Are you looking for the cheapest Compact SUVs available in South Africa with a budget under R300k?
Do you have up to R300 000 to spend on one of South Africa’s cheapest compact SUVs?
The demand for affordable compact SUVs is surging in South Africa and car manufacturers are meeting that demand with a flurry of new products, giving consumers lots of choice across a broad price range.
Times are tough and many consumers will be eagerly eyeing out the lower end of the compact SUV market for an affordable and compact urban runabout. This list, therefore, focuses on the cheapest compact SUVs available for under R300k. Let’s take a look at what’s available!
Pricing is accurate as of October 2024.
Cheapest Compact SUVs under R300k in South Africa
1. Nissan Magnite – From R240 000
In 2023, Nissan expanded the Magnite range with a new entry-level, naturally aspirated 1.0-litre petrol engine with 53 kW and 96 Nm of torque (in Visia, Acenta and Acenta Plus trim) or a more powerful 1.0-litre, 3-cylinder turbopetrol engine delivering 74 kW and 152 Nm of torque when paired with a CVT or 160 Nm in conjunction with a 5-speed manual transmission. The turbopetrol engine is offered in Visia Acenta, Acenta Kuro and Acenta Plus trim.
Citroen has introduced the new C3 to market to woo local buyers and the newcomer comes fitted with a naturally aspirated 1.2-litre petrol engine with 61 kW and 115 Nm of torque and is paired with a 5-speed manual transmission.
The new Renault Kiger is the cheapest compact SUV you can buy right now and is offered with 2 engine choices including a naturally-aspirated 1.0-litre, 3-cylinder engine with 52 kW and 96 Nm as well as a more powerful turbocharged 1.0-litre, 3-cylinder engine with 74 kW and 160 Nm. A 5-speed manual transmission and a CVT are available for both engines.
The Mahindra XUV 3XO features a bold design and is powered by the firm’s mStallion turbocharged petrol 1.2-litre motor with 82 kW and 200 Nm on offer and paired with either a 6-speed manual 6-speed automatic transmission. The XUV 3XO is available in base MX2 time, mid-spec MX3 guise or in range-topping AX5 (and AX5L) or AX7L guise.
The newcomer is powered by a naturally aspirated 1.2-litre 4-cylinder petrol that produces 61 kW and 114 Nm and comes paired with either a 5-speed manual transmission or a 5-speed automated manual transmission (AMT). Trim grades include the base Premium, mid-spec Elite and top-spec Elite derivatives.
The Chery Tiggo 4 Pro is proving to be quite popular in this segment and buyers shopping with a budget under R300k can consider the Tiggo 4 Pro LiT derivative. The Chery Tiggo 4 Pro range is powered by a 1.5-litre petrol engine with 83 kW and 138 Nm. Power goes to the front wheels via a 5-speed manual gearbox.
Suzuki recently introduced its new Fronx crossover to the market to complement its growing range of affordable cars. The Fronx is powered by a naturally-aspirated 1.5-litre petrol engine with 77 kW and 138 Nm of torque and can be had with either a 5-speed manual or 4-speed automatic transmission in either GL or range-topping GLX guise.
6 Small Crossovers that faltered, so others could fourish
Small crossovers are the most popular new passenger vehicles in South Africa, but the path to their utter domination was laid by quirky 4-wheeled holdalls and compact MPVs, some of which were ahead of their time… and others, well, misguided.
Today, our choice of vehicles has become based on the premise that consumers with active lifestyles strive to enjoy weekend getaways or that marketer’s chestnut of “being more in touch with ourselves”.
I refer, of course, to small crossovers, the rise of which is fuelled by taste-making trends in automotive manufacturing methods; economics to a greater degree and environmentalism… to a near-zero one.
The Suzuki Fronx is a popular small crossover based on the Baleno hatchback.
The traditional mainstay of the nuclear family, the 3-box sedan – has now been almost completely elbowed out of the market by the trifecta of SUVs, crossovers and hatchbacks; which take up 80% of the South African new-vehicle market; and double-cab bakkies occupying another 10%.
For all its rampant popularity, though, the small crossover (also known as the compact family car) owes much of its success to its evolutionary forebear, the similarly-sized small multi-purpose vehicle (MPV).
The DNA of these slab-sided, 5-seater/5-door-styled, um, “bread vans” characterise much of what modern-day crossover tyre-kickers require – such as versatility, additional space (owing to a tall roof, large windows and, in some cases, a flat floor that facilitates modular seating arrangements), a big-car feel with over-assisted steering and wafty suspension – and crucially, reasonably good fuel efficiency.
Of the cars below, only the BMW 2 Series Active Tourer and Mercedes-Benz B-Class still exist, but neither of them are still available in the South African new-vehicle market. Nevertheless, all of them did once serve a purpose as warriors in the never-ending pow-wow for market share, and with varying degrees of success. Looking back, though, each company could have done much better…
Citroën C3 Picasso (2008-2017)
Taking a leaf from the OG MPV, the Renault Scénic, the Citroen C3 Picasso iconised the box-on-wheels from the mid-2000s compact MPV category. It was quirkily styled and sported a cavernous glasshouse, lots of hidey holes, a premium-feeling interior (by French car standards) and, sigh, woeful performance.
