Back from the dead? 5 axed vehicles returned to the charts last month
Every now and then, a discontinued nameplate briefly returns to South Africa’s new-vehicle sales charts. Remarkably, there were 5 such instances in March 2023. Let’s take a quick look at the fleetingly resurrected…
We noticed something rather interesting when combing through South Africa’s detailed new-vehicle sales charts for March 2023. Sales of as many as 5 nameplates that are technically no longer available locally were reported, each adding a tiny handful of registrations to its brand’s overall tally.
Yes, this quintet of vehicles briefly returned from the dead, appearing on the sales charts despite no longer being listed on their respective manufacturer’s local website. How, you ask? Well, we’re guessing it’s simply a case of old stock finally having been shifted. Let’s take a closer look…
Jaguar XF
The Jaguar XF was quietly discontinued in South Africa around November 2022, with the British firm’s local division confirming to Cars.co.za the following month that the sedan was officially “no longer available in South Africa” (bringing to an end the brand’s long run of saloon models, with the XE axed in 2021 and the XJ killed off in 2019). However, a single example of the XF luxury sedan was – rather unexpectedly, it must be said – registered in March 2023, after having not appeared on the charts for months.
Mahindra XUV500
The Mahindra XUV500 – which had last received an update in 2018 – was put out to pasture towards the end of 2022, when the new XUV700 touched down in South Africa as its successor. Despite the lack of new XUV500 stock coming into the country, the Indian brand’s local division sold 2 units in March 2023 (along with 4 units in the opening month of the year and zero in February).
Mahindra KUV100 Nxt
When recently examining the performances of SA’s least-expensive new cars, we noticed Mahindra KUV100 Nxt sales had tapered off markedly through 2022 (falling from 175 units in May to just 5 units by December). Now, the diminutive model has disappeared from Mahindra South Africa’s website, but 3 examples were nevertheless registered on the sales charts in March 2023.
Toyota Prius
In September 2022, after a 17-year run on the local market, Toyota South Africa Motors silently pulled the plug on the Prius nameplate, putting its pioneering hybrid out to pasture for good. In addition to the 3 units registered locally in March 2023, the Japanese firm sold 2 examples in the opening month of the year (and none in February).
Nissan Terra
In April 2022, Nissan South Africa told Cars.co.za all of its “limited” Terra stock had already been “allocated to customers”, with no plans to import more units. Indeed, the so-called “Fortuner fighter” didn’t even make it onto Nissan SA’s website. Somehow, though, 4 more examples of the ladder-frame SUV found homes in March 2023, in addition to a single unit registered the preceding month.
6 more cars to exit SA in the coming weeks or months
Any honourable mentions? Well, there are at least 6 models that will be scrapped locally in the coming weeks or months. For instance, stock of the no-longer-in-production Ford EcoSport appears to be fast running dry, with just 280 units sold locally in March 2023 (down from 866 units in the same month in 2022).
The Kia Rio should be around until the end of the year (the next-gen model unfortunately won’t be produced in right-hand-drive form), but its tally slipped to 185 units last month. Time is running out for the Toyota Agya (178 units), too, which will soon be replaced by the Vitz (which is effectively a rebadged Celerio).
It’s not often that one can say that a R1-million-plus vehicle represents “excellent value for money”, but in the case of the updated Hyundai Palisade, that statement rings true.
We like: Spaciousness, build quality, infotainment and safety tech, value for money
We don’t like: Some may find it a little underpowered, comparatively low tow rating
The front-end execution of the 2023 Hyundai Palisade is now much bolder and SUV-inspired, courtesy of a blacked-out grille.
What’s new about the 2023 Hyundai Palisade?
When the Palisade arrived in South Africa about 2 years ago, a few detractors remarked that a Hyundai with a price tag in excess of R1 million had “little to no chance of succeeding” in our market. Whether it has “succeeded”, or not, is debatable – Hyundai Automotive SA has sold just over 250 units of the model to date, but given the recent arrival of the facelifted version, it seems that the Palisade is here to stay.
The 2023 Hyundai Palisade is only slightly pricier than the pre-facelift model but sports an extensively revised cabin loaded with the latest tech, as well as fresher exterior styling. Therefore, the model is now arguably better priced than before and could make a bigger dent in the market. But where does it fit in?
The revised tail lamps help to broaden the look of the 2023 Hyundai Palisade at the rear.
What we have here is essentially a large family car disguised as an SUV. While it does offer a modicum of “off-road” ability, it is not really a 4×4 in the mould of a Ford Everest or Toyota Land Cruiser Prado, which are similarly priced. No, the unibodied Palisade (as opposed to the Toyota and Ford, both of which are based on ladder-frame chassis) is designed for maximum spaciousness, refinement and practicality; plus it’s capable of getting its tyres slightly dirty when required. So, it’s not quite an adventure SUV, then…
It’s easy to distinguish the facelifted Palisade from its predecessor. Up front, the shapely, chrome-finished grille has made way for a squared-off maw clad in piano black, flanked by vertical arrays of “ice-block” lamps and elongated LED running lights on either side. The updated Palisade certainly has a more commanding presence and drew many favourable comments during the model’s tenure in our test fleet.
The 2023 Hyundai Palisade is slightly longer than the pre-facelift version and fitted with revised 20-inch alloys.
As for the flanks, eagle-eyed observers will notice the revised 20-inch alloy wheels and, perhaps, that the model has grown 15 mm longer. At the rear, changes are minimal; the most notable update is that the tail lamps are more integrated into the flow of the rear bumper (to accentuate the width of the vehicle).
Inside, the most obvious revision is the larger (12-inch) infotainment touchscreen (more on that later). Fit-and-finish is excellent – top-notch materials give the Palisade a cabin ambience worthy of its price tag. We liked the satin silver mesh-like trim on the centre hang-down section and transmission tunnel in particular… It looks classy, doesn’t show dust as easily as piano black, and seems scratch resistant.
The 2023 Hyundai Palisade’s interior has exemplary fit-and-finish, with quality materials and tasteful trims.
When seated in the cossetting driver’s chair, the elaborate width of the Palisade cabin is immediately apparent – the front passenger seat seems further away from the driver’s than even in the new Everest, for example, which is anything but a narrow vehicle. Overhead, there is a sunroof (not panoramic), and a second sunroof, which is individually operated (from the front), for 2nd-row passengers.
The test vehicle was an 8-seater – with a bench in the 2nd row, as opposed to the pair of captain’s chairs in the 7-seater version (there is no price difference between them). The middle row can, in actual fact, accommodate a trio of 1.8-metre tall adults in comfort, with plenty of knee-, shoulder and head-room for all. It can also slide fore – to increase comfort for those in the 3rd row, or aft – to free up more legroom.
The 2nd row can slide fore and aft and it’s easy to flip a section forward to allow easy access to the 3rd row.
Furthermore, 2nd-row passengers have access to their own climate control system and the seats are heated and ventilated! The rear doors boast two drinks holders each, as well as window blinds. A 12V power outlet is provided and USB-C ports have been integrated into the front seatbacks – very neat!
Folding and sliding the 2nd row forward (to gain entry into the 3rd row) is as easy as pressing a little button. While three safety belts are provided for the occupants of the rearmost row, which can definitely accommodate 3 children or 2 smaller adults, the space is too tight to seat three 1.8-metre adults, for example. Still, the space is impressive and, once again, drinks holders and USB-C outlets are provided.
When its rear seats are stowed, the Palisade’s load bay extends to offer plenty of additional luggage space.
The most impressive aspect of all, perhaps, is that even when all its seats are occupied, the Palisade provides a decent amount of luggage space behind the 3rd row. The boot floor also lifts up to reveal even more packing space for some soft bags (the spare wheel is mounted underneath the vehicle).
To fold down the rearmost row, all you have to do is pull on the cords on the seatbacks. Suffice it to say, when the 3rd row is folded away, the load bay is nicely square-shaped and positively cavernous. Two buttons (mounted on the side of the load bay) allow you to fold down the 2nd row remotely, and then the space is van-like. We’re confident no other SUV at the price offers as much utility space as the Palisade.
Whereas the 2.2-litre 4-cylinder turbodiesel engine is a bit of a workhorse, it’s an admirably frugal motor.
Performance and Efficiency
If there is a weak link in the Hyundai Palisade’s armoury, it’s located under the pseudo-SUV’s bonnet. Don’t misunderstand us: there is nothing inherently wrong with the 2.2-litre 4-cylinder turbodiesel, it’s just that the 142kW/440Nm powerplant is outgunned by its major rivals. When you stand outside the vehicle while its engine is running, you’ll also notice that it generates quite an agricultural sound. Inside, however, Hyundai has done an impressive job of stopping that engine noise from entering the cabin.
