SA’s 15 best-selling cars and crossovers in H1 2024
The list of South Africa’s 15 best-selling cars and crossovers features 3 new entrants at the year’s halfway point. Here’s a closer look at H1 2024 passenger-vehicle sales…
In the opening half of 2024, South Africa’s new passenger-vehicle market suffered a year-on-year decline of 6.9%. During H1 2024, a total of 161 981 new cars and crossovers were registered locally. But which models were the top performers?
Well, we’ve sorted through the year-to-date sales figures and identified South Africa’s 15 best-selling passenger vehicles during this 6-month period (after picking out SA’s best- and worst-selling bakkies, too). For the record, Toyota boasts 4 models in the top 15, while Volkswagen and Suzuki each take 3 spots.
As many as 8 models come from India, while 4 are produced here in South Africa. A further 2 nameplates hail from China, while the final model is imported from Spain. Right, let’s take a closer look at the sales statistics…
Polo Vivo back on top as Swift cracks podium
Local sales of the VW Polo Vivo grew 18.1%, year on year.
Having been relegated to the runner-up position at this point last year, the Kariega-produced Volkswagen Polo Vivo returned to the top spot, with as many as 11 736 units registered around South Africa in H1 2024. That total represents an 18.1% year-on-year improvement. As such, the Prospecton-made Toyota Corolla Cross had to settle for 2nd place, with local sales falling 2.4% year on year to 10 354 units.
Meanwhile, the Suzuki Swift – the facelifted version of which will surely arrive in Mzansi at some point later this year – cracked the top 3, moving up a ranking compared with H1 2023. At the halfway point of 2024, the Indian-built hatchback grew its local registrations 5.7% year on year to 8 663 units.
That saw the likewise Suzuki-built Toyota Starlet slip a spot to 4th position, with sales falling 9.2% year on year to 7 584 units. The Hyundai Grand i10 enjoyed the strongest year-on-year growth in the top 5, improving registrations 23.6% to 6 132 units (note this figure excludes light-commercial vehicle sales, which came to a further 261 units) and climbing 2 places to 5th.
Tiggo 4 Pro and Magnite up as Polo and Fortuner fall
Year-on-year sales of Chery’s Tiggo 4 Pro improved 23.2%.
The Chery Tiggo 4 Pro – which moved up 2 positions to 6th – came awfully close to cracking the top 5, with sales of this Chinese-built crossover growing 23.2% year on year to 6 102 units. That meant the Kariega-manufactured Volkswagen Polo hatchback was forced down a position to 7th, despite year-on-year sales holding steady (down 0.2% to 5 638 units).
The Prospecton-made Toyota Fortuner slipped even further, falling from H1 2023’s 5th position to 8th in H1 2024. Though still comfortably South Africa’s favourite bakkie-based adventure SUV, sales of the Fortuner declined 17.0% year on year to 4 973 units. Meanwhile, the Nissan Magnite jumped 3 rankings to 9th, with local registrations up 25.0% year on year to 4 864 units.
The Chinese-made Haval Jolion – which recently received an update and welcomed new Jolion Pro derivatives to the range – suffered a 25.6% year-on-year drop to finish this 6-month reporting period on 3 558 units. As such, the Jolion fell a position to 10th on the list of Mzansi’s best-selling cars and crossovers.
Indian-made Vitz, Sonet and Ertiga break into top 15
The Suzuki-built Toyota Vitz broke into the top 15 in H1 2024.
The Suzuki Baleno – the hatchback on which the 4th-placed Starlet is based – rose 2 rankings to 11th, with sales holding steady at 3 459 units (+0.3% year on year). Another Suzuki-made model, the Toyota Vitz, entered the top 15, ending H1 2024 on 3 261 units. Though that represents a massive 320.2% year-on-year increase, remember that this Celerio-based budget hatch hit the market only in May 2023.
Having recently undergone a facelift, the Kia Sonet also broke into the top 15, despite local registrations remaining almost unchanged year on year (down just 0.1% to 2 853 units). The Suzuki Ertiga earned 14th place with 2 829 units (a year-on-year improvement of 32.0%), while local sales of the Spanish-built Volkswagen T-Cross (also due a facelift soon) dropped 34% year on year to 2 737 units.
Models that made the top 15 in H1 2023 but were booted off the list in the corresponding period in 2024 included the Renault Kiger (down 37.7% to 2 523 units), the Toyota Corolla Quest (down 52.4% to 1 501 units) and the Renault Triber (down 29.9% to 2 128 units).
Volkswagen Polo hatchback (2010-2017) Buyer’s Guide
Juliet McGuire lists the strengths and weaknesses, common problems and parts prices of the 5th-gen VW Polo. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…
For the 7 years it was on the market in South Africa, the locally produced 5th-gen Volkswagen Polo hatchback held the title of the country’s 2nd best-selling passenger vehicle (nearly 200 000 new units of the model were sold in Mzansi, although its sales success was trumped by its prolonged lifecycle Vivo-badged sibling). As a result, there’s anything but a shortage of 5th-gen Polos in the used market.
Indeed, the 5th-gen Polo – known internally at VW as the Typ 6R – was an incredibly important vehicle for Volkswagen South Africa, with the Kariega (then Uitenhage) factory servicing the needs of both local and export markets, shipping off units to many right-hand-drive countries. The hatchback garnered rave reviews, bagging both the World Car of the Year and European Car of the Year titles in 2010.
Today, the 5th-gen Polo effectively lives on in the form of the likewise locally built Polo Vivo, albeit with a few choice tweaks. Let’s take a look back at the original.
The 5th-gen Volkswagen Polo line-up
All petrol engines in the initial Polo hatchback range were naturally aspirated.
Unveiled at the Geneva International Motor Show in March 2009, this iteration of the 5-door Polo hatchback arrived on dealership floors in South Africa almost a year later in February 2010. At launch, 6 variants were available:
1.4 Trendline (63 kW/132 Nm) 5-speed manual
1.6 Trendline (77 kW/155 Nm) 5-speed manual
1.4 Comfortline (63 kW/132 Nm) 5-speed manual
1.6 Comfortline (77 kW/155 Nm) 5-speed manual
1.6 Comfortline (77 kW/155 Nm) 6-speed automatic
1.6 TDI Comfortline (77 kW/250 Nm) 5-speed manual
Initially, the local Polo range comprised three 4-cylinder engines: a pair of naturally aspirated petrol powerplants – displacing 1.4 and 1.6 litres – and a 1.6-litre turbodiesel unit. All shipped standard with a 5-speed manual gearbox, though the 1.6-litre Comfortline (in petrol guise) was available with an optional 6-speed automatic Tiptronic transmission.
Towards the middle of 2010, the Wolfsburg-based firm’s local division added the CrossPolo to the mix, offered with the 77 kW 1.6-litre petrol and diesel engines. The CrossPolo (which was further available with an optional Urban Ice package from late in 2012) was differentiated from cooking models by items such as black-plastic body cladding, silver-anodised roof rails and a hike in ride height.
