Toyota Hilux Raider gains fresh look! SA prices revealed…
Toyota SA Motors has updated its Hilux Raider extended- and double-cab derivatives with fresh front-end styling. Here’s how much these new-look bakkies cost…
Back in February 2024, the Toyota Hilux was handed fresh front-end styling overseas. Now, Toyota South Africa Motors has applied this new look to the extended- and double-cab versions of its Hilux Raider trim level.
From what we can tell, single-cab Raider derivatives seemingly stick with the old design, as do the limited-edition Raider X double cab variants (though we suspect the latter will soon fall away).
Note the new grille treatment, as well as the revised foglamp bezels.
So, what do these design revisions entail? Well, the Hilux Raider’s updated face features a new-look matte-black grille and front bumper, combined in what the Japanese automaker describes as an “interlocking design with an octagonal grille, trapezoidal lower section and bold outer bumper”.
Judging by the images of the Prospecton-produced model, there’s also a fresh foglamp-bezel design, as well as a black rear bumper and black side-mirror caps (double-cab derivatives furthermore score black exterior door handles). It’s not yet clear whether any updates have been made to the cabin nor whether the list of standard specification has been expanded.
Xtra Cab Raider derivatives score black side-mirror caps but do without black exterior door handles.
As before, however, the Hilux Xtra Cab line-up includes 2 Raider derivatives, each using the familiar 2.4-litre, 4-cylinder turbodiesel engine, which delivers 110 kW and 400 Nm to the rear axle via either a 6-speed manual gearbox or an automatic transmission with the same number of cogs.
The updated 2.4 GD-6 Xtra Cab Raider 4×2 6MT is priced at R563 200, while the 2.4 GD-6 Xtra Cab Raider 4×2 6AT comes in at R587 200. For the record, these new prices represent a R4 900 increase in each case.
The new Raider front-end design (left) compared with the outgoing version (right).
Meanwhile, there are again 8 Raider derivatives in the double-cab portfolio, powered either by the same 2.4 GD-6 engine mentioned above or the larger-capacity 2.8-litre, 4-cylinder turbodiesel mill (which generates 150 kW and 500 Nm). The latter powerplant is, of course, furthermore offered in 48V mild-hybrid form.
What about pricing for the dual-cab models? Well, the updated Raider double-cab derivatives start at R612 100 and run through to R876 600, with increases of R4 900 in the case of the 2.4 GD-6 derivatives and R10 600 for the 2.8 GD-6 variants.
Check out full Raider extended- and double-cab pricing below…
How much does the updated Toyota Hilux Raider cost in SA?
2.4 GD-6 Xtra Cab Raider 4×2 6MT – R563 200
2.4 GD-6 Xtra Cab Raider 4×2 6AT – R587 200
2.4 GD-6 Double Cab Raider 4×2 6MT – R612 100
2.4 GD-6 Double Cab Raider 4×2 6AT – R633 200
2.4 GD-6 Double Cab Raider 4×4 6MT – R684 800
2.4 GD-6 Double Cab Raider 4×4 6AT – R716 300
2.8 GD-6 Double Cab Raider 4×2 6AT – R769 900
2.8 GD-6 Double Cab Raider 48V 4×2 6AT – R785 400
2.8 GD-6 Double Cab Raider 4×4 6AT – R858 600
2.8 GD-6 Double Cab Raider 48V 4×4 6AT –R876 600
A 3-year/100 000 km warranty and a 9-service/90 000 km service plan are again included as standard.
Although it was unveiled at the Frankfurt Motor Show in 2001, it took another 4 years of fine-tuning before the profound Bugatti Veyron 16.4 was deemed “ready for public consumption.” We revisit this automotive marvel on a sunset drive in the Winelands.
NOTE: Special thanks to The Archive for making this drive possible.
If you dig deep into the Bugatti Veyron’s history, it becomes evident that the genesis of this car can be traced all the way to shortly after World War II. In his book Faster, Higher, Farther, Jack Ewing’s in-depth writing covers the inside story of Volkswagen’s “Dieselgate” scandal.
Naturally, throughout the book, the late Dr Ferdinand Piëch is mentioned, also casting a light on his early life as a child. Piëch, of course, is regarded as the “father” of the Veyron…
Already in 1942, during World War II (at the age of 5), Piëch walked around in the Volkswagen factory, where he immersed himself in the environment and reportedly shifted the gears of the (unsynchronized) gearboxes of the cars of that era. Even before he was in school (in the early ’40s), he reportedly told his mother that he would like to be hands-on and work in a factory with various automotive machines.
That force of will remained throughout his career. Under his guidance, the Bugatti Veyron was destined to become the pinnacle of the motoring world. First, the VW Group decided to revive Bugatti and then incorporated the French brand as a wholly-owned subsidiary in 2000. Piëch, who studied engineering, was ultimately responsible for some of the most significant road and race cars in automotive history.
As Ewing states, when the Veyron first saw the light of day in 2005, it was “in the spirit of Ettore Bugatti, fabulously expensive and ridiculously overpowered.” For a petrolhead, the latter statement is debatable.
The idea of the Veyron came about, as some brilliant ideas do, through a rough drawing on a piece of paper. It is said that during 1997, Piëch and Volkswagen’s head of powertrain development Karl-Heiz Neumann were travelling on the “Shinkansen” bullet train between Tokyo and Nagoya. Piëch had this idea of an 18-cylinder engine and drew it on that now historic slip of foolscap. It would eventually take 4 concept models, but in 2001, Bugatti announced that the Veyron would go into series production.