The gearbox is an 8-speed automatic that does an impressive job of keeping the Palisade in its peak-torque band, so it never really feels underpowered. However, when cruising at near the national speed limit with a full complement of passengers and luggage on board, overtaking manoeuvres require some planning (and sufficiently large gaps). Around town, however, you’re unlikely to find it underpowered.
The 2023 Hyundai Palisade has a transmission console, not a -lever. Note the adjacent buttons for seat heating and cooling.
The key attribute that plays in its favour in this regard is weight. Thanks to its unibody construction, the Hyundai Palisade is about 500 kg lighter than its Everest and Prado rivals and, as a result, it has less weight to lug around. This also has a positive impact on fuel consumption. Hyundai claims an average figure of 8.2 L/100 km, and we achieved an indicated figure of just below 10 L/100 km (in a mix of urban and freeway driving), which is fair for a vehicle of this size (and its likely usage patterns); it’s certainly more efficient than the Everest. There are 4 drive modes to choose from: Smart, Sport, Comfort and Eco.
The Palisade may not suit buyers who need a strong towing vehicle though. Its maximum tow rating (for a braked trailer/caravan) is 2 200 kg, compared with 3 500 kg for the Everest and 3 000 kg for the Prado.
The enlarged (now 12-inch) infotainment touchscreen supports Apple CarPlay, as well as Android Auto.
Comfort and Features
As we mentioned in this model’s Launch Review, there are no options to choose from when buying the Palisade – it’s an “all-in” vehicle, which is impressive when you consider its long standard features list.
Of course, the updated infotainment system is a highlight, with slick graphics and some nifty features. You can, for example, access the car’s Infinity audio system to talk to passengers in the rearmost row (yes, the Palisade is that big). While it doesn’t feature built-in navigation, it does have Apple CarPlay and Android Auto functionality, and the wireless charging pad has been upgraded to a faster (15W) unit.
Hyundai has upgraded the Palisade’s wireless charging pad to a 15W unit, which charges devices faster than before.
The front seats are heated and ventilated, while there are 2 memory settings for the driver’s chair. The rim of the multifunction steering wheel is also heated. The front of the cabin features dual-zone climate control, plus there are numerous storage areas as well as a pair of USB outlets (1 USB-A and 1 USB-C).
Another key focus area was safety. In addition to the expected features, the Palisade now offers forward-collision avoidance, lane-keep assist, blind-spot monitoring, adaptive cruise control and even “safe exiting” (an alert goes off if you attempt to open the doors while traffic is closing in on the vehicle). The model scored 5 stars in a recent round of ANCAP (Australian) crash testing for right-hand-drive vehicles.
When you use the indicator stalk in the Palisade, a camera relays the relevant blind-spot view on the digital instrument cluster.
Ride and Handling
The Palisade is Hyundai’s biggest passenger vehicle to date, and given its unibody construction, the firm’s designers could focus on maximising cabin space – and on-road dynamics!
There are inherent advantages to unibody construction, including improved torsional rigidity and overall refinement, as well as a lower centre of gravity. The Palisade also has a wider footprint than its rivals and a relatively lower vehicle height (as well as mass). Consequently, Hyundai’s contender is more car-like to drive than the Everest and Prado, as well as more refined, and less “top-heavy” by comparison.
When most people hear “20-inch wheels and tyres” they expect a firm ride quality, but the Palisade’s suspension is pliant.
While the Everest did impress with regards to its on-road dynamics “for a ladder-frame chassis-based vehicle”, there are no such caveats when it comes to the Palisade. It offers superior refinement, feels more secure when cornering at higher speeds and rides well on its standard 20-inch wheels.
The downside to its passenger-car-like construction is that the Palisade is not much of an off-roader. Its ground clearance is meagre compared to those of its rivals, and its tyres are very much road-biased.
The Palisade offers 7 drive modes that are tailored to various on- and off-road driving conditions.
The model does offer selectable “off-road” modes, including mud, snow and sand, and it copes admirably with poor gravel surfaces, but it’s no rockhopper. There is no low range or diff-lock. Its approach/departure angles are also not competitive with those of comparatively-priced off-roaders.
Price and After-Sales Support
The Hyundai Palisade 2.2D 4WD Elite 8-Seater costs R1 099 000 (the same as the 7-seater version). There are no add-on options to specify and the price includes a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km drivetrain warranty and a 7-year/105 000 km service plan. Very impressive!
The updated Hyundai Palisade is not aimed at off-road fanatics, but buyers of large family cars that appreciate SUV-like styling.
Verdict
In many ways, you can consider the Hyundai Palisade an SUV-styled Kia Carnival (which is its cousin). That is a compliment, seeing as we rate the Kia minivan as arguably the finest large family vehicle of all.
However, for those buyers who don’t like the style of a “bus”, and prefer the design and visual appeal of an SUV, the Palisade will be a particularly tempting proposition. Yes, it could do with a little more grunt, but if you’re not going to tow large trailers, or go bundu-bashing, we think the Palisade is the best large “family-oriented” SUV that R1.1 million can buy in the new-vehicle market. And that’s some achievement!
Fresh front-runners! SA’s 20 best-selling passenger vehicles in Q1 2023
We’ve tallied up the figures to identify South Africa’s 20 best-selling passenger vehicles for Q1 2023. And there was plenty of movement on the list of SA’s favourite new cars in the 1st quarter of the year…
The opening quarter of the year has already come and gone, giving us an opportunity to sort through the sales figures and list South Africa’s best-selling passenger vehicles for the year so far. So, which were the country’s most popular new cars in Q1 2023?
Well, before we dive into the individual model sales figures, it’s worth noting total domestic new-vehicle sales stood at 139 437 units after the first 3 months of 2023, representing an increase of 2.4% compared with the same Q1 period in 2022. The passenger-car market accounted for 93 100 of those year-to-date registrations, down 0.6% on the opening quarter of last year.
There was plenty of movement on the list when compared with 2022’s final standings. As an overview, Toyota grabbed 5 of the top 20 spots, while Volkswagen and Renault each took 3 positions. In addition, a trio of Chinese vehicles made the cut. Right, let’s take a closer look at the numbers, starting with the top 5…
Toyota’s Corolla Cross out in front after Q1 2023
The Prospecton-built Toyota Corolla Cross was SA’s top-selling passenger vehicle after the opening 3 months of 2023, with 5 564 units registered (with its strongest showing of 2 042 units coming in January). As a reminder, the Corolla Cross placed 4th on this list for the whole of 2022, despite production having been interrupted by the KwaZulu-Natal floods, but finds itself leading after the intial quarter of this year.
The Toyota Starlet (4 624 units) – which is produced by Maruti Suzuki in India, shares much with the Baleno and is the highest-ranking hatchback on the list – placed 2nd (up from 6th last year), just 41 sales ahead of the Kariega-manufactured Volkswagen Polo Vivo (4 583 units). In 2022, VW’s prolonged lifecycle model claimed the title of SA’s strongest-selling passenger car, but currently finds itself in 3rd.
The imported Suzuki Swift hatchback (4 114 units) was off the podium in 4th position (down from a strong 2nd last year), but still well ahead of the locally produced Volkswagen Polo hatch, which rounded out the top 5 with 2 967 units. The Polo was South Africa’s 2nd best-selling passenger vehicle in 2019, 2020 and 2021 (behind its Vivo sibling each time), but fell to 5th in 2022, a place it has thus far maintained in 2023.
A couple of Chinese crossovers crack the top 10
The 6th-placed Chery Tiggo 4 Pro (2 730 units) was hot on the Polo hatchback’s heels in Q1 2023, so it will be extremely interesting to see whether the Chinese crossover – a new entrant on this list – is able to leapfrog the German supermini by the time the first half of the year comes to a close.
Meanwhile, the resurgent Toyota Fortuner finished the reporting period on 2 643 units – more than half of which were registered in March 2023 – seeing it slot into 7th. With the Japanese firm’s locally built adventure SUV having recently benefited from an update, it looks well placed to return to the top 10 in 2023 after having justmissed out last year.
Another crossover followed in 8th place in the form of the Spanish-built Volkswagen T-Cross (2 613 units), finishing just ahead of the Haval Jolion (2 392 units), which was the 2nd Chinese crossover to crack the top 10 (and held steady in 9th). The final spot went to the Hyundai Grand i10 (up from 18th in 2022), which ended Q1 2023 on 2 286 registrations. For the record, we’ve excluded sales of the light-commercial Cargo derivative seeing as we’re concentrating on the passenger-car space here.
