Mercedes-AMG C43 (2023) Review

The 2023 Mercedes-AMG C43 4Matic ushers in a new era for the Three-pointed Star’s Affalterbach-based division. Does the C43’s electrified 2.0-litre engine deliver enough on-road thrills to emerge from the shadow of the V6 engine in the previous model?

We like: Responsive powertrain, easy to drive quickly, fit and finish, interior wow factor

We don’t like: Engine lacks character, pricey when compared with rivals

FAST FACTS

  • Model: Mercedes-AMG C43 4Matic
  • Price: R1 625 660 (May 2023)
  • Engine: 2.0-litre 4-cylinder turbopetrol
  • Power/Torque: 300 kW/500 Nm
  • Transmission:  9-speed automatic
  • 0-100 kph: 4.6 sec (claimed)
  • Fuel consumption: 9.1-8.7 L/100 km (claimed)
  • Luggage/Utility space: 455 litres

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Where does the 2023 Mercedes-AMG C43 fit in?

2023 Mercedes-AMG C43 4Matic front three-quarter view.
As befits the opening act to the C63 S E Performance, the C43 4Matic’s exterior execution is purposeful, yet restrained.

Most European manufacturers plan to phase out ICE-powered models by the middle of the next decade (or soon thereafter), but that doesn’t mean many legacy carmakers are in a hurry to ditch their traditional models. The W206-generation Mercedes-Benz C-Class is one of the most important models for the Three-pointed Star and its South African subsidiary; the model (including its Mercedes-AMG derivatives) is manufactured in East London in the Eastern Cape, both for export markets and local consumption.

As things stand, the 2023 Mercedes-AMG C43 4Matic is the fastest, most powerful C-Class available locally, well, at least before the mighty 500-kW C63 S E Performance arrives. Of course, if you must have an SUV, we’re confident that both the 43 and 63 hybrid powertrains will make their way into the GLC.

2023 Mercedes-AMG C43 rear three-quarter view.
As befitting products that are produced by Mercedes-AMG, the C43 4Matic has a quartet of exhaust tips.

If you’re looking for a new business-class sedan with standout styling and compelling performance (but want to spend less than the R2-million that the BMW M3 competition M xDrive demands), the Mercedes-AMG C43 competes with a quartet of models. Between just over R1 million and R1.6 million, Alfa Romeo offers the Giulia 2.0T Veloce, Audi the S4 and RS5 Sportback quattros and BMW the M340i xDrive.

Whereas the Giulia is, um, beautiful and sufficiently engaging to drive, the 206-kW 2.0T Veloce (R1 086 900) is not in the same league as the ‘Benz, performance-wise. The Audi S4 costs about the same as its Italian rival, but has 260 kW on tap and its claimed 0-100 kph time (4.7 sec) is just a tenth off the C43’s.

But the Mercedes-AMG’s fiercest competition comes from the 285-kW BMW M340i xDrive with its sonorous inline-6, which is said to bolt from 0 to 100 kph in 4.3 sec, plus its asking price undercuts that of the ‘Benz by more than R300k. The Audi RS5 Sportback, in turn, is a bit of a performance bargain; it costs fractionally less than its rival from Affalterbach and, with 331 kW/600 Nm courtesy of its twin-turbo 2.9-litre V6, it is said to dispatch the 0-100 kph sprint in just under 4 seconds (May 2023 prices quoted).

Compare the C43’s specs with those of the Alfa Romeo Giulia 2.0T Veloce and Audi S4 quattro

Compare the C43’s specs with those of the BMW M340i XDrive and Audi RS5 Sportback quattro

From the front, the 2023 Mercedes-AMG is distinguished from other C-Class derivatives by its sportier bumpers and Panamericana grille.
Mercedes-AMG has replaced the previous C43’s V6 motor with a mild-hybrid 2.0-litre inline-4 engine.

How the Mercedes-AMG C43 fares in terms of…

Performance and Efficiency

Under the bonnet of the 2023 Mercedes-AMG C43, you’ll find a 2.0-litre 4-cylinder turbopetrol engine –but this one has an ace up its sleeve. You see, this Three-pointed Star motor is electrified and its mild-hybrid configuration is said to enhance efficiency, reduce turbo lag, as well as produce a 10-kW power boost. Outputs of 300 kW and 500 Nm are quoted, with all four wheels propelling the vehicle forward.

2023 Mercedes-AMG C43 4Matic's digital instrument cluster in Race Start mode.
Race Start in 3, 2, 1 … GO!

New for this 2023 model is a Race Start function, which is even easier to engage than before… Simply turn the drive-mode selection knob to S+, plant your left foot on the brake, flatten the accelerator pedal and the car will be primed to catapult towards the horizon. It’s quite an experience; the C43’s seatbelts suddenly tighten, the dashboard graphics flash dramatically and the cabin fills with engine noise, which is admittedly augmented through the speakers. Then release the brake – the C43 shoots off the line.

These dials are customisable: these are our preferred settings for a spirited drive. You can tweak traction and exhaust modes too.

Mercedes-AMG claims a 4.6-sec 0-to-100 kph time and our test gear registered a 4.64-sec run. Now before you all run to your social media to ask about the M340i xDrive’s time, we can confirm that the BMW took 4.27 seconds to bolt from 0 to 100 kph when we tested it, so it’s first blood to the Bavarian brand. The C43’s in-gear shove is also particularly impressive; just down gear once (by flicking the left shift paddle), then flex your right foot and the C43 will thrust ahead thanks to its “lag-free” turbo setup.