The Bugatti Veyron’s long gestatation
I happened to attend the 2001 Frankfurt Motor Show and remember seeing the Veyron on the stand; the hypercar’s muscular drivetrain had a display of its own! It was massive. There were numerous challenges along the way. Keeping the car as compact as possible, as stable as possible at high speed and as light as possible were just some of the problems, not to mention the complex all-wheel drive system.
Of course, the Chiron has come along and has upped the ante to new levels in many ways. But whether they can or can’t afford it, many enthusiasts still prefer the Veyron – it will always be the “OG” hypercar.
This particular Bugatti Veyron stands out from the crowd like few other cars, particularly because of its traditional – and typically Bugatti – paint scheme. And, at the time of writing, there were only 3 Veyrons in the Republic of South Africa and most of them are usually tucked away and rarely seen on the road.
Franschhoek is in the heart of the Winelands and offers some of the best driving roads in the world. These roads are known not only for their high-quality surfaces but also for their visual majesty.
One of them is the Franschhoek Mountain Pass, a twisting piece of tarmac that snakes up a mountain in true Alpine fashion, followed by a sweeping stretch of flat road when you leave the mountain behind. Interestingly, during its development phase, the Bugatti Veyron was sent to South Africa for testing.
The VW Group has a massive, relatively secretive, test facility out in the Northern Cape, so it stands to reason that it would fine-tune one of its high-speed vehicles there.
Specifications
Model: Bugatti Veyron 16.4
Engine: 8.0-litre, quad-turbo W16, petrol
Power: 736 kW at 6 000 rpm
Torque: 1 250 Nm at 2 200-5 500 rpm
Transmission: 7-speed dual-clutch automatic, AWD
Weight: 1 888 kg
0-100 kph: 2.5 sec (claimed)
Top speed: 407 kph (claimed)
The sinuous sheet metal of the Bugatti Veyron
Before the late afternoon light fades, we harness nature’s golden illumination to capture the Veyron’s striking lines on camera. Then, the Veyron’s key is handed to me. As expected, the car looks hunkered down. I keep thinking, as I walk to the car and also later during the afternoon, about the car’s smooth, “unfussy” design. Modern hypercars are plastered with numerous winglets, aero inlets and -outlets, as well as myriad other body addenda – but not the Bugatti Veyron, even its rear wing is elegantly stowed.
There is, of course, the iconic horseshoe grille in the front, a large cut-out into the bodywork behind the front wheels and the intakes behind the doors. Both the latter items are optically hidden thanks to the black paintwork. However, at the rear of the hypercar things do get interesting. When travelling at, or braking from high speeds, the Bugatti Veyron will automatically deploy its massive dual-plane rear wing.
However, it is still a very sinuous design. The Veyron presents one of the purest rear 3-quarter views of any hypercar – or any car, period. When parked, the wing can still be deployed and left in that position.
That configuration presents an ideal opportunity to look at what’s hidden beneath it – you can see part of the exhaust system and the rear end of that W16, which can catapult the car from 0-100 kph in 2.5 sec.
The brushed-silver air intakes above the engine (they peek out ever so slightly above the roofline) flow elegantly with the car’s design and are beautifully integrated into the body. Even the side mirrors don’t extend outward past the car’s body (as on other cars) – it’s yet another bit of clever aerodynamic design.
But the absolute highlight is seeing the “open” engine nestled between the pair of ascending air intakes. I peer in a little deeper and can’t help but wonder how the engineers were able to fit this drivetrain into a vehicle with such a relatively small footprint – to call it a triumph of engineering is an understatement!
The Bugatti Veyron’s sumptuous cabin
I pull the polished metal door handle and when I sink into the low seating position a few things catch my eye. Firstly, I’m struck by just how luxurious but, at the same time, homogenous and elegant the cabin is.
The duo-tone navy blue and cream interior creates a clean, relaxing ambience, which seems incongruous with the visceral driving experience this hypercar is said to offer! There is no big infotainment screen, just the controls for the climate control, a leather-wrapped transmission lever and 2 steering column stalks.
And how refreshing is it to experience a steering wheel devoid of a multitude of buttons? Suffice it to say, the Veyron’s cabin is pleasantly simple and quite “elemental” compared with those of modern exotics.
There is nothing to draw your attention away from the driving experience. Behind the steering wheel is a large analogue rev counter, to the right the smaller speedometer (with an even smaller digital display) and a few other displays for interesting bits of info (such as the power indicator on the left, with a needle that swings around the clock to 1 000, if you’re brave enough to press the accelerator pedal to the floor).
Behind the ‘wheel of the Bugatti Veyron
I twist the key, then press the starter button behind the transmission lever. The starter motor whirrs a few times and then the W16 catches. At first, I’m surprised by how quiet it is, although it emits a deep rumble.
However, later on I would realise that the deep bassy exhaust note is more audible to those listening from outside. The Veyron’s driver’s seat is comfortable, but certainly more firm and supportive than plush and cossetting. That said, you should be able to spend a good few hours in it without feeling any discomfort.
I push the transmission lever to the right to select Drive and pull away. Within a few metres, I realise how planted the car Veyron feels and how stiff its suspension is. It’s no surprise: this is a 1 900 kg (official figure is 1 888 kg) car that must be able to handle a plethora of forces up to 400 kph. This is no cushy GT, it is a focused hypercar – especially if you consider what it represented almost 2 decades ago.
The tiniest throttle inputs remind you that there are no fewer than 4 turbochargers bolted to the 8.0-litre W16. There is some whistling from them, but less so than in a modern Pagani Huayra. The powertrain still offers a very high level of sophistication – the idea was to not allow too much noise to enter the cabin.
You sit as near as dammit to the floor pan of the car, which means you are very close to the road. Still, I have a perfect view over the first part of the black bonnet, while I can see the blue fenders as well. As the nose of the Bugatti Veyron is quite stubby, you know the front wheels are close to your feet, which makes it easy to place the car through corners. This is anything but a bulky and cumbersome machine.
