VW’s Pending ‘Made-in-SA’ Mystery Model: What We Know So Far…
Though Volkswagen SA has confirmed it hopes to start building a 3rd model in Kariega, there’s an air of mystery surrounding the newcomer. Here’s what we know so far…
At the start of November 2022, Volkswagen South Africa announced plans to build a 3rd product – alongside the Polo hatchback and the Polo Vivo – at its Kariega plant in the Eastern Cape. Martina Biene, Volkswagen Group SA chairperson and managing director, said the mystery model would feature an “SUV-ish” body style, before adding it was not yet in production anywhere in the world.
That, in turn, means the vehicle in question has yet to be revealed, so its identity remains unknown. So, what do we know so far? Well, let’s attempt to answer a few key questions in order to shed a little more light on the topic.
In which segment will the newcomer likely compete?
The Taigun concept from a decade ago…
Biene also revealed the mystery model would be “very much shaped for the A0 segment, and for South Africa and Africa”, furthermore confirming it would be built on the VW Group’s ubiquitous MQB-A0 platform. That leads us to believe the vehicle will take the shape of a budget-friendly crossover positioned below the T-Cross, Taigo, T-Roc, Tiguan and Touareg.
If that indeed turns out to be the case, the as-yet-unrevealed crossover would find itself competing against a raft of sub-4-metre, Indian-built baby SUVs, such as the Nissan Magnite, Renault Kiger, Hyundai Venue, Kia Sonet, Suzuki Vitara Brezza and Mahindra XUV300 (as well as whatever replaces Toyota’s Urban Cruiser, plus the Ford EcoSport, though the latter seems unlikely to still be around at that stage).
Interestingly, the Wolfsburg-based automaker had concrete intentions of building a small, Up-based crossover way back in 2012, when it revealed the Taigun concept, before showing off a “near-production” version 2 years later. However, that project was eventually shelved (though the Taigun badge has since been applied to Indian-built crossover closely related to the T-Cross), with the larger T-Cross instead going into production.
What might Volkswagen’s mystery crossover be called?
Any new crossover from VW would likely wear a badge starting with “T”.
It seems highly probable any new addition to VW’s already extensive crossover range in the relatively near future would follow the brand’s current naming convention for such models. That, of course, means it would start with a “T”.
To speculate any further, we’d have to look at the badges the German automaker has applied to trademark in recent times. Perhaps the most likely candidate is “T-Sport”, a nameplate that VW filed to register in a handful of new regions as recently as March 2022.
Interestingly, the T-Sport moniker was also part of a 2019 trademark registration process, along with “T-Go” and “T-Coupé” (though the latter two seem less probable, from where we’re standing). Then there’s the “T-Track” designation that was widely expected to debut on the still-born production version of the Taigun concept.
Another recently trademarked option is “T-Space”, though we’re not convinced such a name would make sense on what will surely be the most compact VW crossover yet.
When can we expect production of the new model to start?
The mystery model is set to join (rather than replace) the Polo and Polo Vivo on the Kariega production line.
This is perhaps the trickiest question to answer, since technically production of the new model has not been locked in for Kariega and the vehicle has yet to be revealed. But considering it takes time – and a significant investment – for a new model (even one built on a common platform) to be added to an assembly line, we’d speculate a potential start of production is still some way off.
Indeed, reports out of India suggest the VW Group will start building a new sub-4-metre, Škoda-badged crossover in that country only at the start of 2025. As a reminder, Škoda was handed global responsibility for the MQB-A0 platform in October 2021, when it was also given the task to develop new “entry-level” Volkswagen and Škoda models for “regions with high growth potential”, including India, Russia and Africa.
It certainly wouldn’t be a stretch to speculate the VW-badged version of that upcoming model is the very vehicle the German firm’s local division is keen to add to its Kariega production line…
After a few teasers, the Alfa Romeo Giulia SWB Zagato has been revealed. Sadly, there’s just one being made for an exclusive collector.
The Italian styling house Zagato has revealed this one-off creation. Essentially, its a two-door sportscar based on the Alfa Romeo Giulia, but with a shortened wheelbase, engine from the GTAm and a manual transmission.
Sadly, there’s going to be just one of these and its a one-off creation designed to celebrate the 100th anniversary of the first collaboration between Zagato coachbuilders and Alfa Romeo. This vehicle is headed to a German collector who has an extensive collection featuring many Alfa Romeos as well as Zagato Aston Martins.
Using a manual-equipped Alfa Romeo Giulia Quadrifoglio as a donor car, Zagato got to work and shortened the wheelbase and upgrading parts to GTAm spec. The 2.9-litre biturbo V6 cranks out 397 kW and power goes to the rear wheels via a 6-speed manual gearbox. It may share many parts from the Giulia (and headlights from the Tonale SUV), but the bodywork is brand-new and designed in-house.
The front is bold and aggressive, with plenty of carbon fibre and large intakes. There’s a large Alfa Romeo logo in the grille and twin central exhausts round off the unique design. Inside, there’s the dashboard straight from the Giulia, but there are some unique touches like the carbon-fibre door detailing and carbon-fibre bucket seats.
Given the design and the fact that there’s just one, we reckon that Zagato will be approached to make a few more. A price wasn’t disclosed, but if any other unique one-off creations from European coachbuilders are anything to go by, we wouldn’t be surprised if it cost around €500 000.
New Ford Ranger – We Chat to the Chief Engineer
At the recent local debut of the brand-new Ford Ranger double-cab bakkie, we had a chance to have a chat with the man who signed off on the entire project.
British-born Ian Foston has quite the portfolio and title. According to his LinkedIn bio, he’s Global Chief Program Engineer, having overseen the development of the new Ranger, Everest, Raptor and Volkswagen Amarok.
The Melbourne-based engineer is an off-road enthusiast, and proudly talks about his personal vehicles: a Ford Everest and a Ford Raptor, a near-perfect two-car garage if you’re an adventurous Blue Oval fanatic. During the launch of the brand-new Ranger, he jumped into the passenger seat of our test unit, having just stepped off a plane to attend the event in the Western Cape.
On the development process of both the new Ranger and new Everest: “It was epic going out to customers and saying “what are the things we can approve on, what are the areas you want us to focus on?” Also, living with customers and finding out what are the things they want that they don’t know they want. We wanted to make the products more premium, more versatile and suitable for customers not only carrying stuff, but also the comfort of driving in different environments. For me, it was pushing the boundaries/segment frontiers of what a ute/bakkie is thought of both from a premium side and an off-road side.”
On the T6 platform enhancements: “Pretty much everything under the skin has been redeveloped, retooled and re-engineered. We went back to basics to achieve what we wanted with a ladder-frame chassis. We’ve really done lots of work on making the frame compliant, to give us that great offroad articulation, moving the wheels and shocks outboard to give us bigger bandwidth to do the suspension tuning for both on- and off-road, and to fit the bigger V6 engines (diesel for Ranger, petrol for Raptor).”
