New Lexus LBX Morizo RR revealed with GR Yaris power!
Meet the new Lexus LBX Morizo RR, which debuts with a 224 kW version of the turbocharged 1.6-litre Toyota GR Yaris engine and a choice of transmissions…
Though the Lexus LBX – the luxury brand’s smallest model and thus effectively the entry point to the range – has yet to reach South Africa, a new high-performance version has already been revealed in Japan. Meet the Lexus LBX Morizo RR, which borrows its heart from none other than the Toyota GR Yaris.
Having been previewed in concept form at the Tokyo Auto Salon as recently as January 2024, the LBX Morizo RR has now been unveiled in full production trim. Developed with help from so-called “master driver” and Toyota chairman Akio Toyoda (also known as Morizo), the high-performance derivative is equipped with a version of the turbocharged 1.6-litre, 3-cylinder petrol engine familiar from Toyota’s GR Yaris and GR Corolla hot hatches.
In Japan, the LBX Morizo RR churns out 224 kW.
In the hottest Japanese-spec LBX, this G16E-GTS motor generates 224 kW at 6 500 r/min and 400 Nm from 3 250 to 4 600 r/min, peak outputs that are sent to all 4 wheels via an “electronically controlled full-time AWD” system. However, Lexus in Australia has already confirmed its version will be detuned to 206 kW and 390 Nm.
Buyers in Japan will be able to order the LBX Morizo RR with either a 6-speed manual gearbox or an 8-speed automatic transmission (that latter having recently been confirmed for the GR Yaris). Lexus lists a 0-100 kph time of 5.2 seconds, a figure attributed to the auto-equipped version.
In addition to choice suspension and braking upgrades, Lexus has handed the LBX Morizo RR model-specific front and rear bumpers, along with various other body-coloured addenda and 19-inch forged wheels (the latter wrapped in 235/45 tyres). Inside, you’ll find items such as “specially designed” sports seats and aluminium pedals.
The hottest LBX upgrades to new sports seats.
While the Morizo RR derivative is the same length (4 190 mm) as the standard LBX, it’s 15 mm wider at 1 840 mm. According to Lexus, the manual-equipped model tips the scales at 1 440 kg, while the self-shifting version weighs around 30 kg more.
So, will we see this high-performance crossover in South Africa? Well, that remains to be seen, since Lexus SA has yet to confirm even the standard LBX for the local market (having just told us “we’re unable to provide details on our upcoming product line-ups”). Interestingly, Toyota has also yet to apply to trademark the “LBX” badge in Mzansi, though filed to protect the “Morizo” nameplate in January 2024.
New Audi A5 Revealed to Replace A4, coming to SA in 2025
The new Audi A5, which replaces the A4 model in the German firm’s vehicle lineup, has been revealed and will be offered in both Sedan and Avant station wagon guise. Take a look at the details below…
The A4 has been hugely popular for Audi but changes are afoot in Ingolstadt as the German carmaker has now revealed the new Audi A5 and S5 range in both Sedan and Avant guise.
Yes, that means that the previous A5, S5 and RS5 Coupe and Convertibles have been put out to pasture, which is sad news if you’re a fan of sporting Audis. More so, Audi’s naming convention now reserves even-number models for its Electric Vehicles (EVs) while odd-numbered models represent Internal Combustion Engine (ICE) vehicles.
The new A5 boasts a more aggressive design than the outgoing A4.
Where the old Audi A4 was widely criticised for its meh styling execution, the new A5 ushers in a much sharper and bolder look to take the fight to its main rivals, the Mercedes-Benz C-Class and BMW 3 Series. We like the more aggressive and sporty look of the new A5, do you?
The new Audi A5 and S5 is built on a new platform called Premium Platform Combustion or PPC and now features a longer wheelbase at 2 900mm, an increase of 68 mm, which impacts positively on interior space.
A new, modern interior with impressive tech is found inside the new A5.
Talking about the interior, the new A5 features a modern layout and premium materials that a buyer would expect in a luxury model.
A new curved panoramic display is a technological highlight and it incorporates a 11.9-inch digital instrument cluster and a large 14.5-inch touchscreen infotainment system. More so, an optional 10.9-inch screen for the front passenger is also optionally available.
What engines are offered for the new Audi A5?
An updated mild-hybrid 3.0-litre V6 petrol engine powers the new Audi S5.
The new Audi A5 is powered by a thoroughly revised 2.0-litre turbopetrol engine offering 110 kW in the front-wheel drive A5 and 150 kW in the all-wheel-drive A5 quattro derivative.
A mild-hybrid 2.0-litre turbodiesel engine with a 48-volt electric system will also be offered in select markets with 150 kW and 400 Nm of torque available and with a useful 18kW of extra boost.
The sportier S5 ramps up the performance with an updated mild-hybrid 3.0-litre V6 petrol engine that delivers 270 kW and is paired with an S-tronic dual-clutch transmission with quattro all-wheel-drive ensuring maximum performance.
Audi engineers have also improved the A5’s suspension for improved ride and handling and customers will also have the choice to fit adaptive suspension for enhanced comfort and/or sportiness.
When will the 2025 Audi A5 come to South Africa?
Audi South Africa has confirmed that its new sporty A5 sedan will be launching locally in the middle of 2025, but the A5 Avant has not yet been confirmed for local introduction.
Local pricing and specification details will be revealed closer to launch. We will keep you updated.
We travelled to Gauteng to get a taste of the new Indian-built Citroen C3 Aircross. Will this keenly priced small crossover bolster the French brand’s standing in our market?
When you consider its tiny share of SA’s new-vehicle market, it’s hard to believe that the Stellantis Group is the world’s 3rd-largest car maker. Despite offering great products from European giants (Peugeot and Citroen), as well as the American brand Jeep, Stellantis’ monthly local sales figures pale in comparison to those of other manufacturers – not only legacy brands, but some of the Chinese newcomers as well.
