‘It wasn’t our decision’ to axe NP200, says Nissan SA boss
Nissan SA’s managing director says it wasn’t the brand’s decision to discontinue the NP200, adding the firm is “working on the replacement” for the half-tonne bakkie…
Nissan South Africa’s managing director says “it wasn’t our decision to discontinue NP200”, emphasising that the company was forced to cancel the half-tonne bakkie’s successor at the last moment.
After 16 years, production of the Nissan NP200 officially ended at the Japanese firm’s Rosslyn factory in March 2024, despite the fact there was still clear local demand for what had for several years served as the market’s last-surviving half-tonne bakkie.
Maciej Klenkiewicz, Nissan South Africa and Independent Markets Africa Managing Director, however, suggested to Cars.co.za during an interview at the South African Auto Week 2024 in Cape Town that the firm had no choice in the matter.
“It wasn’t our decision to discontinue NP200. We had plans to replace NP200 with a successor. Unfortunately, due to the geopolitical situation in Russia – in fact, the crisis which we have between Ukraine and Russia – we had to cancel the project which was a replacement for NP200,” Klenkiewicz told us.
“The successor was supposed to be built there, in Russia, with the platform from Renault. Right now, we are of course working on the replacement, but the process is starting from scratch. So, I cannot say that it was a ‘business decision’ – we had a plant which we unfortunately had to drop,” he explained.
In October 2022, Nissan announced its withdrawal from Russia. Around a year later, Nissan SA revealed that it had officially entered a “formal consultation phase to restructure the business“, thanks largely to the then-looming end of production of the NP200.
At the time, Nissan SA said it had earlier lined up an “immediate replacement model for NP200”. However, the automaker said that model was “no longer viable” due to significantly reduced volumes brought about by the “geopolitical situation in Russia”.
As a reminder, the Dacia Logan-based NP200 single cab arrived on the scene as a replacement for the Nissan 1400 back in 2008, boasting an 800 kg payload. The workhorse 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.
What is the best VW to buy in South Africa in 2024?
Volkswagen is a well-known and trusted car brand in South Africa with a wide range of passenger cars and commercial vehicles available to local buyers. This article highlights the best VW to buy in South Africa based on the finalists in the 2024/25 #CarsAwards. Take a look!
Volkswagen is South Africa’s second most popular car brand in South Africa and it’s a brand that is embedded in South African car culture. Buyers looking for the best VW to buy are spoilt for choice as Volkswagen caters to a wide range of needs and budgets.
Volkswagen offers hatchbacks, SUVs, MPVs and bakkies to the local market and many of them are consistent best-sellers on a regular basis.
Volkswagen’s success is attributed to its reputation for producing quality cars that are perceived to be reliable with strong aftermarket support from its large dealership footprint across South Africa.
The Volkswagen Polo 1.0TSI 85 kW R-Line automatic is one of the best compact hatchbacks you can buy in South Africa.
The Polo makes use of a 3-cylinder, 1.0-litre turbopetrol engine with outputs of 85 kW and 200 Nm, paired with a 7-speed dual-clutch automatic transmission. In R-Line guise, the kerb appeal of the Polo is enhanced with 16-inch Valencia alloy wheels, R-Line badges, Composition Media system, wireless phone charging and two-zone climate control air conditioning.
The T-Cross is one of Volkswagen’s most popular cars in South Africa and it uses the same 3-cylinder 1.0-litre turbopetrol engine that powers the Polo.
Engine outputs for this engine are 85 kW and 200 Nm of torque and it’s oared with a 7-speed dual-clutch transmission.
The finalist in the 2024/25 #CarsAwards is the Tiguan 1.4 TSI R-line with a turbocharged 1.4-litre turbopetrol engine doing duty under the bonnet paired with a 7-speed dual-clutch transmission. This engine offers outputs of 110 kW and 250 Nm. A 2.0-litre turbodiesel engine and a 2.0-litre turbopetrol engine are expected to join the range soon.
In addition to a thoroughly improved cabin, the Tiguan R-Line gains obligatory badging as well as 19-inch Coventry wheels.
Facelifted GWM P-Series coming in early 2025 wearing P300 badge
It’s official: the facelifted GWM P-Series is scheduled to touch down in South Africa in the opening quarter of 2025, wearing the P300 badge and gaining a new engine option…
GWM South Africa has confirmed to Cars.co.za that the facelifted P-Series is scheduled to launch locally in the opening quarter of 2025. Slotting in below the super-sized P500, the refreshed version of the Chinese firm’s bakkie looks set to debut the P300 badge, while also gaining a new engine option.
Desmond Els, Sales Director at GWM South Africa, confirmed the brand’s upcoming P-Series plans to Cars.co.za during a wide-ranging interview conducted inside a custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town.