Foston’s favourite aspects of the new Ranger: “The architectural stuff, like giving people a bigger bandwidth of powertrains, giving them better off-road capability, I call this the bones of the vehicle. Other small things that are simple to execute, but make such big differences like the outboard cup holders which are there for people who want to carry more than one drink and are conveniently located in the airflow from the vents to keep your drinks cold. In the back, making the bed wide enough for a Euro pallet. I know it’s small, but it was something we know people who use this vehicle for work – it would mean a lot to them. “
On lifespan and future-proofing the Ranger in the age of electrification: “We want to make sure with this platform that we are going to sell a lot of trucks and make sure we are paying back the investment put into this platform. We’ll be looking at using this platform for as long as we can, but honestly, it’s very much a fluid environment, in the automotive industry. There’s lots of legislation coming for ICE, cyber security and safety. All we can do is try crystal ball gaze as best we can. We’ve said before that we’re protected for electrification, but we’re not going to talk specifically about how yet, so we’ll save that news for when we’ve got something to say. Electrification has been on our minds since we developed the platform.”
The Hyundai Venue was updated in October 2022 and, while all derivatives of the brand’s small crossover model benefitted from design revisions and an upgraded specification, the range also gained a sportier flagship version – the N Line.
We like: Sporty look – inside and out, fun exhaust pops and bangs, surprisingly quick
We don’t like: Engine/exhaust noise can get a bit tiresome, there’s better value elsewhere in the range
A sporty small crossover is a great idea… on paper.
Where does the updated Venue fit in?
The segment in which the Hyundai Venue plays is enormous. The proliferation of small crossovers (also known as compact family cars/SUVs) has almost wiped out light sedans and their hatchback equivalents are on the endangered species list too. So many small crossovers are sold every month that it’s frankly easier to point out the brands that aren’t playing in this segment – the market is that competitive.
Since its local launch in 2019, the Hyundai Venue has sold briskly – it’s the 3rd-bestselling model in the segment (behind Urban Cruiser and T-Cross) and the recent update should help to keep it relevant. The Venue N Line is available in only 3 three colours (all with black roofs): white, grey and blue, shown here.
The updated Venue features a new-look grille. Note the subtle N-Line badge.
How the Hyundai Venue fares in terms of…
Performance and economy
The range’s engine and gearbox options have been carried over from the pre-facelift model; whereas the entry-level 1.2 Motion is powered by a naturally aspirated (NA) 4-cylinder petrol motor, most derivatives have a 3-cylinder turbopetrol motor. And that’s a good thing – if you’re based in Gauteng (where the air is thinner than at the coast), the turbocharged 1.0-litre powertrain won’t lose as much power as its free-breathing sibling (it’s estimated that NA motors lose between 10 and 16 per cent on the Highveld).
Drivers can choose from 3 drive modes in the N Line.
With 88 kW/172 Nm driving the front wheels via a 7-speed dual-clutch transmission, the Venue N Line feels energetic. Its kerb weight is just over 1 100 kg, which accounts for some of the peppiness!
We suspected the N Line could post a faster 0-100 kph time than what its manufacturer claims and, sure enough, our test equipment confirmed that the Venue flagship dashed from a standstill to 100 kph in a respectable 10.01 seconds (that’s more than 10% quicker than Hyundai says the derivative should be).
We also reckon that the N Line comes equipped with a sports exhaust, because each gear change was accompanied by entertaining little pops/bangs, while the powertrain’s management software seemed to make the feisty Venue blip its throttle when shifting down a gear. It was quite out of character for a small crossover – and quite amusing, but we do wonder how long it would take for one to grow weary of it.
Sport sharpens things up, while Eco is for endurance
There are 3 drive modes, each of which alters the vehicle’s driving characteristics and is accompanied by a specific colour scheme on the digital instrument cluster. Normal is self-explanatory, Sport sharpens up the throttle response (sensitivity of the accelerator pedal) and Eco dials things back to preserve fuel.
While there are no ‘shift paddles on the steering wheel (for added driver engagement), you’re not likely to need them because the engine-transmission calibration seems near-perfect; changes are well-timed.
We hope you like the bright red detailing!
After a few days of spirited driving, the Venue N Line test unit indicated an average fuel consumption of 7.9 L/100 km, which is not much higher than the manufacturer’s claim (6.9 L/100 km). The Venue has a 45-litre fuel tank, which gives it a theoretical range of around 650 km from a single fill-up.
Ride and handling
Refinement-wise, many small crossovers’ cabins exhibit quite a bit of noise and vibration – a surefire indication that such vehicles are built to a tight price target. The Venue is priced a bit higher than some of its rivals, but it feels more solid/upmarket by comparison. Three-cylinder engines are known for their distinct rumbling sound (thrum) and vibration, but the Venue’s cabin seems particularly well insulated.
These 16-inch alloy wheels are specific to the N-Line derivative.
The N Line rides on handsome 16-inch alloy rims shod with 215/60 tyres, which, thanks to their generous sidewalls, absorb all but the worst ruts and bumps in the road. Hyundai and sister brand Kia favour comfortable suspension setups in the Venue and Sonet and, even though the N Line’s ride quality is slightly on the firmer side, it’s still quite comfortable by the standards of the small-crossover segment.
The multifunction steering wheel can be twirled with very little effort, which makes it a cinch to execute parking manoeuvres with the diminutive Venue, but it offers virtually nothing in terms of feel. Still, the setup is reasonably direct and it’s easy to place the vehicle on the road. It may be a “baby SUV”, but due to its relatively low kerb weight, the Venue N Line feels agile. However, don’t expect it to have corner-carving ability, this is an N-Line product (a packaging exercise) – not a performance-oriented N model.
These seats look cool, but they could offer a bit more side bolstering.
With a ground clearance of 195 mm (all derivatives), the Venue has no problem coping with gravel roads. When we ventured off the tar during the test, the Hyundai’s stability on gravel routes proved impressive.
Features, tech and safety features
As befitting the flagship derivative of the range, the N Line comes well-appointed with features, such as synthetic leather seats, a leather-wrapped steering wheel, selectable drive modes, metallic pedals, a sunroof, an electrically-adjustable driver’s seat and both USB-A and USB-C ports, to name but a few.
USB-A and USB-C ports are fitted as standard.
The infotainment system supports wireless Apple Carplay and Android Auto connectivity – we tested both systems and they worked seamlessly. Of course, beyond the screen-mirroring ability, you can access smartphone functions such as online navigation and streaming services – perfect for the Venue’s younger target market. The infotainment screen also displays the feed from the reverse-view camera.
In terms of safety features, the Venue N Line is not generously equipped. There are 6 airbags fitted (whereas the entry-level version has just a pair), ABS, stability control and hill-start assist, but we reckon that at this price point (R450k), you should get some form of semi-autonomous driving assist systems (such as autonomous emergency braking, which detects pedestrians and other obstacles) as well.
A simple and uncluttered interior with red accents that compliment the Sport drive-mode display.