By the end of that year, another oil-burning option had been added to the line-up in the form of the 1.2 TDI BlueMotion (55 kW/180 Nm), featuring a 3-cylinder turbodiesel engine boasting a claimed fuel consumption as low as 3.4 litres per 100 km. At the time, VW suggested it might be considered the “most economical 5-seater in the world”.
Pre-facelift models went without a standard service plan.
What about the other end of the range? Well, the Polo GTI (with the same 5-door body shell) arrived in April 2011 and assumed the role of performance flagship, introducing a 7-speed dual-clutch (DSG) transmission to the 5th-gen Polo line-up in the process. Interestingly, this version of the GTI downsized from its predecessor’s 1.8-litre heart to a 1.4 TSI engine, though featured both super- and turbocharging. There was no option of a manual gearbox for the 132 kW/250 Nm twin-charged 4-pot.
Midway through 2014, the Polo facelift introduced subtle styling changes, touchscreens and the Highline specification, but perhaps more importantly dropped the atmospheric engines in favour of 1.2 TSI units offered in two states of tune: 66 kW/160 Nm and 81 kW/175 Nm. The lower-powered motor stuck with the 5-speed manual gearbox, while the higher-output version upgraded to a 6-speed manual cog-swapper, with the option of a 7-speed DSG on the Highline trim level.
The facelift included styling tweaks and an entirely new engine range.
A revised version of the GTI hit the market just under a year later, switching back to an EA888-derived 1.8 TSI with 141 kW and 250 Nm. Initially again available only in 7-speed DSG form, a 6-speed manual option was added by August 2015, boasting an extra 70 Nm.
It was then that Volkswagen also introduced a new 1.0 TSI BlueMotion derivative (bearing a turbocharged 3-cylinder worth 70 kW and 160 Nm, and sipping at a claimed 4.2 litres per 100 km) as well as a likewise 3-cylinder 1.4 TDI engine available in two states of tune: 55 kW/210 Nm and 77 kW/250 Nm. In October 2016, the special-edition Polo Beats arrived, set apart by its premium sound system and eye-catching exterior details.
The final tweak to the 5th-gen Polo range came in March 2017, when a new 1.0 TSI engine was rolled out in conjunction with the R-Line package. This 3-cylinder unit was mated to a 7-speed DSG transmission as standard, delivering 81 kW and 200 Nm to the front axle.
Back in 2010, the Polo’s cabin was one of the most upmarket in the B-segment hatchback game.
Comfort and refinement: Not only did the 5th-gen Polo have more than a hint of Golf about its exterior design, but it also shared a sense of maturity and classlessness with its larger sibling. Virtually all derivatives in the Polo hatchback range majored in comfort and refinement, managing to feel more upmarket than the majority of rivals. After all, there’s a reason it was dubbed a proper “Baby Golf”.
Fuel economy: While the naturally aspirated petrol engines that initially made up the bulk of the local line-up weren’t exceptionally efficient with fuel, the 1.6 TDI unit sipped at a claimed 4.2 litres per 100 km (a figure matched by the 1.0 TSI BlueMotion that launched in 2015). Then, with lightweight wheels, low rolling resistance tyres and a clever regenerative braking system, the 1.2 TDI BlueMotion could theoretically travel nearly 1 200 km on a single 45-litre tank. Meanwhile, the 1.2 TSI engines introduced with the facelift were all rated to use around 5 litres per 100 km, with the 1.4 TDI derivatives coming in at a claimed 4.1 litres per 100 km.
The CrossPolo (3rd from left) was available with an efficient 1.4 TDI engine from August 2015.
Safety equipment: Soon after its launch, the Polo was awarded a full 5-star safety rating from Euro NCAP, returning particularly high scores in the adult and child occupant protection areas, though surprisingly low marks for pedestrian safety. In South Africa, standard safety kit at launch included ABS with EBD, dual front airbags, side airbags and IsoFix child-seat anchors at the rear, with only the 1.6 TDI shipping standard with an electronic stability programme. However, the latter system became standard across the range after the facelift, which also brought automatic post-collision braking to all variants (as well as the option of front and rear curtain airbags).
Parts availability: Considering the sheer number of units sold in South Africa as well as VW’s extensive national network of dealers, there should be no problem sourcing parts for a used 5th-gen Polo variant There’s a broad choice of “original equivalent” (as opposed to original equipment) parts on the market.
Product weaknesses of the 5th-gen Polo
The pre-facelift Polo GTI certainly had its reliability issues.
Potentially patchy service history: When this generation of Polo launched in South Africa, a service plan was – a little controversially considering what rival brands were offering at the time – entirely optional. Thankfully, VWSA added a 3-year/45 000 km service plan as standard from the mid-cycle update. Still, it’s worth insisting on evidence showing the vehicle was diligently maintained, particularly if you’re looking at a pre-facelift model. Remember, there are enough on the market to simply walk away if you’re not entirely convinced.
Timing belt versus chain: Some of the engines in the Typ 6R range used timing belts while others used chains. Of course, it’s worth keeping in mind the former tend to require routine changing (even if VW billed some as “lifetime” belts), though in the case of this Polo the latter certainly weren’t exempt from issues, either. Still, checking which one your potential buy uses is often as simple as opening the bonnet and examining the end of the block; if you find a clip-on plastic cover, you’re likely dealing with a belt.
The DPF in Polo diesel engines are prone to becoming clogged.
Clogged DPF: The diesel particulate filter (DPF) on oil-burning engines such as the 1.6 TDI is prone to becoming clogged, particularly if the vehicle is primarily used for short journeys. Check for warning lights on the instrument cluster. Though it is sometimes possible to clear with a 15-minute open-road drive at higher revs (termed a “DPF regeneration”), a particularly saturated filter could lead to all sorts of expensive problems. Also bear in mind these EA189 engines were at the centre of the Dieselgate scandal, though no action was taken in South Africa since VW said all models complied with local standards.
GTI’s problem-prone 1.4 TSI: Though the twin-charged 1.4-litre engine in the pre-facelift GTI was certainly an interesting powerplant, it wasn’t without its gremlins. We’ve heard of multiple reliability problems arising with this engine, from misfires and excessive oil consumption to stretched timing chains potentially leading to the costly collision of valves and pistons. The GTI’s dry dual-clutch transmission was also known to present reliability troubles, though this was perhaps amplified by the sort of abuse hot hatches tend to attract. The 1.8-litre engine that debuted in the facelifted GTI suffered from far fewer reliability foibles, though we have been told of a few instances of turbo failures.
How much does a 5th-gen Polo cost today?
The facelift introduced touchscreens to the Polo range.
Since there tend to be plenty of examples of the 5th-gen Polo on the second-hand market, any hint of a red flag is more than enough reason to walk away. In short, you can afford to be picky here.
Of the used stock listed on Cars.co.za at the time of writing, the 1.2 TSI was easily the most common engine derivative. Interestingly, less than 9% of 5th-gen Polo units listed were diesel-powered, while around 22% of all stock featured an automatic transmission (the majority in the form of the DSG).