The Chinese-spec version of the facelifted P-Series.
“The P-Series, as it stands today, is on runout phase. We’re busy running out the current model, which was introduced to the South African market around the [end of 2020]. It’s time for the vehicle to have its official facelift,” he told us.
“The P300 is on its way and will be reaching South African shores in the 1st quarter of next year [2025],” added Els, who recently completed his 1st year with GWM SA, having previously worked at Renault, Suzuki and – most recently – Nissan.
Commercial-spec models will again be available locally.
As with the outgoing P-Series portfolio, GWM SA plans to offer both commercial- and passenger-spec versions of the P300. However, Els furthermore told us that while commercial derivatives will again employ the familiar 2.0-litre turbodiesel engine, passenger-spec variants will be available with a choice of either this motor or the newer 2.4-litre turbodiesel unit.
As a reminder, the 2.0-litre oil-burning mill makes 120 kW and 400 Nm, while the new 2.4-litre (likewise 4-cylinder) turbodiesel engine generates peak outputs of 135 kW and 480 Nm, with drive delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity engine. Codenamed GW4D24, this 2.4-litre motor debuted in the P500 that launched locally in August 2024.
A new 2.4-litre turbodiesel engine will be offered in the passenger-spec range.
While other local specification details have yet to be divulged, it’s worth noting the facelifted P-Series on offer in China features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked. Inside, the revised Chinese-spec P-Series gains a freestanding 7-inch colour LCD instrument cluster and a new 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia.
The cabin seems to employ fewer physical controls than before, which suggests more functions have been moved to the touchscreen, while we also spotted new steering-wheel and automatic gear-shifter designs as well as a change in orientation for the air vents (from vertical to a more conventional horizontal layout).
A look at the Chinese-spec model’s updated cabin.
As a reminder, the outgoing P-Series range launched in SA in December 2020. The local line-up currently comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs) – if you don’t count the trio of new P500 variants, that is – with pricing running from R413 050 to R694 950.
Over the opening 9 months of 2024, GWM has registered 2 852 units of the P-Series in Mzansi, seeing it slip a place to 8th (from the 7th position it secured in 2023), sitting just behind the SA-built Volkswagen Amarok with 3 months of the year to go.
Not to be outdone by Chinese compatriots GWM, LDV, Foton and JAC, Chery has revealed a concept double cab at its annual summit in Wuhu, China. Set to go into production in mid-2025, the bakkie will arrive in Mzansi not long thereafter!
Codenamed KP11, the ladder-frame-based Chery double-cab bakkie – with planned spec in a tamer Urban or Ford Ranger Raptor-esque Off-Road pictured here – is set for production in the 2nd quarter of next year and aimed to reach the South African market by either the end of the year or early in 2026.
No details have been provided on available powertrains; however, a spokesperson from Chery told us that the company will offer an array of propulsive options, ranging from turbopetrol (rumoured to be a 4-cylinder motor with a 2.4-litre capacity, but no word on turbodiesel powerplants yet) to plug-in hybrid or range-extended EV, although the latter 2 configurations will likely be offered in some, not all, markets.
Chery’s local subsidiary hopes to offer the production version of the KP11 with GWM P Series levels of pricing, although with the model’s production- and landing costs, let alone specification (and most likely final appearance) still to be finalised, this will only be confirmed closer to the time of launch.
Sitting on chunky BF Goodrich rubber, this off-road version of the KP11 (it won’t be called that by the time it reaches the showroom floor) was kitted out in camping/overlanding gear as part of a showcase of product-appropriate aftermarket Chery bakkie accessories. Also in a nod to the Ford Ranger, it seems to have been inspired by – the bakkie features a rear side step that’s integrated into its rear bumper.
Why the VW Golf 8.5 GTI has not (yet?) been confirmed for SA
Wondering why Volkswagen has yet to officially confirm the Golf 8.5 GTI for South Africa? Well, VW Group Africa’s managing director has laid out the facts…
Earlier in 2024, Volkswagen Group Africa told us it was “still investigating” the Golf 8.5 GTI for South Africa, adding that “nothing has been confirmed for this market”. That statement left many local GTI fans surprised, considering the popularity of the badge in Mzansi.
Now, however, the Wolfsburg-based firm’s local boss has revealed the reason the company has yet to confirm the facelifted hot hatch – which was unveiled back in January 2024 – for South Africa.
Speaking to Cars.co.za inside a custom-built podcast booth at Naamsa’s recent South African Auto Week 2024 in Cape Town, Martina Biene, Chairperson and Managing Director of Volkswagen Group Africa, said the country’s current fuel quality is what stands in the way of the Golf 8.5 GTI’s arrival on local soil.
