We list the most fuel-efficient, budget-friendly cars currently available in South Africa!
Fuel prices in South Africa continue to negatively impact household budgets and new car buyers would be wise to consider fuel efficiency when considering purchasing a car. By considering the most fuel-efficient budget cars, you can literally save thousands of Rands every year!
In an effort to assist you in your decision-making process, we have created a fuel efficiency list that’s not only more relevant but also more diverse. Considering that most people can’t afford expensive cars, we decided to list the most fuel-efficient cars with an asking price of under R300 000.
Note that claimed manufacturer fuel consumption figures are used here and that real-world consumption figures will differ depending on a number of factors such as driving style, road conditions and so forth.
Pricing is accurate as of June 2024.
Most Fuel Efficient Budget Cars in South Africa
4.0 L/100 km – Fiat 500 Cult
The cute 500 is a bread-and-butter model for Fiat in South Africa and a refreshed Fiat 500 range was introduced to the South African market in 2021. A total of 3 distinct trim lines are on offer including the entry-level Cult, Club and Dolcevita. The Dolcevita derivatives are available in hatchback and cabriolet guise.
Fiat claims 4.0 L/100km across its 500 range but only the Cult derivative is priced under the R300k price barrier.
The familiar 63 kW/145 Nm 0.9-litre TwinAir turbopetrol engine is found under the bonnet and is paired to either a 5-speed manual transmission or a Manual Transmission Automatic (MTA), the latter of which is exclusively offered in the 500 Dolcevita hardtop and 500C Dolcevita cabriolet.
The all-new Suzuki Celerio is a popular choice in the budget car segment and the good news is that it’s more frugal than its predecessor. The Celerio 1.0 GL automatic claims 4.2 L/100km while the manual Celerio GA and Celerio GL claim a respectable 4.4 L/100km. The Celerio makes use of a 3.-cylinder 1.0-litre petrol engine with 49 kW and 89 Nm and is paired with either 5-speed manual transmission or 5-speed automated manual transmission. Pricing for the Celerio automatic is R225 900 while the base Celerio GA starts from R188 900 and the Celerio GL is priced from R210 900.
The Toyota Vitz arrived in South Africa to replace the outgoing Agya as the firm’s budget car offering. The Vitz is based on the Suzuki Celerio as part of the Toyota-Suzuki product partnership and the Vitz is therefore powered by the same 3.-cylinder 1.0-litre petrol engine with 49 kW and 89 Nm and is paired with either 5-speed manual transmission or 5-speed automated manual transmission. The manual derivatives claim 4.4 L/100km.
Pricing for the Vitz starts from R189 900 while the Vitz Xr manual is priced from R219 900. The Vitz automatic is priced from R239 900. Toyota also recently introduced the Vitz X-Cite to the range with pricing starting from R189 900for entry-level Vitz X-Cite while the high-spec XR X-Cite is priced from R219 900.
The Suzuki S-Presso is a familiar and popular budget car in South Africa and with its 4-speed automatic derivatives claiming 4.4 L/100km, it’s a frugal city car. Note that the S-Presso 5-speed manual derivatives claim 4.6 L/100km which is excellent!
The Suzuki S-Presso employs a 3-cylinder, 1.0-litre petrol engine with 49 kW and 89 Nm. Pricing for the Suzuki S-Presso starts from R178 900 for the S-Presso 1.0 GL manual and goes up to R219 900 for the S-Presso S-Edition automatic.
Suzuki products are well known for delivering low real-world fuel consumption and the Dzire sedan (from R211 900), Swift (from R213 900), Ignis (from R230 900) and the above-mentioned Celerio (from R188 900) are no exception.
The Suzuki Dzire, Swift and Ignis share the same 1.2-litre petrol engine with 61 kW and 113 Nm on offer and all are offered with either a 5-speed manual or 5-speed automated manual transmission.
Suzuki claims 4.9 L/100km for all these derivatives, giving buyers lots of fuel-efficient products to choose from.
The Renault Kwid is a popular budget car in South Africa and fuel efficiency for both manual and automatic derivatives are claimed at 4.9L/100km. It’s powered by a 1.0-litre, 3-cylinder petrol engine with 50 kW and 91 Nm of torque. A 5-speed manual or automated manual (AMT) transmission drives the front wheels. There are 3 automatic Kwid derivatives on offer across 3 trim levels including Life, Zen and Climber. Pricing for the Kwid starts from R196 999.
5.0 L/100km – Kia Picanto 1.0 LX / EX / EX+ Manual
A facelifted Kia Picanto recently arrived in South Africa with a revised look and updated feature specification. The Picanto range offers 2 engines for buyers to choose from including a 49 kW / 95 Nm 1.0-litre engine and a 1.25-litre engine with 62 kW and 122 Nm. Both engines can be had with a 5-speed manual transmission or a 4-speed automatic, but the manual derivatives are the most fuel-efficient with Kia claiming 5.0 L/100km.
Pricing for the Kia Picanto starts from R260 995 for the Picanto 1.0 LX manual while the Picanto 1.2 EX+ automatic is priced from R325 995.
Honda CR-V (2024) Review: SA’s Most Expensive Honda
The new Honda CR-V is the most expensive Honda you can buy in South Africa, but is it worth it? Jacob Moshokoa puts the pricey newcomer to the test to find some answers…
The new Honda CR-V arrived in South Africa in February 2024 and while it exudes a premium feel, its price tag (in top-spec Executive guise) of R1 041 300 came as a shock to many.
So, what exactly do you get for that money?
The all-new Honda CR-V seems to have all the boxes ticked, but the awkward elephant in the room is that millionaire’s price tag. In comparison to its medium-sized rivals like the Volkswagen Tiguan, Mazda CX-60 and Toyota RAV4, it’s a pricey proposition.
Worryingly, R1 million gets you into some premium German metal, like the BMW X1/X3, Audi Q3/Q5 and Mercedes-Benz. It’s uncharted territory for the new Honda CR-V and we’re wondering where the value for money has gone. Do you think it is worth R1 million?
Jacob Moshokoa examines the features, tests the seating space, boot capacity and evaluates the driving experience in an effort to make sense of the new CR-V.
