Suzuki Auto SA has exhibited the eagerly awaited 5-door variant of the Jimny in Johannesburg ahead of the small off-roader’s local introduction late in 2023.
When the (then new) 4th-gen Jimny was launched in South Africa in 2018, Suzuki was overwhelmed with demand for the Japanese-built off-roader; many months passed before the brand was able to clear stock shortages and deliver vehicles to buyers. In truth, demand for the model has often outstripped supply.
However, shortly before rolling out a revised Jimny line-up early in 2022, the local subsidiary of the Hamamatsu-based firm began sourcing its Jimny stock from Maruti’s Gurgaon production line in India, which is also the facility that started producing the new 5-door variant of the pint-sized SUV this year.
The longer, more practical iteration of the Jimny was first shown in New Delhi at the beginning of the year. The 5-door, which is designed to broaden the appeal and, therefore, boost sales of the range, is ostensibly the same height and width as the 3-door version, but gains 360 mm in overall length (3 985 mm vs 3 625 mm), mostly by virtue of a wheelbase that has been stretched by 340 mm to 2 590 mm.
The Jimny 5-door – still based on a ladder-frame chassis – is powered by Suzuki’s familiar 75 kW/130 Nm 1.5-litre 4-cylinder petrol motor mated with a 5-speed manual ‘box or a 4-speed automatic transmission. Torque is distributed to all 4 wheels by the AllGrip four-wheel-drive system that allows for a change between 2WD and 4WD on the fly, but low range (4L) is also available for trickier off-road conditions.
Although it has lengthened the Jimny, Suzuki says it has made the 5-door’s off-road capabilities as close to those of the 3-door variant as possible. Apart from 210 mm of ground clearance, the newcomer has an approach angle of 36 degrees, a breakover angle of 24 degrees and a departure angle of 50 degrees. By comparison, the 3-door Jimny offers 37 degrees, 28 degrees and 49 degrees respectively.
Suzuki has not only added another pair of doors – it has also lengthened the load compartment (slightly) and allowed the front seats to fold flat to create two cushioned sleeping spaces (in conjunction with the rear bench) for adventurers who want to spend the night inside the Jimny on rugged adventures.
Although it remains to be seen whether the Jimny 5-door will be offered in South Africa in GL and GLX specification (or just in the latter grade), expect the newcomer to be fitted with 15-inch alloy wheels and offer standard features such as electric windows, electrically adjustable side mirrors, alloy wheels, audio controls on the steering wheel, Bluetooth functionality and remote central locking in GL guise.
The GLX version is likely to feature automatic LED headlamps, automatic climate control, cruise control, a touchscreen infotainment system (with Apple CarPlay and Android Auto functionality), a leather-trimmed steering wheel and a rear cargo “convenience package”, which includes an additional 12V socket, rear interior light and flat-floor luggage box. Interestingly, it’s been reported that the Jungle Green Jimny 5-door on display at the 2023 Festival of Motoring in Midrand has an upgraded (9-inch) touchscreen.
The model will also be offered in a couple of new – and ostensibly exclusive to the 5-door variant – paint colours, namely Celestial Blue, Granite Grey and a Sizzling Red in combination with a metallic black roof.
According to our info, the Jimny 5-door will be launched in South Africa in November. We will update this story as soon as local specifications and pricing details have been confirmed, but considering that the current range-topping Jimny costs R419 990, expect the newcomer’s prices to start around that mark.
Before the recent arrival of the Suzuki XL6, the Japanese brand already had a compact people-mover in its line-up. But, unlike the dutiful Ertiga, the SUV-flavoured 6-seater XL6 is more appropriately packaged to make the most of the small crossover craze.
I know what you’re thinking. Where have all the new Suzukis gone? I am, of course, kidding. We’re living in a time when it feels like we’re getting a new car from the Hamamatsu-based brand every few days, and that’s mostly true because last week saw the arrival of the Fronx budget crossover!
Like that car, the XL6 is equipped with the K15B 1.5-litre 4-cylinder engine, which has quickly become a ubiquitous motor in the SA new-vehicle market. It does duty in a plethora of Suzuki cars and, if we’re being honest, their Toyota-badged counterparts as well. But, what the heck is an XL6? Let’s talk about it.
The Suzuki XL6 is an MPV that attended SUV classes at the weekend. When viewed from the front, you’d be forgiven for thinking it is yet another compact crossover from the marque, but if you make it all the way to the rear you’ll encounter a more van-like flank, culminating in a familiar rear end that will have you mouthing the name “Ertiga”. But no, it’s not that car, even though it is based on the same platform.
The XL6 is positioned above the Ertiga and is priced accordingly; it’s intended for small families rather than a lifetime of Uber duty. There are other fundamental differences here, such as the fact that it’s a 6-seater as opposed to a 7-seater, with two individual captain-style chairs in the middle row instead of a conventional bench, as per the rear row. What it does share, however, is the aforementioned petrol engine, which churns out the now-familiar peak outputs of 77 kW and 138 Nm.
It’s no rocket ship, but it delivers tried and tested performance, here paired with a 5-speed manual ‘box or a 4-speed automatic transmission. In a bold move, Suzuki Auto SA decided against making range-topping GLX derivatives available for our evaluation drive, which left us to test versions of the entry-level GL. The firm’s reasoning for this was that “the base car is so well equipped, you’ll barely miss a feature.”
Well, the GL’s extensive equipment list includes – but is not limited to – machine-polished 15-inch alloy wheels tucked into each arch, LED headlamps, daytime running lamps and clear rear lamps.
