The chemical giant has made good on its promise of building a bakkie version of its new offroader. Meet the Ineos Grenadier Quartermaster.
The Ineos Grenadier is an interesting take on the rugged and capable SUV. The brand is not known for vehicles, instead specialising in chemicals. However, its founder Sir Jim Ratcliffe has a love and passion for the old Land Rover Defender and chose to build his own version.
The Ineos Grenadier Quartermaster bakkie looks rough and ready, and the offroad claims are impressive, with 264 mm of ground clearance, 800 mm wading depth and the brand claims the approach/departure/breakover angles are ‘unrivaled by any other series pickup.’ A centre differential lock and a two-speed transfer case are fitted as standard (front and rear diff locks are optional).
As a reminder, engines are sourced from BMW and these are the 3.0-litre inline-6 and customers can choose from petrol or diesel power. A ZF-sourced 8-speed auto box is standard. If ever you wanted a B58-powered bakkie, now’s your chance!
Mechanically, the Quartermaster is nearly identical to the Station Wagon, but the overall chassis length is 305 mm longer. The loadbay measures 1 564 mm long and 1 619 mm wide, which is enough to carry a standard Euro pallet. The payload rating is 760 kg and the Quartermaster has the same 3.5-ton tow rating.
Ineos has a full catalogue of accessories for its Grenadier range, and the Quartermaster will be available with things like a waterproof canvas canopy, lockable roller tonneau cover, roof rack, mounts for jerry cans/sand ladders/shovels and much more.
As far as rivals go, the Quartermaster’s going up against the Jeep Gladiator, Ford Ranger Raptor and the Toyota Land Cruiser 79.
Ineos Grenadier Quartermaster Availability in South Africa?
We understand that local pricing for the Ineos Grenadier Quartermaster will be announced on the 1st of August 2023, but no indication of when the first units will be touching down in South Africa.
As a reminder, the Ineos Grenadier has gone on sale in SA, with selected BMW dealerships offering servicing and sales. The Ineos Grenadier is priced from R1 513 100.
The Opel Grandland has been updated for 2023, here’s a first look at what’s new and how much you can expect to pay for this family SUV.
The Opel Grandland is not a common sight on SA roads, with just a handful of units finding their way into customer’s hands. The 2023 Opel Grandland has just touched down, featuring a revised exterior design, more advanced cabin and be available in a three-derivative lineup.
Under the bonnet is a 1.6-litre turbocharged petrol engine with 121 kW and 240 Nm, and all Grandlands feature automatic transmissions.
Visually, you can spot the newcomer with its design elements lifted straight from the stunning Mokka. A two-tone roof adds to the appeal. Inside, there’s been a focus on comfort in the Grandland. All models get the new-look digital instrument cluster that stretches across the dashboard to include the infotainment screen.
Trim Levels
Grandland
Cloth seats
Forward collision warning with auto emergency braking, lane keep, traffic sign recognition
Cruise control with speed limiter
LED daytime running lights
Intellilink Infotainment
6x speakers
Front/rear parking sensors
17-inch alloy wheels
Dual zone climate control
Apple CarPlay / Android Auto
Wireless charger
Reverse camera
Grandland GS Line (the above, plus:)
Alcantara seats with heating
Full LED adaptive headlights
Heated steering wheel
18-inch alloy wheels
Advanced park assist
Front/rear parking cameras
Grandland Ultimate (the above, plus:)
Leather seats with heating and ventilation
Heated rear seats
Keyless open and button start
Sensor controlled power tailgate
Satellite navigation
Blind spot monitoring
How much does the updated Opel Grandland cost in South Africa?
The Opel Grandland comes with a 5-year/100 000km warranty, 5-year/100 000 km service plan with roadside assistance as standard.
Despite BMW earlier stating the X1 xDrive30e was not destined for South Africa, this 240 kW plug-in variant has quietly joined the local line-up as SA’s most affordable PHEV…
When the wraps came off the U11-generation BMW X1 range in mid-2022, the German firm said the X1 xDrive30e PHEV would “not be offered in South Africa”. However, the company appears to have done an abrupt about-turn as this dual-powered derivative has now quietly joined the local line-up.
Yes, the plug-in hybrid version slots in above the purely petrol- and diesel-powered X1 variants, priced from R1 050 000 in standard xLine trim and R1 090 000 in optional M Sport guise. That makes it the most affordable PHEV on the local market. Of course, the newcomer is not to be confused with the fully electric iX1 xDrive30e, which kicks off at R1 205 000. As a result, the X1 range now includes petrol, diesel, plug-in hybrid and fully electric offerings.
So, what do we know about the X1 xDrive30e’s plug-in powertrain? Well, it comprises the Munich-based automaker’s familiar turbocharged 1.5-litre, 3-cylinder petrol mill along with a “highly integrated” electric drive unit and a 16.3 kWh (14.2 kWh net) lithium-ion battery pack. The petrol motor generates 110 kW/240 Nm and drives the front wheels via a 7-speed dual-clutch transmission, while the 130 kW/247 Nm electric motor powers the rear axle.
BMW says the X1 xDrive30e is capable of travelling on battery power alone for up to 90 km.
Total system outputs stand at 240 kW and 477 Nm (yes, that makes it more powerful than the recently revealed X1 M35i), which allows the X1 xDrive30e PHEV to complete the obligatory 0-100 kph sprint in a claimed 5.6 seconds before topping out at 205 kph. The high-voltage battery pack is positioned in the vehicle floor and offers an all-electric (claimed) range of 90 km, on the WLTP cycle.