“The GTI is my favourite and I would want to drive it [the facelifted version] in South Africa. Therefore, we need the support of the South African fuel industry, because the fuel in South Africa is currently not at the level that we could release the GTI,” Biene told us.
“But a lot of work has been done. There was a panel [discussion] prior to lunch [on day 2 of SA Auto Week 2024] talking about the fuel quality in South Africa and the introduction of ‘Clean Fuel 2’, which is scheduled for 2027. But [we expect] some major improvements earlier in the field and we’ve got the commitment of some of the oil industry,” she added.
For context, South Africa’s long-awaited “Clean Fuel 2” (CF2) regulations – which are expected to be put in place by the Department of Mineral Resources & Energy (DMRE) from July 2027 – will mandate a reduction in sulphur levels in the country’s fuel and further impose stricter limits on the presence of various other compounds in petrol.
From what we understand, the petrol particulate filter (an emissions control device designed to reduce particulate emissions) fitted to the Golf 8.5 GTI’s uprated EA888 engine is different to that of the pre-facelift version still on sale in South Africa and thus technically not compatible with the country’s current level of fuel quality. We’re assuming the same applies to the Golf 8.5 R.
“So my team is almost waiting to test the fuel at the beginning of 2025 to make my dream happen – to drive the new GTI in South Africa,” Biene explained to us.
As a reminder, the facelifted Golf GTI again employs the German automaker’s familiar turbocharged 2.0-litre, 4-cylinder petrol engine, though its peak power output (in European specification, anyway) has been hiked from 180 kW to 195 kW. Maximum twisting force, meanwhile, remains 370 Nm.
According to VW, the Golf 8.5 GTI – which is fitted as standard with a 7-speed dual-clutch transmission – can complete the obligatory 0-100 kph sprint in just 5.9 seconds (a half-second improvement over the pre-facelift model’s time of 6.4 seconds), while top speed is electronically limited to 250 kph.
The Golf 8.5 GTI’s exterior design has also been suitably tweaked (you’ll notice the revised LED headlamps, redesigned grille, updated taillamps and fresh alloy-wheel designs, for instance), while the steering wheel ditches the outgoing model’s controversial touch-sensitive pads in favour of traditional physical buttons. There’s also a new 12.9-inch infotainment system that stands proud of the facia.
As a reminder, the pre-facelift Golf 8 GTI – which is currently priced at R828 400 – debuted globally in February 2020, though launched in South Africa only in September 2021 (with the Jacara Edition following in October 2022, before being removed from the line-up at the start of 2024). A fair chunk of the delay was attributed to the global semi-conductor crisis, of course, which came about as a result of the COVID-19 pandemic.
The updated Porsche 911 GT3 has just been announced with some enhancements and here’s your first look, plus SA pricing details.
If ever there was a vehicle which epitomised a brand, its the Porsche 911. Sure the Cayenne and Macan sell in substantially more numbers, but the 911 is the halo product. For 2025, the flagship has been given some updates.
Visually, its a mild update, with subtle enhanced aerodynamics to improve downforce and airflow. The car features revised damper settings as well as an upgraded steering setup.
The great news is the iconic 4.0-litre naturally-aspirated flat-6 petrol engine has been retained and continues to thump out 375 kW and 450 Nm. Performance? Blistering. The updated Porsche 911 GT3 accelerates to 100 kph in just 3.4 seconds with PDK and reaches a top speed of 311 kph. If you’ve opted for the manual gearbox, expect 3.9 seconds and a top speed of 313 kph.
If you’re a petrolhead, you’ll notice this new model has slightly less torque and we have strict emissions laws to thank for that. Still, its impressive how Porsche has managed to maintain the performance as well as a 9 000 rpm redline. The exhaust is new and features extra hardware to try keep emissions low.
In terms of transmissions, Porsche says there’s a shorter gear ratio for the final drive which is said to improve drivability. Both a PDK and a manual gearbox are available.
Shown alongside the GT3 was the GT3 with Touring package. This is aimed for those who want a bit more practicality and usability, not to mention subtlety. There’s now an optional rear seat system, and if you’re not a fan of the standard seats, you can option the 18-way adjustable adaptive sports seats plus.
Porsche has confirmed the Weissach (GT3) and Leichbau (Touring) packages for the enthusiasts which introduces numerous weight-saving measures like carbon fibre roof, rear wing end plates, exterior mirrors, anti-roll bar while the cabin gets carbon fibre door handles.
How much does the updated Porsche 911 GT3 cost in South Africa?
The new Porsche 911 GT3 and the new Porsche 911 GT3 with Touring Package can be ordered by the end of this year and the below price includes a 5-year/100 000 km Driveplan.