Also standard is keyless entry and push-button start, a 7-inch touchscreen infotainment system with a reverse-view camera, cruise control and climate control with rear air-con outlets.
Safety features are about par for the course for a model at this price point: dual front airbags, ABS, EBD and electronic stability control. There’s also an array of 12V sockets and USB charging points, a 4.2-inch info panel in the instrument cluster and, if you’ve opted for the automatic, it comes with hill-hold assist.
But, if you absolutely must have a top-grade XL6 for some reason, GLX derivatives further feature a leather-trimmed steering wheel and seats, dual-tone paint finish, automatic headlamps and auto-folding mirrors. But, be warned, this comes at a R21 900 premium, which you feel on a car at this affordable end of the segment. On that note, pricing is keen at R326 900 for a row-your-own gears 5MT GL, with the auto selling for R345 900. The GLX, therefore, can be had at R341 900 (manual) or R360 900 (auto).
I drove both manual and auto versions of the XL6 in the thinner air of the Highveld, where naturally aspirated (non-turbocharged) lose about 15- to 17% of their power outputs. Personally, I’d have the manual- over the automatic version, because it somehow feels less afflicted by the Reef conditions, but trust me – they’re both more than up to the task of transporting a small family safely – and quite briskly.
I may have gone off route a little… and I may have commandeered an XL6 for the evening to have some extra time behind the ‘wheel (and to run a personal errand) in thick peak hour traffic from Hartbeespoort to Randburg. I can confidently report that Suzuki’s newcomer handled the task with real-world ease.
How much does the Suzuki XL6 cost in South Africa?
Suzuki XL6 1.5 GL MT
R326 900
Suzuki XL6 1.5 GL AT
R345 900
Suzuki XL6 1.5 GLX MT
R341 900
Suzuki XL6 1.5 GLX AT
R360 900
The prices include a 5-year/200 000 km (promotional) warranty and a 4-year/60 000 km service plan.
So the Suzuki XL6 is a good proposition, but who is it for? I touched on that before and, perhaps this is an inelegant oversimplification, but the XL6 is aimed at small families, not the ride-hailing app and private shuttle markets. Whereas some of its rivals are, well, frumpy, the XL6 comes across as stylish – but also comfy, roomy and well-appointed with premium touches. That it remains affordable, well that’s a Suzuki hallmark and certainly one of the factors that have drawn so many customers to the brand.
V-Class Rival? New Volvo EM90 Luxury MPV Confirmed!
Yes, Volvo is launching a luxury MPV. Here’s an early look at the fully electric Volvo EM90, which could be positioned to take on the Mercedes-Benz V-Class (or, more specifically, the EQV)…
Volvo has confirmed plans to add a fully electric luxury MPV – set to be badged as the Volvo EM90 – to its line-up. The Swedish firm will whip the wraps off the new EM90 on 12 November 2023, opening pre-orders in China at the same time.
From what we understand, the newcomer has been developed with the Chinese market chief in mind, though looks likely to be offered in some other countries, too. If it gets the global green light, the Volvo EM90 may well be positioned to take on the likes of the recently updated Mercedes-Benz V-Class – or, more specifically, the fully electric EQV derivative.
A 30-second teaser clip provides us with a bird’s eye view of the upcoming premium people-mover, showing 2 glass sections – a smaller traditional sunroof up front and a larger panoramic version for the rear quarters. Expect similar front-end styling to that of the likewise electric EX90 flagship SUV.
We also spy handles for (powered?) sliding doors on either side of the vehicle, along with distinctive taillamps and what appears to be an illuminated “Volvo” badge on the tailgate. Though Volvo has yet to confirm any specific details, we’d speculate the EM90 is large enough to handle 3 rows of spacious seating, perhaps with the option of captain’s chairs in the middle bank (judging by what we can see through the glass roof).
According to the Gothenburg-based automaker, the new EM90 has been “designed for you to make the most of the time spent in the car, like a Scandinavian living room on the move”. Volvo promises it will be a “place where you can connect with your loved ones, create, relax, work or just think”.
Interestingly, some reports claim the EM90 will be closely related to the Zeekr 009, an MPV offered in China by another of Volvo parent company Geely’s brands. For the record, the Zeekr 009 boasts a dual-motor electric powertrain generating somewhere in the region of 400 kW.
While official information – regarding everything from exterior dimensions and number of seats to electric powertrain specifications – are still thin on the ground, Volvo does says it will “reveal a lot more details around the car in the coming months”…
Can Land Rover thrive without the Land Rover brand?
Land Rover wants to be known as JLR in the future, but if few buyers, not least those in China, know that the brand used to be the name of a model famed for its off-road prowess (before it became the Defender), there’s a method to the firm’s madness.
How much money does it take to establish an iconic car brand? Toyota is the world’s biggest car company, selling in most markets, and it has an estimated brand value of about R900bn. If it costs so much money and time, to establish something iconic, then why would you give it away?
Land Rover is unquestionably iconic, with a legacy that spans nearly 8 decades and a product funnel that has triumphed despite quality issues throughout the 1990s and 2000s. But even the most iconic adventure vehicle brand can’t survive solely on its legacy.
Although the 911 remains Porsche’s defining car, without Cayenne and Macan, the German brand wouldn’t have the revenues or profitability to fund all those RS-edition 911s we hold so dear.
Land Rover has the same problem: its revenue reality and brand legacy have diverged – radically. Virtually no one buys a Land Rover as a farm vehicle anymore. All the models in the Solihull-based brand’s line-up are luxury cars, which require a different brand voice and marketing approach.