The vehicle’s maximum charging capacity is listed as 7.4 kW, which BMW says allows it to be fully recharged from empty in 2.5 hours when using an AC wallbox. Hooked up to a conventional domestic power socket, a full charge is completed in a claimed 7.75 hours. As a result of its ability to use only electric power for periods, the X1 xDrive30e’s claimed combined fuel-economy figure is a rock-bottom 1.6 L/100 km, with a corresponding CO2 figure of just 36 g/km.
The xLine version is available with an optional R24 500 Equipment package that adds items such as adaptive LED headlights, high-beam assist, comfort access, a heated steering wheel and heated front seats. The M Sport derivative, meanwhile, can be specified with the R30 000 M Sport package Pro, which includes M Sport brakes, the high-gloss Shadow Line kit, tweaked headlights, a chunkier rear spoiler and M seatbelts.
There’s also the Equipment package Professional (R43 500), Deluxe Package (R40 000), 19-inch V-spoke alloy wheels (R15 000) and various upholstery options, not to mention a range of paint colours from which to choose.
How much does the BMW X1 xDrive30e PHEV cost in SA?
BMW X1 xDrive30e xLine – R1 050 000
BMW X1 xDrive30e M Sport – R1 090 000
The price above includes a 5-year/100 000 km Motorplan (though BMW Group SA says buyers can “elect to opt out” of this arrangement at the point of vehicle purchase).
The all-new Indian-built Citroen C3 has gone on sale and comes to market competitively priced. We get behind the ‘wheel to see if it’s worth a second look!
The 2023 Citroen C3 has landed in South Africa, but it’s no longer French-sourced it now comes from India. With a World Urban Car of the Year title under its belt, a fashionable crossover shape and a competitive price point, could this be the ideal type of budget car for our new-vehicle market?
In this review, Ashley Oldfield gets behind the ‘wheel of the new Citroen C3 and rates its driving experience. He also takes a close look at the features, the cabin space and the safety tech fitted.
5 fascinating facts from SA’s new-car sales figures in H1 2023
We’ve sorted through South Africa’s new-car sales figures for the first half of 2023 and pulled out 5 fascinating bite-sized facts. Here’s what you need to know…
Want to know which models led the sales charge in the opening half of 2023? Well, we’ve already covered South Africa’s most popular passenger vehicles as well as taken a look at the country’s best- and worst-selling bakkies. Now, we’ll turn our attention to a few fascinating morsels of information we’ve extracted from the H1 2023 new-car sales figures.
Yes, we’ve sorted through the new-car sales statistics at the halfway point of the year (with a focus on the passenger-vehicle market) and selected 5 interesting titbits that jumped out at us. Let’s dive right in…
1. SA’s cheapest new car places 22nd
The Suzuki S-Presso – which is currently South Africa’s cheapest new passenger car, starting from R169 900 – wasn’t quite able to bust into the top 20. Instead, the budget beater settled for 22nd place, with 2 488 units registered over the opening half of 2023. Interestingly, as many as 11 likewise Indian-built vehicles finished ahead of the S-Presso in the rankings.
2. Land Cruiser 300 outsells RAV4
Once a local favourite (and the world’s best-selling vehicle in 2021), the Toyota RAV4 failed to crack even the top 50 in SA in H1 2023. In fact, with 586 units sold, the 55th-placed RAV4 was beaten by the Toyota Land Cruiser 300 (despite the latter’s starting price of R1 458 900), which finished in 41st position with 1 039 examples registered. Toyota SA Motors, though, tells us it has been “experiencing some supply constraints” with the RAV4.
3. VW Golf 8 GTI and R total 303 units
Though Volkswagen SA’s struggle to secure stock of the Golf 8 GTI and Golf 8 R seemingly continues, it’s intriguing to note the German hot hatches together managed a 6-month total of 303 units, translating to an average of around 50 examples a month (and a placing of 79th). Of course, since the all-paw Golf R officially went on sale only at the end of April 2023 – after a particularly protracted wait – the GTI accounted for the bulk of the total.
4. New Ford Everest cracks top 30
Despite stock of the new Ford Everest seemingly arriving only in February and the local line-up expanding only in April, the Blue Oval brand’s adventure SUV finished H1 2023 on a commendable 1 440 units, which was enough to secure it 29th position. It was the highest-placed of the few Ford passenger vehicles available in SA, with EcoSport sales slowing to 1 298 units (production of the latter has, after all, long since ended) and the Mustang ending on 108 registrations.
5. Hyundai i30 more popular than Toyota GR86
Though by no means direct competitors, it’s nevertheless intriguing to note the Hyundai i30 N hot hatch managed to outsell the Toyota GR86 in the opening half of the year. It was a close-run affair, though, with the i30’s tally coming in at 36 units and the GR86’s total sitting at 31 registrations. For the record, the South Korean hot hatch is priced from R811 900, while the 2-strong GR86 coupé range starts at R755 500.
If a standard Hyundai Tucson isn’t distinctive enough to turn your neighbours’ heads, perhaps you should consider the new N Line flagship derivative, which is equipped with a turbodiesel motor and all-wheel drive! We spend some quality time with it.
We like: All-terrain grip, fully equipped, punchy performance, pleasant road manners
We don’t like: Not as edgy as the previous home-grown Tucson Sport, polarising styling
The Hyundai Tucson N Line has a distinctive profile and no shortage of kerb appeal.
