BAIC South Africa recently invited us to drive its upgraded B40 Plus off-roader in Gqeberha. BAIC says that it is ready to ramp up production of the Beijing X55 model at its Eastern Cape assembly plant, yet questions about the facility remain.
“Transform your world with passion, drive your way as you wish”… So reads the (seemingly unnecessarily wordy) vision statement in the BAIC plant’s foyer in the Coega Industrial Development Zone outside Gqeberha – a name that, incidentally, the BBC suggests is pronounced as “Click bear gha”.
Even if its vision statement could perhaps be shorter/punchier, the South African BAIC effort is indeed quite serious – although much of its plant’s feasibility – at face value – appears a little questionable.
The 70 000 m2 factory (said to have been built at a cost of R11 billion, with a peak production capacity of 50 000 units per year) opened in 2018, after which the X25 compact crossover and D20 hatchback were received from China in semi-knockdown form and assembled at the new plant to be sold locally.
In case you didn’t know, BAIC (Beijing Automotive International Corporation) is China’s 6th-largest car manufacturer and a state-owned Fortune 500 company that holds 65% control over its South African subsidiary, with the remainder a portfolio piece of the local Industrial Development Corporation.
Both the X25 and D20 were discontinued at the beginning of 2023, after which, presumably, production stood still at the now-eerily quiet factory. Curiously, the plant is said to have produced as few as 282 units since 2018, while BAIC sold a total of 2 693 units in South Africa’s new-vehicle market last year.
When the local motoring media toured the plant during the event, I saw little to suggest that vehicles (X55 units, in this case) were being produced. Last week, the Eastern Cape’s HeraldLive reported that “management has pumped the brakes on full-scale production until (local) demand makes it necessary” and that there were “only a few hundred vehicles on the production schedule until February 2024.”
However, we did get a chance to sample the 2024-spec B40 Plus compact body-on-frame off-roader, of which the turbopetrol variants are now equipped with a ZF 8-speed automatic transmission (it previously had 6-speed auto ‘box) and an uprated 2.0-litre 4-cylinder so-called “Turbo Gold Efficient Engine” that develops peak outputs of 165 kW at 5 500 rpm and 380 Nm of torque between 1 800 to 3 600 rpm.
We attended the local launch of the model in 2021 (read our BAIC B40 Plus launch review), but to jog your memory, as opposed to B80, which was once earmarked local introduction and bears more than just a passing resemblance to the Mercedes-Benz G-Class, the 4350 mm-long B40 Plus takes a marginally more eclectic approach to its exterior design; it incorporating cues from Jeep, Hummer and Mahindra.
While locking differentials are absent, the BAIC does feature some other 4×4 essentials such as tyre pressure monitors, a low-range transfer case, a 750 mm wading depth (curiously, BAIC SA’s website states 600 mm and a “road block-crossing height” of 350 mm, whatever the latter may be), a 210 mm ground clearance, approach and departure angles of 37° and 31°, along with a 23° break-over angle.
BAIC SA lists the GWM Tank 300 (which retailed from R725k in July 2024) and conceivably – even if a little optimistically – the R1m-plus Jeep Wrangler as the B40 Plus’ nearest rivals.
Inside, the 256-colour configurable mood lighting is a nice touch; and the infotainment touchscreen has been upgraded to 12.3 inches, although there’s still no Android Auto/Apple CarPlay interface – perhaps a legacy of BAIC’s domestic tie-up with Huawei, whose “ecosystem” rivals those of Google and Apple?
With inadequate time allocated to evaluate the vehicle, it’s hard to deliver a full verdict on the updated BAIC B40 Plus. What we can report is that with low-range engaged from a dashboard-mounted dial centred between the primary air vents, and armed with the combination of a wheel-in-each-corner, generous ground clearance and a healthy spread of torque – the latest BAIC crushes climbs with zeal.
The fitment of a roll cage allows for the roof to be sectionally removed for a topless, Ken-and-Barbie-type travel, though at the cost of some headroom. There are also no USB ports for rear passengers to charge their (hopefully) Huawei phones, and puzzlingly, the “BJ40” badging on the side sill and steering wheel boss has been left untouched…
How much does the BIAC B40 Plus cost in South Africa
Prices include a 5-year/120 000 km warranty. A 4-year/60 000 km service plan is optional.
Summary
It’s commendable that BAIC South Africa began reporting individual model sales figures to the industry representative body Naamsa from January, but in the broader scheme of things, there still seems to be a disconnect between the BAIC SA plant’s production capability and the brand’s low local sales volumes.
Leaving aside the benefits of much-needed local investment and export gateway possibilities (including production of new-energy vehicles), with the brand selling an average of 165 vehicles a month during the 1st half of 2024, why aren’t rival Chinese car companies – those that sell hundreds more units per month in South Africa than BAIC – not also building factories here? And without some sort of subsidy to keep it afloat, how sustainable is an assembly plant that has produced so few vehicles since 2018? Time will tell.
As for the BAIC B40 Plus, how likely are buyers to choose it over a Suzuki Jimny 4-door if they are looking to buy a “more affordable” compact off-roader? In the off-roader market, legacy counts for a lot. Suzuki’s rugged Jimny is a well-proven product, but the same cannot be said of the BAIC. As with other fledgling Chinese products that have only hit the market in recent years, again, it’s just too early to tell.
British firm Ineos recently hosted local and international media in the wilds of the Eastern Cape’s Baviaanskloof Wilderness Area to put the Grenadier Quartermaster through its paces. Our adventure journalist Gero Lilleike eagerly took the ‘wheel…
While sitting in the Grenadier pub in London with a pint in hand, UK billionaire and CEO of chemical giant, Ineos, Sir Jim Ratcliffe, experienced a moment of, some would say divine, inspiration.
The vision of what we now know as the Ineos Grenadier was conceived in that pub. In 2017, Ineos announced its intention to build an “uncompromising” 4×4 vehicle that would follow in the esteemed wheel tracks of the legendary original Land Rover Defender.
Sir Jim himself stated: “I’m a great admirer of the old Land Rover Defender and have enormous respect for its off-road capability”, adding that “we want to build the world’s purest 4×4 and are aiming it at explorers, farmers and off-road enthusiasts across the globe.”
The Baviaanskloof is a good test for the Grenadier Quartermaster.
South African order books for the Grenadier (station wagon) opened that year, while order books for the Grenadier Quartermaster double-cab opened in 2023. The Quartermaster has now officially gone on sale in South Africa and Ineos was keen to showcase the newcomer in the metal in tough conditions.
The Baviaanskloof is a remote wilderness reserve in the Eastern Cape – its roads demand respect. Only 4×4 vehicles with high ground clearance can venture here and river crossings keep drivers honest.
What does the Grenadier Quartermaster offer?
Build your dream Grenadier Quartermaster on the Ineos’ configurator!
As far as derivatives go, both body shapes are offered in Base trim or specialised trim, including the Fieldmaster (an urban-biased trim) and the Trialmaster (an off-road trim). As a utility vehicle designed to operate in difficult terrain, Ineos offers customers a wide range of accessories to meet diverse needs.
The Quartermaster has a maximum tow rating of 3 500 kg and a payload of 857 kg.
With the mission of building the best 4×4 vehicle possible, Ineos has partnered with leading component partners such as Magna Steyr, Brembo, Recaro and BMW, to name just a few companies…
As you may have read, under the bonnet of the Grenadier Quartermaster sits BMW’s highly regarded 3.0-litre, inline-6 turbopetrol engine that produces peak outputs of 210 kW and 450 Nm of torque and comes paired with an 8-speed ZF torque-converter automatic transmission. The widely used B58 motor was specifically chosen for the Grenadier because of its excellent performance and proven reliability.