Below R125 000: We combed through this section of the market and unsurprisingly found it was dominated by the older, free-breathing 1.4- and 1.6-litre petrol powerplants, with the odd diesel and higher-mileage TSI thrown in.
From R125 000 to R150 000: This price bracket contained a decent number of units as well as plenty of variety in the engine department, though we saw many odometers on the wrong side of 200 000 km. If you plan on selling again in the next couple of years, it’s worth keeping your eyes open for a lower-mileage example.
From R150 000 to R200 000: At the time of writing, this is where the majority of used 5th-gen Polo stock was to be found. We uncovered a number of high-spec 1.2 TSI units, each with mileage well under 100 000 km and priced not much more than R150 000. The majority of the 1.4 TSI GTI models were also nestled between these pricing bookends.
R200 000 and up: As you’d expect, the newer versions – note that facelifted models tend to be tagged as “GP” (standing for Grosse Produkt wanderung) – are generally priced above R200 000. Here, we found a few 1.2 TSI examples with under 50 000 km on the clock as well as a handful of seemingly clean 1.8 TSI GTI derivatives.
Pick of the range?
Facelifted models should be at the top of your shopping list.
So, where in the range should you be looking? Well, we’d likely limit our search to facelifted models, which benefit from generally more frugal engines, added safety features and more modern infotainment systems. The 1.2 TSI engine arguably represents the sweet spot in terms of powertrain options (though the 1.0 TSI BlueMotion and 1.0 TSI R-Line variants are also worth a look), offering a pleasing mix of oomph and potential frugality. It’s easily the most common engine, too, which means there is plenty of choice.
The Comfortline specification should cover most needs, though it’s certainly worth looking at Highline variants, too, as well as keeping your eyes open for optional extras fitted, such as the popular panoramic sunroof, uprated climate control, parking sensors (fore and aft) and reversing camera. Should you prefer something a little different, the CrossPolo is an interesting alternative.
The facelifted Polo GTI’s 1.8 TSI engine has a better reputation for reliability than the twin-charged 1.4 unit.
What about those in the market for a hot hatch? Well, we’d suggest avoiding the 1.4 TSI altogether and going for a post-facelift 1.8 TSI, preferably in manual guise (considering this gearbox has a far better reputation for reliability than the DSG). However, be aware that a three-pedal Polo GTI is already a relatively rare thing, with only two of the 39 examples listed at the time of writing featuring this cog-swapper.
Verdict
The R-Line model introduced an 81 kW 1.0 TSI engine to the 5th-gen Polo range late in its life.
The SA-built 5th-generation Polo was a smash hit on South Africa’s new-vehicle market for the seven years it was in production and remains an immensely popular car on the used market today. Back then, it was one of the most polished, classiest contenders in the B-segment, with only the likes of the closely related Audi A1 and the Mini Hatch managing to feel any more upmarket (for more money, it must be said). That remains true today, helping render it a compelling used buy.
Although the Polo is not nearly as rewarding to drive with verve as the 6th-generation Ford Fiesta, it’s still a thoroughly composed – not to mention noticeably more refined – small hatchback. Other traditional rivals in this space include the Renault Clio, Opel Corsa and Mazda2, as well as the Hyundai i20 and Kia Rio. In the hot-hatch space, the Polo GTI was a more forgiving everyday performance model than the Fiesta ST (and the Clio RS) of that era, though offered less in the way of thrills.
Finding a manual-equipped Polo GTI won’t be easy.
Despite an abundance of used stock, there’s still plenty of local demand for the 5th-gen Polo, which has retained its value rather well. As a result, you’re likely to pay a little more for one than you would for an equivalent Fiesta or Clio, for instance. But if can bag a well-maintained, relatively low-mileage facelifted example, it’s arguably worth the premium considering the comfort, fuel economy and safety kit on offer.
Mercedes-Benz’s East London plant needs to move beyond C-Class
Mercedes-Benz SA’s factory in East London is world-class, but with dwindling global demand for business-class sedans, the 5th-gen C-Class could be the final version of the model it produces. If it hopes to prevail, the plant must build another product…
Mercedes-Benz might be headquartered in Stuttgart, but as a truly global luxury car brand, it has production facilities everywhere, including – for the past 62 years – East London in the Eastern Cape.
In total, 56 000 people across 21 facilities build the powertrains and cars that carry Mercedes-Benz’s iconic Three-pointed Star. However, of those 21 factories – dotted around the globe – only 7 are assembly factories (where Mercedes-Benz passenger cars are built). And, of those 7 facilities, 4 are outside of Germany – but only 1 has more than half a century of proven build quality.
As Mercedes-Benz introduced smaller cars and SUV models in the 1990s, it needed new vehicle assembly plants. Tuscaloosa, in Alabama, became the American hub for SUVs, while Hungary was another new production node (for Merces-Benz’s smaller cars). And, like any European luxury car company that wanted to trade strongly in Asia, Mercedes-Benz opened a plant in China.
However, the Mercedes-Benz car factory outside of Germany that pre-dates the American, Hungarian, and Chinese plants is in East London. Mercedes-Benz’s facility on the Buffalo River has been operational since 1962 and, for many years, it was the brand’s pioneering quality-control facility outside of Germany.
Building the best in East London
These were built in East London. The W126 was arguably the greatest S-Class ever.
Even among technology-obsessed German car companies, Mercedes-Benz is extreme. It spends more on R&D than any other German car company – it leverages its location in Stuttgart to get the best from local universities’ PhD students in mechanical, electronic, and design engineering. That’s why the East London factory has always been a global outlier and a source of pride for South Africans.
For decades, the idea that South African workers could build world-class Mercedes-Benz cars was remarkable. Especially so because this was when Mercedes-Benz models were known for being the best-built cars in the world – with some models ranking as the best-built cars of all time.
The S-Class has always been a technological marvel. And in the history of all things S-Class, the W126 stands as a model range of record – perhaps the best-built luxury car of all time.
Mercedes-Benz workers in East London were entrusted with building W126-series S-Class throughout the 1980s and early 1990s. There is no greater testament to the East London factory’s legacy than its history as a W126 builder.
C-Class has served East London well. But its global growth is reversing.
The current production configuration in East London is for the W206-generation Mercedes-Benz C-Class. Once a crucial car in the Mercedes-Benz model range, the C-Class has suffered the same fate as its rivals from Audi (A4), BMW (3 Series) and others – a collapse of demand for compact luxury sedans.
It’s not the fault of anyone at Mercedes-Benz product planning, marketing, or even the workers in East London. Since the mid-90s, every iteration of the C-Class has been built in Mzansi (for many markets), but the reality is that the C-Class sedan is being built to sell into a dramatically narrowing market.
The world’s 2 most entrenched luxury sedan markets – America and China – have been transitioning to crossovers for years. In Europe, Tesla’s Model 3 has supported the demand curve for luxury sedans, but the trend is clear – crossovers are the future. This is why Mercedes-Benz invests so much in its GLC executive SUV, which is based on the same platform as the W206-generation C-Class.