The Audi SQ7 heads up the updated Q7 range that will go on sale in South Africa in early 2025. We had a drive on the roads of Audi’s hometown of Ingolstadt, Germany.
When you think of Bavaria, 1 car brand usually comes to mind – BMW. Yet, only 80 km north of Munich is a city named Ingolstadt – the home of Audi. After departing the arrivals hall at Munich’s domestic airport terminal, I walked over to Audi’s satellite office and signed the paperwork to test the Audi SQ7 and SQ8.
Now, having driven the latter at its debut in Cape Town towards the end of 2023, my focus was on the most potent Q7 variant, as there will be no RS-badged flagship of Audi’s 2nd-gen premium SUV, unlike the Q8 SUV-coupe range, which has the RSQ8 Performance. The SQ7 is the hottest Q7 you can get.
What’s changed?
Audi calls its facelifts “Product Improvements” or PI (which isn’t terribly original, but sounds less poncy than BMW’s “Life Cycle Impulse” or LCI). The biggest change to the SQ7 and SQ8 is that they now share a turbopetrol powertrain. Previously, a 4.0-litre V8 turbodiesel (with 310 kW and 900 Nm) propelled the Teutonic juggernauts from 0 to 100 kph in under 5 seconds. Some may turn up their noses at fast diesel SUVs, but given that the powertrain delivered such compelling performance, why did Audi substitute it?
Be it because of fallout from the VW Group’s Dieselgate scandal, or concern over the impact of diesel-engine exhaust emissions on public health, turbodiesel power is no longer in fashion in European passenger cars. As a consequence, the performance derivatives of the Q7 and Q8 have switched to petrol power, but thankfully there’s no downsizing – the engine on duty is one we’re all familiar with.
The 4.0-litre twin-turbopetrol V8 is well known – and -proven – in the VW Audi Group, having powered a variety of products, such as the Porsche Cayenne, Bentley Bentayga and the Lamborghini Urus.
In the SQ7, that powerplant produces 373 kW and 770 Nm of torque. It drives all 4 of the premium SUV’s wheels (quattro, of course) via an 8-speed automatic transmission, and Audi claims a 0-100 kph time of just 4.3 sec – a touch quicker than the diesel-powered SQ7. Mild-hybrid tech has been included too.
“Surely the facelift comprises more than just a new engine”, I hear some of you say. Yes, it does, but bear in mind that this is the Q7’s 2nd facelift and the aesthetic changes to the model are very subtle.
The tweaks include slightly refreshed bumpers, upgraded head- and tail lamps (that offer customisable animations and themes), new exterior colours, cabin trim options and wheel designs, plus enhancements to the infotainment system (they pertain to connecting to your favourite streaming services).
So, what distinguishes the SQ7 from other top-end Q7 derivatives? Visually, the performance variant is fitted with the largest wheels (20-inch alloys), quad exhaust pipes and a subtle SQ7 tailgate badge to let people know you’re going to win the school run. It’s a pity the SQ7 badge on the nose has been deleted.
The SQ7 is further fitted with all-wheel steering and adaptive suspension as standard. Buyers who seek a particularly focused driving experience can specify a quattro sport diff and active roll stabilisation.
First Impressions
Our Audi SQ7 test unit was finished in a striking hue – Chili Red – and rode on sporty-looking jet-black wheels. It’s probably a far more ostentatious specification than (what we assume) most Q7 customers would choose, but for this exercise – to impress a bunch of jaded motoring journalists – it was perfect.
The surprises didn’t end there. When I started the engine, it created a rather unruly rumble (in a good way). Many performance cars, especially European ones, are losing their voice, but the SQ7 sounds wicked.
Even though the Typ 4M series Audi Q7 has existed for almost a decade, the 7-seater SQ7 still feels quite spacious inside. We’d say the rearmost pair of seats is only really fit to accommodate children, but with the 3rd row stowed, the Audi’s load bay is cavernous – it easily outguns the equivalent BMW X5 and Mercedes-Benz GLE. And, apart from plenty of visual- and tactile appeal, the build quality is admirable.
If you’re paying top Rands for a luxury model, it simply has to feel the part – and the SQ7 nails the brief. Granted, the 3-screen setup seems a bit old-school compared with the more advanced digital interface in the new A5 sedan, for example, but the Virtual Cockpit is still commendably intuitive (user-friendly).
What is the Audi SQ7 like to drive?