There are various reasons for Stellantis’ slow sales in Mzansi. Some of the Group’s products could be better priced – importers are more at the mercy of the Rand’s exchange rate than local manufacturers, but Stellantis is not unique in that regard. Perhaps it has more to do with weak brand cachet – too many customers have been disappointed by “back, gone and back again” Citroen and have simply moved on.
“Citroen is making another comeback, but why should it succeed now?”, you may ask, but Stellantis SA has credible reasons to be optimistic about winning back some market share with the new C3 Aircross.
Not only does the newcomer compete in the hugely popular, even if tightly-contested, small crossover (compact family car) segment – it comes to market at a more affordable price point than its predecessor.
The launch line-up comprises 2 derivatives, with a lower-spec, entry-level Plus variant (powered by a 61 kW/108 Nm naturally-aspirated 1.2-litre 3-cylinder engine) joining the range towards the end of 2024.
For now, the Citroen C3 Aircross is available in Max 1.2T 5-seat or 7-seat configurations, both in automatic guise. We’re well acquainted with the model’s 1.2-litre 3-cylinder turbopetrol motor and in this application, it produces commendable peak outputs for the small crossover/compact family car segment.
With 81 kW and 205 Nm driving the wheels through a 6-speed torque-converter automatic transmission, the pair of Max 1.2T 6AT variants share a claimed average fuel consumption figure of 6.3 L/100 km.
We’ll be mentioning price a few times in this piece, so brace yourself. You’d think that in a new vehicle that is priced around R350k, you would get a sparsely equipped cabin, but this is far from the case.
The C3 Aircross Max 1.2T 6AT comes reasonably well-appointed but some customers may find the lack of cruise control, a wireless charging pad and sunroof disappointing. Adding those items would have pushed the car’s pricing up and probably ruined the Citroen’s value proposition, it needs to be said.
Still, there’s a neat 10-inch infotainment system with wireless Apple CarPlay/Android Auto, a 7-inch instrument cluster, a reverse-view camera with park-distance sensors, aircon, steering wheel controls and, in the 7-seater we drove, and we counted no fewer than five USB ports dotted around the cabin.
If you’re looking for hard evidence that some items have been omitted to help keep the price down, you’ll find it in the safety department. Basic features, such as electronic stability control, anti-lock brakes, hill-hold assist, tyre pressure sensors and two airbags are provided, but adding additional airbags or some form of semi-autonomous emergency braking would have pushed the model’s price up considerably.
The cabin has a pleasant ambience, is neatly designed (with just enough French flair) and the interior feels reasonably well screwed together. There are some scratchy hard plastics in some places, but that can be said of virtually every model that is offered at the all-important budget end of this segment.
We spent most of our time behind the ‘wheel of a 7-seat derivative, which has a curious setup. With its 5+2 seat configuration, there’s very little space in the load bay to speak of, but when the 2 rearmost seats are not needed, they can be removed to free up 510 litres of utility space, which is handy.
With a wheelbase of 2 671 mm and an overall length of 4 323 mm, the Citroen C3 Aircross is one of the biggest vehicles in its class and you’re unlikely to be disappointed with the cabin space that it offers.
What’s the Citroen C3 Aircross like to drive?
Our launch at Gauteng altitude highlighted just how effective this engine is, both in terms of driveability and efficiency. See, most of the Citroen C3 Aircross’ rivals are naturally aspirated and will lose about 17% of their peak power output because they operate in the thinner air upcountry. A turbocharged powertrain is far less affected by altitude-related loss and as a result, will not disappoint in terms of performance.
While Citroen did not state performance figures for the new model, we were impressed with the Indian-built C3 Aircross’ off-the-line and in-gear acceleration. The engine’s power delivery is smooth and its responses to inputs are pleasingly prompt. Coupled with the well-calibrated, smooth-shifting auto ‘box, the Max 1.2T is not found wanting in that department. As a bonus, the motor emits a pleasant rumble.
As far as the driving experience is concerned, it’s a different matter. Older Citroen models are renowned for having comfy – no, deeply cossetting – ride qualities (we still have fond memories of the C5 Aircross), but the C3 Aircross doesn’t quite live up to that legacy. Yes, those 17-inch alloy wheels are wrapped in plump rubber, but the ride never really settles into that ultimate comfort that Citroen is renowned for.
But considering the C3 Aircross’ pricing (R344 900 to R354 900 in July 2024), expectations need to be managed; it’d be unfair to judge the crossover’s damping harshly. For what it’s worth, the launch route included some badly degraded roads and our test unit coped with the harsh broken tarmac fairly well.
The C3 Aircross is being marketed as a small family SUV that will occasionally travel on dirt roads. To that end, it has an impressive ground clearance of 200 mm and, with approach/departure angles of 20.5 and 25 degrees respectively, it should have more than enough talent to hop onto (or over) kerbs.
Unsurprisingly, the steering setup is quite light, but that’s par for this segment. Again, prospective buyers won’t expect a direct, engaging setup with lots of feel, but at this price point, it’s more than acceptable.
Then there’s the fuel economy. Even though we occasionally required the C3 Aircross’ powertrain to work quite hard to execute brisk overtaking manoeuvres along the route, our test unit’s trip computer readout never eclipsed 7.5 L/100 km. Once, while driving on the highway, we saw it drop to 6.1 L/100 km.
How much does the new C3 Aircross cost in South Africa?
The new C3 Aircross is sold with a 5-year/100 000 km warranty and a 4-year/60 000 km service plan. Stellantis SA also guarantees that it will provide an owner with a courtesy car if their vehicle is in the dealership for longer than a certain period.
