform as the Golf and A3 of the era.

Not the most dynamically gifted: While the 3rd-gen TT was certainly a sharper handler than the 1st-gen model (and indeed the best TT to drive of the 3), there was no escaping the limitations of its relatively humble underpinnings. The resulting tendency towards understeer necessitated the “slow in, fast out” approach to corners often required with quick Audi models, while the light steering was a little lifeless.

As such, the somewhat nose-heavy TT was predictable rather than playful – and, in turn, wasn’t the most involving steer. Still, the all-paw versions offered lofty levels of grip, while the RS’ 5-pot soundtrack – let alone stunning off-the-line acceleration – arguably compensated for any lack of dynamic sparkle.

Not much space in the back…

Cramped rear quarters: While Audi described the hardtop TT as a “2+2”, even that was a little generous. Yes, the cramped rear seats were not suited to anyone taller than a small child, meaning it was best to treat this model as a 2-seater. Still, that’s a criticism that could be levelled at several contenders in this segment. In addition, since dropping the rear bench more than doubled the luggage compartment’s already useful 305-litre capacity, the TT was perhaps a little more versatile than many thought.

Poor water-pump housing design: The 2.0-litre (EA888) engine used in several of the SA-spec TT derivatives suffered from a well-known weakness: a poor water-pump housing design. The water pump and thermostat (plus integrated sensors) were packaged inside a plastic housing, which was prone to early failure, unfortunately. This might initially have presented as a minor coolant leak, before developing into a more substantial problem. If left unchecked, it could lead to overheating of the engine.

How much is a used Audi TT in South Africa?

Cabriolet models are few and far between on the used market.

The Audi TT shipped with a 1-year/unlimited mileage warranty and a 5-year/100 000 km Audi Freeway (maintenance) Plan. This model was available with all manner of optional extras – from a Bang & Olufsen premium audio system to adaptive dampers and various styling packages – so make sure to take this into account when comparing vehicles on the used market.

Of the used 3rd-gen TT units listed on Cars.co.za at the time of writing, just 10% were roadsters. The listings were spread relatively evenly over the 10 model years, though 2021 was the most popular by a small margin. About a quarter of listings showed more than 100 000 km on their respective odometers.

  • Below R350 000: Options were fairly limited below R350 000, where we discovered a couple of front-wheel-drive 2.0 TFSI units (both from the opening model year) and a couple more 1.8 TFSI examples (from 2017). All had done more than 100 000 km.
  • From R350 000 to R500 000: There was a little more choice between these pricing bookends (with the front-driven 2.0 TFSI being the most common variant), though only pre-facelift units were on offer here. That said, we even found a seemingly clean TT S in this space.
  • From R500 000 to R800 000: Despite this price bracket spanning a considerable R300 000, we discovered only a handful of units in this space. Interestingly, all were S-badged derivatives, most offered in facelifted form. Indicated mileage, though, tended to fall below 50 000 km.
  • R800 000 and up: Unsurprisingly, spending more than R800 000 would quite easily get you into a facelifted TT RS, in either coupe or roadster guise. The most expensive listing we unearthed was a highly specced 2024 TT RS Roadster with 9 000 km on the clock and listed for R1 449 995 (for the record, the last list price we saw new was R1 335 600).

Which Audi TT should I buy?

Audi TT badge
The Mk3 TT range covered several bases.

So, which Audi TT derivative should you choose? Well, the answer will depend largely on what you desire from the ownership experience (and, of course, on your budget). Thankfully, even though we didn’t receive the oil-burning 2.0 TDI engine in South Africa, the TT range covers several bases.

The front-wheel-drive 1.8- and 2.0 TFSI models (aka 40- and 45 TFSI), for instance, deliver more than sufficient grunt for most needs, particularly when it comes to everyday driving. The TT S, meanwhile, offers a pleasing middle ground in terms of outputs and day-to-day comfort, as well as extra wet-weather security courtesy of the all-wheel-drive system.

Decade-old exterior design has aged well.

Those in the market for a performance car might find it difficult to ignore both the aural charm and the ballistic acceleration delivered by the mighty 2.5-litre 5-cylinder motor in the TT RS. Of course, landing an RS-badged example – whether in coupe or roadster guise – requires a considerable budget (even if it scores well in the performance bang-for-buck department).

Is the Audi TT a smart used buy?

Relevant info was delivered to the driver via a highly configurable digital instrument cluster.

During its lengthy run on the local new-vehicle market, the 3rd-gen Audi TT had several rivals, though most were pitched against the top-spec RS derivatives. That said, the Peugeot RCZ – perhaps the closest thing to the Audi coupe in both proportions and dimensions – offered competition towards the bottom of the range and was likewise built on a front-wheel-drive platform.