What does all this mean for a South African car factory that has built some of the best German luxury cars in history? A future that is potentially as stormy as the low-pressure systems that often make the Buffalo River waterway and ocean passage extraordinarily treacherous for marine transport.
At least Mercedes-Benz has money for change
The Mercedes East London factory is future-proofed for energy.
Mercedes-Benz makes good money; it had a net profit of R280bn last year – more than Eskom’s entire revenue for the same period. The global business is strong, but for the East London factory, all that matters is the status of the C-Class and its future business case. And that’s not an easy case to make.
The 2 leading German luxury car companies – BMW and Mercedes-Benz – are symbiotic; the best way to understand one is to benchmark it against the other.
For decades, BMW and Mercedes-Benz’s South African car factories built reasonably similar cars: sedans and limousines. However, a few years ago, BMW transitioned its South African vehicle production from 3 Series to X3, allowing it access to the trending global demand curve for crossovers and SUVs.
There’s little question that strategists at the Mercedes-Benz East London factory would want to do the same – build the GLC in the Eastern Cape instead of the C-Class – but making that happen isn’t just about vision. It’s about reality. Most global GLC production is accounted for by Bremen and Beijing, making it difficult for East London to present a case for its share of GLC production.
Mercedes-Benz’s East London factory is in a challenging position. The sedan market is sunsetting while crossovers and SUVs continue to rise. Moreover, some markets are being prioritised for electrification, while South African production skills and supply chains remain inadequate for producing EVs.
Think beyond building Mercedes-Benz models
W126 proved the East London factory can do anything automotive – at the highest standard.
You don’t need to be a business analyst to interpret the risks for Mercedes-Benz’s East London factory. The recent risk of 700 job losses for this proud Mercedes-Benz factory, might just be the beginning.
But are there solutions? If you’re a proudly South African motoring enthusiast or Sentametalist, there is an entrenched desire for the Mercedes-Benz East London factory to survive – and thrive.
Geely is the biggest shareholder in Mercedes-Benz. Could the Chinese giant build one of its models in Mzansi? Well, before the East London factory built Ballade and Civic models for Honda (in the ’80s and ’90s), and Colts and Tritons for Mitsubishi (from the ’90s to 2010s), nobody would have predicted it…
Two things could secure the future of the Mercedes-Benz plant in East London and have workers tooling up for 4 shifts again. The first is a mild global trend that is making a big difference – hybrids.
Despite all the R&D invested in (and nearly hysteric marketing of) EVs, they’re underperforming in many markets for luxury car brands. And Mercedes-Benz isn’t an exception. The paradox is that mild hybrids and PHEVs are overperforming, with EV-curious buyers opting for a hybridised experience instead.
Getting government policy and a local supply chain aligned to produce hybrid vehicles in East London will be much easier than paving the way to build 80-100kWh EVs. The East London factory already builds C-Class hybrids, so making a case for building PHEVs would be much easier than for assembling full EVs.
What if Mercedes-Benz produced bakkies in East London?
For nearly two decades, Mitsubishi bakkies were built by Mercedes-Benz in East London.
What is the 2nd idea for getting that 4th shift back in Mercedes-Benz’s East London plant? Build bakkies. “That’s a crazy and ridiculous idea, X-Class was a total failure,” I hear you say.
Yes, Mercedes-Benz’s Navara twin might have been its only true product failure in decades. Still, bakkies remain a hugely profitable product category, and they’re very easy to build – being low-tech vehicles. Best of all, South Africa has an established bakkie component supply chain.
To reiterate, Mercedes-Benz’s East London factory has a history of building bakkies, having assembled Mitsubishi Colts and Tritons from 1994 to the early 2010s…
The simple fact is that Mercedes-Benz’s East London factory needs to build more vehicles for local and international consumption to avoid losing jobs. Another bakkie assembly partnership is a much lower-cost way of achieving that than hoping for South Africa’s EV supply chain to materialise.
Has the Hilux managed to hold off the Ranger in the 1st half of the year? And what about SA’s worst-selling bakkies? Here’s a look at H1 2024’s winners and losers…
In the 1st half of 2024, sales in South Africa’s light-commercial segment – which includes bakkies, mini-buses and vans, though is dominated by the former – shrunk 9.4% year on year to 69 311 units. But how have sales panned out for individual contenders in the bakkie space?
Well, with a few choice stabs at a calculator, we’ve tallied up the sales figures for the opening half of 2024, allowing us to identify South Africa’s best-selling bakkies, year to date. Naturally, we’ll also take a look at the bakkies that failed to crack the top 10 in H1 2024…
Hilux retains 1st as Ranger grows year on year
Hilux sales fell 16.2% year on year, but SA’s favourite bakkie remained exactly that.
At the halfway point of the year, the Toyota Hilux found itself in an entirely familiar position – right at the head of the pack. In this 6-month reporting block, the Hilux was the only contender to crack the 3 000-unit mark in a single month, a feat it achieved in both February and March. Still, it’s interesting to note the Prospecton-produced bakkie’s nevertheless formidable total of 15 745 units represented a 16.2% year-on-year decline (compared with the corresponding period in 2023).
Meanwhile, the Silverton-manufactured Ford Ranger enjoyed a 4.1% year-on-year increase in sales – the only instance of growth in the top 5 – to finish H1 2024 on 12 212 units. Though that puts the Blue Oval brand’s bakkie a significant 3 533 units off the pace, it’s a far smaller margin than the 7 075-unit difference that split these nameplates in H1 2023. For the record, the Ranger’s best performance of the year so far came in May 2024, when 2 216 units were registered.
The Isuzu D-Max – which is manufactured in Struandale in the Eastern Cape – has made 3rd place in the bakkie-sales race very much its own and that was again the case at the halfway point of 2024. Though D-Max registrations fell 5.5% compared with H1 2023, this model’s tally of 9 449 units saw it comfortably take the final place on the podium. The D-Max breached the 2 000-unit mark only once in the opening half of the year, hitting 2 095 sales in March 2024.
Despite production having ceased at the end of the 1st quarter of the year, the Nissan NP200 returned an H1 2024 tally of 5 955 units, 11.9% down on the corresponding period last year. That was enough for the now-defunct half-tonner to retain 4th place, with the KwaZulu-Natal-assembled Mahindra Pik Up again completing the top 5. For the record, sales of the Indian brand’s bakkie dropped 6.5% year on year to 4 186 units.
Navara holds steady as P-Series and Amarok climb
The Amarok enjoyed the strongest year-on-year growth in the top 10.
The Rosslyn-made Nissan Navara – which looks set to welcome a new Warrior flagship derivative, though possibly only in 2025 – achieved marginal year-on-year sales growth of 3.5% to finish H1 2024 on 2 443 units and retain 6th place. Meawhile, the GWM P-Series (2 055 units) climbed a ranking to 7th, despite sales of this Chinese model slipping 1.4%, year on year.
