Toyota GR86 (2022) Launch Review

As the successor to Toyota’s popular 86 sportscar, the GR86 offers punchier performance and improved poise, but the best part is that the model comes with the backing of an ever-expanding Gazoo Racing family. We drove the newcomer in the Eastern Cape.

One of the many alluring facts about the original Toyota 86 (launched in 2012 and known as the GT86 in some markets) was that its Subaru-sourced, horizontally opposed 2.0-litre four-cylinder motor featured “square” 86-mm bore and stroke measurements. On top of that, each of the 86’s two exhaust tips had a diameter of 86 mm! Those kinds of quirks greatly ramped up public anticipation ahead of the introduction of the elemental sportscar – the spiritual successor to the legendary AE86.

The rebirthed Hachi-Roku (Eight Six) was a dyed-in-the-wool driver’s car. Lightweight, largely shorn of fripperies and naturally aspirated (non-turbocharged) by design, it afforded heightened driver engagement and “old-school” rear-wheel-drive thrills at a compelling price point. Initially, Toyota SA sold upwards of 70 units per month.

The “boxer” engine was rorty (and offered delightfully analogue throttle responses), but it produced only modest outputs. It didn’t take long to become apparent that the most exciting Toyota of its era was best enjoyed on either slippery surfaces (such as on a skidpan) or controlled environments (such as on a race track), where its driver could safely learn how to exploit the package’s playfulness; in inexperienced hands, the 86 could be lairy. Still, it was an antidote to increasingly overblown hot hatches.

Now known as the GR86, the 2nd-generation coupe arrives on the back of a purple patch for Toyota’s Gazoo Racing product portfolio, which starts with cosmetically enhanced (and firmer riding) GR Sport derivatives and ends with visceral GRMN versions. Like the GR Yaris and GR Supra, the new ’86 joins in the 2nd-from-top grade.

Going Gazoo

Replete with new-look headlamps and redesigned bumpers, the GR86 is 25 mm longer, yet 10 mm lower than the outgoing model. Its overall width is unchanged from the previous-generation 86, but the newcomer gains both a 5-mm stretch in wheelbase and, intriguingly, 10 mm worth of added ground clearance. While the standard 18-inch alloy wheels fill their respective arches more convincingly than before (17-inch items were standard on the 86), the kicked-up boot lip is the highlight of the exterior design.

As a package, the GR86 remains utterly focused on optimal weight management and the mass penalty incurred through the installation of reinforced suspension mountings, as well as additional active safety technologies, has been offset in the new car via the incorporation of aluminium panelling within the roof, bonnet and bumpers. As a result, the coupe weighs 12 kg less than the outgoing model (it now tips the scales at 1 270 kg), while its front-to-rear weight distribution is 53:47.

Driving enthusiasts are likely to favour the GR 86 in 6-speed manual guise; the gear lever has a short throw and it’s easy to swap cogs quickly thanks to the well-weighted clutch pedal. However, Toyota South Africa is keen to see whether the reintroduction of an automatic version (with steering wheel-mounted paddles) will find more favour in this iteration of its elemental sportscar, whose flat-4 engine (again, not turbocharged) now features a 94 mm bore (up by 8 mm) to create a capacity of 2.4 litres.

For the record, the GR86 produces peak outputs of 174 kW and 250 Nm of torque. Apart from the respective gains of 27 kW and 45 Nm over the outgoing model’s powerplant, the full-performance punch is available at 3 700 rpm (when peak torque is produced). By contrast, the 86’s 205 Nm was delivered at a lofty 6 400 rpm.

Although the cabin architecture is instantly familiar (in terms of layout and carried-over switchgear), the GR86 features new conveniences, such as a 7-inch TFT driver info display and an 8-inch infotainment touchscreen. While some interior plastics remain disappointingly firm to the touch, some respite can be found in the form of a leather-bound steering wheel and transmission lever, as well as suede-covered door panels and a central armrest – the latter incorporating a neat storage compartment.

What it’s like to drive

The cold, hard figures allude to it, but the wallop of newfound torque has positively transformed the driving experience of the GR86 compared with that of the outgoing car.

Whereas the previous 86 required plenty of revs at pull away to extract an optimal 0-100 kph sprint time (that car’s claimed time was 7.6 sec), in the Gazoo Racing version, there’s every chance that the rear tyres will scrabble for grip if you engage the clutch at excessive revs (you’ll lose valuable seconds). On-road, and indeed when driving on track, this translates to altogether more dynamic handling than before; the car can be more easily balanced via the lively accelerator pedal.

Thankfully, the GR 86 still favours general ride comfort over spine-crushing stiffness. Our launch route (between Gqeberha and St Francis Bay) highlighted the alarming lack of maintenance on many of this region’s byroads, but it also afforded us an opportunity to experience just how compliant the GR86’s suspension setup is.

I was, however, less convinced by Toyota’s decision to amplify the GR86’s exhaust note via the car’s audio system. While I can appreciate that the car now sounds less like the Subaru model it is based upon (could the Shibuya-based firm be convinced to bring the GR86’s BRZ cousin to South Africa?), this is not a powertrain that warrants an artificial soundtrack, is it? Toyota’s lightweight sportscar is all about unfiltered simplicity and its motor can sound strained as the revs near the 7 000-rpm mark.