The C3 Picasso – and its upsized C4 Picasso sibling, which won its category in the 2015/16 #CarsAwards – made cubist cars about as sexy as they could be; they balanced work and play while moving affordable family transport out of the realm of necessity into tasteful choices for city slickers and suburbanites.
If you like to buck the trend and French cars are your thing (vive la différence and all that), the air bump cladded C4 Cactus, which emerged during the C3 Picasso’s twilight years, was off-the-wall cool!
The contemporary Peugeot 2008 offers similar faux-off-road vibes; as do the Clio-based Renault Captur, Kiger and larger Kadjar small crossovers, the latter of which is a Nissan Qashqai clone.
Kia Soul (2008-2019)
The oddball Kia Soul soldiered on for 10 years in South Africa until the end of 2019, when the Seoul-based company announced that the 3rd-gen model would not be produced in right-hand drive guise.
When it debuted in Mzansi in 2009, the Kia Soul seemed almost cartoonish and commentators struggled to categorise it into an appropriate market segment, but with the benefit of hindsight, this Korean holdall (a repackaged hatchback) was a “a funky trolley for the plugged-in generation” – and ahead of its time.
Another drollishly designed “box on wheels” that featured in our market (if briefly) was the Daihatsu Materia, of which GWM produced a “tribute model”, named the Coolbear 150 (yes, you read right).
At a stretch, possible contemporary exceptions are the recently departed Jeep Renegade and its Fiat 500X and 500L cousins, although they’re more small crossovers than blockish holdalls in nature.
The nearest successors to the Soul from the Kia stable are the Sonet and its larger Seltos sibling, both of which compete strongly in the country’s most overcrowded and hardest-fought segment.
Ford gave away significant market share when it stopped producing the popular EcoSport (replaced by the pricier Puma), while Honda’s Elevate and HR-V are relatively conservative offerings, but worth a look.
Opel Meriva (2004-2017)
The underrated Opel Meriva, which came and went several times in Mzansi, represented the German marque’s valiant attempt to beat French brands – the pioneers of the compact MPV – at their own game.
The 2nd-gen model (launched in 2012) even featured rear suicide doors – a phrase incidentally much-hated by Opel’s local PR team. But the Meriva’s interior was solid (this was before General Motors’ bean counters effectively gutted Opel by moving production of many models to Korea and rebadging them as charmless Chevrolets), its 1.4-litre turbopetrol engine was punchy and the ride quality well above par.
There was also a flexible seating arrangement that enabled a near-flat loading space. With sharper lines and a more high-tech interior, it was an infinitely sexier take than, for example, the blobby chastity belt that was the Toyota Verso. Toyota did eventually redeem itself with the Corolla Cross, though.
Today, Opel is free from General Motors’ rule and sits in the Stellantis stable. The Meriva has been succeeded by the Crossland and, even though the 1st-gen Mokka X felt a bit dusty straight out of the box (back in 2016), the current-gen Mokka is a wholly more charismatic high-heeled family-hauler.
At least once in every automotive product planner’s career, there comes a moment when a sweaty, clenched hand is raised in the reluctant admission of a grave occupational misestimation.
The Volkswagen Golf SV was one of those blunders. Neither fish nor foul, it wasn’t a conventional hatchback or really an estate, for that matter, but worst of all – Volkswagen allowed the unloved Golf SV to exist in the shadow of the Touran, which was already the company’s anointed small MPV offering.
VW was late to the small crossover party (the T-Cross arrived in 2019 and the Taigo in 2020), but it could have had an earlier foothold had it built something akin to the Mazda CX-3 or CX-30. The brand sold so few Golf SVs in Mzansi that the model is destined to be a future classic – albeit not a very desirable one.
BMW 2 Series Active Tourer (2015-2018)
The 2 Series Active Tourer was BMW’s first front-wheel-drive model – at the time, it made traditionalists choke on their bratwurst. The model was designed to lure new customers to BMW, and once hooked, the brand hoped they would look to its core line-up, under which the Active Tourer patently did not fall.
It was effectively a reskinned Mini Countryman, but a far worse interpretation; for the world had become used to estate-styled Minis thanks to the cool-ish (now discontinued) Clubman, but not a BMW minivan!
The Active Tourer package just felt awkward or… unresolved. Interior comfort wasn’t terrible and quality outshone many rivals, but the ride quality was harsh on large-diameter tyres and the diesel engine noisy.
Moreover, philosophically it was hard to fathom why anybody would have preferred the 2 Series Active Tourer over a BMW X1, which, incidentally, by then was also available in front-wheel-drive guise.
Mirroring the fortunes and timeline of the Golf SV, the BMW 2 Series Active Tourer was taken off the market after about 2 years in South Africa. As for the 2nd-gen model? It was never launched here.
As far as left-field models go, the Munich-based firm really should have drawn the line at the 3 Series GT, or the gawky X4, the latter of which would have also made a perfect, if ungainly – gateway BMW.