Aircross Max 1.2T 6AT
R344 900
Aircross Max 1.2T 6AT 7-seater
R354 900
Verdict
We expect that the C3 Aircoss will quietly become Citroen’s bread-and-butter model over the next few months and it’s easy to see why. As a reminder, the outgoing Spanish-built C3 Aircross is smaller and retails for substantially more money. This newcomer is bigger and undercuts its Euro sibling with ease.
The Citroen C3 Aircross does have its faults, yes, but at this price, they’re not deal-breakers. With prices starting from R345k, the model does far more right than wrong. It has a punchy yet efficient powertrain, delivers an acceptable driving experience, and comes equipped with a sufficient number of features to satisfy most customers shopping in this segment of the market. We’ll observe its progress keenly.
Wondering how well the GWM Tank 300 has been received by South Africa’s new-vehicle buyers? Well, we tallied up the year-to-date sales figures to find out…
The GWM Tank 300 made quite a splash when it launched in South Africa earlier this year. But just how well has this ladder-frame SUV been selling in Mzansi so far?
We tallied up the local sales figures for the opening half of 2024 to find out exactly how many units have thus far been registered in SA. For the record, the Tank 300 officially hit the local market only in February 2024, though 15 examples were imported in the month prior (and listed as “single” registrations – units GWM kept and licensed for its own use).
The Tank 300 officially arrived in February 2024.
At the halfway point of 2024, GWM South Africa had registered 201 units of the Tank 300, taking this nameplate’s overall tally to 202 units (a single example was registered back in October 2023, presumably as part of the vehicle’s local homologation process).
Interestingly, local sales of the SUV appear to be on a general upward trend, increasing from 11 units in February to 38 units in March, before falling back slightly to 35 registrations in April. That number grew to 48 units in May, finally reaching an H1 2024 peak of 54 sales in June.
As a reminder, the local Tank 300 line-up currently comprises 3 derivatives: the 2.0T 8AT 4×4 Super Luxury (R725 950), the 2.0T 8AT 4×4 Ultra Luxury (R775 950) and the hybrid-powered 2.0T HEV 9HAT 4×4 Super Luxury (R851 950).
The initial 2 variants employ the firm’s turbocharged 2.0-litre, 4-cylinder petrol engine, which sends 162 kW and 380 Nm to all 4 corners via an 8-speed automatic transmission. Combined fuel consumption is listed as 9.5 L/100 km. The flagship derivative’s hybrid powertrain is based on a similarly sized 4-pot but churns out total system outputs of 255 kW and 648 Nm. The dual-powered model switches to a 9-speed automatic transmission, while its claimed fuel economy is listed as 8.4 L/100 km.
The Tank 500 is scheduled to launch soon.
A 2.4-litre turbodiesel engine – which has since also been rolled out to the refreshed P-Series bakkie range in China – is reportedly also in line to join the Tank 300 range, though this oil-burning powertrain has not yet been confirmed for South Africa.
In addition, the GWM Tank 500 is scheduled to arrive in Mzansi soon, employing the same 255 kW/648 Nm hybrid powertrain as the flagship 300-badged model but offering completely different styling as well as seating for 7 occupants. This hybrid powertrain will also be offered in the likewise imminent P500 bakkie.
If you are looking to buy one of the best used family cars in South Africa right now, what should you buy? #CarsAwards judge, Gero Lilleike explores the past Family Car category winners and examines what’s on offer in the used car market. Take a look!
If you’re looking to buy a used family car and only want the best options available in the used car market then you needn’t look further than the past #CarsAwards Family Car winners!
Nearly a decade ago, Cars.co.za set out to establish South Africa’s most definitive and trusted car awards programme to recognise the best cars available in the new car market across various categories while simultaneously giving South African consumers the knowledge and power to make the best car buying decisions possible.
The #CarsAwards recognises the best cars on the market in South Africa.
Since its inception in 2015, the Cars.co.za Consumer Awards, or #CarsAwards, has to date delivered 7 iterations of the programme, with the 8th instalment of the prestigious programme to begin later in 2024.
With almost a decade of #CarsAwards category winners on offer in the used car market, these cars still carry the recognition of the ultimate accolade and while they were acknowledged as the “best new buys” in their respective segments at the time, they can now be regarded as some of the “best used cars” you can buy.
As the saying goes, “Once a champion, always a champion” and consumers would be wise to at the very least have the past #CarsAwards winners on their shortlists when shopping for a used car.
With the above in mind, this article highlights the winners in the Family Car category across all 7 iterations of the Cars.co.za Consumer Awards and will provide you with direct links to used car stock on Cars.co.za. We will also mention the runner-up finalists as they are also well worth consideration in your used car buying journey.
Which one of these award-winning family cars would you buy in the used car market? Let us know!
The cars on this list are ordered from the most recent #CarsAwards winner to the first winner back in 2016.
It’s powered by a 1.6-litre turbodiesel engine with 100 kW and 320 Nm and paired with a 7-speed dual-clutch automatic transmission. Fuel consumption is claimed at 4.9 L/100 km.
The Kia Sportage is an excellent family car nameplate. Of course, the used car market caters for all budgets and needs and also offers older, previous generations of the Kia Sportage which are also well worth considering if you are looking for a more affordable family car option.
The runners-up in the Family Car category of the 2023/24 #CarsAwards, sponsored by Absa include the Haval H6 1.5T HEV Ultra Luxury and Chery Tiggo 8 Pro Max 2.0TGDi 390 Executive.
The Toyota RAV4 has long been considered one of the best family cars on the market and it’s no surprise that the RAV4 was the Family Car champion in the 2020/21 iteration of the Cars.co.za Consumer Awards.
Equipped with a naturally aspirated 2.0-litre petrol engine with 127 kW and 203 Nm and a continuously variable transmission (CVT), the RAV4 offers an attractive blend of performance and efficiency.