Drivers can toggle between 3 drive modes and the stability control system has been fettled to make it easier to exploit the sportscar’s abundant abilities with greater confidence. That said, together with the increased performance, the GR86’s rear end is much more manageable than before; there’s less of an ominous threat of sudden oversteer. This level of systems intervention lessens through Sport mode before leaving you to your own devices – and insurance policy – in Track mode.

How much does the new Toyota GR86 cost in South Africa?

Toyota GR86 MT	R698 100
Toyota GR86 AT	R733 700

A 3-year/100 000 km warranty ships standard, along with a 4-service/60 000 km service plan.

Summary

Few people would associate “growing up” with “becoming more playful”, yet Toyota seems to have achieved both with the notably evolved, yet eminently engaging, GR86.

From its more resolved styling to its subtly tweaked underpinnings, the new Hachi-Roku feels altogether more accomplished than before, both in terms of its dynamic ability and everyday usability (although the rear seats are still ornamental and the luggage compartment is compromised by the inclusion of a full-size spare wheel).

The highlight of the GR86, though, is its more generous performance potential. Its claimed 0-100 kpm sprint time (6.4 sec – for the manual version) can finally trouble the hot-hatch brigade and the inherent balance and poise that this package offers feels far more accessible. The Gazoo Racing treatment suits the 86 particularly well.

Will Chinese cars stay cheap forever?

Why do so many new vehicles sold by Chinese car brands represent such great value? The keen pricing can’t go on forever – can it?

Chinese cars have been on sale in South Africa for a decade and a half. Initially, most of them were based on (or cloned from) legacy manufacturers’ older-generation models. Cash-strapped small business owners bought bakkies imported from the Mainland and used them as cheap runabouts; they were regarded as disposable items.

But that all changed about 5 years ago. A slew of Chinese automotive brands had exited South Africa by the mid-2010s (following the global financial crisis), but the few that remained began introducing a new generation of vehicles. Most of those models were accomplished crossovers/SUVs and, importantly, they had enticing price tags.

Fledgling SUV brand Haval has been an astounding success story for Great Wall Motor (GWM) in South Africa. Even the most desirable security estates now have Havals traversing their latticework of 25 kph speed-limit paved roads. Chery has followed, with a very successful re-entry to the local market last year. One of China’s most influential automotive companies, Geely, has also re-engaged South Africans by proxy of its Proton brand. And BAIC’s X55 crossover is now available, too.

Chinese are getting better – much better

Chinese cars are edging ahead by offering engaging driving experiences at very competitive prices.

There is no arguing with the national new-vehicle sales figures… Chinese marques now rank among the top 10 best-selling brands in SA’s passenger-vehicle market.

The reasons for this surge in Chinese success aren’t complicated. Experienced – and, in many cases, acclaimed – American and European designers and engineers have been lured to ply their trades in China. And, in return for very lucrative salaries, they’ve gone on to guide the development of much-improved Chinese vehicles.

Dramatically improved product design, quality and driveability have made Chinese brands’ models comparable with equivalent products made by European, Japanese and Korean car companies. This was, frankly, unfathomable a few years ago. And then there’s the pricing. Despite being fully imported vehicles, which is to say they are burdened by government import tariffs that aren’t cushioned by local manufacturing credits, the Chinese brands offer “a lot of car” – at very reasonable asking prices.

But how long can Chinese vehicle manufacturers keep their pricing so keen in South Africa? And what is the strategy behind it? We’ll give you a teaser detail that shapes part of the answer. In October, Haval was South Africa’s 6th best-selling car brand. It sold more new vehicles than Ford, Isuzu, Renault and Kia.

Why Korean cars conquered SA – and what that means for the Chinese

A R1-million Korean SUV? Nobody would have believed you in 1998.

In the late 1990s to early 2000s, Hyundai and Kia were peripheral brands in SA; Korean-made vehicles were considered inferior to anything produced by European and Japanese marques. So, Hyundai and Kia priced their products very keenly to stimulate demand, or at least get South Africans to visit their showrooms and test drive their cars. Not to be unkind – they effectively bought market share. Once people had a positive experience with Hyundai and Kia, their brand biases were likely to change.

The Korean strategy of buying market share was allied with the promise of rapidly improving products. And when that eventually happened, by the late 2000s, there was adequate customer loyalty for Hyundai and Kia to start increasing prices. It’s why Hyundai can market a R1-million Palisade and R800 000 i30 N hot hatch in South Africa.

Have Chinese brands also opted to buy market share in the Republic? It certainly appears so. Their models undercut segment rivals on price but come loaded with features. There is every reason to believe that Chinese vehicles will continue to improve by building on their deeply impressive technical evolution over the past few years.

But when will the prices of Chinese brands’ models start to align with those of their competitors? Hyundai and Kia evolved from budget vehicles to R1-million cars in South Africa, surely their rivals from China will ultimately do something similar?

Entrenching brands with bargain price

In the space of about 5 years, Haval has become a mainstream brand in South Africa.

Chinese economic policy and business strategy can be very opaque to outsiders, but there are some fundamental challenges to maintaining a maverick pricing strategy. First of all, the South African government is unlikely to reduce its import tariff structure soon – if ever – and then there’s the exchange-rate issue.

Most distributors pay for their Chinese vehicle orders in Dollars and the American currency has rapidly strengthened throughout the past few weeks. Although some forward cover might be in place, any continued Dollar strength (and Rand weakness) will eventually manifest in steeper prices on Chinese-made vehicles.

But perhaps the most fundamental challenge to continued Chinese bargain pricing in South Africa has nothing to do with the models sold here… Chinese car companies are hugely invested in electric vehicles for their domestic market and those vehicles cost a lot more to manufacture, with limited margins and profit opportunities.

