Right now the new-gen Peugeot 3008 is electric only, but internal combustion power is still on the cards!
The Peugeot 3008 has been quite the breadwinner for the French brand since its debut back in 2007. The car took a huge leap forward with the unveiling of the 2nd-generation model in 2016, which brought a chic design both inside and out, connectivity and a pleasant drive.
Now the fresh new-gen Peugeot 3008 has been revealed, boasting a wild new look and new platform. Physically, the new model features a longer wheelbase which will increase rear passenger legroom. This new STLA medium platform will be used across the Stellantis family, so expect many new models from Peugeot, Opel, Chrysler, Citroen, DS, Jeep, Fiat, Alfa underpinned by this architecture. This platform will also be able to support mild hybrids and plug-in hybrids, which will come later.
Right now, the Peugeot 3008 will be electric only, with the three variants separated by outputs and battery size. At the bottom of the range is the single motor with 157 kW and 343 Nm, which gives it a 0-100 kph time of 8.7 seconds and has a range of 525 km from a 73 kWh battery.
At the top of the pile is the twin-motor all-wheel drive model with 240 kW and 509 Nm, which is capable of dashing to 100 kph in 6.4 seconds. Peugeot claims the same range (525 km) as the entry-level model, which we find difficult to believe as surely the heavier mass of the additional motor will impact the range…
What about the other powertrains on offer? Nothing was confirmed immediately for the new-gen Peugeot 3008, but a report from Australia’s Carsguide confirms internal-combustion power is on the cards.
Peugeot Australia boss Kate Gillis said, “We’re not only on an electrification journey, consumers are [too] … and that’s why choice is so important for us. They’re going ‘ok, am I ready for electrification? Maybe not, but I love the style, I love the design, can I get in that now’, well you can with a combustion engine. So, PHEV (plug-in hybrid electric vehicle) is a step in the direction of electrification – there’s a lot of confidence and safety for people – so why wouldn’t we give our customers that choice?” she told Carsguide.
Peugeot said the new electrified 3008 will be hitting European showrooms in February 2024 with the hybrid models arriving by the end of the third quarter of 2024.
All-new Toyota GR Corolla Review – Is this the best Hot Hatch you can buy?
We shut down a mountain pass to allow us to fully experience the 221 kW Toyota GR Corolla. Ciro De Siena answers the question: is this the best hot hatch you can buy right now?
We feel that if you asked any petrolhead which car brand would be building the most exciting enthusiast-focused cars in 2023, very few would have guessed Toyota.
But the reality is that the storied Japanese firm is cranking out some of the best performance cars in the world right now, from the GR Yaris to the GR Supra to the GR 86, and all with manual gearboxes.
The latest addition to this exciting stable is the GR Corolla. Employing the same (but highly fettled) motor as the GR Yaris, the GR Corolla is a mean-looking machine, offering 221 kW, all-wheel drive and yes, a manual cog swapper.
We shut down the dramatic Bainskloof mountain pass outside Cape Town, South Africa for this shoot and we sincerely hope you enjoy watching this as much as we enjoyed making it.
Toyota GR Corolla Price in South Africa (September 2023)
1.6T GR-Four Core – R841 000
1.6T GR-Four Circuit – R902 400
Baby Toyota Land Cruiser Due in 2024
Toyota is quietly working on a baby Land Cruiser that’s due to be revealed in 2024. The concept you see here previews what’s coming.
At the reveal of the brand-new Toyota Land Cruiser Prado, the brand shared a teaser image of a smaller offroad-focused SUV and the shape more or less matches up with the Toyota Compact Cruiser EV concept that was shown back in 2021.
Despite the EV tag, we understand the baby Toyota Land Cruiser will be offered with petrol, diesel, hybrid and electric powertrains. Toyota has quite the array of engines to choose from, but these depend on the platform used. At this point its unclear whether the newcomer will use the TNGA setup (RAV4, Corolla Cross) or the GA-F ladder frame (Land Cruiser 300, Lexus LX).
The info comes straight from Japanese publication BestCar who claim the baby Land Cruiser will be aimed squarely at the Suzuki Jimny market, but will be longer to give it the advantage when it comes to boot space.
If you look at the current local Toyota lineup, we think a baby Land Cruiser is well positioned as an offroad-focused SUV. The Corolla Cross does feature adequate ground clearance, but it lacks dedicated 4×4 mechanical bits.
The RAV4 has all-wheel drive fitted in some derivatives, but no low-range transfer case. There is the Fortuner, but what if you don’t need something that big or 7 seats? Enter the mini Land Cruiser! Now, imagine if Ford could bring the Bronco to SA in right-hand drive? We’d have quite the fight on our hands.