Of all of these, the Mercedes-Benz B-Class endured the longest. It was withdrawn from the local market earlier this year and, in 2025, it will finally be shelved globally as ‘Benz streamlines its model line-up.
The B-Class has always been somewhat of an anomaly: The 1st-gen model was an indistinct A-Class clone, whereas its successor was perhaps a too literal interpretation of the formula for the Mercedes-Benz faithful to come to terms with; the outgoing one, in turn, is more hatchback than humpback.
Among Germany’s trio of premium brands, only Audi was clairvoyant enough not to try its hand at a Postman Pat-style people-mover, a genre inherently characterised by a low sales ceiling that BMW and Mercedes-Benz seemed to ignore. Moreover, those 2 brands over-relied on their respective promises of a premium-feeling small crossover when there were more practical and affordable options at hand.
Models such as the Hyundai Tucson have become so luxurious, they compete with luxury brands’ small crossovers.
Audi’s nearest indiscretion of the sort came by way of the Q2 (the cousin of the Volkswagen T-Roc), which is a tad pricey, too weirdly positioned in Audi’s range and too irresolute against its competitors.
Small crossovers: A recipe refined
Even a cursory glance at the above list reveals that what compact MPVs fundamentally lacked was the default taller driving position and improved esthetics that contemporary small crossovers offer. Other contenders were either simply too far ahead of their time or best described as misguided mashups.
It’s also hard to make a style statement when relying on the gawky, boxiness of MPVs when small crossovers – with increasingly car-like driving traits – can be visually scaled up or down while retaining a greater degree of allure… and dignity. In retrospect, it’s easy to see how small MPVs and boxy holdalls were mere evolutionary (mis)steps on the ladder that allowed crossovers to ascend to global domination.
The facelifted Nissan Magnite has been revealed, sporting mild styling revisions. Here’s what we know so far about the refreshed version of Nissan SA’s most popular vehicle…
Meet the facelifted Nissan Magnite. Unveiled in India – where it’s produced at the Renault-Nissan alliance plant in Chennai – the refreshed version of the small crossover will be shipped to 47 new markets, taking its total export footprint to more than 65 countries.
Of course, South Africa is key market for the Magnite, since this baby crossover has taken over from the since-discontinued NP200 half-tonne bakkie as Nissan SA’s best-selling product. As such, we’d expect to see the facelifted Magnite on local roads early in 2025 (or perhaps even late in 2024).
Spot the differences: pre-facelift on the left and refreshed version on the right.
So, how will you spot a refreshed Magnite? Well, you’ll have to look rather closely, because the styling revisions are relatively mild. For instance, the boomerang-shaped daytime running lights are untouched, while the headlight clusters appear unchanged, too (though perhaps benefit from an internal structure tweak).
Black trim now frames the grille (though the chrome-effect side caps remain), but the biggest change up front is the adoption of a new, more angular lower-bumper design. In addition, the version revealed in India features fresh dual-tone 16-inch alloy wheels. In that market, the facelifted Nissan Magnite will furthermore be offered in a choice of 11 paint colors (6 monotone and 5 dual-tone hues).
Note the new leatherette colour scheme offered in India.
Meanwhile, Nissan claims to have “refined” the Magnite’s cabin and “improved seat comfort”, with the Indian-spec version now available with brown-and-orange leatherette trim for the dashboard, seats, interior door panels, parking brake lever, steering wheel and front armrest.
Other updates available in the world’s most populous nation include multi-color ambient lighting, a smart key (with remote engine start within a 60-metre range), an Arkamys sound system and 6 airbags across the range. The 7.0-inch digital instrument cluster and an 8.0-inch touchscreen system (with Android Auto and Apple CarPlay) seemingly carry over.
Nissan has seemingly made no mechanical changes.
Mechanically, the facelifted Magnite is apparently unchanged. As such, the Japanese automaker again offers a naturally aspirated 1.0-litre, 3-cylinder petrol engine – which makes 53 kW and 96 Nm – as the entry-level motor, available with either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
Then there’s also a 74 kW turbocharged version of this 3-pot mill, which in pre-facelift, SA-spec form generates 160 Nm in the case of the 5-speed manual gearbox and 152 Nm for the continuously variable transmission (CVT).
The turbocharged version is available with a CVT rather than an AMT.
As a reminder, the Magnite was revealed on October 2020, before launching in South Africa in April 2021. The current range comprises as many as 13 derivatives, with prices running from R240 000 to R377 800. Year to date (at the end of September 2024), Nissan SA has registered as many as 7 776 units of the Magnite, making it the brand’s most popular product locally.
Nissan Navara double-cab entry point to drop by R50k
Nissan SA will soon expand its locally built Navara double-cab bakkie range with new entry-level XE variants, which our info suggests will undercut the Hilux, Ranger and D-Max by some margin…
Nissan South Africa recently announced plans to expand its Rosslyn-built Navara double-cab bakkie portfolio to 14 variants. After some digging, we’ve managed to unearth pricing for the pair of new base XE derivatives, each of which will come standard with a 6-speed manual gearbox.
