Mitsubishi has re-introduced the Triton Athlete nameplate to South Africa. Here’s pricing and initial details on this latest double-cab bakkie derivative…
Though an all-new Mitsubishi Triton was recently revealed, the Japanese firm’s local division has introduced a special iteration of the outgoing bakkie. Yes, as we reported back in July, the Triton Athlete nameplate has made its return to South Africa.
The latest version of the Athlete is based on the Triton 2.4DI-D 4×4 6AT derivative, inheriting an unchanged version of that model’s powertrain. That means the 2.4-litre, 4-cylinder turbodiesel engine offers 133 kW and 430 Nm to all 4 wheels via a 6-speed automatic transmission.
Just as we reported, the Triton Athlete is priced at R749 990, which represents a R20 000 premium over the model on which it’s based. In addition, that sees the Triton Athlete positioned below the likewise 4×4 versions of the Heritage (R769 990) and Xtreme (R798 990).
So, what sets the Athlete apart? Well, there are red touches to the front-bumper lower garnish, side steps and rear-bumper step, along with a decal kit “inspired by the world of motorsport” and including a bonnet decal, tailgate strip and side stripes featuring the number “01”. Moreover, the LED headlamps gain dark accents and matching daylight running lamps, while the Athlete rides on model-specific black 18-inch alloys.
Inside, you’ll find leather trim for the steering wheel, handbrake gaiter and floor console, each also featuring black-and-red stitching. The model-specific leather-trimmed seats and door trim have also been treated to stitching in this crimson hue.
Back in March 2018, Mitsubishi Motors SA first introduced the Athlete badge to the local market, with that special (pre-facelift) version of the Triton featuring a black-and-orange colour scheme that extended from the exterior into the cabin. It was also distinguished by extra airbags and an improved braked towing capacity.
The new Triton was revealed in Thailand – the country from which Mitsubishi Motors SA sources its Triton units – towards the end of July 2023. The automaker says the next-generation version is built on a “newly developed ladder frame chassis” and draw its urge from a “clean diesel engine” (offering more power in the high-output twin-turbo version).
The outgoing Triton has been somewhat under-appreciated by South African bakkie buyers, with just 380 units (or an average of around 63 units a month) sold locally in the first half of 2023. That saw the Triton miss out on a spot on the list of South Africa’s 10 best-selling bakkies in H1 2023.
How much does the Mitsubishi Triton Athlete cost in SA?
Mitsubishi Triton 2.4DI-D DC Athlete 4×4 6AT – R749 990
The price above includes a 3-year/100 000 km warranty and a 5-year/90 000 km service plan (with intervals of 10 000 km).
Thinking about buying a used example of the recently discontinued 2nd-gen Renault Sandero? Let’s take a closer look at the derivatives that were sold in South Africa, before examining the strengths and weaknesses of the French budget car…
While the original B90-series Renault Sandero was built in South Africa (at alliance partner Nissan’s factory in Rosslyn), the 2nd-generation version was imported from Romania. This big-on-space budget car contender was marketed under the Dacia brand in many countries, but here in Mzansi, it again wore the Renault badge; an Expression-spec example famously beat the Suzuki Swift 1.2 GL and Volkswagen Take Up! to win the Budget Car category of the inaugural Cars.co.za Consumer Awards (2015/16).
The Sandero II was on the local market for 8 years.
Although production of the B52-generation Sandero – which was based on a platform that traced its roots all the way back to the Clio II – technically ended in 2020, this model soldiered on in South Africa until local stock ran dry in the opening quarter of 2022. Interestingly, the 3rd-generation model didn’t ever make it to our market, with the Indian-built Kiger tasked with filling the gap in Renault’s line-up.
For the record, the 2nd-gen Sandero scored 4 stars in its 2013 Euro NCAP crash test, while the entry-level version of the SA-spec model had to settle for 3 stars for adult-occupant safety (and 4 for child-occupant safety) when it was evaluated by Global NCAP in 2017. The latter assessment – which centred on a 64-kph frontal crash test – crucially included a “stable” rating for the body shell.
Renault Sandero model line-up in South Africa
The Renault-badged version arrived in SA around a year and a half after the Dacia model debuted.
The Sandero II made its global debut – in Dacia trim, naturally – at the 2012 Paris Motor Show, the same event at which the covers were whipped off the Renault Clio IV. Like its supermini cousin, the B52-gen Sandero was offered with the Boulogne-Billancourt-based firm’s then-new 0.9-litre, 3-cylinder turbopetrol engine.
Sporting the Renault badge, the 2nd-gen Sandero arrived in South Africa in March 2014, armed with what the local distributor described as an “unparalleled value proposition”. At launch, just a pair of derivatives was available, each powered by the aforementioned downsized turbopetrol motor, which drove the front wheels through a 5-speed manual gearbox:
Sandero Expression (66 kW/135 Nm)
Sandero Dynamique (66 kW/135 Nm)
Just a couple of months later, Renault SA expanded the range by introducing the Sandero Stepway, which was positioned just above the Dynamique hatch. The Stepway employed the same 898 cm3 unit, but gained SUV-inspired cues such as a raised ride height (29 mm more ground clearance at 193 mm), silver-painted skid plates (front and rear), black wheel-arch trim and functional roof rails.
Other distinguishing features included 16-inch wheels (an inch larger than those of other derivatives) and the option of specifying the model-specific Azurite Blue paint colour.
The Sandero Stepway’s SUV-inspired styling proved a hit with local buyers.
In March 2017, the facelifted Sandero II, sporting revised frontal styling (including a revised lighting signature) and carefully considered cabin updates, made local landfall. The centre console and air vents were redesigned (and Dynamique derivatives gained a 7-inch touchscreen), while new seat upholstery was rolled out and the electric window switches relocated from the centre console to the door panels.
Similarly, the old stalk-operated horn was ditched in favour of a conventional tiller-mounted item, while the indicators scored a handy 1-touch lane-change function. At this point, Renault South Africa (Renault SA) also saw fit to rejig the range, retaining the base Expression hatchback, but opting to offer the popular Stepway configuration in both Expression and Dynamique form.
Note the new grille employed by the facelifted Stepway.
However, the latter flagship derivative fell away in May 2018, when it was superseded by the Stepway Plus, which added features such as a reverse-view camera, bi-tone 16-inch wheels and 2 fresh body colours (Dune Beige and Cosmos Blue). A year later, the touchscreen infotainment system in the Stepway Plus was upgraded to include (wired) Apple CarPlay and Android Auto compatibility.