Scale is important for car companies because they have all become beholden to external suppliers. Even luxury vehicle brands – and Land Rover is no exception – must achieve specific sales volumes to purchase sophisticated componentry in adequate numbers, enabling a discount.
Land Rover has struggled with production since lockdown, with a huge volume of backorders. Demand for its model mix has also become deeply asymmetric, with too many buyers for Range Rover and Defender, and far too few for Discovery.
To simplify its business and branding structure, Land Rover wants to be known simply as JLR in future and focus on Range Rover, Discovery, Defender and Jaguar as sub-brands. But is that a good idea?
When memory doesn’t matter anymore
In China, this is a European luxury car. Its Land Rover legacy is largely irrelevant.
To some, the decision to “un-name” the brand’s official corporate identity is inexplicable. Land Rover traditionalists would see it as brand treason. But there is a method to Land Rover’s madness.
What happens with the Land Rover rebrand? Minimalist Land Rover on-vehicle branding and a quartet of sub-brands, positioned as Range Rover, Discovery, Defender and Jaguar. But why?
Land Rover’s future is in China. It’s already the most important market for Land Rover’s SUVs, but also one without owners of classic Defenders. In China, Range Rover and Discovery are considered British luxury cars, they aren’t desired in the context of being loosely associated with the classic Defender.
To survive and thrive, Land Rover needs to move beyond its legacy. For decades, it had precious few rivals in markets which were important to it. Land Rovers and Ranger Rovers effectively sold themselves in the late 1970s and 1980s – customers were loyal and had no interest in the superior offerings from Isuzu, Mercedes-Benz, Nissan, or Toyota. But since the 1990s, things have changed dramatically.
German luxury brands have targeted the segments once dominated by Range Rover and Discovery, due to build-quality and reliability issues, the Defender conceded market share to Toyota’s Land Cruiser.
The truth is that much of the hysteria around Land Rover’s legacy being undone by rebranding is memory, not fact. Land Rover’s brand equity was always due to first-mover advantage. Engineering excellence aside, it made several strategic blunders, participated in some peculiar mergers (Honda, BMW and Ford), and… unfortunately, built poor-quality vehicles for nearly 2 decades.
Range Rover, Discovery and Defender as ‘sub-brands’?
Older Discoveries had prominent Land Rover bonnet badging. The newer ones don’t.
Is Land Rover crazy to sacrifice that green badge’s implied brand equity? Well, maybe not. For all the criticism about its future powertrain approach, Toyota is the world’s most diverse and successful legacy car brand. Toyota produces everything from affordable city cars to mining bakkies, luxury SUVs and traditional limousines. But it doesn’t always do it with a Toyota badge. And that’s important.
Lexus is arguably the world’s most successful sub-brand. Its success in conquering the North American luxury vehicle market remains one of the most remarkable and notable automotive product strategies. And it was done without any Toyota badging.
Does that prove that Land Rover might be doing the right thing? Maybe.
Lexus is an example of success beyond brand alignment. Although it must be said that for all the success Toyota achieved with Lexus, there have been similarly configured failures, such as Nissan and Infinity.
South Africa is a legacy market for Land Rover. The brand is entrenched locally, with excellent customer loyalty and many owners with both a legacy and modern Land Rover. And that’s important because if you think of how local Land Rover owners speak about their vehicles, it’s always model name, never brand.
You’ll hear “Disco”, “Rangey”, “Defender” or “Series II”, but rarely will you hear people refer to their “Landy” anymore. And, that is the argument from Land Rover’s head office in defence of its new brand strategy: Land Rover owners are aligned with its models, not the idea of an overarching brand.
Sub-branding since the 1970s…
The original Range Rover. Not much Land Rover badging to be seen…
Land Rover as Land Rover changed a very long time ago. If you want a date, it was the moment that the first Range Rover was introduced in 1970. When Land Rover gained a second model line, the Land Rover name became problematic because since 1948, “Land Rover” denoted a model range – not a brand. This is why the company renamed its original product line “Defender” in 1983.
If the Land Rover name has been a legacy issue since the introduction of Range Rover, why has it taken so long to change? The lagging recognition of Land Rover’s changing customer profile could be a reason. Land Rover was financially vulnerable for so long, that it never dared to risk anything that endeared it to the brand’s legacy customers, mostly based in the United Kingdom.
As Land Rover became a resurgent brand in the 2010s, thanks to Indian auto giant Tata’s recapitalisation, the growth has been powered by new customers in China. And without any legacy regarding Land Rover’s 1st-generation products, the brand cachet of “Land Rover” is lost on Chinese buyers.
Land Rover history doesn’t decode in China
A convoy like this would be revered in some parts of the world, but certainly not everywhere.
To some, it might be curious that Land Rover, who spent a tidy sum of legal money unsuccessfully challenging Ineos Automotive (the producer of the Defender-inspired Grenadier) in court, is now “un-naming” itself. But what’s the point of pillaring all your brand videos, social media posts and everything else in the marketing funnel with “Land Rover” if it risks confusing your most important customers?
Ultimately, the effort and investment required to educate buyers about what “Land Rover” is, with its backstory, is not worth the effort. Chinese buyers are impressed by luxury, design and European build quality. They don’t care about yellow 20th-century Land Rovers that conquered jungles and pioneered expeditions. To the world’s most important car market, Land Rover isn’t a thing, but Range Rover is.