While official images of these new XE derivatives have yet to be released, our information suggests the Navara 2.5 DDTi XE DC 6MT 4×2 will be offered at R493 600, effectively dropping the Navara double-cab range’s starting price by R48 800. As a reminder, the Navara 2.5 DDTi SE DC 6MT 4×2 is the current entry point to the line-up, priced at R542 400.
Existing Navara double-cab derivatives will be joined by new entry-level XE variants.
For the record, the Toyota Hilux double-cab range currently starts at R528 800, while the most affordable dual-cab versions of the likewise locally built Ford Ranger and Isuzu D-Max cost R522 600 and R555 900 (or R538 100, if you count the Gen 6), respectively. In fact, the only double cabs priced below the soon-to-launch Navara 2.5 DDTi XE DC 6MT 4×2 are from Chinese brands (JAC, GWM, Foton and LDV) and Indian firm Mahindra.
The XE specification will also be offered in all-paw guise. It’s our understanding that the Navara 2.5 DDTi XE DC 6MT 4×4 will be priced from R578 600, which would make it a considerable R58 900 less expensive than the SE version (which is currently the most-affordable 4×4-endowed Navara double cab at R637 500).
The SE Plus version of the Navara double cab.
The new XE-badged Navara double-cab derivatives will be powered by the Japanese firm’s familiar 2.5-litre, 4-cylinder turbodiesel engine, here offering 120 kW (at 3 600 rpm) and 403 Nm (from 2 000 rpm) rather than the full-fat 140 kW/450 Nm tune available in automatic-equipped variants.
Nissan SA has confirmed that the XE double cabs will feature leaf springs at the rear as opposed to the 5-link coil suspension set-up employed by other Navara variants. This will, according to the Japanese brand, result in an increased payload capacity of 1 148 kg (the loftiest in the Navara dual-cab range) for the 4×2 derivative and 1 067 kg for the 4×4 variant.
The XE single-cab features a black plastic front bumper.
Incidentally, the XE trim level is already familiar from the Navara single-cab range, though it’s not yet clear whether the new double-cab version will feature the same black plastic front bumper. It will, however, surely ride on steel wheels.
According to Nissan, standard features for the XE grade will include central locking (with speed-sensing auto-locking), air conditioning, electric windows, electrically adjustable side mirrors, a sliding rear window (for access to the load bin), a Bluetooth-enabled audio system, steering wheel-mounted controls, dual front airbags, vehicle dynamic control, ABS with EBD, ISOfix child-seat anchors (rear outboard) and trailer-sway control.
The latest iteration of the Nissan badge.
Nissan South Africa is also set to launch fresh LE versions of the Navara double cab (and rename the current LE variants as “LE Plus”, from what we understand). On that note, we believe the Navara 2.5 DDTi LE DC 7AT 4×2 will be priced at R660 200, while the Navara 2.5 DDTi LE DC 7AT 4×4 should kick off at R744 200. All Navara derivatives will furthermore switch to the latest “Nissan” badge, pictured above.
The next-generation Navara – which is expected to share much with the new Mitsubishi Triton under the global Renault-Nissan-Mitsubishi Alliance – seems likely to be revealed at some point in 2025. However, it’s not yet known if Nissan SA has secured the required investment to build this new bakkie at its Rosslyn facility, which incidentally ended production of the NP200 earlier this year.
How much will the Navara XE and LE double cabs cost?
Nissan Navara 2.5 DDTi XE DC 6MT 4×2 – R493 600
Nissan Navara 2.5 DDTi SE DC 6MT 4×2– R542 400
Nissan Navara 2.5 DDTi SE DC 7AT 4×2– R576 800
Nissan Navara 2.5 DDTi XE DC 6MT 4×4 – R578 600
Nissan Navara 2.5 DDTi SE Plus DC 6MT 4×2 – R591 000
Nissan Navara 2.5 DDTi SE Plus DC 7AT 4×2 – R614 200
Nissan Navara 2.5 DDTi SE DC 6MT 4×4 – R637 500
Nissan Navara 2.5 DDTi LE DC 7AT 4×2 – R660 200
Nissan Navara 2.5 DDTi SE Plus DC 6MT 4×4 – R674 000
Nissan Navara 2.5 DDTi LE Plus DC 7AT 4×2 – R703 800
The Hyundai i20 N Line is the flagship of the Korean brand’s revised compact hatchback range. It looks sportier than its siblings and has a great-sounding engine, combined with a dual-clutch automatic ‘box, but what is the variant like to live with?
We like: Sporty appearance, subtle red interior accents, generous specification, fun to drive.
We don’t like: The rowdy exhaust may prove tiring in the long run, better value in the rest of the range.
Less than a decade ago, B-segment hatchbacks were the most popular compact cars in the South African new-vehicle market and almost every model in that segment offered a range-topping and suitably sporty hot- (or at least warm-) hatch variant.
But compact hatchbacks have now been eclipsed by more sensible – and practical – crossovers. Did it happen because young petrolheads who lusted after small hot hatchbacks grew up and their priorities changed? Perhaps, but consider that with hatchback sales in decline, carmakers (who look to save costs wherever they can) are unlikely to devote resources to the development of low-volume variants. Instead, they clad their wares in sporty attire, but stop short of endowing them with “the go to match the show.”