Packaging and Practicality
The N-Line derivative is distinguished by subtle N-Line badges (on its nose, flanks and tailgate), 16-inch alloy wheels, a black roof with a rear spoiler, plus a pair of exhaust pipes. As for the interior execution, well, we hope you like red, because there’s rouge detailing everywhere inside the flagship Venue.
There’s red stitching on the steering wheel, seats and gear selector, and red surrounds on the climate control knobs and the adjusters of the ventilation outlets. It is all a bit much? Perhaps, but at the least Venue’s cabin looks interesting (even funky) compared with those of bland and predictable crossovers.
The driver’s seat position is good; you’re perched higher than in a conventional hatchback, and the electric adjustment is a big plus, because the steering column is adjustable for rake, but not for reach.
Rear passengers get their own air vents and USB charging port. Headroom is fair, but legroom is limited for taller occupants. The rear seats can be folded in a 60/40 split to increase cargo-carrying capacity.
As expected, the rear legroom is a little tight for taller occupants.
The Hyundai Venue range starts from R294 900 and goes up to R449 900 for the N-Line you see here. The vehicle is sold with a 7-year/200 000 km warranty, as well as a 3-year/45 000 km service plan.
Verdict
The lightbar across the rear is a bold design element.
We’re not sure who asked for a small crossover with a sporty bent, but we’re glad such a thing exists. Courtesy of its updates, the Venue remains fresh and its bold new look should be quite a drawcard. The N Line appeals to buyers who want a bit of extra kerb appeal (and even a bit of an exhaust burble), but the flagship derivative has the same drawback as many top-end small crossovers… less bang for buck.
While there’s no denying the Venue N Line’s novelty factor – and many buyers may be able to justify the derivative’s R20k premium over the 1.0T Fluid auto – R450k just seems a bit pricey when you consider that you could step into the bigger/more practical (but admittedly less attractive) Creta for that price. If you are single or part of a “double income with no kids” setup, however, the N Line’s well worth a look.
Big Fuel Price Cuts for January 2023?
Unaudited mid-month fuel price data released by the Central Energy Fund points to considerable fuel price cuts for January 2023.
Relief is on the horizon for cash-strapped motorists in South Africa as mid-month fuel price data suggests that fuel prices will be slashed in January 2023.
Based on unaudited mid-month data, the price of Diesel (0.005% Sulphur) could be reduced by as much as R2.83 per litre while Diesel (0.05% Sulphur) might realise reductions of R2.73 per litre.
The price of Petrol ULP 93/95 could be cut by R1.93 per litre. The price of Illuminating Paraffin could also see reductions of up to R2.16 per litre.
Factors currently contributing to this potential outcome include lower international prices for petroleum products (due to the lower price of Brent Crude) as well as a stronger Rand / US Dollar exchange rate in the first 2 weeks of December.
In the short term, international oil prices are expected to remain stable and with the balance of December remaining, the Rand’s performance against the US Dollar is also expected to remain relatively consistent following the announcement that President Cyril Ramaphosa secured his second term as president of the ANC. Should the Rand get stronger in the next 2 weeks, then even larger fuel price cuts will be likely. We are holding thumbs!
Current Fuel Prices in South Africa
Fuel Type
Inland
Coastal
Petrol Unleaded 93
R23.16
R22.51
Petrol Unleaded 95
R23.46
R22.81
Petrol LRP
R23.16
R22.51
Diesel 0.05%
R23.92
R23.27
Diesel 0.005%
R24.23
R23.59
Fuel price data courtesy of AA
We will update this article as soon as the official fuel price adjustments are announced.
Toyota recently celebrated 60 years of business in Thailand and a battery-electric Hilux concept vehicle was unveiled by Toyota president, Akio Toyoda.
Interestingly, one of those concepts was an electric Hilux bakkie and now, a year later, a battery-electric single-cab Hilux bakkie concept has been shown. The electric Hilux concept stood alongside the IMV O Concept and was joined on stage by Toyota president, Akio Toyoda.
Note the EV-like grille as well as the charging port seen above the front left wheel arch. Sadly, no technical details for the electric Hilux concept were divulged and it remains to be seen when exactly Toyota will launch an electric Hilux.
Toyoda did, however, comment that “I am often criticised in the press because I won’t declare that the automotive industry should commit 100% to BEV (Battery Electric Vehicles). I believe we need to be realistic about when society will be able to fully adopt Battery Electric Vehicles and when our infrastructure can support them at scale. Because, just like the fully autonomous cars that we were all supposed to be driving by now, I think BEVs are just going to take longer to become mainstream than the media would like us to believe. And, frankly, BEVs are not the only way to achieve the world’s carbon neutrality goals. Personally, I would rather pursue every option, not just one option, such as emission-free synthetic fuels and hydrogen. I still believe hydrogen is as promising a technology for our future as BEV.”
The updated Jaguar F-Pace SUV has been confirmed for SA in early 2023 featuring more EV range and more standard specification.
The Jaguar F-Pace has been one of the British brand’s success stories. Combining great looks, excellent driving manners and an assortment of powertrains, the F-Pace has proven popular.
Now for 2023, Jaguar has confirmed some updates, with a focus on its electrified hybrid derivative. The update includes the addition of an upgraded battery back of 19.2 kWh that sees the pure electric range of the P400e climb to 65 km (based on WLTP) which is a 20% increase on the previous hardware setup.
The updated P400e features 297 kW and 640 Nm, which is enough to give it a 0-100 kph of 5.3 seconds and a consumption claim of 1.6 L/100 km. Jaguar claims this model accounts for 1 in 10 F-Pace sales.
The rest of the range has been tweaked for simplification purposes, with non R-Dynamic derivatives falling away, making it easier for customers to choose. The upside of this is enhanced specifications and standard loadout across the board.
R-Dynamic SE and HSE models are fitted with 20- and 21-inch wheels respectively, and all derivatives feature a space saver as standard, with the option of a full-size spare. The Black Pack is standard across all models, and this comprises a gloss black finish on things like the grille surround, mirror caps, rear bumper and so on.
Step inside and every F-Pace derivative features the responsive Pivi Pro infotainment system, with wireless Apple CarPlay, wireless Android Auto and over-the-air updates, as well as wireless charging.
Updated Jaguar F-Pace South African ETA
When it touches down in SA, the updated Jaguar F-Pace range will comprise: R-Dynamic SE, R-Dynamic HSE and SVR, the latter with its 405 kW supercharged V8.
The South African powertrains comprise a 297 kW four-cylinder petrol PHEV, a 147 kW D200 diesel, a 221 kW D300 six-cylinder diesel and the mighty SVR. All models come with all-wheel drive and 8-speed automatic transmissions, and pricing will be confirmed in early 2023 when the vehicles land in SA.