The final update for the B52-series Sandero line-up came in August 2020, when the Stepway Techroad slotted in at the summit of the range, effectively succeeding the Plus-badged variant. The Techroad was set apart by subtle cues such as gloss-black side-mirror caps, inconspicuous decals on its B-pillars and blue centre caps for the wheels (a hue repeated in the cabin on sections of the seats and the air vents).
What are the advantages of a Renault Sandero?
The Sandero offered plenty of packing space for the price.
Space and practicality: Like the majority of its rivals, the 2nd-gen Sandero – which measured 4 059 mm from nose to tail (or 4 072 mm in Stepway guise) and featured a 2 589 mm wheelbase – “offered B-segment space at an A-segment price”, so to speak. The front quarters were particularly spacious, while tall rear-sited passengers enjoyed decent headroom and largely sufficient legroom. Luggage capacity came in at a handy 292 litres (a figure Renault claimed was “best in class”) and the rear bench could fold down in a 60:40 split for increased load-lugging ability.
Segment-leading safety kit: At launch in 2014, the Sandero came fitted as standard with ABS (with EBD and EBA), electronic stability control and hill-start assist, with the latter 2 features being particularly unusual in the budget-car segment at the time. ISOfix child-seat anchors, a 3-point seatbelt for the centrally positioned rear passenger and dual airbags were also standard fare, with the Dynamique and (pre-facelift) Stepway derivatives adding front side airbags and front seatbelt reminders. Note, however, that all derivatives made do with drum brakes at the rear.
A look at the 2017 Stepway Dynamique’s cabin, seen here with optional leather seats.
Generous specification levels: Though the Expression grade lacked a handful of convenience features, the Sandero II was largely well-specified.
The Dynamique trim level (along with the Stepway Plus and Techroad tiers) boasted big-car items that were seldom seen in the segment at the time, including front fog lamps, cruise control (with a speed limiter), rear parking sensors, driver’s seat height adjustment, electric windows all round and leather trim for the steering wheel, along with the later-added touchscreen infotainment system.
What are the disadvantages of a Renault Sandero?
The tiny turbocharged engine felt decidedly flat at low revs.
Lack of low-down grunt: The Sandero II was the first in its segment to turn to forced induction and the results certainly looked encouraging on paper. But, despite Renault taking every opportunity to refer to the little engine as “F1 inspired”, it lacked a degree of tractability in practice (which was somewhat unexpected considering the presence of a turbocharger).
With peak torque available from 2 500 rpm, the motor felt a little sluggish at lower revs (even when Eco mode was not engaged), goading the driver to be more generous with throttle inputs. Of course, such an approach made achieving the claimed combined fuel economy figure of 5.2 L/100 km (or 5.4 in the case of the Stepway) even less likely, while detracting from in-cabin refinement levels. That said, those living upcountry may appreciate the benefits of a turbo in the thinner air (even if the power delivery is peaky).
As with the same engine in the Clio IV, timing-chain issues are not uncommon.
Timing-chain failures: Though intriguingly more common on the Clio IV than the Sandero II, the 0.9-litre 3-cylinder engine has been known to suffer from worn timing chains or even outright timing-chain failures, despite Renault describing this component as boasting “lifetime durability” and requiring “zero maintenance”. If the vehicle hasn’t had its oil changed regularly, sludge can build up, which impacts oil pressure. Since the chain tensioner is controlled by this pressure, problems then quickly arise. So, when test driving, listen out for rattling timing chains and insist on evidence of regular servicing.
Miscellaneous potential issues: A far less common – but still reported – potential reliability problem involved a failing fuel-sensor unit, while we’ve also been told of a tendency for the plastic thermostat housing to warp over time, ultimately leading to a coolant leak (again, some Clio IV units also suffered with this problem). In addition, we’ve heard of numerous local instances of starter-motor failures…
How much is a used Renault Sandero in South Africa?
The popular Stepway, seen here in Techroad form.
Throughout the Sandero’s tenure in our market, Renault SA included a 5-year/150 000 km warranty and a 2-year/30 000 km service plan (with intervals of 15 000 km) as standard. Considering this relatively short service arrangement, pay very close attention to the maintenance history of a car that you’re thinking of buying – make sure the vehicle has been serviced according to the manufacturer’s recommendations.
Of the used 2nd-gen Renault Sandero listings on Cars.co.za at the time of writing, a whopping 75% took the form of Stepway derivatives. Though all model years were represented, the most common were 2021 (19%) and 2019 (17%). White accounted for 38% of listed vehicles, followed by blue (20%) and silver (11%). Meanwhile, mileages varied from just 7 400 km (on a 2022 Stepway Expression) to 211 000 km (on a 2016 Expression hatchback).
Standard hatch derivatives are few and far between on the used market.
Below R125 000: As you might have guessed, most of the vehicles in this price range were early model-year examples, many with in excess of 150 000 km on their respective odometers. Around a 3rd of listings here fell below the R100 000 mark, while about half were Stepway derivatives.
From R125 000 to R150 000: Most of the units between these pricing bookends were noticeably tidier and listed with lower mileages. Interestingly, we found very few standard hatchbacks here.
From R150 000 to R200 000: At the time of writing, this was easily the most densely populated pricing bracket, with nearly half of all stock listed here. The model-year distribution was skewed heavily towards 2019, 2020 and 2021, while non-Stepway derivatives were even more scarce.
R200 000 and up: Options were far more limited above the R200 000 point, where only models registered from 2020 to 2022 were listed. All were Stepway derivatives (most being Techroad models), while mileage was capped at 60 000 km. The priciest Sandero II we could dig up was a 2021 Stepway with 18 000 km on its clock, going for R239 000.
Which Renault Sandero should I buy?
This is the Sandero Stepway in Plus guise.
Since there was just a single powertrain on offer throughout the SA-spec Sandero’s lifecycle (our market didn’t receive the 1.5-litre turbodiesel available in Europe nor the 2.0-litre Sandero RS warm hatch sold in South America), selecting the best derivative comes down to 2 factors: body style and trim level.
Since there aren’t all that many examples of the standard hatchback on the used market (despite being slightly more fuel efficient), most buyers will likely focus on the popular Stepway variants.
So, which trim level is best? Well, it’s worth noting that the Expression grade made do with just 2 airbags and lost out on items such as cruise control, an on-board computer, rear electric windows, electrically adjustable side mirrors and the touchscreen infotainment system added at the facelift, while even air-conditioning was optional on the Expression hatch at launch (though later added as standard).