And that’s why the Land Rover badge might still be present on future Rangeys, Discos and Defenders, but it will be much smaller – and nobody’s allowed to say Land Rover anymore… It’s all JLR. And, to be perfectly honest, the first letter of that acronym (J, for Jaguar) is where Land Rover’s real problem lies.
The Suzuki XL6, which offers a mix of crossover styling and MPV practicality, has arrived in South Africa. Check out the local pricing and specifications of the Japanese firm’s 3-row budget people-mover.
The Suzuki XL6 has made local landfall in South Africa, touching down as the latest addition to the Japanese firm’s burgeoning passenger-vehicle range and offering seating for 6 as standard.
Arriving hot on the heels of the new Fronx, the 3-row XL6 – which measures 4 445 mm long and has a wheelbase of 2 740 mm – has been around in some other markets for a few years now. Based on the 7-seater Ertiga, it launched in India (where it is produced) in 2019, before receiving a refresh in 2022. It’s the latter, updated version that has now launched locally.
In South Africa, the newly launched XL6 line-up comprises 4 derivatives (in the GL and GLX trim levels), starting at R329 900 and running through to R360 900. For the record, the 3-strong (closely related) Ertiga range is currently priced from R265 900 to R325 900, though comprises only base GA and mid-tier GL derivatives.
While the XL6 is offered in India with a mild-hybrid powertrain, here in Mzansi it is instead available with Suzuki’s familiar naturally aspirated 1.5-litre, 4-cylinder petrol engine. As it does in the likes of the Baleno, Ciaz, Ertiga, Grand Vitara and indeed Fronx, this K15B motor delivers 77 kW and 138 Nm to the front wheels via either a 5-speed manual gearbox (resulting in a claimed consumption of 6.0 L/100 km) or a 4-speed automatic transmission (which Suzuki says sees the figure rise slightly to 6.1 L/100 km).
Standard safety features across the range include ABS (with EBD), dual front airbags, electronic stability control and a pair of ISOfix child-seat anchors.
In terms of standard specification, the GL grade comes with machine-polished 15-inch alloy wheels, LED headlamps, LED taillamps, daytime running lights, keyless entry (with push-button start), a 7-inch touchscreen infotainment system (with wireless Apple CarPlay), a reverse-view camera, automatic climate control (with dedicated rear vents), cruise control and leather-and-cloth upholstery.
The GLX trim level adds automatic headlamps, power-folding side mirrors, full leather upholstery, dual-tone paint options (effectively adding a black finish for the roof, a section of the tailgate and the side-mirror caps) and leather trim for the steering wheel. Both derivatives with the automatic transmission, meanwhile, ship standard with hill-hold control.
How much does the Suzuki XL6 cost in South Africa?
Suzuki XL6 1.5 GL MT
R326 900
Suzuki XL6 1.5 GL AT
R345 900
Suzuki XL6 1.5 GLX MT
R341 900
Suzuki XL6 1.5 GLX AT
R360 900
The prices include a 5-year/200 000 km (promotional) warranty and a 4-year/60 000 km service plan.
The Volvo S90 range offered in South Africa now includes a T8 Twin Engine AWD powertrain offering a whopping 340 kW and 709 Nm. Here’s how much it costs…
The Volvo S90 line-up in South Africa has been quietly adjusted, with the mild-hybrid B6 motor falling away and the 340 kW T8 Twin Engine AWD plug-in hybrid powertrain making its local debut.
As before, the S90 flagship sedan range kicks off with the B5 powertrain, which comprises a turbocharged 2.0-litre, 4-cylinder petrol motor (and a 48-volt mild-hybrid system) delivering 183 kW and 350 Nm to the front axle via an 8-speed automatic transmission.
However, the 220 kW/420 Nm B6-badged version has been removed from the line-up, replaced by a powerful new plug-in hybrid arrangement wearing the T8 moniker. Thanks to the friendly folks over at duoporta.com, we now know pricing for these new S90 T8 Twin Engine AWD derivatives.
The S90 T8 Twin Engine AWD is available locally in both the Plus and Ultimate trim levels, with either the Gothenburg-based automaker’s Dark or Bright styling packs. The S90 T8 Plus Dark kicks off at R1 319 000, while the S90 T8 Plus Bright is priced from R1 323 000. The S90 T8 Ultimate Dark comes in at R1 357 000, with the S90 T8 Ultimate Bright topping the range at R1 361 000.
So, let’s take a quick look at the T8 powertrain. The 2.0-litre petrol mill is both turbo- and supercharged and combines with a 107 kW/309 Nm electric motor to deliver maximum system outputs as lofty as 340 kW and 709 Nm. Aficionados of the Swedish brand will recognise those peak figures from the T8 versions of the XC60 and XC90, which employ the same powertrain.
In the S90 T8 – which features an 8-speed automatic gearbox and all-wheel drive (with the electric motor powering the rear axle – these outputs facilitate an even quicker 0-100 kph sprint time of 4.6 seconds, according to Volvo, with top speed capped at 180 kph. Thanks to an 18.8 kWh battery pack, this plug-in hybrid model’s pure electric range comes in at 90 km (on the WLTP cycle), which sees the claimed combined fuel consumption fall to a mere 1.4 L/100 km.
How much does the Volvo S90 cost in South Africa?
Volvo S90 B5 Essential – R950 000
Volvo S90 B5 Plus Dark – R1 029 000
Volvo S90 B5 Ultimate Dark – R1 067 000
Volvo S90 T8 Twin Engine AWD Plus Dark – R1 319 000
JAC Motors SA has introduced a pair of facelifted T8 double-cab bakkies in Super Lux grade. The 2023 4×2 and 4×4 derivatives are said to offer “R50k worth of extra features” over – while maintaining price parity with – the pre-facelift Lux versions.