When in Germany, it’s almost compulsory to test a new vehicle on the country’s finest stretch of asphalt, the Autobahn. Now, if you’ve never driven on the ‘bahn, there are certain things to be mindful of… It’s not a free-for-all road on which every M-, Merc-AMG- and RS model (plus a variety of more exotic machinery) constantly travel at ludicrous speeds, and only some sections have no speed limit. The Autobahn’s limits are electronically controlled and the speeds vary based on time of day, traffic congestion and weather.
There are also legal consequences: if you’re involved in an incident on a derestricted part of the ‘bahn, you have increased liability. The German traffic police also have the habit of setting up speed cameras just after speed limits come into play, so more often than not, you’ll need to climb on the brakes. Hard.
But, back to the SQ7! The 2nd iteration of the Q7 is renowned for being an impressive open-road cruiser – it’s effortlessly refined – but the SQ7 turns things up quite a few notches. Even when its most comfort-oriented drive mode was active, the Audi SQ7 could surge forward without hesitation; we’re eager to test its 60-120 kph acceleration figure – it will probably make several performance hatchbacks seem slow.
When you push the accelerator pedal halfway down, the ‘box will kick down promptly and the engine will smoothly deliver all of its goodness until the Audi reaches its electronically limited top speed of 250 kph.
It’s all so undramatic, yet oh-so effective at the same time! With the speedometer reading just over 160 kph (yep, that was our average speed in the middle lane), we were in awe of the car’s overall quietness – minimal road noise intruded into the cabin when were were “cruising”, even at the proverbial ton of 100 mph.
But at full throttle, that twin-turbo V8 reminds us of its presence with a brutish snarl! As for (up)shifts, Audi has improved the torque-converter-type transmission’s calibration for better-timed gear changes; the ‘wheel has shift paddles, but the ‘box shifted so smoothly and predictably that we never used them.
What if you want to carve up a road? When you activate Dynamic mode, the air suspension hunkers down and stiffens, the throttle response becomes sharper and the boisterous exhausts get louder still.
But we wonder whether all that intensity is even necessary. The SQ7 is a fine family cruiser, so why compromise a pliant ride quality with an overly sporty suspension setting? Thankfully, the Individual setting enables a driver to customise the car’s facets; we adore the soft damping/loud exhaust combo.
Autobahn and straight-line performance is one thing, but what about cornering ability in everyday driving conditions? Our test unit was specced with the aforementioned quattro sport differential and active roll stabilisation and, well, the hefty 3-row family SUV felt remarkably nimble and light on its wheels!
Yes, when you hustle the SQ7 into tight bends at higher speeds, you’re well aware of its 2.3-tonne kerb weight, because the Audi is reluctant to change direction quite as sharply as you might like it to. In those conditions, the premium SUV’s brakes will be working hard too, but it is genuinely entertaining to wield the SQ7, at a brisk pace, in the twisties. Again, you don’t have to use the sportiest setting to have fun.
Between each stretch of Bavarian forest road was a series of villages, some of which were even too small to be classed as anything more than a cheery hamlet, but there were electronic speed warning signs everywhere. Once travelling at the civilised urban speed limit of around 45 kph, the SQ7 seemed to glide, with its suspension absorbing almost every road surface imperfection. To be fair, European roads are generally of an exceptionally high standard, so we’re keen to see how this vehicle copes with our mixed quality of SA roads.
How much does the facelifted Audi SQ7 cost in South Africa?
First, let’s chat about the line-up. According to Audi South Africa, the facelifted Q7 range will not feature any turbodiesel-powered derivatives initially – the line-up will comprise petrol-powered variants only.
This is due to production constraints – most turbodiesel Q7s have already been snapped by other right-hand-drive markets (Aren’t diesel cars going out of fashion?). The facelifted Q8 range, however, does include a TDI variant and, if you want even more firepower than the SQ8, the RSQ8 is coming to South Africa.
“The Q7 45 TDI is still under consideration for our market,” Audi South Africa PR and Relationships Manager Terence Steenkamp told Cars.co.za this week. “For now, Audi will offer the option of a diesel model in the popular Q8 range for those buyers who prefer this fuel type over petrol power.”
The facelifted Audi Q7, SQ7, Q8 and SQ8 will all go on sale in South Africa in early 2025. We’ll update this article with pricing as soon as we have it. See also: Audi Q8 (2025) Price & Specs
Summary
While the turbodiesel-powered pre-facelift Audi SQ7 and SQ8 were rapid juggernauts, the 4.0-litre V8 turbopetrol motor does produce a more glorious soundtrack – and offers better performance to boot.
As a result, the updated Audi SQ7 is a far more engaging proposition than its predecessor, which “spoke softly and carried a big stick” (to shamelessly mangle a famous Teddy Roosevelt quote). The SQ7 is really in a class of its own, but you could consider the BMW X7 M60i (also a 7-seater) a distant rival.