As the Veyron had been driven before the shoot, all its vital fluids were already warmed up. Having fully steeled myself to experience the 16.4’s prodigious performance, I decide to push the transmission lever again to activate Sport mode and utilise the paddle shifters on the ‘wheel to change gears myself. This gives you more control over the engine, allowing you to get a better feel for its herculean performance.
The Bugatti Veyron’s steering is light, but precise and as I dive through a few corners, the lightness of the steering system allows me to focus on other aspects of the car. I thought the 16.4’s weight would be very noticeable, but that is not the case. Even when pressing the brake pedal, the massive discs (400 mm up front, clamped by 8-piston calipers) not only give “good pedal feel”, but scrub off speed adroitly.
At 2 000 rpm in 5th gear, I lean on the hypercar’s accelerator pedal and feel a storm building deep down behind me. What follows, virtually instantaneously, is a seemingly relentless surge of glorious torque. I shift down a couple of gears and press the long pedal down further. Within a split second, the previously burbling hypercar reacts with a guttural roar as its 16-cylinder engine rollicks inexorably to the red line.
The red line is just after 6 000 rpm, but that number is nearly irrelevant, because throughout the 8.0-litre quad-turbo W16’s rev range, there is always a copious torque (1 250 Nm from 2 200 to 5 500 rpm) on offer. When you engage the next gear, the surge continues unabatedly, but even if the Veyron’s huge engine isn’t as rev-happy as smaller capacity, non-turbocharged motors (such as the 3.9-litre V12 in the GMA T.50) you’re likely to reach the end of most straight stretches before you reach the red line again!
When I find myself with a clear stretch of straight(ish) asphalt in front of me, I’m deep into 3-figure kph speeds within seconds. As impressive as the acceleration is, it’s the utter stability of the Veyron 16.4 at such speeds that impresses me most. Several other modern high-performance cars shimmy about ever so slightly as they approach their limits, but the elder statesman Veyron remains planted to terra firma.
As you are always aware of how fast it can go, the Bugatti Veyron does entice you to eke as much out of it as you can during straight-road blasts. But it’s not a one-trick pony. It might be on the heavy side, but it’s fitted with incredibly wide tyres (265 at the front, 365 at the rear), as well as a clever electronically controlled all-wheel-drive system; the “French” hypercar has huge grip and traction to aid cornering.
You rarely have to look in the rear-view mirror, but when you do, it would be to appreciate anew the view (over the metal covers) of the masterpiece that is the 725-kW 8.0-litre, 16-cylinder quad-turbo engine.
For a moment I think about the Bugatti Veyron’s heft. In the mid-2000s, a sportscar with a kerb weight of 1 888 kg was considered rather portly. Oh, how times have changed. Today, a BMW M3 Sedan tips the scales at 1 840 kg. In that sense, as in several other ways, history has been kind to Piëch’s brainchild.
I squeeze the accelerator pedal a few more times and start giggling at the “otherworldly” performance. Even today, but especially 2 decades ago, this car represents engineering on another level, and keeping such a special car on the road is likely to cost the same as a small boat. Indeed, another owner (and several online resources) confirm that you have to have deep pockets to keep a Veyron in the stable…
Before I exit the Veyron, I adjust the driver’s seat back to the position it was before I drove the car with a mechanical lever underneath the seat. That might seem trivial, but it illustrates that Bugatti still wanted to keep the weight as low as possible for obvious reasons. The same is the case for the level of luxury in the car. It is luxurious, but if you want the most luxurious car on the planet you will need to look elsewhere.
However, if you want to experience one of the pinnacles of automotive performance – in road-car terms – and an all-round engineering marvel that had many highly gifted engineers scratching their heads for quite a few years, the Bugatti Veyron must be at the top of your list. Just don’t ask how much it costs.
Just how well has the new Ford Territory been received in South Africa? Well, let’s take a closer look at local sales figures after this crossover’s first month on the market…
The new Ford Territory officially hit the market in May 2024, seeing the Blue Oval brand return to the South Africa’s family crossover space (remember the Kuga?). So, just how well has the Territory been received by local buyers so far?
Well, according to figures submitted to Naamsa, Ford sold 264 units of the Territory in Mzansi in May 2024, with 258 units coming via the dealer channel and 6 units listed as so-called “single” registrations (effectively vehicles the brand kept and licensed for its own use). Keep in mind the 5-seater crossover’s official on-sale date was 8 May 2024, meaning the figure above doesn’t quite represent a full month on the market.
Still, the Territory’s tally was enough for it to place 2nd on the list of most-popular Ford models in May 2024, beaten only by the Silverton-built Ranger (2 216 units). That meant the Territory was the top-selling passenger vehicle for the Blue Oval brand last month, finishing ahead of the Everest (220 units), Puma (43 units) and outgoing Mustang (7 units).
This early performance furthermore saw the Territory beat established segment rivals such as the Volkswagen Tiguan (141 units), Mazda CX-5 (118 units), Toyota RAV4 (102 units), Hyundai Tucson (52 units) and Kia Sportage (49 units). However, it couldn’t match likewise Chinese-built contenders such as the Chery Tiggo 7 Pro (342 units) and Haval H6 (272 units). Though Jaecoo reported 148 sales of the newly launched J7 in April (achieved in about half a month), neither Jaecoo nor Omoda supplied figures to Naamsa in May.
Interestingly, Ford also registered 140 units of the Territory in April 2024, the month prior to this model’s market launch. However, the company tells us that 120 units were dealer demonstrators, with 10 units set aside for the media launch and a further 10 units for marketing purposes.