More traditional (though rear-wheel-drive) challengers came in the form of the R172-series Mercedes-Benz SLK/SLC and the G29-series BMW Z4, along with Porsche’s razor-sharp 718 Cayman and Boxster twins. Other rear-driven options included the Jaguar F-Type (which was furthermore offered in all-paw guise), Nissan 370Z and Toyota GR Supra.

Most versions of the TT were quick without being intimidating to drive fast.

In most forms, the Type FV/8 Audi TT was a highly capable machine – more so than many gave it credit for and thus largely undeserving of the “hairdresser’s car” slur – but there was no denying the fact the majority of its competitors were more involving to drive. As such, most sportscar alternatives delivered palpably higher levels of driver satisfaction, but that won’t matter to each and every luxury-car buyer.

There’s something to be said for a rapid coupe that isn’t exceedingly intimidating to drive fast (and undoubtedly a market for such a thing). Add timeless exterior styling and easily one of the best interiors in the business, and you can see why we feel it’s a great pity that Audi shelved the TT as we know it.

Looking for a used Audi TT to buy?

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Ford Mustang Dark Horse (2025) Price & Spec

The Mustang Dark Horse takes the American muscle car concept up a notch and the good news is that it’s confirmed for SA! Here’s all you need to know.

What’s a Dark Horse?

Following on from the standard 7th-generation Ford Mustang GT will be this Mustang Dark Horse, which the Blue Oval claims will be a ‘street and track-capable performance Mustang,’ so we’re expecting a bit more firepower and aggression.

Mustang Dark Horse side

For this derivative, the 5.0-litre naturally-aspirated V8 engine has been upgraded to make a bit more power than the standard car, and outputs of 334 kW and 540 Nm (6 kW more than the GT) are claimed. As always, the Mustang is rear-wheel driven and features a 10-speed automatic transmission. It’s not just about a bit more power as there are enhancements to the aerodynamics and handling setup too.

Visually, you can spot a Dark Horse with bigger grille, darkened LED headlamps, fixed rear wing and darkened exhaust tips. There’s a special new Mustang Dark Horse badge too and customers have the choice of a unique Blue Ember metallic paint.

Mustang Dark Horse racing

The under-the-skin work is impressive with unique chassis tuning, larger sway bars, heavy duty front shocks and upgraded brakes, in the form of 19-inch Brembos with six pistons. The vehicle retains its MagneRide adapative dampers and features a Torsen rear differential, and the Dark Horse rides on 19-inch wheels wrapped in Pirelli P Zero rubber.

Inside the cabin, there’s a flat-bottom steering wheel and plenty of blue accents dotted about. There’s a SYNC4 digital instrument cluster and infotainment screen and B&O sound system with 12 speakers as well.

Mustang Dark Horse rear

How much does the Mustang Dark Horse cost in South Africa?

  • Mustang Dark Horse 5.0L V8 10AT                                       R1 500 000

This special Mustang includes a 6-year/90 000 km Ford Optional Service Plan, four-year/120 000 km Ford warranty, four-year/unlimited distance Roadside Assistance and five-year/unlimited distance corrosion warranty.

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New Haval H9 pencilled in for South Africa

The new Haval H9 ladder-frame SUV is on the cards for South Africa, though the Chinese firm says it’s yet to nail down the “right powertrain” for the local market…

Remember the Haval H9? Well, the nameplate looks set to return to Mzansi, with GWM South Africa saying the 2nd-generation version of the ladder-frame SUV is “definitely planned” for the local market.

However, the Chinese firm’s local division hasn’t yet committed to a firm launch date for the new H9 – which would arrive as a belated successor to the original model that was discontinued locally around the middle of 2022 – since it’s still settling on what it terms the “right powertrain” for the South African market.

Desmond Els, Sales Director at GWM South Africa, made the comments during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town.

“There’s a reason I don’t want to divulge [all the details], but the car’s definitely planned – it’s coming … But there’s one reason [we haven’t officially announced it]: we need to find the right powertrain as a solution to this vehicle,” Els said when asked if the new H9 would come to South Africa.

“The vehicle’s already been developed for our market, but we need to tick certain boxes – [such as] powertrain and transmission – to make sure we launch the right car into this market,” he added.

At present, the new H9 – which was revealed in China towards the start of 2024 – is offered in its domestic market only with a turbocharged 2.0-litre, 4-cylinder petrol engine. Driving all 4 wheels via an 8-speed automatic transmission, this motor (seemingly closely related to the unit offered in the Tank 300) offers peak outputs of 160 kW and 380 Nm.  