This is a light update and one could say Audi has been very pragmatic – “if it ain’t broke, don’t fix it”, as they say. The Q7 PI (2nd facelift model) picks up right where the pre-facelift Q7 left off with exceptional space, refinement, open-road crushing competence and now, with the SQ7, thundering performance.
The GLC 63 S and 43 will be the flagship performance derivatives of the Mercedes-AMG range. Here’s a first look at what you get, plus just how fast are they?
The Mercedes-AMG GLC 63 S will be one of the most powerful SUVs and the good news is that it has touched down in South Africa.
Of course, there are detractors who will continue to moan about the lack of a thundering AMG V8, but they cannot deny the sheer pace of the GLC 63 S. The new model features a 2.0-litre turbocharged four-cylinder petrol engine with an electric assist.
Power outputs are 500 kW and 1 020 Nm, and power goes to all four wheels via a 9-speed automatic gearbox. Acceleration from standstill to 100 kph takes just 3.5 seconds and only ends at an electronically governed 275 kph.
Standard kit at this price point is high with adaptive dampers (AMG Ride Control suspension) and rear-wheel steering fitted. The AMG Track Pace data logger is standard and this gives driver performance data to analyse as well the ability to test 0-100 kph and so.
Also available, at a lower price point and less power, is the Mercedes-AMG GLC 43. The GLC 43 has a slightly similar setup, albeit with a smaller turbocharger and this vehicle produces 310 kW and 500 Nm. In terms of performance, Mercedes-AMG says the GLC 43 dashes to 100 kph in just 4.8 seconds and it has all-wheel drive and a 9-speed automatic gearbox.
How much does the Mercedes-AMG GLC 63 S cost in South Africa?
Both performance SUVs are sold with a 5 year/100 000km Service Plan and Maintenance Plan. The below pricing includes VAT.
Jetour, which is an offshoot brand of the Chery Group but operates independently of Chery SA, recently launched a pair of medium-sized SUVs in Mzansi, one of which is the Jetour Dashing. Is the 1.5T Deluxe’s value offering as good as it looks? Read on!
We Like: Bang-for-buck, modern styling, interior finishes, rear legroom, refined performance
We Don’t Like: Poor infotainment interface/usability, poor rearward visibility
The Dashing features a unique look that’s hard to miss on the road.
The Jetour Dashing 5-seater is a medium SUV that stands 4 590 mm long, 1 900 mm wide, 1 685 mm high and has a wheelbase of 2 720 mm. Based on those dimensions, the Dashing is similarly sized to upmarket family cars such as the Volkswagen Tiguan, Kia Sportage, Toyota RAV4 and Hyundai Tucson.
However, the newcomer’s price tag is comparable with those of small crossovers, such as the Toyota Corolla Cross, Omoda C5 and Chery Tiggo 7 Pro – it seems to offer “a lot of car for the money” and its sibling, the X70 Plus 7-seater caters for those who want a medium SUV with extra seating capacity.
Established in 2018, Jetour is a crossover/SUV brand focused on design, technology and affordability. Production of the Dashing, or “Monkey King” as it’s known in its home market, began in 2022 and the model formed part of the Chinese brand’s local market introduction in September 2024.
The Dashing’s rear quarters are accentuated with angular elements. 19-inch wheels are standard.
Granted, Jetour is still an unknown quantity in our market (it must still prove itself in South Africa), but the Chinese firm has stated its commitment to delivering exceptional customer service through its 40-strong dealership network nationwide, as well as robust parts support thanks to Jetour’s large parts warehouse in Kyalami that’s stocked with over 82 000 parts to service local consumers.
The Jetour Dashing is offered in 2 trim grades: Momentum and range-topping Deluxe, an example of which is the subject of this review. To stand out from the swathe of medium SUVs on the road, the Dashing features a sleek and futuristic design penned by ex-Porsche designer, Hakan Saracoglu.
The Dashing gives off some Urus vibes, but that’s a good thing, right?
The Dashing’s exterior execution is muscular and highlighted by a bold front end with an intricate grille design, as well as strong rear haunches that evoke athleticism. Note the Range Rover Velar-esque hidden door handles, which also feature on the Chery Group’s recently launched Omoda C9 executive SUV.
During the Dashing’s tenure in our fleet, some onlookers noted that the model had design similarities to the Lamborghini Urus; they have a point, but the Chinese newcomer’s influences aren’t that exotic.
How the Jetour Dashing fares in terms of…
Interior execution, features and practicality
The Jetour Dashing’s cabin design and -execution make it abundantly clear that its maker adopted an upmarket design approach to the model’s interior. Younger/youthful, fashion-forward buyers will love it.