The RAV4, including previous generations, are hugely sought after in the used car market and there is a good selection of vehicles in circulation to cater for all budgets.
If you are looking at buying an older generation RAV4 then be sure to study our useful Toyota RAV4 (2013-2019) Buyer’s Guide which will help you choose the best used RAV4.
Mazda CX-5 2.5 Individual (2017/18) and Mazda CX-5 2.0 Dynamic Auto (2019/20)
The Mazda CX-5 is a multiple Family Car category winner of the Cars.co.za Consumer Awards and that fact alone speaks volumes for the quality and practicality that the CX-5 has to offer.
The CX-5 first tasted success in the 2017/18 #CarsAwards where it featured a naturally-aspirated 2.5-litre petrol engine with 147 kW and 253 Nm and was paired with a 6-speed automatic transmission.
At the time, the CX-5 trumped the Volkswagen Tiguan 1.4 TSI Comfortline R-Line Auto and Peugeot 3008 1.6T GT-Line Auto to claim victory in the Family Car Category.
The Mazda CX-5’s winning streak continued into the 2019/20 #CarsAwards but this time the naturally-aspirated 2.0-litre Dynamic derivative came into the spotlight with 121 kW and 213 Nm of torque and paired with a 6-speed automatic transmission.
Volkswagen Tiguan 1.4 TSI Comfortline DSG (2016/17) andVolkswagen Tiguan Allspace 1.4 TSI Trendline (2018/19)
Much like the Mazda CX-5, the Volkswagen Tiguan has won the Family Car category twice. The first win came in 2016/17, when the Tiguan 1.4 TSI Comfortline DSG rose to the top with its turbocharged 1.4-litre petrol engine producing 110 kW and 250 Nm and is paired with a 6-speed DSG transmission.
Then, in the 2018/19 #CarsAwards, the larger and more practical Tiguan Allspace 1.4 TSI Trendline took the win in the Family Car category.
With significantly more space for luggage and passengers, the Tiguan Allspace has a clear advantage over its competitors and is powered by a 110 kW/250 Nm 1.4-litre turbopetrol engine. A more powerful 2.0-litre turbopetrol is also available; there’s a large volume of used stock available on Cars.co.za….
In the inaugural Cars.co.za Consumer Awards, the Citroen C4 Picasso e-HDI Intensive was deemed to be the best family car at the time. It’s powered by a 1.6-litre turbodiesel engine that offers 85 kW and 270 Nm and is a fuel-efficient choice with a claimed fuel consumption of 4L/100 km!
Despite being an excellent family vehicle, there are notably fewer used C4 Picassos available but if you can find a well-maintained, low-mileage example, you’re unlikely to be disappointed by the package.
In the 2015/16 Cars.co.za Consumer Awards, the Citroen C4 Picasso outshined the now discontinued Volkswagen Golf SV 1.4 TSI Comfortline and the Nissan X-Trail 2.0 XE.
Just how big are Chery and GWM in South Africa? We break down the sales stats for the 1st half of 2024 to determine these Chinese brands’ respective market shares…
While Chinese automotive brands continue to pour into South Africa’s new-vehicle market, there are currently 2 main players – in pure sales volumes, anyway – that hail from the East Asian country. Yes, we’re talking about Chery and GWM. But just how big are these brands in Mzansi?
Well, we sorted through South Africa’s new-vehicle sales figures for the 1st half of 2024 to find out. For the record, GWM SA’s sales total for H1 2024 includes the GWM brand, Haval, Ora and Tank, while the Chery tally comprises only Chery-branded vehicles (we’ve excluded Omoda and Jaecoo registrations since they were supplied to Naamsa only once, in April 2024).
Chery’s Tiggo 4 Pro was SA’s best-selling vehicle from a Chinese brand in H1 2024.
At the year’s halfway point, Chery had sold 9 326 units (or 9 731 units, were we to include Omoda and Jaecoo’s reported April sales), a 16.55% increase, year on year. That’s enough for the Wuhu-based firm to place 8th on the list of South Africa’s best-selling automakers, behind Isuzu.
With the total new-vehicle market sitting at 246 052 units in H1 2024, Chery’s effort translates to a 3.79% market share. Since this Chinese firm doesn’t currently play in the light-commercial vehicle space, we can also calculate that its share of the passenger-car market (161 981 units) in the opening half of 2024 stood at 5.76%. Were we to factor in estimated Omoda and Jaecoo registrations, that number would likely cross well past the 6.0% mark.
GWM will hope that its new Jolion Pro will help to boost local sales in the 2nd half of the year.
And GWM? Well, the Baoding-based automaker’s local sales interestingly slid 13.96% year on year to 8 688 units in H1 2024, seeing it place 9th overall, a ranking below Chery. Based on these figures, GWM’s year-to-date market share came in at 3.53%.
Using local sales of the P-Series (2 055 units) and Steed 5 (626 units), we can furthermore determine that GWM’s slice of the light-commercial vehicle segment (69 311 units) stood at 3.87% in H1 2024, while its share of the passenger-car space came in at 3.71%.
For the record, in the opening half of the year, South Africa’s best-selling vehicle from a Chinese brand was the Chery Tiggo 4 Pro (6 102 units, up 23.2% year on year), followed by the Haval Jolion (3 558 units, down 25.6% year on year).
New Citroën C3 Aircross undercuts outgoing model by R105k
The new Indian-built Citroën C3 Aircross undercuts the outgoing European version by more than R100 000 in South Africa, while also offering the option of 7 seats…
Stellantis South Africa continues its drive to reposition Citroën as the group’s most budget-friendly brand with the launch of the new Indian-built C3 Aircross, which Cars.co.za can confirm will undercut the outgoing European-made version by as much as R105 000.