Suzuki Swift (2011-2018) Buyer’s Guide
Searching for a big-on-value yet fun-to-drive used hatchback (or, indeed, sedan)? Let’s take a closer look at the 2nd-generation Suzuki Swift’s strengths and weaknesses, plus which variant you should consider…
When Suzuki returned to South Africa in early 2008 as a wholly owned subsidiary of the Hamamatsu-based company, it had just 2 products on offer: the original SX4 and the first-generation Swift (though the badge’s obscure history stretches back to 1983, the first global version debuted in 2004). Today, the Japanese firm’s local range comprises as many as 13 nameplates, with the 3rd-generation Swift leading the sales charge and helping Suzuki Auto SA slingshot itself into 3rd place on the list of the country’s biggest automakers by volume.
Of course, a 2nd-gen Swift was available locally from 2011 to 2018, and that’s the model we’ll focus on here. Though the AZG-generation Swift stayed true to its forebear’s winning formula, it was a little larger and featured a slightly smaller engine. While some overseas markets offered both 3- and 5-door body styles, only the latter was available in Mzansi (along with the 4-door notchback sedan that arrived in 2014 in the form of the somewhat awkwardly styled Swift DZire).
Suzuki Swift model line-up in South Africa
The styling of the AZG-generation Swift wasn’t far removed from that of its forebear.
The Swift Mk2 was revealed in June 2010, before officially hitting local roads in March of the following year. While the original Swift used a naturally aspirated 1.5-litre petrol engine, the 2nd-gen model switched to the likewise atmospheric, but slightly smaller-capacity K14B 1.4-litre motor, again driving the front axle. Peak outputs dropped a touch (from 74 kW to 70 kW and 133 Nm to 130 Nm), but fuel economy improved.
The GL trim level shipped standard with a 5-speed manual ‘box, while the GLS specification could be ordered with either the same cog-swapper or a 4-speed automatic transmission. At launch in South Africa, the following derivatives were available:
1.4 GL (70 kW/130 Nm) 5-speed manual
1.4 GLS (70 kW/130 Nm) 5-speed manual
1.4 GLS (70 kW/130 Nm) 4-speed automatic
Just 3 months later (in June 2011), the flagship version arrived in the form of the Swift Sport. Although not quite a full-fat hot hatch, the warmed-up Swift Sport was nevertheless a thoroughly entertaining little thing, featuring the 100 kW/160 Nm M16A 1.6-litre petrol mill, a 6-speed manual ‘box, a 10-mm suspension drop, more aggressive exterior styling and a smattering of extra standard kit.
We’d argue the Swift Sport looks best in bright colours.
Inside, the Swift Sport boasted chrome detailing on the instrument panel, as well as red-stitched accents on the leather steering wheel, seats and gear-lever gaiter. There were also stainless-steel pedals, a model-specific “chronograph-style” meter cluster and cloth seat upholstery complete with a “Sport” logo embroidered in red.
The unimaginatively christened Swift Special Edition touched down in October 2012, available with the same powertrain as the cooking versions (including a choice of transmissions), but boasting extra items such as a subtle rear spoiler, 16-inch alloy wheels, silver-hued exterior door handles and upgraded front seats upholstered in silver-coloured fabric.
The Japanese-built Swift received a mild midlife update early in 2014.
At the start of 2014, Suzuki Auto SA introduced the faintly facelifted Swift, distinguished from the outside by its updated grille, new front bumper and fresh wheel designs (alloys for the GLS and hub caps in the case of the GL). The GLS further gained LED daytime running lights positioned alongside its foglamps, as well as Bluetooth and cruise control (features also rolled out to the Sport model).
Indian-built models join the Suzuki Swift range
In 2014, the local Swift range grew with the arrival of the Indian-built 1.2-litre models (including the DZire).
Just a month later, the range virtually tripled in size thanks to the launch of new, more affordable 1.2-litre derivatives, offered in hatchback guise (alongside the 1.4-litre variants), as well as in DZire notchback sedan guise. In this application, the K12M engine generated 63 kW and 113 Nm, again delivered through either a 5-speed manual or a 4-speed automatic. While the 1.4-litre units came from Japan (although note that the 1.4 GL variant quietly fell away at around this time), as did the Swift Sport, the 1.2-litre units – which were available in base-spec GA and mid-tier GL flavours – were built in India, shipping with a loftier ride height and higher-profile tyres, but fewer airbags and a shorter service plan.
Late in 2014, soon after Global NCAP handed the Indian-built Swift a zero-star crash-test rating, Suzuki Auto SA released a statement saying the disappointing result was “not relevant to the model sold in South Africa”. Compared with the Indian-market Swift, the SA-spec 1.2-litre GL – which Suzuki Auto SA described as “an export specification version” – gained items such as dual front airbags and ABS (note early versions of the GA did without the latter). Still, it was concerning the Maruti-built version’s body shell was rated as “unstable”.
Note the model-specific frontal treatment for the sedan and hatchback, seen here in refreshed form.
The same 1.2-litre derivatives were refreshed towards the middle of 2015, gaining revised styling, more standard equipment (such as Bluetooth for the GL derivatives) and an updated engine calibration adjusting peak figures to 62 kW and 115 Nm, as well as improving claimed fuel economy. In addition, the Swift DZire’s cabin ditched its divisive black-and-beige colour scheme (including faux-wood trim) in favour of a more aesthetically pleasing all-black set-up.
The 1.2 hatchback’s rear bench furthermore gained a 60:40 split for improved versatility, while fresh exterior paint colours were added to both the hatch and sedan palettes.
This black-and-beige colour arrangement inside the Swift DZire was thankfully axed in 2015.
In February 2017, the Swift 1.2 RS was launched in South Africa in “limited numbers”; it was based on the 1.2 GL but featured extras such as a body kit (comprising lips, spoilers and side skirts), model-specific alloy wheels and blue side-mirror caps. Offered exclusively in Arctic White Pearl Metallic paint, the special edition also featured bold blue decals and “custom” seat covers. That RS badge, of course, was somewhat deceptive, since the newcomer employed a standard 1.2-litre engine and chassis.
Finally, the 3rd-generation Swift hit the local market towards the middle of 2018, bringing to an end its predecessor’s successful 7-year run in South Africa.
Product strengths
The Swift offers plenty of driving fun despite its budget positioning.
Handling and road manners: Suzuki certainly knows how to engineer a wonderful small-car chassis and the 2nd-gen Swift was a prime example. Despite its entry-level price tag, the nimble little Swift was a joy to pilot, benefitting from a distinct lack of weight, offering useful steering feedback and boasting a tight turning circle. With a dash more power and a lower ride height, the Swift Sport was even more fun to drive yet still utterly composed.
Though the Japanese-built 1.4 model felt noticeably more substantial than its Indian-sourced 1.2 sibling, the latter featured tweaks such as a lighter clutch action and an easier-shifting manual gearbox. Across the range, the ride was firm yet pleasingly compliant.
When looked after, all three engines in the range (K12M pictured) are capable of delivering reliable service.