When will the baby Toyota Land Cruiser be revealed?
We expect the baby Land Cruiser to be revealed in 2024 and we’re hoping it will be assembled in right-hand drive. If it is, an introduction to SA is highly likely.
The eagerly awaited 2nd-generation BMW M2 has arrived in SA with huge tyre tracks to fill, so to speak. Should you dig deep for the most powerful model in its segment?
We like: Still a thoroughly engaging piece of performance hardware, comfort and daily driver talents enhanced, impressive digital integration.
We don’t like: Polarising styling, expensive compared with rivals, tricky to master, but when you do…
That styling isn’t going to win over everyone, but there’s so much more to this car than design
The M2 is the entry point to BMW’s M-car line-up and, given the success of the first model (F87), much was expected of the new G87 – the single-turbo M2 and twin-turbo M2 Competition (and other variants) tallied up sales of almost 60 000 units globally. The new model has much to live up to and BMW M hopes that if the G87 delivers an enthralling driving experience, buyers won’t mind the coupe’s polarising looks.
If you’re in the market for a premium-badged compact performance car, you’re spoilt for choice at the moment. The 338 kW BMW M2’s main rivals are the Audi RS3 (294 kW) and Mercedes-AMG A45 S 4Matic+ (310 kW). It’s interesting to note that those two both are all-wheel drive, so if you want a direct rear-wheel-driven rival to the M2, then look no further than the Porsche Cayman GTS 4.0 (294 kW).
Visually, the new BMW M2 is, well, “a lot” – from some angles, the coupe’s multi-surfaced sheet metal looks a trifle awkward. Perhaps that is to be expected: the slinky curves of the first-gen model have been replaced by something best described as overtly angular, even blocky. There are some considerable changes under the skin, but let’s first address one of the big complaints of this generation: its weight.
Tipping the scales at 1 754 kg (which is 104 kg more than its predecessor), there’s no denying that the coupe has bulked up, but bear in mind that the model’s dimensions have grown too. The new BMW M2 is 112 mm longer, 33 mm wider, but sits 8 mm lower, than its predecessor. Importantly for cabin space, the wheelbase is now 53 mm longer, but the M2’s target market will probably not care much about that.
No Competition badge here
Assembled in Mexico, the new BMW M2 is sold as just that, an M2 coupe. There’s no Competition or CS version (at least, not yet) and the single-derivative lineup keeps things refreshingly simple. The recipe is oh-so-simple and pure, with a 3.0-litre inline-6 turbopetrol engine driving the G87 model’s rear wheels. Customers have the choice of an 8-speed auto transmission or a 6-speed manual gearbox (on order).
Performance and Efficiency
A manual is available, but the auto is best for daily driving
At this point, nobody will surprised to learn that the BMW M2 “gets down the road in a blind hurry”. The 3.0-litre inline-6 turbopetrol engine (with outputs of 338 kW and 550 Nm) is a treat and makes the M2 the most potent of all the compact sportscars (including the Mercedes-AMG A45 S 4Matic+ and Audi RS3 “hyper hatchbacks”). This engine is a tweaked version of the S58 found in the bigger BMW M3 and M4, but unlike its bigger siblings, which feature all-wheel drive (xDrive), the M2 is rear-wheel driven.
As before, you can configure the vehicle’s powertrain and chassis characteristics to your heart’s desire (well, practically) and programme the M1 and M2 buttons on the multifunction steering wheel to engage your preferred settings at the press of an appropriate thumb (left for M1 and right for M2).
If you’re not in the mood for “shenanigans”, switch everything to the most docile settings and drive to work calmly. If you, like us, are addicted to the noise of a well-tuned performance car, push the exhaust button on the centre console. If you want to loosen your teeth fillings en route to your destination (via, say, rough, uneven or potholed back roads), firm up the chassis setup entirely… but more on that later.
We LOVE this level of customisation
Haven’t the drivers of modern performance cars been spoilt rotten by all-wheel drivetrains and dual-clutch automatic transmissions? All you need to do to exact a ferocious turn of vehicular speed is flex your right foot to experience head-snapping pre-programmed gear shifts, while vast reserves of four-wheeled traction (and driver aids) help you keep your machine on the road (out of the proverbial hedge).
Yet, the BMW M2 doesn’t quite offer that level of instant accessibility. You can’t just get in, punch the M2 button and expect instant driving perfection. Yes, the 8-speed transmission shifts hurriedly, but this is a car that you’ll need to figure out and take a measured approach, something enthusiasts will relish doing.