It’s the next step in a strategy that first came to light back in May 2023, when Citroën’s local line-up welcomed the Indian-sourced CC21-generation C3 as a cut-price replacement for the European C3 hatchback. Logically, that blueprint will now be applied to the C3 Aircross, too.
The made-in-India C3 Aircross is larger than the Euro-spec model it will replace.
As a reminder, the outgoing C3 Aircross is imported from Spain (where it’s built at the Zaragoza plant), with the local range comprising 2 derivatives: the 1.2T Feel 6AT (R449 900) and the 1.2T Shine 6AT (R474 900). The new CC24-generation version will instead be imported from Citroën’s Tamil Nadu plant in India, which produces this new model for markets in South East Asia and Africa.
So, how much will this latest C3 Aircross cost in South Africa? Well, Cars.co.za can confirm that the local line-up will again comprise 2 variants, but that the starting price will drop by as much as R105 000. Yes, the new C3 Aircross Max 1.2T 6AT will be priced at R344 900, while opting for the 7-seater version (or, perhaps more accurately, the “5+2 seater” option) will add R10 000, taking the price to R354 900.
The new C3 Aircross will be available as a “5+2 seater” as well.
The new made-in-India model will again use the Stellantis group’s familiar turbocharged 1.2-litre, 3-cylinder petrol engine, generating an unchanged 81 kW and 205 Nm. At launch, the only transmission on offer will be a 6-speed torque-converter automatic, driving the front wheels (though a derivative pairing a manual gearbox with a naturally aspirated engine is scheduled to arrive in the final quarter of the year). Claimed combined fuel consumption is listed as 6.3 L/100 km.
The CC24-series C3 Aircross measures 4 323 mm from nose to tail, making it a considerable 181 mm longer than the model it replaces. This crossover’s wheelbase comes in at 2 671 mm (up 67 mm on the outgoing version), while it stands 1 796 mm wide and 1 654 mm tall. Ground clearance is 200 mm.
The local range is expected to comprise 2 derivatives at launch.
According to the French automaker, the 5-seater model’s rear headroom and kneeroom are both “class leading”. Interestingly, in the 5+2 seater, the 2nd row is mounted slightly further forward, with its bench seat splitting in a 70:30 ratio (the smaller section on the kerbside folding and tipping to allow access to the 3rd row of 2 pews).
Citroën describes the removable individual seats in this final row – which benefit from roof-mounted air vents – as “ideal for children”. With these 2 seats removed, the 5+2 seater offers a claimed 511 litres of luggage space, a figure that falls to 347 litres with both seats in place but folded down. The standard 5-seater, meanwhile, has a listed luggage capacity of 444 litres.
In India, the new model is available with a 10-inch touchscreen.
Standard features for both SA-spec models include 17-inch alloy wheels, front foglamps, LED daytime running lights, a leather-trimmed steering wheel, a 10-inch touchscreen infotainment system (with Apple CarPlay and Android Auto) and a 7-inch TFT instrument cluster. Safety features include ABS with EBD, dual front airbags, electronic stability control, hill-hold control, tyre-pressure monitoring, rear parking sensors and a reverse-view camera.
*This story was originally published on 4 July 2024 and has since been updated with confirmed specifications.
How much does the new Citroën C3 Aircross cost in SA?
Citroën C3 Aircross Max 1.2T 6AT – R344 900
Citroën C3 Aircross Max 1.2T 6AT 7-seater – R354 900
The prices above include the brand’s standard 5-year/100 000 km warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km).
An all-new version of the Toyota Land Cruiser Prado doesn’t come around very often, so when one does, you sit up and take notice. We attended the local launch of the new Prado to see if it meets the high standards set by its maker – let alone its rivals!
What’s new on the Prado?
There is going to be a debate as to whether you prefer flat or round lights on your Prado.
It’s been 15 years since the previous-gen Prado landed on local shores. The J150-series model proved a remarkable success for Toyota South Africa Motors right up until last year (2023); it notched up steady sales numbers throughout the 14 years it was on the market. That’s a testament to the strength of the Prado nameplate, because despite undergoing several updates throughout its lifecycle, the outgoing model’s tech was relatively ancient. The J150’s ladder-frame platform was also starting to feel a little tired and lacking in adaptability compared with the likes of the Land Rover Defender and Discovery.
But Toyota’s done with its history lesson (for now, anyway) because this new Prado utilises the Land Cruiser 300 platform, which was introduced in 2021. The Prado sits below the Land Cruiser 300; it’s a 7-seater SUV with luxury finishes and -technology, but unencumbered with the heft of its large off-roader sibling and powered by a more fuel-efficient turbodiesel. Also, it’s more affordable than the LC300.
With the new chassis comes a fresh interior with more modern functionality and ergonomics. There are also more 4×4 features available to the driver to make hardcore off-roading more accessible to those who aren’t hugely confident “sending it” over rocks, into the dunes… or the Mozambican countryside.
Is the turbodiesel good enough for the Prado?
Just one engine is available at the moment.
Surprisingly, the Prado utilises a less powerful version of the 2.8-litre 4-cylinder GD6 turbodiesel unit in the Hilux GR-Sport. Instead of 165 kW/550 Nm, it makes do with 150 kW500 Nm, but Toyota says that those outputs suit the vehicle’s attributes better, allowing for smoother acceleration more befitting of a luxury off-roader.
We drove the Prado on the roads of Maputo before heading for the dunes in the South. While we adhered to the region’s 100-kph speed limit (believe it or not), the Prado seemed settled at that speed with plenty of overtaking ability in reserve. A fairer test will take place when we get the Prado for a full evaluation in a few weeks’ time. What was noticeable at cruising speeds of 80-100 kph was the newcomer’s fuel consumption return of 7.1 L/100 km – quite excellent for a car running in 4×4 mode the whole time.