More Indian-built budget cars (and a local favourite)
The Renault Kiger (2 188 units) narrowly missed out on a top-10 placing, while the likewise Indian-built Nissan Magnite (1 989 units) – the pair of budget crossovers ride on the same Renault-Nissan-Mitsubishi Alliance CMF-A+ platform – ended Q1 2023 in 12th position, up 7 spots compared with its 2022 effort.
The 5th and final locally produced model here was the Toyota Corolla Quest, with the Japanese firm’s prolonged lifecycle sedan – Mzansi’s most popular saloon in Q1 2023 – placing 13th (up 10 places) with a total of 1 984 registrations. Next came the Renault Triber (1 924 units), followed by the Suzuki Baleno (1 889 units), which fascinatingly managed 40% of the volume achieved by its Starlet cousin.
Kwid and outgoing Urban Cruiser take a tumble
Sixteenth place went to the Hyundai i20 (1 595 units), while the Toyota Urban Cruiser (1 594 units) was just a single sale behind in 17th (down from 3rd last year). Of course, production of the outgoing Urban Cruiser – which was SA’s best-selling crossover in 2022 – has now ended, and Toyota SA Motors is preparing to launch the larger (Hyryder-based) version in the very near future.
The long-in-the-tooth Nissan Almera sedan (1 516 units) placed 18th, while the Renault Kwid was close behind in 19th. For the record, the Kwid cracked the top 10 in 2022, though only just managed to make it into the top 20 in Q1 2023. The final spot on the list went to the Haval H6 (1 488 units), the 3rd Chinese crossover featured here.
Big names missing from the top 20 in Q1 2023
So, what about models that finished inside the top 20 in 2022 but were nowhere to be seen after the opening quarter of this year? Well, The Kia Picanto (1 467 units) missed out by just a few sales, while the Hyundai Venue (1 090 units) found itself well off the pace.
As many as 4 more models that secured a place on the 2022 list likewise failed to crack the nod in Q1 2023, though each has effectively been discontinued locally. Yes, the Suzuki Vitara Brezza (944 units), Ford EcoSport (972 units), Toyota Agya (650 units) and Hyundai Atos (547 units) are all on runout stock, which explains their respective dips in performance.
SA’s 20 best-selling passenger vehicles for Q1 2023
The Volkswagen Tiguan range now includes a turbodiesel-powered derivative, but is the new 2.0TDI 130kW 4Motion R-Line the pick of the line-up? Let’s find out.
We like: Performance, fuel consumption, styling, practicality, image
We don’t like: Stiff ride, pricey compared with rivals, engine sounds unrefined.
Where does the 2023 Volkswagen Tiguan Diesel fit in?
There’s no exterior clue that this is the Tiguan 2.0TDI, but you’ll hear that familiar diesel-engine clatter.
The Volkswagen Tiguan has been a mega success for the Wolfsburg-based brand; during its life cycle, the German family car has become the brand’s most popular SUV and product (at the cost of the iconic Golf). In the current model’s line-up, there’s a Tiguan to suit nearly every taste and/or requirement.
For those who need extra load capacity or people-carrying ability, there’s the Tiguan Allspace, which is a 7-seater, while the performance-oriented Tiguan R can liven up any school run. What’s more, buyers have an assortment of trim levels and drivetrains to choose from. What the range was missing was a turbodiesel derivative, but no more… the 2.0TDI 130kW 4Motion R-Line is the subject of this review.
Given how the market has switched from business-class sedans to family SUVs, it should come as no surprise that there are many, many options if you’re shopping in the R800 000 bracket. The Tiguan’s traditional rivals include the Toyota RAV4, Haval H6, Hyundai Tucson, Kia Sportage and Mazda CX-5. However, not all of these have all-wheel drive or diesel engines on offer, so we’ve narrowed it down:
Bear in mind that the Tiguan also goes up against premium-brand offerings, such as the BMW X1, Mercedes-Benz GLA and Volvo XC40, at this price point. They’re not as spacious as the VW, however.
It stands to reason that we’d begin this review with the powertrain! This Tiguan is propelled by a 2.0-litre 4-cylinder turbodiesel engine with peak outputs of 130 kW and 380 Nm. Power is directed to all 4 wheels via the familiar 7-speed Direct Shift Gearbox, which is a dual-clutch automatic transmission.
This EA288 diesel engine is certainly not a newcomer – it has served in Volkswagen products since 2016. For the record, the South African-spec 2.0TDI (130kW 4Motion R-Line) produces 10 kW and 20 Nm less than its counterparts in overseas markets. Fortunately, that deficit does not have a significant impact on performance. According to our test equipment, the Tiguan’s punchy diesel motor and 4Motion all-wheel drive helped it reach 100 kph from zero in 8.78 sec, which is not too far off VW’s claim of 8.3 sec.
The white finish, R-Line body kit and Black Style option pack make this one of the most attractive medium SUVs.
The engine is a willing performer – it pulls strongly right from pull-away. The powerplant’s redline may be at 4 500 rpm, but there’s no need to rev all the way to that point; peak torque (380 Nm) is available from 1 750 to 3 000 r/min and the powertrain mapping will do its utmost to keep the revs in that band anyway.
Unfortunately, the Tiguan’s DSG tended to shift quite sluggishly in the default drive mode (Normal), which we remedied by actuating shifts manually, either by using the ‘wheel-mounted paddles or tapping the transmission selector. We suspect the model’s low mileage (it was almost brand-new) was partly to blame for its lack of punch and once run in, the Tiguan TDI is likely to feel more responsive.
Other available drive modes are Sport and Eco; while Sport sharpens up the sensitivity of the accelerator pedal and makes the ‘box gear up/down faster – Eco does the opposite.
Because the 2.0TDI has the 2nd-highest torque figure in the range (it’s only 20 Nm short of the flagship R model) it can execute rapid overtaking manoeuvres with ease. All those Newtons will also be useful when you’re towing trailers or caravans. This derivative is rated to tow braked trailers of up to 2 200 kg.
Drive- and off-road modes make the Tiguan a versatile performer.
On paper, the 2.0TDI is the most frugal Tiguan. It has a claimed average fuel consumption of 6.6 L/100 km, but if you use it as a family car – or for commuting – in congested traffic (either of which could be the derivative’s primary role), expect returns of around 8 L/100 km. If you hit the open roads frequently, you should see returns in the low 7s, though. A 58-litre fuel tank gives it an estimated range of 879 km.
As for downsides, well, this engine is not a cutting-edge powerplant anymore. While there’s merit in sticking with a motor that’s tried and tested in South African conditions, the VW’s mill either sounds too grumbly or just unrefined – it depends on which tester you speak to. Some testers lamented the motor’s excess vibrations and diesel clatter at idle and that, at full throttle, the engine noise was quite invasive.
Ride and Handling
The Tiguan is based on Volkswagen’s MQB A2 platform, which also underpins the Audi Q3. This modular architecture has a reputation for endowing models with spaciousness, practicality and pleasant on-road manners. However, in this case, that resolved ride quality is undone by the test unit’s optional 20-inch wheels (shod with 255/40 tyres). Not only do they make the ride choppy – they increase road noise too.
These 20-inch wheels look great, but unfortunately, they compromise the Tiguan’s ride quality.
As a result, the 2.0TDI 130kW 4Motion R-Line’s ride quality was always on the firmer side of pliant and, when traversing less-than-smooth asphalt roads, the Tiguan’s suspension never felt quite composed.
When it comes to handling, the Tiguan offers one of the sportier driving experiences in its class (for what that’s worth) and despite the VW’s raised ride height, its body roll is well-controlled. Moreover, we know the chassis can handle more power with ease, as demonstrated by our time with the muscular Tiguan R.
The steering setup is admirably quick and accurate. The ‘wheel action is light, but given the VW’s role as a family vehicle, you’ll appreciate how easy the 2.0TDI is to manoeuvre in the tight confines of the city.
Reasonable dirt-road prowess comes courtesy of 4Motion all-wheel drive, 200 mm of ground clearance (to keep the vulnerable underbody clear of rocks and other minor obstacles), plus you can choose from a number of off-road drive modes. Look, the Tiguan’s not designed to tame off-road courses, but because all 4 of its wheels provide power and grip, the 2.0TDI will remain sure-footed on slippery or sandy roads.
With 4Motion and trick off-road modes, the Tiguan is more than capable of traversing dirt roads.
Design and Packaging
The Tiguan simply looks best in R-Line garb, which explains why we’ve seen very, very few non-R-Line examples. The R-Line’s sporty trim makes the VW one of the most attractive vehicles in its class. The test unit was equipped with the Black Style option pack (R30 000), which includes 20-inch black alloys, rear privacy glass, black mirrors and black roof rails, all of which contrasted well with the white exterior.