The M2 button on the M2. Press for happiness
The perfect example to highlight that is our 0-100 kph test. Generally, we’d set the timing equipment up, activate the car’s sportiest settings/launch control and mash the accelerator pedal. Most performance cars will set off in a quick but undramatic fashion and invariably get close to the claimed 0-100 kph time.
First time out in the BMW M2? It spun its Michelin Pilot Sport rear boots and wiggled its tush; so much for optimal traction and acceleration, then! First run to 100 kph? 4.77 sec, some way off the 4.1-sec claim.
The digital dashboard is customisable with themes
Reading the owner’s handbook and digging into the car’s onboard menu provided a solution; by adopting optimal settings, the M2 (now on warm tyres) sped from 0 to 100 kph in 3.96 sec on its 3rd run. When we tested the Audi RS3, it did it in 3.86 sec (on the same surface, but aided by its all-wheel drivetrain).
Seeing as it produces 550 Nm of torque (available from as low as 2 650 to 5870 rpm), the new BMW M2 has no shortage of overtaking grunt on tap. Therefore, there’s no need to pin the accelerator pedal to the footwell floor – or change to a sportier drive mode – to execute rapid overtaking manoeuvres. The 8-speed automatic transmission is well-mapped and there are 3 shift programmes to choose from.
You can have an ultra-smooth flutter of a gear change (ideal for the daily commute) or, at the other end of the scale, a bolt-action thud that makes your head nod. Lovely. You can also utilise the shift paddles (don’t they look just awesome?), but note that the downshifts aren’t always as snappy as the upshifts.
Three gearbox shift settings and they’re quite different
BMW reckons the M2 has a potential range of 536 km from its 52-litre tank (that is based on an average consumption of 9.7 L/100 km). Sorry, we don’t buy that! It’s near-impossible to drive an M2 sedately; its power corrupts every fibre of your being. The best economy figure we could muster was 11.7 L/100 km.
Ride and Handling
A great car needs great rubber and once these Michelins are warm, its showtime
Before we discuss the M2’s handling abilities, the question that needs to be answered is: “Could it be your everyday car?” Realistically? Yes. The BMW M2 is certainly a firmly-sprung sportscar, but even in its most comfortable settings, it’s no worse than, say, a Renault Megane RS Trophy or Honda Civic Type R. Having commuted in an M2 on a particularly congested route, we’d say it could well be a fine “daily”.
The main irritation came from the large wheels (fitted with low-profile tyres), because the road noise they generated on some surfaces couldn’t be drowned out by the excellent Harman Kardon audio system. The adaptive dampers (fitted as standard for the first time) work tirelessly to absorb road imperfections.
If you’re that worried about ride comfort, then consider the BMW M240i xDrive, which offers most of the M2’s performance, a softer ride and the bonus of all-wheel drive – just know, it WON’T be an M car…
The view most other road users will see
We put everything in the M2 (including ourselves) into Sport Plus and headed for our favourite section of serpentine tarmac. To further enhance the M2’s dynamism, BMW equipped the model with wider front and rear tracks, which – to put it very simply – reduces the transfer of weight under hard cornering and improves grip. With its exhausts popping and motor snarling, the BMW M2 is eminently engaging to pilot.
If you pitch the M2 into corners aggressively, the car feels fun and playful without a hint of understeer. As you exit bends, you can apply the throttle liberally – you’ll be surprised by just how much grip is at your disposal (be wary of how dry or slippery the road might be before you do that, though). If you’re feeling brave and have a budget for new tyres, you can play with the 10-stage traction control and drift analyser.
A drifting mini game… Not for public roads.
While this author was not brave (or foolish?) enough to really push the handling limits of the M2, our in-house race ace Ashley Oldfield had this to say: “This M2 feels more planted at the rear and seems less prone to bouts of snap oversteer than the previous M2 Competition. The front end tucks in faster than you think possible, thanks in part to the very fast steering setup, which is better than ever on this model.
“The multifunction steering wheel’s weighting feels superb and even with the electric assistance, you get some of that dearly-missed feedback through the rim when you’re fully concentrating on extracting maximum performance out of the M2. Having said that, thanks to its longer wheelbase and wider tracks, the G87 M2 has arguably lost some of the previous-gen M2 model’s visceral ‘on-the-edge’ character.”