As a reminder, the new Territory – which is produced in Nanchang by Jiangling Motors Corporation (JMC) as part of a joint venture between Ford and the Chinese manufacturer – is available locally only with a turbocharged 1.8-litre, 4-cylinder petrol engine that sends 138 kW and 318 Nm to the front axle via a 7-speed dual-clutch transmission.
In South Africa, the Territory line-up comprises 3 derivatives, each distinguished by its trim level. The Ambiente starts at R576 000, while the mid-tier Trend comes in at R632 600 and the top-spec Titanium at R707 000. A 6-year/90 000 km service plan can be added for an additional R14 000 in each case.
The Mini Countryman is the Oxford-based brand’s biggest, most versatile model. The 3rd iteration, which recently landed in SA, has features that even top-end BMWs don’t have yet! We got to grips with the crossover during a drive from Joburg to Graskop.
What’s new on the Mini Countryman?
The new, 3rd-gen Mini Countryman is notably bigger than the previous model.
Traditionalists moan that “there’s nothing mini about Minis anymore” and indeed, since the BMW Group took over the British brand in the early 2000s, the dimensions of the latter’s models have grown in every direction. However, that can be said of virtually every nameplate that dates back to the previous century, including, for example, the Volkswagen Golf, which also underpins a crossover model (T-Roc, Tiguan).
This all-new version is built on the same platform as the BMW 1 Series, 2 Series Gran Coupe, X1 and X2 (UKL2), but looks bigger than those models thanks to its boxy proportions and squared-off design (to me, it looks more X3- than X1-sized). The Countryman is also the first model in SA to use BMW’s OS9 operating system, which controls the central touchscreen or iDrive system. More on that later though.
Although the 3rd-gen Countryman is 130 mm longer, 22 mm wider and 80 mm taller than the previous model, its engine line-up is unchanged (but those motors are well-proven in BMW compact models).
Mini Countryman line-up
The Countryman will come in C, S, JCW and SE versions when the rest of the lineup arrives.
The initial South African lineup includes the newly named Countryman C (previously just the standard version) and the Countryman S – the sportier or bigger-engined variant. The JCW performance model will join the fray soon, followed by the SE version, which is a battery-electric (all-electric) vehicle.
The standard (C) derivative is powered by a 1.5-litre turbopetrol unit delivering 115 kW and 250 Nm of torque, while the Countryman S uses a 2.0-litre turbopetrol pushing out 150 kW and 280 Nm of torque.
We drove the Countryman S from Johannesburg to Graskop and then swapped it for the Countryman C on the return leg. Personally, the latter’s 1.5-litre powerplant felt like it delivered enough “bang for buck” to be a better proposition than the 2.0-litre in terms of value for money (it’s R70 000 cheaper than the S). It pulls well from low down, cruises easily on the freeway and has enough legs to overtake at speed.
The Countryman S’ 2.0-litre 4-cylinder motor does offer more punch (and is equipped with all-wheel-drive), but I can’t say it delivers a notably bigger performance thrill to warrant its premium over the “C”.
We did notice that the bigger-engined Countryman S was more fuel efficient on the open road/in freeway driving conditions – we averaged 6.8 L/100 km in the 2.0-litre and 7.3 L/100 km in the 1.5-litre. However, the Countryman C should be the more frugal operator in the Mini’s natural habitat – in and around town.
What’s the Mini Countryman like inside?
Uniquely funky interiors are something that Mini does better than most.
If any brand can pull off “gimmicky” and “toyish” with a modicum of sincerity, it’s Mini. The Oxford-based brand has always prided itself on catering for the young and young at heart, not taking itself too seriously and always looking to put a fun, colourful spin on everything. Remember the previous model’s disco-inspired Light Ring that resembled a 2000s glow-stick party at night? What about the “Maximum Go-Kart” message that would flash up when you engaged the Sport drive mode or the built-in fish game that was meant to teach you how to drive economically? Well, the new model continues to trial fun features.
Instead of Eco, Sport and Normal, the Mini offers 5 distinct Experience modes via the touchscreen menu – they enable the driver to tailor the driving “ambience” to their preference. Note I didn’t say driving experience because the enhancements don’t materialise so much through the pedals and ‘wheel, as in the cabin lighting and infotainment display. You can have a classic central Mini speedo or predominantly red, sporty-looking graphics (with Vivid). Other modes include Green, Personal, Core, Iconic and Classic.
The new OS9 software makes its debut in the new Countryman.
The Vescin (100% recyclable synthetic leather) trim feels refreshingly different to the textured material (that resembles denim fabric) applied to the doors and dashboard. The manner in which a shade of tan gently fades into blue on the upper door panels creates a very interesting contrast within the cabin.
The steering wheel feels chunkier than ever, especially at the 10-2 position. The automatic transmission lever has been removed to create more cabin storage space and now sits in the centre of the fascia as a simple toggle switch. The engine start button needs to be twisted like a key to start it, which is novel.
Passenger space is relatively generous – even for rear occupants and the claimed load-bay capacity is 450 litres, increasing to 1 460 litres with the back seats down, which is about average for the segment.
The Mini Countryman’s features
The engine start and gear selector buttons are now both on the centre dashboard.
Meanwhile, the BMW Group’s new OS9 is said to be faster and offer more features than the operating system that does duty in the new 5 Series and even 7 Series. I suggest taking some time to familiarise yourself with where most of the functions lie as there are a lot of settings to play with here. It took me a while to find the trip computer and disable the annoying ding notifying me of a speed-sign change. Most of the system’s features are “set and forget” so it’s just commonly changed ones you need to figure out.