However, the 3-row H9 sold in Russia is furthermore available with GWM’s latest 2.4-litre, 4-cylinder turbodiesel engine, which debuted locally in the super-sized P500 bakkie and is also set to be rolled out to the facelifted P-Series (which will wear the P300 badge in SA) and the Tank 300 in the opening quarter of 2025.

As a reminder, in the SA-spec P500, this GW4D24 oil-burner generates maximum outputs of 135 kW and 480 Nm, with drive delivered to all 4 corners via a 9-speed automatic transmission. We’d speculate this would be the powertrain that GWM SA would most likely prefer for the new H9 as it would allow the ladder-frame SUV to compete head-on with the market’s many popular turbodiesel 4x4s.

In addition, opting for this motor could potentially allow GWM SA to position the new H9 – which adopts a far boxier exterior design than its predecessor – neatly between the smaller Tank 300 and the 7-seater Tank 500 (currently starting at R1 222 900), since the latter is currently exclusively available in South Africa with the (pricier) petrol-hybrid powertrain.

Excluding the spare wheel that stands proud of the tailgate, the new Haval H9 measures 4 950 mm from nose to tail – for context, that’s 10 mm longer than the Ford Everest and 25 mm longer than the Toyota Land Cruiser Prado – with a wheelbase of 2 850 mm and a minimum ground clearance of 224 mm.

As an aside, Els also confirmed to Cars.co.za that the “H7 is on its way and will be introduced in Q1 [2025],” the same period in which GWM SA plans to launch the aforementioned facelifted P-Series and the diesel-powered version of the Tank 300. The H7, which is known as the “Big Dog” or “Dargo” in some markets, will likely slot in between the Haval H6 and the Tank 300.

Related content

GWM Tank 300: turbodiesel engine confirmed for SA!

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VW’s planned SA-built half-tonne bakkie hits roadblock

VW Group Africa’s boss has revealed that an SA-built half-tonne bakkie derived from Kariega’s upcoming small SUV is looking “a bit more unlikely” than before…

Back in April 2023, the head of Volkswagen Group Africa told us “there is hope” that an SA-built half-tonne bakkie spun off the upcoming new small SUV could be produced at the Kariega plant. Now, however, she has revealed that such a scenario is – though “not decided” – a “bit more unlikely” than before.

Martina Biene, Chairperson and Managing Director of Volkswagen Group Africa, told Cars.co.za about these latest developments during a wide-ranging interview conducted in a custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town.

Volkswagen small SUV teaser
A teaser image from Brazil showing the upcoming small SUV.

Thanks to the Wolfsburg-based automaker’s R4-billion investment in its South African operations, production of the as-yet-unrevealed new small SUV (which VW refers to as the “A0 Entry SUV”) is scheduled to commence at the Kariega facility in the Eastern Cape in early 2027. But is the half-tonne bakkie spin-off still on the cards?

“Unfortunately, we are still investigating [the bakkie]. It was quite close that there would have been a model derived out of that car which we are bringing – the ‘A0 Entry SUV’ – which would be quite similar … up to the B-pillar, and we could derive a bakkie out of that. Unfortunately, our sister plant [in] Brazil has changed their mind on how they do it, so we are still rethinking,” Biene told us.

VW Group Africa boss Martina Biene.

As a reminder, VW’s Brazilian division is leading “the design and development” of the left-hand-drive version of the upcoming small SUV, though the Kariega-built (right-hand-drive) iteration – which will be produced alongside the Polo hatch and Polo Vivo – will eventually be adapted to “local and continental requirements”, according to VW Group Africa.

Interestingly, in June 2024, Volkswagen announced a fresh investment in its São José dos Pinhais factory in Brazil, confirming plans to build a “new pick-up” at this plant. It’s worth noting that the Brazilian-spec version of the new small SUV is set to be produced not at that facility but at the Taubaté factory instead. This fact – alongside Biene’s latest comments – suggests the aforementioned new pick-up might not be as closely related to the “A0 Entry SUV” as we previously thought.

VW’s Tarok concept perhaps previews Brazil’s recently confirmed new small bakkie.

Still, Biene hasn’t ruled out the possibility of eventually building some sort of half-tonne bakkie in the Eastern Cape, calling on South Africans to make their voices heard should they be keen to buy such a vehicle.

“We are looking for a car – and that can be a half-tonne bakkie and I need a lot of listeners to vote for it – that we can sell approximately 50 000 times per year in Africa. Then we’ve got the right car for Africa. If this is a half-tonne bakkie, please let me know – please send us your orders – then we know already how [many] we can sell and then it’s something we can progress,” she said, adding that “it’s not decided but it’s also become a bit more unlikely”.