The new 8-speed automatic transmission marks a vast improvement over the previous-gen 6-speed ‘box, with more seamless shifts and less vibration noticeable in the cabin. I can’t yet speak to the towing capability of the Prado, but I would expect it to be sufficient for everything but the heaviest of loads. Toyota did hint at potential “new energy” derivatives that could improve power and torque for towing.
What’s the Prado like on and off-road?
The Prado now makes difficult off-roading more accessible no matter your experience level.
The Prado has tough competition in the form of the very capable and stylish Land Rover Defender. The Defender is one of the most adaptable cars of all – a brilliant off-roader that can handle city commutes easily and comfortably. However, the Prado feels like it might be a match for the Defender in that regard.
The new platform makes the Prado a far more usable everyday vehicle than its predecessor because it doesn’t lean and roll as much as it used to. On the First Edition and VX-R variants, you get an adjustable stabiliser bar, which allows the Prado generous wheel articulation (the distance that a wheel can move up and down) for off-road use, but then when engaged, it reduces that travel to make the SUV less wallowy on-road. It’s a clever system that aids the Prado’s on-road refinement, which did need improvement!
We did most of our driving in beach sand, hard-pack dirt roads and a section of sand. The Prado feels unflappable off-road and while some of the buttons and systems can be overwhelming (I recommend getting some instruction if you aren’t an off-roading aficionado) you can resort to the Multi-Terrain Select system (it allows you to toggle through terrain types such as Sand, Mud and Rocks) and let the vehicle select the best settings for each surface.
Best of all? Even if you do manage to get your Prado stuck, it has the Crawl Control system from the LC300, which is something you have to see in action to believe. It slowly tests each wheel for traction and attempts to free the vehicle at a (very) slow speed – all you might need to do is move the steering wheel from side to side and, especially in soft sand, the vehicle magically manages to free itself.
What’s the practicality of the Prado like?
A much-updated interior was needed and the Prado got it.
The new Prado is notably bigger than before: 45 mm longer, 95 mm wider and with a 60 mm longer wheelbase. With that comes more cabin space. Rear occupant space is very good and on the VX-R and First Edition derivatives, the rearmost seats fold electrically, making it much easier to raise or lower them. Compared with its predecessor, the Prado’s load bay is bigger in 7-seat mode and huge in 5-seat mode.
Up front, there are 3 USB-C ports, as well as a wireless charger in all derivatives except the entry-level TX. The TX also makes do with a smaller infotainment screen and instrument cluster – if I was paying R1.3 million, I’d feel a bit short-changed by the TX’s spec. All variants feature heated and ventilated seats, Wireless Andriod Auto and Apple Carplay compatibility and dual-zone climate control, however.
Pricing and after-sales
The Land Cruiser Prado ships standard with a 3-year/100 000 km warranty and 9-services/90 000 km service plan.
This generation may end up being the best-selling Prado if it also lasts for 14 years.
The new Toyota Prado is the real deal. It’s a car that can do everything without feeling cumbersome to drive. I haven’t mentioned the design yet, and that’s because I think Toyota has nailed the retro look of the Prado on the First Edition (round lights) – but those are pretty much already all sold out. Having to settle for a standard rectangular light model might upset me, but Toyota says they will sell you a round light package if you want it (I’m also not sure how I feel about having a fake First Edition).
With a starting price of R1.3 million, it undercuts its major competition (check out our detailed spec comparison) and with renowned Toyota durability and reliability, I expect this Prado will remain a sales success for the Aichi-based brand, even if it may take another 14 years for the model to be replaced.
SA’s best-selling vehicles with a R1m+ starting price
We’ve sorted through the stats to identify SA’s best-selling vehicles with a starting price of over R1-million. Can anything touch Toyota’s new Prado in this space?
In June 2024, Toyota registered nearly 700 units of the Land Cruiser Prado in Mzansi, despite this SUV kicking off at nearly R1.3-million. That got us thinking: what are South Africa’s best-selling vehicles that bear a starting price of over R1-million?
So, we painstakingly sorted through the year-to-date sales statistics – covering the opening half of 2024 – and picked out the country’s 5 best-selling vehicles that start in 7 figures. Interestingly, all are large SUVs, with 3 using a body-on-frame configuration and 2 employing the unibody alternative.
The new Prado proved a smash hit in its opening month.
After the 1st half of 2024, the Toyota Land Cruiser Prado was perhaps unsurprisingly at the very top of the pile, with 1 135 units registered. Of course, 694 sales came in June alone, when the new J250-generation Prado finally hit the market. For the record, 679 of those units were new-gen variants, with the remaining 15 taking the form of J150-gen derivatives.
As a reminder, the new Prado has a starting price of R1 296 300, while the previous-gen line-up kicked off at R1 168 400. Thanks to the new model’s strong start in June (likely boosted by pent-up demand), the Prado’s monthly sales average across H1 2024 came in just short of 190 units.
The Land Cruiser 300 is another popular R1-million+ SUV from Toyota.
The Toyota Land Cruiser 300 – which is underpinned by the same TNGA-F ladder-frame chassis as the new Prado – took 2nd place with 767 units sold in the opening half of the year. Starting at R1 458 900, the Land Cruiser 300’s monthly average over this reporting period was almost 128 units, with its best month so far this year being May 2024 (175 units).
The Land Rover Defender completed the podium, with 569 units sold in South Africa in H1 2024. The unibody Defender range – which currently comprises as many as 29 derivatives, across 3 distinct body styles – has a starting price of R1 639 600 and runs all the way through to R3 074 400 (a figure that will rise even further once the new circa-R3.5-million Octa touches down).
Land Rover SA’s current Defender range is nearly 30 derivatives strong.