The system has an app download centre where you can play games such as pool and rallying via the touchscreen (although the car has to be stationary for that – playing a rally game while weaving through the frenetic JHB traffic might be a stretch too far for even the best multitaskers out there).
The options list is pervasive and now features the BMW subscription model so you can “subscribe” to functions such as heated seats for only 3 months of the year, or trial a feature for a month to see if you like it rather than paying for something you may never use.
What’s it like to drive?
The Countryman C proved to be just as good to drive as the S version.
While the Countryman isn’t meant to deliver Cooper-like “go-kart thrills”, it needs to be fun to drive, but with a level of refinement that befits its price position. While darting around the sublime roads between Graskop, White River and Sabie, the Countryman delivered a surefooted, confident driving experience.
It certainly feels like a resolved product and a vehicle that could be sufficiently engaging to drive on your favourite piece of blacktop. While a lot of noise has been generated in the small crossover- and medium SUV segments by Chinese entrants that offer great value for money, if you want a more premium driving experience, this German/British offering delivers a LOT more – if at an admittedly higher price point.
It’s a pity the transmission seems slow to kick down when you want to drive a little more enthusiastically. And without paddle shifters or a manual mode to the gearbox, there’s nothing you can do to improve this.
Mini Countryman price in SA (June 2024)
The 2024 Mini Countryman comes standard with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan. See also:Mini Countryman (2024) Price & Specs
The Countryman still offers something a little different from most of its rivals.
The new Mini Countryman is an expensive toy, but well and truly “on brand”. It’s distinctively quirky, filled with fun features and endowed with a bold interior design. The driving experience is refined and more grown up than the playful interior design and -features suggest, but it still feels like a premium product.
It offers something different in 1 of the few segments where stand-out kerb appeal and the fun-to-drive factor outweigh sheer value for money. You’re unlikely to confuse the Mini for anything else on the road, but opt for brighter exterior colours – the black-and-white scheme of the unit we drove was a bit plain.
Tiggo 4 Pro hits new high! SA’s 10 best-selling cars and crossovers
The Chery Tiggo 4 Pro put in its best sales performance yet in May 2024, cracking 4 figures. Here are South Africa’s 10 best-selling cars and crossovers for last month…
Since we’ve already brought you a list of Mzansi’s most popular bakkies for May 2024, we’re now turning our attention to the passenger-vehicle segment. So, which models were South Africa’s best-selling cars and crossovers last month?
Well, we’ve managed to lay our hands on the (unaudited) figures submitted to Naamsa, allowing us to compile a list of the top-selling passengers vehicles. As a reminder, South Africa’s new-vehicle market suffered a significant year-on-year decline in May 2024, with total sales falling 14.2% to 37 105 units. The new passenger-vehicle market, meanwhile, dropped 11.7% year on year to 24 367 units.
Drilling down into the data, we find that the Kariega-built Volkswagen Polo Vivo retained the 1st place it held in April 2024, with 1 817 units registered. The Prospecton-produced Toyota Corolla Cross (1 543 units) climbed back to 2nd, forcing the Suzuki Swift (1 239 units) – again the highest-ranked imported model – down to 3rd.
Meanwhile, the Chery Tiggo 4 Pro finished May 2024 on 1 101 units, climbing a ranking to 4th. Though the small Chinese crossover has often flirted with 4 figures, we believe this is the 1st time this model range – which recently welcomed new dual-clutch derivatives – has crossed the 1 000-unit barrier in a single month, resulting in a record sales performance.
The Hyundai Grand i10 (excluding 45 light-commercial vehicle sales of the Cargo derivative) moved up 2 positions to 5th, with 1 072 units registered, while the Toyota Starlet (1 047 units) slipped 2 places to 6th. The Volkswagen Polo hatch – which is built alongside the Vivo at Kariega – gained a spot to 7th with 888 units, while the Nissan Magnite (774 units) dropped 2 places to 8th.
The Prospecton-built Toyota Fortuner (763 units) returned to the top 10 – at the expense of the Haval Jolion, which will soon benefit from an update – to finish 9th, which saw the Suzuki Baleno (578 units) fall a ranking to 10th and close out the table.
SA’s 10 best-selling cars and crossovers in May 2024
The new LDV D90 is scheduled to launch in South Africa in the final quarter of 2024. Ahead of this 7-seater SUV’s arrival, the Chinese firm has released fresh local details…
Chinese-owned brand LDV opened its doors in South Africa in May 2024, kicking things off with the T60 range of double-cab bakkies. The new LDV D90 7-seater SUV will be next, with the automaker having now confirmed a local launch date in the final quarter of 2024.
LDV South Africa has also released fresh information on this upcoming ladder-frame SUV, along with images of 1 of the 2 units already in Mzansi for “customer viewing and final homologation”. According to the brand, that makes SA “the 1st country in the world outside China to receive this new flagship model”.
In our market, the D90 line-up looks set to comprise Elite and Flagship derivatives, each powered by the same 2.0-litre biturbodiesel engine employed by top-spec versions of the T60 bakkie. This 4-cylinder oil-burner generates 160 kW and 500 Nm, peak outputs that are delivered to all 4 wheels via a ZF-sourced 8-speed automatic transmission. Braked towing capacity is listed as 3 100 kg.
Both derivatives will feature 4×4 with low range as standard, though the Flagship variant will add front and rear differential locks to the Elite’s central item. Other standard features will include climate control, leather upholstery, a 12.3-inch touchscreen infotainment system and dual wireless charging pads.
The D90 Flagship will furthermore score massaging- and heating functions for the front seats, while also upgrading from a standard sunroof to a panoramic version and from 18-inch gloss-black alloys wheels to 20-inch diamond-cut items. In addition, while the Elite uses an 8-speaker sound system, the Flagship boasts a 12-speaker JBL arrangement.