Shopping for a used 2nd-gen Hyundai i20? Let’s take a look at the derivatives available in South Africa, what you might pay for a pre-owned good example and this popular Korean hatchback’s strengths and weaknesses…
The original Hyundai i20 hatchback served as a replacement (of sorts) for the much-loved Getz, a vehicle that helped put the Korean company firmly on the map here in South Africa. The spiritual successor to the Getz also turned out to be mighty popular with local buyers.
The 2nd-gen Hyundai i20 was more refined and smoother riding than its predecessor, while boasting improved perceived build quality in the cabin. Its styling – penned in Germany and based on the brand’s “Fluidic Sculpture 2.0” design philosophy – represented a significant step forward for the nameplate.
The 2nd-gen Hyundai i20 arrived in SA during the 1st quarter of 2015.
Though not quite as strong a seller as its forebear (of which an impressive 68 631 new units were retailed in Mzansi), the 2nd-gen i20 was nevertheless a popular choice in our market; it routinely placed 3rd behind the Volkswagen Polo and Ford Fiesta in the B-segment hatchback sales race.
When all was said and done, 38 081 units of the Indian-built IB-series model – which was slightly different to the Turkey-produced GB-series sold in Europe – were registered in South Africa (according to Hyundai Automotive SA’s figures), meaning there’s plenty of stock available on the used market today.
Hyundai i20 model line-up in South Africa
At launch, just 3 derivatives were on offer.
Making its debut at the Paris Motor Show in October 2014, the 2nd-gen Hyundai i20 touched down in SA just a few months later. At launch in February 2015, the 3-strong local line-up featured a pair of 4-cylinder petrol engine options, a trio of transmissions and 2 trim levels (plus 8 exterior colour choices):
i20 1.2 Motion 5MT (61 kW/115 Nm)
i20 1.4 Fluid 6MT (74 kW/133 Nm)
i20 1.4 Fluid 4AT (74 kW/133 Nm)
By September of that year, Hyundai Automotive SA had added a new 1.4 Sport derivative to its range. Originally dubbed the “N-Sport” (and initially even wearing the “N” badge that’s now reserved for the Korean automaker’s high-performance models), the 1.4 Sport was a locally conceived warm hatch distinguished by its body kit, lowered suspension, 17-inch alloys, stainless-steel free-flow exhaust and UniChip ECU piggyback system. The latter pushed peak outputs to 85 kW and 160 Nm of torque.
The locally conceived i20 1.4 Sport initially wore an N badge.
The 5-door hatchback line-up expanded again in January 2017, when a more affordable automatic in the form of the 1.4 Motion 4AT slotted into the middle of the range. Before that, a manual-equipped 1.2 Fluid derivative had also quietly arrived, with the local portfolio thus comprising 6 variants at this stage.
A mid-cycle update followed in May 2018, when the i20 was handed customary styling tweaks – inside and out. The front end scored a redesigned grille and bumper, while the rear gained revised taillamps, a new tailgate (now integrating the number plate) and an updated bumper. There was also a fresh 16-inch alloy-wheel design for Fluid derivatives.
Pre-facelift i20 on the left and subtly refreshed model on the right.
Inside, Hyundai rolled out a 7-inch touchscreen infotainment system (buyers could unlock satellite navigation by purchasing an optional SD memory card for R2 500) to replace the old basic audio set-up, while the dashboard and centre console were treated to minor design changes.
Though the engine line-up was unaltered, the 1.4 Sport derivative fell away at this point, replaced by a 1.4 Active – a hatchback-based crossover with SUV-inspired styling. This front-wheel-drive variant was offered exclusively in manual guise and had 170 mm of ground clearance (20 mm more than standard).
The Active derivative was introduced at the mid-cycle update.
The 1.4 Active also gained derivative-specific features such as a unique grille (and foglamps), black plastic body cladding, silver-painted “skid plates”, roof rails and colourful trim in the cabin. Curiously, though, the Active-badged derivative retained the pre-facelift version’s tailgate and taillamps.
The IB-series i20 soldiered on in South Africa until around May 2021, when the BI3-series 3rd-gen i20, which would have arrived earlier had it not been for the COVID-19 pandemic, finally replaced it.
What are the strengths of a Hyundai i20?
The 2nd-gen i20 offered generous cabin room and boot space.
Generous interior space: Even though the 2nd-gen Hyundai i20 was 10 mm shorter from nose to tail than the original i20, it offered more cabin space than its predecessor. The wheelbase grew 45 mm to 2 570 mm while the vehicle was 24 mm wider, too. As a result, the front row’s leg-, head- and shoulder-room measurements improved, while the already roomy (for the segment) rear was largely unchanged.
Meanwhile, the luggage compartment shrunk slightly – by just a unit – to a still-impressive 294 litres (a figure that strangely fell further to 285 litres at the facelift), despite having to house a full-size spare wheel. As an aside, it’s interesting to note all derivatives in the range benefitted from tilt-and-telescopic reach adjustment on the steering column, while the driver’s seat likewise adjusted for height.
A look at the pre-facelift cabin (note the basic infotainment system).
Proven powertrains: The 2nd-gen i20 inherited its naturally aspirated Kappa petrol engines from the original model, albeit with a few tweaks (peak outputs for both the 1.2 and 1.4 fell slightly, probably in a bid to improve efficiency). The chain-driven motors and the transmissions were already well-proven, which meant there was no new or untested powertrain technology to go wrong in this generation.
Lengthy warranty: When the i20 was launched in South Africa, a 5-year/150 000 km warranty was included in the purchase price. However, from 1 February 2016, the Seoul-based automaker’s local distributor extended this standard plan to 7 years or 200 000 km by incorporating an additional 2-year/50 000 km powertrain warranty. That means later model-year examples on the used market today will still enjoy significant cover, provided their previous owners have not voided their warranties.
What are the disadvantages of a Hyundai i20?
SA-spec versions of the 2nd-gen i20 did without stability control.
Disappointing safety spec: Though ABS with EBD was standard, the IB-series i20 lacked a few safety features. For instance, it was never offered locally with electronic stability control nor ISOfix child-seat anchors, while only dual front airbags were included (all derivatives featured solid rear discs rather than drums, though) and the middle rear passenger had to make do with a lap belt. Disappointingly, Hyundai didn’t take use the opportunity of the facelift to add any safety kit. Of course, models in Europe were far better equipped in this department, which saw the i20 score 4 stars from Euro NCAP in 2015.