Slotting into 4th position, the Range Rover Sport – which kicks off at a heady R2 099 900 – managed a total of 342 units during the opening half of 2024. Sales of the Range Rover Sport have been impressively consistent year to date, peaking at 88 units in May 2024.
And the final spot on the list? Well, the Jeep Wrangler nabbed 5th place, with 182 units registered in Mzansi during the 6-month reporting period. Priced from R1 034 900, sales of the JL-generation Wrangler picked up markedly in May (54 units) and June (57 units). For the record, the facelifted Wrangler is scheduled to arrive in South Africa at some point during the 2nd half of the year.
Models that just missed out on making the list on account of starting at just below R1-million included the Volvo XC60 (starting at R988 400) with 239 units and the Lexus NX (kicking off at R986 800) with 190 units.
SA’s best-selling vehicles starting at R1m+ in H1 2024
The 21st-century hot hatch is fading – get one while you can
Birthed during the so-called decade of excess, mired in mediocrity in the ’90s and well and truly revived in the Noughties and early 2010s, the evocative hot hatch seems to be in decline again. Here’s why you should get one before it’s too late.
Forever subjected to divergent life cycles, prohibitive development costs and limited profitability (and today, societal disapproval of gas-guzzling raucousness), the hot hatch genre has forever trod the proverbial tightrope – boom or bust.
The category’s exponential growth from birth is rooted in the iconic Volkswagen Golf 1 GTI, which was produced between 1976 and 1983. The 1980s saw exponential economic growth defined by increased industrialisation, globalisation and liberalisation of capital flows. As the most evolutionary decade of the century, it unlocked rabid consumerism, technological advances and the explosion of popular culture.
The 1st GTI triggered a tsunami of clones from rival manufacturers, notably the Peugeot 205 GTI, Renault 5 Turbo, Ford Escort RS Turbo, VW Golf 2 GTI and GTI 16V, plus GSi variants of the E-generation Opel Kadett. Those that didn’t have turbos, brandished double overhead camshafts and (gasp!) 16 valves.
This Opel Kadett 2.0 GSi 16V S “Superboss” was painstakingly restored and sits in our SentiMETAL fleet.
In South Africa, the production car racing series of the mid-’80s to early ’90s (initially known as Group N) made household names of the Toyota Conquest RSi Twin Cam 16, Golf 2 1.8 GTI 16V and Opel Kadett 1.8- and 2.0 GSi and 2.0 GSi 16V S “Superboss” – heck, even Mazda, Ford, Nissan and Fiat weighed in with hot-hatch versions of the 323, Laser, Sentra and Uno respectively. It was a blissful free-for-all.
The Golf 3 GTI underwhelmed enthusiasts, but at least the 2.9-litre 6-cylinder VR6 range-topper appeased them.
Yet, as symbolic as the “greed is good” speech in Wall Street (delivered by the Gordon Gekko character, in an Oscar-winning portrayal by Michael Douglas) was of a generation, the bubble was about to burst.
The global early-1990s recession slammed the brakes on the rapacious growth of the 1980s, and along with rollercoaster oil prices and economic uncertainty following the Gulf War, overnight high-priced low-volume halo models turned unpalatable to car companies. Also, the successors of the models on which many ’80s hot hatches were based became heavier, more upmarket products. The thrill was gone.
The hot hatch segment was revitalised when the Golf 5 GTI debuted in the early Noughties.
Only by the end of the ’90s did the segment reignite. The generational jumps from the tepid Golf 3 GTI to Golf 4 GTI (introduced in 1998) and finally, the benchmark Golf 5 GTI in 2004 – opened the floodgates for turbocharged hot hatches as ability, luxury, and inevitably, prices – increased correspondingly.
As car companies continued to master the intricacies of balancing performance with reliability in turbopetrol-powered cars, and the World Rally Championship was a go-to “win on Sunday, sell on Monday” shop window for hotted-up family hatchbacks, the segment reached its zenith.
Boom time was back. From 2000, almost every family car manufacturer built a foil for the Polo GTI or Golf GTI and virtually all of them were front-wheel-driven. Curiously, Toyota got out of the hot-hatch melee after the 2004 RunX 180i RSi, but did come back with a vengeance (more on that later). BMW stuffed a 3.0-litre inline-6 in the rear-wheel-drive 130i and later, a turbocharged 3.0-litre inline-6 in the M140i.
Unbeknownst then, most of those blitsbukse were on borrowed time.
Opel also produced various versions of the bristling Astra OPC and later, Corsa OPC (there was even a Zafira OPC people carrier), but the brand was neglected by GM and the OPC sub-brand withered.
Peugeot’s 207 GTI (2008) and its 208 GTI (2013) successor switched from the 206’s natural aspiration and used the same engine as the Mini Cooper S of the time; the larger 308 GTI followed in 2014.
Alfa Romeo’s 3.2-litre “Busso” V6-engined 147 GTA (2002-2005) was succeeded by the Giulietta Quadrifoglio Verde (QV) in 2010; the latter being closer in capability and concept to its Golf GTI rival. Fiat Auto SA (as it was then known) even offered a limited edition (SA-only) QV Squadra Corse TCT version in 2015, before the 1750TBI’s Cloverleaf emblem was removed and replaced with a Veloce badge.
The late 2010s marked a downturn for the hot hatch
Still, the zeitgeist of early-millennial, wide-eyed pre-recessionary optimism would dramatically taper off in the late 2010s, as corporate emissions taxes necessitated a greater push for electrification and more profitable models (hence the big swing towards platform-sharing crossovers). To cap it all, carmakers’ horrendous balance sheets post-Covid effectively foretold the demise of (by then, pricey) hot hatches.