Although compact hot hatchbacks seem to be fading into obscurity (only the Volkswagen Polo GTI remains, until – and if – Suzuki decides to produce a Swift Sport based on the new, AOL-gen model), there are a handful of brands that at least produce sporty-looking 5-door B-segment models and the great news is that they are all fun to wield when driven enthusiastically. While they’re not going to set any speed records, they all look the part, and interestingly, most of them have one word in common: Line.
One of many N Line badges dotted around the Hyundai i20‘s sheet metal.
Under the bonnet of the Hyundai i20 1.0T N Line is a 1.0-litre 3-cylinder turbopetrol engine, which has peak outputs of 90 kW and 172 Nm of torque. Power goes to the front wheels via a 7-speed dual-clutch auto transmission and, for the enthusiasts, there are substantial gearshift paddles on the steering wheel.
Sadly, the i20 N hot hatch is not coming to SA any time soon… this is the closest to that you’ll get.
With our test gear hooked up, the i20 1.0T N Line media-fleet unit scampered from zero to 100 kph in 9.46 sec, which was a touch quicker than Hyundai’s claim (we’d put it in the lukewarm hatchback class).
While this isn’t a comparative review, we must mention that when we tested the Corsa 1.2T GS Line, its 0-100 kph time was slightly quicker (9.07 sec), thanks to the Opel’s higher power and torque numbers.
A sporty cabin matches the extroverted exterior execution.
That said, the Hyundai’s powertrain is responsive and ever-willing; the i20 1.0T N Line can punch through slower urban traffic without much hesitation. There is a tiny amount of turbo lag, but this is easily sorted by changing down a gear to put the engine into its sweet spot. It’s a pity there are no drive modes, but you can flick the transmission lever into Sport, which makes the car hold onto its ratios for a bit longer.
Another N Line badge, this time on the dual-clutch transmission lever.
What separates the i20 1.0T N Line from its rivals, however, is the (relatively) evocative soundtrack that it emits from its sports exhaust system. Those dual exhaust ends enhance the off-beat and throaty 3-pot rumble appreciably and when you’re hustling along, each gear change is punctuated by vrrphah!-like pops and bangs. They’re hilarious and induced more than a few grins in our office parking basement.
However, we suspect that the novelty of that rorty noise may wear off eventually, and it’s a pity that you cannot quieten this exhaust at the push of a button when you need to leave (or arrive) home discreetly.
Another – but expected – drawback is that the i20 N Line’s fuel consumption is not impervious to lead-footed driving. At one stage, we saw an indicated figure of 9.5 L/100 km, but you should be able to achieve about 8 L/100 km on the daily commute if you adopt a measured driving style. Hyundai claims an average of 6.9 L/100 km, so with a 37-litre tank, the variant’s theoretical full-to-empty range is 536 km.
Those twin exhaust pipes are not just for show.
Ride and Handling
While it features minimal powertrain enhancements compared with its lesser siblings, the i20 1.0T N Line does offer a comparatively sportier driving experience. Hyundai has firmed up the variant’s suspension setup, which has enhanced the handling to an extent, if (predictably) to the detriment of the ride quality.
Red brake callipers and another N badge on the alloy wheel’s centre cap!
Admittedly, achieving a near-perfect balance between sportiness/driver engagement and everyday usability/ride comfort is not easy, especially considering the i20 1.0T N Line may need to traverse some of the poorly maintained sections of our nation’s road network. Any setup will demand a compromise.
Even so, Hyundai has pretty much nailed the brief with this flagship variant. While the test unit’s general ride quality was firm, it wasn’t unbearably harsh over rougher surfaces. The 195/55 R16 tyres aren’t too skinny (have plump sidewalls) and did a good job of soaking up all but the worst road imperfections.
The 1.0T N Line may look sportier than it is, but its steering offers enough feel and directness to make the Hyundai fun to pilot – whether you’re late for an appointment or “making the most” of a twisty road.
Design, Features and Practicality
The front end of the i20 1.0 N Line features LED headlights, -daytime running lights and -fog lamps.
Hyundai has tastefully beefed up the appearance of the 1.0T N Line to distinguish it from the rest of the facelifted i20s. N (the logo of the brand’s performance division) badges feature on the 16-inch alloys, front grille and rear bumper, while LED headlamps with -daytime running lights give the car considerable road presence, along with the aforementioned sporty wheels, twin exhaust ends and tailgate spoiler.
Inside, the sporty theme continues with N-branded seats that are finished in faux leather trim. N logos appear on the transmission lever as well as the steering wheel, in case you need further reminders that this isn’t a run-of-the-mill compact hatchback. Granted, there are some marginal materials (on the door panels, for example) but in general, the build quality is good where it matters (at common touchpoints).
These seats do look sporty, but don’t offer sufficient side bolstering to be classed as sports seats.
What’s more, the i20 1.0T N-Line comes equipped with some features that you won’t find on Premium- or Executive-grade variants. Push-button start, a sunroof and a Bose audio system are exclusive to the flagship variant, but to Hyundai Automotive SA’s credit, all variants come with a digital instrument cluster, wireless charging pad, USB-A and USB-C charging ports, reverse-view camera and rear parking sensors.