You sit in surprisingly sumptuous sports-style seats, while the wraparound dashboard blends elegance with sportiness. You can see the latter above – it features a red trim line that spans the length of the dashboard, complemented by matching magnetic belt strips in the door-armrest structure and contrasting red stitching seen on the seats and door cards. The grey and patterned door inserts and chrome speaker housings add further design appeal.
The centre console section houses a storage bin, 2 USB-A ports, a 12V socket and a convenient wireless charging pad for charging smartphones. The cabin utilises a mix of hard plastics and soft-touch faux leather surfaces and, not only does it offer excellent comfort, the overall perceived build quality is good.
However, there are a few niggles to point out. Our first criticism is that the cabin temperature-, demister and ventilation controls – located in the gloss-black panel in the lower part of the fascia – are near-impossible to see in the brightness of day, rendering the panel useless unless you’re driving at night.
Admittedly, the aircon and other in-car functions can be adjusted via the infotainment system’s 10.25-inch touchscreen. However, the menu layout is poorly configured and not particularly user-friendly. Also, the small size and poor legibility of the menu make it difficult and distracting to navigate the system.
This problem is also experienced in the 10.25-inch instrument cluster where the embedded menus are similarly difficult to decipher and use while driving. While this might seem like a trivial problem, it’s a frustrating one that can create unnecessary distractions while you’re driving. You can use the menu dial in the centre console to navigate the menus, but it doesn’t make menu navigation much easier.
To its credit, the 360-degree camera system’s display is of excellent quality and particularly useful when you are parking/reversing or manoeuvring in tight spaces. Other nice-to-have features include a large panoramic sunroof, 8-colour ambient lighting and electrically adjustable front seats with seat memory.
A Jetour welcome light is a surprise feature. It’s often found on more expensive cars but it proves useful at night or if you want to impress your friends.
Safety features include 6 airbags, lane-departure and -blind spot warning, plus tyre-pressure monitoring.
Rear passenger space is generous with high levels of comfort.
In terms of rear passenger space, the Jetour Dashing is quite generous – aft occupants (even adults of average height) can sit comfortably thanks to ample leg- and knee room. A centre armrest (with a pair of cupholders) is a convenient feature for those long journeys and USB-A and USB-C ports are provided.
All that space does come at the cost of some luggage capacity, however. The Jetour Dashing’s load bay is claimed to accommodate 486 litres with the rear seatback up, which is lower than the stated figures for the Sportage (591 litres) and Tiguan (652 litres) – still useful, but not generous for a car of this size.
At least the load bay is on par with what’s offered in the small crossover segment, plus it has a dual-level floor to either haul more cargo or store valuable items out of sight. A powered tailgate is standard.
The Dashing’s load bay is quite shallow but the floor level can be raised or lowered.
Overall then, the 1.5T Deluxe’s cabin is attractively styled, smartly finished and more-than-sufficiently comfortable… only the limited user-friendliness of the infotainment system and some ergonomic quirks detract from an otherwise appealing proposition. Of course, it remains to be seen how well the Jetour Dashing’s interior will hold up with years of use in South African conditions, but time will reveal all.
Performance and efficiency
The Jetour Dashing and its X70 Plus sibling are powered by a 1.5-litre 4-cylinder turbopetrol engine that produces 115 kW/230 Nm and is paired with a 6-speed dual-clutch automatic transmission.
A punchy engine and a refined driving experience are highlights of the new Jetour Dashing.
In terms of performance, we’re happy to report that the Jetour Dashing met our expectations, given its engine capacity and -outputs – which is to say we found that it accelerated strongly and offered enough mid-range oomph to execute brisk overtaking manoeuvres on the highway. Plus, we were pleasantly surprised by its engine refinement with adequate sound suppression, even under hard acceleration.
It helps that the dual-clutch transmission is well-calibrated; it shifts up/down swiftly and predictably, plus you could always use ‘wheel-mounted paddles to shift manually if and when you feel the need to do so.
There are 2 drive modes to choose from: Eco and Sport, but if you want to engage, say, the latter, you have to access the infotainment menu, which isn’t intuitive – it would be so much simpler to toggle between drive modes by using a button. You can also set the steering feel to either Comfort or Sport.
Expansive bodywork does impact negatively on rearward visibility.
Sport mode does change the on-road demeanour of the Jetour Dashing; the powertrain offers more eager throttle response and will executive upshifts only at higher revs. The model’s suspension setup is on the firm side of pliant, but not overly sporty and general ride comfort is good – on tar and gravel.
It’s also worth mentioning that due to the narrow rear screen and upwardly sloping aft window sills, rearward visibility is limited, so if you buy a Dashing, be extra mindful to check your blind spots before changing lanes safely. Thankfully, the Dashing is equipped with blind-spot alert and lane change assists.