Wireless Android Auto/CarPlay works a treat, but the head-up display is an indulgence.
Inside, the cabin looks modern and feels well assembled, but past experience with this facelifted Tiguan has shown that while the interior looks impressive, its execution, well, needs work. You see, Volkswagen has done away with physical buttons and replaced them with gimmicky touchpads that aren’t the most intuitive to operate. At least VW has confirmed that it will revert to traditional buttons in future models…
The steering wheel’s switchgear is gimmicky and won’t be to everyone’s taste.
The Tiguan’s practicality is ace. At 520 litres (with the rear seatbacks upright), the Tiguan has one of the biggest load bays in the segment, with the RAV4 leading the pack with a massive 733 litres of capacity. The rear seats are easy to fold flat, which allows the stowage of larger items, such as mountain bikes.
As a family car (medium SUV), the Tiguan also needs to provide generous and comfortable cabin space for its occupants… and it sure does! There is ample rear leg- and headroom; so much so, that the VW can transport a quartet of adults in comfort over long distances. Separate ventilation and temperature controls at the back further add to the appeal, plus there’s a 12V power socket for charging devices.
Rear legroom and load-bay capacity are among the Tiguan’s biggest strengths.
Tech and Safety features
As is usually the case, Volkswagen loaded its media test unit with a host of optional features, which hiked the premium for this 2.0TDI substantially beyond its list price. Do you need to tick all the boxes to get the best “Tiguan experience”? No, of course not – the car is reasonably well-equipped as standard.
But you can sweeten your ownership experience by making some choice selections, such as the Harman Kardon audio system (R12 600), mobile phone connectivity with wireless charging (R4 300), Discover Pro navigation (R19 000), head-up display (R11 550), fold-away towbar (R10 300), Matrix LED headlights (R15 250), a panoramic sunroof (R17 500) and park assist with rear-view camera (R6 600).
We don’t think the head-up display is worth your time because, in our experience, the Tiguan’s rough diesel vibrations at idle shook the screen, so much so that some of the smaller text was illegible.
The safety features listed in the centre of the digital instrument cluster are included in the IQ Drive safety package.
The test unit also came with the Volkswagen IQ Drive safety package (R20 600), which includes features such as adaptive cruise control, speed limiter, forward-collision warning, front assist, autonomous emergency braking, lane change/side assist and park distance control with front and rear sensors.
All told, the list price of R794 800 ballooned to R970 550, so be mindful of how many options you tick on the configurator. Given VWSA’s stock shortages/supply-chain issues, many dealerships will have pre-configured cars, so shop around for a unit that has the feature mix you need to avoid being wait-listed.
Price & After-sales Support
The Volkswagen Tiguan 2.0TDI 130kW 4Motion R-Line retails for R794 800 (April 2023) and is sold with a 3-year/120 000 km warranty and a 5-year/90 000 km service plan.
With the addition of the turbodiesel derivative, the Tiguan range is complete.
Verdict
With the addition of the turbodiesel-powered derivative, the Volkswagen Tiguan lineup is now almost comprehensive (all that’s missing is a hybrid!). However, the 2.0TDI’s engine is showing its age by virtue of its middling refinement. Yes, the 2.0TDI’s in-gear shove and long-distance fuel consumption eclipses that of its equivalently-priced 2.0-litre turbopetrol sibling, but it’s a noisier/less sophisticated proposition. Still, this diesel engine is a proven quantity: it’s suited to SA conditions and the quality of local diesel.
When it comes to specifying your Tiguan, we suggest sticking with the smaller (19-inch) alloys wrapped in higher-profile rubber as they’ll benefit the German family car’s overall ride quality, while rendering the wheels a bit less vulnerable to pothole impacts. If you’re set on buying a higher-end Tiguan derivative, we think you should drive the 2.0TSI (petrol) and 2.0TDI (diesel) versions to see which one you prefer.
This generation of the Volkswagen Tiguan debuted in 2016; the new Hyundai Tucson (launched in 2022) is a fierce rival.
There may not be many turbodiesel-powered offerings in the family-car market, but the Tiguan, which was upgraded in 2021) is nonetheless the longest-serving and most expensive of them. The 2.0TDI 130kW 4Motion R-Line is almost R30k dearer than the (also long-serving) Mazda CX-5 2.2DE AWD Akera and almost R45k pricier than the still-new (but front-wheel-drive) Hyundai Tucson 2.0D Elite.
The Hyundai Ioniq 6 has cleaned up at the 2023 World Car of the Year awards, claiming the overall title as well as two other categories.
The curiously-styled Hyundai Ioniq 6 has bagged the overall World Car of the Year award, along with the World Car Design of the Year and World Electric Vehicle Award.
The Hyundai Ioniq 6 saw off the BMW X1 and Kia Niro for the overall title, and the Korean brand has claimed back to back victories after the Hyundai Ioniq 5 won in 2022.
“We are thrilled to receive this prestigious honor two years in a row, which recognizes the tremendous talents and unrelenting efforts of everyone at Hyundai Motor Company to bring EVs like Ioniq 6 to market,” said Jaehoon Chang, President and CEO of Hyundai Motor Company.
The wild Kia EV6 GT secured the World Performance Car title
Other noteworthy winners include the Lucid Air as World Luxury Car with the BMW 7 Series and Genesis G90 finishing as runners up. The Kia EV6 GT claimed the World Performance Car title, seeing off the new Nissan Z and Toyota GR Corolla.
As a reminder, the World Car Awards have a jury of 100 international journalists from 32 countries to vote. Cars.co.za’s very own Hannes Oosthuizen is South Africa’s longest-standing representative on the World Car of the Year jury.
Eyeing a used Ford EcoSport? Read our buyer’s guide, which examines the long-running crossover’s history in SA, outlines its strengths and weaknesses, and looks at what you can expect to pay on the used market…
Back when Ford whipped the wraps off the B515-generation EcoSport at the dawn of 2012, the concept of building a small crossover on a popular front-wheel-drive hatchback’s underpinnings was still a relatively fresh one. It meant the Blue Oval brand’s Fiesta-based, B-segment SUV had very few direct rivals early in its life.
Fast-forward around a decade and that’s certainly no longer the case. Today, virtually every mainstream manufacturer has a contender jostling for attention in this space, while a sub-segment of even more compact budget options has since also emerged. Still, the long-in-the-tooth EcoSport – which, we should point out, is pronounced “Echo-Sport” – has soldiered on in South Africa. At the time of writing, production has already been discontinued in both India and Romania, though Ford Motor Company of Southern Africa still had a stockpile of new units.
The EcoSport was Ford SA’s best-selling passenger vehicle for a number of years.
For the record, the original EcoSport (debuting in 2003 and codenamed BV226) wasn’t offered outside a handful of Latin American countries. Though the 2nd-generation version was billed as a global product and ended up being sold in Europe, China and eventually even the United States, it likewise had strong links to emerging markets. Yes, much of its development was assigned to Ford’s Brazilian arm, while initial production took place both in that country and in India.
When the EcoSport touched down in South Africa, the Dearborn-based firm’s local division predicted it would be “a game changer” for the brand. That’s exactly what ended up happening, with the little crossover proving exceedingly popular on local soil, where it long held the title of South Africa’s strongest-selling compact crossover (and Ford’s most popular passenger vehicle).
Specs of Ford EcoSport variants
The EcoSport officially arrived in SA in the 3rd quarter of 2013.
First previewed at Auto Expo 2012 in India, the B515-gen EcoSport was then shown at Beijing’s 2012 Auto China before being displayed at the Paris Motor Show in Europe later that year. The first examples rolled onto dealership floors in South Africa by August 2013, shortly after the arrival of the ill-fated C520-generation Kuga.
At launch, the local EcoSport range offered the choice of 3 trim levels (Ambiente, Trend and Titanium), 3 engine options (an atmospheric 1.5, a turbocharged 1.0 and a turbodiesel 1.5) and 2 transmission variants (a 5-speed manual and a 6-speed auto), resulting in a 6-strong initial line-up:
SA’s Indian-built EcoSport range continued largely unchanged for the next 5 years or so, though the 1.5 TDCi did quietly have it peak power hiked to 74 kW at some point. In June 2018, however, after local sales had crossed the 45 000-unit barrier, a facelifted version finally hit the local market. It offered revised styling, a significantly upgraded interior and a fresh mix of derivatives (including new transmissions, with the problematic dual-clutch cog-swapper ditched in favour of a conventional torque-converter ‘box). The naturally aspirated 1.5-litre, 4-cylinder petrol engine fell away, while the 1.0-litre, 3-cylinder EcoBoost mill provided urge for 4 of the 5 variants.
The facelifted EcoSport in Titanium guise.