Not far behind, the Ford-built Volkswagen Amarok also gained a place, grabbing 8th position in the opening half of 2024, with local sales surging 37.9% year on year (the strongest growth in the top 10) to 2 002 units. That saw the Toyota Land Cruiser 79 – which enjoyed a refresh in February – fall 2 spots to 9th, ending the reporting period on 1 998 units (down 14.9%, year on year). Finally, the GWM Steed again closed out the top 10, with registrations improving 6.8% year on year to 626 units.
South Africa’s slowest-selling bakkies in H1 2024
Landtrek sales were up 110.7% year on year, but it couldn’t crack the top 10.
What about the bit-part players? Well, JAC’s T-Series range – the Chinese automaker unfortunately reports only a combined figure for its T6, T8 and T9 line-ups – effectively placed 11th with 612 units. Next came the Peugeot Landtrek, which enjoyed a 110.7% year-on-year increase to a still modest 373 units. That meant the Mitsubishi Triton (292 units) had to settle for 13th position, though a new-generation model is expected to make local landfall later in 2024.
Next came the Mahindra Bolero with 246 units, followed by the since-discontinuedMazda BT-50 (42 units). The Jeep Gladiator closed out the list of 15 with 24 registrations. It’s worth noting that the likes of LDV (with its T60) and Foton (with the Tunland G7) don’t currently report figures to Naamsa. In addition, we’ve focused on traditional bakkies here, excluding models such as the Hyundai H100, Kia K Series, Volkswagen Transporter Pick Up and Suzuki Super Carry from this exercise.
If you drive an Electric Vehicle (EV) or are thinking of buying an EV, you will have to know where to charge it! Here is how to find the EV charging stations located nearest to you!
Electric Vehicle (EV) charging infrastructure is expanding in South Africa and finding your nearest charging station is easy! Despite public sentiment suggesting that SA is lagging behind, we actually have more public chargers than you realise.
The major metropolitan areas are all well catered for, with public chargers being located at shopping malls, petrol stations as well as car dealerships. A few hotels and office parks have also installed chargers, so you’re not going to struggle if you’re away from your home plug.
If you drive an EV or are planning on buying an electric vehicle then we recommend that you download either the PlugShare app or the ABRP (A Better Route Planner) app, or both! Apple users may also want to try the ChargePocket app.
These apps will allow you to plan EV driving trips and locate suitable and available EV charging stations near you. We’ve tried all of these apps and they work well.
Powered by a BMW-sourced turbopetrol V8, the Defender Octa is confirmed for South Africa and we have pricing.
The Defender Octa has finally been revealed and the brand is calling it ‘the toughest, most capable and most luxurious model’.
Interestingly, at its heart is a 4.4-litre twin-turbocharged mild-hybrid V8 petrol engine sourced from BMW. Sadly, the glorious 5.0-litre supercharged V8 is no more, but our experience with the BMW motor can only mean good things.
The Defender Octa makes 467 kW and 750 Nm, and that’s good for a 0-100 kph in 4 seconds. Under the skin, there’s been extensive work undertaken to upgrade the chassis and the Defender Octa has a new technology called 6D Dynamic suspension.
The ride height has been raised by 28 mm and the Octa sits wider thanks to increases in the track and extensions to the wheel arches. There are redesigned bumpers for better approach/departure angles and there’s tougher underbody protection. A wading depth of one metre is claimed and depending on trim level, a a specially-developed all-terrain 33-inch tyre.
Inside, this Defender features high-performance sports seats wrapped in durable materials and customers can customise their cars with an array of options, like audio speakers in the seat headrests and a choice of great colours to name but a few.
See, if you haven’t figured it out already, this flagship product is not aimed at on-road performance, but rather going flat out on the rough stuff, much like the Ford Ranger Raptor.
How much does the Defender Octa cost in South Africa?
The order books for the ultimate Defender will open soon and indicative pricing has been set from R3 499 100 and it will make its first public appearance at the 2024 Goodwood Festival of Speed.
The models that drove BMW into SA’s top 10 in June 2024
In June 2024, the BMW Group returned to the list of South Africa’s top 10 automakers. Here’s which models drove sales for the Munich-based firm…
Fascinatingly, the BMW Group cracked the list of South Africa’s top 10 automakers in June 2024, unceremoniously shoving Renault out of the top 10 (and finishing ahead of the likes of Mahindra and Kia, too). Despite a 14% year-on-year decline in the total market, the German firm reported 1 104 registrations last month, a figure that includes local sales from the Mini brand.
But which models drove this volume for the Munich-based automaker’s local division – and thus its return to the top 10? Well, with BMW Group South Africa reporting figures to Naamsa quarterly (in line with what the industry representative body terms the German brand’s “global directive”), we’ve managed to lay our greasy paws on individual model-sales statistics for June 2024.
The X1 was BMW Group SA’s top-selling nameplate in June.
For the record, 726 units or 65.8% of the total figure of 1 104 units represented sales via the dealer channel, while as many as 207 units or 18.8% were reported as single registrations (that is, vehicles the manufacturer has registered and kept for its own use). Without the latter figure, the BMW Group wouldn’t have made 4 figures. A further 130 units were sold to the country’s vehicle-rental industry, while 41 units represented sales to Mzansi’s government.
Last month, the X1 was the BMW Group’s best-selling nameplate locally, with 208 units registered. However, the locally manufactured X3 (203 units) wasn’t far behind, while the 2 Series (162 units) completed the podium. Next came the 3 Series sedan (135 units), followed by the X5 (77 units), Mini Countryman (61 units) and 1 Series hatchback (49 units).
The 3 Series placed just outside of BMW’s top 3 last month.
The X4 managed 32 registrations, finishing just ahead of the 4 Series (31 units) and X2 (31 units). Then came the X7 (27 units), followed by the Mini Hatch 3-Door (25 units), X6 (17 units), 5 Series sedan (12 units) and 7 Series sedan (12 units). Models that failed to make it out of single figures in June included the fully electric i4 (6 units), the XM plug-in hybrid (5 units), the battery-powered i5 (4 units), the 8 Series (2 units), the electric iX (2 units), the Mini Hatch 5-Door (2 units) and the Mini Clubman (1 unit).
As an aside, BMW Group South Africa also exported 6 235 units of the Rosslyn-built X3 in June 2024. Like the outgoing model, the recently revealed G45-generation X3 will be produced here in South Africa following a R4.2-billion investment, with local sales scheduled to commence in the final quarter of 2024. Rosslyn will be the only plant worldwide manufacturing the X3 30e xDrive plug-in hybrid electric vehicle (PHEV) derivative.
The Hyundai i20 facelift has arrived in South Africa, sporting a more affordable starting price than before. Here’s a look at the updated hatch and how much it costs…
We recently reported that initial derivatives of the Hyundai i20 facelift had quietly arrived in Mzansi. Now, Hyundai Automotive South Africa has published pricing for the full range on its website.