For buyers who would prefer a diesel engine, Quartermaster variants powered by BMW’s 3.0-litre, inline-6 turbodiesel (with outputs of 183 kW and a useful 550 Nm of torque) are expected to arrive in South Africa soon. We expect most buyers in the local market will opt for the turbodiesel automatic powertrain.
What’s the interior of the Grenadier Quartermaster like?
Perhaps one of the most striking interiors in the double-cab bakkie segment.
When you step into the Grenadier Quartermaster’s cabin for the first time, you’re met by perhaps the most striking fascia designs ever employed on a series-production 4×4 off-road vehicle.
Drawing inspiration from a military fighter jet, the cabin layout eschews the current automotive trend of minimalist and buttonless interiors and provides large surfaces, both on the dashboard and roof, where oversized buttons are splayed out in a fashion not seen in contemporary cars. It takes some time to soak it all in and familiarise yourself with the cockpit layout, but the grandeur of it all soon grows on you.
Note that a conventional instrument cluster is absent and key driving information, such as speed and fuel consumption, is displayed on the right-hand side of the infotainment screen. A BMW-style command dial in the centre console provides access to the vehicle’s off-road and infotainment menus. The familiar BMW transmission stalk is flanked by a “manual handbrake” and a low-range transfer case.
Buttons and switches abound inside the Grenadier Quartermaster.
The chunky leather-wrapped steering wheel is a treat to wield and we love the “Toot” buttonl which is a polite hoot to alert those pesky cyclists to keep well out of your way as you barrel along in this new-old-school offroader.
The cabin is robust and you can tell by the hard-wearing materials used in its construction that it’s built to last. The firm and supportive Recaro seats can be trimmed in your choice of utility cloth upholstery or leather, heavy-duty utility flooring with drain valves implies that the interior is designed to handle wet conditions and there are also grab handles fitted, which are useful while off-roading.
Despite the vehicle’s longer chassis and a wheelbase of 3 227 mm, the Grenadier Quartermaster has a rather compact cabin – rear passenger space isn’t generous. Ratcliffe, who stands over 6ft (1.83 metres) tall, claims the model offers occupants class-leading off-road comfort, but suffice it to say we’d pay good money to see Sir Jim squeeze into the back seat of the Grenadier Quartermaster.
What’s the Ineos Quatermaster like to drive?
Close your eyes, turn the key and you’ll be forgiven for thinking you’re sitting in a BMW M340i xDrive.
The raspy burbles emanating from its discreetly placed exhaust tips afford the Quartermaster a unique aural character, perhaps only vaguely comparable to the petrol V6-powered Ford Ranger Raptor. It sounds good!
The Grenadier Quartermaster feels most at home in the dirt, where it belongs…
Lively throttle responses, a well-calibrated ZF transmission and a powerful 210 kW inline-6 turbopetrol BMW engine ensure brisk and more-than-adequate acceleration from the Quartermaster; it represents quite a feat of engineering when you consider that Ineos’ double cab has a kerb weight of 2 643 kg.
The Grenadier Quartermaster does, however, exhibit some quirks that deserve to be mentioned.
Perhaps the Quartermaster’s most glaring oddity is its steering setup. Because the Grenadier variants are off-roaders by design, Ineos equipped them with a Bosch hydraulically-assisted recirculating ball steering. It’s well-suited and preferred for driving off-road, but not so much on tar or in an urban setting. This isn’t a Sandton pavement hopper, but regardless of what I tell you, you’ll probably find many there!
Safari windows are standard on the Fieldmaster derivative, but can also be fitted as an option.
In a world where sharper, more responsive steering setups are the norm, the Quartermaster’s steering requires familiarisation. The steering feels near-as-dead in the top quarter and its response is slow and imprecise. Heaven forbid that you have to quickly dodge a pothole or any kind of object in the road!
In its defence, the steering comes into its own as soon as tar becomes dirt. The Grenadier Quartermaster is not entirely cumbersome as a passenger vehicle but only truly makes sense as a dedicated off-roader.
Its ride quality and refinement on dirt are excellent and superior to most of the new-age off-road SUVs and bakkies we have driven recently and that speaks volumes of its its hardcore, heavy-duty chassis.
Our destination was a pop-up wild camp smack-bang in the centre of the Baviaanskloof. We had to drive in the dark to get there on rough, water-weathered dirt roads flanked by steep drop-offs into the rocky kloofs below – it was a harrowing route, even for seasoned off-roaders.
The round taillights give the Grenadier Quartermaster a modern look from the rear.
With our favourite songs pumping on the quality audio system, it’s times like these you learn to live again and trust your vehicle instinctively. It was slow going navigating in the dark, but the Quartermaster took every ditch and donga in its stride. When we finally reached the camp, the fire was burning high and we enjoyed a warm meal prepared by none other than South Africa’s ultimate braai master, Justin Bonello.
The next morning, after downing a sweet “moer koffie” straight off the fire, we headed west into the Baviaanskloof. The Grenadier Quartermaster is properly kitted out for hardcore 4×4 adventures. In the Trialmaster and Fieldmaster trim, the Quartermaster is equipped with centre-, front- and rear differential locks, so even the toughest obstacles stand little chance against this formidable Grenadier. The grade of the obstacles encountered in the Baviaanskloof, however, seldom required such heavy intervention.
Then, the convoy came to an abrupt halt. Recent excessive rain had flooded the valley and the Kouga River and Baviaans River were swollen. This scenario was the perfect opportunity to test the Ineos Grenadier Quartermaster’s wading ability!
The Quartermaster is offered with up to 3 differential locks and can wade in 800 mm of water.
On the roof console, you can press the Off-road button to deactivate proximity sensors – they can be annoying while navigating through the bush – followed by the Wading button to deactivate the engine fan (to prevent water from being sucked into the engine) – the latter’s a rather nifty off-road feature that sets the Grenadier variants apart from other off-roaders.
With low-range engaged, we rolled into the watery depths and waded through the flooded river bed lined with reeds. Minutes later, our Grenadier Quartermaster emerged at the other end without any problems.
After that, we winded our way up the pass to the spectacular Two Fangs viewing point to appreciate the environment that we had just traversed. On our way back to camp, we crossed the Kouga River – again, and without a hint of hesitation (or a splutter) from the test unit – and spotted some wildlife along the way. The Grenadier Quartermaster got us here and got us out. It did its job and it did it well. Bravo!
How much does the Ineos Grenadier Quartermaster cost in SA?
Ineos Grenadier Quartermaster
R1 717 100
Ineos Grenadier Quartermaster Trialmaster Edition
R1 862 100
Ineos Grenadier Quartermaster Fieldmaster Edition
R1 862 100
Pricing includes a 5-year/100 000 km warranty. Service and maintenance plans are optional.
Summary
The Ineos Grenadier is not your average off-roader.
Our first drive in the Ineos Grenadier Quartermaster was both a positive and illuminating experience.
Sure, the Grenadier Quartermaster is a niche product and it isn’t perfect. It has its quirks, but none of them are deal breakers. If you can afford one, the Grenadier is undoubtedly one of the most capable 4×4 off-roaders you can buy and you’ll probably never need another off-roader in your lifetime…
In saying that, Ineos, in the automotive space at least, lacks the crutch that most traditional 4×4 vehicle brands depend on for sales success — legacy.
In the absence of a legacy, why should anybody buy an Ineos Grenadier Quartermaster? The truth is that quality has a price and if you consider that the Grenadier has been engineered or, to be perfectly frank, over-engineered to a standard well beyond the market average, then legacy becomes superfluous.
Should you buy a Grenadier Quartermaster? The short answer is yes. But there’s a big BUT… even if you can afford the significant outlay, you must be certain that you’ll use ALL of its immense off-road ability.