Fairly lacklustre engines: The i20’s engines were well-proven (and uncomplicated), but they lacked low-down grunt – a fact particularly apparent at altitude – compared with the turbocharged units utilised by some of the model’s competitors. The 1.2-litre mill, which made its peak torque at a high 4 000 rpm, laboured to perform brisk overtaking manoeuvres at highway speeds, while the 1.4-litre powerplant’s maximum twisting force arrived at 3 500 rpm. Interestingly, more tractable forced-induction mills were offered in Europe, but these didn’t even make it to South Africa, likely due to cost considerations.
A 2016 Hyundai i20 1.2 Motion with peeling paint (image via auctionoperation.co.za).
Peeling paint: We’ve seen several i20 units – most of which were finished in Polar White – suffer from flaking and peeling paint, sometimes referred to as paint delamination. The issue wasn’t restricted to a single area of the body, as we’ve noted the problem on the tailgate (the area below the screen is most commonly affected), the roof (often right above the windscreen) and even the bonnet. Though Hyundai Automotive SA didn’t ever publicly acknowledge this as a factory fault, we have heard of multiple instances of the company covering repairs, or at least contributing to the cost thereof.
How much is a used Hyundai i20 in South Africa?
Note the pre-facelift taillights and tailgate used on the 1.4 Active.
To reiterate, the i20’s warranty was extended from 5 years/150 000 km to 7 years/200 000 km early in 2016. The 1.2-litre variants included a 2-year/30 000 km service plan, while the 1.4-litre versions scored a slightly more generous 3-year/60 000 km plan (with intervals of 15 000 km in each case).
Of the used 2nd-gen Hyundai i20 listings on Cars.co.za at the time of writing, 66% featured the 1.2-litre engine (with the remaining 34% using the 1.4-litre motor), while 86% were specified with a manual gearbox. Fascinatingly, 1.4 Sport derivatives made up just 2% of all listings and 1.4 Active variants accounted for only 6%. The most popular trim level was the entry-level Motion at 65%.
Later models benefit from the longer warranty.
Mileages varied from just 7 242 km (on a 2018 1.4 Fluid 4AT) to 239 082 km (on a 2019 1.2 Motion). Despite issues around paint delamination for this colour, white was the most common hue at 42% of all listings, followed by silver (25%) and red (11%).
Below R125 000: There were limited options below this mark, with most being early model-year examples. Listed mileages weren’t nearly as high as we were expecting, with more than half displaying less than 100 000 km on their respective odometers.
From R125 000 to R200 000: This was the most densely populated pricing bracket at the time of writing, though only just (the R200k-to-R250k category was right on its tail). We found plenty of facelifted examples in this space, including the majority of the 1.4 Sport versions listed on our site. The most common model years here were 2018 and 2019.
From R200 000 to R250 000: Buyers on the hunt for a 1.4 Active would likely find themselves shopping in this section, which furthermore featured almost exclusively facelifted examples of the model. Every single example here was listed with under 100 000 km on its odometer.
R250 000 and up: Most of the listings above the R250 000 mark were from the 2020 and 2021 model years, though the 1.2-litre engine still dominated. The most expensive i20 we would unearth was a 2020 1.4 Active with 14 000 km on the clock, priced at R299 950.
Which Hyundai i20 should I buy?
Facelifted models boast a far more modern infotainment system.
So, which derivative is the pick of the bunch? Well, we’d opt for the 1.4-litre motor paired with the 6-speed manual gearbox since this combination delivered the best driving experience. Note, however, that the 1.4’s claimed consumption (at 6.5 L/100 km) was slightly higher than that of the 1.2-litre engine (and its 5-speed manual cog-swapper), which came in at 5.9 L/100 km.
Should your budget allow, we’d furthermore suggest narrowing your search to examples of the facelifted model, which benefited from items such as a far more modern infotainment system and, in some cases, extra standard kit (at the mid-cycle update, the 1.4 Fluid, for example, gained automatic headlights, a centre armrest, LED daytime running lights and leather trim for the ‘wheel and gear knob). Buyers who narrow their search to facelifted examples would likely also score the balance of that 7-year warranty.
And the trim level? Well, since the base Motion grade did without items such as alloy rims, foglights, rear-passenger air vents, rear electric windows and rear parking sensors, we’d point to the Fluid- or Active (if the latter’s packaging appeals to your sense of style) specification as offering the most value.
That brings us neatly to the post-facelift i20 1.4 Fluid 6MT as our recommended buy.
Is the Hyundai i20 a good used buy?
The 1.4 Fluid in manual (and facelifted) guise is our pick of the bunch.
In addition to the strong-selling locally built Volkswagen Polo and Cologne-produced 6th- and 7th-gen Ford Fiesta, the IB-series (2nd-gen) Hyundai i20 had to contend with the likes of the 4th-gen Kia Rio hatchback, the XP130-series Toyota Yaris, the Renault Clio IV, the X15-gen Opel Corsa, the 3rd-gen Mazda2 and the 3rd iteration of the Honda Jazz (a generation that was likewise sourced from India).
When new, the Hyundai i20 offered excellent value for money and the same goes for this model on the used market. If you’re not fussed about the lack of electronic stability control (across the range) and general lack of under-bonnet verve, well-cared-for examples of this B-segment hatchback can deliver a wonderful mix of practical packaging, comfortable ride quality and the potential for long-term reliability.
Facelifted GWM P-Series gains new 2.4 turbodiesel overseas
The facelifted GWM P-Series recently launched in China, complete with a new 2.4-litre turbodiesel engine. Could this more powerful motor be offered in South Africa, too?
Just over a year ago, the facelifted GWM P-Series was revealed at the Shanghai motor show, boasting fresh front-end styling and an overhauled interior. Now, the updated version of the bakkie has finally launched in China, complete with the option of a new 2.4-litre turbodiesel engine.
Yes, the double-cab version of the Chinese bakkie – which also wears the Cannon, Ute, Poa or Poer badge, depending on the country – can now be ordered in its domestic market with a choice of 3 engines. There’s a turbocharged 2.0-litre petrol motor (140 kW/360 Nm) as well as the 2.0-litre turbodiesel (120 kW/400 Nm) familiar from the current P-Series line-up here in South Africa.
The facelifted bakkie recently launched in China.