Forget the RS – the Ford Focus ST was the highlight of the Blue Oval’s 3rd-gen compact hatchback line-up.
For lovers of hot hatches built by Opel, Peugeot, Alfa Romeo (which also built a Quadrifoglio version of the Mito supermini) and perennial French oddball Citroën (creator of the 2004-2008 C4 VTS), that moment preceded Covid, but instead resulted from the establishment of the Stellantis group at the end of 2019. The newly formed conglomerate set off a raft of humdrum cost-saving, platform-sharing and badge-engineered measures that crushed any prospects of extravagant single-model variants.
It would have been similarly unimaginable 20 years ago – that societal evolution and market forces would push Ford towards discontinuing all of its hatches entirely. The ST-topped Fiesta line-up is already gone and what’s left of the Focus range will ride off into the sunset (overseas) in 2025. The 5-cylinder Focus ST had been a speed staple of this century, spawning an RS spin-off in 2009; and again in 2016 with a 2.3-litre version (that featured a drift mode) crowning the standard 2.0-litre ST line-up.
Whereas Volkswagen has gradually turned up the wick on its Golf GTI so as not to upset the balance of its icon (the Golf 8 GTI remains the most civilised offering in its class – watch our launch review and read our real-world review), France’s RenaultSport division, after which several generations of the Megane RS were named, ensured that its models retained a slightly feral edginess, not least an air of Gallic defiance.
Renault’s ultra-hardcore Megane R26.R (2008-2009) was so stripped-out, it didn’t even have a radio. It was powered by a 2.0-litre, 4-cylinder turbopetrol engine that drove the front wheels via a limited-slip diff that also featured in its successor, the 3rd-gen Megane RS, of which there were myriad variants.
Watch Ciro De Siena’s video review of the Megane RS 300 Trophy
The engine capacity of the four-wheel-steering 4th-gen Renault Megane RS shrank to 1.8 litres while peak power jumped to 221 kW. A Trophy-R version held the front-wheel drive record at the Nürburgring for 4 years before being pipped by the current Honda Civic Type R in 2023 by a 0.4 sec. And, kudos to Honda – although the local subsidiary of the Minato-based brand isn’t nearly as big a force in SA’s new-vehicle market as it once was, it has offered every version of the Civic Type R in Mzansi since 2007.
Today, after 4 generations and 27 years, the Megane (as we know it) is no more, even though Renault SA still lists the RS 300 Trophy as available. Today, the Megane is a crossover-flavoured EV (the E Tech).
Watch Ash Oldfield’s video review of the pre-facelift Hyundai i30 N
Then there’s the Hyundai i30 N, which was launched in South Africa (rather belatedly) in manual guise, and later as a facelifted auto. It’s an underrated contender and every bit a rival for the GTI, but because it’s a brand builder for Hyundai in our market, there’s no guarantee that it will continue to be offered here indefinitely. Then again, the lifespan of the PD-gen i30 model keeps getting prolonged, so who knows?
In the early 2010s, 2 out of 5 new Golfs sold in SA were GTIs. While the arrival of the Golf 8 saw the GTI’s price edge out of reach for most middle-class households, special versions (such as the Clubsport and Clubsport S) have historically layered on exoticness to ensure VW fanatics remain oh-so-friendly with their bank managers. The Golf 8.5 GTI has been revealed, but when it will arrive here remains to be seen.
Hyper hatches avoiding the hatchet for now
Isn’t it ironic that as hot hatches have become prohibitively expensive for most new-car buyers, their even pricier superiors – hyper hatches – seem likely to stick around for a bit longer? Keeping the faith for all-wheel-drive, the Golf 8 R continues as the über-Golf, alongside the mechanically identical Audi S3, while BMW has chipped in with the M135i, which will be badged M135 when the 4th-gen 1 Series arrives.
In 2013, though, the Three-pointed Star moved the goalposts with the arrival of the A45 4Matic+. Over the years, the outputs of its benchmark 2.0-litre 4-pot turbopetrol engine have ranged from 265 kW/450 Nm to 310 kW/500 Nm, giving rise to the 300 kW hyper-hatch club, of which Audi is the only other member, courtesy of its 5-cylinder RS3, which produces in 294 kW/500 Nm Sportback quattro guise.
Sticking with the all-wheel drive theme, let’s finally return to Toyota, as I promised. The Aichi-based brand seemed to have said sayōnara to the notion of building driver’s cars for almost 2 decades (after the RunX 180i RSi), but then its Gazoo Racing division produced a pair of visceral hatchbacks in the shapes of the GR Yaris – watch/read our full review – and the recently launched GR Corolla.
The former was once said to be a homologation special (a limited-production car built to comply with WRC regulations), but even though they may be hard to get, Toyota has not stopped building them.
The 1.6-litre 3-cylinder turbopetrol all-paw GR hatchbacks may be among the finest of their breed, but in spirit, they’re closer to hyper- than hot hatches – and priced accordingly. The base-spec GR Corolla and GR Yaris Rallye cost just under R850k now and that’s before the 2024 spec makes its local debut!
Watch Ciro De Siena’s video review of the Toyota GR Corolla
The hot hatch is highly endangered – act now!
Suppose you’re still waiting for the ultimate hot hatch to arrive. We live in hope, after all. In that case, we have probably missed the boat: as the EU’s cut-off dates on ICE-powered cars tick down and investment in battery tech correspondingly rises – the exorbitant costs of developing and producing low volumes of standalone, petrol-fed “enthusiast” models simply make less business sense with every passing day.
From mainstream to niche, then peaking and now finally exclusive again, the bell has tolled for the once-affordable, practical thrills-a-minute hot hatch; and one that’s now been superseded by the very socio-economic evolution celebrating its arrival back in its heyday.
But what a ride it’s been. Here’s hoping you enjoyed it while it lasted.