Uncomplicated engines: The K12M, K14B and M16A powerplants are all relatively uncomplicated engines that are largely bulletproof when fastidiously maintained (they’re also all chain driven, which means no expensive timing belt services). These comparatively old-school naturally aspirated engines are well-proven and happy to rev, yet are capable of returning wallet-pleasing fuel economy with very little effort at all.
Impressive fuel economy: When this iteration of the Swift launched locally in 2011, the 1.4-litre engine mated with the 5-speed manual gearbox had an entirely achievable claimed fuel consumption of 7.7 litres per 100 km. That figure plunged to 5.7 with the arrival of the 1.2-litre 4-pot (with this variant weighing under a tonne), before dropping further to 5.3 with the update in 2015.
Product weaknesses
Boot space is not the Swift hatchback’s strongest point…
Not the most practical: Despite having grown in size compared with its forebear, the AZG-generation Swift certainly wasn’t the most practical hatchback of its era. The rear seats were relatively cramped, while its luggage capacity was limited to a claimed 210 litres (or a little more useable 300 litres in the Swift DZire). The luggage compartment was further saddled with a fairly high-loading lip.
Considering the competitive pricing when new, it was no surprise the cabin featured plenty of cheap-feeling plastics, too. These materials tended not to wear well, so make sure to do a thorough inspection for deep scratches in both the passenger area and the load bay. In addition, take note the Swift Sport shipped sans a spare wheel, instead making do with a mobility kit.
Clutch judder: Though there appear to be very few widespread mechanical problems with the AZG-generation Swift, it’s worth noting models fitted with a manual ‘box (including the Swift Sport) have been known to exhibit clutch judder, particularly when cold. Check to make sure the vehicle hasn’t been quietly warmed up before your test drive and pay close attention to how the clutch responds to your inputs (for instance, is there a slipping sensation?), specifically in first gear and reverse.
What to pay?
The somewhat misleadingly named Swift RS featured an entirely standard 1.2-litre engine.
Since this generation of the Swift shipped standard with a 3-year/100 000 km warranty, even the later model years would no longer enjoy coverage. When scrutinising any potential buy’s service history (as you should), bear in mind the 1.4-litre models and the 1.6-litre Swift Sport featured a 4-year/60 000 km service plan, while the 1.2-litre versions (including the Swift DZire) made do with a 2-year/30 000 km arrangement.
Of the used 2nd-generation Swift models listed on Cars.co.za at the time of writing, nearly 92% featured a manual gearbox, suggesting the self-shifting versions remain quite hard to come by. The hatchback body style was even more dominant, with only 6% of listings featuring the DZire badge. Unsurprisingly, the 1.2-litre unit was the most common engine, representing 75% of all listings, followed by the 1.4-litre motor (18%) and finally the 1.6-litre Swift Sport (7%).
Below R100 000: Around only 13% of all stock fell below the R100 000 mark, though mileage varied from as low as 76 000 km to more than 210 000 km. Interestingly, the overwhelming majority of DZire examples fell in this price bracket, suggesting a lack of demand for these notchback-sedan models.
From R100 000 to R150 000: This is where most buyers will find themselves shopping, with more than 60% of all listings falling between these pricing bookends. We found everything from seemingly clean, early model-year 1.4 vehicles through to later model-year 1.2 units, including a couple of RS-badged special editions. There was even a 2014 Swift Sport on offer here.
From R150 000 to R200 000: Choice was interestingly very limited here (despite all three engine options being present), though most examples in this price bracket boasted low mileage.
Above R200 000: At the time of writing, only two models were priced on the far side of R200 000. Both were 2017 Swift Sport units, both had under 80 000 km on the clock and both were listed at R220 000. This derivative has clearly held its value quite well, considering it was priced at R264 900 when new in the middle of 2017.
Pick of the range?
The Japanese-built 1.4 GLS is surely the pick of the range.
Though the 1.2-litre variants are far more plentiful on the used market, we’d argue the Swift 1.4 GLS – particularly in facelifted form, with its even more generous list of standard kit – is the pick of the bunch. The 5-speed manual is our transmission of choice, though the 4-speed automatic isn’t nearly as dire as you might think (being a traditional torque-converter auto rather than the frankly dreadful automated manual transmission that followed in the next generation). Still, finding a 1.4 GLS AT in the used space would require an intensive search…
While the 1.2-litre engine itself would likely meet the needs of many urban drivers, the fact this powertrain was available only in the Indian-built version of the Swift brought a few compromises that remain entirely relevant to buyers today. The 1.4-litre models sourced from Japan boasted not only higher perceived build quality but also considerably better safety credentials, including six rather than two airbags as well as stability control. In addition, we have noted a few reports of Indian-built models rusting prematurely, though these appear isolated at present.
For those craving a little more pep, we’d wholeheartedly recommend the Swift Sport since the modest extra dose of performance really allows the brilliant chassis to shine. Still, keep in mind performance models – even comparatively mild examples such as the Swift Sport – tend to attract abuse from their drivers and sometimes even reliability-tainting modifications. So, inspect particularly thoroughly before signing on the dotted line.
Verdict
The cabin of a derivative you’ll likely struggle to find on the used market today: the pre-facelift Swift 1.4 GLS AT.
What are your alternatives in this space? Well, though traditional B-segment big-hitters such as the 5th-gen Volkswagen Polo, 6th-gen Ford Fiesta, 3rd-gen Toyota Yaris, Renault Clio IV and Opel Corsa (in both 4th- and 5th-generation form) might spring to mind, the AZG Swift was actually positioned below these models. As a result, the aforementioned superminis tend to command higher prices on the used market today.
This version of the Swift instead competes more closely with prolonged lifecycle models such as the original (Fiesta-based) Figo and the original locally built Volkswagen Polo Vivo (itself a rejigged 4th-generation Polo), as well as the Koreans of that era, the 1st-gen Hyundai i20 and the 3rd-gen Kia Rio. Smaller cars such as the Hyundai Grand i10, which arrived in South Africa in 2014, are also worth a look.
And the DZire? Well, those shopping for the 3-box version of the Swift should also consider the Honda Brio Sedan (which eventually became the Amaze in 2018), the Volkswagen Polo Vivo Sedan and the Toyota Etios Sedan.
The Swift Sport had few direct rivals as it slotted in below the traditional B-segment hot hatches of the era.
Meanwhile, considering its middle-of-the-road outputs, the Swift Sport has few direct rivals, with full-blooded hot hatches such as the Fiesta ST, Polo GTI, Clio RS and Corsa OPC all far more expensive and far more powerful. Still, Renault’s 98 kW Twingo RS would make for an intriguing left-field alternative, particularly in blue-and-white Gordini trim, while Opel’s 110 kW Corsa 1.4T Sport (or even the 103 kW Chevrolet Sonic RS) would appeal to those who prefer forced induction.
So, should this generation of the Swift be on your shortlist? Well, if you’re searching for a hatchback (or sedan) that’s both big on value and fun to drive, the answer is a resounding “yes”. Multiple #CarsAwards Brand of the Year winner Suzuki has long been regarded as the small-car expert and the AZG-gen Swift is just another example of that. The Japanese-built version is a particularly charming little hatch and the one we’d argue offers the best long-term ownership proposition.