As electric vehicle production continues to scale, it has to influence Chinese car companies’ balance sheets. Batteries aren’t necessarily becoming cheaper to make at scale, as many base metals and material processes remain expensive. It is a paradox of extreme growth with a new product technology: enormous revenue growth, but diluted profits, due to increased core production costs.

Going upmarket or staying sub-R600k?

Affordable bakkies are part of the Chinese strategy in South Africa.

Chinese brands are indeed doing what the Korean car companies once did in South Africa. This gives us a strategy timeline to imagine when the Chinese pricing pattern might break – if at all. In the Koreans’ case, their first cars arrived in South Africa during the late 1990s.

There were initial issues with knock-down assembly in Botswana, but after the Hyundai and Kia businesses were restructured in Mzansi, the brands gained momentum. And one day, in the mid to late Noughties, the local importers of those brands believed they had the right products and brand image to start pricing against legacy brands.

The 2nd-generation Sportage, for example, was a breakthrough vehicle for Kia in the local market. Launched around 2005, it was an affordably priced model, which, in several aspects, authentically bested its European and Japanese rivals. Remember, that was less than a decade after the first humble Kias went on sale in South Africa.

Chinese cars have been available locally for a decade and a half, so there could be a tipping point moment for Chinese car pricing soon. Or perhaps China’s government will release some of its immense Dollar holdings to support car companies in their global pricing war to gain more market share. For consumers, that would be a win.

Suffice it to say, global automotive dominance is China’s goal and South Africa remains the most important and diverse market in Africa. In absolute terms, our local market is small, and the cost support required to conquer it is, well, insignificant. After all, Chinese companies are used to operating in enormous volumes.

History is on China’s side – and that could benefit buyers

Chinese brands are here to play the long game.

Will Chinese brands continue to undercut their legacy rivals on price in the medium to long term? Well, things are made rapidly in China, but strategy reveals itself slowly.

We know the conquest of global markets is a prerogative of China’s statehood, with the car industry acting like some form of foreign policy proxy. If you are a legacy car brand trading in South Africa, with a multitude of products priced below R600 000, that’s terrifying. For consumers, though, Chinese pricing power has unlocked real value.

One thing is for certain: South Africans are buying into the “new’”Chinese vehicle pricing and product story with abandon. And once they’ve bought a Chinese brand’s value-packed product, it’s unlikely that many of them will return to legacy car brands; it would be a repeat of what transpired with Hyundai and Kia a decade ago.

Chinese Brand Chery Has Big Bakkie Plans

Chery has confirmed it plans to develop at least two unibody bakkies, while also mulling the idea of offering a body-on-frame model to battle the likes of the Toyota Hilux and Ford Ranger…

The man at the very top of Chery has confirmed the Chinese automaker has big plans to enter the bakkie segment.

Charlie Zhang, Chery International executive vice president, made the comments to carsales ahead of the Chinese state-owned firm’s return to Australia.

“According to our planning, we will develop two pick-ups. One small-medium sized, the other is a large one, with electric or PHEV [plug-in hybrid electric vehicle] [powertrains]. That is something we are planning for,” Zhang said.

He revealed these two bakkies would employ unibody rather than ladder-frame platforms.

“Most of the pick-ups are still the traditional body-on-frame, so the other type of pick-up is for the urban use. It is a new lifestyle, right? We call it the unibody pick-up. It is developed on the passenger vehicles. The Hyundai Santa Cruz is the perfect example,” Zhang explained.

What about a body-on-frame bakkie from Chery?

The Karry Higgo, which interestingly appears to share much with the GWM Steed 5…

So, are there any plans to offer a ladder-frame model to compete with top sellers like the Toyota Hilux, Ford Ranger and Isuzu D-Max? Well, Zhang suggests the Wuhu-based firm is investigating its options in that space, too.

“Also for the traditional pick-up, we will see if there are emerging opportunities for us. We will see if we can do it through mergers or acquisitions,” Zhang said.

As the Australian publication points out, Chery has a potential partner within its group in the form of the Karry brand, which it founded back in 2009. As its name suggests, Karry specialises in light-commercial vehicles and has built a few bakkies in years gone by, including the Aika and Higgo.

Zhang emphasised the importance of the bakkie segment in global sales terms.

“According to our study, the pick-up segment accounts for at least 15% of the total [global sales], so worldwide more or less eight million total units pick-ups.

“If we have 8% or 10% market share, that’s roughly 700 000 units. So, it is one of the largest segments we have not yet entered. So, for pick-up it is very, very interesting.”

Chery’s return to the South African market

The Tiggo 4 Plus has been Chery’s strongest seller locally in recent months.

Chery officially announced its return to the South African market in August 2021, entering the space directly as a wholly owned subsidiary of the Chinese automotive giant. The current line-up comprises three crossover models: the Tiggo 4 Pro that touched down in November 2021, the Tiggo 8 Pro that arrived in February 2022 and the Tiggo 7 Pro that launched in May 2022.

The automaker’s local division started reporting sales figures to Naamsa in July 2022, registering 1 262 units that month. The company’s sales total improved to 1 320 units in August and 1 352 in September, before dipping slightly to 1 229 units in October.