The new Ferrari 12Cilindri is headed to South Africa in Q1 2025 in all its naturally aspirated V12 glory. Call up your bank manager, because we have local pricing…
Revealed as recently as April 2024, the new Ferrari 12Cilindri is scheduled to arrive in South Africa in the opening quarter of 2025. And, thanks to our learned friends over at duoporta.com, we can already share local pricing for Maranello’s naturally aspirated V12 twins.
According to the trusted vehicle-information specialists, Scuderia South Africa has opened the order books for the 812 Superfast successor, with the 12Cilindri Coupé priced from R9 995 000 and the 12Cilindri Spider kicking off at R10 995 000.
For the record, that latter figure is not quite enough to make the open-top 12Cilindri the most expensive Ferrari on Mzansi’s new-vehicle market, with that honour instead going to the SF90 Spider (currently priced at R11 573 600).
As a reminder, the 12Cilindri employs the Prancing Horse brand’s naturally aspirated, front-mid-mounted 6.5-litre V12 (F140HD) engine, which revs all the way to 9 500 r/min and delivers heady peak outputs of 610 kW and 678 Nm to the rear wheels via an 8-speed dual-clutch transmission.
The result, other than what must surely be a spine-tingling V12 soundtrack (best enjoyed with the Spider’s roof down)? Well, the 12Cilindri Coupé will complete the obligatory 0-100 kph sprint in a claimed 2.9 seconds, before crossing the 200 kph mark in under 7.9 seconds (with the Spider only marginally behind) and ultimately topping out at more than 340 kph.
The 12Cilindri is underpinned by an all-aluminium chassis that Ferrari claims is around 20 mm shorter than the 812 Superfast’s but some 15% stiffer. Interestingly, with a dry weight of 1560 kg, it’s just shy of 40 kg heavier than its predecessor, but – as you can tell from the figures above – that certainly hasn’t had a negative impact on performance.
Inside, you’ll find a cabin that closely resembles that of the likewise V12-powered Ferrari Purosangue, and features an 8.8-inch screen in front of the passenger, showing speed, engine revs and other information. Meanwhile, all of the main functions can be controlled via the centrally sited 10.25-inch touchscreen capacitive display, which is furthermore flanked by a 15.6-inch driver display.
How much does the Ferrari 12Cilindri cost in South Africa?
Ferrari 12Cilindri Coupé – R9 995 000
Ferrari 12Cilindri Spider – R10 995 000
Expect Ferrari’s 3-year/unlimited kilometre warranty and 7-year/unlimited maintenance plan to ship standard.
The performance-focused Porsche Panamera GTS and Turbo S E-Hybrid have been confirmed for an SA market introduction. Here’s how much they cost.
The third-generation Panamera range was revealed towards the end of 2023 and initially, it was just the hybrid models that were shown. Now the sportier Porsche Panamera GTS and Panamera Turbo S E-Hybrid have been showcased, along with South African pricing.
The Porsche Panamera GTS ups the ante with more power and sportier looks, while the flagship Turbo S E-Hybrid announces itself as the fastest hybrid luxury sedan on the Nurburgring with a time of 7:24.172 minutes, an improvement of over 3 seconds.
Panamera GTS & Turbo S E-Hybrid Engines and Performance
Both vehicles feature a 4.0-litre biturbo petrol V8 engine and 8-speed dual-clutch transmission, but thanks to the electric motor, the flagship Turbo S E-Hybrid makes 575 kW and 1000 Nm. Porsche claims a 0-100 kph in just 2.9 seconds and a top speed of 325 kph.
In the case of the GTS, there’s 368 kW and 660 Nm, and it’s good for a 0-100 kph in just 3.8 seconds and run to a top speed of over 300 kph. There are subtle black GTS badges, both on the exterior and in the cabin.
Inside, both new derivatives gain all the enhancements seen on the rest of the 3rd-generation Panamera range like the new infotainment screens, new Matrix LED headlights, Passenger Display, Bose audio and so on.
For cash-strapped South Africans, price is often the deciding factor in purchases. It’s wise to reduce costs wherever you can, but changing to cheap car insurance (which is tempting) could mean compromising important protection for you and your vehicle.
PARTNERED CONTENT
Considering the high rates of car accidents, theft, and hijackings in South Africa, you should change to cheap Car Insurance (downgrade your insurance policy to one with ultra-low premiums) only as a last resort. Did you know Budget Insurance offers Budget Lite – an alternative to cheap car insurance for owners of vehicles worth up to R250k that allows them to save on insurance without skimping on cover?
Is cheap car insurance better than no car insurance?
Having no car insurance whatsoever is a major risk that could cost you dearly in the long run. Car insurance is there to protect you financially if something unexpected happens on the road – damage, theft, or legal fees from an accident. Without insurance, these costs all have to come out of your pocket.
However, going for the cheapest option may not be much better than having no insurance. Affordability should always be balanced with the quality of the cover and the reliability of the insurer. The best car insurance quote is one that is affordable for you and includes all the cover you need – because when you’re dealing with the stress of a damaged or stolen car, you don’t want your insurer adding to it.
The dangers of cheap car insurance
While some of the risks of cheap car insurance are known — and even listed in the policy documents — others are less clear. And you might find yourself so charmed by a low quote that you become blind to the obvious dangers. Before you reason you’ve never been in an accident, you need to consider that only 3 in 10 vehicles in South Africa are insured (and that’s based on data published 6 years ago).
And if you suffer the misfortune of being involved in 1 of the hundreds of thousands of vehicle accidents that occur in the Republic every year, it could prove very costly even if another vehicle was responsible for the car accident. Other things to consider before choosing cheap insurance for cars include:
Limited coverage
That cheap policy you’ve just been quoted on might only cover the basics, leaving you to cover the costs for major damage. John is a prime example: he signed up for the cheapest car insurance he could find.
His car is parked in the open while he is at work, and one afternoon, a summer thunderstorm turns into a severe hailstorm. John’s car ends up with more dimples than a golf ball, and the windscreen is smashed.
Unfortunately for him, it is only after calling his insurer that he realises his cheap insurance doesn’t cover hail damage.
Difficulty getting claims processed
When you do need to claim from your insurance, you want it to be a fast, hassle-free process. Cheaper insurers may cut costs by having a smaller workforce, with each claims adjuster handling hundreds of claims simultaneously. And what should be a fast process ends up stretching on for weeks or months.
Poor customer service
Reducing costs might mean the insurer offers no online support, expecting you to call in for every query you have. In addition to long call waits, you’re likely to deal with staff who cannot answer basic questions.
High excess
We expect an excess to apply when making a claim, but what if your lower premium also means a higher excess? Peter brags about how little he pays for insurance, but never mentions his excess is R20 000.
After damaging a headlight and scratching his car’s fender while turning too sharply into his driveway, Peter gets a repair quote for R9k – because it is less than his excess, he will have to pay the R9k himself.
Hidden fees and costs
There are several disingenuous ways in which an insurer might appear to offer lower premiums. These include adding a monthly administration fee that is not reflected in the original quote.
Other fees you wouldn’t normally expect are admin fees every time you make changes to your policy, along with late or missed payment penalties.
Limited additional benefits
Some accidents can leave your car unsafe to drive. But you might find your cheap car insurance doesn’t cover towing or even storage, neither of which is affordable.
Less flexibility
A low-cost insurer could work with a smaller network of approved repair workshops. This might mean having to wait for a long time for your car to be repaired. Additionally, your ability to customise your cover could be severely limited, leaving you paying for cover you don’t need.
Vague policy wording
Your policy document should be easy to read and understand – an easy way to hide important info is by using ambiguous wording. Only when you try to make a claim do you learn of specific exclusions hidden in unclear Terms and Conditions.
Introducing Budget Lite
If you cannot afford to take out full Comprehensive Car Insurance for your vehicle, Budget Lite from Budget Insurance could be the solution you need, especially if your vehicle is worth under R250 000 and fully paid off. You need options, and Budget Lite offers 3 options to suit your needs and budget.