The JAC T8 2.0CTi Super Lux double-cab 4×2 and 4×4, which are positioned between the T6 double-cab workhorse and the imminent T9 flagship, are priced under R500k, which includes a 5-year/100 000 km warranty and service plan. This introduction follows the 2021 launch of Lux-spec T8 derivatives.
Compared with its predecessor, the 2023 model is distinguished by a chrome-plated grille, Xenon headlamps with LED daytime running lights, black wheel arches, running boards, a style bar, fog lamps (both front and rear), as well as characteristic “Double C” LED taillamps.
Two-tone 18-inch alloys shod with 265/60 R18 are standard and the 4×4 derivative additionally features a black off-road style bar, rear step bumper, plus side steps.
Inside, the JAC T8 2.0CTi Super Lux comes standard with features such as keyless entry, central locking with auto door locks, multi-function steering wheel, adjustable steering column, cruise control, aircon, electric windows (with one-touch up/down for the driver), heated side mirrors, leather upholstery, as well as newly-designed front seats with power adjustment for the driver’s seat.
The infotainment system utilises a 9-inch touchscreen, supports Bluetooth and Apple CarPlay/Android Auto connectivity and incorporates a reverse-view camera that works in conjunction with rear parking sensors. USB and 12V power sockets are said to be “discreetly placed within a closable compartment in the centre console”.
In response “to customer feedback, T8 Super Lux derivatives come standard with electric sunroofs,” says Karl-Heinz Göbel, the CEO of JAC Motors South Africa.
The model is powered by a 2.0-litre 4-cylinder turbodiesel engine, which produces peak outputs of 104 kW at 3 600 rpm and 320 Nm torque from 1 600 to 2 600 rpm.
The powerplant is mated exclusively with a 6-speed manual transmission and the bakkie’s importer claims that the 4×2 derivative has an average fuel consumption of 7.8 L/100 km (combined cycle). Considering that the bakkie has a 76-litre tank, that would give it a theoretical range of about 1 000 km from filled to the brim to empty.
The JAC T8 2.0CTi Super Lux is 5 325 mm long (with a wheelbase of 3 090 mm), 1 880 mm wide, stands 1 830 mm tall, has a turning radius of 6.2 meters and a braked tow rating of 2 000 kg. Its double-skinned load box’s payload capacity is 900 kg.
The 4×4 derivative is equipped with an electronically-controlled part-time four-wheel-drive system supplied by BorgWarner. At the touch of a button, the driver can switch between two-wheel drive (2H) and four-wheel drive (4H) at speeds up to 80 kph.
Apart from low-range four-wheel drive (4L), 4×4 enthusiasts can utilise a rear diff-lock when traversing truly challenging off-road terrain. The bakkie has an approach angle of 29.6 degrees, a break-over angle of 23.5 degrees and a departure angle of 22.4 degrees; the stated ground clearance is 220 mm.
Safety-wise, all derivatives are equipped with dual front airbags and (as of the facelift) a pair of ISOfix child-seat mounting points. ABS with EBD and brake assist is complemented by an electronic stability programme, which incorporates traction-, vehicle dynamics- and hill-start hold control, plus a tyre pressure monitoring system.
JAC Motors, which entered the South African market in 2017, currently has 60 dealers across Southern Africa. These prices include 24-hour roadside assistance, a 5-year/100 000 km manufacturer’s warranty and a 5-year/100 000 km service plan. Service intervals are every 10 000 km.
Which models are Audi SA’s best-sellers in 2023 so far?
Which models are Audi’s best-sellers in South Africa in 2023 so far? A few short years ago, the A4 would have been top, but the sedan now finds itself down in 5th place…
Over the opening 7 months of 2023, Audi South Africa registered 3 713 sales across as many as 15 nameplates. But which models are the German brand’s best-sellers on local soil, year to date? If you guessed Audi A4 was in the top spot, you’ll be a little surprised to hear the compact executive sedan actually found itself down in 5th position.
Yes, we collated the year-to-date sales figures and applied some basic arithmetic to identify Audi’s best- and worst-sellers. Unlike BMW and Mercedes-Benz – the other 2 members of the Teutonic Trio – detailed Audi sales figures are indeed reported to Naamsa every month, courtesy of Volkswagen Group South Africa.
The Q3 was Audi’s most popular nameplate over the opening 7 months of 2023.
Of course, that means we can have a close look at just how well (or poorly) the Ingolstadt-based firm’s wares are currently selling in Mzansi. This is what we found.
From the start of January to the end of July 2023, the Q3 was Audi SA’s most popular nameplate, with 759 units registered. That figure comprised 492 units of the standard SUV body style and 267 units of the Sportback configuration.
A little surprisingly, the A3 Sedan outsold the A3 Sportback.
The A3 wasn’t too far behind, ending the reporting period on 694 units. Fascinatingly – and, we must admit, somewhat unexpectedly considering the general decline in saloon sales – the A3 Sedan (356 units) managed to outsell the A3 Sportback (338 units), though only just.
The final podium spot went to the Q2 (485 units), which narrowly beat the Q5 (462 units). The latter’s tally comprised 267 units of the regular SUV and 195 units of the Sportback version. The A4 thus had to settle for 5th position with 448 registrations, 434 of which came in the form of the sedan with a further 14 units courtesy of the high-performance RS4 Avant.
The A1 Sportback placed 6th on the list of Audi’s strongest sellers.