VW already offers an SA-built bakkie in the form of the Ford-manufactured Amarok.

Of course, VW has offered a small bakkie in Mzansi before in the form of the Mk1 Golf-based Caddy, which traced its origins all the way back to 1978. Volkswagen’s facility in Kariega (then named Uitenhage) produced this model from 1981 until 2007.

In addition, the German firm currently has an SA-built bakkie in its range, since the 2nd-generation Amarok is manufactured by Ford alongside the latest Ranger at the Blue Oval brand’s Silverton factory in Gauteng.

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All-new JAC T9 (2024) Video Review

The new JAC T9 launched in South Africa earlier this year. Is the JAC T9 a proper alternative to a Hilux, Ranger or Isuzu? Jacob Moshokoa examines the T9 to find out how good it really is. Watch the video!

JAC is a Chinese company that has been building trucks since the 1960s. They’ve been building bakkies since the 1990s but their first foray into our market was in 2017.

Since then the brand has established a foothold in the South African market and with this latest, more luxurious or premium T9 offering, they’re aiming to gobble up even more of the bakkie pie.

Also see: JAC T9 (2024) Launch Review

In this video, Jacob Moshokoa reviews the new model, specifically the JAC T9 Super Lux double cab. Do we think the JAC is worth a look? There’s only one way to find out.

Watch the video!

Buy a new JAC T9 on Cars.co.za

Buy a used JAC T9 on Cars.co.za

We know SA still wants Oroch bakkie, says Renault boss

Renault SA’s MD says he knows the South African market still wants the Oroch half-tonne bakkie and confirms the door hasn’t been closed on this long-planned model…

The head of Renault South Africa says he’s well aware that the local market still wants the Oroch half-tonne bakkie, adding that “conversations are still open and we’re looking at it”.

The French firm’s local distributor has been endeavouring to bring the Duster-based Oroch to the Mzansi since at least 2016, with Renault SA having on several occasions said the unibody bakkie was “in the planning” for a local launch.

In fact, Renault SA even homologated the Oroch in 2023, before again pausing the project due to what it termed “unfavourable” market conditions. Since South Africa has experienced an improvement in the exchange rate over the past few months, we asked Shumani Tshifularo, Renault South Africa Managing Director, if the Oroch might be back on the table.

“The rethink is there. We have been talking about it as well with the team, because the car was homologated. It was ready … we were about to place orders – we were organising everything – but the commercial sense couldn’t happen,” Tshifularo told Cars.co.za during an interview at Naamsa’s recent South African Auto Week 2024 in Cape Town.

“We also couldn’t agree with the OEM [original equipment manufacturer] in terms of pricing. It’s not necessarily [just] the exchange rate; it’s also the FOB pricing,” Tshifularo explained.

A shipment term, Freight on Board (FOB) pricing is effectively the price at which the seller (in this case, the Renault Group) delivers the goods (the Oroch) to the buyer (Renault’s local distributor), including all expenses incurred up to that point.

“There was a huge investment that they [the Renault Group] had to make for our [right-hand-drive] market and we kept on saying: ‘guys, we cannot afford to bring this car at this price’ because it’s a half-tonne bakkie that was going to be competing with a 1-tonne bakkie. We needed to make sure that it made commercial sense,” he added, suggesting the proposed price would have seen the Oroch positioned dangerously close to full 1-tonne alternatives.

Still, Tshifularo says the door hasn’t been completely closed on the Oroch, a vehicle he believes still holds great potential in the local market – provided it can be secured at the right price, that is.

“Those opportunities are not closed. We really love that bakkie and I know the market wants it. There were actually some people who wanted to buy the cars that were here for homologation,” he quipped.

“Those conversations are still open and we’re looking at it, because remember the market goes up and down. We’re open to those discussions because the customer still wants the car. It’s so nice when you have a customer who wants the car; your job is to bring the car, but it must be in an affordable way.”

Production of the original Duster Oroch double-cab bakkie in South America kicked off back in 2015 (though Dacia marketed a single-cab version in Romania from 2020 as well). The facelifted Oroch was revealed in Brazil in 2022, dropping the “Duster” prefix but again being built exclusively in left-hand drive.

Interestingly, as recently as September 2024, Renault announced a fresh investment in its Córdoba factory in Argentina, confirming that it will indeed produce a new half-tonne bakkie based on the Niagara concept. Tshifularo’s comments, however, suggest Renault SA will continue to push for the older Oroch instead, despite having applied to trademark the “Niagara” badge locally.