However, the big news for the Chinese market is the addition of a new 2.4-litre, 4-cylinder turbodiesel mill. Codenamed GW4D24, this engine generates peak outputs of 135 kW at 3 600 r/min and 480 Nm from 1 500 to 2 500 r/min. Drive is delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity oil-burning engine.
So, could this engine be offered in the SA-spec P-Series at some point? Well, considering the upcoming P500 will be available locally with the same 2.4-litre unit (alongside a 2.0-litre turbocharged petrol hybrid engine familiar from the Tank 300), we certainly wouldn’t be surprised to see the new motor eventually trickle down the range.
In China, the new 2.4-litre turbodiesel is mated to a 9-speed auto.
After all, its loftier outputs would close the gap to the likes of the Toyota Hilux’s 2.8-litre unit (150 kW/500 Nm) and the Ford Ranger’s 2.0-litre bi-turbodiesel engine (154 kW/500 Nm). As an aside, this oil-burning powerplant is also rumoured to be on the cards for the GWM Tank 300.
From what we understand, GWM South Africa plans to launch the facelifted P-Series locally in August 2024. For the record, the refreshed model on offer in China features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked.
Note the new 7-inch instrument cluster.
Inside, the revised P-Series gains a freestanding 7-inch colour LCD instrument cluster and a new 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia. The cabin employs fewer physical controls than before, which suggests more functions have been moved to the touchscreen, while we also spotted new steering-wheel and automatic gear-shifter designs as well as a change in orientation for the air vents (from vertical to a more conventional horizontal layout).
As a reminder, the current P-Series range launched in SA in December 2020. The local line-up currently comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs), with pricing running from R413 050 to R694 950.
The “commercial” version of the double-cab bakkie also gets the new engine in China.
All derivatives are powered by the aforementioned 2.0-litre turbodiesel motor generating 120 kW and 400 Nm, though there is a choice of driven wheels (4×2 and 4×4) and transmissions (a 6-speed manual gearbox and a ZF-sourced 8-speed automatic cog-swapper).
In 2023, the P-Series registered 4 462 sales (+6.7%) in South Africa, securing it 7th place on the list of Mzansi’s best-selling bakkies, ahead of established contenders like the Toyota Land Cruiser 79, Volkswagen Amarok and the Mitsubishi Triton. Over the opening 5 months of 2024, GWM registered 1893 units of the P-Series to remain in 7th, close behind the Rosslyn-built Nissan Navara.
We’ve uncovered pricing for the rejigged Haval Jolion range – now including Jolion Pro variants – ahead of the launch in South Africa. And, surprisingly, it’s cheaper than before!
GWM South Africa will soon roll out a revised Haval Jolion range, complete with new-to-Mzansi Jolion Pro derivatives. And Cars.co.za has uncovered local pricing ahead of the official launch.
With the updated line-up expected to hit the market later in June 2024, our information suggests the Chinese firm’s revamped Jolion portfolio will again comprise 8 front-wheel-drive derivatives, though plenty of trim-level reshuffling will take place.
For the record, the outgoing range’s pricing bookends stand at R348 350 and R579 950, while the rejigged line-up’s brackets are fascinatingly both lower and tighter at R345 950 and R516 950. More on individual-model pricing in a bit…
The big news (besides the price cuts, of course) is the arrival of the new Jolion Pro derivatives, which will be sold alongside selected surviving standard Jolion variants. At 4 470 mm long, the Jolion Pro – which wears the “Chitu” nameplate in the brand’s domestic market – is 2 mm shorter than the standard version of the crossover but measures 24 mm wider (at 1 898 mm) and stands 44 mm taller (at 1 625 mm).
Pro-badged derivatives, as pictured here, are set apart by items such as a model-specific grille (with vertical bars), a sportily styled front lip, chunky side skirts, black exterior door handles, a cheeky rear spoiler and a taillamp design that spans the width of the vehicle. In addition, the Jolion Pro’s daytime running lights are separate from its headlight clusters.
According to our information, the revised range will include 3 standard Jolion derivatives (with minor styling updates) and 5 new Jolion Pro variants. However, the outgoing line-up’s powertrains are set to continue unchanged.
The Jolion 1.5T City – equipped with a 105 kW/210 Nm turbocharged 1.5-litre, 4-cylinder petrol engine and a 6-speed manual gearbox – again plays the entry-level role, though its price drops slightly to R345 950. Standard features for the base model include a 10.25-inch touchscreen, fabric upholstery, 17-inch alloy wheels, cruise control, 4 airbags, ABS with EBD, stability control, tyre-pressure monitoring, keyless entry and 3 rear parking sensors.
Next comes the Jolion 1.5T City Plus DCT (R370 950), which upgrades to a 7-speed dual-clutch transmission and a new “City Plus” trim level. This fresh grade features items like automatic headlamps, rain-sensing wipers, a leatherette-trimmed (as opposed to polyurethane) steering wheel, a reverse-view camera, hill-descent control and dual-zone automatic (rather than manual) air-conditioning. From what we understand, the Jolion 1.5T Luxury DCT carries over (as something of a “limited edition”) but at R420 950 is interestingly R8 700 less expensive than before.
And the Pro models? Well, the Jolion Pro 1.5T Premium DCT (R391 150), Jolion Pro 1.5T Super Luxury DCT (R425 950) and Jolion Pro 1.5T Ultra Luxury DCT (R462 950) – the latter also representing a new grade for the range – all use the same 105 kW/210 Nm powertrain, with the 7-speed dual-clutch cog-swapper standard in each case.
The Premium grades comes with items such as dedicated drive- and steering modes, along with 4 rear parking sensors, though reverts to manual air-con. From the Super Luxury level up, leatherette upholstery (and an electrically adjustable driver’s seat), a panoramic sunroof, a 7-inch (rather than 3.5-inch) instrument cluster, a 12.3-inch touchscreen, 2 extra airbags (for a total of 6), various driver-assistance systems, LED headlamps and 18-inch alloys are all standard.
What about the “S” derivative? Well, this treatment has now been reserved for the Jolion Pro S 1.5T Ultra Luxury DCT, priced at R495 950. As a reminder, power comes from an uprated version of the aforementioned turbocharged 1.5-litre motor, which here offers 130 kW and 270 Nm to the front wheels. This model furthermore upgrades to multi-link rear suspension, as opposed to the more basic torsion-beam arrangement employed lower in the range.