Comparisons with the previous C43’s glorious-sounding 287 kW/520 Nm 3.0-litre V6 are inevitable and, not everyone has welcomed ‘Benz’s decision to utilise only 4-pot engines in its W206-gen C-Class. Petrolheads may struggle to fathom the presence of a small-capacity mild-hybrid engine in a Mercedes-AMG model, but then again, how many prospective buyers would be in the privileged position to have driven both cars to make a direct comparison between the old and new powerplants? A reckon very few.

Modes and settings to configure! We favoured Sport+ for the engine and Comfort for the suspension, however.

The lack of an evocative engine note did bother some of our testers, but others said that the C43’s soundtrack reminded them of a “spicier A45 S”. We do feel a tad sorry for Affalterbach’s engineers; mechanically, there’s not much you can do to a road-going 2.0 litre to make it sound exciting – it’s one of the reasons the dual-clutch gearbox brrupph (known in Golf GTI fan circles as vrr-pah!) was invented! Speaking of the transmission, it emits some lovely thuds and bangs when you change cogs manually.

We were particularly impressed with the vehicle’s powertrain customisation. You can tweak a plethora of the C43’s powertrain and suspension settings to your heart’s content, and our test unit came equipped with Mercedes-AMG TrackPace onboard telemetry, which will probably represent information overload for most consumers. For us car nerds, however, well, we lapped it all up and loved the interface.

Data, glorious data!

Of course, one simply cannot drive with the engine, transmission and suspension tuned to their most aggressive settings ALL THE TIME. Most of the time, a car of this nature will be driven on the commute in its default Comfort drive mode. Once you’ve had your fun, simply turn the dial back to C for Comfort.

When you do that, the power delivery becomes much more subdued, the adaptive dampers soften up and things became way more relaxed. The engine sound is completely dialled back too, but if you need to get a move on, the car will still jump to action if you stand on the loud pedal, just without the theatrics.

2023 Mercedes-AMG C43 4Matic's digital instrument cluster.
How many dashboard options would you like? Yes.

Gripes? Well, if we’re being blunt, it all feels a tad artificial, even contrived. We get that downsizing has resulted in a reduction of visceral appeal; Mercedes-AMG has tried to compensate with synthesised sounds and flashy graphics. Would it be a dealbreaker for the C43’s target market? Probably not.

In Comfort mode, progress can be a bit jerky at lower speeds/when driving in congested traffic. The transmission mapping seems a bit dim-witted (it’s almost as if the C43 is befuddled by its own start/stop system, which can be switched off). Things improve if you activate manual mode on the ‘box, however.

2023 Mercedes-AMG C43 4Matic's digital instrument cluster.
An unconventional digital layout

We weren’t able to achieve an indicated average fuel consumption figure of under 13.2 L/100 km, but we spent quite a bit of time driving the C43 in its sportiest settings (and testing the derivative’s performance potential). Over time, when the ‘Benz is driven more sedately, that figure should improve considerably.

Ride and Handling

The 2023 Mercedes-AMG C43 incorporates a number of enhancements designed to improve its handling prowess, such as rear-wheel steering and specific tuning for the 4Matic all-wheel-drive system.

Although the C43 4Matic will spend most of its time on the daily commute, it revels in a country road jaunt.

The former not only reduces the C43’s turning circle at low speeds, but is said to optimise the sedan’s cornering ability at headier velocities. Can you feel its effect? At speed, not really, but rear-wheel steering is certainly useful when you have to manoeuvre the ‘Benz in and out of tight parking bays.

When we drove on one of our favourite stretches of serpentine tarmac on a particularly gloomy day, we activated S+ and piloted the C43 with considerable zeal. The feeling of sure-footedness and grip galore was immediate, and the car felt neutral and balanced. The 4Matic is set to a fixed rearward bias (31:69) and while we weren’t brave (or foolish) enough to coax the C43 into a tailslide, we could feel the rear end “hint” at wiggling loose as we accelerated hard out of corners, but at no point did it feel unmanageable.

The Mercedes-AMG C43’s driving dynamics are aided by a tuned 4Matic setup and rear-wheel steering.

As far as the C43’s steering setup is concerned, it’s adequately sharp, but not the most communicative of its kind… You’re likely to find yourself making tiny micro-adjustments to ensure you can still feel what the car’s front end is doing. It’s a pity, as the rest of the handling package is well-sorted, well, enough to satisfy most drivers. Enthusiasts and driving pros may feel that it’s not quite engaging enough, however.

The 19-inch wheels are shod with grippy Michelin rubber.

Again, once you’re done trying to find your personal driving-, as well as the car’s limits, the Mercedes-AMG effortlessly reverts to being a classy high-end luxury sedan. This latest iteration of the C-Class represents a huge step up for both the product and the brand; the W206-gen feels substantially more upmarket than its predecessor – cheap-feeling cabin plastics, a stiff ride and iffy build quality are gone.

Our test unit rode on the standard 19-inch alloys (wrapped in 245/40 tyres) and we think they strike a great balance between comfort, sportiness and style. You can specify 20-inch units at extra cost.

Design and Packaging

In an effort to distinguish the 2023 Mercedes-AMG C43 from its standard C200 and C220d siblings, ‘Benz has adorned this derivative with the Panamericana grille, a quad-exhaust system, a rear diffuser and a neat boot-lid spoiler. There are AMG and subtle “Turbo Electrified” badges on the ‘Benz’s flanks.

It’s an AMG alright, check the grille!

Like most modern Mercedes-Benz models, the C43’s elegantly finished and technologically advanced cabin makes a strong first impression. That large infotainment touchscreen, the array of buttons on the multi-spoke steering wheel and the diffuse ambient lighting (at night) takes some time to get used to.