The Hyundai Tucson N Line’s predecessor – the previous-gen 1.6T Elite Sport – was unique to our market, which made it an (undeniably cool) oddball. The derivative featured a locally-developed quad exhaust system, a performance upgrade and a unique body kit that separated it from its standard siblings. And, thanks to its 150 kW 1.6-litre turbopetrol engine, it also had the go to match the show.
The range-topping 2.0D AWD N Line version of the NX4-gen Hyundai Tucson is also packaged to draw admiring glances. It’s easy to spot thanks to its sportier bodywork, 19-inch alloy wheels and N-Line badges. Unlike its brash predecessor, it doesn’t offer additional performance over the 2.0D Elite; the 2.0-litre turbodiesel still produces 137 kW/416Nm. However, the N Line also features all-wheel drive (AWD).
N-Line badges feature on the flagship derivative’s fenders and wheel caps.
If you were hoping that the Hyundai Tucson N Line would offer punchier performance than its 2.0D Elite sibling, which would befit the flagship’s sportier presentation – sorry, it doesn’t. That’s not to say that the 2.0-litre 4-cylinder turbodiesel is insufficient; its peak outputs (137 kW and 416 Nm) are adequate, plus all-wheel drive provides confidence-inspiring grip on all road surfaces, as well as quicker pull aways.
The N logo has pride of place on the Tucson N Line’s transmission lever.
With its sportiest drive mode engaged, the Tucson N-Line galloped from 0 to 100 kph in 9.16 seconds (that’s according to our test gear – and better than Hyundai’s claim of 9.4 seconds). Is that sporty enough? Well, the Volkswagen Tiguan 2.0TDI 130kW 4Motion R-Line completed the sprint benchmark in 8.78 seconds when we tested it, so the range-topping Tucson’s performance is in the same ballpark.
Each drive mode has a corresponding instrument cluster theme. Note the better-than-claimed consumption figure.
Besides, we anticipate that most prospective Hyundai Tucson N-Line buyers would be more than happy with the derivative’s performance in return for excellent fuel economy. Even after we had done some spirited driving in our test unit (including the acceleration test), it indicated an average consumption figure of 7 L/100 km, which was marginally better than Hyundai’s estimate of 7.4 L/100 km (given the Hyundai’s 54-litre tank, you should be able to travel around 720 km between fill-ups). If you engage the vehicle’s Eco drive mode and pilot in a restrained manner, that figure could easily dip into the sixes.
The slick 8-speed automatic transmission deserves a mention too. It shifts smoothly and predictably, which suggests it utilises clever mapping to make the most of the motor’s narrow peak-torque band (2 000 to 2 750 rpm). Sadly, there aren’t shift paddles on the ‘wheel, but we don’t think the car needs them.
Instead, simply employ one of the Hyundai’s drive modes to alter the vehicle’s responsiveness and performance to suit your diving style or traffic conditions. Eco is best for day-to-day driving, while Sport is for when you’re in a hurry. The Smart mode combines those settings and will self-adjust as you drive!
Ride, handling and safety
These 19-inch wheels blend comfort, style and performance.
The N Line’s ride quality is on the firm side of pliant, but we don’t believe it suffers much because the flagship Tucson rolls on larger alloy wheels. The 19-inch N-Line-branded rims are suitably eye-catching, but critically, they are fitted with 235/55 R19 tyres, which have plump sidewalls that help the suspension to soak up minor road imperfections, plus they don’t diminish the vehicle’s relative all-road capability.
Of course, the provision of all-wheel drive also benefits road holding and handling in low-grip conditions; suffice it to say, this vehicle performs with more surefootedness than you’re ever likely to require from a medium-sized family car. The steering is sufficiently sharp and Hyundai says it has engineered a touch of rear-wheel bias to the drivetrain (only when Sport mode is active), but the N Line’s driving experience is not the most engaging in its segment. For what it’s worth, that honour belongs to Volkswagen’s Tiguan.
Lane-keep assist and adaptive cruise control are standard equipment.
You’d expect a flagship medium SUV to feature multiple safety technologies and the Hyundai Tucson N Line, which has a 5-star rating from the Euro- and Australasian NCAP, doesn’t disappoint. Apart from 6 airbags, it comes equipped with semi-autonomous driver aids such as adaptive cruise control, blind-spot- and forward collision avoidance, lane keep and follow assist, as well as rear cross-traffic alert.
Interior tech and space
Hyundai tends not to go overboard with interior accents; the Tucson N Line features subtle N badging and red stitching.
The cabin of the Hyundai Tucson N Line is suitably well-appointed and -made, plus it incorporates subtle hints that this is a sportier derivative. The go-faster add-ons are just noticeable enough: apart from N badges on the transmission lever and steering wheel, there is red stitching on the seats, door trims, transmission-lever boot and ‘wheel rim, plus the pedals and doorstep inserts have metallic finishes.
We were impressed with the sporty front seats, which are upholstered in a combination of suede/leather combination upholstery. Not only do they look the part, but they’re comfortable and feature heating and cooling. Given the cold weather gripping South Africa, you will appreciate the heated steering wheel too.
The heated seats and -steering wheel are game-changers in the colder months!
Buyers who are willing to pay R800k for a medium SUV will expect that model to feature almost every conceivable gadget and convenience feature available in the segment. Hyundai has, accordingly, fitted its flagship Tucson’s 8-inch infotainment touchscreen with wireless Apple CarPlay and Android, a 10.25-inch digital instrument panel, a wireless charging pad and several USB charging ports, front and rear.