Two additional airbags, taking the total to 6, electronic stability control and hill-start assist are fitted too.
Price and After-sales support
The Hyundai i20 1.0T N Line costs R467 500 (September 2024), which includes a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km drivetrain warranty and a 4-year/60 000 km service plan.
With its extroverted sporty looks, rorty engine and quicker-than-expected performance, the Hyundai 1.0T N Line “ticks most boxes”, as they say, if you are looking to buy a compact hatchback with a long standard-features list and an extra bit of pop (in both figurative and literal senses). We genuinely enjoyed the test unit’s rollicking exhaust note, but do wonder how long it would take for its novelty to wear off…
Also, if the N Line is this enticing, we can only dream of what the full-fat i20 N would be like. Sadly, that car isn’t confirmed for the local market, where it would surely give the Polo GTI a real run for its money.
Should you add the i20 1.0T N Line to your shortlist if you’re shopping for a B-segment hatchback? Sure, if you crave a modicum of excitement from your “daily driver”, but don’t discount the Opel Corsa 1.2T GS Line, which is a little punchier and slightly more affordable. If you’re sold on an i20, but care little for performance (or a fruity noise), the 1.4 Executive derivative (R349 900) offers better value for money.
Fortuner, Fronx crack top 10! SA’s best-selling passenger vehicles
The Toyota Fortuner and Suzuki Fronx put in their best sales performances of the year so far to crack the list of SA’s 10 best-selling passenger vehicles in September 2024…
In September 2024, South Africa’s new-vehicle market slipped 4.1% year on year to 44 081 units. However, passenger vehicles again showed marginal growth, improving 2% to 30 218 units, with the rental industry contributing a substantial 28% of that total.
As was the case in August 2024, the Volkswagen Polo Vivo – which recently benefitted from a facelift – ended the month at the very top of the passenger-vehicle charts, with 2 407 units sold. A whopping 1 089 units (or 45%) of the Kariega-built hatchback’s tally came via the rental channel.
The updated VW Polo Vivo retained the leadership position in September 2024.
The Toyota Corolla Cross also managed to cross the 2 000-unit mark in September, with its total of 2 045 registrations proving more than enough for it to comfortably retain the runner-up position. For the record, this locally made model benefitted from 363 sales to the rental industry last month.
The big news, however, was the performance of the likewise Prospecton-produced Toyota Fortuner, which registered its best effort of 2024 thus far to grab 3rd place (after ranking 12th in August). Breaking into 4 figures for the first time this year, the resurgent Fortuner ended the month on 1 086 sales, including 189 rental-industry registrations.
Hyundai’s Grand i10 slipped a spot to 4th.
That saw the Hyundai Grand i10 fall a ranking to 4th, with 1 062 units sold. For the record, since we’re examining the passenger-car segment here, that figure excludes light-commercial vehicle sales of the Cargo-badged panel van, which found a further 64 homes in September 2024.
As the highest-placed Chinese contender, the Chery Tiggo 4 Pro (990 units) climbed 2 positions to 5th, while the locally built Volkswagen Polo hatchback (948 units) retained 6th despite likewise sliding back into 3 figures. The Nissan Magnite (869 units), meanwhile, moved up a spot to 7th, with its effort representing a hefty 61% of the Japanese brand’s overall figure for the month.
The Suzuki Fronx outsold the closely related Toyota Starlet Cross in September.
The Suzuki Fronx (850 units) put in not only its best showing of 2024 so far but also its top month ever, breaking into the top 10 and grabbing 8th place. Interestingly, the closely related Toyota Starlet Cross – which rocketed to 5th spot in its in first full month on sale – dropped off the list in September, with a still-impressive 713 units registered.
That said, the Toyota Vitz (814 units) – yet another Suzuki-built model in the Toyota stable – returned to the top 10 in September 2024, finishing in 9th position, just ahead of the Haval Jolion (812 units), which dropped a spot to 10th. Other models that made the cut in August but fell away last month were the Suzuki Swift (sales dipped to 539 units, with the new-gen model around the corner) and the Suzuki Ertiga (which managed 717 registrations).
SA’s 10 best-selling passenger vehicles in Sept 2024
The facelifted BMW i4 will soon launch in SA, again offered in 2 flavours (including an M Performance variant). Here’s how much this updated electric car will cost you…
In May 2024, the facelifted BMW i4 broke cover, with this fully electric 4-door model sporting design updates, inside and out. Now, just ahead of its official market launch in South Africa, we can confirm how much this Munich-built EV will cost.
Of course, we’ve already brought you local pricing for the refreshed 4 Series Coupé and 4 Series Gran Coupé – and now we turn our attention to what is effectively the fully electric version of the latter.
The local G26-generation BMW i4 range will comprise 2 derivatives, as before. The entry point is thus still the i4 eDrive35, which again ships standard in M Sport guise. Now priced from R1 346 500, this latest version is R61 500 more expensive than the pre-facelift model.