LDV South Africa has also confirmed that SA-spec D90 derivatives will be fitted with the “Black Package” as standard, adding a gloss-black finish for the exterior handles, side-mirror caps, roof rails and rear spoiler, along with black wheel-arch mouldings.
Safety features standard across the range will include electronic stability control, automatic emergency braking, 6 airbags, adaptive cruise control, an integrated dashcam and lane-keep assist, with the Flagship model adding a 360-degree camera system. The LDV D90 will ship standard with a 5-year/200 000 km warranty and a 5-year/100 000 km service plan.
Measuring 5 046 mm from nose to tail, the 3-row D90 is interestingly 121 mm longer than the new J250-generation Toyota Land Cruiser Prado, while its 2 950 mm wheelbase offers 100 mm more than that of the Prado. From what we understand, the D90 for the local market is effectively an LDV-badged version of the Chinese-market Maxus Lingdi (a name that translates to “Territory”).
As a reminder, the company traces its roots all the way back to 1896, when it was founded in the United Kingdom. In the late 1980s, the marque transformed into Leyland DAF Vehicles (hence the “LDV” initialism), before becoming a wholly owned subsidiary of China’s SAIC Motor in 2010.
Check back closer to Q4 2024 for more specification details and pricing…
The F30-gen BMW 3 Series was one of SA’s most popular vehicles while it was on the local market from 2012 to 2019. What mechanical issues should you look out for when shopping for a used example? Francisco Nwamba has answers – and spares prices!
BMW Group South Africa produced no fewer than 5 generations of its 3 Series business-class sedan from the early ‘Eighties to the late Twenty Tens. The F30 was the final iteration of the BMW 3 Series that was built in SA; when it was replaced by the current G30, the Rosslyn plant switched to building the X3.
Compared with the E90-gen model that preceded it, the F30 BMW 3 Series’ exterior styling held broader general appeal and the sedan was more luxury- and comfort-oriented and slightly less sporty to drive.
It also had a notably more forgiving ride quality and incorporated 3- and 4-cylinder turbopetrol engines, the latter of which made up the bulk of the range. The flagship was still powered by a 3.0-litre inline-6 turbopetrol, however – first the N55 (in the 335i) and later, the now ubiquitous B54 motor (in the 340i).
Suffice it to say, well-maintained and -preserved examples of the F30 3 Series remain highly desirable on the used market, so it would be wise to know what to be wary of when shopping for a 2nd-hand example of the sedan (the info in the video also pertains to the 3 Series GT and various 4 Series contemporaries).
Francisco Nwamba, who has owned an F30 BMW 3 Series, points out some key aspects… He goes through the common problems (concerning engines and the cooling system), what to look out for on a test drive and lists selected parts prices (including those of brake- and suspension components).
Mercedes-AMG C63 S E Performance (2024) Price confirmed for SA
AMG’s C63 S E Performance is about launch locally in South Africa. Here’s a look at how much you can expect to pay for this 500 kW sedan.
The Mercedes-AMG C63 S E Performance is about to go on sale and the local brand has confirmed just how much you’ll be paying for this hybrid sedan.
Hybrid, you ask? Yes, for the first time, the C63 has downsized and that means no more roaring V8 engine. Instead, there’s a 2.0-litre turbocharged 4-cylinder petrol engine (derived from the A45 S) driving the front wheels and an electric motor on the rear axle. Together, there’s 500 kW and 1 020 Nm.
The electric motor offers up a range of 13 km, but this is not what this car is about. Instead, the 6.1 kWh battery and 70 kW motor help with the responsiveness and performance. For ten seconds, the motor can summon 150 kW, which should give it quite rapid acceleration. Speaking of, 3.4 seconds to 100 kph should be quick enough to satisfy most needs and there’s a 9-speed automatic transmission.
We don’t have the full specification loadout as yet, but we expect the active rear axle steering, MBUX infotainment screens, 19-inch alloy wheels, and AMG sports seats to be standard equipment.
It will be interesting to see how well this new four-pot C63 does in terms of sales. Initial reception since its debut hasn’t been too positive, with fans of the brand lamenting the lack of a thundering V8 engine. Look, we’re yet to drive it, but are those on-paper performance claims strong enough to offset what’s likely to be a generic engine soundtrack? Only time will tell!
Listen to the 2024 Mercedes-AMG C63 S E Performance’s exhaust note below
The Land Rover Defender Outbound derivative is designed for the overlanding market, so it sacrifices some seating capacity for heightened practicality. We got behind the ‘wheel of the newcomer during the Western Cape’s first winter storm of 2024.
Let’s get the formalities out of the way. Coventry-based Jaguar Land Rover (or JLR, as it now prefers to be known) has repositioned itself as a house of brands, with each Land Rover model now marketed as a standalone brand. Essentially, you’ll be driving a Range Rover, Defender or Discovery, not a Land Rover.
To be fair, the Defender does have a cult-like following and, like (Toyota’s) Land Cruiser, its nameplate could be viewed as… a brand in its own right. The Defender line-up caters for all tastes and needs. This is the big boy; we’ve reviewed the Defender 130 before (in First Edition guise), but this one is different.
What is a Land Rover Defender Outbound?
The Defender Outbound is tailor-made for overlanding in the wildest weather.
The Defender 130 is billed as a people-carrying luxury SUV, but if you need an 8-seater, a premium MPV, such as the Volkswagen Caravelle or Mercedes-Benz V-Class, is arguably better suited for the role.
The Outbound ditches the 3rd row of the 130’s 2-3-3 seat configuration to free up several acres of load capacity. You still have 5 seats with ample legroom in the 2nd row, but the load bay becomes one of the biggest holds we’ve seen (1 329 litres), which expands to 2 516 litres if you fold the rear seatbacks down.