Keyless access, push-button start, 3-zone climate control (with Multi-Air Mode technology), auto wipers, auto lights, a reverse-view camera and a powered tailgate are just some of the convenience features.
Rear legroom is on par for the segment. Clever seatbacks make room for knees.
One element of the Hyundai Tucson N-Line’s cabin that frustrated us was the piano black finish on the fascia and the centre console. While there’s no doubt that it looks appreciably smart and doesn’t feel flimsy (at all), the shiny surface proved prone to scratches and a real challenge to keep fingerprint-free.
Android Auto on duty. Pity about the swathes of glossy black plastic...
Off-road capabilities
We were keen to put the all-terrain ability of the Hyundai Tucson N Line to the test. After our brief off-tar experience at the launch, we felt confident enough to drive the newcomer on some decidedly muddy farm tracks. With the appropriate mode engaged on the HTRAC (Hyundai TRACtion all-wheel drive) system, the Tucson took it all in its stride; it only lost some momentum in the thickest/gooiest mud.
Even if a road appears to be made from chocolate brownie mix, the Hyundai Tucson is up for the challenge.
To test the adaptability of the Hyundai Tucson N Line’s part-time AWD, we enabled the test unit’s default drive mode and drove down the same muddy road; again, it coped well, with the HTRAC apportioning torque to the front and rear axles as required. Few customers will ever drive their Tucsons on what could best be described as chocolate brownie mix, but the Korean crossover’s more capable than you think.
Remember, there’s only 181 mm of ground clearance, so you shouldn’t risk venturing too far off-road, but as far as a grip test goes, the N Line passed the test. The vehicle also features hill-descent control.
The Tucson N Line offers a variety of drive- and off-road modes, as well as hill descent control.
Price and after-sales support
The Hyundai Tucson 2.0D AWD N Line is sold with a 7-year/200 000 km warranty (a 5-year/150 000 km manufacturer’s warranty with an additional 2-year/50 000 km manufacturer’s powertrain warranty), as well as a 6-year/90 000 km service plan. Seven years/150 000 km of roadside assistance is included.
Tucson 2.0D AWD N Line
R799 900
Verdict
It’s easy to see why the (now discontinued) previous-gen Tucson 1.6T Elite Sport proved so popular in South Africa… It looked distinctively sporty in comparison with its standard siblings and boasted a notable power boost. However, its droning exhaust and polarising looks were an acquired taste.
The Hyundai Tucson N Line may lack the performance punch of its locally-developed predecessor, but the sensible turbodiesel powertrain combined with all-wheel drive makes it a more sophisticated – and sensible – proposition. Granted, by and large, the flagship derivative trades on its bold kerb presence, but if the Korean marque hopes to pinch sales from premium brands’ compact crossovers (it does not have many rivals in its own segment), it needs to be refined, well specified and distinctive – which it is.
Should you buy one? Forget about the N Line’s sporty image for a second (if that’s at all possible) – if you’re looking for a well-equipped and all-terrain-capable family SUV with a tremendous warranty that performs willingly and excellent fuel consumption, why wouldn’t you consider the flagship Tucson?
The Ford Ranger Raptor has a cult status among the bakkie community, but how many have actually been sold in SA so far?
The second-generation Ford Ranger Raptor has been on sale since March 2023 and it has proven a hit, both on social media and in the sales charts. From launch up until the end of June 2023, 1 973 Raptors have found homes in South Africa.
What’s not to like? Just look at it, with the massive grille, oversized arches hiding large and all-terrain wheels and let’s not forget that specially-tuned Fox offroad suspension. Under the bonnet is a 3.0-litre, twin-turbo petrol V6 engine which has a whopping 292 kW and 583 Nm of torque, all of which is directed to the permanent 4-wheel-drive system via a specifically calibrated 10-speed automatic transmission.
As a reminder, it was only the first-gen diesel-powered Raptor that was manufactured in South Africa, at Ford’s facility in Silverton, Pretoria. These new petrol-powered Raptors are fully imported, from Ford’s factory in Thailand.
Ford Silverton: building standard Rangers for us and the world
With the Raptor (and Everest SUV) now coming in from overseas, the Silverton Assembly Plant has been ramped up for next-gen Ranger production, as well as Volkswagen Amarok. With a three-shift 24-hour production cycle, the plant is able to make 720 bakkies per day.
A total of 33 841 Rangers have been built at the Silverton plant from the middle of November 2022 up until June 2023, with these vehicles destined for local consumption and export. The engines for these vehicles have been coming from Ford’s engine facility in Struandale, near Gqeberha, Eastern Cape.
Should you fork out extra for the Raptor, or is the new V6-powered Ford Ranger Wildtrak enough to satisfy most of your needs?
You can no longer buy a new Ford Fiesta, but have you considered acquiring a used example? Let’s take a closer look at the 6th-gen iteration of the compact hatchback…
After a 47-year run, the Ford Fiesta is no more. Global production of the Blue Oval’s compact hatchback ended in mid-2023 (with little fanfare), although the supermini actually exited South Africa before that.
Yes, though the 7th-generation model was launched in South Africa in 2018, the facelifted version didn’t even make it to local shores, with stock running dry in early 2022. For the record, the Mk7 wasn’t nearly as popular in Mzansi as its predecessor and it’s for that reason we’ll concentrate on the Mk6 model here.