While fellow Chinese brand Haval is playing in both the passenger and light-commercial spaces, Chery is currently limited to the former by virtue of its crossover-only portfolio. Judging by Zhang’s comments, that may well change in the next few years…

All-new Proton X50 In-depth Review – Specs and Features, Price, Fuel consumption, Comparison to rivals

We get behind the wheel of the new Proton X50 in South Africa. Join Ciro De Siena as he walks us through this new SUV from a brand new badge on South African roads…well, it’s more of a comeback story!

Many South Africa’s may remember the Proton name and badge from our roads, before the brand pulled out of South Africa in 2012.

While those cars left much to be desired, we were pleasantly surprised to find that Proton has grown and matured considerably in the decade since their disappearance.

With an initial lineup comprised of two SUVs, namely the X50 reviewed here and the larger X70, local importers, the large CMH group, are confident that these new products have what it takes to compete in what has become a fiercely competitive market, made even more so by strong offerings from Chinese brands Chery and Haval.

While it is difficult not to compare the new Proton to offerings from the aforementioned Chinese brands, the X50 is more closely priced with more established rivals such as Kia and Hyundai.

However, will South Africans be convinced that there is significant value on offer from Proton to stump up the extra cash? We’ll let Ciro try and answer that question for you.

Mercedes-AMG One Sets New Nurburgring Record

The new Mercedes-AMG One is the new Nurburgring record holder for road-legal production vehicles with a scorching lap. Watch the hypercar in action!

With professional racing driver Maro Engel behind the wheel, the new Mercedes-AMG One charged around the 20.832 km Nürburgring-Nordschleife track in 6:35.183.

Impressively, this time was set in less than perfect conditions as it had rained earlier. “That was really an unforgettable experience,” said Maro Engel after completing the record lap. “I didn’t expect that we would be able to set such a lap time with these track conditions. In some crucial areas of the track, it hadn’t dried completely yet and was therefore tricky. That was a special challenge.”

MORE: New C63 AMG loses V8, but has 500 kW

As a reminder, the Mercedes-AMG Project One was built to take Formula One engineering and technology from the racetrack to the road. There’s 782 kW from a 1.6-litre V6 petrol and 4 electric motors. Interestingly, Mercedes-AMG doesn’t list a peak torque figure, saying that quoting such a specification is “not possible due to [the] complex drivetrain”. A limited top speed of 352 kph is claimed.

The 0-100 kph sprint is smashed in a claimed 2.9 seconds in the angriest of the six drive modes, the 200 kph mark arriving in just 7.0 seconds and the speedometer reading 300 kph in a mere 15.6 seconds. If you’re wondering just how much the Mercedes-AMG One weighs, we can tell you its kerb weight is listed as 1 695 kg.

Want to buy a new or used Mercedes-Benz? Browse stock for sale here

The previous record holder was the Porsche 911 GTS RS with the Manthey Racing kit, that completed the lap in 6:38.835, followed by the the Mercedes-AMG GT Black Series with a 6:43.616 run.

Lifeline for 1 Series? BMW Commits to Compact Cars

BMW’s CEO has effectively put to bed rumours the German firm will abandon the compact car segment, predicting such models will become the “core” of the business in future…

Back in May 2022, a report out of Europe suggested the future of BMW’s compact front-wheel-drive models – such as the 1 Series and 2 Series Gran Coupé – was hanging in the balance. However, BMW CEO Oliver Zipse has now confirmed the company has no plans to leave what he terms the “lower market segment”.

“We are not leaving the lower market segment. Even if you consider yourself a premium manufacturer, it is wrong to leave the lower market segment – that will be the core of your business in the future,” Zipse said at an event in Berlin, according to Reuters.

Of course, rival German automaker Mercedes-Benz seemingly disagrees, having confirmed earlier this year it plans to renew its focus on the high-end luxury segments, while reducing its number of compact entry-level models. In fact, rumours suggest the A-Class badge will be retired at the end of the W177 hatchback and V117 sedan models’ lifecycles in 2025, with no direct successors planned.

Have compact BMW models such as the 2 Series Gran Coupé been given a lifeline?

Zipse’s latest comments suggest we will indeed see a next-generation version of the current F40 1 Series (which debuted in 2019), though it’s not yet clear what sort of powertrain such a model would employ nor which platform it would be built on (with the current UKL architecture seemingly not well suited to housing hybrid components).

The Munich-based automaker is, of course, investing heavily in electric vehicles and is in the midst of what it calls a “transformation towards e-mobility”. If BMW does also plan on offering next-generation combustion-engined versions of its compact models, it remains to be seen how it would deal with meeting ever-tightening emissions regulations in key markets such as Europe.

For instance, Audi has already confirmed its current A1 Sportback and Q2 crossover will be discontinued at the end of their respective lifecycles, proving just how difficult it is to build compact premium electrified (never mind fully electric) vehicles with low enough price tags and large enough margins…

Buy a BMW 1 Series on Cars.co.za

Citroen C5 Aircross (2023) Launch Review

Citroen has launched an updated version of its stylish and practical C5 Aircross medium SUV. We headed to Johannesburg to experience the newcomer.

When Citroen returned to South Africa with a 3-model line-up in late 2019, many consumers were sceptical about the long-term prospects of the French brand (now part of the Stellantis group) in our market. However, Citroen’s products – from the compact C3 to the C5 Aircross (the C1 city car has been discontinued) – are attractive and they warrant consideration. With 37 dealers throughout the Republic and 103 years of history behind it, Citroen is here to stay.