This Defender (130) Outbound has a matte-grey paint finish – it’s one of a handful of colours available.
The Land Rover Defender Outbound can be distinguished by the matte finish applied to its mesh grille and bumpers, as well as the 20-inch wheels (in gloss black). This derivative is only available in a handful of exterior colours – our test unit (shown here) was finished in a gorgeous matte grey, replete with a square bonnet decal. This finish is not just for looks; it also adds a layer of protection from “bush rash”.
In Outbound guise, the Defender 130 loses 3 seats, but gains a massive load bay.
As a Premium SUV, the Defender Outbound sports “generous lashings of luxury”, but Land Rover has also applied clever practical touches to the cabin. For example, while it’s quite appropriate to have plush carpets in a luxury SUV, this overlanding variant is equipped with rubber mats, which are easy to clean.
Also, the load bay has a durable rubber floor to protect the interior from being gouged or scratched by camping stoves, mountain bikes and other heavy items. Mounting points are provided to secure cargo.
Engines and Performance
We gave the Defender Outbound’s cabin proper exposure to the outdoors. Sorry about the muddy footwell.
Customers have a choice of 2 engines. The D350 has a 3.0-litre 6-cylinder turbodiesel that produces 257 kW and 700 Nm of torque – it gives this Defender 130 variant a claimed 0-100 kph time of 6.7 sec.
The P400, in turn, is powered by a mild-hybrid 3.0-litre 6-cylinder turbopetrol motor that puts out 294 kW and 550 Nm of torque. For what it’s worth, the P400 is said to gallop from 0 to 100 kph in 6.6 sec, which is impressive for a vehicle of the Landy’s size. Both variants have 8-speed auto transmissions.
The Pivi Pro infotainment system is one of the best in the business
Of course, being a Defender, the Outbound will be expected to traverse the roughest off-road terrain. To that end, it comes equipped with Intelligent All-Wheel Drive and Terrain Response system (it rides on air springs, with adaptive damping). With the appropriate drive mode selected, the variant’s electronically controlled air suspension is claimed to allow up to 430 mm of articulation and up to 900 mm of wading.
Finally, the newcomer is rated to tow braked trailers of up to 3 000 kg – a tow bar is fitted as standard.
What is the Defender Outbound like to drive?
Our evaluation route saw us driving north of Cape Town towards the Cederberg region, where we visited places such as Citrusdal and Clanwilliam. This trip formed part of a bigger adventure called the Defender Night Sky, which was intended to include some star gazing, but the winter weather had other ideas.
The 20-inch all-terrain tyres strike a great balance of grip and refinement.
On tarred roads, the Defender Outbound exudes classiness and impeccable road manners. Even though the variant is fitted with 20-inch all-terrain tyres, the cabin was hushed. We drove a P400 and, despite its 2.5-tonne kerb weight, the turbopetrol-powered unit delivered eager acceleration without any hesitation.
Irrespective of which drive mode you’ve selected, the P400 will respond to your accelerator-pedal inputs almost instantaneously, with the transmission efficiently shuffling its gears. Don’t be too heavy with your right foot, though – our test unit’s trip computer indicated a fuel consumption figure of 13 L/100 km.
Driving at pace on wet dirt roads in the Defender 130 Outbound. Exhilarating stuff.
Then we got to truly test the Outbound’s mettle. We also traversed many kilometres of gravel farm roads and, just to make regional driving more of a challenge, Mother Nature decided to whip the Western Cape with a brutally strong cut-off-low weather system that yielded 4 days of uninterrupted rain and flooding.
With the majority of gravel roads turned to veritable furrows of mud, we had to rely on Defender (130) Outbound’s all-terrain tyres and all-wheel drive system to keep the vehicle stable while driving at pace.
The car is going to need a proper wash after this!
Some of the puddles were rather deep, but our test unit was untroubled. It’s reassuring to know that even in the wildest conditions, the Defender Outbound is unlikely to get stuck unless you drive foolishly. The vehicle does the hard yards for you, so just sit back and relax in those comfy heated leather seats.
How much does Land Rover Defender Outbound cost in SA?
The Defender 130 is sold with a 5-year/100 000 km warranty and -maintenance plan.
Defender 130 Outbound P400
R1 974 600
Defender 130 Outbound D350
R1 970 800
The performance of the Outbound demonstrated why the Defender is JLR South Africa’s top seller.
Summary
While heavy rain partly disrupted the Defender Outbound’s launch event, driving on muddy, rutted roads provided a suitable real-world test of the new 130 variant’s capability. In those unpleasant wet and windy driving conditions, the Defender was a source of surefooted, safe and confidence-inspiring transport for its occupants, who were ensconced in luxury and comfort. The Defender – any derivative – will do it all.
It’s no wonder that the model is JLR South Africa’s top seller! As for the 130 Outbound, we were thoroughly impressed with its packaging and what it “brings to the table”. Who really needs an 8-seater anyway? Settle for 5 and enjoy one of the biggest load bays in SA’s Premium SUV segment instead.
BMW X5: Most influential car of this century (so far)
Forget the Prius and Model S – the BMW X5 is the most influential car of this century (so far) because it is the model that saw the SUV transform from a ponderous off-roader into a refined unibody-based luxury car. The rest, well, is history.
Just before the dawn of the millennium, a new vehicle segment – calved by capitalism and seldom safe from social scorn, yet what would ultimately prove exceedingly lucrative – was hatching: the luxury SUV.