While it looks good, it’s a trifle overwhelming. There are myriad menus and sub-menus to explore, and quite a bit of redundancy (multiple ways to access the same function). The capacitive touchpads on the ‘wheel are a bit fiddly, which is not a C43-specific issue, but a motoring industry problem in general.

The Mercedes-AMG C43’s cockpit is a technological tour de force and beautifully finished.

Meanwhile, the AMG-branded sports seats (with heating) are a treat. Not only do they look the part, they offer a nice balance between support and comfort. The red seatbelts (a no-cost option) look racy too.

The AMG front sports seats are pleasingly shapely and supportive.

Rear occupant space is acceptable too, although taller passengers may find their heads mashed into the roof lining. You may also find that you sit a bit awkwardly on the rear bench… Perhaps the cushion is a bit too flat and/or short to suit tall adult occupants; one tester said that they seemed to slouch in the seat.

There is generous space for rear passengers, and separate climate controls are a bonus/

Comfort and Features

At this price point (just over R1.6 million, before options), business-class sedans are expected to come generously equipped and, in the C43, you’re well covered in terms of kit. What’s more, Mercedes-Benz SA has looked to simplify its lengthy options list by grouping extra-cost features into logical packages.

In the C43, you get the Advanced Plus package as standard – it incorporates nice-to-have features such as the expanded MBUX interface, Apple Carplay/Android Auto compatibility, a wireless charging pad, heated and electrically adjustable seats, automatic parking and auto high beam (to name but a few).

The MBUX looks fantastic, but requires a fair bit of familiarisation.

For R49 800, you can opt for the Premium package, which adds keyless go, matrix-style digital lights, and a 360-degree camera. The Premium Plus package (R123 500) has all of the above, plus the high-end Burmester 3D audio, head-up display and panoramic sunroof – our test unit came fitted with this.

Some other options include the AMG TrackPace (R5 100), AMG Real Performance Sound (R12 000) and, if want to nudge the top speed up to 265 kph, tick the box called the AMG Driver’s Package (R39 000).

The audio output of the Burmester system is nothing short of magnificent.

Price and After-Sales Support

The 2023 Mercedes-AMG C43 4Matic retails for R1 625 660 (May 2023) and comes with a PremiumDrive 5-year/100 000 km maintenance plan included.

Verdict

Does the Mercedes-AMG C43 tug harder on the heartstrings than the BMW M340i xDrive?

When news broke that the 2023 Mercedes-AMG C43 4Matic would be powered by a downsized engine, some motoring enthusiasts grumbled. It appeared as if Benz’s performance division, which is renowned for its roaring large-capacity engines, had finally caved to pressure from EU policymakers. The arrival of a C43 test unit was not hugely anticipated; in truth, we thought it would be a little underwhelming.

In an effort to make everyone forget about the old C43’s lovely V6, Mercedes-AMG packed the new C43 with an oodles of tech, big screens, multiple modes and artificial sounds. No, it’s not perfect, but when you’re piloting the ‘Benz on a twisty road (with a sporty drive mode engaged), it does deliver satisfaction.

We were impressed by the newcomer’s willing and responsive powertrain, as well as the wide range of adjustability that the electronic interface offers (you can truly set up the car to your liking). For (well-heeled) prospective buyers, this would be a luxury daily driver that offers a healthy dose of sportiness.

The ‘Benz is certainly better than we expected it’d be. Perhaps if the C43 offered more punch and engagement, it may have drawn attention from the imminent 500 kW/1 020 Nm C63 S E Performance…

And that in itself might be the C43’s biggest drawback; it feels more like a spicy C-Class derivative than a Mercedes-AMG model. It’s notably pricier than the BMW M340i xDrive, which has a more evocative 3.0-litre inline-6 turbopetrol engine (with a bit less power, but identical torque) and costs about the same as an RS5 Sportback quattro. The Audi, with its muscular twin-turbo 2.9-litre V6, appeals to performance enthusiasts, even if its cabin can’t match the C43’s technologically advanced and glamorous interior.

It can be argued, however, that the C43 is not aimed at driving enthusiasts per se. It’s tailored for luxury car buyers that appreciate a sporty kerb presence allied with in-car and on-road sophistication – those to whom its sufficiently sizeable performance envelope is a mere bonus. In that regard, it fits the bill.

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Mercedes-Benz 300SEL 6.3 vs E63 AMG (W212): Classic Comparison

The 300SEL 6.3 from 1967 was seen by many as Mercedes-Benz’s first performance sedan. We headed to the Elgin Valley to see how the classic holds up against a (relatively) modern equivalent from AMG.

IMAGES: Charles Russell

I remember the evening rather well. A few years ago the owner of this Mercedes-Benz 300SEL 6.3 opened his garage door and as I walked through his collection of some of Stuttgart’s most interesting cars, spanning almost three decades, he first drove his 450SEL 6.9 and then the 6.3 out of his garage. 

After each car had been warmed for a few minutes, he took me for a quick blast in them. He was kind enough to allow me to get behind the ‘wheel of each car on our drive back and I was completely bowled over by the 6.3’s performance, especially since it was my first time behind the wheel of this car. Back in 1967, this Mercedes-Benz – one of the fastest cars at the time – had enthusiasts champing at the bit. 

The grille of the Mercedes-Benz 300SEL 6.3.

After that experience, I craved more time with the car and wanted to compare it to what I consider its spiritual successor. Technically, the 300SEL 6.3 is part of the S-Class timeline, but a W212-series E63 AMG is a similar size and better mirrors the 6.3’s agile-hooligan nature than Affalterbach’s latest super barge in the shape of Mercedes-AMG S-Class.