Note the more basic radio system in this pre-facelift Sandero II.
Therefore, we’d recommend concentrating on the Dynamique, Plus and Techroad derivatives. Which of the trio you opt for will likely be determined by your budget, though we’d suggest buying as late a model year as your wallet allows.
A note on wheels: the Expression hatchback came with 15-inch steelies (clad with plastic covers) and the Dynamique hatch was listed as having 15-inch alloys. The original Stepway, meanwhile, debuted 16-inch “Flex” wheels, which were inherited by all Stepway derivatives that followed (though in 2-tone form in the case of the Plus and Techroad). For the record, Renault – or rather Dacia – created a “Flex” wheel (also known as a “structured steel wheel”) by bolting a faux-metallic plastic cover to a specially formed steel wheel, resulting in what looked just like a conventional alloy (even upon close inspection).
Is the Renault Sandero a good used buy?
High-spec Sandero models can offer strong value on the used market.
Rivals to the 2nd-gen Renault Sandero included the Toyota Etios hatch, Volkswagen Polo Vivo, B562-gen Ford Figo hatch and AZG-series Suzuki Swift, with the Stepway competing against the likes of the Etios Cross, Polo Vivo Maxx and Figo Freestyle (and perhaps even the smaller Suzuki Ignis and VW Cross Up!).
So, does the Renault Sandero represent a compelling 2nd-hand buy? Well, as was the case when it was available new, (fairly priced) used examples offer oodles of value, particularly in high-spec guise. Though the powertrain may not be to everyone’s taste, the B52-series (2nd-gen) Sandero’s mix of practicality, standard equipment and safety kit means it continues to offer strong value on the used market today.
Suzuki Eeco panel van review: The new ‘Half Loaf’?
Ciro De Siena is back to review the Suzuki Eeco 1.2 panel van, which he compares with the model’s predecessor – an ’89 Suzuki Carry, affectionately known as the “Half Loaf”.
Suzuki has built no fewer than 12 generations of the Carry panel van; It’s been so successful, especially in 3rd-world markets, that countries such as India built the 7th-gen model for 25 years straight.
It’s a timeless design and in this video, Ciro De Siena was delighted to finally drive a “Half Loaf”, alongside the brand new Carry, or as it is being sold in South Africa, the Eeco Van.
Driving the two cars back-to-back was particularly illuminating and in some ways, the original from 1989 had the newcomer bested.
And so, Ciro set out to answer the question, should you buy a Suzuki Eeco Van? And can the new generation ever be as lovable as its predecessor?
Toyota Applies to Trademark ‘Urban Cruiser Taisor’ Badge
Toyota has applied to trademark the Urban Cruiser Taisor badge in India, leading to renewed speculation a fresh Suzuki-based model will soon slot in below the latest Urban Cruiser…
Since the current Toyota Urban Cruiser is larger and more expensive than the version it replaced, a bit of a gap has opened up right below it. But if a new trademark application in India is anything to go by, that space will soon be filled by a fresh-faced model called the Urban Cruiser Taisor.
As uncovered by Autocar India, Toyota filed to trademark the Urban Cruiser Taisor badge on 8 August 2023. Of course, the Japanese firm’s Indian division applied to register the Taisor badge (note, sans “Urban Cruiser” prefix) back in June 2022, but after checking the Intellectual Property India website, we discovered the status is now – rather fascinatingly – listed as “opposed”.
Toyota’s recent trademark application in India (as per IPI website).
So, what do we know about the Urban Cruiser Taisor? Well, while there’s virtually no official information available, reports suggest this new model will be based on the Suzuki Fronx (as part of the automakers’ wide-reaching alliance), a Baleno-based coupé-style crossover that recently arrived in South Africa. It would thus measure less than 4 metres long and be based on Suzuki’s Heartect platform, perhaps benefitting from a few choice styling tweaks (like the latest Starlet is differentiated from the Baleno).
Just as the Fronx will fill much of the space left by the Vitara Brezza in South Africa (once stock of the now-discontinued model is depleted), the new Taisor is expected to pick up where the old Urban Cruiser left off. From our perspective, that makes it exceedingly likely to be offered here in South Africa.
The new Suzuki Fronx will arrive in South Africa soon.
Why? Well, the previous Urban Cruiser was a smash hit with local buyers, finishing 2022 on 16 992 sales and claiming 3rd place on the list of South Africa’s best-selling passenger vehicles (behind only the Volkswagen Polo Vivo and Suzuki Swift). Since the new version – which launched locally in late-April 2023 – is bigger and somewhat more expensive (now priced from R329 400), it hasn’t enjoyed quite the same success.
While sales in May 2023 (the new model’s first full month on the market) came in at 713 units, that figure fell to 281 units in June before rising to 382 units in July. Of course, it’s early days in this model’s lifecycle (and one should never rule out production or supply issues), but its current monthly average of 459 units is far off the old Urban Cruiser’s 1 416-unit average achieved in 2022.
The upcoming Taisor could play a similar role to that of the old Urban Cruiser.
In India, the as-yet-unrevealed Toyota is likely to be offered with the same engines as the Fronx, which in that market uses either a turbocharged 1.0-litre, 3-cylinder engine or a naturally aspirated 1.2-litre, four-cylinder unit. Of course, once the Fronx makes local landfall, we’ll have a better idea of what could power the Urban Cruiser Taisor should it come to South Africa.
Toyota has yet to announce a reveal date for the new Urban Cruiser Taisor (or indeed confirm its existence), but reports from India suggest the unveiling isn’t far off…
The Toyota GR Supra sports coupe, which introduced Gazoo Racing’s 2-letter prefix to the South African market in 2019, has been subtly updated and the consolidated (now 2-derivative) line-up includes the eagerly awaited 6-speed manual version.
Since its launch in 2019, the GR Supra – the 5th gen of Toyota’s rear-wheel-drive sportscar, which was famously developed in conjunction with BMW – has been offered with a 250 kW/500 Nm 3.0-litre inline-6 turbopetrol engine mated with a ZF-sourced 8-speed automatic transmission. The outgoing range comprised the base Track, Standard and special Matte Grey derivatives.
For the updated Toyota GR Supra range, maximum power has been upped to 285 kW (at 5 800 to 6 500 rpm), while peak torque is unchanged at 500 Nm (from 1 800 rpm all the way to 5 000 rpm); while the 8-speed automatic version is said to accelerate from 0 to 100 kph in 4.1 sec, the new 6-speed manual version is said to achieve the feat in about a third of a second slower: 4.4 sec.