Different levels of cover
Budget Lite 1 protects you from theft, hijacking and 3rd-party liability (if you accidentally cause damage to someone else’s property (vehicle or structure/building) or injure someone. Hail damage and accident damage to your car are not included in this option.
Budget Lite 2 includes everything from the former, plus cover if your car’s written off because of an accident or hail damage, and Accident Assist for towing and storing your accident-damaged vehicle.
Budget Lite 3 is the most comprehensive option, covering all the above, plus limited accidental damage for repairs to your car (up to R15 000). Best of all, it is available for financed cars.
Reliability
Budget Insurance has a solid track record, so you know your claim matters. You can expect good customer service, reliable claims processing and financial stability.
Transparency
You know exactly what you’re getting, with no hidden surprises. Budget Lite offers straightforward plans that let you know your limits upfront.
Additional perks
While tailored for affordability, it still allows for optional extras you can add on. These include coverage for your vehicle’s audio system or bakkie canopy, and a Cash Back Bonus when you don’t claim.
Get affordable Car Insurance from Budget Insurance
Don’t let financial constraints prevent you from being protected on the road. Budget Insurance lets you tailor your coverage to your needs and pocket. Get a quote and see the difference for yourself.
Supercab. Extra cab. Cab and a half. No other type of bakkie has as many aliases as the extended cab, so why is the variant so widely misunderstood – and underappreciated?
The evolution of bakkies from work crew vehicles to family cars has been remarkable. The sales numbers tell 1 story, but how it has influenced the broader car market is not often fully appreciated.
With apex double cabs now priced where German premium marques’ business-class sedans are, many South Africans who were once the ideal target customers for an Audi A4, BMW 3 Series or Mercedes-Benz C-Class are now probably drivers of Toyota, Ford or several other bakkie brands’ double cabs.
You can pack many small things into a double-cab loadbox. But big stuff? Not so much.
For all the sales success of double-cab derivatives, 5-seat bakkies demand several compromises. The fundamental design of a double cab has been adapted to the passenger-car role, but it has never been fully transformed. That means that some very typical bakkie attributes remain, creating several issues.
Bakkies are built to carry heavy items in their load boxes, especially over poorly surfaced roads. That’s why they have been valued as farm, construction and mining-crew vehicles for many decades.
When you engineer a vehicle to carry loads of up to 1 tonne on its rear axle, that vehicle needs to have a decidedly firm suspension setup. But for all the driving moments when it’s unladen, you will be driving a vehicle that’s dramatically overdamped and less comfortable than it could be.
What’s the heaviest load an urban double-cab will be required to transport under normal circumstances? Some school sports- or grocery bags during the week? Mountain bikes on the weekend? Two Labradors to the doggie park? Whenever you’re not using a double-cab bakkie’s full load rating, you’re suffering the discomfort of harsh ride quality from the rear axle because it’s overdamped for the application.
The suspension firmness issue is just one of the double-cab bakkie’s design and application compromises. The others are storage and security – inside the cabin and the load box.
Rear seats – or no rear seats?
An extended-cab bakkie offers lots of space behind the seats for lockable storage boxes. Unlike a double-cab…
Some double-cab bakkies feature luxury trim with excellent front seats. However, the rear bench seat will always be a source of uncomfortable accommodation for aft passengers. Why?
A shallow floor, large transmission tunnel and lack of rear-seat adjustment are all consequences of mounting a conventional 4-door cab on a ladder-frame chassis.
In a monocoque SUV, the rear seats are notably more comfortable because they can be reclined, and set at a comfier angle. That’s just not possible with the limitation of a body-on-frame double-cab bakkie.
Even the comfiest bench seat, with advanced padding and stitching, will be compromised with its seating and legroom geometry because of the floor and rear bulkhead limitations of a body-on-frame build. Monocoque double-cab bakkies like Hyundai’s Santa Cruz solve this issue, but they’re hardly mainstream and not on the horizon for the South African market in the short to medium term.
Is a big bakkie with a small load box a bad idea?
What is a bakkie, if it can’t do real bakkie-hero things, like this?
A bakkie’s most distinguishing feature is its open load box. The larger it is, the more useful it becomes.
By their very nature, double cabs have much shorter load boxes than their single- and extended-cab counterparts. And that means a lot of embarrassment when you agree to help a friend “move house”, or collect something for the furniture store, only to discover it doesn’t fit because the load box is too small.
The bakkie’s most defining feature is its load box, where the double-cab bakkie often fails at being a proper bakkie when you most need it to be a utility vehicle.
If a bakkie can’t do bakkie things, is it still all that useful? That’s a question extended-cab owners never need to ask. They don’t suffer that moment of bakkie misery – the shameful discovery that the rare table that they probably paid too much for on Facebook marketplace doesn’t fit in their bakkie’s load box.
Extracurricular kit bags and some nursery plants easily fit in a double cab’s load box. But try to fit some mountain bikes in the back. Or those timber bits you “urgently” need for a weekend home improvement project. When you’ve owned a double-cab bakkie, you discover how limiting the stubby load box is.
The better bakkie configation
Try and do something really useful, like this, with a double-cab…
Enter the extended cab. It’s everything you need for a multi-role bakkie – but without the compromises. Double cabs try to be passenger cars, but they’ll always be much less comfortable than SUVs or sedans.
With an extended cab, there’s no pretending. It’s technically a 4-door vehicle (with reverse-opening tiny rear doors), but without rear seats, so there’s no sense of creating discomfort for 2 or 3 rear occupants.
Then there’s the security benefit that people who don’t own an extended cab are unaware of. A crucial weakness of the double-cab bakkie is the vulnerability of its cab for small- to mid-size item storage.
Hilux and Ranger lead the local bakkie market. Unsurprisingly, they both offer extended cab bakkies, which most other brands, don’t.
If you’re road-tripping with a double cab and stop at a shopping centre or venue, everything of value you’ve packed in the cab will have to be carried inside with you. Either that or someone has to remain with the bakkie. Why? Because there are no covered or shielded storage solutions inside a double cab.
With an extended cab, it’s different… You have an excellent cargo storage area behind the seats that is perhaps equipped with lockable storage bins. These are brilliant for storing valuables, which means that you can park your bakkie for lunch without taking every laptop bag and personal item with you.
Why a ‘selfish’ bakkie makes sense
Double-cab bakkies are marketed as being the “complete family car” for South Africans. Rugged enough to traverse those adventurous driving routes that create memorable vacations. But also useful enough to collect things from the hardware store and comfy enough to serve as a conventional family car.
The Triton and BT-50 extended cabs may have disappeared, but Isuzu still offers a D-Max “cab and a half” in 1.9- and 3.0-litre guises.
Expectations and reality can differ wildly, however. Double-cab bakkies (of the 4×4 variety) are rugged enough to explore Southern Africa’s isolated and rewarding locations, but they’re often not that great at, well, being bakkies. Their load-box dimensions are impractically small. And they’re equally terrible as family cars because the rear-seat comfort is awful, and there’s no safe in-car storage space, requiring the annoying habit of taking everything of value with you when you park anywhere in public.
There was a time when motorists saw the coupe as a symbol of individual freedom – a “selfish” personal car made for driving enjoyment and road trips; the antithesis of the “responsible” family sedan. That’s what the extended cab has become for the buyer who dares to break with convention and buy one.
With an extended-cab bakkie, you live your truest bakkie life, as it were. The vehicle has a long enough load box to make you the Saturday morning bakkie logistics hero (when friends need to move bulky things) and, because it doesn’t have rear seats, you’ll never be asked to be the weekend-away Uber XL.
Francisco Nwamba lists the strengths and weaknesses, common problems and parts prices of the 7th-gen VW Golf GTI. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example….