Finally, there’s the flagship hybrid variant, which is now available exclusively in “Pro” form (and also features a multi-link rear suspension set-up). Priced at R516 950, the Jolion Pro 1.5 HEV Ultra Luxury DHT is a considerable R63 000 cheaper than the outgoing Super Luxury version of the hybrid. It retains the combination of a naturally aspirated 1.5-litre petrol engine (with a CVT), an electric motor and a battery pack, with unchanged peak outputs of 140 kW and 375 Nm.
Covering the top 3 models, the Ultra Luxury grade further includes items such as wireless smartphone charging, heated front seats, a ventilated driver’s seat, electric adjustment for the front passenger seat, extra rear parking sensors (for a total of 6), front parking sensors, a 360-degree camera system, a head-up display, ambient lighting and yet more driver-assistance systems.
In 2023, the Jolion was easily GWM SA’s best-selling model range, hitting a total of 8 604 registrations (or a monthly average of 717 units), according to figures reported to Naamsa. After the opening 5 months of 2024, the Jolion’s tally stands at 2 822 units.
How much do the Haval Jolion and Jolion Pro cost in SA?
Haval Jolion 1.5T City – R345 950
Haval Jolion 1.5T City Plus DCT – R370 950
Haval Jolion Pro 1.5T Premium DCT – R391 150
Haval Jolion 1.5T Luxury DCT – R420 950
Haval Jolion Pro 1.5T Super Luxury DCT – R425 950
Haval Jolion Pro 1.5T Ultra Luxury DCT – R462 950
Haval Jolion Pro S 1.5T Ultra Luxury DCT – R495 950
Haval Jolion Pro 1.5 HEV Ultra Luxury DHT – R516 950
Standard models come with a 5-year/100 000 km warranty and a 5-year/75 000 km service plan, with the Jolion Pro models upgrading to a 7-year/200 000 km warranty (with the hybrid derivative furthermore scoring 8 years or 150 000 km of coverage for the battery).
*This article was originally published on 7 June 2024.
Here’s the 4th-generation and all-new BMW X3. The luxury mid-size SUV will be going on sale in SA before the end of 2024.
This is the all-new BMW X3 and it brings numerous changes to the party, both inside and out.
If you’re after an all-electric BMW X3, then you’re going to have to wait for the new-gen iX3 that will only be revealed in 2025. That will be based on the Neue Klasse architecture.
For the rest of us which want internal-combustion power, the all-new X3 will be the one to have. It’s similar in size to the outgoing model and features a wheelbase of 2 865 mm. The newcomer sits a touch lower than the predecessor and there have been tweaks to the track, body structure, steering to ensure a more precise drive.
The badging and naming structure has changed slightly, with ‘i’ being deleted. Essentially, the xDrive 30i has become the xDrive 30 and the M40i has been superseded by M50.
All-New BMW X3 Engines and Performance
The sporty M50 will be the flagship until the mighty X3 M Competition is revealed, which we expect in 2025. The M50 gets standard adaptive dampers, M Sport brakes, 20-inch alloy wheels, a trick rear differential and quad exhaust pipes. We’re happy to report the iconic 3.0-litre turbocharged 6-cylinder petrol B58 has been retained, but mild-hybrid tech has been added and outputs increased. There’s now 293 kW and 580 Nm on offer. BMW claims a 0-100 kph time of 4.6 seconds.
The xDrive 30 uses a 2.0-litre turbocharged four-cylinder petrol, again with mild-hybrid tech and that makes 184 kW and 400 Nm. For those after diesel, BMW has confirmed there will be a 2.0-litre turbocharged 4-cylinder and that makes 145 kW. From what we can see, all new X3 units feature all-wheel drive and 8-speed automatic transmissions.
The cabin sees the debut of BMW’s Operating System 9 which allows for over-the-air updates and plenty of digital enhancements like gaming and streaming music services. BMW says there are new high-quality materials used and the standard specification is more generous across the range.
When will the new BMW X3 launch in South Africa?
BMW SA confirmed the new-gen X3 will be sold from the 4th quarter of 2024.
It’s official! VW finally confirms new (small) bakkie
It’s no longer just a rumour: Volkswagen has confirmed plans to build a new (small) bakkie in Brazil. Could this be the unibody pick-up pencilled in for SA production, too?
Volkswagen has announced a fresh R$3-billion (R9.9-billion) investment into its São José dos Pinhais factory in Brazil, finally confirming plans to build a “new pick-up” at the facility. Yes, this is surely the German firm’s long-rumoured new (small) bakkie.
The plant currently produces the T-Cross, while this latest investment will see the Virtus (or what we know as the Polo Sedan) added to the assembly line from 2025, with the new “unprecedented pick-up” (for the “Brazilian market and export”) set to follow at a later stage.
The Tarok concept of 2018 may provide some clues to the new bakkie’s styling.
Why is this potentially relevant to us here in South Africa? Well, in April 2024, the German automaker announced a R4-billion investment in its Kariega facility in the Eastern Cape, which is scheduled to start producing a new small SUV from 2027. This as-yet-unrevealed model will ride on the same MQB-A0 platform as the Polo, T-Cross and other small VWs.
A year earlier, Martina Biene, chairperson and managing director of Volkswagen Group SA (now VW Group Africa), revealed to Cars.co.za that “there is hope” for a Kariega-built half-tonne bakkie spun off this new mystery SUV. Considering Biene also told us the upcoming small SUV “is kind of in partnership with Brazil”, there’s a strong chance that the new pick-up now confirmed for Brazil is also the small bakkie that VW hopes to produce in Kariega.
Though the Wolfsburg-based automaker’s latest announcement from Brazil revealed no details of the new (surely unibody) bakkie, earlier reports suggested it would use a double-cab body style and resemble the Tarok concept revealed at the São Paulo International Motor Show way back in 2018. Biene, meanwhile, earlier hinted to us that it would be a “bigger than half-tonne” model with a 750 kg payload.
We expect the new sub-Amarok bakkie – which a February 2024 report claimed would wear the “Udara” badge, though we suspect the since-uncovered “Taroko” nameplate would be a better fit – to be a little larger than the long-in-the-tooth Saveiro, a likewise unibody model that has never been on the table for South Africa as it’s produced exclusively in left-hand-drive form.