Though the oil-burning 1.5 TDCi engine carried over to the refreshed range, it was available only in entry-level Ambiente form. At this point, the diesel-powered derivative was the only version still being imported from Chennai in India, with the 1.0 EcoBoost variants being sourced from Ford’s Craiova plant in Romania instead.
About 5 months later, Ford Motor Company of SA added a new base model to the range, bringing in the 1.5 Ambiente from India. Fitted with a 5-speed manual as standard, the entry-level derivative employed a new naturally aspirated 1.5-litre, 3-cylinder engine (rather than the old 4-pot), which developed 91 kW and 150 Nm.
By April 2020, the 1.5 Ambiente gained the option of a 6-speed automatic transmission, while the mid-tier Trend and top-spec Titanium 1.0 EcoBoost models scored handy specification updates. Both gained a pre-collision assist feature and a new underbody protection plate, while Trend derivatives furthermore upgraded to cruise control and Titanium flagships to front parking sensors (in addition to the standard rear items).
The base models in the facelifted range were again built in India.
A year later, the limited-edition EcoSport Black hit the market. Based on the self-shifting 1.5 Ambiente, the special model featured black finishes for items such as the grille, skid plate, roof rails, side-mirror caps and rear-mounted spare-wheel cover. The roof was likewise painted black, while the 15-inch steelies were binned in favour of (black) 16-inch alloys. This model was further distinguished by bold black decals applied to its bonnet and along its flanks.
In May 2022, another special-edition model touched down in the form of the EcoSport Active. Using the Trend 1.0 AT derivative as a base, the Active-badged variant gained a black finish for its grille, headlamp surrounds, foglamp bezels, side-mirror caps and roof rails, as well as black skirts (fore and aft). It furthermore featured privacy glass for the rear windows, leather upholstery, a black roof and black chunky wheel-arch cladding to frame the model-specific 17-inch alloy wheels.
What are the advantages of a Ford EcoSport?
Safety features were high even from launch back in 2013.
Standard safety equipment: While you might not expect a vehicle that debuted locally as long ago as 2013 to feature a comprehensive list of safety kit as standard, that was exactly the case with the EcoSport. At launch, every derivative shipped with 6 airbags, ABS and IsoFix child-seat anchors, though only the Titanium trim level boasted electronic stability control and emergency brake assist.
With the 2018 facelift (and the switch to mostly Romania-built models), electronic stability control was made standard across the range, while all grades bar the base Ambiente (which was still manufactured in India) additionally scoring hill-launch assistance, roll-stability control and tyre-pressuring monitoring, while also upgrading to 7 airbags.
Ride quality and ground clearance: Despite making do with a relatively unsophisticated torsion-beam suspension set-up at the rear, the EcoSport featured a fairly well-judged ride (the high-profile tyres certainly helped), even if it wasn’t nearly as sharp to drive as the Fiesta from which it pilfered its underpinnings. Relatively softly sprung and benefitting from plenty of ground clearance (206 mm, to be precise), the little crossover made for an adept gravel traveller, despite no 4×4 option being offered in South Africa.
The 1.0 EcoBoost packed a decent punch for its size.
Potential for fuel economy: The most fuel-frugal engine in the range was the 1.5 TDCi, which boasted a claimed combined economy figure of just 4.6 litres per 100 km. Drawing from a 52-litre tank, this turbodiesel derivative thus boasted a potential range of more than 1 100 km. Of course, the 1.0-litre, 3-cylinder EcoBoost unit – famously small enough to stand on an A4 sheet of paper – grabbed all the headlines, sipping at a claimed 5.7 litres per 100 km when fitted with the 5-speed manual gearbox and 5.4 after gaining an extra forward cog at the facelift (that figure increased to 6.3 when specifying the 6-speed auto).
However, be warned there have been numerous complaints from 1.0 EcoBoost buyers who have been unable to achieve consumption figures even remotely close to the claims. Early versions (pre-2014) of this high-compression motor were furthermore known to suffer from coolant leaks, sometimes leading to overheating and blown head gaskets. In addition, Ford recalled certain 2018-2020 models, which it said “may be susceptible to low speed pre-ignition, due to local fuel quality”, resulting in an engine misfire, a loss of power and difficulty starting. Dealers were authorised to update the powertrain control module as a fix.
What are the disadvantages and problems of the Ford EcoSport?
The side-hinged rear door proved a little awkward to use.
Awkward side-hinged rear door: One of the EcoSport’s defining design features was its side-hinged rear door. However, this quirky configuration made it impossible to gain full access to the luggage compartment when space behind the vehicle was limited (such as in crowded parking lots or when the vehicle was reverse-parked close to a wall or bollard). The hinge was furthermore positioned on the left, which made for tricky loading and unloading of goods when parked on the left side of the roadway, as required by law in South Africa.
As an aside, the tailgate-mounted spare wheel made it impossible for Ford to offer a reversing camera, though it did free up boot space. The latter came in at a reasonable 377 litres in pre-facelift form, a figure that interestingly fell to 333 litres with the mid-cycle update (though a nifty adjustable floor was introduced at this point).
PowerShift problems (pre-facelift): The 6-speed dual-clutch transmission fitted to the pre-facelift 1.5-litre version of the EcoSport (as well as certain Fiesta and Focus models) tended to suffer from leaking seals that quickly led to oil contamination of the dry clutch module. This was a known fault – Ford even faced legal action in many countries and replaced countless clutches under warranty – that resulted in excessive juddering as well as jerking under acceleration. Thankfully, in the local EcoSport line-up, this PowerShift transmission was employed only by the 1.5 Titanium, with the Blue Oval brand switching to torque-converter automatic gearboxes at the 2018 facelift.
The quality of materials used in the pre-facelift model’s cabin was relatively poor.
Fairly low-rent cabin (pre-facelift): Though the pre-facelift EcoSport’s button-festooned dashboard shared much in terms of design with the Cologne-produced Fiesta, the quality of the materials used in the Indian-built model was not nearly as high. Thankfully, with the facelift introduced in 2018, the EcoSport interior gained a fresh, far less-cluttered fascia design and noticeably improved material quality (particularly in the case of the Romanian-sourced variants).
Security-system shortcomings: In 2019, after facing a raft of complaints on social media, Ford Motor Company of SA said it was “aware” of potential security system problems with “certain older” EcoSport and Fiesta vehicles. The issues related to vulnerabilities around the key-lock barrel as well as alarm systems that failed to sound when the locks were tampered with. The automaker offered customers various potential remedies at “below cost”, insisting the break-ins were “not related” to design or manufacturing faults on its part.
For the record, the 2018 mid-cycle update saw security bolstered somewhat, with the refreshed EcoSport featuring a perimeter alarm, remote central locking (with drive-away auto locking function) and what the firm described as “new anti-theft door locks”. The Trend and Titanium models furthermore scored a Thatcham alarm with double dead-locking.
Ford EcoSport Price in South Africa?
The Active model joined the local range in mid-2022.
At launch, the EcoSport shipped standard with a 4-year/120 000 km warranty and a 4-year/60 000 km service plan. Service intervals were set at 20 000 km in the case of the petrol derivatives and 15 000 km for the diesel motor. Take note, however, Ford Motor Company of SA “unbundled” service plans from the purchase price of all its models from the start of November 2021, effectively making such plans optional. Regardless, as we always advise, give preference to vehicles sporting full service histories.
Of the used Ford EcoSport stock listed on Cars.co.za at the time of writing, 86% featured a petrol engine (the 1.0 EcoBoost being the most common), with the 1.5 TDCi thus accounting for only 14% of listings. Fascinatingly, the split between manual and automatic transmissions was far closer to even, with the former edging ahead on 56%.
We found as many as 8 vehicles with more than 200 000 km on their respective odometers, all featuring either a 1.5-litre petrol engine or the oil-burner of the same capacity (and a manual cog-swapper). As you might have guessed, white (43%) was easily the most common exterior paint colour, followed by silver (22%), blue (11%) and grey (9%).
Below R150 000: At the time of writing, all vehicles listed below this mark were pre-facelift models, though more than half interestingly had under 100 000 km on their respective clocks. There were only 3 examples featuring the problematic PowerShift transmission.
From R150 000 to R300 000: This was the most densely populated pricing bracket, though most listings fell towards the upper end (many above R250 000). Somewhat unexpectedly, the 1.5-litre petrol engines (both the pre-facelift 4-pot and the 3-pot that followed from 2018) were the most common motors here, while this was also where the majority of the 1.5 TDCi mills were found. Trim levels ranged from early model-year Titanium variants to late model-year Ambiente derivatives.