As a reminder, the outgoing i20 line-up comprised 6 derivatives, including Motion, Fluid and N Line variants. However, the facelifted range moves away from this trim-level naming convention, instead switching to “Premium” and “Executive” grades (as used by the likes of the latest Creta), with “N Line” again serving as the range topper.
The facelifted range comprises 5 derivatives.
The i20 1.2 Premium 5MT is the new entry point to the portfolio, with its price of R309 900 representing a R23 600 saving over the pre-facelift i20 1.2 Motion 5MT (R333 500). The naturally aspirated 1.2-litre, 4-cylinder engine is carried over, offering an unchanged 61 kW and 115 Nm to the front axle via a 5-speed manual gearbox.
Next comes the i20 1.2 Executive 5MT (R329 900), which is priced at exactly the same level as the lower-spec (but larger-engined and auto-equipped) i20 1.4 Premium 6AT (R329 900). The latter model employs the same powertrain as the pre-facelift i20 1.4 Motion 6AT (for the record, the outgoing variant was priced R37 000 higher at R366 900). Here, the atmospheric 1.4-litre, 4-cylinder motor again sends 74 kW and 133 Nm to the front wheels via a 6-speed automatic gearbox.
The N Line is again the flagship i20 derivative.
The 1.4 Executive 6AT kicks off at R349 900, while the flagship i20 1.0T N Line 7DCT is priced in line with the pre-facelift version at R467 500. As a reminder, the latter retains its 90 kW/172 Nm turbocharged 1.0-litre, 3-cylinder petrol engine and 7-speed dual-clutch transmission.
Models featuring the Premium trim level ride on 15-inch steel wheels (disguised by dark wheel covers), and come standard with ABS with EBD as well as 2 airbags, while doing without stability control. Inside, Premium derivatives upgrade to black cloth-and-leatherette upholstery but stick with manual air conditioning, a polyurethane steering wheel, an 8-inch touchscreen, a reverse-view camera, rear parking sensors and a 4-speaker sound system. The driver’s seat gains height adjustment, while a front armrest has also been added.
Premium-spec models ride on steel wheels (note the dark plastic covers).
The Executive grade adds items such as 16-alloy wheels, a leatherette finish for the steering wheel, glove-box cooling, wireless smartphone charging, an electric folding function (and heating) for the side mirrors, a luggage net, luggage hooks and a black finish for the roof (including rear spoiler) and side sills.
Finally, the N Line scores sportier model-specific exterior styling, front foglamps, LED headlights, push-button start, automatic air conditioning, a sunroof, a Bose sound system, cruise control, electronic stability control, hill-start assist, extra airbags (side and curtain for a total of 6) and red stitching for the leatherette trim.
Premium and Executive variants feature cloth-and-leatherette upholstery.
As a reminder, this generation of Hyundai i20 – imported from Chennai in BI3-generation form, as opposed to the BC3-series model produced in Turkey and sold in Europe – launched in South Africa in May 2021, while the facelifted version was revealed in May 2023 (and then in Indian-spec form in September 2023).
Last year, the i20 was Hyundai Automotive SA’s 2nd most popular model locally (after the Grand i10), with 5 413 units sold. Over the opening 6 months of 2024, the hatchback has retained 2nd place in the Hyundai stable, attracting 2 486 registrations.
How much does the Hyundai i20 facelift cost in SA?
Hyundai i20 1.2 Premium 5MT – R309 900
Hyundai i20 1.2 Executive 5MT – R329 900
Hyundai i20 1.4 Premium 6AT – R329 900
Hyundai i20 1.4 Executive 6AT – R349 900
Hyundai i20 1.0T N Line 7DCT – R467 500
The prices above include a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km drivetrain warranty and a 4-year/60 000 km service plan.
Reba S lists the strengths and weaknesses, common problems and parts prices of the 3rd-gen Hyundai Tucson. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…
The Tucson badge first appeared in South Africa in 2005, before Hyundai opted to retire the nameplate in most markets (including ours) in favour of the ix35 moniker some 5 years later. Somewhat curiously, the South Korean firm opted to switch back to “Tucson” for the 3rd generation of its compact crossover.
Just how much of an impact this nomenclature backtracking had on sales is difficult to say, though we do know 22 716 units of the original Tucson were registered in Mzansi (over 5 years), compared with 33 692 examples of the ix35 (over 6 years) and 15 346 units of the 3rd-gen model (over 5 years).
The 3rd-gen Tucson gained an extra 30 mm of wheelbase compared with the ix35.
Of course, it’s the latter – which was known internally as the TL generation – that forms the subject of this buyer’s guide. Though it wasn’t quite a class leader in terms of interior space, it measured 65 mm longer and 30 mm wider than its ix35-badged predecessor, while also gaining an additional 30 mm between its axles. Luggage capacity, too, improved to 513 litres. For the record, the Euro-spec model scored 5 stars for safety from Euro NCAP soon after its launch.
While the 4th-gen Tucson made its global debut in September 2020, it touched down in South Africa only in the opening quarter of 2022 (one of many new models delayed by the Covid-19 pandemic), meaning the TL-gen model enjoyed a little extra time on the local market than it otherwise would have.
Hyundai Tucson model line-up in South Africa
At launch in SA, just 2 engines were available, though turbodiesels soon followed.
The Seoul-based automaker unveiled the 3rd iteration of the Tucson at the Geneva International Motor Show in March 2015. The TL series was officially launched in South Africa exactly a year later, available with a choice of 10 exterior paint colours, including the somewhat amusingly named “Milky Tea” hue.
At launch, just a pair of 4-cylinder petrol engines was available: a familiar naturally aspirated 2.0-litre unit and a new turbocharged 1.6-litre T-GDI mill. Transmission choices included a 6-speed manual gearbox, a 6-speed automatic transmission and a new 7-speed dual-clutch auto (the latter in conjunction with all-wheel drive). With 3 trim levels on the menu, the local line-up comprised these 5 variants at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Executive 6MT: 130 kW/265 Nm
1.6 TGDi Elite 7-DCT AWD: 130 kW/265 Nm
Diesel options included 1.7- and 2.0-litre CRDi motors.
By November 2016, Hyundai Automotive SA had introduced a pair of front-wheel-drive turbodiesel derivatives, which saw the local range expand to 7 derivatives. The 1.7-litre, 4-cylinder CRDi oil-burner – a Euro 6 unit boasting 30 000 km service intervals and built in the Czech Republic (rather than in Turkey or South Korea) – was available in mid-tier Executive specification and churned out 85 kW and 280 Nm; the peak outputs were delivered to the Tucson’s front axle via a 6-speed manual gearbox.
The 2nd turbodiesel shipped in flagship Elite guise, employing a 2.0-litre, 4-cylinder CRDi (Euro 2) engine sending 131 kW and 400 Nm to the front wheels through a 6-speed automatic transmission. It was imported from South Korea and though quicker from 0-100 kph (a claimed 9.3 seconds compared with the 1.7-litre model’s more leisurely 13.7 seconds), its claimed combined fuel consumption wasn’t quite as impressive (7.9 litres per 100 km versus 6.8 litres per 100 km).