For the head-to-head we met in the Elgin Valley, surrounded by fruit farms scattered throughout the hills and land that is covered by hectares of pine trees. The owner had barely pulled up next to us before he plucked his smartphone from his pocket and started snapping details of the E63. 

The bootlid of the Mercedes-Benz 300SEL 6.3

With its modern nose section, the E63 AMG demands respect, especially when it fills your rearview mirror with its snarling presence. Although there are four exhaust pipes flush with the rear bumper, the rear view of the E63 AMG is still fairly conservative, yet the sills, badging and AMG wheels leave you in no doubt that this is Mercedes’ E-Class wild child. 

Specifications

  • Model: Mercedes-Benz E63 AMG 6.3 (W212)
  • Engine: M157, 5.5-litre V8 biturbo
  • Power: 410 kW at 5 500 rpm
  • Torque: 720 Nm from 1 750 to 5 250 rpm
  • Transmission: 7-speed auto, RWD
  • Weight: 1 845 kg
  • 0-100 kph: 4.2 sec (claimed)
  • Top speed: 250 kph

Modern meets Classic

In the late 1960s and ’70s, Mercedes cars boasted particularly solid-looking but elegant designs, and yet the Mercedes-Benz 300SEL 6.3 looks dainty next to the E63 AMG, its Q-car credentials boosted as a result. Excepting the 6.3 badge on the bootlid, few could distinguish it from a regular 300SEL.

Equipped with the same engine as the majestic W100 600 Grosser, the W109 formed the foundations of the Mercedes performance saloon. Almost five decades of technological advancement mean that the E63 AMG offers acceleration figures on par with several serious sportscars of it era, and even the estate version will keep such exotica company away from traffic lights. 

The engine compartments of the Mercedes-Benz E63 AMG and 300SEL 6.3

The engineers at Affalterbach were able to instil many of the 6.2-litre M156 V8’s traits into the 5.5-litre V8 biturbo (M157), including an eagerness to rev with minimal lag from the turbos.

Even the thumping exhaust note has been masterfully engineered to offer a familiar soundtrack, and you quickly learn how to coax the exhausts into producing those memorable backfires. The 410 kW E63 AMG holds the scale in perfect balance between an effortless executive saloon and a truly ballistic car. 

Driving through the town with all settings left in Comfort, the E63 AMG – although firm – never causes its occupants discomfort, even with a 19-inch alloy wrapped in low-profile rubber at each corner of the car. However, once the traffic has dissipated and the road twists through the valley, the E63 AMG can be chased through the 7 forward gears of its multi-clutch transmission.

The performance of the engine largely hides the 1 845 kg kerb weight of the car, but you can feel the E-Class working against you slightly when braking hard from high speed for a tight corner, and once finally into the turn you must patiently wait to reapply the throttle, otherwise rear grip is easily overcome by the sheer brute force of AMG’s 8-cylinder. 

Method to the madness

The ESP’s ‘sport handling’ setting allows the driver to experience the performance of the car with looser reins. Switch off the system completely and it takes almost no effort to light up the rear tyres and wander loosely round a corner. It is during such moments that you discover the electro-mechanical steering provides just enough feedback, and that its fixed turning ratio (20 per cent more direct than that of other Es) offers a nice compromise for a luxury saloon with sporting pretensions.

The E63 AMG is at its happiest through faster corners. It feels planted and the throttle can be gradually applied through the last part of the turn. As soon as the steering wheel is straight, I push the throttle to its stop and marvel as even the digital speedometer struggles to keep up with the pace of the car. 

It’s all relative to the ’60s-era 300SEL 6.3

At the 'wheel of the Mercedes-Benz 300SEL 6.3

After such a rush, you need to take a long moment before climbing into the Mercedes-Benz 300SEL 6.3. One must remember that, in its heyday, this was not a simple car. It has the same air suspension as the W100 600, which can cost a pretty penny to maintain.

The 109-series SEL is luxuriously trimmed with materials of unsurpassed quality, and its colossal 6 332 cm3 V8 – with Bosch mechanical injection and two valves per cylinder – distinguished it not just from the Mercedes range, but from every other car. 

Specifications

  • Model: Mercedes-Benz 300SEL 6.3 (W109)
  • Engine: M100, 6.3-litre V8
  • Power: 184 at 4 000 rpm
  • Torque: 500 Nm at 2 800 rpm
  • Transmission: 4-speed auto, RWD
  • Weight: 1 780 kg
  • 0-100 kph: 6.5 sec (claimed)
  • Top speed: 220 kph (claimed)
  • Years produced: 1967–1972
The Mercedes-Benz 300SEL 6.3 heads the E63 AMG into a bend

You sink into the metal sprung seat, more so than you do in the firmer sports chair of the E63 AMG. The huge but thin-rimmed steering wheel corresponds well with the rest of the controls, including the slim, chromed gear selector. Other highlights include the aircon, leather upholstery and electric windows.

Shift the transmission lever to drive, give the car some throttle and the Mercedes-Benz 300SEL quickly gets moving. The high level of power assistance makes turning the steering at low speeds a breeze, but the general response is, unsurprisingly, much slower than that experienced in the AMG. 

The classic interior of the Mercedes-Benz 300SEL 6.3

Squeeze your right foot and a moment later the engine wakes up and the rev needle starts to climb, the V8 the dominating sound rather than the exhaust note, as in the AMG.

Does the 300SEL 6.3 still feel quick after all this time? Undoubtedly! Pushing it through the same corners as the E63 AMG, the old V8 saloon feels more alive and moves around a lot more than its modern counterpart. 