From R300 000 to R400 000: Facelifted 1.0 EcoBoost models made up the overwhelming bulk of listings between these pricing bookends, with very few examples of the 1.5 TDCi appearing here (remember, after the mid-cycle update, the oil-burner was offered only in base trim). A whopping 70% of models here had an automatic gearbox.
R400 000 and up: The few vehicles listed above this mark were all nearly new (the highest mileage was 17 000 km) examples of either the 1.0 EcoBoost Titanium or Active, each with an automatic transmission.
Pick of the range?
Facelifted (Romanian-built) models featured a far higher quality interior.
Identifying the pick of the EcoSport range isn’t as simple as one might expect. However, we’ll start with the advice to stick with facelifted models sourced from Romania wherever possible, as there are tangible quality (and indeed equipment) benefits compared with the Indian-built versions. We’d also suggest steering well clear of the pre-facelift 1.5 Titanium AT (yes, the derivative with the PowerShift problems).
Though we feel there’s a strong argument to be made for the punchy-yet-frugal 1.5 TDCi engine as the best of the bunch in pure powertrain terms, the fact it was available only in an Indian-built body (like the naturally aspirated 1.5-litre petrol engines) – and latterly only in entry-level Ambiente trim – works against it here.
Since we’d generally recommend sticking to facelifted EcoSport models, that leaves us with the refined little 1.0 EcoBoost. The top-spec Titanium grade offers all the bells and whistles (including a larger touchscreen and leather upholstery), though the mid-tier Trend likely provides the best value proposition as well as a marginally more pliant ride thanks to its slightly smaller (16-inch) alloys. As a reminder, you have the choice of a 6-speed manual gearbox or a conventional torque-converter automatic transmission bearing the same number of cogs. Just be aware achieving Ford’s rock-bottom claimed fuel economy figures will be near-impossible.
Is a Ford EcoSport a good car to buy?
Today, the EcoSport has to contend with a wide range of rivals.
There’s thus a wealth of stock on the used market today. While the Ford EcoSport certainly isn’t without its foibles – and it’s a great pity the diesel engine wasn’t available in the Romanian-built version – it nevertheless remains a contender worth adding to your small-crossover shopping list. Just bear in mind there are more modern rivals capable of outclassing the grey-haired Ford in various departments.
The flagship Mercedes-Benz GLS has been given an update for 2024. Here’s a look at what’s changed across the range.
Mercedes-Benz has been hard at work updating its SUV range, and we’ve seen facelifts of the GLA, GLB and GLE. Now its the turn of the 7-seater GLS, which gains some mild tweaks in terms of design, specification and options. The AMG and Maybach derivatives also gain some updates, which we’ll touch on in this article.
The 2024 Mercedes-Benz GLS gets a new-look front with a new large grille finished in Silver Shadow. The air intakes get some revisions too, while the rear gains new tail-lamps. The new GLS is now available with 20-inch alloy wheels.
Inside, the MBUX infotainment system has been given an update and an offroad-mode has been added too. The Off-Road engineering package now includes an underride guard and 30 mm additional ground clearance. If you tow frequently, you’ll appreciate the new trailer maneuvering assist system. Customers can choose from two new leather colours.
The European lineup will comprise GLS 450 4Matic (280 kW/500 Nm), GLS 580 4Matic (380 kW / 730 Nm), GLS 350d 4Matic (230 kW / 650 Nm) and GLS 450d 4Matic (270 kW / 750 Nm). For the performance fanatics, the GLS 63 4Matic+ has made a return. All models feature a 48-volt mild-hybrid system that adds 15 kW and 200 Nm for short periods.
The GLS 63 4Matic+ is powered by a 4.0-litre V8 twin-turbocharged petrol engine which develops 450 kW and 850 Nm, and its able to sprint to 100 kph in a claimed 4.2 seconds. The standard equipment list for the GLS 63 4Matic+ has grown to now include a panoramic sunroof, AMG performance exhaust, Burmester sound system, heated/cooled front seats, memory package and 360-degree parking pilot. AMG says the software for the air suspension and roll stabilisation has been tweaked for enhanced handling and comfort.
Maybach-Mercedes GLS Facelifted
The luxury Maybach-Mercedes GLS has also received some updates, both externally and inside. There’s a new lower grille with chrome surrounds and its been repositioned. There are new air intakes and customers can choose from new 23-inch forged wheels. There are new lights that projects the Maybach logo onto the road when the doors are opened.
Inside, there are new seat covers with diamond-pattern quilting on the plush leather seats. Customers can choose from two new exterior colours and there’s a new steering wheel. The MBUX Multi-seat entertainment system features three touchscreens, two USB ports, 100W device charger and a two-stage air filter to help keep the dust out.
Mercedes-Maybach is offering the GLS with just one engine, which is the 4.0-litre twin-turbocharged V8 which produces 410 kW and 730 Nm. It too features a 48V mild-hybrid system and is good for a 0-100 kph in 4.2 seconds.
2024 Mercedes-Benz GLS Coming to SA?
As it stands, we have had zero indication of the new flagship 7-seater SUV arriving on our shores. The American market will be receiving this model in the middle of September 2023, so if we were to have a guess, we expect the newcomer to be touching down in early 2024.
10 best-selling bakkies in South Africa: March 2023
South Africa’s list of best-selling bakkies saw some movement (including on the podium!) in March 2023, plus the debut of a certain Ford-built Volkswagen pick-up. Let’s take a closer look at the sales figures…
Though South Africa’s new-vehicle market shrunk slightly year on year in March 2023 to a still-impressive 50 157 units, the light-commercial segment (which is dominated by bakkies) enjoyed 11.1% growth, finishing the month on 15 529 units (the highest figure achieved by this segment for more than a year). So, what happened on the list of SA’s best- and worst-selling bakkies?
Well, no prizes for guessing the Prospecton-built Toyota Hilux was again out in front (just as it was in February 2023), with a considerable 3 920 units registered in South Africa during March 2023. Fascinatingly, however, the Struandale-produced Isuzu D-Max grabbed 2nd place with 2 289 units (500 of which represented sales to government), pushing the new Silverton-manufactured Ford Ranger (2 247 units) into a very close 3rd.
As an aside, Ford Motor Company of SA confirmed to Cars.co.za the Ranger’s figure included as many as 642 examples of the range-topping Raptor.
The Nissan NP200 (1 404 units) and Mahindra Pik Up (966 units) increased their tallies month on month, holding steady in 4th and 5th, respectively. Though the Nissan Navara’s haul in March 2023 fell somewhat to 475 units, the Rosslyn-built bakkie nevertheless remained in 6th position, again just ahead of the seemingly evergreen Toyota Land Cruiser 79 (406 units).
Having officially arrived in local dealerships on 18 March, the new Volkswagen Amarok – which is built alongside the Ranger at Ford’s facility in Gauteng – enjoyed a strong start (perhaps boosted by the fulfilment of pre-orders), ending the month with 401 registrations and thus returning the nameplate to the table by placing 8th.
The Amarok’s reappearance in the top 10 saw the imported GWM P-Series (372 units) and GWM Steed (118 units) each drop a spot, with the Chinese bakkies finishing in 9th and 10th, respectively.
Best of the rest in March 2023
The VW Amarok’s return saw the Mitsubishi Triton fall from the top 10 in March 2023.
What about the bit-part players? Well, although the Mitsubishi Triton improved month on month to 62 registrations, it dropped out of the top 10 in March 2023. The Peugeot Landtrek, meanwhile, finished the month on 37 units, ahead of the Mahindra Bolero (21 units), the Jeep Gladiator (13 units) and the Mazda BT-50 (6 units).
Meanwhile, JAC’s T-badged bakkies – the Chinese automaker reports a combined figure for its T6 and T8 line-ups – ended March 2023 on a total of 45 units.
Export winners in March 2023
More than 5 700 units of the Ford Ranger were shipped from SA shores in March 2023.
What about the bakkie export market? Well, the Ford Ranger moved into 1st place here, with 5 708 units shipped overseas in March 2023. That saw the Toyota Hilux pushed down into 2nd, with 3 588 units exported during the month.
The D-Max (743 units), Navara (450 units) and NP200 (29 units) again made up the numbers on the export charts. The official Naamsa report again interestingly showed a handful of imported models being exported from local shores in March 2023, in the form of the Triton (30 units), P-Series (18 units), Gladiator (1 unit) and Steed (1 unit).
10 best-selling bakkies in South Africa for March 2023
The M4 has moved so far upmarket that the BMW M2 – now in its 2nd generation – is comparatively closer in spirit to the brand’s iconic coupes from the Eighties and Nineties. Ciro De Siena drove a manual version of the new M2 in Arizona.