Comfort and Features
We hope you like carbon fibre
When you climb inside the G87’s cabin, you’re greeted by the latest iteration of a BMW M cockpit. The fascia is dominated by an infotainment screen (powered by the Operating System 8) that spans across most of the dashboard. It has “the wow factor”, but it’s not exactly user-friendly, at least not initially.
So many apps, so many ways to do similar things.
All the usual creature comforts are provided, thankfully, and tech-savvy owners will appreciate the Apple CarPlay/Android Auto compatibility, wireless charging pad and USB connectivity.
However, we would have liked to access the climate control functions through buttons rather than via the touchscreen menu. If all else fails, say: “Hey BMW, set cabin temperature to 20 degrees” to get a result.
The simple layout is the best execution
Our test unit featured the M Race track package (R100 000), which included some tasty carbon fibre trim, a carbon-fibre roof, M Carbon bucket seats, as well as a higher top speed – but we didn’t test the latter feature, of course. Customers have 7 exterior colours and a pair of wheel designs to choose from.
These seats look the part!
These optional front seats are terrific – not only do they look appropriate for a car like the M2, but they’re both supportive and comfortable (once you’ve taken the time to adjust them exactly to suit your frame). Impressively, the M2 logo is illuminated at night and the seats reduce the car’s weight by about 10 kg.
Price and After-Sales Support
BMW M2 coupe auto
R1 503 975
The BMW M2 coupe auto comes standard with a 5-year/100 000 km maintenance plan.
Verdict
M stands for Mega. We will miss cars like this in the future.
This marks the end of an era for BMW M. This M2 will be the last M car to feature a manual ‘box and, as widely reported, it’s the last model not to feature hybrid/electric assistance. We suspect this will be the final rear-wheel-drive M car and, from here on, every M will have xDrive and some form of electrification.
Compared with its rivals, the new BMW M2 seems steeply priced (okay, apart from the 4.0-litre Porsche Cayman), but the reality is that it does not have an extensive options list, plus it’s the latest and most powerful model in the segment. “Still, it seems like a lot of money for a baby M,” detractors may say. “Is the M4 that much more expensive?” Well, the M4 coupe demands R2.1 million-plus these days, so the new M2 costs a notable R600k less. For what it’s worth, its nearest Porsche rival begins at R1.8 million.
Should you buy one? The M2 is a more practical “daily” than the previous M2 Competition and boasts the latest generation of in-car connectivity, but these are not factors that will wow BMW M aficionados.
We found ourselves asking: Is the M2 still capable of challenging us? Does it reward with a thoroughly engaging driving experience (once we’ve taken the time to get to know it a bit better)? Does it still sound like a deranged beast when you demand full-bore acceleration from it? Yes is the answer on all counts.
That’s why the new BMW M2 is likely to be one of the finest machines we’ll get to drive in 2023. Enjoy cars like these while they’re still around.
Which collectable 997-series Porsche 911 is the more prudent purchase and which is the more satisfying to drive? We line up examples of a GTS and a GT3 to find out.
IMAGES: Charles Russell
The nomenclature consists of 3 letters: G, T and S. During the past few decades, many sportscar makers have employed the GTS designation in naming selected models, so much so that the abbreviation has become synonymous with “sportiness”, but the value of the respective distinctions can vary dramatically.
Even Porsche is guilty of applying the GTS badge randomly; those letters have been used on race cars (the 904 Carrera GTS), as well as road cars other than the 911 (back in the Nineties, the 928 sports tourer and, more recently, on Porsche’s Cayenne premium SUV range, for example).
As expected, when Porsche returned this particular badge to the 911 range in late 2010, a lot was expected of this new model. It was quite clear that the Zuffenhausen-based brand aimed to bridge the gap between the sportier Carrera S and the more track-oriented GT3 derivatives.
The model is based on the Carrera S with the optional Powerkit, which, fortunately, also included the Sports exhaust system and, although this specific 911 GTS has the classic rear-wheel drive configuration, it was clad in the wider body of the all-wheel-drive version.
Besides, who could ignore the allure of those motorsport-inspired centre-lock RS Spyder wheels? It makes sense to weigh up the pros and cons of each model. Is it as straightforward as simply discarding the 911 GTS and opting for the track-inspired 911 GT3?
As I arrive at our rendezvous for the morning’s proceedings, the sight of two 997-series Porsche 911s is more than enough to justify that pre-sunrise alarm clock disturbance of around 2 hours ago. The cars’ owners are utter petrolheads, but their respective car collections are very different.
However, parts of their history and recent purchases do show some interesting similarities. Which model is the 1 to consider though, even if you factor in that the 911 GTS is more affordable than the 911 GT3?