What are the different Suzuki Swift models available in South Africa?
The 2025 Suzuki Swift in South Africa is available in three main derivatives: the GL, a new mid-tier GL+, and the top-end GLX.
What is the engine and performance of the new Swift?
The new Swift is powered by a Z-Series (Z12E) 1.2-litre, 3-cylinder petrol engine. This engine produces 60 kW of power and 112 Nm of torque, and is paired with either a 5-speed manual or a Continuously Variable Transmission (CVT).
What is the price of the new Suzuki Swift in South Africa?
The starting price for the 2025 Suzuki Swift is approximately R219,900, with the top-end GLX model priced around R284,900.
What safety features are standard on the 2025 Suzuki Swift?
Standard safety features across all models include six airbags, hill-hold control, ABS, electronic stability control (ESC), and ISOfix child-seat anchors.
What warranty and service plan are included with the Swift?
The vehicle comes with a 5-year/200,000 km warranty and a 2-year/30,000 km service plan.
Treat a Toyota GR Yaris badly… and it will reward you
Ashley Oldfield – our in-house race ace – puts a GR Yaris Cup race car through its paces in an attempt to break the Toyota over the course of a 9-hour endurance race.
Endurance racing has unique requirements in terms of reliability. You need parts that have been tested to exhaustion under racing conditions… Le Mans teams are renowned for completing multiple 30-hour tests throughout the year before entering cars in the 24-hour race. For example, unique suspension parts are required to deal with the bumps and high-G cornering loads. Before an event like the Killarney 9-Hour, every mechanical component on a race car usually gets replaced with something endurance-rated, well, except on our Toyota GR Yaris, which we raced in almost stock form (bar some heavy-duty brake pads).
GR Yaris media car doing duty at a Cars.co.za film shoot in 2021 at Aldo Scribante.
In 2021, the Toyota GR Yaris was launched in limited numbers and, as is customary when a manufacturer wants publicity for its new model, a few units were put into the media fleet. Media cars – especially of the performance variety – get treated rather harshly. Every publication has (or wants) to test a media car’s maximum abilities on every drive, so these test units live their lives at 100% every time they are fired up.
After their time in the media fleet, test units are usually sold off as demos or kept as fleet cars, but for 2022, Toyota South Africa Motors (TSAM) decided to turn 6 of its GR Yarises into race cars. Why? So seasoned motoring journos, including me, could race each other in the single-make GR Yaris Cup.
To prepare the Toyotas for competition, each car’s seats were removed, Dunlop semi-slicks were fitted, a roll cage was installed and the brake hoses and fluid were uprated to deal with the increased pressure of racing. After that, the GR Yarises were thrown at every circuit in the country, where they took taking part in the Extreme National Race Series, along with Global Touring Cars, Polo Cup and Formula Ford.
Early in the 9-Hour, the temperature hit 30C and Ash was behind the ‘wheel for 90 minutes.
They survived a few bumper bashings along the way, plus endured thousands of snap gearchanges and corner-cutting bumps. They lived to tell the tale at the end of the season with almost no mechanical issues (there were some overzealous shifters in the group that may have ground 4th gear too often).
Just when the GR Yarises thought they had been put out to pasture in the lovely life of day-to-day use, they were recalled for duty in the Killarney 9-Hour, which would prove their toughest test yet.
How a standard Yaris copes with 9 hours of racing
The sister GR Yaris was piloted by Toyota executives/ex-racing drivers.
You obviously don’t just race the 9-Hour and that’s it – there are multiple practice sessions leading up to the event that serve to get the drivers’ eyes in, but also continue to shift wear and tear onto every component as it’s all done at racing speed.
Cars were breaking down all around us during the practices. Some caught fire, some drove into each other on track, some drove into each other in the pit lane, some drove into pedestrians in the pit lane (fortunately, a mild butt-slapping from a wing mirror was the extent of the damage), while our GR Yaris managed to avoid everything bar the need for fuel. And all of this was still just in the practice sessions.
Come race day we lined up 31st and 32nd in our virtually standard GR Yaris race cars. There isn’t really any limitation on what can enter an event like the 9-Hour so there were plenty of fast, endurance-tested race cars out there, such as the GT3 category cars, including the Audi R8 GT3 and Lamborghini Huracan GT3, a few Ginettas driven by ex-F1 drivers, Porsche GT3 Cup cars and myriad open-top sportscars.
Indeed, the pair of GR Yarises were some of the slowest cars on track, but everybody knows that it’s a game of “the tortoise and the hare” over the course of a 9-hour endurance race.
Fuel and driver changes were planned for every hour but the fuel would last for 2hrs so we pushed on.
The two GR Yaris race cars were piloted by a media lineup in the 33 car (including me) and a TSAM executive and ex-racing driver lineup in the 95 car.
I qualified the 33 car and was behind the ‘wheel for the start of the race; I completed a 90-minute stint in searing heat (30° Celsius) while battling with multiple Lexus V8-powered Cobras. I also thought it would be wise to run with no aircon during the stint for the purpose of making significant fuel savings (most endurance cars have aircon as the drivers tend to cook in 4 layers of fireproof gear and crash helmet).
However, it turned out that switching off the aircon made little difference to the stint length… In fact, that had more to do with the ambient temperature, because when track conditions cooled later in the race, we could run for close to 2 hours on our 80-litre tank (we ran a 40-litre reserve tank in the car).
At the end of my first stint, the 33 car had climbed from 31st to 16th overall and was running 5th in its class. So, I handed it over to the next drivers and hoped the positive climb up the field would continue.
Ash (left) was the team’s chief strategist; he decided when to pit to make best use of the safety cars and fuel.
It may have been December in Cape Town, but rain began pelting down a few hours before sunset. In the calm hands of Mark Jones from The Citizen, our GR Yaris lapped consistently, avoided incidents and gave no trouble we couldn’t manage. We did see a warning that the car’s all-wheel-drive system was overheating (the GR Yaris was temporarily 2WD), but after a few laps, the 4WD thankfully re-engaged.
A road car’s all-wheel-drive system probably isn’t meant to distribute power up and down the driveline so often for hour upon hour, so that that was our only problem was still impressive. Considering that our lap times would only drop by a few seconds a lap and by the end of the race, we were able to lap at reasonably similar times in 4WD and 2WD as the track yielded so much grip after the rain cleared up.
Thomas Falkiner of TimesLive and Jeanette Kok-Kritzinger of Wiele2Wiele both completed their stints without any problems and it was up to me to complete the daunting final (2-hour) run to the finish.
The rhythm of the night
It took just 5 minutes to replace the pads during our pitstop.