The Tucson Sport was a locally conceived project.
In mid-2017, Hyundai took the relatively uncharacteristic decision to offer a locally developed “sporty” version of its Tucson. Based on the front-wheel-drive 1.6 TGDi Executive variant, the Tucson Sport gained a body kit (imported from South Korea), black 19-inch alloy wheels (sourced from Tiger Wheel & Tyre – but exclusive to Hyundai), a quad-pipe exhaust system and a so-called “Stage 1 performance enhancement” that increased the turbocharged petrol engine’s peak outputs from the standard 130 kW and 265 Nm to 150 kW and 290 Nm.
A couple of months later, Hyundai handed the flagship 1.6 TGDi Elite derivative the same “Sport” treatment, extending the aggressive look (and extra oomph) to a variant with all-wheel drive and a dual-clutch (rather than manual) transmission. The company said the move was based on the popularity of the original Tucson Sport as well as “requests” from customers.
Pre-facelift on the left and refreshed model on the right.
In September 2018, the facelifted Tucson range made local landfall, featuring fresh front and rear ends plus a redesigned dashboard, complete with a floating 7-inch infotainment screen. The rejigged 7-strong line-up ditched the 1.7-litre oil-burner, while the 1.6 TGDi was offered exclusively with a new 7-speed dual-clutch transmission and the 2.0-litre turbodiesel with a (likewise fresh) 8-speed automatic gearbox. All derivatives were now front-wheel drive. Here’s a snapshot of the facelifted range at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Executive 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Elite 7-DCT: 130 kW/265 Nm
R2.0 CRDi Executive 8AT: 131 kW/400 Nm
R2.0 CRDi Elite 8AT: 131 kW/400 Nm
The facelifted Tucson gained a significant infotainment upgrade.
Finally, in July 2019, Hyundai Automotive SA once again rolled out a locally conceived Tucson Sport derivative, this time offering the upgrades on either the 1.6 TGDi petrol engine (with outputs hiked to 150 kW/300 Nm) or the R2.0 turbodiesel motor (now boasting 150 Nm/460 Nm). Both employed self-shifting transmissions and front-wheel drive, and inherited the top-spec Elite’s list of standard features.
What are the advantages of a TL-series Tucson?
The TL-generation Tucson majored in comfort, even on large alloy wheels.
Comfort and refinement: Though Hyundai placed plenty of emphasis on the fact the TL-generation Tucson completed its “accelerated durability testing” on none other than the Nürburgring Nordschleife, there’s no doubt that this model’s talents fell squarely in the comfort – as opposed to handling-, though it was certainly surefooted enough – department. Endowed with a multilink suspension set-up at the rear, the 3rd-gen Tucson delivered a pliant ride on most surfaces, even when fitted with 19-inch alloys. It was straightforward to drive while refinement levels were likewise lofty.
Generously equipped as standard: Whereas premium alternatives tended to have many of the most interesting features relegated to a lengthy list of options, that simply wasn’t the case with most derivatives in the TL-series Tucson line-up. At launch, the mid-tier Executive grade included items such as electrically adjustable front seats, faux-leather upholstery, dual-zone climate control and a reverse-view camera, while the Elite spec added features such as 19-inch alloys, push-button start, LED cabin lighting (and puddle lights), a panoramic sunroof, rear parking sensors and driver-assistance systems.
Wide range of powertrain options: Despite Hyundai Automotive SA choosing not to make wholesale changes to the 3rd-gen Tucson’s engine range at the mid-cycle update, buyers still had plenty of choice when it came to powerplants (and indeed transmissions). There was effectively something for everyone, from the uncomplicated atmospheric base petrol engine to a pair of turbodiesel options (one prioritising economy and the other pace) and a turbocharged 1.6-litre petrol unit. In addition, there were as many as 5 gearboxes offered over this model’s lifecycle.
What are the disadvantages of a 3rd-gen Tucson?
The decidedly basic infotainment system used in the pre-facelift Tucson.
Outdated infotainment (pre-facelift): At launch, all derivatives – yes, even the flagship Elite trim level – shipped with a decidedly basic 3.8-inch infotainment screen rather than the latest touchscreen-based system offered in Europe at the time. Buyers did, however, have the option of specifying an aftermarket 8-inch touchscreen (with navigation) for an additional R15 000, though it felt exactly that – woefully aftermarket. Thankfully, the mid-cycle update saw Hyundai Automotive SA introduce a floating 7-inch touchscreen system (compatible with Apple CarPlay and Android Auto) that was available in other parts of the world.
Poorly resolved Tucson Sport: While the Tucson Sport’s head-turning body kit was perhaps a little too Fast & Furious for some tastes, it did find appeal in the local market. Unfortunately, the homegrown plug-and-play performance tweaks that accompanied the styling overhaul weren’t especially well resolved…
The Tucson Sport wasn’t particularly well resolved.
In the facelifted petrol-powered version, for instance, the throttle (which gained a pedal booster) was hypersensitive, more often than not resulting in excessive wheelspin off the line. Not only was the traction-control system easily overwhelmed, but torque steer was sometimes an issue and fuel consumption took a hit, while the quad-exhaust system tended to drone on the open road (this was especially evident in the pre-facelift model).
Slightly drab interior: Compared with the handsome exterior styling, the Tucson’s cabin design was somewhat bland, particularly in pre-facelift form (thanks, in part, to that basic blue-on-black infotainment system). What’s more, the entry-level Premium grade was fitted with a polyurethane steering wheel, as opposed to a tiller trimmed in faux leather. Still, while it didn’t feel particularly special or interesting to look at, the dashboard itself was neatly laid out and most materials (bar a few scratchy plastics lower down) were of an entirely satisfactory quality.
How much is a 3rd-gen Hyundai Tucson in South Africa?
The refreshed version wasn’t quite as popular as the pre-facelift model in SA.
The Tucson boasted one of the most comprehensive aftersales packages in its segment, initially shipping standard with a 5-year/150 000 km warranty, as well as a 7-year/200 000 km drivetrain warranty. However, at some point in 2017, the overall warranty was bumped up to 7 years or 200 000 km, too.
All derivatives furthermore featured a 5-year/90 000 km service plan with intervals of 15 000 km, bar the 1.7-litre turbodiesel variant, which instead upgraded to a 5-year/120 000 km service plan with lengthy 30 000 km intervals. It’s also worth noting the facelifted Tucson 1.6 TGDi Elite and Sport derivatives required a “mandatory” initial service at the 5 000 km mark.
A whopping 87% of the used 3rd-gen Hyundai Tucsons listed on Cars.co.za at the time of writing, were petrol-powered, with the naturally aspirated 2.0-litre unit easily the most common (accounting for 76% of all vehicles listed). Just 24% of TL-series derivatives featured a manual gearbox, while only 5% were in all-wheel-drive guise. The locally developed Tucson Sport versions accounted for 5%.