First up: the 997-series Porsche 911 GTS
I happened to have had a great run with a 911 GTS press car on this very mountain pass, and getting behind the wheel again several years later brings back very exhilarating memories. Today, the interior of this GTS still feels rather modern.
Specifications
Model: Porsche 911 (997.2) GTS
Engine: 3.8-litre, flat-6 petrol
Power: 300 kW at 7 300 rpm
Torque: 420 Nm between 4 200 – 5 600 rpm
Transmission: 7-speed dual-clutch (PDK), RWD
Weight: 1 420 kg
0-100 kph: 4.6 sec (claimed)
Top speed: 306 kph
Given the dark Aqua blue metallic exterior finish, the lighter Sand beige full leather interior is a welcoming contrast and lifts the interior – especially on this crisp autumn morning – even more so compared to the usual dark interiors that seem to be most Porsche buyers’ preference.
There are only a few buttons above the gear lever that will be of consequence for this test. These include one for the Sports exhaust, which allows for a fruitier engine sound at the mere push of a button, followed by those to engage the Sport Plus driving mode and toggle the suspension settings respectively. As expected, I select Sport Plus first… I have a mountain pass in front of me, after all.
I pull away and immediately the car feels ready to be driven hard and to its limit. The PDK transmission keeps to its gear selection programme, but I override the electronic system by calling the steering wheel-mounted paddles into action. There is (what feels like) very little inertia in the engine.
As I feed in the power through the accelerator pedal the rev needle rises towards 3 000 rpm, then faster towards 5 000 rpm, but it is from here to the 7 400 rpm redline that the engine gives it best. Now the Sports exhaust makes its voice heard as the hollow metallic sound permeates the cabin. It only further encourages you to pull on the right paddle and make the rev counter needle swing past 6 000 rpm again.
The optional carbon ceramic braking system feels quite effective, you can really lean on the anchors repeatedly. As this car has only 33 000 km on the odometer, the cabin emits no notable creaks or rattles. But, apart from the engine delivery, what is an especially joyous experience is having all this feedback through the steering wheel, replete with its hydraulically assisted system.
The steering wheel also points the car in the desired direction eagerly while those wide wheels and tyres (8.5×19-inches with 235/35 ZR19s front and 11×19-inches with 305/30 ZR19s rear) provide copious grip. I’m impressed; the 911 GTS is still a proper sports car, but also one that can be driven every day.
And the shape of the 997-series Porsche 911 GTS is so true to the 911’s classic form – another reason why the owner likes this specific car so much…
Time to pilot the 997-series Porsche 911 GT3
After parking the 911 GTS at the foot of the pass, I settle myself into the 911 GT3. For a moment, it doesn’t feel too different: it is also a 997-series model, but while the GTS is based on the second-generation 997, this is a Gen1 997 GT3.
Specifications
Model: Porsche 911 (997) GT3
Engine: 3.6-litre, flat-6 petrol
Power: 305 kW at 7 600 rpm
Torque: 305 kW at 7 600 rpm
Transmission: 6-speed manual, RWD
Weight: 1 395 kg
0-100 kph: 4.3 sec (claimed)
Top speed: 310 kph
The interior shows its age more than the 911 GTS (it has fewer luxuries and features), but to the true driver that would matter little. There is a basic steering wheel devoid of the small displays that feature in the spokes of the 911 GTS’s tiller.
The centre console is less cluttered than that of the 911 GTS too, and the Alcantara-clad stubby gear lever draws my attention almost as much as the double rear wing that looms in the views of the side and rear mirrors. And it has a manual gearbox – now that’s a rarity in a Porsche 911 these days! Excuse my enthusiasm, but a standard 1st-gen 997-series 911 GT3 had slipped through my fingers – until today.
The moment I turn the key the 911 GT3 produces a slightly wilder exhaust note than the 911 GTS. A quick glance through the simplistic steering wheel reveals a rev counter marked to an 8 400-rpm redline.
I press the clutch and immediately notice that it is slightly heavier than a standard 911’s clutch action but, then again, you would expect that of a 911 GT3. I try to pull away, but promptly stall the car. That’s rather embarrassing. I turn the key again as the owner walks over to me and says: “Don’t worry, it still happens to me!”
Once I pull away smoothly, I again savour the feedback, even at low speeds, through the steering wheel. Every time I shift a gear I experience a form of euphoria… the 911 GT3 is such an utterly wonderful car to drive. The short gear lever allows for snappy, direct and smooth gearshifts. It simply encourages you to pull or push it into the next gear to experience the upper echelons of the rev range or to execute a throttle blip before engaging a lower ratio.