The SUV germinated in the United States from highly utilitarian beginnings. In 1963, the Jeep Wagoneer debuted as a body-on-frame station wagon built with 4-wheel-drive and fitted with a muscular motor. Across the pond, Range Rover followed with a similar concept (1970), Jeep did it again with the Cherokee (1974) and, perhaps most importantly, Mercedes-Benz rolled out the legendary Geländewagen (1979).
Apart from a flash of notoriety in 1994, when the late O.J. Simpson tried outrunning the Law in his Ford Bronco (said to have been viewed on live TV by 95 million people), SUVs remained “off-roaders dressed up as family vehicles”; they were cost-effective to produce and generated profits for their makers, but by passenger-car standards, had compromised road holding, -handling, -ride qualities and -safety ratings.
Even when Mercedes-Benz unveiled the W163-series ML in 1997 (indeed, the Three-pointed Star built what became known as a Premium SUV before BMW did, but hang on a bit) it was essentially a posher rendition of the dutiful Geländewagen (now named the G-Class); it had a low-range transfer case and, like its predecessors – as well as millions of bakkies and 4x4s – was based on a ladder-frame chassis.
However, BMW was determined not to be eclipsed by its Stuttgart-based rival in its pursuit of market dominance (Audi was still a bit player then). In 1999, BMW struck back with the original, E53-gen X5.
Decisively blueprinting the genre’s DNA for the 21st century, BMW eschewed the ladder-frame concept in favour of a unibody design; SUVs had to be roomy, practical and look the part, but because they were unlikely to venture far from a tar road, if at all, they required only electronically controlled all-wheel-drive. Plus, they afforded a de rigeur perched driving position and car-like driving experience, if not in extremis.
For everything else, presumably, there was still a UNIMOG. After the X5’s debut, the floodgates opened.
Greta Thunberg’s birth in 2003 missed the unveiling of a barrage of her future bane of ozone-destroying SUVs by only a year – when the Volvo XC90, Volkswagen Touareg and the Porsche Cayenne all saw the light – with Mercedes-Benz following with the 2nd-gen (and also monocoque-based) ML in 2005.
Overnight, large and luxurious SUVs became all the rage. They allowed well-heeled families to travel in style and survey their surroundings in comfort, but didn’t hold up traffic in the fast lane. They were laced with mod cons, trimmed in posh materials, handled okay (with fair road-holding, stopping power and body control), could be reasonably fuel-efficient and scored high marks in official crash-safety tests.
Likewise, for criminals and office-bearers, the SUV became the weapon of choice for on-road thuggery and blue-light brigading, relegating the vehicle to an object of contempt for lesser, law-abiding motorists.
It IS a polarising vehicle (seemingly loved and hated with equal passion), yet the SUV has been a catalyst for advancements in automotive design, -production and -engineering. Indeed, it has transformed our motoring landscape; SUVs and their more affordable 2WD tribute acts (crossovers) have put sedans, station wagons, MPVs (except minibuses) and hatchbacks on the automotive endangered-species list.
Thanks to the (I’ll reiterate) unibody-based SUV, consumers now expect most new vehicle models to be multitalented; they need to combine the functions of several of the vehicle archetypes we grew up with.
The BMW X5 was also influential because, before 1999, there was no man’s land between overlanders, limousines and drag-strip destroyers. Ever wonder why most double-cab buyers don’t want workhorses, but demand flashy vehicles with luxury features, refined powertrains, oh, and notable off-roading ability?
SUVs have only grown bigger since the advent of the X5; consider behemoths such as the Mercedes-Benz GLS and BMW X7. Along with the bulk-up has come a rise in luxury levels (Bentley Bentayga, Rolls-Royce Cullinan), which not only begets more weight – it deepens the association with “gas-guzzling”.
Stricter emissions targets, however, have sharpened carmakers’ pencils to pursue greener solutions, be it either through increased combustion efficiency or alternative energy sources. And that’s laudable.
Alas, the BMW X5 has not been influential enough to dissuade uninspired product designers and cynical marketers from cooking up smaller, less competent versions of large SUVs – to say nothing of the idiocy of coupe-styled derivatives with their tortoise-shell silhouettes and near-useless rear utility space.
The X3 has matured nicely, but why didn’t BMW fire the person who signed off the X6, and worse – the X4? Can you imagine anything more undignified than driving a mutant reimagining of the Dodge Caliber?
To its credit, Audi has erred on the side of conservatism when styling the marque’s SUVs and their subtly-coupe-inspired variants; the Q3, Q5, Q7 and Q8 – they’re all reasonably visually appealing.
The only blight has been the Audi Q2, which was pricey as it was pointless; and about as off-roady as a Jimmy Choo shoe. Thankfully, sanity has prevailed at Audi HQ and the Q2 is set to be axed soon.
I could critique all the premium marques’ SUV wares, but I’d run out of space. Besides, you get the gist: Premium SUVs have spawned larger and smaller high-riding clones with varying degrees of success.
Seek and ye shall find a BMW X5-inspired product
Virtually all volume-selling passenger car brands now offer crossovers spun from hatchback platforms. From Renault Kiger to Koleos; Kia Seltos to Sportage, Volkswagen Tiguan to Taigo and countless others – somewhere, in each of their lineages, a designer owes BMW a tip of their hat for pioneering the unibody soft-roader (and the VW Group, for perfecting platform-sharing), that pathed the way for the multitude of small- and medium crossovers that dominate our roads. Yes, that goes for BMW’s X1 and X2 too.
If the E53-gen BMW X5 never emerged from the motor industry’s primordial sludge in 1999, perhaps we wouldn’t have millions of road-biased SUVs and cutesy crossovers on the globe today. Of course, that’s cold comfort for Greta, but even she would have to (rather reluctantly) admit that given its forward-thinking credentials, the BMW X5 is quite possibly the most influential car of the century (so far).