For 2023, apart from white, red and black, the sportscar is also available in Sapphire Blue and Iridescent Metallic Grey. Ice Grey, Prime Silver, Grand Blue Metallic and Matte Storm Grey have been discontinued.
Apart from minor detail changes, the 2023 GR Supra (both manual and automatic versions) benefit from a retuned suspension. The updates include more rigid vulcanised rubber in the front and rear anti-roll bar bushes and re-tuned shock absorbers. The mechanical components in the electric power steering and the system’s operating parameters have also been re-tuned.
Another addition is the new Hairpin+ function, which optimises the Toyota’s engine torque control to allow a greater difference in the degree of wheel spin on the left and right-side tyres when taking tight bends on an uphill gradient (more than 5%) on a grippy road surface.
Then, to help (perhaps less experienced) 2023 GR Supra drivers cope with onsets of sudden (snap) oversteer – when the car’s rear end steps out, which is hard to control with the car’s vehicle stability control (VSC) alone – an anti-roll programme will see the VSC intervene sooner to cover any sudden loss of grip when the car’s high-response suspension setting is active.
Also, the Track mode has been tuned to allow for easy drifting with freedom of throttle control. By virtue of specific engine torque control, there is now less risk of spinning, Toyota says.
Check the Manual
Meanwhile, the 6-speed manual gearbox in the 2023 GR Supra is said to have been engineered and tuned specifically for use with the 285 kW/500 Nm 3.0-litre inline-6 turbopetrol engine.
The engineering team modified the transmission’s housing, driveshaft and gear set and deleted superfluous elements, such as the acoustic package, to further reduce weight. Fitting the manual ‘box (with a larger-diameter clutch and reinforced diaphragm spring), plus new 19-inch alloy wheels, enabled Toyota to save 21.8 kg over the outgoing automatic GR Supra.
To minimise wheel slip or rolling back when pulling away up an incline with a 6-speed GR Supra (when opposite wheels are on surfaces with different grip levels), Toyota has tuned the car’s traction control (TRC) “to achieve smooth operation like that… with an automatic” and optimised the TRC for the model’s high engine torque, wide tyres and rear-wheel drive.
For the manual version, TRC intervention has been calibrated to ensure an ideal balance of agility and stability when accelerating out of a corner, Toyota says; the TRC has been calibrated to maintain vehicle stability while allowing enough power delivery to instil a sporty feeling.
But the changes to accommodate the new manual ‘box in the GR Supra go beyond that: consideration had to be given to ensuring the gear knob was optimally placed as well.
Because the 2023 GR Supra’s previous centre console design didn’t allow sufficient clearance between the shift lever and climate control panel at the bottom of the fascia’s lower section, the console (including the drive mode selection) was redesigned, while Toyota further changed the lever ratio and adjusted the effort required to make shifts and engage reverse.
The revised layout provides 42 mm of clearance between the heavier gear knob (it weighs 200g, which is said to provide “a more pleasing inertia effect”) and the climate control panel.
A 5-services/100 000km service plan is provided as well as a 3-year/100 000km Warranty. Customers can also purchase extended service plans via their Toyota dealer.
Mitsubishi has unveiled the Xforce – its new small crossover that will be offered in South Africa – at the Indonesian Motor Show. Although it was expected that the newcomer would be aimed at the budget market, its spec is surprisingly luxurious.
Cars.co.za recently reported that the model, which will be produced at the Japanese marque’s Krama Yudha plant in Indonesia and shares its powertrain with the Xpander small MPV, has eye-catching styling, plenty of ground clearance, plus its dimensions are comparable with those of the Toyota Urban Cruiser!
And now that it’s officially revealed, we’re delighted to say the concept’s styling has not been diluted too much… Although it was developed with ASEAN markets in mind, the Xforce, which Takao Kato, President and CEO of Mitsubishi Motors said was designed to be a “best-suited buddy for an exciting life” (sic), will also be marketed in South Asia, Latin America, the Middle East and Africa, including very own Republic.
Considering how sales of small crossovers have ballooned in SA, Mitsubishi’s newcomer looks to be the ideal complement to the Xpander in our market, where it will slot below (or perhaps replace) the ASX.
No doubt about it: by small- and budget crossover standards, the Xforce’s design is quite adventurous. The newcomer’s front end is characterised by T-shaped LED headlamp clusters (replete with vertical cascades of daylight running lights), a recessed trapezoidal grille laced with 3-dimensional rectangular accents, as well as a pair of bumper garnishes that protrude on either side of the numberplate holder.
Other design details include a “floating roof” (courtesy of blacked-out pillars – partially at the rear), distinctive swathe- and shoulder lines, elaborately flared wheel arches and generous black lower-body cladding, while at the rear, the bumper has a pair of protruding bumper garnishes on either side of the numberplate holder (to match those at the front, of course) and T-shaped LED taillamp clusters.
Mitsubishi says the model offers 222 mm of ground clearance (when fitted with 18-inch alloys and 225/50 tyres), a turning circle of 5.2 metres and approach and departure angles of 21- and 30.5 degrees, but make no mistake – the Xforce is a front-wheel drive only. It is said to offer Normal, Gravel, Mud and Wet drive modes, but they’re merely tweaked programs for the model’s electronic stability control.
Inside, the Xforce is distinguished by its neat, multi-tiered fascia design, a multitude of oddment spaces, dual-zone climate control, A- and C-type USB ports at the front, a front armrest (with a cooled centre console box under it), faux leather trim, a 40/20/20-split rear seatback and a reverse-view camera.
The newcomer’s digital interface is expansive (not least for models in this segment of the market), but its level of impressiveness depends on the Mitsubishi’s trim grade. In Indonesia, the more affordable version of the Xforce features a conventional instrument cluster with a 4.2-inch multi-info display, flanked by an 8-inch infotainment touchscreen with wired Apple CarPlay and Android Auto connectivity.
The top-of-the-range Xforce, however, goes much more upmarket. It features “black, white melange fabric and mocha with soft pad” dashboard and door trims, plus a 12-inch touchscreen infotainment system (with wireless Apple CarPlay and Android Auto), flanked by an 8-inch digital instrument cluster.
Furthermore, the flagship Xforce comes equipped with auto lights, a wireless charging pad, LED ambient lighting and 8-speaker Dynamic Sound Yamaha Premium audio, instead of the stock 6-speaker system.