Just short of 15 000 units. That’s how many examples of the Volkswagen Golf 7 GTI were sold in South Africa, making our country one of the biggest Golf GTI markets outside of Europe. It’s a staggering sales figure for any hot hatch, never mind one of the pricier options in an otherwise low-volume segment.
The allure of the GTI moniker proved so great that it accounted for a heady 34% of total 7th-gen Golf sales in Mzansi. Of course, the GTI badge has long resonated with buyers in a country boasting a considerable history with the Golf nameplate. After all, more than 813 000 units of the Golf – across several generations – were produced locally.
The Golf 7 GTI was revealed in March 2013 (seen here in 3-door guise).
Switching to the MQB platform (which brought a 42-kg weight saving despite larger dimensions), the 7th iteration of a concept that started life as an off-the-books project in the middle of the 1970s, retained the front-wheel-drive configuration that defined all 6 of its GTI-badged forebears.
Local buyers also had the option of the more expensive Golf 7 R, which offered extra oomph and all-wheel drive, as well as the diesel-powered GTD (for a couple of years, anyway). But the GTI was South Africa’s default hot hatch.
Though it was revealed globally in 3-door guise, the SA market received almost exclusively 5-door models.
While 3- and 5-door body styles were offered in many markets, Mzansi received almost exclusively 5-door examples of the GTI, with the limited-edition Clubsport S – just 47 units of which were set aside for local consumption, out of a global production run of 400 – being the only to ditch the rear doors (and rear seats) in South Africa.
Local sales of the Golf 7 GTI tapered off in early 2021, when the 8th-gen model was expected to make local landfall. However, thanks to the global semiconductor shortage, production of MQB-based models stuttered, meaning VW Group South Africa struggled to secure sufficient stock of the Golf 8 GTI early in its production life… GTI fans had to wait until September 2021 for the new version to hit our market.
Volkswagen Golf 7 GTI in South Africa
This Golf GTI Concept was unveiled in Paris back in 2012.
The Wolfsburg-based brand previewed the 7th iteration of its C-segment hot hatch in the form of the 3-door Golf GTI Concept in Paris in 2012. The full production version was unwrapped at the Geneva Motor Show in March of the following year, before touching down in South Africa in July 2013.
At launch, the Golf 7 GTI was available with either a 6-speed manual gearbox or a dual-clutch automatic transmission (branded DSG) with the same number of cogs. In either case, the latest version of the EA888 turbocharged 2.0-litre, 4-cylinder petrol engine generated 162 kW and 350 Nm (up 7 kW and 70 Nm compared with the Golf 6 GTI), facilitating a claimed 0-100 kph time of 6.5 seconds.
Initially, the hot hatch was offered only in red, white or black.
2.0 TSI MT (162 kW/370 Nm)
2.0 TSI DSG (162 kW/370 Nm)
Vienna leather sport seats shipped standard (as opposed to the “Jacara” tartan upholstery offered in many other markets), along with 18-inch “Austin” alloy wheels wrapped in 225/40 R18 rubber. Options included Dynamic Chassis Control (DCC), an upgraded infotainment system (taking the touchscreen size from 5.8 to 8.0 inches and adding navigation), a Dynaudio Excite audio system, keyless access, park assist, a towbar and a panoramic sunroof.
The pre-facelift Golf 7 GTI was available in manual form, too.
In April 2015, South Africa finally received the Performance Pack option. Offered exclusively in DSG guise, this package increased peak power to 169 kW, pushed top speed to 248 kph (a hike of 4 units) and cut the claimed 0-100 kph time to 6.4 seconds. It furthermore included the DCC adaptive dampers, a “newly engineered” version of the electronic front differential lock, larger brake discs (340 mm fore and 310 mm aft), a GTI logo on the front callipers and a red finish for the GTI badge on the tailgate.
By July 2016, the special-edition Golf GTI Clubsport Edition 40 had touched down in South Africa, celebrating 4 decades of the GTI badge. Courtesy of a plethora of “technical refinements”, the EA888 engine in the Clubsport churned out 195 kW, while an overboost function briefly further hiked peak outputs to 213 kW and 380 Nm. This model also scored a “specially tuned” chassis.
The Clubsport touched down early in the 2nd half of 2016.
According to VW, the DSG-only Clubsport could thus see off the obligatory sprint from a standstill to 3 figures in 5.9 seconds, while its maximum speed crept up to 249 kph. The special derivative was further set apart by model-specific designs for its front bumper, side sills, rear diffuser and multi-part roof spoiler, along with 18-inch “Belvedere” forged alloy wheels (or optionally 19-inch “Brescia” items).
VW applied black decals (with subtle “Clubsport” branding) to the hot hatch’s flanks and included bi-xenon headlights, smoked LED taillamps, window tints, black side-mirror caps and extra red detailing in the cabin (including a crimson 12-o’clock marker for the Velour sport steering wheel), too.
Just 47 examples of the 228 kW Golf 7 GTI Clubsport S were set aside for Mzansi.
At that point, the Clubsport Edition 40 was the most powerful GTI the local market had seen. By January 2017, however, that changed. Yes, the 2-seater, 3-door Golf GTI Clubsport S grabbed that title – as well as the honour of being the most powerful factory-made Golf in Mzansi, eclipsing even the 206 kW Golf R – with its 4-cylinder heart tuned to deliver a heady 228 kW and 380 Nm.
Just 47 examples of the Clubsport S were offered in South Africa (all of which were sold well before launch), each fitted with a 6-speed manual gearbox and finished in white with a black roof. The apex GTI furthermore scored a “Nürburgring” drive mode, uprated brakes, a special sport chassis, Michelin Sport Cup 2 tyres (on black 19-inch “Pretoria” alloys) and various weight-saving measures (including ditching items such as the rear seats, some insulating material, the rear parcel shelf and the bonnet dampers).
The refreshed Golf 7 GTI scored the pre-facelift Performance Pack engine tune.
The refreshed Golf 7 GTI – also known as the Golf 7.5 GTI – arrived in South Africa in May 2017, with VW’s local division opting to kill off the slow-selling manual derivative at this point. Still, the remaining DSG-equipped version inherited the pre-facelift GTI Performance variant’s 169 kW engine tune, while also gaining items such as 18-inch “Milton Keynes” rims, a larger touchscreen (measuring 8.0 inches as standard, or optionally 9.2 inches) and heated front seats. There were also fresh options, such as a 12.3-inch digital instrument cluster, adaptive cruise control and 19-inch “Santiago” wheels.
Finally, the Golf GTI TCR hit the local scene around the middle of 2020, billed as something of a swansong for the 7th-gen model. Propulsion again came from the German firm’s ubiquitous EA888 engine (which drove the front wheels via a 6-speed DSG, rather than the 7-speed version offered in Europe), though here it was massaged to deliver peak outputs of 213 kW and 370 Nm. The listed 0-100 kph time was 5.6 seconds, while the removal of the electronic limiter raised the top speed to 264 kph.
The TCR served as the final farewell for the Golf 7 GTI nameplate in South Africa.
In addition to the now-familiar honeycomb decals applied to the vehicle’s flanks, this special Golf boasted a TCR body kit, matte-black side-mirror caps, 19-inch “Reifnitz” alloys and uprated brakes. In South Africa, the Golf GTI TCR was available in white, grey or red, while its list of standard features included a panoramic sunroof, DCC adaptive dampers, park assist and the digital instrument cluster.
Only 300 units of the Golf GTI TCR were allocated to Mzansi, most of which were spoken for well before the official market launch. By early in 2021, stock had run dry, leaving local GTI fans to wait for the 8th-generation version to arrive in September 2021.
What are the advantages of a VW Golf 7 GTI?
The EA888 engine was a tractable thing in Golf 7 GTI form.