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SA’s single- and double-cab bakkie sales race after Q3 2024

Hilux versus Ranger! With 3 quarters of 2024 gone, what’s happening in South Africa’s single-, extended- and double-cab bakkie sales race? We have the figures…

Just like that, 3 quarters of 2024 have come and gone. While we know the Toyota Hilux is well ahead in the year-to-date bakkie sales race overall, we’ve again managed to lay our paws on detailed sales figures for this period, showing the respective performances of the top 1-tonne bakkies in the single-, extended- and double-cab segments.

As a reminder, Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles. Thankfully, though, our friends over at Lightstone Auto have again provided us with these interesting local registration figures.

For the record, the Hilux was again top of the bakkie charts in September 2024 with 2 942 units sold. The Ford Ranger (2 382 units) thus once more settled for 2nd place, while the Isuzu D-Max again completed the top 3, ending last month on 1 592 units.

Based on collated figures reported to Naamsa, our records show the Hilux (24 235 units) is far ahead in the overall sales race, year to date. The Ranger (19 164 units) sits in 2nd position, followed by the D-Max (14 316 units).

SA’s best-selling double-cab bakkies after Q3 2024

Let’s now turn our attention to bakkie sales by body style. According to Lightstone Auto, the Ford Ranger tops the double-cab sales charts after the first 3 quarters of 2024, with as many as 14 847 units sold. In September 2024, the Silverton-built bakkie managed 1 875 units in the dual-cab space, translating to 78.7% of the nameplate’s total for the month.

As such, the Toyota Hilux finds itself in 2nd place in the double-cab sales race, year to date, with 11 367 units registered (that’s 3 480 sales off the pace). Last month, the Prospecton-built bakkie’s overall tally of 2 942 units included 1 557 examples (or 52.9%) of the dual-cab body style.

Predictably, 3rd place on the double-cab podium after Q3 2024 is still held by the Isuzu D-Max, which finds itself on 5 883 units. In September, the Struandale-made contender reached 618 sales of this body style or 38.8% of the nameplate’s aggregate for the month.

Lightstone Auto’s figures furthermore show that all other 1-tonne double-cab bakkie derivatives (excluding the Ranger, Hilux and D-Max, that is) collectively managed 1 445 registrations in September and 12 947 units, year to date.

Sales after Q3 2024: single- & extended-cab body styles

What’s the situation in the single-cab space? Well, the Hilux leads the charge in this segment, with 9 070 units sold after Q3 2024. In addition, the Japanese firm’s contender was the only single cab to crack 4 figures in September, reaching 1 004 units.

The single-cab version of the D-Max (6 885 units) occupies 2nd place, year to date, a position it also attained in September (768 units). After Q3 2024, the 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up completes the single-cab podium with 5 115 units (having managed 557 sales – or 71.2% of its total for the month – in September).

For the record, Ford sold just 160 examples of the Ranger single cab in September, taking its year-to-date total in this space to 1 385 units.

Meanwhile, the Hilux Xtra Cab (3 789 units) remains in pole position in the extended-cab segment, year to date at the end of September 2024, ahead of the Ranger SuperCab (2 926 units). As the only other model offered in this body style, the D-Max Extended Cab again finds itself in 3rd place (1 548 units).

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Audi A5 (2025) International Launch Review

The all-new Audi A5 represents a new chapter for the Ingolstadt-based brand. With a new platform and tech, does the B10-generation A5 sedan have what it takes to grab segment honours? We drive it in the South of France.

The 2025 Audi A5 supersedes the A4. If that sentence confuses you, it is because Audi’s (re)naming department has been hard at work. From now on, odd-numbered models (A3, A5, A7) will be powered by internal combustion engines, while even-numbered ones (A4, A6, A8) will have battery-electric powertrains. Still with me? Great.

The engine-naming convention has also changed, with the confusing 35/45/50 TFSI falling away and being replaced by what buyers want to know anyway: the power output. A model derivative, for example, will look like this: Audi A5 TFSI 110 kW, with a simple A5 badge on the rear. That’s a bit easier…

What’s changed?

The 2025 Audi A5 incorporates myriad changes, which is unsurprising given that the Ingolstadt-based brand is positioning this model more upmarket than the outgoing A4, which is a premium business-class sedan in anyone’s book! Audi has serious ambitions with its new cars and wants to pile on the luxury. Going this route has many positive benefits, the most obvious of which is a higher profit margin.

Compared with the A4, the 2025 Audi A5 is 13 mm wider, 67 mm longer, 24 mm higher and importantly, its wheelbase has been stretched by 80 mm, which significantly benefits the sedan’s interior packaging. Boot space is rated at 445 litres, which expands to all of 1 299 litres if you fold the rear seats down.