The Mk6 Fiesta touched down in South Africa towards the end of 2008.
As the first model conceived under the “One Ford” strategy (which would see the brand develop vehicles for a global audience instead of offering a variety of variants in regional markets), the 6th-gen Fiesta was described by the then FMCSA marketing manager as Ford’s “most significant project since the Model T”.
As such, the Cologne-manufactured hatch was underpinned by the B2E version of the Blue Oval’s global B-car platform. Ford did offer the Mk6 Fiesta in 4-door guise in our market, but we’ll focus on the 3- and 5-door hatchback variants in this article, because the sedan version sold in extremely limited numbers in South Africa. In fact, at the time of writing, not a single Fiesta sedan was listed for sale on Cars.co.za.
Ford Fiesta line-up in South Africa
At its launch, the Fiesta line-up comprised 8 hatchback derivatives.
Preceded by a trio of Verve concepts, the 6th-gen Fiesta enjoyed its global premiere at the Geneva International Motor Show in March 2008. By October of the same year (right after making an appearance at the Johannesburg International Motor Show), the new model rolled onto local dealership floors.
Initially, the front-wheel-drive Fiesta hatchback was offered with a choice of 3 engines (2 naturally aspirated petrol motors and a turbodiesel) and 3 trim levels. There were 3- and 5-door versions, though only manual gearboxes were available. At launch, the local range comprised the following 8 derivatives:
1.4 Ambiente 5-door 5MT (71 kW/125 Nm)
1.6 Ambiente 5-door 5MT (88 kW/149 Nm)
1.6 TDCi Ambiente 5-door 5MT (66 kW/200 Nm)
1.4 Trend 5-door 5MT (71 kW/125 Nm)
1.6 Trend 5-door 5MT (88 kW/149 Nm)
1.6 Titanium 5-door 5MT (88 kW/149 Nm)
1.4 Titanium 3-door 5MT (71 kW/125 Nm)
1.6 Titanium 3-door 5MT (88 kW/149 Nm)
The sedan body style arrived late in 2010, though not many examples were sold locally.
In November 2010, the Fiesta line-up expanded with the arrival of 5 sedan derivatives, along with a new 1.6 Sport 5-door. FMCSA also rolled out the option of a 6-speed dual-clutch automatic transmission (yes, the much-maligned PowerShift unit), mated with the 1.6-litre petrol engine and offered in either 5-door hatch or 4-door saloon form. With the 3-door 1.4 Titanium quietly scrapped, the range nevertheless ballooned to 13 derivatives at this point. Interestingly, engine outputs were adjusted slightly, with the 1.4 Sigma moving to 70 kW/128 Nm, the 1.6 TiVCT to 88 kW/152 Nm and the 1.6 TDCi DV6 to 66 kW/212 Nm.
In October 2012, Ford opened orders for the limited-edition Fiesta Magnet hatchback, which boasted 99 kW and 160 Nm from its uprated 1.6-litre petrol motor, along with sports suspension, a body kit, black 17-inch alloy wheels, leather-trimmed (and heated) front sports seats, alloy pedals and an upgraded audio system. Just 75 units were available, each finished in black.
Facelifted Ford Fiesta brings EcoBoost power
Ford added the 1.0 EcoBoost motor to the Fiesta range at the 2013 facelift.
In the opening month of 2013, the facelifted Fiesta hatchback made its local debut. It incorporated fresh exterior styling, a handful of cabin upgrades and the option of the Dearborn-based firm’s turbocharged 1.0-litre, 3-cylinder EcoBoost petrol engine. The latter generated 92 kW/170 Nm and was available in mid-spec Trend and flagship Titanium guises (each with a 5-speed manual gearbox as standard).
The 1.6-litre petrol powerplant fell away at this point, while the 1.6 TDCi’s outputs were now listed as 70 kW and 200 Nm (with its claimed combined fuel consumption improving to a mere 3.6 litres per 100 km). Both the 3-door body style and the sedan were removed from the local range at this mid-cycle update.
However, the 3-door option returned when the Fiesta ST blasted onto the scene in May 2013, powered by a 1.6-litre, 4-cylinder turbopetrol engine that churned out 134 kW and 240 Nm. With drive directed to the front axle through a 6-speed manual gearbox, the Blue Oval’s compact hot hatch was claimed to complete the 0-100 kph sprint in 6.9 seconds before topping out at 220 kph. Highlights included a new torque-vectoring system, 3-mode electronic stability control and Recaro front seats.
After the mid-cycle update, the ST was the only 3-door model available.
In November of the same year, the 1.0-litre 3-cylinder turbopetrol engine became available in conjunction with Ford’s 6-speed dual-clutch automatic transmission (in Trend trim), though peak power was reduced to 74 kW. By March 2015, the PowerShift cog-swapper had been extended across all 3 equipment grades, before an Ambiente version of the 1.0 EcoBoost (manual, but with the lower-output 74 kW tune) joined the range in December. At this stage, the line-up comprised 11 derivatives, including the ST.
The final significant change to the Mk6 Fiesta range came in mid-2017, when the Fiesta ST200 arrived, armed with improved peak outputs of 149 kW and 290 Nm (with a further 11 kW and 30 Nm briefly available on overboost). Sporting a shorter final-drive ratio, the ST200’s claimed 0-100 kph time fell by 2-tenths of a second compared with the ST, while the suspension and power steering also benefitted from tweaks. Just 160 units were allocated to South Africa, each painted in Ford’s “Storm Grey” hue. Though we didn’t know it at the time, the ST200 would ultimately serve as a local swansong for the ST badge.