According to Mitsubishi, the newcomer is 4 390 mm long, 1 810 mm wide and stands 1 660 mm tall, which compares closely with the dimensions of the much-in-demand Toyota Urban Cruiser budget crossover: 4 365 mm, 1 975 mm (including side mirrors) and 1635 mm, respectively.
The Japanese models’ drivetrains share familiarities too. As with the Toyota, the Xforce is propelled by a 1.5-litre 4-cylinder petrol engine (with peak outputs are 77 kW and 141 Nm of torque) mated with a continuously variable automatic transmission.
Safety-wise, the Xforce comes with ABS with EBD and BA, 4 airbags (driver-, front passenger-, side- and, in some markets, curtain airbags). Other systems include electronic stability control (including active yaw control), cruise control, speed-sensing door locks, hill-start assist and blind-spot warning.
Mitsubishi mentions in its press material that (ostensibly top-spec) Xforce versions will be equipped with adaptive cruise control, forward-collision mitigation, auto high beam, lead-car departure notification, lane-change assist and rear cross-traffic alert… all of which may not pertain to our market, however.
“We are sure that current and new Mitsubishi customers are waiting with huge excitement on our all-new compact SUV, which will further build on Mitsubishi Motors South Africa’s (MMSA) lifestyle attraction”, Jeffrey Allison, MMSA’s general manager of marketing, said recently.
Deliveries of the Mitsubishi Xforce will begin in its home market of Indonesia in November, the Japanese manufacturer said, which leads us to believe that the model will debut in South Africa in 2024, probably during the first half of the year. We’ll bring you more local detail as and when they become available.
We recently broke the news that the Ford Puma is coming to South Africa. Now we’ve unearthed fresh details, including the local line-up at launch and an idea of pricing…
As Cars.co.zaexclusively reported earlier this week, the Ford Puma subcompact crossover is set to arrive in South Africa soon. Now we’ve managed to uncover fresh details, including the make-up of the local range at launch as well as an idea of pricing.
As a reminder, Ford Motor Company of Southern Africa (FMCSA) would tell us only that the Puma is “under consideration” for a local launch and therefore “not confirmed for South Africa”. However, our information suggests the Romanian-built crossover will roll onto dealership floors in the opening week of October 2023.
The Puma ST-Line Vignale in blue and the Titanium in red.
So, what do we know? Well, according to our source, the local Puma line-up will comprise 2 derivatives at launch: a 1.0 EcoBoost Titanium and a 1.0 EcoBoost ST-Line Vignale (or ST-Line V, for short). For context, in markets such as the United Kingdom, the Titanium grade plays the entry-level role, while the ST-Line Vignale is the range-topper – if you don’t include the full-fat 147 kW/320 Nm Puma ST, that is (a model that seems unlikely for our market considering the ST version of the 7th-generation Fiesta – which employed the engine – didn’t ever make it to SA ostensibly due to fuel-quality concerns).
In South Africa, the Puma will launch with a single engine option in the form of the Blue Oval brand’s familiar turbocharged 1.0-litre, 3-cylinder EcoBoost petrol engine (likely with peak outputs of 92 kW and 170 Nm). We now understand both the Titanium and ST-Line Vignale variants will ship standard with a 7-speed dual-clutch transmission, which means there will be no option of a 6-speed manual gearbox (at first, anyway).
The Puma ST-Line Vignale ships standard on sport suspension.
The Puma ST-Line Vignale – which scores a sportier suspension set-up than standard, dropping the ride height slightly (from 166 to 164 mm) – is set apart by exterior styling details such as a satin aluminium grille (and surround), an ebony-coloured lower air intake, a body-coloured lower rear bumper and a larger rear spoiler. The Puma Titanium, meanwhile, is easily identified by the black plastic cladding affixed around the lower part of its body.
While detailed local specifications have yet to come to light, we expect the flagship ST-Line Vignale derivative to boast features such as a 12-inch digital cluster, wireless smartphone charging, a premium sound system, keyless entry, leather seats (with a massage function up front), a powered tailgate and 18-inch alloy wheels.
A look at the rear end of the Puma Titanium.
What about pricing for the Ford Puma? Well, though these figures are by no means official nor confirmed, our source says we can expect a starting price of “between R580 000 and R630 000”.
As a reminder, the Puma measures 4 186 mm long in standard guise (and 4 207 mm in ST-Line form), with a wheelbase of 2 588 mm. That means the Ford is slightly shorter from nose to tail than the likes of the Volkswagen T-Cross (currently priced from R399 000 to R541 900), Renault Captur (R469 999 to R499 999) and Peugeot 2008 (R464 900 to R554 900).
Based on the above pricing estimate, the Puma may well find itself competing with slightly larger models such as the Honda HR-V (R499 900 to R599 900), though perhaps its most natural rivals will be the Opel Mokka (R489 900 to R539 900) and Hyundai Kona (R509 900 to R641 900, excluding the “N”), to which it is closer in size.
We expect the Puma ST-Line Vignale to ride on 18-inch alloys.
Though the Puma seems unlikely to be positioned as a driver of significant volumes, the Dearborn-based company’s local division will nevertheless surely be glad to add a fresh-to-SA model (even one revealed as long ago as mid-2019) to its passenger-vehicle line-up.
Why? Well, production of the EcoSport has officially ended at both the Chennai facility in India and the Craiova plant in Romania, and local stock is starting to run dry (just 20 units were registered in South Africa in July 2023). Though it won’t serve as a direct successor to the more budget-friendly EcoSport, the Puma will at least bolster a passenger-vehicle line-up that has effectively been reduced to the outgoing Mustang and new Everest. As a reminder, the Fiesta was discontinued locally in March 2022 (before Ford pulled the plug globally), with the Figo following soon thereafter.
Hyundai has released fresh information about its boldly styled new Santa Fe. Here’s a look at the 5th-generation SUV’s engine details, dimensions and more…
Hyundai released a few images of its boldly styled new Santa Fe in July 2023. Now the South Korean firm has revealed further information on the 5th-generation SUV, including engine details and dimensions.
Having undergone what the automaker describes as a “radical transformation”, the new Santa Fe looks nothing like its predecessor. Interestingly, Hyundai says the newcomer’s identity is closely linked to its tailgate area, which is no longer merely a “storage space” but has now become “an open terrace that can be used to effortlessly enjoy the outdoors”. Indeed, the foldable 2nd- and 3rd-row seats create what Hyundai dubs a “terrace-like” space at the rear with the wider tailgate open.