Mercedes-Benz 300SEL 6.3 profile view

Having said that, it flows and glides over longer undulations in the road surface much better than the AMG does, which itself is hardly crashy. Some research revealed that 6 526 units of the Mercedes-Benz 300SEL 6.3 were built between December 1967 and September 1972. By no means a small number, but compare it to production numbers of Mercedes-Benz’s mainstream models at the time, between 100,000 and 400,000, and things are put into perspective. 

So, would I choose the 300SEL 6.3?

No, I had no difficulty choosing which car to drive home. On the way to the location, I had a ball passing traffic with what felt like less than half of the E63 AMG’s throttle pedal travel. Corners gave me a chance to flick the left-hand paddle shifter and savour the auto-blipping function. But now it was time to relax. 

The photographer and I inspected the 300SEL 6.3’s interior from top to bottom. We pushed buttons, pulled levers and absorbed every other detail of this iconic performance saloon, marvelling at its rate of acceleration every time the M100 was allowed to sing to 4 000 rpm and beyond.

As mountains and pine trees flashed by, I felt like filling the 105-litre fuel tank and exploring further along the coast. I just didn’t want the drive to end. 

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GWM Tank 300: Indicative Pricing for South Africa

The GWM Tank 300 is expected to launch in South Africa very soon. Here’s a quick look at indicative pricing for the Chinese-built SUV ahead of its arrival…

Haval Motors South Africa has announced indicative pricing for the new GWM Tank 300, which is expected to launch locally in the next few weeks. Of course, we’ve already had a quick drive of this Chinese-built SUV.

According to the firm’s local division, the Tank 300 will launch first, before the larger Tank 500 arrives in South Africa “early next year”. For the record, the Tank 300 measures 4 760 mm long, 1 930 mm wide and has a wheelbase of 2 750 mm, which makes it similar in size to a Fortuner (though the newcomer is a 5-seater rather than a 3-row model, like the Toyota).

The SA-spec model will be powered by a turbocharged 2.0-litre, 4-cylinder petrol engine, which sends 162 kW and 387 Nm to all 4 corners via an 8-speed automatic transmission. There will also be a hybrid version based on a similarly sized 4-pot unit and churning out total system outputs of 258 kW and 615 Nm (while also upgrading to a 9-speed automatic cog-swapper).

GWM says its Tank 300 has “serious off-road credentials”.

From what we understand, there will be no turbodiesel powertrain available. Though it’s not yet clear how many derivatives will be offered in South Africa, Haval Motors SA has confirmed pricing for the Tank 300 range is “expected to be between R685 900 and R851 900”.

As a reminder, the Tank 300 is built on a ladder-frame chassis similar to that of the GWM P-Series bakkie, which the firm suggests lends it “serious off-road credentials”. The SUV has a ground clearance of 224 mm, an approach angle of 33 degrees and a departure angle of 34 degrees.

While local kit levels have yet to be confirmed, we expect the Tank 300 to be generously equipped as standard. In Australia, for instance, even the base version of the SUV ships standard with items such as power-adjustable front seats, a 12.3-inch cluster, a 12.3-inch infotainment screen, a 9-speaker audio system, a sunroof, tyre-pressure monitoring, 7 airbags and a raft of driver-assistance kit (from adaptive cruise control and crawl control to a 360-degree camera system and parking sensors all round).

We’ll bring you more details of the local range as soon as they become available…

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Toyota GR Corolla (2023) Price & Specs

Official pricing and specifications for the Toyota GR Corolla have been released! Here’s how much you’ll pay for the all-paw hot hatch in South Africa…

It’s official: South African pricing for the new Toyota GR Corolla has been released, with the local range comprising a pair of derivatives at launch.

And it turns out the recently leaked figures were bang on the money. In South Africa, the GR Corolla 1.6T Core will be priced at R816 500, while the GR Corolla 1.6T Circuit will come in at R876 100 (as a reminder, the GR Yaris is currently priced at R815 700, though is available only in top-spec Rally guise). It’s not yet clear how many units have been set aside for Mzansi, though Toyota SA Motors earlier confirmed the hot hatch would be “offered in limited quantities”.

What are the differences between the two trim lines, you ask? Well, before we dive into local specifications, let’s touch on the powertrain. Like the smaller GR Yaris, the GR Corolla employs a turbocharged 1.6-litre, 3-cylinder petrol engine (known internally as G16E-GTS), which here delivers 221 kW and 370 Nm to all 4 wheels via a 6-speed manual gearbox.

Though Toyota SA Motors doesn’t list an official 0-100 kph time, we know the similarly equipped version of the GR Corolla in Australia completes the obligatory sprint in around 5.3 seconds, with a top speed of 230 kph. The claimed combined fuel economy figure is 8.4 litres per 100 km.

The GR Corolla will be offered in 2 trim levels in South Africa (Australian-spec model shown).

Standard features across the range include high-speed adaptive cruise control, dual-zone climate control, a 12.3-inch multi-information display, a 7-inch infotainment screen, a reversing camera, wireless smartphone charging, parking sensors (fore and aft), 18-inch alloy wheels (wrapped in 235/40 R18 tyres) and Toyota’s Safety Sense Package, which incorporates items such as hill assist control, a lane-keeping system, vehicle stability control, ABS and EBD.

So, how is the flagship Circuit variant set apart from the base Core derivative? Well, the key mechanical difference is the fact the more expensive version features a limited-slip differential on each of its axles, while also benefitting from a CFRP (carbon-fibre reinforced plastic) roof, lowering the vehicle’s centre of gravity.