The new bakkie is likely to be a little bigger than the aging Saviero.
Indeed, Biene earlier told us numerous feasibility studies on a possible local introduction of the Saveiro had been conducted over the years, but each one indicated that converting the Latin America-only bakkie to right-hand-drive would be a prohibitively expensive exercise.
“We’ve done multiple calculations [in an attempt] to get the current Saveiro converted to right-hand drive. Unfortunately, the downside of our Brazilian partnership is that all these [Latin American] countries are left-hand-drive countries,” she explained. The answer, then, would be to build a small bakkie at Kariega instead.
The new bakkie should slot in below the Ford-built Amarok.
It’s worth noting that VW has offered a small bakkie in SA before in the form of the Mk1 Golf-based Caddy, which traced its origins all the way back to 1978. Volkswagen’s facility in Kariega (earlier named Uitenhage) produced this model from 1981 until 2007.
In addition, the German firm currently has an SA-built bakkie in its range, since the 2nd-generation Amarok is manufactured by Ford alongside the Ranger at the Blue Oval brand’s Silverton factory.
Mercedes-AMG C63 S E Performance vs BMW M3 Competition xDrive
Historically, the Mercedes-AMG C 63 and BMW M3 have had an intense rivalry. Now with the all-new hybridized Mercedes-AMG C63 S E Performance on sale in South Africa, the battle for supremacy is as intense as it’s ever been. Take a look at how these high-performance sedans stack up against each other!
Are you looking to buy the new Mercedes-AMG C63 S E Performance or is the BMW M3 Competition xDrive winning your heart?
The all-new BMW M3 Competition arrived in South Africa in the first quarter of 2021 (the M3 competition xDrive arrived later) and despite its polarising appearance, its impressive performance credentials have meant that it’s been fairly well received by South African M fans. When it arrived, the outgoing V8-powered Mercedes-AMG C63 S was left looking and feeling a bit old.
Then, news broke that the new C63 would drop its V8 power for a 2.0-litre hybrid powertrain. AMG fans cried while BMW fans had a giggle. Now, with the new locally-assembled, Mercedes-AMG C63 S E Performance going on sale in South Africa, the jokes are over and the stage is set for yet another epic battle.
For buyers planning on purchasing either of these high-performance machines, it’s worth looking at some key differences in terms of performance, interior execution and technological features.
Mercedes-AMG C63 S E Performance vs BMW M3 Competition xDrive
Performance and Efficiency
Mercedes-AMG C63 S E Performance
BMW M3 Competition xDrive
Engine
2.0-litre turbopetrol engine + rear electric motor + 400V, 6.1 kWh battery
3.0- litre twin-turbocharged, 6-cylinder
Power
500 kW
375 kW
Torque
1 020 Nm
650 Nm
Transmission
9-speed multi-clutch automatic
8-speed ZF automatic
0-100 kph
3.4 seconds
3.5 seconds
Top Speed
280 kph
290 kph
Fuel consumption
10.5 L/100km
10.2 L/100km
Kerb Weight
2 111 kg
1 820 kg
The new Mercedes-AMG C63 S E Performance delivers staggering outputs and its performance is mightily impressive despite lacking the much-loved soundtrack of the previous-generation V8.
With a fully-variable all-wheel drive system (including Drift Mode) and active rear-axle steering, the new C63’s handling is sharper and more dynamic than the model it replaces. It’s worth noting that it has gained weight, 291 kg in fact, and now weighs 2 111 kg. While it’s more dynamically capable than its V8 sledgehammer predecessor, we’re not convinced it’s as nimble as the BMW M3.
It’s performance, however, defies the confines of its dimensions and with a zero to 100 kph sprint time of 3.4 seconds, it’s fast and feels faster than this claim suggests. Yes, times have changed and this is an electrically-assisted AMG C63, but it’s an entirely special package in its own right.
The BMW M3 Competition xDrive goes toe-to-toe with the new AMG C63 S E Performance, but unlike the Merc, it foregoes any electric trickery and unleashes raw 6-cylinder goodness from its twin-turbocharged 3.0-litre petrol engine. Yes, the Merc has bigger power and torque muscles, but the M3 Competition is a strong performer and, importantly, lighter!
BMW M cars have long been praised for their dynamic handling ability and the current generation M3 is formidable in this regard. In fact, from a dynamic handling perspective, the M3 is a sharper weapon in the corners.
Despite the vast differences in powertrains, the M3 Competition holds its own with a claimed zero to 100 kph sprint time of 3.5 seconds!
The only thing left to do is stage a drag race! Which one of these high-performance sedans do you think will cross the finish line first?
AMG sport seats (AMG Performance seat optional). Leather/Nappa
M sports seats in Merino leather (M carbon bucket seats optional)
Steering wheel
AMG Performance steering wheel
M Performance steering wheel
With technology trickling down from the new S-Class, the new AMG C63 S E Performance inherits its interior bits from the new C-Class, both of which are built right here in East London, South Africa. The interior of the new Mercedes-AMG C63 S E Performance looks like a technological tour de force.
In comparison, the BMW M3 looks far more understated. In South Africa, both the M3 and M4 are sold with a carbon interior package as standard which includes carbon-fibre trim spread liberally around the cabin, adding additional performance appeal to match the M3’s intentions.
Let’s talk money: What does the new Mercedes-AMG C63 S E Performance cost in South Africa?
The price of the new Mercedes-AMG C63 S E Performance starts from R2 500 810 (before options) and buyers can also opt for the limited edition F1 Edition for R2 808 310 as of June 2024. The Merc is sold with a 2-year/unlimited km warranty and a 5-year/100 000km maintenance plan.
Comparatively, pricing for the BMW M3 Competition xDrive starts from R2 098 002, so it’s significantly cheaper than its newer rival. But… on paper at least, the BMW matches the Merc in straight-line performance and dynamically excels in dynamic handling. The M3 is also sold with a 2-year / unlimited km warranty and a 5-year / 100 000 km maintenance plan.
Many purists can’t fathom how the AMG 63 S went from a V8-burbling monster to a partially electrified 2.0-litre Bahn stormer. Still, regardless of how each marque arrived at this point, both these machines offer undeniable performance brilliance.