As we headed out on the highways of Phoenix, Arizona and into the nearby mountains to catch some twisties in the new, G87-generation M2, I felt a rush of excitement, because BMW furnished me with a manual version (a “stick-shift”, as they say here in the States) of the model to put through its paces.
Ciro relished driving a 6-speed BMW M2, but driving a left-hand-drive car with a manual ‘box was a challenge.
Having said that, when you’re used to driving manual right-hand-drive cars, it’s a challenge to use your right hand to change gears in a left-hand-drive country; you select the next gear by shifting away from –as opposed to toward – you. It’s like, well, swapping your knife and fork and then trying to eat normally.
BMW owes much of its fan following to its compact sportscars of yesteryear and the new M2 has that classic ol’ configuration: it’s a front-engined, rear-wheel-drive compact coupe with an inline-6 petrol motor and a manual ‘box. It harks back to classic BMW models that don’t really exist anymore… Recent M3s and M4s have become sort of different beasts – they’re powerful, but they’re quite heavy too.
The new BMW M2 looks very broad-shouldered from the back, note the elaborate bumper, diffuser and quad tailpipes.
New BMW M2 – a big little car
So, the BMW M2 is the smallest M car in the Bavarian brand’s line-up. In reality, however, it’s not much smaller than the M4 and its sedan counterpart, the M3. The new M2’s wheelbase is only 110 mm shorter than that of the M4 and overall, the newcomer’s about 210 mm shorter than its bigger sibling.
However, when you stand in front of the new M2, its dimensions and design seem to shrink – it does appear to be a smaller car than the M4. Its cabin also feels like that of a smaller car…
The BMW M2 comes in 2 model-specific colours: Toronto Red and this finish: Zandvoort Blue.
The 2023 car is available in 5 colours, 2 of which are specific to the model. The example I drove was finished in one of those hues – Toronto Red – but there is also a new Zandvoort Blue, which, for me, does not work on this car. It’s like a matte colour and sort of reduces the impact of the M2’s lines and shoulder creases… It makes it look a bit weak, visually.
When this car was revealed, there was a lot of online chatter (which is usually the case when new BMWs get unveiled). Some disgruntled commentators said: “BMW didn’t get the styling right”, but they must just wait until they see an M2, clad in Toronto Red, with their own eyes. It may change their opinion.
The G87-generation BMW M2’s steering wheel features a pair of red (and programmable) M-mode buttons.
Whereas the model’s suspension has, by and large, been carried over from the previous-gen car (along with extra reinforcement at the rear), the new BMW M2 has a much wider track than its predecessor. Consequently, the car feels more planted on the road and that bigger “footprint” definitely helps – it instils more confidence in the driver to explore the (rather heady) limits of the car’s performance.
Effectively a ‘baby M4’, engine-wise
Like its M3 and M4 siblings, the G87-generation BMW M2 has a twin-turbo 3.0-litre inline-6 petrol powerplant, but in a lower state of tune. Its peak outputs are 338 kW and 550 Nm, the latter of which is available for much of the engine’s rev range (from 2 650 rpm to 5 870 rpm, to be precise).
Optional M Carbon bucket seats feature M2 badges, M colour highlights and, of course, lots of added bolstering.
That means this car produces 66 kW and 36 kW more than the previous-gen single-turbo M2 and twin-turbo M2 Competition respectively. However, with a kerb weight of 1 730 kg (6-speed manual) or 1 754 kg (8-speed auto), the new M2 is notably heavier than the old M2 (1 495 kg) and M2 Competition (1 650 kg). Still, it’s claimed to be a 10th of a second faster from 0 to 100 kph (4.3 sec for the manual and 4.1 sec for the auto) than the latter.
Meanwhile, BMW has pretty much thrown the kitchen sink at the new M2; it comes equipped with electronically controlled dampers, as well as an active differential, which can create a locking effect of up to 100 per cent. Heck, it’s even got a drift analyser, for when you feel like shredding your tyres!
The new BMW M2 features an almost cartoonish front bumper with square- and rectangular inlets.
Keeping you on the black stuff are Michelin Pilot Sport 4 tyres – 20-inch items in the case of the M2 that I drove. And I suspect that the BMW technicians at the launch ensured that the cars’ tyres were “pumped hard” to extend the life of the “boots”, because I could feel every little thing on the road surface. If I drove over an ant, I could probably tell you what species it was from what it felt like through the M2’s tyres.
Peak power is developed at 6 250 rpm (the engine redlines at 7 200 rpm), but moreover, the model’s generous peak-torque band truly made its presence felt when I rifled through the 2nd-, 3rd- and 4th gears. Five hundred and fifty Newton metres is a lot of torque for a car of this size – bear in mind it’s rear-wheel drive only (not all-wheel drive, as is the case with its 285 kW/500 Nm M240i xDrive sibling).
The BMW M2, in rear-wheel-drive guise, is bound to please driving enthusiasts (an xDrive version is coming soon).
Suffice it to say, the new BMW M2 demands a measure of driver skill and -attention that will satisfy some of the most discerning enthusiasts. When I drove the M2 quite enthusiastically, I could feel its tail-end “go light” on a few occasions – not alarmingly so, but enough to clearly convey where the limits were.
Still a hands-on, visceral sportscar
I love how BMW hasn’t tried to refine or sanitise the new M2 to the Nth degree… When you touch the 6-speed manual car’s gear knob while the vehicle is in motion, you can actually feel the machinations of the drivetrain through the palm of your hand. Perhaps the model’s steering is a bit dull (after all, you can’t expect all that much feedback from an electrically assisted setup), but it is, most certainly, accurate.
The manual version of the BMW M2 comes equipped with an entertaining Gear-Shift Assistant function.
Interestingly, there are 2 levels of braking feel available (selectable via the iDrive menu) and, in the manual version of the M2, you get gear-shift assistance, which effectively rev-matches for you on downshifts and meters the way that the clutch engages with the flywheel.
For example, when I shifted down (from, say, 4th to 3rd), the M2 blipped its throttle. It sure wasn’t me: I can’t heel and toe, I’m not (Cars.co.za race ace) Ashley Oldfield… the car did it entirely by itself.
To its credit, BMW has taken the following position on its product line-up: “Electric vehicles (EVs) aren’t the only solution, we’re going to keep making great internal-combustion-engined (ICE) cars. We’re going to make them as efficient as possible and we’re going to make EVs, hybrids and hydrogen cars too.”
BMW South Africa will begin deliveries of the new M2 in May 2023.
I really appreciate that BMW wants to give consumers a broad range of vehicles to choose from (everything from ICE cars – with or without electrification – to hydrogen fuel-cell vehicles).
After all, the Munich-based carmaker has built its brand on visceral models, especially those that bear M badges – producing driver’s cars is one of its major selling points. BMW wants you to walk into one of its dealerships and spend R1.5 million so that you drive out to a winding country road and enjoy yourself.
The G87-gen BMW M2 comes with an 8-speed auto ‘box in SA, but the manual version is available on special order.
Summary
Enjoyment – isn’t that exactly what BMW M cars are for? During the new M2’s launch in the States, the CEO of BMW’s M Division, Frank van Meel showed us a graph with a product timeline that went all the way to 2030. Then he proclaimed that BMW would keep producing great ICE cars all the way to 2030.
What’s more, I absolutely loved the experience of driving a modern high-powered car equipped with a manual ‘box. It seems an anachronism; manual sportscars are definitely dying out, that’s for sure.
When it arrives in South Africa in May, the new BMW M2 will come with the 8-speed automatic ZF transmission, but if you want a manual version, you will be able to place a special order with BMW SA.
The automatic is a brilliant ‘box – I can totally understand if you’d prefer it, especially if you intend to use this BMW as your “daily”, but just know this: A manual M2 is a pretty wonderful thing.
If you are thinking of buying a Porsche 356, should you also take a look at the 4-cylinder Porsche 912? We drive both back-to-back outside Cape Town.
The modest four-cylinder, boxer engine that launched Porsche onto the motoring scene in 1948 started off with a paltry 30 kW from its 1.1-litre displacement. Fast-forward to around 12 years and the flat-4, 1.6-litre engine in the 1600 GT developed a very healthy 100 kW.
A look at Porsche’s racing history reveals it is littered with racing-developed flat-4s fitted to 356s, as well as several notable race cars that achieved several victories over many years.
History
By 1963, when the Porsche 356’s replacement saw the light of day, the Zuffenhausen-based brand’s focus had obviously shifted to the 911, but the company still saw enough appeal in the 4-cylinder concept to unveil a new model, the 912, at the 1965 New York Auto Show.
While the Porsche 912 was unveiled in 1965, it only became widely available by 1966. Interestingly, the 912 sold very well and evidently, buyers didn’t mind at the time to have a familiar flat-4 engine in the back of their Porsche and a cabin that offered less equipment than the 911.