What are the advantages of a Ford Fiesta?
The Mk6 Fiesta range offered buyers a wide selection of powerplants.
Broad selection of engines: The Mk6 Fiesta range included a variety of engines, allowing this compact hatchback to appeal to all manner of tastes. The refreshingly uncomplicated (and naturally aspirated) 1.4-litre petrol motor was available throughout the decade-long lifecycle, while the likewise atmospheric (but pre-facelift-only) 1.6-litre version was pitched at buyers who sought a smidgen more grunt.
Of course, in pure power terms, the top step was occupied by the forced-induction mill from the ST hot hatch. The 1.6 TDCi, meanwhile, was the economy champion, while the introduction of the turbocharged 1.0-litre, 3-cylinder (with the facelift in 2013) attracted consumers seeking a balance between urge and economy (even if achieving anything near Ford’s claimed figures in the real world proved rather difficult).
The Fiesta ST200 had the ability to put a grin on virtually any keen driver’s face.
Fantastic fun to drive: In short, there was nothing in this segment that offered a more enjoyable driving experience than the dynamically gifted Mk6 Fiesta. Endowed with quick steering and superb mid-corner poise, the Fiesta was undoubtedly the segment’s “driver’s car”. Though the grin factor increased when more power was added (culminating in the frankly excellent ST200), even the common (or garden variety) derivatives were able to deftly balance impressive agility with the ability to cruise in comfort.
ST the last of a hot-hatch breed: While the Volkswagen Polo GTI and Renault Clio RS of the era each moved to a 5-door body shell and introduced a dual-clutch transmission (and the Opel Corsa OPC and Peugeot 208 GTi exited our market), the Fiesta ST resolutely stuck with 3 doors and a 6-speed manual cog-swapper. In essence, Ford’s baby hot hatch eschewed the “growing up” trend and was all the better for it – soldiering on as one of the last to offer old-school hot-hatch thrills. It’s a shame the ST version of the 7th-gen Fiesta – featuring a 1.5-litre 3-cylinder turbopetrol motor – never made it to South Africa.
What are the disadvantages of a Ford Fiesta?
Certain ST models were included in a recall sparked by the Kuga fire scandal.
Engine fire risk in Fiesta ST: While you’re probably familiar with the widely reported Kuga fire scandal, you may not be aware that FMCSA’s safety recall campaign (pertaining to its medium SUV) was extended to include the Fiesta ST’s 1.6-litre engine in March 2017. Insufficient coolant circulation could cause the engine to overheat, resulting in a crack in the cylinder head, which could, in turn, lead to a pressurised oil leak. This oil could then come into contact with a hot engine surface, increasing the risk of a fire.
In South Africa, Ford said the safety recall included approximately 1 078 units of the Fiesta ST (those produced between September 2012 and December 2014). So, depending on the model year, check whether the vehicle was taken in for the applicable hardware and software upgrades. In addition, we should point out we’ve heard of a few (local) instances of ring-land failure on this engine as well.
We’d suggest avoiding the much-maligned PowerShift automatic transmission.
PowerShift transmission woes: As we’ve noted in a couple of other Ford buyer’s guides (such as the EcoSport), the PowerShift-branded 6-speed dual-clutch automatic transmission in the Fiesta Mk6 tended to suffer from leaking seals that quickly led to oil contamination of the dry clutch module. This was a known fault – Ford even faced legal action in many countries and replaced countless clutches under warranty – that presented as excessive juddering, as well as jerking under acceleration.
Security-system shortcomings: In 2019, after facing a raft of complaints on social media, FMCSA said it was “aware” of potential security system problems with “certain older” EcoSport and Fiesta derivatives. The issues related to vulnerabilities around the key-lock barrel, as well as alarm systems that failed to sound when the locks were tampered with. The automaker offered customers various potential remedies at “below cost”, insisting the break-ins were “not related” to design or manufacturing faults on its part.
The pre-facelift model’s cabin hasn’t dated particularly well.
Somewhat outdated cabin: Sure, it’s a minor gripe, but we feel compelled to point out that the 6th-gen Fiesta’s cabin felt a touch outdated, particularly towards the end of its admittedly protracted lifecycle. Compared with more modern rivals, its infotainment screen was tiny and sited above a cluttered, button-festooned centre console that brought to mind the design of certain cellphones from the early 2000s.
How safe is the Mk6 Ford Fiesta hatchback?
The 6th-gen Fiesta (and the facelifted version of the model) scored 5 stars from Euro NCAP. However, it’s worth noting most SA-spec derivatives weren’t quite as well endowed in the safety department as their European counterparts. At launch, for example, all derivatives in the local range made do with dual front airbags and drum brakes at the rear. The Sport version, however, featured 7 airbags, while the PowerShift derivatives added an electronic stability programme, traction control and hill-launch assist.
At the facelift, the latter features (by then standard on the Titanium grade, in conjunction with the 1.0 EcoBoost mill) became available on Trend derivatives as an extra-cost option, while the full complement of airbags was also offered as part of an optional pack. Ford’s MyKey also made its debut at that point; the MyKey function enabled users to configure the Fiesta’s maximum speed and audio-volume limits…
How much is a used Ford Fiesta in South Africa?
This is the seldom-spotted 1.6 Sport 5-doorthat debuted locally in 2010.