Then, as you might have guessed, the GR Corolla 1.6T Circuit boasts some extra standard equipment, including a head-up display and synthetic leather/suede upholstery (as opposed to cloth). Furthermore, the Circuit model can be ordered in a Midnight Grey hue, a colour not available on the Core version (which cane be specified in Glacier White, Raven Black or Fierce Red), and features a gloss-black finish for its grille.

Finding a direct local rival for the GR Corolla hot hatch isn’t easy considering it combines all-wheel drive with a manual gearbox. Still, there’s the likewise all-paw but automatic-equipped Volkswagen Golf R (R912 800), along with the front-wheel-drive Volkswagen Golf GTI (R766 500), Hyundai i30 N (R795 900) and Renault Mégane RS 300 Trophy (R949 999), each of which uses a dual-clutch transmission. The box-fresh FL5-generation Honda Civic Type R, meanwhile, kicks off at R979 000 and combines front-wheel drive with a 6-speed manual cog-swapper.

How much does the Toyota GR Corolla cost in South Africa?

Toyota GR Corolla 1.6T Core – R816 500

Toyota GR Corolla 1.6T Circuit – R876 100

A 3-year/100 000 km warranty is included in the purchase price, along with a 9-service/90 000 km service plan (with intervals of 10 000 km).

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GWM Ora (2023) Price in South Africa

The price for the new GWM Ora has been announced for South Africa. Here’s how much you can expect to pay for the compact electric vehicle when it goes on sale in SA this year.

The GWM Ora is a cute-looking compact city car and it will be hitting South African showrooms soon, priced from R716 900. In a statement where GWM Haval confirmed its attendance at Nampo’s Harvest Day, the giant also confirmed the local arrival of the hybrid Tank 300 for public viewing.

That launch price is aggressive and positions the new Ora as South Africa’s cheapest electric car. Prior to its arrival, the previous affordability champion was the Mini Hatch Cooper SE at R742 142. The Mini offers up outputs of 135 kW and 270 Nm, and a claimed range of 217 km.

The new GWM Ora is claimed to have a range of 400 km and has outputs of 126 kW and 250 Nm. GWM says it can be fast-charged from an 80 kW DC charger and it’ll go from 10% to 80% in just 41 minutes. With that range, we’re confident the Ora for SA is the 63 kWh battery-equipped derivative. There is a smaller 48 khW version.

“This is a significant step for GWM South Africa, especially as the car uses a Dragon Volt battery from SVolt Energy Technology Co. that is cobalt-free, as well as being long-lasting and extremely durable,” says Conrad Groenewald, Chief Operations Officer of Haval Motors South Africa.

With such a price difference between the entry-level Ora and the top-spec model, we can only assume the GWM Ora spec levels will vary greatly. The equipment levels for our market are yet to be confirmed, but the right-hand drive Australian models we drove at the beginning of 2023 came with 18-inch alloy wheels, a 10.25-inch infotainment touchscreen and digital instrument cluster combo, USB ports front and rear, a wireless charging pad, selectable drive modes, LED lighting, climate control (auto aircon) and 60/40-split folding rear seats.

How much does the GWM Ora cost in South Africa?

At this stage, there was no derivative breakdown, but instead GWM Haval confirmed a price range. We’ll have more information like trim levels closer to the vehicle’s debut.

GWM Ora R716 900 – R915 900

Toyota GR Corolla Unveiled & Coming to SA (Price Update)


Toyota has finally whipped the covers off its long-awaited GR Corolla, which combines the GR Yaris’ thumping powertrain with a five-door body and model-specific Torsen limited-slip diffs (as part of the GR-Four AWD system). Good news, it’s coming to SA and we have pricing!

Ostensibly a rival to the Volkswagen Golf 8 R, the Toyota GR Corolla is powered by a strengthened version of the homologation-special GR Yaris‘ engine with cog-swapping duties handled by a close-ratio 6-speed manual gearbox with rev-matching functionality. Toyota says the GR Corolla’s turbocharged three-cylinder G16E-GTS engine, which displaces just 1.6 litres, develops 224 kW at 6 500 rpm and 370 Nm of torque between 3 000 and 5 500 rpm.

*Update: Thanks to Twitter user @stevefromafrica, who has been on the money with past GR Toyota product info, we have some clarity on pricing. We understand the GR Corolla will be offered in a two-model lineup: 1.6T Core and 1.6T Circuit. Pricing will start at R816 500 for the former, with the top-spec model retailing for R876 100. As a reminder, the GR Yaris has 198 kW and 360 Nm, and sells for R815 700.

The GR Corolla is the nameplate’s first sporting model in nearly two decades and the latest of several GR models from the Aichi-based brand. It follows in the tracks of the GR Supra, GR Yaris and the GR 86.

Featuring several variant-specific performance attributes including widened front and rear fenders (to accommodate the car’s widened track), the GR Corolla sports a unique front bumper design, which channels more air to the model’s powertrain and braking system, a diffuser-adorned rear bumper and an electronic multi-plate clutch all-wheel-drive system capable of quickly shuffling drive between the front and rear axles.

Toyota says its engineers have separated the system’s “4WD” mode (which controls driving force distribution) and “Drive” mode (which controls accelerator response, steering and other systems), enabling selection according to driver preference and the driving environment. The selectable drive system can provide 60:40, 50:50 and 30:70 front-to-rear torque split settings, depending on the driver’s preference.

Furthermore, the GR Corolla rides on pillow-ball bushings and enhanced springs, shock absorbers and wheel alignment further contribute to maximum cornering control, while body rigidity has been increased to “achieve driving performance that responds instantly to driver operation”, Toyota says.

The model rides on a MacPherson strut front and double-wishbone rear suspension arrangement and 18-inch alloy wheels shod with 235-40-series Yokohama Advan Apex V601 or Michelin Pilot Sport 4 rubber (depending on market).