Consummate all-rounder: While the Clubsport S certainly had a harder edge, the standard Golf 7 GTI was a great all-rounder, offering a breadth of ability that allowed it to morph from a refined everyday commuter to a competent corner carver in an instant. Moreover, the pleasing mix of ride comfort and handling ability (particularly with DCC specified) proved the ideal foil for the highly tractable powertrain.
Linked up to the dual-clutch transmission, the turbopetrol motor offered its peak twisting force across a vast rev range – from 1 500 to 4 600 rpm in both pre-facelift Performance Pack guise, as well as in standard Golf 7.5 GTI form – endowing the hot hatch with both an easy-going cruising nature and formidable in-gear shove. For many, it was all the car they’d ever need.
The cabin (seen here in 7.5 guise) was a pleasing mix of analogue and digital.
Premium-quality cabin: The Golf 7 GTI’s overall interior design was premium, practical and ergonomically sound. Top-notch materials and impeccable build quality were the order of the day, while the blend of analogue and digital controls was just right (in stark contrast to the arguably over-digitalised Golf 8 GTI that succeeded it). In short, it felt more than classy enough inside to justify its premium price.
Owing to a larger body (plus the lengthier wheelbase courtesy of the MQB underpinnings), the Golf 7 GTI’s interior was a little more spacious than that of the 6th-gen model. Rear passengers gained extra leg-, shoulder- and elbowroom, while the luggage capacity grew to 380 litres.
Volkswagen also made several subtle yet significant ergonomic updates, such as shifting the driver’s seat back 20 mm, raising the position of the gearbox controls by 20 mm, increasing the space between the brake and accelerator pedals by 16 mm, and dropping the load bay’s sill height.
Cars.co.za’s Ciro De Siena experienced the Golf 7 GTI’s safety features first hand…
Lofty safety levels: Think “hot hatch” and safety features are probably not among the first things to spring to mind. But considering the performance on offer from the GTI, it’s quite a pertinent topic. Over its lifecycle, the Golf 7 GTI shipped standard with items such as ABS with EBD, multi-collision braking, electronic stability control, fatigue detection, rear ISOfix child-seat anchors and a full complement of 7 airbags (note, however, the 3-door Clubsport S did without front-side and rear-curtain airbags).
At the local launch in the Western Cape, the Golf 7 GTI proved its safety credentials in the real world. Cars.co.za video journalist Ciro De Siena was in the front passenger seat of the hot hatch when a bakkie driver up ahead suddenly performed a poorly considered U-turn, resulting in a “horrible, violent” crash (in Ciro’s words). Thankfully, our video guy walked away from the incident without serious physical injuries, thanks in no small part to the GTI’s safety kit. You can read all about his experience here.
What are the disadvantages of a VW Golf 7 GTI?
The EA888 engine’s water-pump housing design was perhaps its most well-known weakness.
Leaking water-pump housing: One of the EA888 engine’s most widely known weaknesses – common across various VW Group products that use this motor – was its poor water-pump housing design. The water pump and thermostat (plus integrated sensors) were packaged inside a plastic housing, which was unfortunately prone to early failure. This might initially present as a minor coolant leak, before developing into a more substantial problem – and, if left unchecked, could lead to overheating of the engine.
Premature turbo failure (early models): The turbocharger used on early versions of the Golf 7 GTI – from at least the first year and a half of manufacture, by most accounts – was susceptible to sudden failure. This would typically present as a drastic loss of power and/or lacklustre acceleration, along with exhaust smoke and a distinctive whining noise. Volkswagen and IHI Corporation (the manufacturer of the turbo) rolled out a couple of design revisions for this component quite early on, meaning later models were equipped with ostensibly more reliable turbos.
As is so often the case, early model years seemed to be beset with the most problems.
Rear-suspension knock: We’ve heard of a number of complaints that the 7th iteration of the Golf GTI – which rode 15 mm lower than standard versions of the hatchback – sometimes exhibited a knocking noise from its rear suspension. VW was said to have promptly revised the rear shock-absorber design early in the vehicle’s lifecycle, but the issue seemingly continued into later model years. When test-driving a Golf 7 GTI that you’re considering buying, listen carefully for any strange knocking or rattling sounds, particularly at speeds below 60 kph.
Other miscellaneous problems: Any other known faults? Well, some early versions of the GTI-badged Golf 7 suffered from malfunctioning fuel-suction pumps, while ignition coil pack failures, excessive carbon build-up in the intake valves and a creaking (and sometimes even leaking) sunroof have all been listed as fairly common maladies.
How much is a used Golf 7 GTI in South Africa?
Manual derivatives are very hard to find in South Africa.
In South Africa, all derivatives in the Golf 7 GTI range were covered by a 3-year/120 000 km warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km). So, at the time of writing, some late model-year examples on the used market would still enjoy a few years of service cover.
When comparing prices of 2nd-hand Golf 7 GTI models, make sure to consider any options fitted to the examples in question. If you’re shopping for a “standard” version, for instance, look out for examples that feature the DCC adaptive damping. The tilt-and-slide sunroof was also a particularly popular extra in Mzansi, while the GTI could further be specified with items such as parking sensors and keyless entry.
The digital instrument cluster was available from the facelift.
At the time of writing, a whopping 96% of the Golf 7 GTIs listed on Cars.co.za featured the DSG transmission. Interestingly, 2017 was easily the most popular model year, while pre-facelift variants were a little more common than so-called “7.5” derivatives. And what about the special editions? Well, the Clubsport made up 8% of all Golf 7 GTI listings, while the TCR (4%) and Clubsport S (1%) were even more scarce. A further 3% represented examples fitted with the Performance Pack.
Indicated mileages varied from just 5 700 km (on a 2017 Clubsport S) to 280 000 km (achieved by a 2015 GTI DSG), while we found a further 5 examples with more than 200 000 km on their respective odometers. As you might have guessed, white was the most prevalent paint colour at 55%, followed by grey and red (13% each).
Below R300 000: Most Golf 7 GTIs listed below this mark were from the 2 earliest model years, while high mileage was common. We also noticed plenty of aftermarket accessories in this space, from suspension drops and downpipes to trick audio systems. The least-expensive example we found was a 2014 model with a manual ‘box (and 235 000 km on the clock), priced at R189 900.
From R300 000 to R400 000: This bracket was the most densely populated at the time of writing, though virtually all vehicles here had under 150 000 km on their clocks. We discovered quite a few seemingly clean examples in this space, including a few Clubsports and some derivatives specified with the Performance Pack. That said, examples of the facelifted model dominated here.
From R400 000 to R500 000: Most GTIs listed here were refreshed models, though a few pre-facelift Clubsports found their way into this space, too. On average, indicated mileages were below 100 000 km, while aftermarket items such as non-OEM wheels and body kits were thankfully rare.
R500 000 and up: Above the R500 000 mark, we found a couple of low-mileage Clubsports along with plenty of late model-year GTIs – including most of the TCR units on offer. The most expensive Golf 7 GTI we could find was the Clubsport S mentioned above, with 5 700 km on the clock and priced at R769 950 (a little higher than its 2017 retail price of R742 000).
Which VW Golf 7 GTI derivative should I buy?
Just 300 units of the TCR were offered in South Africa.
So, which version of the Golf 7 GTI should be at the top of your shopping list? Well, since the manual ‘box is in such short supply, we’d suggest sticking to DSG-equipped derivatives (this transmission best suits the GTI’s trademark duality, after all). While we’d be tempted by the Performance Pack if we were in the market for a pre-facelift GTI, such-equipped models are becoming increasingly tricky to unearth.
And the various special editions? Well, these are likewise few and far between – and tend to be priced at a significant premium, too. That said, if you have your heart set on a Clubsport, Clubsport S or TCR – and your bank balance allows you to purchase such a derivative – don’t let us put you off! These remain fine hot hatches that stand out just a little more.
Special models like the Clubsport tend to attract a significant premium on the used market.