The 6th-gen Fiesta came with a 4-year/120 000 km warranty and 4-year/60 000 km service plan (with intervals of 20 000 km for petrol versions and 15 000 km for turbodiesels). Since there’s no shortage of used Fiestas available, we’d suggest simply walking away from cars that don’t have full service histories.
Of the Ford Fiesta Mk6 examples listed on Cars.co.za at the time of writing, more than 97% featured petrol power; there was only a handful of 1.6 TDCi examples; 13% had the auto transmission and no sedan versions were listed. The base Ambiente trim level was specified on around 50% of the cars.
The 1.0 EcoBoost mill was easily the most popular engine, followed by the naturally aspirated 1.4-litre motor (34%). The 3-door ST, meanwhile, made up an appreciable 13% of listings. Mileage varied from 21 000 km (on a 2009 Fiesta 1.6 Ambiente) to 240 000 km (achieved by a 2016 1.4 Ambiente).
Below R100 000: Fascinatingly, virtually every model year was represented in the sub-R100 000 space, despite only around 7% of total stock being listed here. Many examples featured aftermarket accessories, such as alloy wheels.
From R100 000 to R150 000: We found plenty of facelifted Fiestas in this price bracket, including several 1.0 EcoBoost examples and most of the few turbodiesel units that were available. There were even a couple of (unfortunately modified) ST derivatives here.
From R150 000 to R250 000: At the time of writing, this was the most densely populated pricing bracket, featuring all model years and powertrains. Most buyers would likely be shopping in this space, where we discovered everything from low-mileage, early units to Titanium-spec 2018 models (not to mention a few more STs).
R250 000 and up: If you’re in the market for a clean ST, you’d likely be searching in this space. The most expensive vehicle we encountered here was a 2017 ST200 listed at R329 900. Note that if you want to spend more than R250 000, you could easily get into the driver’s seat of a 7th-gen Fiesta.
Which Ford Fiesta should I buy?
The overwhelming majority of Fiesta listings we found were petrol-powered models.
So, which is the best of the bunch? Well, let’s first rule out a few derivatives before settling on a winner. For instance, we’d advise giving PowerShift-equipped automatic variants a particularly wide berth, considering the transmission issues outlined above.
The base Ambiente trim level – as plentiful as it is on the used market – may not meet the needs of many contemporary buyers because it foregoes a number of features. Initially, for example, this grade settled for steel wheels and was missing remote central locking, rear electric windows, an alarm system, a basic driver-information system and Bluetooth. Curiously, the facelifted Ambiente even dropped aircon and an audio system from its list of standard features, with those items offered as options instead…
As part of the facelift, the cabin was updated to be more pleasing to the eye.
Though the 1.0 EcoBoost was an impressive motor (and a multiple winner of the International Engine of the Year award), we’d argue the naturally aspirated 1.4-litre motor – in facelifted, mid-spec Trend guise – would likely deliver a better long-term ownership experience, particularly for risk-averse buyers.
Why? Well, the high-compression downsized turbo-triple had to work hard to generate its peak outputs, with some early examples known to suffer from head-gasket issues, coolant leaks and fuel-pressure woes. Though meticulously cared-for examples of the 3-pot would surely still provide plenty of trouble-free miles, the 1.4-litre unit was an inherently less stressed – and indeed less complicated – motor.
As an aside, we’d certainly vouch for the frugality and low-down punch of the 1.6 TDCi powerplant (a turbodiesel engine likewise best experienced in facelifted Trend guise), though bear in mind there are very few available on the used market.
Is the Ford Fiesta a good used buy?
The Mk6 Fiesta faced all manner of rivals but was right near the top of its class.
While the Mk6 version of the Fiesta was certainly one of the more popular contenders in the B-segment space, it was comfortably outsold in South Africa by the locally produced 5th-generation Volkswagen Polo hatchback. Other mainstream rivals of the era included a pair of Korean siblings – the PB-generation Hyundai i20 and the UB-generation Kia Rio hatchback – as well as the 3rd-gen Toyota Yaris, Renault Clio IV, Opel Corsa (in both 4th- and 5th-gen guise) and the Mk2 Mazda2.
There was also the K13-series Nissan Micra (which briefly lived on locally as the Micra Active), as well as the 3rd-gen Honda Jazz (the latter being particularly well suited to buyers who prioritised versatility), along with somewhat left-field choices such as the A9-gen Peugeot 208 and the A51-gen Citroen C3.
Despite playing in a field crammed with strong competitors, the 6th-gen Fiesta was near the summit of its class. The local line-up was broad enough to meet virtually any compact hatchback requirement, ranging from a diesel-sipper to a scorching hot hatch. In short, the Fiesta was terrific to drive and suitably practical considering its compact dimensions, with most engines pleasingly light on fuel too.
While it’s a great pity Ford opted to unceremoniously axe this storied nameplate from its line-up, the Fiesta’s sustained popularity means there are thankfully still plenty of examples available on the used market today. And from where we’re sitting, the Mk6 was surely one of the best Fiestas that Ford made.
The new Audi RS6 Avant and RS7 Sportback Performance derivatives have touched down in South Africa, each boasting a heady 463 kW. Here’s how much these V8-powered monsters will cost you…
The new Audi RS6 Avant Performance and Audi RS7 Sportback Performance have arrived in South Africa, each offering more power, faster acceleration and less cabin insulation than their respective forebears. Interestingly, their launch furthermore sees the “standard” models fall away.