The GR Corolla features additional bracing in the rear wheel wells, beneath the central tunnel, and ahead of the 50-litre fuel tank to further bolster stability. The model tips the scale at 1 475 kg, just 55 kg more than a regular Corolla hatch.

Braking performance is likewise upgraded with 14-inch front- and 11-inch rear discs clamped by opposed-piston four-pot and two pot clamps respectively. The braking system is tuned to provide what Toyota says is stable braking and control, enabling confident and enjoyable driving, even on the racetrack.

The GR Corolla is further fitted with a mechanical park brake (handbrake turns, anyone?) and includes a long list of standard safety inclusions courtesy of Toyota’s latest Safety Sense technologies.

Given the tremendous success the GR Yaris achieved in Mzansi, it stands to reason there will be much interest in the GR Corolla in the local market. Toyota South Africa Motors has confirmed the GR Corolla will be launched in South Africa in the 2nd quarter of 2023, with pricing, detailed specification and model line-up for the GR Corolla will be confirmed closer to launch.

New Ford Ranger Raptor vs Wildtrak V6 – Which one should you buy?

There is a lot of hype behind the latest Ford Ranger and the Raptor. We pointed them towards the dunes to see how they compare and which is the better buy.

We’ve been seeing a lot, and we mean a lot, of new Ford Ranger Raptors on South African roads. With a price difference of R140 000 between the top-of-the-range Ford Ranger Wildtrak and the Raptor, are many buyers choosing to fork over the extra money and go for the Raptor?

The T6.1 version of Ford’s incredibly popular bakkie range has changed how buyers think of the Raptor. In the previous generation Ranger, the Raptor was powered by a 2.0 turbodiesel. That meant it actually had less performance than other Rangers because it was using the same engine but was heavier because of all that Raptor-specific 4×4 hardware.

With the T6.1 model range, things have changed. Raptor is now by far the most powerful Ford bakkie on sale. But it no longer uses a diesel engine, and that’s something to think about, because diesel engines are by far the preferred configuration for South African bakkie buyers.

That begs the question: how do current Ford bakkie buyers need to rethink the relationship between the Raptor and other Rangers? Because it now offers so much more engine power and acceleration. But, it’s also much heavier on fuel, because turbopetrol V6s just are. Especially when compared to the balanced performance and fuel economy Ford offers with the V6 turbodiesel Rangers.

V6 versus V6

But can a V6 turbodiesel Ranger really keep up with a V6 turbopetrol Raptor in dune terrain? The kind of terrain where petrol engines are traditionally a lot better off-road than diesels? That’s why this battle of the Ford V6 double-cabs and their different fuel types really matter.

In this video, we look at the pros and cons of both vehicles, in a bid to help you decide between the two. We cover everything from exterior comparison to the interior, suspension differences, ride quality and load and towing capabilities.

And, as you have to do if you have a Ranger Raptor on test, we jump it.

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Honda e:Ny1 Revealed

The Honda e:Ny1 is the Japanese brand’s second fully-electric vehicle and has just been revealed. Here’s a first look at what’s on offer.

After the adorable Honda e city car broke cover, many have wondered what Honda would do next and here it is. This is the curiously-named Honda e:Ny1 which is positioned as an all-electric B-segment SUV.

First impressions from these images suggest similar design language to the Honda HR-V which is sold in South Africa. Honda Europe says the e:NY1’s design elements will be used on the brand’s future offerings.

Under the skin of the new Honda e:Ny1 is a brand-new platform called e:N Architecture F which is a front-driven setup with a focus on solid body structure, low centre of gravity and trick aerodynamics. There’s a 150 kW and 310 Nm electric motor that’s cleverly packaged into one unit along with the gearbox. The 68. 8 kWh battery is good for a range of 412 km based on the WLTP cycle and thanks to fast DC charging, can go from 10-80% in 45 minutes.

Inside, Honda claims there’s plenty of space thanks to the packaging of the electric powertrain and there’s a new central console dominated by a 15.1-inch touchscreen infotainment system.

The Honda e:Ny1 will be hitting European showrooms later this year.

Chery – What to expect in the next few years

Contributor Sudhir Matai spent a few days in China learning more about the Chery brand and what the brand has planned for SA in the next few years.

Chery is a brand that was relatively unknown to most new-car buyers just a few years ago. Today, the Chinese automaker regularly occupies a top-ten spot in the new-car sales charts for any given month. That is both surprising, considering the scope of brands on sale locally, and not unsurprising when you take a closer look at what it has to offer.

“The South African market is a strategic market and was one of the first right-hand-drive markets Chery launched in, and the Chery Group has been putting a lot of importance into the African market. We want to give our customers the best service and efficiency,” said Tony Liu, deputy managing director for Chery South Africa, at a recent round table conference attended by South African journalists at the company’s HQ in Wuhu China.

Diversification

Over 23 million new cars were sold in China last year, about 10 million more than the second biggest market, the USA. As you can imagine, just about every brand you can name is represented in that market.

What is interesting is the number of nameplates that most will not have heard of as they aren’t represented outside China. With such a massive market there is plenty of room for diversification, which is exactly what Chery does.

Chery

Chery Tiggo 8 Pro Max

Until very recently, if you wanted a Chery there were just three model lines to choose from. These are badged Tiggo 4, 7 and 8; with the body size of each increasing with its badge number. The cars are aimed at families looking for an SUV/crossover.

O&J

New Chery models coming to SA
Omoda and Jaecoo will introduce models to SA in the next 2 years.