As a reminder, the i4 eDrive35’s rear axle is powered by an integrated electric motor generating 210 kW and 400 Nm, facilitating a 0-100 kph sprint in a claimed 6.0 seconds and a top speed of 190 kph. The lithium-ion battery pack has a net capacity of 67 kWh, translating to a claimed range of up to 483 km.
What about the M Performance derivative? Well, the i4 M50 xDrive – which was the M division’s best-selling model worldwide in both 2022 and 2023 – is priced from R1 695 000 in facelifted form, representing an increase of R7 100 over the outgoing version.
The all-wheel-drive i4 M50’s powertrain is likewise unchanged, which means it still employs an electric motor on each axle, which together generate peak outputs of 400 kW and 795 Nm. According to BMW, this flagship version of the battery-powered fastback will hit 100 kph from standstill in 3.9 seconds, before topping out at 225 kph. The 81 kWh (net) battery pack has a claimed maximum range of 510 km.
As with the 4 Series Gran Coupé, updates for the i4 include a revised grille design, new LED headlight structures, fresh exterior paint colours, updated alloy-wheel designs and new steering wheels. The instrument panel features a “reduced number of buttons and controls due to consistent digitalisation”, while new interior-trim elements are also available.
How much does the updated BMW i4 cost in South Africa?
BMW i4 eDrive35 M Sport – R1 346 500
BMW i4 M50 xDrive – R1 695 000
The prices above include BMW’s 2-year/unlimited kilometre vehicle warranty, an 8-year/100 000 km battery-pack warranty and a 5-year/100 000 km maintenance plan.
When production vehicles’ peak engine outputs (and not to mention price tags) beggar belief or their concepts are so downright bonkers – or foolish – that they somehow seem to make sense, well, you’ve entered the realm of freakish (yet lovable) cars.
Hobbies and car collecting were probably not what Karl Marx had in mind when he scripted the capitalism-critiquing Das Kapital. Yet today, these very pastimes personify the absolute power of consumerism, according to which we are never satisfied with what we have.
Citroen C3 Pluriel owners could partially dis- and reassemble their cars into 5 open-top variants. It sounds fun, but wasn’t.
Marx would have undoubtedly rolled his eyes at every facet of what Brad Pitt represents (except the choice of his 2 ex-wives) but would have most certainly raised a shot of vodka to anthemic platitudes from The Fight Club film such as “We are consumers. We’re the by-products of a lifestyle obsession.”
That obsession (the root of eternal dissatisfaction?) is driven by aspiration, and the psychology thereof is the hallmark of every single maker of luxury consumer goods on Earth. Let’s start with a simple example.
You buy jeans from Mr Price, but really lust after a pair of Levi’s, even if they fulfil precisely the same purpose. You have a Samsung… but it’s no iPhone. And you drive a BMW M340i, but in your mind, you’re not getting a date with that girl at the gym unless it’s a BMW M4. The same goes for the Alfa Romeo Giulia Veloce and Quadrifoglio, Audi S4 and RS4, and Mercedes-AMG C43 and C63. The former will forever – are quite unjustly – live in the latter’s shadow. Why? Because enough will never be enough.
Victims of affluenza, who can afford it (and even more so those who can’t), will always strive to buy the best, but what happens when the upgrade obsession starts tickling the lunatic fringe?
When marketing ambition and manufacturing muscle meet in the automotive world, pointlessness usually ensues in the form of over-engineering or vehicles superfluous for purpose in their segment.
From Golf GTI-humbling vans (remember the Opel Zafira OPC, anyone?) and supercar-shaming sedans to sub-5-second SUVs, there comes a point where more is simply too much.
When a bakkie is no longer a ‘bakkie’
Surely the R1.2-million-plus, 292 kW/583 Nm and even #CarsAwards category award-winningFord Ranger Raptor – replete with Baja-ready suspension and a thumping (not to mention sonorous) 3.0-litre twin-turbopetrol V6 – is the answer to a question that no builder or holidaying family has ever asked?
Yet, the Raptor is purchased in bulk for its image-bolstering ability. Even Ford can’t deny the turbodiesel V6-powered Ranger Wildtrak and Platinum will also satisfy most consumers’ needs… for less money.
Toyota, by contrast, is a serially sensible brand, even where its Gazoo Racing division is involved. Despite enjoying access to several large-capacity V8 engines from abroad and the Dakar Hiluxes being powered by a rip-snorting 5.0-litre Lexus V8 motor, Toyota SA Motors doesn’t believe in the extreme nature of the production-based mega-bakkie concept. That’s why the 165 kW GR-S is its most powerful Hilux variant.
At the opposite end of the scale, sits the Jeep Gladiator and few vehicles can match the brash American model’s ability to fill rear-view mirrors. While epitomising capitalism’s first rule: “because I can”, it is also a cautionary tale of the latter’s last and least favoured rule, which is “… doesn’t mean that I should.”
It’s no different for premium SUVs. In the early 2000s, the Volkswagen Group set about establishing turbodiesels as viable alternatives to hybrids to counter the Toyota Prius’ then-growing global acclaim.
As the TDI suffix gained popularity, so did its devastating potential on the racetrack, but a marketing connection between the 2 was required to hammer the point home.