Under the 2025 Audi A5’s sheet metal is the new Premium Platform Combustion (PPC) architecture, which is a heavily revised version of the outgoing A4’s MLB. This sophisticated new platform caters for the new mild-hybrid hardware (more about that below) and the B10-gen A5 is the first vehicle to use it.

The engines have been enhanced for this new generation and nearly all feature a mild-hybrid system that can propel the vehicle at low speeds. Right now, there is a pair of 2.0-litre 4-cylinder turbopetrol engines – 110 kW/280 Nm and 150 kW/340 Nm – paired with 7-speed dual-clutch transmissions (a variant with 200 kW and quattro will also come to SA), as well as a 2.0-litre turbodiesel with 150 kW and 400 Nm.

Driving enthusiasts will welcome the return of the S5, which, thanks to its 270 kW/550 Nm 3.0-litre V6 turbopetrol, will be the quickest derivative in the launch line-up. Armed with a quattro drivetrain, that quick-shifting dual-clutch auto (which is new for this model) and a variable-vane turbocharger, which should minimise lag, the 2024 Audi S5 is said to bolt from 0-100 kph in 4.5 sec.

While I didn’t get to drive it, the Italian journos began their S5 test drives with vigour and I can confirm the V6 still sounds lovely. Oh, and as for the RS5 flagship, we expect it will be revealed in 2025.

Back to the A5. Its cabin is unlike that of any Audi we’ve assessed of late and these moody photographs don’t do it justice. Naturally, Audi has stuck to its all-digital instrument cluster known as Virtual Cockpit but in this iteration, the layout and graphics have been upgraded and enhanced.

A driver-oriented curved dashboard encloses the huge (14.5-inch) infotainment screen that runs Android Automotive software. What’s more, there’s a digital assistant and ChatGPT is integrated into the vehicle.

The new head-up display is also very impressive. Audi has crammed a lot of information into it and its graphics are exceptionally crisp. Audi also offers a passenger-side (10.9-inch) screen as an option.

First Impressions

Our Glacier White front-wheel-drive A5 (fitted with prudently sized alloys) looked a little lost next to the dazzling S5 Avant units. European journos made a beeline for the thundering V6-powered variants and that was the last I saw of them! Nevertheless, the “humble” A5 was a great place to start my evaluation.

Visually, the 2025 Audi A5 appears sleek from almost every angle. As opposed to a conventional sedan, the newcomer has a Sportback-esque shape – replete with a tailgate instead of a boot lid. Think of how the BMW 4 Series Gran Coupe looks compared to the standard 3 Series and you’ll get the picture.

The first time I climbed aboard the newcomer, I found its driver-centric cabin a bit intimidating. There is a LOT to process; it took me a while to familiarise myself with the layout. Instead of a chunky transmission lever, the Audi has a neat shift-by-wire drive selector, which declutters the centre console and, in an era when touchscreens are the thing, we’re grateful to be afforded a button that adjusts the audio system’s volume. Everything else is controlled via the beautiful touchscreen, which accepts voice commands.

What about cabin quality? Audi’s products have always featured plush-feeling interiors and the 2025 Audi A5 is no exception. Its cabin is a genuinely upmarket space to occupy, with good quality materials applied on the most-often-used areas such as the steering wheel and door handles. Oh, the door’s armrests now have lighting controls (near the mirror and window switches) integrated into them.

Audi is very proud of its lighting technology and rightfully so: the brand’s Matrix LED tech underpins some of the most impressive (and smartest-looking) headlamps I’ve ever experienced, but the A5’s lights are next level. Granted, some of these will be optional extras, but the ability to display 8 distinct themes, or as Audi calls them, signatures, as well as convey messages to other road users is novel.

“Messages, you say!?” Yes, for example, if you press the hazard lights, the OLED lenses create a hazard triangle pattern. If the car that’s following your vehicle gets too close in traffic at night and triggers the rear parking sensors, the 2025 Audi A5’s various rear lighting elements will shine a warning light. The default tail-lamp setting is a favourite, with a gentle swirling pattern that creates the impression that “the car is alive”. How long before someone activates KITT mode? And with that, I’ve given away my age.

What is the Audi A5 like to drive?

Audi offered the media contingent 4 enticing test-drive routes to choose from, and I was keen to explore the beautiful roads of the south of France – a region renowned for being the playground of the rich and famous. Monaco, by the way, was just 20 km away. However, particularly nasty storms had rolled in, which caused some of the roads to be closed due to flooding and rock falls, while the scenic routes were obscured by thick mist. My initial short drive consisted of an urban drive at 50 kph through some French villages, incredibly picturesque yes, but hardly the appropriate environment to trial an all-new model.