The C-segment SUV portion of the market is booming – to the detriment of the C-segment hatchback. In the Stellantis context, think of how the Opel Astra and Peugeot 308 have been dropped in favour of the stylish and high-riding Opel Mokka and Peugeot 3008 respectively.

South African market trends indicate that in the small crossover and medium SUV segments, buyers favour front-wheel-driven petrol-powered models with automatic transmissions.

The author of this launch review is quite fond of the Citroen C5 Aircross; he conducted a month-long test of the model in December in 2020. You can read that report here. Are the updates to the French contender significant enough to improve the package? Let’s find out.

What’s new?

Design-wise, the C5 Aircross’ front-end has received quite an extensive update – replete with revised headlights and LED DRLs, plus a new-look bumper. The rear only features fresh taillights; compared with the thoroughly updated front, that tweak seems a little tame.

The cabin gets a makeover too with changes to the fascia in terms of the quality of the larger (10-inch) touchscreen and its position. Citroen says it moved the panel higher for better ergonomics; the ventilation outlets now sit below (as opposed to on either side of) it.

A modern-looking e-Toggle transmission selector has been added and the drivetrain gains drive modes (Sport, Normal and Eco) – previously it only had a sport button that essentially prompted the ‘box to delay upshifts.

What’s on offer?

Citroen South Africa has followed the same strategy as before, with a two-derivative line-up.

There’s only one engine and transmission combination, with two trim levels available: Feel and Shine. The differences between the versions are minimal, so rest assured: if you can only afford the entry-level version, you won’t feel as if you’re had to settle for a far lesser product.

More: Compare Feel and Shine trim levels and features here.

The powerplant on duty in the C5 Aircross is the 1.6-litre 4-cylinder turbopetrol engine, which we’ve experienced in quite a few of the Stellantis group’s products throughout the years. In this application, the powerplant produces peak outputs of 121 kW and 240 Nm.

Power goes to the front wheels via a 6-speed automatic transmission and, has far as efficiency is concerned, Citroen claims the model will consume 7.9 L/100 km on the combined cycle.

What is it like to drive?

The on-road evaluation route of the C5 Aircross launch saw us drive towards the Vaal River from OR Tambo via open roads in the top-spec 1.6T Shine derivative. This version comes equipped with luxury items such as a panoramic sunroof and leather trim, to name a few.

First impressions count for a lot: the Citroen’s cabin is undeniably a funky and cool space to occupy – the driver’s seat position is great (it feels sufficiently high-perched and affords excellent exterior visibility), plus the front seats are well padded and particularly comfy.

As far as the ride quality is concerned, the C5 Aircross retains its reputation for delivering superb on-road refinement over tar and gravel road surfaces. There’s plushness galore; you could be forgiven for thinking you’re behind the ‘wheel of a pricier premium-brand product.

Some of the roads we traversed were coarse and poorly maintained; although there were no major potholes, there were plenty of ruts dotted along the route. Top-spec crossovers, which are typically fitted with larger wheels shod with low-profile rubber, tend to bounce over such surfaces, but the Citroen (with its 18-inch wheels wrapped in chunky rubber) didn’t.

We also had the chance to drive on some dirt roads, which were damaged by recent heavy rains in the Gauteng region, and again, the C5 Aircross didn’t break a sweat. The claimed ground clearance for the model (230 mm) seems ambitiously high though, so we’ll be sure to measure that aspect when the vehicle arrives in Cape Town for a thorough evaluation.

The proven engine and transmission combination doesn’t disappoint, with the auto ‘box delivering seamless shifts. There are gearshift paddles mounted to the steering column (not on the ‘wheel, strangely), but they don’t feel particularly engaging to use. Also, given the excellent mapping of the transmission, you’re unlikely to need to use them often anyway.

We were very impressed with the C5 Aircross’ fuel economy too – at the end of 200-km trip, our test unit indicated a commendably low consumption figure of 7.7 L/100 km. It needs to be noted, however, that we spent most of the journey driving with the Eco mode engaged.

Gripes? As with the pre-update model, there are no physical buttons with which to adjust the climate control settings. Instead, you must scroll through the infotainment screen to make temperature and ventilation adjustments, which is frustrating, especially if you’re using the navigation (provided by Waze via Apple CarPlay and Android Auto) at the time.

Copyright William CROZES @ Continental Productions.

How much does the Citroen C5 Aircross cost in South Africa?

Both Citroen C5 Aircross derivatives are sold with a 5-year/100 000 km maintenance plan and a 5-year/100 000 km warranty.

C5 Aircross 1.6T Feel	R633 900
C5 Aircross 1.6T Shine	R683 900

Summary

The revisions to the Citroen C5 Aircross are minor, but the update serves as a reminder of what a solid and commendable out-of-left-field package the model is. Still, in the 2 years since we tested this model’s predecessor, the small crossover and medium SUV segments have become more competitive than ever. For around R650 000, there are excellent options, such as the Kia Sportage and Toyota RAV4, that offer a bit more than this Citroen…

Still, Citroen SA is well aware of how cutthroat the market is, especially given the less-than-stellar reputation of the brand in Mzansi. Therefore, to sweeten the deal, the firm offers the C5 Aircross with a 5-year manufacturer warranty, which is one of the longest of its kind in the market, as well as a maintenance plan, which is more comprehensive than a service plan.

Toyota Urban Cruiser Axed in Shock Move

Toyota in India has pulled the plug on the Urban Cruiser, suggesting the popular baby crossover’s time in South Africa will soon come to an abrupt end, too…

UPDATE: Toyota SA Motors says it has enough stock of the Urban Cruiser to carry it into the new year.