The howling engine note never abates. Shift early (at 5 000 or 6 000 rpm) and the 911 GT3 already offers a serious amount of pace. But, as I keep my foot flat and run the engine all the way past 8 000 rpm, I’m starting to focus on the abundance of grip, the way that leading edge of the low front splitter darts into your desired direction while the white centre line of the asphalt dances beneath the apron.
At these high engine speeds, the motor is even more responsive and you can manage your pace with small inputs through the throttle pedal.
It is such a thrilling and wholesome driving experience that if I had the money to buy the 911 GT3, I would have handed it to the car’s owner shortly after I pulled into the lay bay. I let the engine idle a little and then switched it off. “Seems like you enjoyed it?” comments the owner. Yes, and how.
The winner? However, when the owners bought their respective cars (used, not new), the 911 GT3 traded for exactly 50% more than the 911 GTS. But now I can see why; the former does offer more to the discerning buyer/driver. It is without a doubt the more exciting, involving and focused car.
But hang on a minute… The 911 GTS ticks more boxes than the 911 GT3. It is better equipped and for some enthusiasts the clean and traditional 911 shape without the fixed rear wing will be more appealing than the motorsport-inspired front nose and an interior that is much more basic than those of more luxuriously trimmed versions.
As an everyday proposition, the 997-series Porsche 911 GTS is the clear winner. However, for those special weekend drives, or a drive you’ve promised yourself after you’ve successfully achieved an objective or finished a particularly arduous task during the week, I have to recommend the 911 GT3.
As we wrapped up the morning’s proceedings, the two owners swapped cars for the 30 km drive back home. The owner of the 911 GTS had never driven a 997-series Porsche 911 GT3 before and during the next 5 minutes he phoned me twice.
He was immensely impressed by how great the car was and told me: “Wow, this is really something special, the engine is so strong and marvellous!” Ah, another 911 enthusiast is convinced.
Here’s the 2025 Mercedes-AMG GLC 63 S in coupe flavour packing a 500 kW punch.
Mercedes-AMG has revealed the coupe versions of the GLC 63 S and GLC 43 luxury SUV. First order of business, let’s chat about that powertrain.
As a reminder, Mercedes-AMG made the decision to downsize from a thunder biturbo 4.0-litre V8 to an electrified 2.0-litre turbocharged 4-cylinder. So that’s half the cylinders gone and half the cubic capacity too. Fortunately, the numbers tell a different story. With the engine at its sportiest, it’ll deliver 500 kW and over 1 000 Nm.
This is only available for 10 seconds, however. In general day-to-day operations, the M139 2.0 makes 350 kW and 545 Nm, with the electric motor filling in. AMG claims this engine is the most powerful series production 4-cylinder engine in the world. The GLC 63 S E-Performance hybrid tech may lack that V8 sound, but a 0-100 kph time of 3.5 seconds should help restore things.
The new 2025 Mercedes-AMG GLC 63 S features 4Matic+ all-wheel drive, 9-speed automatic transmission, AMG ride control suspension with adaptive dampers, rear-wheel steer as standard and customers have the choice of 19-, 20- or 21-inch wheels.
Inside, there’s the option of the beautiful AMG sport seats (tick that!) which you see here. The Nappa leather flat-bottom steering wheel features aluminium shift paddles as well as the AMG steering wheel shortcuts which allow quick access to driving modes, exhaust settings and more.
The in-car MBUX infotainment system has a few AMG-specific features and displays and the AMG Track Pace app is standard.
When will the 2025 Mercedes-AMG GLC 63 S arrive in SA?
At this stage, Mercedes-AMG has yet to confirm European pricing or arrival date for the new 2025 GLC 63 S coupe. We’ll update this article as soon as we get more info.
If your budget to buy a car is not more than R200 000, what options are available to you? Should you consider buying a new car or are there used car deals that represent better value? This article will help you make an informed buying decision.
Buying a new car is a luxury but is it more practical to consider used car deals instead?
We recently launched our new “What To Buy” car-buying advice series with the intention of assisting car buyers to make better, well-informed car-buying decisions. Our first article in the series focussed on 5 used SUVs to buy for the price of a Volkswagen Polo Vivo.
In this week’s article, we are putting our focus on used car deals to consider under R200 000.
So, with a budget of no more than R200k, what used car deals are on offer? In this article, we will propose 5 used car options that represent good value. Note that this list is merely a guide and we encourage you to familiarise yourself with the Cars.co.za Used Car Search Tool so that you can easily find any car you want.