By a stroke of good fortune, the clouds lifted and we could drive out to a designated photo spot, which, as a matter of fact, was the location where these press-pack images were shot! The D2 road heading out of Greolieres is one of the most incredible stretches of tarmac I’ve ever driven on… It combines postcard-perfect views with winding bends that would expose the A5’s dynamic flaws – if it had any.

There’s no shortage of oomph from the 2.0-litre turbopetrol engine; it delivers all of its 150 kW smoothly. Yes, there are gearshift paddles on the multifunction steering wheel for that extra level of engagement, but I found the 7-speed dual-clutch auto ‘box shifted so efficiently that I never felt the need to use them on the regular. Engage a sportier drive mode and there’s a faint engine note, which we suspect is piped into the cabin. As for performance, Audi claims a 0-100 kph time of just under 8 seconds, which felt about right.

Every 2025 Audi A5 variant features the Ingolstadt-based brand’s enhanced progressive steering setup and it’s direct and accurate, with just enough feedback to make things interesting. Just to remind you, I was at the wheel of the base A5, after all. In the tight alleys of French villages, I appreciated how easy it was to place the lanky sedan. Audi has introduced brake-torque vectoring to help the A5 counteract understeer and enhance its agility, although I’ll admit I wasn’t going nearly fast enough to try it out.

A business-class sedan is expected to offer superb on-road refinement (including a whisper-quiet cabin at freeway speeds) and, given Audi’s ambitions of progressing from “premium” to “luxury”, it would not be unreasonable to expect that the all-new A5 would prioritise comfort and refinement over dynamism.

Still, Audi seems to have found a good compromise between an insulated driving experience and a sufficient level of wieldiness. The quietness on the open road was impressive, BUT the roads we drove on were near-perfectly smooth, so we’ll revisit this assessment when we drive the sedan on our roads!

I need to mention the new MHEV system, which is one of the best mild-hybrid setups I’ve experienced. The hardware offers an extra 18 kW/230 Nm over the drivetrain’s ICE component and, apart from offering notable assistance when pulling away or accelerating, the system is said to be capable of propelling the A5 at crawling speeds. Does it work? Yes, smoothly and uninterruptedly! The petrol engine was NOT utilised to perform low-speed manoeuvres, such as trundling along – or parking on – tight streets.

When is the 2025 Audi A5 arriving in South Africa?

Audi South Africa says the all-new Audi A5 will touch down in Mzansi in May 2025. The derivative rollout will be a staggered affair with not every variant available right away (such as the 200 kW quattro). From what we understand, the launch line-up will include the brace of 4-cylinder petrol variants and the S5.

As it stands, no Avant (station wagon) variants will be offered in our market; there simply isn’t enough demand to warrant a full product introduction. Pity, as this generation A5 Avant (when fitted with generously sized wheels and clad in a handsome paint finish) is a sensational-looking vehicle.

Summary

Having driven the 2025 Audi A5, the biggest question on my mind was: “Is it as good dynamically as the BMW 3 Series, and as luxurious/refined as the Mercedes-Benz C-Class?” While we just had a few hours behind the model’s tiller, the signs are that this is an accomplished product – progress has been made.

However, we suspect that given the lengths Audi has gone to to produce a class-leading car, the German marque will have little choice but to offer the all-new A5 at a hefty premium over the outgoing A4.

A LOT of work has gone into this new-generation vehicle. Was it worth it? Well, when I compare my experience of the all-new A5 with those of the long-serving A4, the newcomer feels lightyears ahead in the ways that matter most: premium feel, a more engaging driving experience and tech galore.

The jury’s still out on the future of the venerable 4-door. Globally, sedan sales figures are flagging as more (no, most) buyers rush to buy high-riding SUVs. But even if the all-new A5 doesn’t sell as strongly as Audi hopes, at least its new-look cabin, hybrid tech and more will make their way into other vehicles.

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Best SUVs to buy in South Africa in 2024

SUVs are hugely popular in South Africa and they come in many sizes and cater to a wide range of budgets. This article highlights the best SUVs to buy in 2024 based on the 2024/25 #CarsAwards finalists! 

If you are looking for the best SUVs to buy in South Africa, look no further than the 2024/25 #CarsAwards finalists!

The #CarsAwards, sponsored by Absa, is South Africa’s most comprehensive and authoritative motoring awards programme that recognises the best cars for sale in the new car market across 13 categories. 

Here are the best SUVs you can buy in South Africa in 2024. Note that crossovers can be regarded as small or compact SUVs and we have therefore included these cars on this list.

Best SUVs in South Africa in 2024

Best Budget Crossover (R300 000 to R400 000)

Best SUVs in South Africa

Search our listings for a new/used: Toyota Urban Cruiser, Suzuki Fronx, or Kia Sonet.