From bow to stern, the fresh-faced Santa Fe is 45 mm longer than the model it will replace, now measuring 4 830 mm long and 1 900 mm wide, while standing 1 720 mm tall. There’s an extra 50 mm between the axles, too, taking the wheelbase to 2 815 mm and allowing the new 7-seater model (though some markets will also score a 6-seater) to offer what Hyundai calls “enhanced” 3rd-row seating.
The tailgate opening is a considerable 145 mm wider than before at 1 275 mm, while the luggage compartment has gained 91 litres of space (now set at a “class-leading” 725 litres; we’re guessing this is with the 3rd row folded flat). Legroom in the 2nd row has increased by 35 mm to 1 075 mm, with occupants of the 3rd row furthermore gaining an extra 15 mm in this area (and an additional 69 mm of headroom), according to Hyundai.
What about powertrain options? Well, while the outgoing Santa Fe is currently available in South Africa only with a 2.2-litre, 4-cylinder oil-burning engine, the international press material makes no mention of diesel motors. Of course, local specifications have yet to be nailed down.
In markets such as Korea and North America, however, the new Santa Fe will be available with a turbocharged 2.5-litre petrol engine (Theta III T-GDI), delivering 207 kW and 422 Nm via an 8-speed dual-clutch transmission. There will also be a turbocharged 1.6-litre petrol hybrid powertrain (Gamma III HEV), offering 132 kW and 265 Nm, and employing a 6-speed automatic cog-swapper.
In Europe, the all-new Sante Fe is also expected to be offered in plug-in hybrid guise, with its turbocharged 1.6-litre petrol mill (Gamma III PHEV) generating 118 kW and 265 Nm. In other regions, Hyundai will market a naturally aspirated 2.5-litre petrol engine (Theta III GDI) with 143 kW and 246 Nm.
Turning our attention to the cabin, we see an H-shaped design has been applied to the dashboard and air vents. New convenience features, such as a “UV-C sterilisation tray” (for “easy sterilisation of frequently used items”) and dual wireless charging for smartphones, have been added, along with a panoramic curved display encompassing a 12.3-inch digital cluster and infotainment system.
Hyundai furthermore says “eco-friendly materials” have been used throughout the Santa Fe’s interior, particularly in the case of soft surfaces. Fascinatingly, this extends to the exterior as well, with the glossy black paint applied to the exterior trim featuring recycled carbon materials.
A many as 5 interior colours will be offered (depending on the market, of course): Obsidian Black, Supersonic Gray, Pecan Brown, Forest Green and Black Ink. In global markets, the new model’s exterior will be available in a choice of 10 colours: Abyss Black Pearl, Creamy White Pearl, Creamy White Matte, Typhoon Silver Metallic, Magnetic Gray Metallic, Ocado Green Pearl, Terracotta Orange, Cyber Sage Pearl, Earthy Brass Metallic Matte and Pebble Blue Pearl.
Hyundai also unveiled the XRT Concept, a show vehicle based on the new Sante Fe but “designed to handle challenging terrains with confidence and ease”.
The new Sante Fe is scheduled for release in Korea in the 2nd half of 2023, and in North America and Europe in the opening half of 2024. Hyundai Automotive South Africa has yet to announce plans for the local market.
Shopping for a used 3rd-generation Kia Sportage? Here’s everything you need to know about what proved to be a game-changer for the Korean brand, including the family car’s pros and cons and what you should expect to pay for a good 2nd-hand example.
More often than not, an established nameplate’s move from one generation to the next is a visually subtle exercise – and sometimes even downright difficult to detect. Designers generally strive to maintain some sort of obvious lineage with the preceding model, habitually erring on the side of evolution over revolution. But the exact opposite was true with the introduction of the 3rd-gen Kia Sportage.
A radical departure if ever there was one, the SL series of Kia’s Sportage shared virtually nothing (other than its badge, of course) with its frankly drab predecessor. Much of the credit for this sophisticated makeover went to Peter Schreyer, the renowned German car designer perhaps best known for penning the original Audi TT. In fact, the eye-catching 3rd-gen Sportage was the first Kia drafted from scratch under Schreyer’s leadership and initiated a dramatic change in the South Korean firm’s design trajectory.
The 3rd-gen Sportage represented a distinct shift in design for Kia.
Likely largely as a result of its fresh persona, the Sportage quickly became one of Kia’s strongest-selling models, both globally and here in Mzansi. There was engineering substance beneath that bold exterior too, with Euro NCAP awarding the Sportage a full 5-star rating in 2010 (curiously, though, the 3rd-gen model didn’t rank particularly highly when it came to pedestrian safety, for which it scored just 49%).
Fascinatingly, despite the SL series’ sales success, Schreyer’s design team again thoroughly overhauled the model’s styling with the QL series that succeeded it, opting to hand the 4th iteration of the family car a markedly different face (as it has subsequently done with the current model). The QL-series Sportage arrived in SA in October 2016, ending the 3rd-gen model’s perception-shattering run on the local market.
Kia Sportage model line-up in South Africa
The 3rd-gen Sportage made local landfall in September 2010.
While the first official images of the 3rd-gen Kia Sportage were released in February 2010, the arrestingly styled medium SUV made its public debut at the Geneva International Motor Show the following month. By September 2010, the then-box-fresh Sportage had already arrived in South Africa.
Initially, the local line-up offered the choice of 3 transversely mounted, chain-driven engines (a pair of naturally aspirated petrol motors and a turbodiesel unit), 3 transmissions (a 5-speed manual, 6-speed manual and 6-speed auto) and the option of either front-wheel drive or all-wheel drive. As such, the range comprised the following 10 derivatives at launch, starting with the base Ignite grade:
2.0 5MT Ignite FWD: 122 kW/197 Nm
2.0 5MT FWD: 122 kW/197 Nm
2.0 6AT FWD: 122 kW/197 Nm
2.0 5MT AWD: 122 kW/197 Nm
2.0 6AT AWD: 122 kW/197 Nm
2.4 6AT AWD: 130 kW/227 Nm
2.0 CRDi 6MT FWD: 130 kW/392 Nm
2.0 CRDi 6AT FWD: 130 kW/392 Nm
2.0 CRDi 6MT AWD: 130 kW/392 Nm
2.0 CRDi 6AT AWD: 130 kW/392 Nm
This line-up continued unchanged until February 2014, when the facelifted range made local landfall, complete with refinement upgrades. Styling tweaks included a lightly updated front end (incorporating a new grille, lower bumper and foglamps), fresh alloy wheels, redesigned taillights and the switch to a shark-fin roof antenna, while the upper trim on the inside of the doors scored soft padding. Flagship all-paw derivatives also gained a 4.2-inch TFT LCD instrument cluster and upgraded from the old dot-matrix centre display to a 4.3-inch touchscreen linked to a reverse-view camera and an Infinity audio system.