Next came the A1 Sportback (387 units), followed by the A5 family with 162 units (136 in Sportback guise and 26 in either Coupé or Cabriolet form). The Q8 was the final Audi model to reach 3 figures in the 7-month reporting period, finishing on 112 sales.
That meant the slower-selling Audi nameplates were the Q7 (81 units), TT (47 units) and A6 (40 units; 25 in RS6 Avant form plus 15 sedans). The fully electric e-tron family finished on 22 sales (9 e-tron units, 7 e-tron Sportback units and 6 e-tron GT units), while the R8 managed 7 registrations. Finally, the A7 Sportback (4 units) and A8 sedan (3 units) brought up the rear.
Volkswagen ID.4 (2022) International Launch Review
The Volkswagen ID.4 is the first electric vehicle that the Wolfsburg-based brand will roll out in South Africa. We made the most of an exclusive opportunity to drive the battery-electric crossover in Poland ahead of its upcoming local introduction…
When it comes to electric cars in South Africa, there’s one major German brand that’s conspicuous by its absence: Volkswagen. BMW, Porsche, Audi and Mercedes-Benz offer electric vehicles (EVs, as do Volvo and Jaguar). Chinese brands are also getting in on the act: Haval will launch its Ora in Mzansi at some point in 2023, while Build Your Dreams (BYD) is opening a few dealerships – its first model is the Atto 3.
The ID.4 is slightly longer and lower than the equivalent Volkswagen Tiguan.
The Volkswagen ID.4 is the sibling of the premium hatchback-sized ID.3 and its external dimensions are similar to those of the Tiguan. However, despite their comparable sizes and shared design elements, the key differences between the ID.4 and Tiguan lie in their platform and powertrain execution: the former is underpinned by the MQB platform, but the latter is based on the MEB, which is for electric cars only.
The new MEB scalable and modular electric platform is key to Volkswagen Group’s EV future – it already underpins many products from Volkswagen, Audi, Skoda and Cupra. The smart design of the platform means that a variety of sizes and body styles can be accommodated. It’s impressive that, beneath their sheet metal, the ID.3 hatchback and the ID.Buzz van/people-mover are fundamentally the same vehicle.
The ID.4’s quite an interesting-looking vehicle from the rear three-quarter angle.
Volkswagen has massive ambitions for its ID.4. Whereas some brands look to be overtly trend-setting (by employing hit-or-miss designs) or show performance intent with their electric cars, Volkswagen wants its ID models to be mainstream/appeal to the masses. You could say the ID.3 was aimed at early adopters (buyers who wanted to be first to “go electric”), but the ID.4 is aimed at conventional family car buyers.
Our test unit – replete with a green-tinged registration plate, no less – was entitled to free parking in the city of Krakow in Poland, which was a pleasant surprise; it’s a great perk of electric car ownership!
The ID.4 in Glacier White. Electric vehicles get a green number plate in Poland.
How fast and how far can it go?
While final specifications and derivatives for our market are yet to be confirmed, the Volkswagen ID.4 is available in a variety of configurations. As far as battery sizes are concerned, the model is available in 52 kWh and 77 kWh configurations and customers can choose between rear-wheel drive and all-wheel drive derivatives. There’s also a sporty-looking ID.5 model, as well as the GTX performance version.
Our test unit was a rear-wheel-drive ID.4 Pro Performance 77 kWh 150 kW, which was finished in Glacier White metallic and had a number of additional options fitted, the most notable of which were the IQ LED headlamps, brown/white interior trim finishes, as well as the comfort- and infotainment plus packages.
Poland’s urban charging network is substantial, but there are many providers, which can get confusing.
Volkswagen claims that an ID.4 with an 82 kWh battery (effectively 77 kWh) can travel up to 520 km on a single charge (based on the WLTP cycle) and, in its sportiest setting, the battery-electric crossover can accelerate from 0 to 100 kph in 8.5 seconds. So why does the derivative have different battery ratings? The main reason is that depleting an EV’s charge level to nothing will reduce the lifespan of the battery (yes, it may incur damage), so carmakers use the difference in capacity to prevent complete discharges.
The opposite is also true, it’s not best practice to charge the vehicle to 100% every time; an operating charge window from 10% to 80% is better for the longevity of the cell pack. Interestingly, recharging the vehicle from 80% to 100% would take about the same time as achieving a 20% to 80% replenishment. When we plugged the ID.4 into a 140 kW DC (fast) charger, the vehicle refused to accept more than 55 kW. It was a pity, because 125 kW would’ve charged the battery from 5% to 80% in around 30 minutes.
The ID.4 offers bi-directional charging, which means you can use it to power household appliances. We understand that, at first, not all derivatives could do this, but it was rectified via an over-the-air update.
Plugged into the Shell Recharge network (thanks to Volkswagen Poland for providing a charge card).
What’s the interior of the Volkswagen ID.4 like?
Our Volkswagen ID.4 test unit was fitted with the optional white-and-brown interior trim combination. We wonder how long the white steering wheel rim would look as pristine as it does in these pics, but it’s still an eye-catching tiller. We like how the infotainment screen is angled towards the driver too.
The cabin layout is, in a word, minimalistic and you notice the lack of a transmission selector and -tunnel. Because the selector is integrated with the instrument cluster housing (more on that later) there is extra storage space and cupholders. Volkswagen has also fitted a wireless charging pad and 2 USB-C ports.
The white and brown interior colour scheme is polarising, but we liked it.