In a surprise move, Toyota’s Indian division has discontinued the Urban Cruiser. Since the model is produced only in that country, it seems all but certain the Suzuki-built (and outgoing Brezza-based) crossover will also soon exit the South African market.

Interestingly, zero units were registered in India in October, with the vehicle also having been removed from Toyota India’s website. Now, Autocar India has received confirmation the Urban Cruiser is indeed a thing of the past. Perhaps more pertinent, though, is the claim a fresh version based on the new Vitara Brezza is not on the cards.

According to the report, the main reason Toyota has seemingly opted not to move the Urban Cruiser into a new generation involves the notion it would be priced to close to the larger Urban Cruiser Hyryder (apparently in part thanks to “royalties” that would have to be paid to alliance partner, Suzuki).

What does this mean for the Urban Cruiser in SA?

So, what are the ramifications for South Africa? Well, for now the Urban Cruiser is still listed on Toyota SA Motors’ website. Launched locally as recently as March 2021, the model quickly became a firm favourite with South African buyers.

October 2022 was another strong sales month for the budget crossover, which with 1 820 registrations placed third – behind only the Hilux and Corolla Cross – on the list of SA’s best-selling vehicles. Year to date, as many as 14 713 units have been sold in South Africa, making it one of Toyota’s top-performing models locally.

Though nothing is yet official, it seems likely any stock Toyota SA Motors has built up will start depleting soon (unless the factory in India continues producing for export markets for a little while longer). Once the Urban Cruiser officially exits the local line-up, it will leave a gaping hole.

What could replace the Urban Cruiser in SA?

So, what could step into the Urban Cruiser’s shoes? Well, a Toyota SA Motors official confirmed to Cars.co.za the local division does have “a replacement lined up, which carries a very similar name”. That would lead us to believe the aforementioned Urban Cruiser Hyryder could indeed be launched in South Africa.

However, considering the Hyryder – which shares much with the Suzuki Grand Vitara scheduled to arrive in South Africa in early 2023 – is larger and more premium than the Urban Cruiser, it would surely not be quite as affordable (for the record, the five-strong range is currently priced from R280 400 to R353 600). That means there would be a distinct risk of the Hyryder overlapping with the locally produced Corolla Cross.

Does Toyota SA Motors have any alternatives? Well, there is the Yaris Cross, though considering it would have to be imported from Japan or France, it too would surely be too pricey to plug the gap. There’s also the option of the Raize, which is built by Daihatsu in Japan, Indonesia and Malaysia. Finally, Toyota in India is said to be working on something called the Taisor, which will effectively be a coupé-style crossover based on Suzuki’s Baleno.

Buy a Toyota Urban Cruiser on Cars.co.za

Nissan Qashqai (2022) Review

Previous iterations of the Nissan Qashqai were very popular, but the small crossover and medium SUV segments are awash with strong contenders. Does the 3rd-generation Nissan Qashqai have what it takes to be a segment leader?

We like: Refined powertrain, excellent fit and finish, comfortable ride quality, premium ambience, large fuel tank, comprehensive warranty.

We don’t like: Pricey compared with rivals, so-so fuel economy, small load bay.

FAST FACTS

Model: Nissan Qashqai 1.3T Acenta Plus
Price: R670 600 (November 2022)
Engine: 1.3-litre turbocharged 4-cylinder petrol
Power/Torque: 110 kW and 250 Nm
Transmission: CVT
Fuel consumption: 6.1 L/100 km
0-100 kph: 8.9 sec
Luggage capacity: 504-1593 litres

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Where does the new Nissan Qashqai fit in?

With fresh and modern looks, the Qashqai certainly stands out from the crowd.

Although the Almera budget sedan and Magnite small crossover are reasonably popular models in South Africa, Nissan’s passenger-vehicle line-up is rather limited. The Japanese marque, which produces the long-serving NP200 and recently updated Navara bakkie at its Rosslyn plant, could easily have followed Ford Motor Company of Southern Africa’s strategy of focusing on the light commercial vehicle market. Thankfully, it hasn’t.

The 3rd-generation Nissan Qashqai recently landed in Mzansi and will be joined by its bigger X-Trail sibling next year. Both models will be available with conventional petrol engines, as well as new-gen e-Power electrification, with the latter technology earmarked for 2023.

The Qashqai line-up comprises 3 derivatives; there are manual and auto versions and prices start at R568 200. Tested here is the flagship 1.3T Acenta Plus (R670 600). Right off the bat, this is a freshly styled and eye-catching motor vehicle. Perhaps it was the Ceramic Grey two-tone paint, or its bold face with futuristic LED lights, but it drew many onlookers’ attention.

There are three trim levels available in the new Qashqai line-up.

When it comes to rivals to the Qashqai, many brands offer products in this space. By sorting the results of our Buyer’s Guide and Compare Tool searches by values such as the number of seats and driven wheels, we came up with a long list of alternative models that are priced around R650k. Bigger family cars such as the Hyundai Tucson, Mazda CX-5, Kia Sportage, Toyota RAV4 and VW Tiguan occupy this space, albeit with entry- to mid-spec trim levels.

There are some left-field alternatives, such as the all-wheel-drive Forester and the oh-so-stylish 3008 from established brands Subaru and Peugeot, but don’t discount models such as the Chery Tiggo 8 Pro and Haval H6 – they offer excellent value and are great to drive too.