Due to the overcast conditions, darkness rolled in earlier than expected and the last hour and a half of the race was run in the dark. At that point, more cars seemed to career off the track because braking points were no longer visible, the cars behind you were no longer distinguishable and neither were the closing speeds with which they approached. In other words, you were never sure whether it was a flying Audi R8 or BMW M3 coming up behind you, all you saw were massive lights in your rear-view mirror.
In such conditions, overtaking – and being overtaken – comes with heightened risk, because you’re never sure what’s ahead of you or what car may have spun and could be stranded offline (it would be so easy to steam into its side). A few cars spun off and got trapped in the gravel during the final hour, after which they’d require assistance to get going again; meanwhile, our consistent GR Yaris piled on the laps.
Have you ever raced at night if you don’t have a photo of a glowing brake disc to prove it?
As we crossed the line at 9:15 pm, we had completed 314 laps of Killarney in 9 hours of hard racing. One precautionary change of brake pads for each car was the only mechanical replacement from the start of the weekend – a testament to the reliability of the little Toyota.
We finished 8th overall and 3rd in class, but the real honours were taken in the Index of Performance, where the GR Yarises finished 1st and 2nd as the most consistent cars over the course of the 9-Hour.
First and second for the GR Yaris teams in the Index of Performance category.
Apart from performing my duties as Cars.co.za’s content manager in 2022, I experienced an incredible year of racing. I raced the GR Yaris to championship honours with a round to spare and was rewarded with an outing in a GTC Corolla in SA’s premier circuit racing series. Let’s see what’s in store for 2023.
Mercedes-Benz SA has produced every iteration of the C-Class business-class sedan, and the W206-generation model is no exception. The newcomer has drawn a lot of praise for its more spacious, tech-focused interior and all-round ability, but does it live up to the hype?
We like: Superb engine and economy, tech-laden interior, refinement galore.
We don’t like: Small boot, some materials are cheap-feeling, price of options, steering controls will frustrate, expensive.
The new Mercedes-Benz C-Class takes styling cues directly from its S-Class flagship sibling.
Meet the all-new, W206-generation, Mercedes-Benz C-Class. The Stuttgart-based luxury carmaker, despite its expansive and diverse product portfolio, still believes there’s a core customer group that will opt for a traditional sedan over a fashionable crossover or SUV… Since the C-Class made its debut, sales have breached the 8.6-million mark.
Irrespective of how this review pans out, cars such as the locally made C-Class demonstrate that South Africa is still regarded as a crucial manufacturing locale by car firms. Mercedes-Benz’s East London factory has been active since 1958 and currently employs over 3 300 people. In 2018, Mercedes-Benz Cars announced an investment of €600-million to expand the Border-region plant and, right now, it’s one of 3 factories that assemble the C-Class for the global market.
Mercedes-Benz has given the new W206 mild-hybrid powertrains – ICE engines supplemented with a 48V electrical system and integrated starter-generator (ISG) – to keep pace with the demands of greater efficiency. There are also claims that the vehicle’s materials and assembly process “set standards with respect to sustainability”.
For the South African market, customers can choose either a turbopetrol-powered C200 or a turbodiesel-powered C220d, with either Avantgarde (standard) or AMG Line trim levels. The new sedan is longer, wider and lower than the outgoing model, while the wheelbase has been lengthened by 25mm to create additional passenger space.
C220d is the pick of the bunch, with an excellent and refined diesel powertrain.
Rivals?
Despite the rampant popularity of crossovers/SUVs and, to put it bluntly, the ever-higher entry price of business-class sedans, this segment still offers excellent options if you’re looking for a comfortable, luxurious premium sedan. The C-Class’ fellow countrymen are its natural rivals, with the BMW 3 Series and Audi A4 jostling for position. The Audi A4 is focused on comfort, refinement and luxury, while BMW 3 Series has traditionally been the dynamic, best-to-drive option (not that it lacks any luxury features).
Alfa Romeo still has some skin in the game – the recently-refreshed Giulia sedan arguably offers the finest driving dynamics of the lot, but that badge may not carry enough prestige in this elite segment. For something different, Jaguar will sell you its XE, a nice-to-drive, well-appointed sedan. Finally, for some Japanese reliability, Lexus comes in with not one, but two entrants – the IS and ES – both of which feature hybrid petrol engines.
How the 2022 Mercedes-Benz C-Class fares in terms of…
Design and Packaging
The AMG Line kit adds some visual punch in the form of a glitzy grille and traditional AMG multi-spoke alloy wheels
“Honey, I shrunk the S-Class” would be the perfect tagline for the C-Class’ design execution. Elements from Benz’s S-Class flagship (both exterior and interior) have made their way to the W206 and there’s no denying this is a fresh and modern-looking motor car, with the AMG Line’s gorgeously detailed grille and sporty-looking wheels further enhancing the kerb appeal.
The cabin, meanwhile, represents a huge leap forward for the C-Class, not only in terms of visual appeal, but the minimalist instrument panel and vertically-orientated, iPad-like infotainment system. Other highlights include the stitched dashboard, the ornate turbine-like air vents and the smartly trimmed – and rather expansive – fascia.
The biggest talking point in the cabin has to be the iPad-style infotainment tablet.
Performance and Efficiency
The C220d is powered by a mild-hybrid 2.0-litre 4-cylinder turbodiesel engine that produces 147 kW/440 Nm and propels the sedan’s rear wheels via a 9-speed automatic transmission. The ISG (powered by the 48V system) is located between the engine and transmission and produces an additional 15 kW. Essentially, when your car is coasting, it’ll recover energy, which it then discharges when you pull away, or execute an overtaking manoeuvre, thereby reducing the engine’s workload and negating turbo lag.
Does it work? Yes, brilliantly so, and you can feel that tiny “electric booster” working away quietly. It also has the benefit of negating the intrusiveness of the start/stop system – you’ll find the car’s ignition restarts instantly and seamlessly when you pull away from a standstill (or at intersections).
There is so much digitalisation in the Mercedes-Benz C-Class cabin, including customisable dashboard themes.
When you hit the start button for the first time, you’ll notice the engine has a clattery idle, which is typical of a diesel motor. However, once the oily bits get up to operating temperature, the engine quietens down significantly. There are various drive modes on offer and they radically change the car’s driving characteristics. Sport and Eco are poles apart when it comes to power delivery and responsiveness, with the latter making the most of the car’s mild-hybrid tech.
Rattly cold starts notwithstanding, we can easily say this 2.0-litre diesel motor is the best in class for performance, efficiency and refinement. Without too much effort and despite being called upon to deliver bursts of urgent performance from time to time, our C220d test unit returned a figure of 5.5 L/100 km, which is highly commendable… we’re confident that it’ll dip under 5 if owners really put their minds to it. A fuel tank of 66 litres means 1000 km (from full to empty) is doable.
Despite some enthusiastic driving, the C220d proved efficient, with commendable fuel economy returns.