The ID.4 utilises the same infotainment operating system as the latest Volkswagen internal-combustion engine (ICE) models and, while the digital interface certainly looks the part, we’ve been frustrated by its quirky user experience and some technical glitches in the past (the capacitive touchpads on the ‘wheel can be infuriating). Our ID.4’s digital assistant kept popping up unexpectedly, which was a little irksome.
Eventually, we figured out how to turn it off. Also, the climate controls and temperature switches below the screen aren’t illuminated at night, which is, frankly, bizarre. Still, you can control these via a dedicated climate menu in the infotainment or simply say: “Hey Volkswagen, set cabin temperature to 20 degrees.”
There’s a distinct (minimalists would say “refreshing”) lack of physical buttons on the fascia – the bulk of the onboard functions are controlled through the infotainment touchscreen. We understand Volkswagen will soon re-introduce old-school buttons and switches in its cabins because, well, customers want them.
The climate control menu in the touchscreen infotainment system.
Given the ID.4’s mainstream market positioning, we’re happy to report that the cabin execution is largely free of gimmicks or over-complications. Sure, you can dive into the menus to find consumption stats and battery data (to appease your inner nerd, if you have one), but for first-time EV owners who don’t want to be confuddled, the minimalist instrument cluster, which displays only the pertinent info, is near perfect.
Current speed, the speed limit (for the road on which you’re driving), range and consumption – that’s all you need.
As it’s a family crossover, we expected the Volkswagen ID.4 to offer generous cabin space – and it sure does. There’s plenty of headroom and our rear passengers enjoyed the considerable legroom and extra USB charging ports. Luggage capacity is slightly better than the Tiguan’s (543- versus 520 litres) and a quick run to the airport highlighted the load bay’s practicality – it swallowed 2 large suitcases with ease.
Downsides? Apart from the fiddly infotainment system, the crossover’s interior quality was inconsistent. Some of the cabin plastics don’t feel of sufficient quality for a vehicle in this segment. The door panels that house the window switches were particularly cheap-feeling and a bit scratchy. This is not a criticism specific to the ID.4; a few of Volkswagen’s latest models don’t feel as plush inside as their predecessors.
Wireless charging pad, Apple CarPlay/Android Auto and no fewer than four USB-C ports.
Still, the great thing about the current generation of Volkswagen products is that they’re able to receive over-the-air updates, so that fixes for minor infotainment glitches, as well as more serious powertrain upgrades, can be sent to vehicles without customers needing to book their cars in at dealer workshops.
Our ID.4 received a minor infotainment update during its time in our custody.
What is the Volkswagen ID.4 like to drive?
Our experience with premium-badged electric cars has led us to expect that all battery-electric vehicles offer scintillating off-the-line performance (courtesy of instant peak torque delivery), but Volkswagen has cleverly calibrated the ID.4 to deliver a more measured, (shall we say) laid-back driving experience.
To reiterate, the 150 kW/310 Nm ID.4 is said to hit 100 kph from a standstill in just 8.5 sec (and go on to a top speed of 160 kph). While weren’t able to test the validity of either performance claim, our gut says that around 8 seconds for 0 to 100 kph feels about right. It seems as if this electric VW was calibrated to feel “similar to drive as an ICE-powered vehicle”, with gradual – as opposed to instant – power delivery.
If you select the Sport drive mode, it adds a red scheme to the digital instrument cluster and infotainment screen.
Granted, if you engage the Sport drive mode (the digital instrument cluster and infotainment touchscreen will adopt a red theme), the ID.4 can produce extra eagerness and a brisk turn of speed if you need it to. In truth, however, the vehicle feels more like a refined family car than an enthusiast’s chariot – and that’s totally okay! The Eco mode, of course, dials back performance and response a notch, to increase range.
See, while performance electric cars have their place, the majority of potential EV customers are unlikely to care about 0-100 kph times and are far more interested in range, consumption and cost of ownership.
The ID.4’s suspension never felt settled on the cobbled streets of Krakow.
We loved the Volkswagen ID.4’s sheer user-friendliness. Simply get in, put on your seatbelt and the car’s ready to drive. Oddly, it features an on/off button, but we didn’t need to push it. You could step out of the vehicle, close the door and it would switch off. The transmission’s selector knob looks suspiciously like the unit found in the BMW i3, with a column-mounted unit that also activates the brake regeneration.
The ID.4’s transmission selector knob looks a lot like the one fitted in the now-discontinued BMW i3.
Electric cars need to have excellent sound insulation, because, seeing as there is no mechanical noise being generated by a petrol or diesel powertrain, road- and wind- noises are much more apparent. The ID.4 duly demonstrated impressive levels of refinement, with minimal road noise entering the cabin.
In terms of ride quality, the ID.4 rode a bit more firmly than we expected, especially at city speeds (even though the 19-inch alloys were shod with 235/55 tyres, which should improve bump absorption). Maybe the cobbled streets of Krakow or the generally stiffer suspension setup (a characteristic of most EVs) was to blame, because the Volkswagen’s ride improved markedly once left the inner city behind.
The ID.4 was fitted with attractive 19-inch wheels, shod with plump tyres, yet the low-speed ride was a trifle stiff.
The ID.4’s brake regeneration system is one of the more conservative setups we’ve come across – there is no sensation of harsh deceleration when you lift your foot off the accelerator pedal. You can let the car automatically recover energy or force it to “harvest more intensely” via the dashboard-mounted selector.
Cleverly, the Volkswagen utilises the nav system and radar to anticipate situations where it would be ideal to start the regeneration (such as when the vehicle is approaching intersections or steep declines).