Note the new taillamp design on this facelifted model.
Interestingly, the 2.4-litre mill fell away at this point, while the likewise atmospheric 2.0-litre petrol unit was replaced with a version featuring slightly lower peak outputs of 116 kW and 192 Nm (ostensibly in the name of refinement and economy) and the old 5-speed stick-shift gave way to a 6-speed manual gearbox. The oil-burning 2.0 CRDi engine’s maximum power was unchanged at 130 kW, though its peak twisting force was now listed as 382 Nm. While pre-facelift SA-spec derivatives were built at the Gwangju factory in Korea, we understand the refreshed models came from the Žilina plant in Slovakia.
By December 2014, Kia Motors SA had introduced the Sportage Explore; it effectively fitted the 2.0 CRDi AWD 6AT with a smattering of parts from its “genuine accessories” catalogue to create a new flagship in the process. Upgrades included satellite navigation, a front nudge bar, side steps, a rear “styling” bar and a towbar, along with a subtle “Explore” branding on the tailgate, carpets and service-book wallet.
This is the limited-run Sportage TEC in AWD form.
The final update to the SL-series range came in mid-2015, when Kia launched a pair of limited-edition TEC derivatives. Based on the 2.0 CRDi powertrain – either in front- or all-wheel-drive guise and fitted with the auto transmission – the TEC package added derivative-specific 18-inch alloy wheels, full LED taillights, privacy glass and a panoramic sunroof. Inside, the Korean firm threw in heated and ventilated front seats, while the front-wheel-drive version further gained Xenon headlights, a smart key, a start-stop button and a TFT LCD instrument cluster (items that were already standard on the all-paw variant).
What are the advantages of a Kia Sportage?
The 3rd-gen Sportage’s cabin was decidedly roomy.
Space and practicality: Not only did the 3rd-gen Sportage look completely different to its predecessor – it was more spacious, too. Measuring 4 445 mm from nose to tail, the SL series was 95 mm longer than the model it replaced, while also gaining 15 mm in width and 10 mm between its axles.
The floor at the rear was almost completely flat (there was no bulky transmission tunnel that limited the centrally seated passenger’s foot room), while the load bay capacity grew to a generous 740 litres (or 1 547 litres with the rear seatback folded), thanks in part to a longer overhang and despite the provision of a full-size spare wheel. Even the seats and door sills were lowered to ease ingress and egress. Note, however, ground clearance was cut by 23 mm to 172 mm, compared with the previous version.
The CRDi-badged turbodiesel was the pick of the engines.
Diesel engine’s mix of punch and economy: Though the 3rd-gen Sportage wasn’t available locally with the excellent 1.7 CRDi engine employed by the Kia’s closely related Hyundai ix35 cousin of this period, the tractable 2.0-litre turbodiesel motor nevertheless offered a pleasing mix of in-gear punch (peak torque was available from as low as 1 800 through to 2 500 rpm) and potential for fuel frugality.
In fact, the front-wheel-drive 2.0 CRDi derivative – fitted with a 6-speed manual ‘box – was said to be both the fastest-accelerating (with a claimed 0-to-100 kph time of 9.4 seconds) AND the most fuel-efficient (with a claimed average consumption figure of 6.4 litres per 100 km) derivative in the range.
Most derivatives were well-equipped from launch.
Generous standard kit: Most derivatives in the local 3rd-gen Kia Sportage range offered heaps of value thanks to their lengthy standard equipment lists. For instance, at launch, all derivatives bar the base Ignite boasted leather upholstery and dual-zone climate control (with the entry-level variant settling for cloth trim and manual air conditioning), along with LED daytime running lights, automatic headlamps, keyless entry, a power-adjustable driver seat and rear parking sensors.
Safety levels were lofty, too, and included ABS with EBD, brake assist, electronic stability control, traction control, cornering brake control, downhill brake control, hill-start assist control, 6 airbags and ISOfix child-seat anchors.
What are the disadvantages of a Kia Sportage?
The chunky C-pillars and small rear screen hampered visibility.
Compromised rear visibility: Though the Sportage offered a suitably raised driving position (and thus an excellent view out the front of the cabin), rear visibility wasn’t the best. While the chunky reverse-angled C-pillar was a design highlight, it hampered the driver’s over-the-shoulder view, with the relatively small rear screen making matters worse. Still, AWD derivatives came standard with a reverse-view camera, which transmitted a video feed to either an LCD display set in the interior rear-view mirror or to the nav screen, if the latter was optionally specified (or to the 4.3-inch touchscreen, in the case of the facelifted version).
Lifeless steering: Like most Korean vehicles of this era, the Sportage’s steering lacked in the feel department, displaying a particular “numbness around centre”. At launch, all versions employed a speed-sensitive hydraulic power-assisted rack-and-pinion arrangement, though the turbodiesel derivatives switched to motor-driven power steering at the facelift, which improved matters somewhat. In addition, note the Sportage’s tiller did without reach adjustment, though the driver’s seat was height adjustable.
Here’s a look at the interior after the facelift.
Although all derivatives featured a multi-link, fully independent rear suspension system, the entry-level Ignite grade did without amplitude selective dampers, which ostensibly combined to deliver “firm control over bumpy roads and when travelling at higher speeds”, plus “a smoother city ride at lower speeds”.
Thirsty (and gruff) petrol engines: Neither the Sportage’s naturally aspirated 2.0-litre engine nor the 2.4-litre Theta II motor was especially fuel-efficient. Claimed combined figures ranged from 8.7 to 9.2 L/100 km (depending on displacement, transmissions and driven wheels), but real-world numbers were quite some way past 10. In addition, the pre-facelift petrol-powered mills were somewhat coarse on the ear, though the updated 2.0-litre unit was at least a little smoother (and further benefited from general improvements to body insulation).
How much does a 3rd-gen Kia Sportage cost in South Africa?
We struggled to find any Sportage Explore models on the used market.
Initially, the 3rd-gen Kia Sportage was sold with a 5-year/100 000 km warranty and a service plan of the same duration. However, at the facelift, the Korean firm’s local division extended the warranty cover to 5 years or 150 000 km. Though these plans would have expired by now, give preference to vehicles that have full maintenance histories.