So, how much will they cost you? Well, the RS6 Avant Performance is priced from R2 332 700, while the RS7 Sportback Performance starts at R2 444 500. For the record, that’s a premium of R78 100 over the outgoing standard model in each case.
Revealed in November 2022, the new Performance-badged flagship derivatives each employ an uprated version of the Ingolstadt-based firm’s twin-turbo 4.0-litre V8 petrol engine. While the outgoing version of this 8-cylinder motor makes 441 kW and 800 Nm, the iteration used in the freshly minted Performance variants upgrades to larger turbochargers and features an increase in boost pressure.
As a result, peak outputs climb to 463 kW and 850 Nm, while the claimed 0-100 kph sprint time falls to a mere 3.4 seconds (for the record, that’s 2-tenths quicker than the standard models). So, Audi’s Performance badge here plays a similar role to the BMW M division’s Competition moniker and Mercedes-AMG’s S designation.
In addition, Audi has reduced the amount of insulation between the engine compartment, the cabin and the rear of the vehicle, both allowing the V8 soundtrack to resonate louder and saving a total of 8 kg (thus, the RS6 Avant Performance tips the scales at 2 090 kg, while the RS7 Sportback Performance weighs 2 065 kg).
The Performance derivatives each employ an 8-speed automatic transmission with updated software that makes for faster shifting, delivering drive via a permanent all-wheel-drive system. Audi says a “lighter and more compact” self-locking centre differential is also included in the deal, claiming this results in “more precise cornering” and less understeer at the limit.
In SA, both the new RS6 Avant Performance and RS7 Sportback Performance ship standard on 22-inch matte titanium grey wheels – which are also available in burnished glossy metallic black, matte black or matte neodymium gold.
The German company also says it has tweaked the drive select dynamic handling system, while the RS Dynamic Package – which hikes top speed to 280 km/h and adds dynamic all-wheel steering and a quattro sport differential on the rear axle – is standard equipment. Audi furthermore offers the RS Dynamics Package Plus as an option, which raises the maximum speed to 305 km/h and adds an RS ceramic brake system (saving a further 34 kg).
Inside, you’ll find a new RS design package in blue. Tick this box and the steering wheel rim comes finished in black with Mercato blue contrasting stitching, a treatment that is repeated on the floor mats, the side of the centre console and the selector lever cuff. The seat belts are full-surface ocean blue with the decorative inlays in a carbon twill structure with optional blue accents.
There are also entrance LEDs in the front doors that project “RS Performance” lettering onto the ground, while the 12.3-inch Audi Virtual Cockpit Plus offers additional features such as a blinking shift indicator in manual mode.
How much do the Audi RS6 and RS7 Performance cost in SA?
Audi RS6 Avant Performance – R2 332 700
Audi RS7 Sportback Performance – R2 444 500
The prices above include a 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Range Rover Sport P635 SV Edition One (2023) Price & Specs
Keen on the most powerful Range Rover ever? Here’s how much the new Range Rover Sport P635 SV Edition One costs in SA, though note initial units are available only to “select clients” by invitation…
The new Range Rover Sport P635 SV was revealed in June 2023 as the line-up’s fresh performance flagship. Though this V8-powered model has been confirmed for South Africa, the Whitley-based firm says units from the 1st year of production will be available only to “select clients” by invitation, and exclusively in SV Edition One guise. Nevertheless, we now have local pricing.
Yes, thanks to our ever-in-the-know friends over at duoporta.com, we can confirm the Range Rover Sport P635 SV Edition One is priced from R3 965 000. Though the British brand’s local website says this limited-edition model is “fully allocated”, it does give would-be buyers the option to register their interest in “other” Range Rover Sport SV derivatives (presumably available only in the 2nd year of production).
As a reminder, the P635 SV Edition One is billed as the most powerful series-production Range Rover ever, thanks to its BMW-sourced (S63-series) twin-turbo 4.4-litre V8 electrified petrol engine. In the hottest Range Rover Sport yet, this 8-cylinder mild-hybrid motor sends a whopping 467 kW and 750 Nm (or 800 Nm for a brief period in Dynamic Launch Mode) to all 4 corners via an 8-speed automatic transmission.
Note the subtle “SV” badge on the tailgate.
That sees the P635 SV Edition One outgun the previous-generation Range Rover Sport SVR, which offered 423 kW and 700 Nm from its supercharged 5.0-litre V8 engine. Top speed for the newcomer stands at 290 kph and the 0-100 kph sprint is completed in a claimed 3.8 seconds, a figure that improves by 1-tenth when the vehicle is “fitted with all lightweight options”.
Those weight-saving measures see a claimed 76 kg shaved off the kerb weight, and include optional 23-inch carbon-fibre wheels (an extra Land Rover describes as a “world first”) and carbon ceramic brakes (a first for the Range Rover brand), plus standard-fit items such as a carbon-fibre bonnet.
Other highlights include a new dynamic suspension system (debuting a combination of hydraulic interlinked dampers, height-adjustable air springs and pitch control), 305-section rear tyres (20 mm wider than the 285-section front items) and a fresh SV Mode, which “optimises” the steering, transmission, throttle response, exhaust note and suspension (including lowering the ride height by an additional 15 mm) at the touch of a button.
Range Rover Sport P635 SV Edition One price in South Africa
Range Rover Sport P635 SV Edition One – R3 965 000
The price above includes a 5-year/100 000 km warranty and a maintenance plan of the same duration.