Ride and Handling
Right, so what’s the W206 like to drive? That engine delivers a great blend of performance and economy. If required, the car can get a real move on, with the 0-100-kph sprint dispatched in a claimed 7.3 seconds – that’s quicker than some of the sportier small hatchbacks. The thrust is always delivered in a quiet and unflustered manner, even when you stomp on the accelerator pedal. It’s only towards the top of the rev range that engine noise becomes really noticeable.
When you’re not in a hurry, the C220d gets down the road in a wonderfully refined and restrained manner. It’s hushed inside at two-digit speeds – proof that ‘Benz’s engineers were hellbent on replicating the S-Class’ on-road demeanour. Wind noise? There’s precious little, even when a moderate South Easter is huffing. Road noise? There’s a bit of that, depending on the grade of tar, but on a national highway at 100 kph – you can still whisper your conversations.
These tasty-looking AMG 19-inch wheels are wrapped in Pirelli rubber.
A key aspect of the C-Class’s excellent driving experience is that 9-speed transmission. Granted, you can take control with the well-placed paddle shifters on the steering wheel, but we found it best to let the transmission decide when to execute shifts, which it does smoothly. You’d think that with as many as 9 ratios, there’d be some hunting, but somehow, the ‘box is constantly in the right gear at the right time, and there’s no hesitation when downshifts are required.
Previous C-Classes have favoured ride comfort and on-road refinement over dynamism, unlike their rivals from Munich. However, the W206-generation C-Class’ handling feels markedly sharper and the steering feel is both quicker and well-weighted. Does it deliver a knock-out blow? Well, no, we’d still say the 3 Series and Giulia are more engaging and fun to drive, but the C-Class blows the BMW and Alfa Romeo into the weeds in terms of overall ride quality and refinement.
With excellent on-road refinement, the new W206 is the most accomplished C-Class to date.
Over the years, Cars.co.za test team members have come to expect Mercedes-Benz test units to offer firm ride qualities. Perhaps it’s because most units that were supplied to us featured AMG Line packages, replete with sporty suspension tuning and oversized wheels shod with low-profile tyres, but, for the first time in what feels like an eternity, we’re delighted to report that the C220d’s suspension didn’t thump or clunk over even the slightest of road imperfections.
In fact, we purposely travelled to the tree root-infested Mamre road north of Cape Town to put the new C-Class’ underpinnings to the test and came away deeply impressed. If ever you wanted to inflict cruel and unusual punishment on your enemies, send them on a jaunt on that road in something like a Honda Civic Type R or BMW M4…
Comfort and Features
As we’ve mentioned, Mercedes-Benz has paid close attention to the W206’s comfort and luxury characteristics. The cabin is a marvel, both to look at and occupy. There are gadgets and design elements straight from the flagship S-Class, but that’s okay as the models have disparate target markets. The iPad-like screen looks intimidating, but you’ll get the hang of it pretty quickly. The lack of physical buttons is initially a little disturbing, but again, it just requires familiarisation.
The new MBUX infotainment system looks pretty daunting to use, but it’s more simple than you think.
The materials used in the cabin’s assembly are a mixed bag. We used to lament the W205’s dashboard feeling cheap and nasty, and creaking upon the slightest push or prod, which thankfully has been rectified in W206. There are still some cheap touches though, such as the inside panels of the doors and the glovebox, which doesn’t shut with a reassuring thud. It would be totally acceptable in something like an A-Class sedan, but in a C-Class costing close to R1 million?
These steering wheel controls are a bone contention. They’re just not as good as conventional buttons.
The controls of the multifunction steering wheel were a source of frustration too. Now, this isn’t the C-Class’ fault, as we’ve experienced these “capacitive toggles” in the E-Class Coupe. We were irritated by the gloss black plastic that got mucky quickly, plus the functionality was “not all there”. We had to swipe, tap, poke and prod numerous times before we got the desired responses. Good luck with adjusting the volume while on a call without taking your eyes off the road!
Any other gripes? Yes, the rear legroom – while it’s an improvement over that of the outgoing model, is still a bit tight for tall adults. What’s more, the C-Class’ boot capacity is the smallest in the class (455 litres). For what it’s worth, the BMW 3 Series offers up 480 litres, the Audi A4 460 litres and the Alfa Romeo Giulia 480 litres.
Rear legroom has improved somewhat in the new-gen W206.
For a price tag of about R1 million, you get a lot of standard kit in the C220d, which makes up for a few of its shortcomings. The 2nd-gen MBUX voice control is brilliant. Say “Hey Mercedes” and issue commands like “I’m tired”, “Take me home” and so on… the results are sometimes entertaining, but always useful. This system will only get better; Mercedes-Benz is now offering over-the-air updates and the C-Class will receive upgrades that can be installed at your comfort.
If you’ve used any electronic tablet, you’ll appreciate the detail that has gone into the user experience of the massive portrait-oriented touchscreen, which positively dominates the central dashboard. Climate control functionality is close at hand, as are the audio controls. The system features Android Auto and Apple CarPlay, the former integrating neatly into the oversized screen. There’s wireless charging too – and more USB ports than you’ll ever need.
Our test unit came with the no-cost option of additional USB-C ports.
Price and after-sales support
The Mercedes-Benz C-Class range starts from R857 956 for the C200 Avantgarde, with this C220d AMG Line coming in at R1 008 749, before options. The new C-Class is sold with a 2-year/unlimited-kilometre warranty and a 5-year/100 000 km maintenance plan.
Option Package Pricing
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Other options available (according to Mercedes-Benz SA’s website), include rear-wheel steering (R22 400), head-up display (R22 000), MBUX Premium Navigation (R13 900), a panoramic sunroof (R22 900) and a lane-tracking package (R14 400).
Verdict
Has the new C-Class been worth the wait? Definitely. Meet your new segment champion.
Despite Mercedes-Benz embarking on its crossover/SUV offensive (that is to say raising the ground clearance of virtually every model and slapping a GL badge on it), there’s still a market for buyers who prefer NOT to go the raised-up-vehicle route. The sedan will always be the answer for that particular client base, which is why the Sindelfingen-based brand’s C-, E- and S-Class models endure.
With the new W206 C-Class, Mercedes-Benz has focused intensely on luxury and refinement, and it shows. This is easily the most comfortable and refined vehicle in the business-class sedan segment. “A baby S-Class” is an awful cliche, but there is a kernel of truth to it. While it’s not the most dynamic and involving offering in the segment, this is the sportiest C-Class yet.
Be mindful when ticking those options, as they add up quickly. For convenience, Mercedes-Benz has grouped some of its more popular options into well-priced packages.
Should you buy one? To reiterate, the C-Class range is currently limited to the turbopetrol-powered C200, which, according to our launch review of the W206, can feel a bit lethargic, and this, the turbodiesel-powered C220d. If you’re seeking excellent refinement and luxury in abundance, plus the bragging rights of that glitzy interior, then it’s definitely worth a look, because this, all in all, is the most accomplished C-Class to date.
If less than hands-on dynamics and a lack of outright driving thrills are not deal-breakers, the W206-generation C-Class is the new segment champion.