A look at the pre-facelift Tucson’s cabin.
Mileage varied from just 3 000 km to over 240 000 km, with the latter achieved by a 2017 1.6 TDGi Executive derivative. White (40%) and silver (19%) were predictably the most popular paint colours, though blue (15%) snuck in ahead of grey (12%).
Below R250 000: There was a limited selection of TL-series examples below this price point, where we found only pre-facelift vehicles (including a couple with more than 200 000 km on their respective odometers). There was a high distribution of manual derivatives here too, despite relatively few 3-pedal examples being listed overall, and hardly any turbodiesels.
From R250 000 to R350 000: This pricing bracket featured a far wider selection of derivatives, with all but the very last model year represented. We found everything from top-spec, all-paw 2016 derivatives to entry-level, front-driven variants from the final model years. This was also where we spotted most of the (admittedly still scarce) 1.7-litre turbodiesel models.
From R350 000 to R450 000: We discovered marginally more stock here (at 43%) than in the preceding category, which suggests most buyers will find themselves shopping in this space. Interestingly, although the 2.0-litre petrol motor again dominated the listings, there were a number of oil-burners of the same capacity between these bookends.
R450 000 and up: As you might have guessed, there were only facelifted models above this mark, including most of the Sport derivatives listed (in both petrol and diesel flavours). All examples here had self-shifting transmissions, though there were no all-wheel-drive examples in this highest bracket (this configuration wasn’t offered from the mid-cycle update, after all). The most expensive listing was a 2020 2.0 CRDi Sport with around 31 000 km on the clock, priced at R629 900.
According to figures released by Hyundai Automotive SA, 13 591 units of the pre-facelift model were registered locally, while total 3rd-gen sales came in at 15 346 units. Though this suggests the refreshed version wasn’t nearly as well received (and would therefore be harder to come by today), stock listed on Cars.co.za at the time of writing was, fascinatingly, very evenly distributed by model year.
Which Hyundai Tucson derivative should I buy?
We believe the 3rd-gen Tucson is best served in 1.7 CRDi guise.
So, which derivative is the pick of the bunch? Well, we’d first rule out the base Premium trim level (despite the fact it accounted for nearly half of all TL series listings at the time of writing), as it was the only grade that did without electronic stability control, along with a few choice convenience items.
We’d furthermore advise steering clear of the largely compromised Sport derivatives (for the reasons outlined above), while also suggesting only those who really require extra traction consider the all-wheel-drive variants, which came with weight, price and fuel-consumption penalties.
While the 1.6-litre turbopetrol engine obviously boasted the highest power output (even if we exclude the breathed-on Sport derivatives) and the 2.0-litre turbodiesel motor the loftiest torque figure, we’d argue the 1.7 CRDi Executive was the best balanced of the group. As a reminder, this 85 kW unit punched well above its weight, offering peak twisting force of 280 Nm from as low as 1 250- through to 2 750 rpm.
The plucky oil-burning engine was cleaner than its larger-capacity siblings, used less fuel and featured longer recommended service intervals. Though it was offered only in pre-facelift guise (and exclusively in manual form), it furthermore ran on plump 225/60 R17 tyres, which emphasised the comfy ride quality. Keep in mind, however, this is the least common of all TL-series Tucson variants on the used market.
Is the Hyundai Tucson a good used buy?
The Mk3 Tucson had to contend with a broad range of rivals.
The Tucson faced strong competition in its class from the likes of the closely related QL-generation Kia Sportage as well as segment stalwarts such as the XA40-gen Toyota RAV4, 2nd-gen Volkswagen Tiguan and KF-gen Mazda CX-5. Buyers willing to settle for a little less room could also have considered the J11-gen Nissan Qashqai (not to mention its platform cousin, the Renault Kadjar), while those requiring some extra space may have been tempted by the 5th-gen Honda CR-V.
What about left-field choices that potentially offer better value – due to a relative lack of local demand – on the used market? Well, there’s the somewhat under-appreciated P84-gen Peugeot 3008 as well as its cousin, the Opel Grandland, while the ill-fated C520-gen Ford Kuga continues to present itself as an alluringly priced alternative for those not perturbed by the Blue Oval brand’s fire scandal (which, for the record, involved only one engine derivative, the 1.6 EcoBoost).
Ultimately, the 3rd-gen/TL-series Hyundai Tucson did very little wrong. Its exterior styling held broad appeal (particularly when compared with the more divisive design of its successor), while the interior was practical enough for most needs. Add the commendable ride quality and the wide choice of powertrains, and it’s easy to understand why this family-friendly medium SUV proved so popular in South Africa.
New Toyota Land Cruiser Prado: sales soar in June 2024
Sales of the new Toyota Land Cruiser Prado soared in South Africa in June 2024, with the J250-gen SUV placing just outside the top 10 best-selling passenger vehicles…
The new Toyota Land Cruiser Prado officially hit the market in South Africa at the beginning of June 2024 – and what a start the J250-generation SUV has enjoyed. Yes, in its first month on sale locally, the new Prado came close to cracking the list of Mzansi’s 10 best-selling passenger vehicles, despite a starting price of nearly R1.3-million.
Ultimately placing 11th in the passenger-vehicle segment, the Land Cruiser Prado finished June 2024 with a lofty sales tally of 694 units, a figure surely boosted by pent-up demand (UPDATE: Toyota SA Motors says 679 of those units were new-gen variants, with the remaining 15 taking the form of J150-gen derivatives). As a reminder, the new SUV was initially scheduled to launch locally in April, though was delayed due to what Toyota SA Motors described as “homologation processes”.
The Prado nameplate alone outsold the entire Stellantis portfolio in June.
Tellingly, as many as 657 units or 94.7% of the Prado’s sales last month came via the dealer channel, with 35 units reported as “single registrations” (vehicles that manufacturers keep for their own use) and a further 2 units as sales to the rental industry. In the end, the Prado finished just behind the Haval Jolion (736 units) but ahead of likewise far more affordable models such as the Suzuki Fronx (620 units), Kia Sonet (561 units) and Toyota Vitz (542 units).
June 2024’s effort was easily the Prado nameplate’s best showing locally in recent memory, even eclipsing the model’s cumulative registrations over the year’s opening 5 months (441 units). It’s also more than half of the previous-generation Prado’s overall sales total for 2023, when 1 274 units were registered.
First Edition derivatives feature a model-specific headlamp design.
As a reminder, the J250-generation portfolio kicks off with the Prado 2.8 GD TX (R1 296 300), which is followed by the Prado 2.8 GD VX-R (R1 448 900). Then there’s a pair of Prado 2.8 VX-R First Edition variants, one in monotone form (R1 462 400) and the other in bi-tone guise (R1 472 600).
All models ship standard with 7 seats, while the only engine on offer locally is Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel motor (1GD-FTV), which again delivers 150 kW and 500 Nm to all 4 corners (though switches from the outgoing model’s 6-speed automatic transmission to a more modern 8-speed self-shifter).