Let us know which one of these high-performance machines you prefer and perhaps more importantly, which one do you think will win in a quarter-mile drag race? It’s bound to be very close…
It is rare, in this day and age, to consider describing a new car as a “good value for money” if it costs north of R2.5 million. However, the Range Rover Sport is no ordinary luxury SUV. It’s truly special. We review the Range Rover Sport D350 Autobiography.
We like: Sumptuous comfort, balance of performance and efficiency, refinement
We don’t like: A few trim pieces lack tactile quality
The Range Rover Sport’s smooth sheet metal aids aerodynamic efficiency… and contributes to a distinctive look.
Now in its 3rd iteration, the Range Rover Sport has become one of the most successful products in the JLR portfolio. Even though it’s pricier than similarly-sized (and -powerful) offerings from German brands, customers the world over believe the model offers something a little extra to justify its premium pricing.
The subject of this Range Rover Sport review is the D350 Autobiography, powered by the marque’s refined Ingenium 3.0-litre inline-6-cylinder turbodiesel engine. In Autobiography trim, it offers flagship luxury and, for some buyers, it may very well be all the Range Rover they’ll ever need. Priced at around R2.5 million before options, however, can it truly justify its premium over its capable German rivals?
The D350 Autobiography test unit was specified with handsome, arch-filling 23-inch gloss black alloys.
Design and Features
Range Rover’s contemporary (2024) design language is characterised by smooth sheet-metal surfaces devoid of unnecessary “frills”. Even the door handles retract into the doors when not needed, resulting in a polished overall look. Our test unit’s appearance was further enhanced by a striking Sunrise Copper paint finish that brilliantly accentuated the taut surfaces. It is, however, a pricey option at over R154k!
The Black Exterior Pack makes the Range Rover Sport appear more menacing and emphasises the “floating-roof look”.
Although the Range Rover Sport follows the design template of other JLR products very closely and is, therefore, instantly recognisable as a Range Rover, it still has more than enough presence to turn heads.
The 23-inch gloss black wheels (a R10 860 option), wide track and several blacked-out elements (part of the Black Exterior Pack, which costs a further R29 100) endowed “our” (oh, we wish!) Range Rover Sport D350 Autobiography test unit with a menacing appearance that most onlookers seemed to love.
The tasteful contrasting colour scheme of the D350 Autobiography is complemented by splendid finishes
Hop up and into the Range Rover Sport and you’re presented with a cabin that will leave you in no doubt that you’re seated in a rather special space that’s smartly finished and trimmed in a lovely mix of colours and materials. Our test unit featured “Light Cloud” white leather and trim, combined with Ebony finishes.
Black suede featured on the pillars and roof, while the doors were lined with attractive grey cloth. The only minor criticism is that some trim pieces, such as the “stone-textured” door inlays, felt a bit “fake”.
Kudos for the creative combination of electric seat adjustment and memory buttons, but the back panel looks a bit faux.
The JLR team deserves to be commended for how it has created a luxurious interior that embraces classical elements, but at the same time, includes all the modern features and tech you may want.
The digital instrument cluster boasts crisp graphics and can be set to display a traditional analogue set-up or show details such as a digital speed readout, flanked by media, navigation- or off-road info.
The digital instrument panel is highly customisable; we favoured this simple segmented configuration.
The large centre infotainment screen (powered by JLR’s latest Pivi Pro software) is also highly impressive (if not class-leading). Again, the displays are beautifully crisp and the system is quite intuitive to operate.
Some members of our test team lamented the absence of physical buttons for often-used features (such as ventilation controls), but at least there are digital shortcut keys that remain prominent on the screen.
The interface of the JLR’s Pivi Pro infotainment system looks crisp, operates slickly and is intuitive to use.
In the best Range Rover tradition, you sit fairly high in the Range Rover Sport, but the raised transmission tunnel does make the model’s front-seat positions feel slightly “sportier” than in the full-fat Range Rover.
Visibility out of the vehicle is great and also beneficial for off-roading – a talent that Range Rover emphasises is still very much present in this model.
The Range Rover Sport’s shapely front seats are superbly comfortable and feel sportier than expected.
The rear occupant space (including legroom) is comparable to what is on offer from the likes of the BMW X5 and Mercedes-Benz GLE. The seats themselves are also superbly comfortable, making longer trips a pleasure for those who are ensconced in the rear.
The Range Rover Sport offers sufficient rear occupant space. Note the rear climate-control console.
And, on the subject of long-distance family trips, the claimed load-bay capacity is a generous 647 litres, but utility space (with the seats folded down) can’t quite match what is offered by the X5 and GLE. Still, for such an opulent vehicle, the Range Rover Sport cabin offers excellent general usability and flexibility.
Although the Range Rover Sport lags behind its rivals in terms of utility space, it has a suitably large load bay.
As expected, the Range Rover Sport is lavishly equipped with features, but there are some very desirable options too. The test unit featured a Meridian Signature Sound system (priced at R63 500), for example.
A Meridian 3D Surround System, by contrast, is standard fitment, along with 4-zone climate control, surround-view camera system, wireless device charging, rear door sunblinds and much, much more.
The 360-degree camera system proves its worth whether you’re parking – or tackling tricky off-road terrain.
Performance and Efficiency
Turbodiesel-powered derivatives are disappearing from the new-vehicle market, but they remain a force in the large-SUV segment and with good reason… The Range Rover Sport D350 Autobiography‘s powerplant certainly served as an impactful reminder of just how convincing this type of engine can be.
The D350 Autobiography offers plenty of performance, allied with a more than acceptable level of fuel efficiency.
The D350 Autobiography’s 3.0-litre inline-6 (and mild-hybrid) turbodiesel produces 258 kW and 700 Nm of torque – in truth, those are not class-leading peak outputs, but they proved conducive to impressive performance nonetheless. Range Rover claims a 0-100 kph of 5.8 sec for this derivative and we virtually matched that time when we tested the test unit (5.84 sec). Suffice it to say, it is no slouch.
More importantly, the Range Rover Sport delivers its performance with admirable refinement, which also embellishes its general driving experience. Most of the time, the engine is virtually inaudible, and the 8-speed auto transmission shifts between cogs quickly and smoothly. Combined with low NVH (noise, vibration and harshness) and a supple ride quality, the D350 Autobiography is very relaxing to pilot.
You can actuate manual gear shifts with the steering-wheel-mounted paddles… not that you’re likely to do that often.