The parameters used to generate this list include cars from 2019-2023 (5 years old) and with mileage under 100 000 km. Hatchbacks, sedans and crossovers are included in the search.
Top 5 Used Car Deals on Cars.co.za right now!
Kia Picanto
The Kia Picanto is widely regarded as a quality budget car option that’s economical to run and maintain while also offering more appealing levels of refinement and build quality.
For under R200k, used car buyers have lots of choice, with many low-mileage examples for sale. The Picanto can either be had with a 1.0-litre, 3-cylinder petrol engine with 49 kW and 95 Nm of torque or you can opt for the more desirable 1.2-litre petrol engine with 61 kW and 122 Nm of torque on offer. Apart from saving some money by avoiding the cost of depreciation, you are also likely to inherit the balance of the 5-year / unlimited km warranty and 2-year/30 000km service plan.
One of the advantages of considering a used car is that you can potentially buy a bigger car with more features for the same money. The Hyundai i20 is one such example if you are looking for a used hatchback under R200k. Not only is the Hyundai i20 a reliable choice but it’s naturally-aspirated engines are also fairly economical.
Buyers can opt for either a 1.2-litre petrol engine with 61 kW and 115 Nm of torque or a more powerful 1.4-litre petrol engine with 74 kW and 133 Nm of torque.
The underrated yet spacious Suzuki Baleno and its Toyota Starlet counterpart both represent excellent value, particularly as a used purchase.
The latest 2022/2023 Baleno and Starlet share the same engine which is a 1.5-litre, naturally-aspirated petrol engine offering 77 kW and 138 Nm. Pre-2022 iterations of these models were powered by a 1.4-litre petrol engine with 68 kW and 130 Nm.
For those seeking some additional practicality with the benefit of some added ground clearance, the Renault Captur is worth a closer look. Not only does it offer more style than its rivals but it’s small-capacity 3-cylinder, 0.9-litre turbopetrol engine with 66 kW and 135 Nm delivers adequate punch for the daily commute. A more powerful 1.2-litre turbopetrol engine is also available with 88 kW and 190 Nm.
Sedans might not necessarily be trending or fashionable right now but when it comes to offering space (practicality), comfort and efficiency, this body shape still makes sense and the Toyota Corolla Quest is a good option to consider for under R200k.
Buyers can choose between Toyota’s 1.6 naturally-aspirated engine with 90 kW and 154 Nm or opt for the more powerful 1.8-litre petrol engine with 103 kW and 173 Nm.
The next-generation Q3 from Audi is taking shape. Here are the early details and spy shots of the 2025 Audi Q3.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
Work has begun on the brand-new 2025 Audi Q3 and our spy photographers have caught the first prototypes on the road in Europe. As a reminder, the current shape Audi Q3 was launched locally in 2019.
The Q3 compact SUV has been quite the success story both locally and internationally for Audi. In South Africa, it is the brand’s best-selling vehicle and from the start of January to the end of July 2023, the Q3 was Audi SA’s most popular nameplate, with 759 units registered. As a reminder, the Audi Q3 is available in two body styles; SUV and Sportback.
So, what can we expect from this new 2025 Audi Q3? We think there will be an under the skin change with the 3rd-gen Audi Q3 switching to the Volkswagen Group’s MQB Evo platform which makes provision for electrification. The recent unveiling of the 3rd-generation Volkswagen Tiguan has given us a few hints of what’s happening from now until 2030.
Europe may be pushing hard for a reduction in emissions and brands are trying to future proof themselves, but sales need to continue in the meantime. The Volkswagen Group is aware of this and is likely to continue to offer both petrol and diesel power for the new Audi Q3, but plug-in hybrids are a certainty. An all-electric Q3 is unlikely as the pure electric Q4 has that corner of the market covered.
Right now, we can’t see much of the new Audi Q3 due to the heavy camouflage and given Audi’s traditionally conservative styling, we’re not expecting anything too radical. You can already spot the slimline headlights and daytime running lights and we expect the latest generation of matrix LED headlights to make an appearance.
We predict the 2025 Audi Q3 will be revealed in 2024 and should be going on sale before the end of next year.
2025 Toyota GR Yaris To Feature More Power and Auto Gearbox
The heavily-revised 2025 Toyota GR Yaris will come to market with even more power, plus the convenience of an 8-speed automatic transmission. Here are the early details!
The GR Yaris marked the start of a new performance era at Toyota. With a fiery 3-cylinder engine, remarkable chassis and suspension, the GR Yaris proved you could have a road-legal rally car in your driveway.