Best Compact Family Car (R600 000 to R800 000)

Best SUVs in South Africa

Search our listings for a new/used: Kia Seltos, Toyota Corolla Cross, or Volkswagen T-Cross.

Best SUVs in SA

Family Car (R600 000 to R800 000)

Search our listings for a new/used: Chery Tiggo 8 Pro, Volkswagen Tiguan, or Kia Sportage.

best SUV

Premium Crossover (R700 000 to R1m)

Search our listings for a new/used: BMW X2, Mini Countryman, or Volvo XC40.

best SUVs

Executive SUV (R1m to R1.3m)

Search our listings for a new/used: Lexus NX, Mercedes-Benz GLC, or BMW X3.

best premium SUvs

Best Premium SUV (R1m to R1.5m)

Search our listings for a new/used: BMW X5, Lexus RX, or Mercedes-Benz GLE.

Best Adventure SUV

Best Adventure SUV 

Search our listings for a new/used: Ford Everest, Toyota Land Cruiser Prado, or Land Rover Defender.

GWM Tank 300: turbodiesel engine confirmed for SA!

GWM South Africa has confirmed to Cars.co.za that it plans to launch a turbodiesel version of the Tank 300 in the opening quarter of 2025. Here’s what we know so far…

The GWM Tank 300 range in South Africa currently comprises turbopetrol and hybrid derivatives. However, the Chinese automaker’s local division has confirmed to Cars.co.za that it plans to add a turbodiesel engine to the portfolio in the opening quarter of 2025.

Desmond Els, Sales Director at GWM South Africa, broke the news during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town, confirming that the local Tank 300 line-up will soon expand into the popular turbodiesel 4×4 segment.

The Tank 300 launched in turbopetrol and hybrid guise.

“We introduced the Tank 300 with the ICE [internal combustion engine] derivatives as well as the HEV [hybrid electric vehicle] derivative. Knowing that the South African market is very diesel orientated – I’ll give you a sneak [peek] on that – the diesel is on its way. The diesel is planned for Q1 2025,” Els told us.

“Our brand expansion is currently happening in the way we’re bringing the right car to market and finding the right car for the right customer. Knowing that the South African market is very pro diesel, we know we need to get to market as quickly as possible,” he added.

The new 2.4-litre turbodiesel engine is already used in the P500 and facelifted P-Series.

Though Els didn’t go into detail about the turbodiesel motor, we know it’s the new 2.4-litre, 4-cylinder engine that debuted in the P500, which itself launched locally in August 2024. This engine will also be rolled out to the facelifted P-Series (which will wear the P300 badge locally) due to hit the market in early 2025.

As it does in those applications, we expect this new GW4D24 oil-burner to generate peak outputs of 135 kW and 480 Nm in the ladder-frame SUV, with drive likely delivered (again to all 4 corners) via a 9-speed automatic transmission. Compared with the current turbopetrol and hybrid derivatives, it should also offer improved fuel economy.

It’s not clear where in the local line-up the turbodiesel derivative(s) will be positioned.

As a reminder, the Tank 300 launched in South Africa in February 2024. The local line-up currently comprises 3 derivatives – the 2.0T 8AT 4×4 Super Luxury (R725 950), the 2.0T 8AT 4×4 Ultra Luxury (R775 950) and the hybrid-powered 2.0T HEV 9HAT 4×4 Super Luxury (R851 950) – though we’ve also seen some dealers advertising a flagship 2.0T HEV 9HAT 4×4 Ultra Luxury (R925 000).

The initial 2 variants employ the firm’s turbocharged 2.0-litre, 4-cylinder petrol engine, which sends 162 kW and 380 Nm to all 4 corners via an 8-speed automatic transmission (with combined fuel consumption listed as 9.5 L/100 km). Meanwhile, the hybrid powertrain is based on a similarly sized 4-pot but churns out total system outputs of 255 kW and 648 Nm. The dual-powered variants switch to a 9-speed automatic transmission, while claimed fuel economy is 8.4 L/100 km.

GWM Tank 300
The turbodiesel version is scheduled to launch locally in Q1 2025.

Year to date at the end of September 2024, GWM South Africa had registered 380 units of the Tank 300, taking this nameplate’s tally to 381 units (a single example was registered back in October 2023, presumably as part of the vehicle’s local homologation process).  

Interestingly, sales of the SUV appear to be on a general upward trend, having increased from 11 units in February to 38 units in March, before falling back slightly to 35 registrations in April. That number grew to 48 units in May, 54 in June and 56 in July, though the Tank 300’s best month so far was August (62 units), closely followed by September (61 units).

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