For the rest of us, that leaves the standard GTI, which we’d argue is best experienced in facelifted form (and preferably with the DCC system specified). As a reminder, the mid-cycle refresh saw Volkswagen’s popular hot hatch upgrade to the 169 kW engine tune, while also scoring a smattering of extra standard equipment and an expanded selection of options.
Of course, we should add the requisite caveat about buying a 2nd-hand performance model: bear in mind hot hatches such as the GTI tend to be driven hard, which makes evidence of regular maintenance all the more important. We’d also steer well clear of modified examples; prioritise stock-standard models.
Is the Volkswagen Golf 7 GTI a good used buy?
The Golf 7 GTI was easily SA’s best-selling C-segment hot hatch of the era.
While none of its rivals sold in anything even approaching Golf 7 GTI volumes, there were still a few interesting front-wheel-drive alternatives in the C-segment hot-hatch space.
The C346-gen Ford Focus ST, P10-series Opel Astra OPC, Honda Civic Type R (both the FK2 and FK8) and Renault Megane RS (the 3rd- and 4th-gen-based versions) all offered more driver engagement than the Golf, but none was available locally in automatic guise. And, of course, the Hyundai i30 N switched from a manual ‘box to a dual-clutch transmission only in 2022, by which time the Golf 8 GTI had arrived.
The W176-gen Mercedes-Benz A250 Sport, meanwhile, was also offered with a dual-clutch ‘box, though it wasn’t nearly as sophisticated in its operation as VW’s DSG (this version of the A-Class had various other failings, too). The Volvo V40 T5 was another auto-equipped (yet decidedly left-field) option, as was the Mini Clubman JCW, but these premium contenders weren’t nearly as multi-faceted as the GTI.
While the more extreme, manual-equipped competitors mentioned above were all capable of serving up greater driving thrills, none could match the 7th-gen GTI for all-round ability – and, as a result, they each seemed compromised in some or other way. Indeed, thanks to its real-world usability and effortless performance, the VW Golf 7 GTI was the very definition of an everyday hot hatch. Peak GTI? We think so.
We review the flagship derivative of the facelifted 2nd-generation Mercedes-Benz GLA. Can the 200d AMG Line variant of the Three-pointed Star’s revised premium crossover justify its lofty asking price? Let’s find out.
We like: Stylish, punchy turbodiesel engine, improved standard spec.
We don’t like: Pricey, stiff ride at low speed, cramped rear occupant space.
The recent facelift of the 2nd-gen Mercedes-Benz GLA incorporated a subtle visual update, introduced mild-hybrid powertrain tech and upgraded the standard features list of the H247-series model. And, to provide consumers with a better value-for-money proposition, Mercedes-Benz SA has trimmed its GLA line-up down to 2 engine choices and all derivatives are front-wheel-driven (AWD has been shelved).
If you must have a Mercedes-Benz crossover with all-wheel drive capability, consider a low-mileage GLB.
A subtle visual update includes a new-look grille and revised light clusters.
How the Mercedes-Benz GLA facelift fares in terms of…
Performance and Efficiency
The drive-mode selection menu is easy to understand.
Under the bonnet of the GLA 200d AMG Line is a 2.0-litre turbodiesel engine. Thanks to the addition of mild-hybrid 48V technology, it’s a bit more frugal and offers punchier performance than before. It churns out 110 kW and 320 Nm, with the ISG serving up 10 kW to bolster pullaway- and in-gear acceleration.
The steering-wheel-mounted ‘shift paddles are pleasant to use
How does it translate in the real world? According to our trusty Dragy unit, the GLA 200d AMG Line test unit accelerated from zero to 100 kph in 8.33 sec, which was fractionally quicker than ‘Benz’s claim. We suspect the secret here is the 8-speed dual-clutch transmission, which effortlessly shuffled the gears.
There are gearshift paddles behind the ‘wheel, which are genuinely pleasant to use, but we don’t see much point in utilising them – the transmission’s shift pattern is so well-calibrated. We’re glad Mercedes-Benz made the switch to this new 8-speed unit, it’s a marked improvement over the old 7-speed ‘box.
We love the MBUX digital instrument cluster – it adds a sophisticated touch to the driving experience!
After the conclusion of the road test, by which time we had clocked up more than 200 km, the GLA’s trip computer indicated 6.8 L/100 km (compared with the manufacturer’s claim of 5.1 L/100 lm). That may look a trifle disappointing, but our test included some spirited acceleration runs and trudging through traffic. We’re confident that with more open-road driving, the economy figure could drop into the 5s.
Aside from the good fuel economy, the turbodiesel powerplant is highly responsive to driver inputs. It exhibits very few signs of lag, thanks to the assistance of the 48V mild-hybrid system and even in its default (Comfort) drive mode, the GLA 200d AMG Line never hesitates to deliver a burst of acceleration when required. But if you work the engine hard, that characteristic diesel clatter does enter the cabin.
Design, Features and Practicality
The infotainment screen retains its crisp graphics and the user experience is very satisfying.
When you climb inside the facelifted GLA, it’s evident that Mercedes-Benz’s compact car division hasn’t skimped on in-car tech and fancy finishes. The model’s MBUX, which powers the infotainment screen and digital instrument cluster on top of the dashboard, has crisp, clear graphics and a slick menu system.
The standard features list has also been enhanced to include LED front headlamps, leather trim on the steering wheel, a reverse-view camera, upgraded USB ports and wireless Apple CarPlay/Android Auto.
Mercedes-Benz has dispensed with the infotainment system’s touchpad – now you get a simple storage tray.
The pre-facelift model’s laptop-style touchpad has been replaced with a simple storage tray. The volume scroller, Dynamic mode- and parking camera buttons are all within close reach. Plus, the USB ports are illuminated – no more fumbling about for them in the dark – and the wireless charging pad is convenient.
Wireless phone chargers are almost mandatory equipment these days.
The 2nd-gen GLA has the longest wheelbase in its class, but that doesn’t mean its cabin is particularly spacious… The front driver and passenger are afforded plenty of room, but the rear feels quite cramped.
It was a challenge for the author (who is 1.91 metres tall) to sit behind the driver’s seat that had been set up for his driving position. Suffice it to say, the rear bench is only suitable for children on longer trips. Also, we hope the kids won’t need to recharge their tablets, because there’s not a single USB port at the back. The load bay capacity is a claimed 520 litres – fractionally less than those of the GLA’s rivals.
Tall adults will find the rear-occupant space cramped.
But you can tell the GLA shares its underpinnings with the A-Class: the driver’s seat position is great, but with a crossover twist – you sit slightly higher than you would in a conventional hatchback and all-around visibility is good. Also, the multifunction steering wheel is both glorious to look at and wield… It’s just a pity about those clumsy capacitive touchpads that have become ubiquitous on Mercedes-Benz models.
But apart from the fiddly ‘wheel-mounted switchgear, the cabin’s great. Unlike some Mercedes-Benz models we’ve tested recently (with inconsistent cabin quality), our test unit felt a bit more, um, “solidly assembled”. There were very few rattles or squeaks – a far cry from the 1st-gen model launched in 2014.
The GLA 200d AMG Line’s steering wheel is among the best-looking in the premium crossover class.
Ride and Handling
The Mercedes-Benz compact range has always tried to play the dynamic card and, while we appreciate a well-sorted chassis and responsive steering, those traits aren’t important in a small SUV. To reiterate, the GLA’s steering setup offers commendable feel and predictability – it is a pleasure to park in tight spaces.
The 19-inch AMG wheels look great, but GLA’s ride quality disappoints at low speeds.
Sadly, an iffy ride quality remains a drawback of the GLA package. Even with 235/50 tyres fitted to its 19-inch wheels, our test unit struggled to absorb road imperfections at low speeds. The front-wheel-drive GLA features a torsion-beam- rather than an independent rear-suspension setup, and while the latter lowers the production cost, it also hampers handling when you’re trying to have some fun in the twisties.