The idea behind the Porsche 912 was to offer a more accessible sports car to buyers who couldn’t stretch all the way to the 911… and it clearly worked. In its first year of production, around 5 000 units were manufactured and 6 692 in 1966.
Today Porsche 912s are valued lower than early Porsche 911s. Bring the range of 356s onboard, and again the 912 slots comfortably below that range of models if you compare them specification-wise.
Compared to a car like this beautiful Ruby Red Porsche 356B, how does the Porsche 912 stack up from behind the wheel and does it deserve more admiration than it currently gets?
The entire 356 range was fitted with the flat-4-cylinder engine, and the 912 was the only 911 to ever receive a 4-cylinder engine, which makes it a bit of an oddball in Porsche’s road-going history.
Few enthusiasts know this, but a number of Porsche 356s were assembled in South Africa after being imported as knocked-down kits. However, this 1960 Porsche 356B was manufactured in Germany before being delivered to the Winelands town of Stellenbosch.
The first owner was an Olivetti typewriter engineer. He owned it until the day he died and the current owner bought it from his grandson 6 years ago.
Specifications
Model: 1960 Porsche 356B
Engine: 1.6-litre, flat-4 petrol
Power: 44 kW at 4 500 rpm
Torque: 110 Nm at 2 800 rpm
Transmission: 4-speed manual, RWD
Weight: 900 kg
0-97 kph: 14.4 sec (claimed)
Top speed: 155 kph (claimed)
“I haven’t done anything to this car except to give it a small service and a polish every now and then. We even left the minor cracks in the paint. The car has not been restored and we have several invoices, even including insurance premium slips from early years. The original owner was really fastidious.
“For example, he took the original keys, made copies and only used the copies, filing the original keys in the car’s folder. There is the service book, the handbook and the toolkit. There was also a big folder on the then-new Porsche 928. At some stage, he considered trading in his 356 for this new GT.”
Subsequent to purchasing this 356B, it won the regional Porsche Club Cape concourse event in 2020.
Eight years after that Porsche 356, in 1968, this Bahama Yellow Porsche 912 rolled off the production line. The owner, founder of Dogleg Werks in Cape Town, acquired it in early 2021.
Specifications
Model: 1968 Porsche 912
Engine: 1.6-litre, flat-4 petrol
Power: 67 kW at 5 800 rpm
Torque: 133 Nm at 3 500 rpm
Transmission: 5-speed manual, RWD
Weight: 970 kg
0-97 kph: 12.3 sec (claimed)
Top speed: 184 kph (claimed)
“All the license discs from new came with the car. It was a Johannesburg car and has had 2 or 3 owners. Unfortunately, it was cheaply maintained. It does have some rust and will soon be heading for a gentle restoration. However, it won’t be a nuts-and-bolts restoration. The fenders will be removed, sills will be replaced and it will receive a partial respray.
“This was a daily driver for the past 10 to 15 years. It was unfortunately kept in Newlands – one of the wettest parts of South Africa. The engine was rebuilt in the ’90s, but it now needs attention again.”
Parked next to each other it is easy to see the evolutionary design flowing from the 356 to 912. There are similarities, but they are also 2 very distinctly different cars.
Behind the ‘wheels of the Porsche 356 & Porsche 912
I settle in behind the wheel of the 356 and notice the solid thud when I close the door. Everything about the 356 is rounded. The dashboard curves underneath the windscreen and the large Bakelite steering wheel allows for much-needed leverage during slow speeds.
The red leather vinyl-covered dashboard ties in perfectly with the red window garnish rails below the side windows that run towards the rear of the car as well as the fascia, which is also ruby red.
Being a 356 means that there are only 3 dials behind the steering wheel, them being, from left to right, the speedometer, tachometer and a combination gauge for the oil temperature and the fuel level.
It is relatively luxurious in the cabin with rubber matting on the floor, carpets along the sides while the original beige seats and door panels provide a welcoming contrast. Over the bonnet, the rounded curves of the lid as well as the fenders are clearly visible.
The engine starts without any trouble and it sounds spot on, a throaty flat-four rumble that permeates from the two exhaust pipes, situated inside the chromed overriders.
The gearlever slots with ease into gear in a very light manner and it is easy to modulate the clutch, all the pedals being floor mounted.
There is a surprising level of sprightliness to the 1 582 cm3 engine’s power delivery. You can potter around at 2 to 3 000 rpm, but it is from 2 500 to 4 000 rpm that the engine seems at its happiest and delivers an honest level of performance. The redline arrives 500 rpm later at 4 500.
Chase the 4 000-rpm mark through first, second and third gear, and you will be impressed at the speeds you can achieve.
There is a little play in the steering, but you still get a good feel through the wheel. However, you need to remind yourself of those high-profile tyres when you drive more enthusiastically through the corners.
Still, being so lightweight and with the engine mounted low in the chassis, there is grip to be found through the bends and some fun to be had. Even the brakes feel up to the task of bringing the speeds down, although you don’t want to overdo it, having to then use them with vigour.
The owner also told me that he fits all the 356s in his collection with a camber regulator on the rear axle which limits the wheels tucking in during cornering or other vertical loading and unloading.
In terms of practicality the 356 offers less luggage space at the front thanks to the fuel tank and spare wheel which almost completely fills this area. In the 912 there is ample space for a few soft bags.
There might be only an 8-year difference between these two cars, but the moment you step into the 912 you know this is the more modern model, body and layout that also spanned around 2 decades of 911s.
There is a complete change of feel in the cabin thanks to the horizontal, straight dashboard design and the cabin is marginally roomier in every direction.
The seats are well worn, so I sit very low, while the cabin colours are darker compared to the 356. The black vinyl seats, door trims and the dashboard are all black as well.
As in the 356, the steering wheel is close to the dashboard, but now there are 5 dials to look at (there were only 3 when the 912 was launched), one of the additions being a clock. As in the 356, there are still rear seats that can be folded flat to offer extra luggage space, or up to offer seating space for children.
As I twist the key, the engine turns and for a moment the different beat from the flat-4 caught me off guard, not a sound you associate with a 911-shaped Porsche. When cars are half a century old, or older, they are very much the result of how they have been maintained. This example of the Porsche 356 has been maintained better than the car it’s being compared with here, but even so, this particular Porsche 912 has been used regularly and provides a good idea of what the 1960s cut-price 911 offers.
The view through the windscreen is also different compared to the 356. Gone is the rounded centre lid, now replaced by the sloping flat deck, with the pronounced fenders running towards the headlights leaving you in no doubt this is a 911 (or 912).
This 912 was, at some time in its life, fitted with a factory short shifter kit, as the throws are very short and direct and it doesn’t have any of the vagueness usually associated with this transmission. This does add another level of driver involvement and sportiness for me. If it was my car, I would probably have opted for this upgrade as well, especially after having experienced these gearboxes in their original state.
It still needs some getting used to though, but after a few minutes I become accustomed to finding that dogleg first gear and also the following four gears. The availability of five speeds is an important change over the Porsche 356’s driving experience.
The additional ratio allows you not only more speed, but once on the go it is easy to swap between second and third, ideal for the twisties, and then fourth and fifth as you head onto the longer straights. I immediately feel there is a wider scope of performance with the 912.
Although the engine, in its current state, is not as smooth as the 356B’s, it still pulls stronger than its older sibling, while also allowing you to head higher into the rev range. With the red line only arriving at 6 000 rpm, you can comfortably let the needle run past 4 000 and 5 000 rpm.
After all, the 912’s engine was based on the 356 Super 90 engine, offering 90 hp (67 kW) versus the 356B’s 44 kW.
As the suspension is a notably better setup compared to the Porsche 356, the Porsche 912 feels more planted on the road and it does feel more suited to enthusiastic cornering than the 356. Of course, the 912 benefits from the same suspension, steering and braking system as the early 911s.
Porsche 356 or Porsche 912?
On the way home we both select 3rd gear, needles pointing to the middle of the rev range. We push the throttle pedals to the floor. For a moment the Porsche 356 pulls away from its Porsche 912 stablemate, but as our speed builds and I select fourth gear in the 912, it pulls away from the 356.
The Porsche 912 will probably continue to remain under the radar for most buyers, but I don’t understand why. Of course, it is 2 cylinders down on any other 911 in history, but it still delivers a visual experience that is 100% that of the 911 and a driving experience that is very close to that of the celebrated brand’s iconic sportscar. Oh, and did I mention it is around 50 kg lighter than a 911 of the same year?
For those who appreciate these benefits, that is a very attractive number. Depending on what your requirements are for an air-cooled 4-cylinder Porsche, give the underrated 912 a closer look.