Drive with efficiency in mind (indeed, the Range Rover Sport’s suite of drive modes includes an ECO setting) and you might even get close to achieving the claimed average fuel consumption figure of 7.4 L/100 km. In reality, however, a figure of around 8.2 L/100 km is more realistic – and still excellent.
Of course, with all that torque at its disposal, the D350 Autobiography should prove a great vehicle for towing trailers – it does boast a 3.5-tonne (braked) towing capacity and Trailer Stability Assist system.
It’s a credit to JLR’s electronic stability- and chassis systems that the Range Rover feels so wieldy, considering its size.
Our test unit featured the Advanced Tow Assist feature, which allows you to reverse a trailer while the Range Rover takes care of the steering – a very useful extra for a not-unreasonable price of R7 700.
Ride and Handling
At the core of the new Range Rover Sport is the brand’s so-called MLA-Flex mixed-metal architecture. This platform is 35% stiffer than the one that underpins the previous-gen Range Rover Sport model, and on top of this reassuringly solid base, Range Rover has added a host of advanced chassis systems to improve on-road comfort, dynamism and off-road performance.
The Range Rover’s sophisticated air suspension more than makes up for the fitment of low-profile tyres.
One of those systems is called New Dynamic Response Pro – it is largely in charge of body control and works in conjunction with switchable-volume air springs (an innovation) to minimise roll in the corners.
Then there is Dynamic Air Suspension, which varies the pressure within the chambers to provide a mix of Range Rover-befitting comfort and the dynamism we’ve come to expect from a Range Rover Sport. Also, Adaptive Dynamics 2 continuously monitors external factors to further fine-tune ride comfort.
Terrain Response continues to make off-roading easy for 4x4ing novices – choose a mode, or simply leave it in Auto.
You don’t have to drive very far in the Range Rover Sport to fall in love with the way it rides; it’s supple in a way that no car fitted with such large wheels should be, and yet it is not clumsy in the corners either.
The clever tech does its job quietly in the background, but whether you’re aware of it or not, you will be left in awe of this rather hefty SUV’s ability to transform from a luxurious, softly-sprung, quiet cruiser, to a rapid cross-country blaster and, of course, serious off-road machine.
Undoubtedly playing roles in the Range Rover Sport’s ability to deliver a level of dynamism that belies its high centre of gravity are all-wheel steering, torque vectoring and an electronic active differential.
The Range Rover Sport allows you to use adaptive cruise control when cruising on the road – or off it.
If you plan to exploit the SUV’s off-road talents more often than most Range Rover Sport buyers will (which isn’t a helluva lot), you may want to choose more suitable rubber. Our car’s tyre spec made us hesitant to venture too far into the rough, but the numbers and the tech paint a promising picture…
Terrain Response is a proven quantity, but the Sport adds adaptive off-road cruise control to make it even easier to navigate tricky surface conditions. As standard, you get a single-speed (high-range only) transfer box, but our test unit featured an optional 2-speed (high/low range) ‘box priced at R8 800.
The ability to adjust the ride height is handy whether you’re off-roading with, or getting into, the vehicle.
The Range Rover Sport’s adjustable air suspension setup allows you to raise the vehicle from its default ground clearance (216 mm) to 280 mm to improve the approach, departure and breakover angles.
Range Rover Sport price and After-sales support
The Range Rover Sport D350 Autobiography featured in this review sells for R2 520 300 (June 2024) before options. The price includes a 5-year/100 000 km warranty and a 5-year/100 000 km maintenance plan. Equipped with all its described optional extras, the price of our test unit came to R2 821 945.
Such is the heightened appeal of the Range Rover Sport, that comparisons with a BMW or ‘Benz feel inappropriate.
Verdict
If you’re looking for a premium SUV that is also a status symbol with genuine off-road capability, then it will be difficult to beat the breadth of ability and appeal offered by the Range Rover Sport, particularly in D350 Autobiography guise. It is by no means cheap, but all members of our test team reported the same thing – the Range Rover delivers a driving experience that is simply beyond the capabilities of its rivals.
In some ways, comparing it with the likes of the BMW X5 and Mercedes-Benz GLE, or even the Maserati Levante, appears to be misguided, because the Range Rover Sport feels more like a suitable alternative to the exotic Bentley Bentayga, to name but one example. If you consider that pricing for the Bentaya begins at above R5 million and even a well-optioned D350 Autobiography (as featured in this review) costs less than R3 million (June 2024), the Range Rover Sport almost seems like a bargain, doesn’t it?
The limited-run Mercedes-AMG C63 S F1 Edition will be sold in SA for just one year. Here’s a look at what you get and pricing.
The Mercedes-AMG C63 S E Performance touched down in South Africa in June 2024 and has been joined by a special limited-run version. The Mercedes-AMG C63 S F1 Edition looks quite radical in comparison its standard sibling.
Featuring the exclusive Manufaktur Alpine Grey uni paint finish, 20-inch AMG forged wheels painted in matte black with red striping, and AMG decals in an ombre gradient style, the F1 Edition is said to look near identical to the official F1 Medical Car, which is a C63 station wagon.
Aside from the paint and wheels, there are some high-gloss black elements like the quad exhausts, radiator grille, model badging, mirror housing and the AMG fuel filler cap is finished in silver chrome.
Climb inside and the AMG Performance seats are finished in exclusive back nappa leather red stitching and embossed AMG logos in the headrests. The AMG Performance steering wheel is finished in nappa leather/Dinamica microfibre with further red stitching. For added exclusivity, there are specific AMG floor mats and special Edition badge. Customers will also receive an AMG indoor car cover which will help protect the vehicle from scratches and dust.
It’s not just a cosmetic kit as the vehicle comes with the AMG Aerodynamics Package which is claimed to enhance the handling at higher speeds. There’s a diffuser board, larger front splitter and a boot lid lip.
As a reminder, the Mercedes-AMG C63 S F1 Edition is powered by a 2.0-litre turbocharged 4-cylinder petrol hybrid engine. The petrol engine works in tandem with an electric motor to deliver 500 kW and 1020 Nm, making it the most powerful C63 ever built.
How much does the Mercedes-AMG C63 S F1 Edition cost in South Africa?
The C63 S F1 Edition is sold with a standard 2-year/unlimited kilometre warranty and 5-year/100 000 km maintenance plan.