But, for most consumers, who will drive on freeways, city- and suburban roads on their daily commute, the Mercedes-Benz’s ride quality might be on the firm side of pliant, but it’s not crashy. Maybe stick with the standard wheel size for optimal ride comfort – not to mention better pothole-impact absorption!
The GLA remains a stylish urban crossover, but the premium crossover segment is extremely competitive.
Price and After-sales support
The GLA is sold with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
The top-of-the-range GLS’s asking price is rather dear for a small car.
Mercedes-Benz has certainly improved the 2nd-gen GLA with the recent facelift and, given SA motorists’ obsession with luxury items such as a panoramic sunroof, more standard features are always welcome.
However, some niggles of the Three-pointed Star’s premium crossover remain – most notably the overly stiff ride quality at low speeds. We’d also like to point out that the GLA’s rivals, such as the Audi Q3 and BMW X1 offer a bit more rear passenger space, so head in that direction if you’re considering the ‘Benz.
What’s more, we think the Mercedes-Benz GLA 200d AMG Line is still a touch pricey. A glance at our classifieds highlights that there are some tantalisingly good deals on demo GLB and GLC units, either of which might be a smarter buy. You’d get the prestige of the Three-pointed Star, plus a lot more space.
Remember MG? Well, the Chinese-backed brand – which last left local shores in 2016 – appears poised to return to the South African market at some point in 2024…
MG looks set to return to South Africa some 8 years after it last quit the local market, with the Chinese-backed brand seemingly on track to relaunch in Mzansi before the end of 2024.
As a reminder, the MG brand – which was founded 100 years ago as “Morris Garages” in the United Kingdom – is owned by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque (the latter having just joined the local market).
The MG badge may well be back in Mzansi before the end of 2024.
Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s primed for another crack at Mzansi…
Though it’s not yet clear if MG Motor South Africa will launch as a wholly owned subsidiary of SAIC Motor or whether a private company has been appointed to distribute the marque locally, it seems the wheels are very much in motion.
No word yet on MG’s plans for a local dealer network.
In fact, Ian Nicholls, a former General Motors executive who spent several years as the American firm’s director for Sub-Saharan Africa (based in the Eastern Cape), was recently appointed as a “senior advisor” to the newly formed MG Motor South Africa, according to his LinkedIn profile.
Evidently in the role since April 2024, the executive – who began his automotive career with Delta Motor Company and later also headed up GM’s operations in Southeast Asia – states on his profile that he’s “privileged to be part of the team introducing the exciting MG brand to South Africa in the centenary year”.
The LinkedIn profile of Ian Nicholls, including a line suggesting the brand’s return in 2024.
Separately, we discovered that SAIC Motor recently advertised various employment positions under the MG Motor brand in South Africa, including posts for a national marketing manager and a service manager (both based in Sandton). In addition, Lex Kriel, the former General Manager for Sales and Operations at Hyundai Automotive SA, has been appointed Sales and Network Director at MG Motor SA, according to his LinkedIn profile.
For the record, SAIC Motor trademarked the latest MG logo in South Africa back in December 2017, a year or so after the brand last exited the local market. The Chinese firm furthermore still holds the original MG trademark in SA, dating all the way back to 1935, as well as the rights to several older nameplates (MG3, MG5, MG7 and MG TF, for instance).
The Hector is one of several MG products built in India.
So, what sort of vehicles can we expect the Chinese-backed automaker to introduce in South Africa? Well, though no announcements have yet been made, it’s perhaps worth noting that MG Motor India’s joint venture with the JSW Group sees it produce a variety of models – including the Astor, Hector and Gloster crossovers/SUVs, plus the Comet and ZS electric vehicles – in Gujarat (incidentally at a former General Motors facility), with yet more nameplates planned.
Considering India’s well-established position as a large-scale production hub for emerging markets, we’d speculate MG Motor South Africa could source at least some (if not all) of its wares from this fellow right-hand-drive country. After all, more than half of all light vehicles imported into Mzansi in 2023 came from India.
The MG Extender offered in Thailand is twinned with the LDV T60.
For the sake of comparison, the MG range in Australia – where the marque finished 2023 in 7th place on the list of best-selling automotive brands, ahead of the likes of Isuzu, Volkswagen, Nissan, GWM and Suzuki – currently includes various versions of the ZS and HS crossovers, along with the MG3 hatchback, the battery-powered MG4 and the MG5 sedan.
The current line-up in the United Kingdom is similar to the range offered Down Under and likewise features petrol, hybrid and fully electric powertrains (with the upcoming Cyberster EV set to mark MG’s return to the roadster segment), while Thailand furthermore sells the MG Extender, a bakkie twinned with the LDV T60.
Look out for more details on MG’s seemingly imminent return to South Africa as we find them…
We’ve already brought you pricing for the new Toyota Starlet Cross, but now we can finally share images of the SA-spec version of the brand’s most affordable crossover…
The new Toyota Starlet Cross will soon launch in South Africa, arriving as the Japanese brand’s most affordable crossover. So far, we’ve had to rely on images of the Indian-market version (badged as the Urban Cruiser Taisor), but now we can finally share shots of the SA-spec Starlet Cross.
Cars.co.zaexclusively reported back in April 2024 that the Taisor unveiled in India would be badged as the Toyota Starlet Cross here in Mzansi. Then, earlier in July, we revealed that this new model – which is, of course, a coupé-style crossover based on the Suzuki Fronx as part of the 2 automakers’ strategic alliance – will be priced from R299 900 and run through to R359 300 (check out the full pricing story here).
The new Starlet Cross in XR trim.
Now we’ve finally managed to lay our paws on images of the SA-spec model, complete with “Starlet Cross” badging on the tailgate. The derivative pictured above is the flagship XR in 4-speed automatic guise, finished in “Luxe Red” paint with a black finish for the roof, rear spoiler and side-mirror caps (one of 3 bi-tone combinations exclusive to the XR grade). As an aside, the XS trim level will be offered in 6 monotone hues, as below.
The 6 monotone colours available for the XS grade.
Like all derivatives in the 4-strong local range, the “Luxe Red” XR version in these images rides on 16-inch alloy wheels and features silver-painted faux skidplates (fore and aft), silver-painted roof rails (which we believe are purely decorative) and the requisite black wheel-arch cladding. Images of the cabin, meanwhile, confirm that SA-spec variants will come with the same “black and berry” fabric interior colour theme used in India.
The Starlet Cross features the same “black and berry” interior colour scheme as the Indian-market Taisor.
As a reminder, the local Starlet Cross line-up will comprise 4 derivatives at launch, each powered by the ubiquitous 1.5-litre, 4-cylinder petrol engine. As it does in various other Suzuki and Toyota applications, this K15B mill sends 77 kW and 138 Nm to the front axle via either a 5-speed manual gearbox or a 4-speed automatic transmission.
In South Africa, the Starlet Cross will be offered in the pair of familiar trim levels mentioned above – XS and XR – with no base Xi grade available at launch. The XS grade is expected to include items such as LED headlamps, automatic air conditioning, a leather-trimmed steering wheel, a 7-inch touchscreen system, cruise control, rear parking sensors and a reversing camera. Safety features for the XS, meanwhile, will likely include ABS with EBD, stability control, hill-ascent control, dual front airbags and ISOfix child-seat anchors.
All Starlet Cross models ride on 16-inch alloy wheels.
According to our information, upgrading to the XR trim level will add items such as 4 extra airbags (for a total of 6), an electro-chromatic rear-view mirror, a colour instrument display, a 9-inch touchscreen, a 360-degree camera system, a head-up display, push-button start, wireless smartphone charging, an illuminated glovebox and tilt-and-telescopic adjustment (as opposed to just tilt- in the XS) for the steering column.