In terms of fuel consumption, Jetour claims an average of 7.8 L/100 km for this variant, but we averaged around 9.5 to 10 L/100 km during our week-long test, which was a little disappointing, but not damning.
Price and after-sales support
The Jetour Dashing 1.5T Deluxe costs R469 900 (October 2024), which includes a 5-year/150 000 km warranty, a 10-year/1 million km engine warranty (for the first owner only) and a 5-year/60 000 km service plan. See also:Jetour Dashing (2024) Price & Specs
The Jetour Dashing is poised to take the market by storm with a strong value proposition.
At its price point (R439 900 to R469 900), the Jetour Dashing represents excellent value for money for buyers who desire a stylish and generously equipped new medium SUV/family car for well under R500k.
Its bold appearance is likely to divide opinion and, yes – it won’t appeal to everyone, but the Dashing’s value proposition will probably propel the newcomer up the local sales charts in the months to come.
Despite a few quirks that detract from an impressive, well-specified interior (some of which could be improved by running updates), the Dashing delivers an acceptable balance between performance and economy, while exhibiting resolved road manners and surprisingly high levels of overall refinement.
From an after-sales perspective, Jetour’s service will be in the spotlight from the get-go but the Dashing is at the very least backed by comprehensive warranties that will give local buyers some peace of mind.
Jetour is a brand to watch and with new products, such as the T2 small off-roader and a Dashing Pro, due to arrive in 2025, it will be interesting to see how quickly the brand grows on South African soil. Watch this space!
The facelifted Mazda BT-50 bakkie has been revealed, though with this nameplate having been discontinued in SA earlier in 2024, we won’t see it on local roads…
In March 2024, Cars.co.zabroke the news that the Mazda BT-50 nameplate had been discontinued in South Africa after an 18-year run. Now, the facelifted version of the Japanese firm’s bakkie has been revealed overseas.
Of course, since the BT-50 is no longer a part of Mazda Southern Africa’s line-up – with the automaker’s local division having cited an “extremely challenging landscape for imported vehicles” and a struggle to compete directly with locally manufactured products, such as the Toyota Hilux, Ford Ranger and Isuzu D-Max – this facelifted model won’t be seen in Mzansi.
So, what are we missing out on? Well, styling changes on the double-cab bakkie include a refreshed front end, which sports a new lighting signature for the LED headlamps as well as a redesigned grille and bumper (the latter now incorporating an “air curtain”). Around back, the tailgate gains a ridge along its bottom edge, while new LED taillamps and a larger “Mazda” logo have been adopted.
The facelifted BT-50 furthermore scores redesigned alloy wheels, while 3 fresh paint colours – Red Earth Metallic, Geode White Pearl and Sailing Blue Metallic – have been added to the colour palette. The cabin upgrades to what Mazda calls a “completely new infotainment system” presented within a “responsive central touchscreen interface that now integrates touch switches below the display for better usability and visibility”.
The largest available touchscreen measures 9 inches in diameter, while physical volume and tuning dials are positioned on either side of the screen. There’s also a new 7-inch instrument cluster. In addition, the refreshed bakkie now features USB-C sockets, as well as the integration of wireless Android Auto (to join its existing wireless Apple CarPlay functionality).
Meanwhile, the interior door trim, console lid and dashboard trim benefit from what Mazda calls “subtle yet effective” material updates, including a move from brown to black leather for some grades. The list of driver-assistance systems has been bolstered, too, with the BT-50 now featuring front stereo cameras, traffic jam assist, rear cross traffic brake and intelligent adaptive cruise control.
Moreover, the automatic emergency braking (AEB) system gains motorcycle detection and pedestrian detection at intersections. The digital reverse-view camera scores a hydrophobic coating, while dynamic guidelines have been added to the display and a new USB port positioned near the rearview mirror.
As a reminder, the pre-facelift BT-50 range in South Africa had comprised 4 double-cab derivatives, last priced from R630 400 and running through to R818 400. The line-up kicked off with a pair of 4×2 Active variants using a 1.9-litre, 4-cylinder turbodiesel engine (110 kW and 350 Nm), and available in either 6-speed manual or 6-speed automatic guise.
There was also a 3.0-litre, 4-cylinder turbodiesel engine (producing 140 kW and 450 Nm), offered in either 4×2 Dynamic or 4×4 Individual form but exclusively with a 6-speed self-shifting transmission in either case. The SA-spec BT-50 had been imported from Thailand, where it was produced by Isuzu (and based on the latest-generation D-Max). Though the TF-series BT-50 was revealed in mid-2020, it touched down in Mzansi only in July 2021.