At the time of writing, around 62% of the used SL-generation Kia Sportage listings on Cars.co.za featured a petrol engine, with the 2.0-litre unit proving far more popular than the seldom-spotted 2.4-litre motor. Interestingly, automatic was the dominant transmission choice, accounting for 59% of all listings, while 65% of the listed derivatives had a front-wheel-drive configuration.
The limited-edition TEC derivatives were among the most expensive examples we unearthed.
Mileages ranged from 61 000 km (on a 2016 Sportage 2.0) to 236 000 km (achieved by a 2012 Sportage 2.0 6AT), with a further 8 examples – most of which were 2.0 CRDi derivatives – showing more than 200 000 km on their respective odometers. Silver was the most common colour, accounting for 34% of listed vehicles, followed by white (29%) and red (10%).
Below R125 000: Though there wasn’t a single SL-gen Sportage listed for 5 figures, we did find a few priced below R125 000. As you might have guessed, they were all early model-year and relatively high-mileage examples, most featuring the entry-level Ignite grade.
From R125 000 to R150 000: Options were still fairly limited here and mileages were generally quite high, but interestingly, we discovered a couple of all-paw 2.0 CRDi derivatives between these pricing bookends (among a throng of 2.0 petrol models, of course).
From R150 000 to R200 000: At the time of writing, this was the most densely populated bracket, with every model year and engine derivative represented. There were a number of sub-100 000 km examples in this space (though don’t let relatively high mileage put you off if evidence of fastidious maintenance is present).
R200 000 and up: Most vehicles listed on the far side of the R200 000-mark were late model-year examples, with the 2.0 CRDi the dominant powertrain choice here. This was also where we found all special-edition TEC derivatives, though the most expensive listing was a 2016 Sportage 2.0 CRDi AWD 6AT with 92 000 km on the clock (for R299 900).
Which Kia Sportage derivative should I buy?
Top-spec facelifted derivatives upgraded to a 4.3-inch touchscreen linked to a reverse-view camera.
As you’ve likely gleaned from the sections above, there’s little doubt in our minds that the 2.0 CRDi engine is the pick of the bunch, so we’d certainly recommend a turbodiesel model over the petrol alternatives. Should you stick with the front-wheel-drive configuration or spring for an all-paw derivative? Well, though the answer depends largely on your intended usage, it’s worth noting that front-wheel-drive variants are lighter, accelerate faster and are more fuel efficient (not to mention more affordable).
In addition, keep in mind turbodiesel-powered variants fitted with the 6-speed manual gearbox have a braked towing capacity of 2 000 kg, compared with the 6-speed auto’s maximum figure of 1 600 kg. These numbers apply to both front- and all-wheel-drive examples of the 3rd-gen Kia Sportage, although serial towers may well appreciate the extra grip offered by the latter configuration.
Whether you opt for an earlier model or a facelifted example would depend on your budget, of course, but we should point out the updated version benefited from improvements to the steering system, cabin-material quality and sound-deadening measures.
Is the 3rd-gen Kia Sportage a good used buy?
The exterior design of Kia’s SL-series Sportage has aged well.
The 3rd-gen Kia Sportage’s closest rival was the Hyundai ix35 from within the same group, seeing as it offered identical powertrains (as well as a 1.7 CRDi motor) and similar levels of kit. Buyers in this space could also consider a Nissan Qashqai (either a late model-year J10 or an early model-year J11) and the 4th iteration of the Toyota RAV4, which was available with the Japanese firm’s trusty 2.2 D-4D engine.
Volkswagen also marketed the original Tiguan around this time (though these remain fairly pricey in comparison), while the 4th-gen Honda CR-V offered quite a bit more interior space. There was also the original Mazda CX-5 as well as the Mitsubishi ASX (not to mention the closely related Citroën C4 Aircross and Peugeot 4008 cousins). Finally, it would be remiss of us not to mention the C520-generation Ford Kuga, though many buyers would likely be put off by the Blue Oval brand’s well-publicised fire scandal.
Ultimately, the SL-series Sportage was a model that shattered perceptions of the Kia brand (in a good way) and helped the Korean firm establish itself as a mainstream contender in numerous markets around the world, including right here in Mzansi. Though its exterior design – which continues to age well – was likely at the root of this step change, the 3rd-gen Sportage was certainly far more than just a pretty face.
These are the VWs that government bought in July 2023
Nearly half of the automotive industry’s sales to government in July 2023 came from the Volkswagen Group. Here’s which VWs the South African state bought last month…
Around 1.7% of July 2023’s total new-vehicle registrations (43 389 units) in South Africa represented sales to government. Fascinatingly, nearly half of those 749 units were delivered by Volkswagen Group South Africa.
Yes, the German firm’s local division sold 371 vehicles – including a handful of Audi models – to the South African state last month, followed by Isuzu (201 units), truck-maker Iveco (59 units), Nissan (52 units), Ford (15 units), Toyota (11 units) and Suzuki (10 units).
The government purchased 150 units of the Polo Sedan in July 2023.
So, which VW vehicles were purchased by government? Well, the Polo Sedan – which is imported from India – led the charge with 150 units, while the Kariega-built Polo Vivo accounted for a further 106 registrations. Next came the Crafter (46 units), followed by the Golf 8 (27 units), with the later nameplate including both GTI and R derivatives.
South Africa’s government also bought 13 units of the Transporter Crew Bus, along with 12 examples of the T-Cross and 6 of the Taigo. The Audi A1 Sportback (3 units), Polo hatchback (2 units), Kombi (2 units), Audi Q5 (1 unit), Audi Q8 (1 unit), T-Roc (1 unit) and Tiguan (1 unit) completed the set.
VW also sold 13 examples of the Transporter Crew Bus to government.
Overall, VW Group SA registered 5 797 new vehicles locally in July 2023, with the 371 units sold to government representing 6.4%. The German group sold 3 914 units via the dealer channel and 1 168 units to the vehicle rental industry, with 344 units representing so-called “single” registrations (which comprise vehicles registered by manufacturers for their own use).
Finally, VW exported as many as 10 326 units from its Eastern Cape factory in July, all in the form of the Polo hatchback. VW Group SA exports the Polo to nearly 40 countries, building the hatch for all right-hand-drive markets and supplementing production for left-hand-drive markets. Kariega is also the sole manufacturer worldwide of the Polo GTI.