The optional two-tone finish is tasteful and the newcomer thankfully doesn’t overdo the SUV-look black cladding.

How the Qashqai fares in terms of…

Performance and economy

The Renault-Nissan-Mitsubishi alliance’s 1.3-litre 4-cylinder turbopetrol motor is utilised in all Qashqai derivatives. Interestingly, due to Nissan’s partnership with Daimler/Mercedes-Benz, this engine is also used in the German marque’s compact models, such as the A-Class. In the Qashqai, it develops 110 kW/250 Nm and drives the front wheels via a continuously variable transmission (CVT). The entry-level version has lower outputs – and a manual ‘box.

A CVT transmission that behaves like an old-school auto is a treat!

The good news is that the CVT is one of the best in the segment; it’s evidently a new-gen unit that’s well-calibrated to the engine’s performance characteristics, because it behaves much like a conventional torque-converter-type automatic transmission. Not only does Nissan’s newcomer deliver smooth acceleration – it even comes equipped with gearshift paddles on the steering wheel; when you use them, they create a satisfying illusion of “changing gears”.

There’s precious little of that typical CVT drone, unless you flatten the accelerator pedal. That was exactly what we did, obviously, to see just how it would fare against the stopwatch. With its Sport drive mode engaged, the Qashqai achieved a 9.71-sec 0-100 kph sprint time, which is fine. Its powertrain’s quite responsive, particularly when you need to overtake slower traffic.

An average (indicated) consumption figure of 9.0 L/100 km is not class-leading.

Whereas the powertrain’s refined – the cabin’s largely devoid of mechanical noise – it does fall short in terms of fuel economy. At the end of the test, the Qashqai indicated 9.0 L/100 km, which is a bit more than Nissan’s claim of 6.1 L/100 km. We utilised the Standard mode most of the time, so you should be able to better our return if you favour the Eco mode and drive conservatively. The fuel tank holds 65 litres – it’s larger than those of most of its rivals.

Ride and handling

Previous iterations of the Qashqai were renowned for their forgiving suspension setups and the new model is no exception. Many top-spec small crossovers are dressed up to look sporty and their bigger wheels tend to contribute to rather firm ride qualities, but this Nissan again prioritises comfort. Despite our test unit being the flagship – it rides on large (19-inch) alloy wheels – the Qashqai rode quietly and comfortably, irrespective of the road surface quality.

These 19-inch alloys offer a cushy ride quality, despite their size.

We traversed an unusually surfaced European-style road in the Stellenbosch area (made from old bricks!) and the Qashqai positively breezed over them; not once did it become unsettled. Better still, under 100 kph the noise generated by the road surface barely entered the cabin.

The refinement of the Qashqai is particularly impressive, especially when you consider that Nissan is not regarded as a premium brand, and yet this new offering delivers “Teutonic” levels of comfort and quietness. On the downside, however, because the Qashqai eschews sportiness in favour of outright comfort, it’s not exactly the most engaging vehicle to drive.

The multifunction steering wheel is adorned with beautifully finished switchgear.

That’s all good and well if you just want a comfortable family car that is relaxing to drive, but if you – like us – want to extract some enjoyment from driving, you’re unlikely to find many thrills here. Fortunately, it’s not a deal-breaker. The steering setup is pleasantly light, which largely takes the hassle out of parallel parking and navigating congested city traffic.

Features, tech and safety

All three Nissan Qashqai derivatives come well-equipped with standard features, especially the Acenta and Acenta Plus versions. Not only do you get more features, but the powertrain offers more power and a smoother driving experience, thanks to that rather well-sorted CVT.

Cellphone mirroring tech is a must-have at this price point.

The 1.3T Acenta Plus may be priced concerningly close to R700k, but, by small-crossover (and even medium-SUV) standards, it’s a generously specced proposition. You’ll be perched on supportive and comfortable leather seats that offer heating – and massage – functions at the front, while enjoying your favourite songs through the Bose 10-speaker audio system.

Other noteworthy features include a 12.3-inch infotainment system, which supports Apple CarPlay and Android Auto connectivity, USB-A and USB-C chargers, a wireless charging pad, a 360-degree parking camera, front/rear park sensors and dynamic LED headlights.

Need a recharge? USB-A and USB-C sockets are provided.

A major highlight is the Qashqai flagship’s array of semi-autonomous safety tech. Top-shelf features, such as adaptive cruise control, lane-keeping assist, blind spot monitoring, rear cross-traffic alert, and our favourite tech, intelligent forward emergency braking, are included.

With the latter, the vehicle will automatically apply braking if it detects that the driver hasn’t reacted quickly enough to onboard collision warnings (it detects vehicles and pedestrians).

Semi-autonomous safety tech is fitted as standard.

In addition to ABS with EBD and electronic stability control, 6 airbags are fitted, while tyre-pressure monitoring is very useful for those who traverse some of SA’s worst-kept roads.

Packaging and Practicality

The 1.3T Acenta Plus’ cabin looks and feels notably upmarket, which suggests that Nissan hopes to attract buyers who’d usually consider premium brands’ models… The build quality is up there with the best in the segment – panels line up neatly, materials feel plush, and the switchgear wouldn’t look out of place in a similarly sized model made by a German marque.

Heated seats (with a massage function) are standard on the top-spec derivative.

Not only does the Qashqai’s interior create a distinctly upmarket ambience; it is designed to maximise ergonomic efficiency (user-friendliness). Clearly, Nissan’s factory in Sunderland –and the firm’s designers elsewhere – are at the top of their games, which is praiseworthy.