It had major flaw that stopped it becoming an all-time great. It was offered solely with a manual gearbox and while enthusiasts loved the engagement, the reality is that the majority of customers favour towards the convenience and ease of use of an automatic or dual-clutch transmission. Don’t believe us? Go look at how many manual-equipped performance cars are offered these days…
Toyota is well aware of what the market does and doesn’t want, and the updated GR Yaris will be offered with a two-pedal setup. According to Japanese publication BestCarWeb, the 2025 Toyota GR Yaris production will begin as early as January 2024 and the updates will be significant.
The big change can be found in the powertrain department, with an 8-speed automatic and higher power outputs. The updated GR Yaris will feature the same engine outputs of its bigger GR Corolla brother and that’s rated at 221 kW and 370 Nm. As it stands, the GR Yaris is rated at 198 kW and 360 Nm.
The addition of the 8-speed automatic will make quite a difference for those craving something fast without the compromise of having to work a sporty clutch in gridlock traffic. BestCarWeb says there’ll be gearshift paddles on the steering wheel.
Don’t expect much to change in the visual department, other than revised bumpers and headlights. Perhaps we’ll see the three-exhaust setup from the GR Corolla and the Toyota engineers have likely tweaked the suspension and brakes based on customer feedback. The cabin is likely to gain the all-digital dashboard straight from the GR Corolla too. Perhaps it’ll resemble the outrageous Toyota GR Yaris GRMN that was a Japan-only special?
When will the 2025 Toyota GR Yaris be revealed?
As a reminder, the GR Yaris was launched in South Africa back in the middle of 2021. We predict we’ll see a reveal of this new automatic-equipped model before the end of 2023.
5 Ways To Ensure That Your Car Insurance Claim Will Be Paid
If you don’t keep your insurance up to date – or fail to adhere to the policy’s stipulations – your insurer might not honour a claim for damage to, or loss of, your vehicle as a result of an accident. Take these 5 steps to safeguard your cover…
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Taking out car insurance is a vital part of responsible car ownership – and it’s mandatory if you’ve got a vehicle finance agreement with a bank.
It’s entirely likely that you would have read your insurance policy’s terms and conditions carefully when you bought your vehicle (or perhaps switched to another insurer), but since then some things about your life (such as the manner in which you use the vehicle, who gets to drive it most of the time) and your general circumstances (such as where you live and park your car overnight) may have changed.
It’s essential that you notify your insurance company of such changes and, as a general rule, be mindful to not do things that may cause your car insurance claim(s) to be rejected out of hand.
Suffice it to say, a rejected car insurance claim can seriously affect your budget – leaving you with some hefty unexpected costs. Budget Insurance recommends following these top tips to ensure you’re that you’re covered in the event that you need to submit a claim.
1. Prevention is better than cure
Make a start by maintaining your car regularly. Here are some things that you can do yourself or that can easily be ascertained/remedied with the help of a mechanic:
Check your tyres often. Ensure they’re inflated to the correct pressure (a fuel station attendant can help you) and replace them if worn beyond the legal tread-depth limit.
Top up your brake fluid and ensure that your car’s brake discs (and/or -drums) and -pads (and/or -shoes) are in good working order.
Maintain the recommended levels of engine oil and -coolant.
2. Honesty is the best policy
When you insure a car, share the correct information about your insurance history; these include previous car accidents and traffic law convictions, as well as any no-claims certificates that may have been issued to you. You really don’t want a past accident, which you failed to mention, to be the cause of a rejected claim.
3. Don’t drink and drive
If you cause an accident while under the influence of alcohol, you are the guilty party, no matter what the other circumstances might be. What’s more, in South Africa, there are serious punitive measures for drinking and driving. Don’t do it.
4. Keep your end of the bargain
Pay your monthly premiums. One of the main reasons claims are rejected is due to unpaid premiums or late payments. It’s always better to make payment arrangements you know you’ll be able to stick to. Other important details to keep in mind are changes in bank details and deduction dates. For example, if you usually pay your car insurance mid-month and would like to change that to the last day of the month, inform your insurer well in advance of the new date.
5. Update your insurer as and when things change
Even the best car insurance company in South Africa can’t read your mind. Should anything from regular driver details to where you park your car change, let your insurer know. Maybe you’ve moved to a new place and security measures are not the same, give an update on that too. Here’s a list of other details you should share with your insurance company:
Who is the primary (main) driver?
Are there any additional drivers?
Have you changed your home or work address?
What do you use the vehicle for (business, leisure or both?)
Now you know how to keep your car insurance in check