A few weeks ago that changed as Chery South Africa introduced the Omoda sub-brand into the local market. In fact, SA was one of the first markets outside of China to receive Omoda, and its first product called the C5. Omoda is one half of a division that the company bills O&J. The other, called Jaecoo, made its international debut at the 2023 Shanghai Auto Show, where its first production model was also shown (more info below).

According to Chery: O&J Brand will specifically target buyers in the crossover and SUV segments and more specifically young people and those who are young at heart. As such, all the models from O&J will have a very striking design language and a high level of technology.

Interestingly, these two brands will be sold in separate showrooms from Chery. O&J will have their own sites and will be treated as standalone entities from the Chery brand.

Omoda

Omoda has plans to introduce this C5 EV if local demand dictates.

For now, there is just one C5 derivative (which you may have read about in our recent launch report). It features a 1.5-litre turbopetrol engine that is connected to the front wheels, In the not-too-distant future a 1.6-litre turbo engine, as well as an all-wheel-drive version with the same engine, will be offered locally. Interestingly, Chery’s SA electrification strategy will potentially start with a battery electric vehicle (BEV) based on the C5.

Jaecoo

New Cherys Jaecoo J7
The Jaecoo brand will feature larger SUVs than its sister brand Omoda.

Jaecoo will be added to the SA listings before the year ends or early in 2024. Incidentally, Jaecoo is a portmanteau of ‘Jae’ (a contraction of the German word for hunter Jager) and ‘cool’ making it the ‘Coolhunter’. Its name gives you an idea of whom Chery is targeting with this line.

“It represents a new brand that promotes the finer things in life and high quality. It is a call to return to life pure and simple,” as described by the head of design at Jaecoo Europe, Chris Rhoades.

First of its Name

Jaecoo J7
The Jaecoo J7 will be the first model the brand introduces. It’s about the same size as a BMW X3.

The first model to carry the Jaecoo badge will be the J7. The aesthetic of the J7 is bold and there are several design cues borrowed from other premium products. Among these are retractable door handles, Range Rover-esque rear styling treatment, and the front grille which takes its inspiration from AMG’s Panamericana (vertical slats) version. Slim, technical-looking LED headlamps are found high on each corner of the facade. The squared-off aesthetic continues into the cabin with Jeep-style door handles and straight lines perpendicular to each other with a large infotainment screen set in portrait orientation on the fascia.

The J7 is heading for SA within a few months, if not at the end of 2023, then early in 2024. Under the clamshell bonnet is a 1.6-litre engine that develops about 140 kW along with 275 Nm. This turbopetrol unit is coupled with a seven-speed DCT. The J7 will be available with front- or all-wheel drive.

New Cherys

Tiggo 7 plug in hybrid
A Max version of the Tiggo 7 should arrive later this year.

The top-selling Tiggo 4 will continue in its current form in the SA. There will be a small software update, but there will be no changes noticeable to the eye.

Right now the Tiggo 7 Pro is offered with a single powertrain, a 1.5 turbopetrol that is connected to the front wheels. The range will soon expand to include ‘Max’ derivatives. As with the Tiggo 8, Max denotes a larger engine. This will be a 1.6 T-GDi engine and will be offered in front- and all-wheel drive versions. These new additions could arrive as early as Q3 of this year.

Interestingly, we also had a brief encounter with the Tiggo 7 Pro PHEV. This derivative could spearhead Chery’s NEV offensive into the SA market. This hybrid, badged Tiggo 7 PRO e+, features a 1.5 turbopetrol engine combined with two electric motors for a total system output of 180 kW/510 Nm. The pure electric driving range is said to be a handy 75 km.

Chery Tiggo 8 Pro interior
The updated interior of the Tiggo 8 Pro will feature a newly styled infotainment screen.

An updated Tiggo 8 Pro will also be introduced sooner rather than later. The revised version has a few visual updates. The most notable change is the reshaped frontal design with a grille that features an illuminated badge. The rear end will also benefit from a body-wide light bar.

At the time of the update, new buyers can also expect a revised facia. The newer look will feature a Mercedes-esque two-screen set–up in a single panel, which replaces the two individual screens of the current range leader. The Tiggo 8 is currently only offered in front-wheel-drive guise. This will soon change as an all-wheel-drive version is on the cards for SA.

2023 Honda Elevate Teased

Honda is preparing a new model for reveal. This is the 2023 Honda Elevate SUV that will be revealed in early June 2023. Here’s what we know so far.

Honda’s teaser video (at the bottom of this article) shows a new SUV called the Elevate. Based on our assumptions, we reckon this Indian-built SUV will be positioned to take on the Kia Seltos, Toyota Urban Cruiser and Hyundai Creta.

The brand has confirmed that the 2023 Honda Elevate will be a global model, with India being the first market to receive it. We understand the Honda Elevate will be riding on the same platform as the 5th-generation Honda City/Ballade. It’s fair to assume the powertrains from the sedan will be carried over too, and as a reminder, its a 1.5-litre naturally-aspirated petrol engine with 89 kW and 145 Nm. City/Ballade customers have the choice of either a manual gearbox or CVT.

This segment of the market is booming, both in South Africa and India. India is rapidly becoming a powerhouse for manufacturing and export of new vehicles.

According to Naamsa, the top country of origin in pure volume terms was again India, from which a whopping 165 910 vehicles (up from 129 364 units in 2021) were sourced. That translates to 51.2% of total light vehicles imported in 2022.

Of course, several global brands have established large-scale production facilities in India, focusing primarily on entry-level vehicles. Indeed, 2 of SA’s 5 best-selling passenger cars in 2022 came from India (the Suzuki Swift and Toyota Urban Cruiser), with the remaining 3 produced locally.