The position of the driver’s seat, for example, is spot on; it offers excellent visibility all-round and enough height to instil that premium SUV feeling that so many buyers crave.

There’s more than enough space for adults at the back.

What’s more, rear passengers are afforded satisfactory leg- and headroom. This author is just over 1.9m tall and was able to successfully complete the (time-honoured) sit-behind-yourself set. If you find yourself seated in the back, there are a pair of USB ports to charge devices.

The luggage space is a little on the small side compared with other (medium) SUVs at this price point, but bear in mind the Qashqai is physically smaller than those models. The load bay features a 12V power socket and clever little hooks from which to hang shopping bags.

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The load bay is a bit small compared with those of similarly priced rivals.

Price and After-sales support

The Nissan Qashqai 1.3T Acenta Plus costs R670 600 (November 2022), which includes a 3-year/90 000 km service plan, plus a 6-year/150 000 km warranty with roadside assistance.

Verdict

Nissan has achieved phenomenal success with the Qashqai – the 1st- and 2nd-gen models lit up the sales charts and helped to kickstart the small-crossover craze. The third-gen Qashqai is well made and it meets virtually all the requirements of a high-end compact family car. However, it comes at quite a price, literally. The SUV market is ultra-competitive and in this price bracket, there are some tantalising prospects that offer more power and more space.

It’s a great car, but there’s better value for money in the middle of the range.

As excellent as the Qashqai 1.3T Acenta Plus is as a standalone model, we must consider its rivals at the price – and many of them compete in the medium SUV segment. Truth is, the Nissan starts to look uncomfortably expensive if you consider that the larger Kia Sportage GT-Line Plus and Toyota RAV4 2.5 Hybrid GX-R are priced just a few thousand Rand more and offer more performance, interior space and features. A fully-loaded hybrid Haval H6 is priced almost the same as a top-spec Qashqai and outguns it in almost every department.

One of the best family SUVs we’ve driven this year – it’s just a pity about the price.

So, should you buy one? This model sees the Qashqai move upmarket and, in Acenta Plus guise, it’s arguably more of a rival to premium brands’ small crossovers… If you have your heart set on the Nissan, the best value can be found in the Acenta derivative (R639 300). The newcomer’s comprehensive warranty and service plan certainly help to sweeten the deal.

More: Want to purchase a new or used Nissan Qashqai? Browse stock now

Citroen C5 Aircross (2023) Specs & Price

The Citroen C5 Aircross has come in for a mid-life facelift in 2022. The family SUV has always proved to offer good value, updated tech and excellent practicality. What’s in store for the updated model? Check out our specs and pricing here.

The most obvious addition to the exterior of the Citroen C5 Aircross is the new daytime running lights that form a V shape at their outer edges. More brands are focusing on unique lighting brands to distinguish themselves and Citroen is no different. The rear lights have a permanent lighting signature that’s also new for the facelift model. As with almost all model updates there is a newly designed wheel – in this case, an 18-inch diamond cut alloy with black finishing.

The interior features an updated infotainment system and digital instrument cluster. The centre console has also been redesigned to incorporate an e-toggle and drive mode selector.

The Citroen C5 Aircross comes in 2 models, the entry model remains the Feel, while the top spec is called the Shine. Both use the familiar (to Peugeot and Citroen) 1.6-litre turbopetrol with 121 kW and 240 Nm. Fuel economy is claimed to be 7.9L/100 km with CO2 emissions at 179g/km.

In terms of specification the entry-level Feel is equipped with:

LED daytime running lights
Dual zone climate control
Aluminium pedals
Sliding rear seats
Cruise control
8-inch infotainment system
12.3-inch digital instrument cluster
6-speaker audio system with Android Auto and Apple Carplay compatibility
2x USB ports
Remote central locking
ABS with EBD
Park distance control

The top spec Shine model builds on that spec with the following:

Blind-spot monitoring
Electrically operated tailgate
Roof rails
Auto dimming interior mirror
Electrically adjustable driver’s seat
10-inch infotainment system
Keyless start
Active safety braking
Collision detection alert
Front and rear park distance control
180-degree park assist
Reverse camera

Selling points for the new Citroen C5 Aircross include class-leading ground clearance which is claimed to be 230 mm – about 15mm more than most of the Family SUV rivals it competes with. The C5 Aircross also has one of the largest luggage capacity spaces in the segment claiming 720 litres of load space.

A new maintenance package has been added to the C5 Aircross to match the 5-year/100 000 km warranty, the brand is now offering a competitive 5-year/100 000 km maintenance plan as well.

Look out for our drive of the new model, with full details later this week.

Citroen C5 Aircross Pricing

1.6T Feel – R633 900

1.6T Shine – R683 900

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Nissan Qashqai (2022) Review

Previous iterations of the Nissan Qashqai were very popular, but the small crossover and medium SUV segments are awash with strong contenders. Does the 3rd-generation Nissan Qashqai have what it takes to be a segment leader?

FAST FACTS

Serious about buying/selling?

Where does the new Nissan Qashqai fit in?

How the Qashqai fares in terms of…

Price and After-sales support

Verdict

Citroen C5 Aircross (2023) Specs & Price

The Citroen C5 Aircross has come in for a mid-life facelift in 2022. The family SUV has always proved to offer good value, updated tech and excellent practicality. What’s in store for the updated model? Check out our specs and pricing here.

Citroen C5 Aircross Pricing