What’s more, there’s an impressive level of active safety tech (such as lane- and side assist, as well as semi-autonomous emergency braking) working silently in the background. For example, the latter proved its worth when it alerted us about some pedestrians that had started crossing the road without looking.
The ID.4 comes fitted with numerous advanced driver-assistance technologies.
Despite Volkswagen’s ambitious claimed range of over 500 km (WLTP), we’d say that a 77 kWh ID.4 will probably be able to travel about 450 km on a full charge. If you drive enthusiastically or frequently travel on freeways, it’ll be less than that. Impressively, our consumption figure hovered around 18 kWh/100 km, which made the ID.4 the most efficient electric car we’ve driven (every other EV has indicated between 20-22 kWh/100 km), but we suspect it’s because we travelled at lower average speeds and avoided freeways.
The ID.4 is easy to drive, roomy, comfortable and reasonably refined, which are hallmarks of a resolved family car.
If you want an engaging driving experience/dynamism – sorry, that’s not the ID.4’s forte. It’s designed and engineered to be balanced, composed and comfortable (the compulsory attributes for a family car, even an electric one), but there’s plenty of grip and the quick steering setup helps to make the ID.4 feel more nimble and agile than it is. As is the case with virtually all EVs, the weight of the battery’s cell packs makes electric cars heavier than their ICE counterparts. The ID.4 tips the scales at just over 2.1 tonnes.
Summary
The ID.4 has many strong qualities, but how long will it remain a major force in the battle for EV supremacy?
Given how quickly electric-car technology is improving, legacy car brands’ model strategies and -life cycles have been turned on their heads. While the ID.4 is a competent package, there is still a lingering impression that the ID models were brought to market in a hurry (hence the ID.3’s teething problems) so that Volkswagen could garner some market share before its rivals (such as Tesla) cornered the market.
It doesn’t feel as radical or advanced as some of the battery-electric vehicles we’ve driven in SA, such as the BMW iX and Audi e-tron, even if those models are admittedly more luxurious offerings and priced accordingly. Still, it does the basics right; it’s inoffensively styled, offers a refined driving experience and has plenty of cabin space – attributes that surely helped the ID.4 win the 2021 World Car of the Year title.
Expect the ID.4 to be offered to South African consumers through a vehicle-leasing scheme.
When the ID.4 lands in Mzansi, Volkswagen SA will release it via a leasing scheme (as opposed to selling the model from new) and the suggested running costs are expected to be similar to those of a Tiguan. There are pros and cons to this; some may say: “You have nothing to show for your money at the end of the lease”, but a guaranteed future value should help offset depreciation. It’s been reported that the values of electric cars plummet within the early years of ownership (even more so than those of ICE models), which makes leasing a more sensible way of getting consumers behind the ‘wheel of an ID.4.
So, when will the Volkswagen ID.4 arrive in South Africa? This is where things get tricky. When we had a chat with Volkswagen SA’s head of passenger cars, Steffen Knapp, he indicated it would happen towards the end of 2023 or early in 2024. However, it’s rumoured that the ID.4 will get significant updates next year, which are likely to address mechanical concerns that can’t be fixed via OTA updates. You can expect more powerful motors and bigger batteries, as well as interior enhancements. Whether VWSA will initially bring in a handful of current-gen ID.4 units… or wait for the facelifted model, remains to be seen.
Patiently waiting for the entry-level Volkswagen T-Cross Trendline to launch in South Africa? Well, the firm’s local division says the base model is no longer on the cards. Here’s why…
At the start of 2023, Volkswagen South Africa released a list of planned model introductions, which included an entry-level T-Cross Trendline derivative. However, the German company’s local division has confirmed to Cars.co.za this base model is no longer on the cards, nixing it for the 2nd time.
Why? Well, the facelifted T-Cross was revealed in July 2023 and is expected to touch down in South Africa at some point in 2024. VW thus told us there were “no plans to introduce the [T-Cross] Trendline in SA since the current model is on runout”.
The T-Cross launched in SA back in September 2019.
Of course, just as was the case with the updated Polo hatchback, we expect the refreshed T-Cross to move away from the current naming convention, dropping the Trendline, Comfortline and Highline trim levels for a simplified range of base, Life and R-Line (the latter moniker carried over).
For the record, the outgoing T-Cross range is currently priced from R399 000 to R541 900, though the introduction of the Trendline – which would likely have found favour with the rental industry, too – would obviously have lowered the entry point.
This isn’t the first time plans to introduce the T-Cross Trendline in South Africa have been scrapped. At the local launch of the T-Cross in September 2019, the Wolfsburg-based brand said the entry-level Trendline was scheduled to touch down in the 2nd quarter of 2020 (with an expected price tag of below R300 000).
The facelifted T-Cross is set to launch locally in 2024.
However, thanks to a certain global pandemic, that date was pushed back to August 2020, before the Trendline was taken off the table completely. That said, late in 2020, VW SA did introduce a detuned 70 kW version of the 1.0 TSI Comfortline derivative, which effectively served as the new base model – and, of course, still does.
Over the opening 7 months of 2023, the T-Cross was Volkswagen’s best-selling imported model, with 4 685 units registered. In the German firm’s passenger-vehicle line-up, that puts it behind only the Kariega-built Polo Vivo (12 113 units) and likewise locally manufactured Polo hatchback (6 574 units).
Those keen on a cheaper VW crossover will likely have to wait until 2026 or 2027, when the automaker’s South African division hopes to commence production of an as-yet-unrevealed “A0 Entry SUV”, which is set to be positioned below the T-Cross…