With neither Volkswagen’s Touareg V10 TDI nor the Q7’s 4.2-litre variant deemed sexy or strong enough to make a suitably shout-worthy statement, the world’s first 12-cylinder turbodiesel engine was born…
The Audi Q7 V12 TDI sported 6.0 litres of swept capacity, 368 kW and 1000 Nm of torque and a laughable emissions figure of 298 g/CO2 per km. With enough torque to reverse spin the earth on its axis, the 12-cylinder Q7 was a fitting over-the-top incarnation of VW’s plans to rule the world.
Of the 1200-ish examples produced, most were snapped up by Russian oligarchs, arms dealers, and Albanian human traffickers. Allegedly. Only a handful of examples made it to Mzansi, by the way.
Not to be outdone in the silliness stakes, from across the Atlantic came the Jeep Grand Cherokee SRT, powered by a 6.4-litre Hemispherical (Hemi) V8 (as well as the later supercharged Trackhawk); good for rocketing the 2.5-tonne leviathan from standstill to 100 kph in 4.5 seconds. It existed only because the regular V8-engined Cherokee was too tame and generated only “communist-appeasing” (low) profits.
Of course, no discussion about unrestrained needlessness is complete without referencing Germany’s most renowned premium marques. Are any of the 63 AMG models (2007-2017) that produced between 335 kW and 430 kW – too proletarian? Just get the V12 65 AMG in the CL-, S-, SL-, G-Class or Maybach S650, because no self-respecting tycoon could ever achieve self-fulfilment from a paltry V8 AMG model.
A special mention must go to the W212-gen Mercedes-Benz E63 AMG (2010-2016), which was initially powered by a 386 kW/630 Nm 6.2-litre V8 and, after the facelift, a twin-turbo 5.5-litre V8.
As the last-ever rear-wheel-drive E-Class AMG, it bowed out with 430 kW/800 Nm (with the AMG “S” Performance Package); nervous would-be owners in countries where roads tend to be perilously slippery implored begged ‘Benz to include a lifetime supply of tranquilisers in the list price, but alas, it never did.
BMW has not shied away from shouting “yes” to excess either. When the Munich-based firm launched the 272 kW/465 Nm BMW M2 as a series-production follow-up to the E82-gen BMW 1 Series M Coupe in 2016, it whipped its fans into a frenzy. But not too long thereafter, BMW turned up the wick on the M2; whether the brand did it to comply with emissions regulations or just because it could, we’ll never know.
By transplanting the F80/F82-gen M3/M4 twin-turbo 3.0-litre inline-6 into the small coupe, BMW made the M2 wilder, if not a bit feral. One can’t blame once-content M2 owners for feeling that that car, the M2 Competition was just a cash-grabbing exercise – until BMW dropped the single-turbo version to solely sell the Competition, which kind of diminishes its specialness when there’s only 1 variant to choose from.
I could lambaste Bimmer for wedging its twin-turbo 3.0-litre inline-6 and -4.4-litre V8 into every X model between the X2 and X7 – and having the nerve to label those hefty, high-riding and overpowered kerb-climbers “dynamic (cough) M cars” – but that would be stating the obvious. Besides, Alfa Romeo, Audi, Benz, Jaguar/Land Rover and Porsche have followed the same formula, and also with much success.
Instead, I want to highlight BMW’s spectacular overreach with one of its 2nd-gen 8 Series variants (not that the model didn’t struggle anyway, as its predecessor did in the late Eighties and Nineties).
Ignoring for a moment the M-monicker-murdering dynamic compromises and extra weight required to go roofless, the Bavarian company went full bunny boiler with the G14-gen (2018–2022) M8 Competition Convertible, a 460 kW/750 N.m hair dryer that was capable of blasting from 0 to 100 kph in 3 seconds. I mean, as if the standard 441 kW M8 Convertible wasn’t an absurd proposition to start with already…
Not even the gateway vehicle to the addiction of speed – the hot hatch – was spared over the years. Never before (or since) did the world see anything as deranged as the mid-engined, rear-driven Renault Clio V6, sporting a wheelbase no longer than an office desk is wide and exactly zero traction or stability interventions. If you want to see what I mean, watch Ciro De Siena’s video review of that car.
All was not lost, though. As proof, the lighter and faster front-wheel-drive VW Scirocco R (188 kW) was a smarter, suaver representation of its all-wheel drive Golf R sibling. On the other hand, was an R variant all that necessary when a nearly-as-capable 2.0 TSI (in either 155 kW or 162 kW guise) was also on hand?
And why would you buy a R1-million-plus Mini Countryman JCW, now with mandatory all-wheel-drive, a peak output of 233 kW and a footprint as big as a Golf’s, when a 160 kW S version costs R200k less?
Models that were destined to fade quickly
We’ll wrap up with ostensibly the least-senseless batch of this batty bunch. At launch in 2011, the Suzuki Kizashi, especially in 138 kW/230 Nm, 2.4-litre form, targeted buyers who would otherwise purchase a Toyota Camry, Hyundai Sonata, Honda Accord or Mazda6. Yep, it predates the apogee of the SUV craze.
Sedans are all but dead today, but even back then, the Kizashi made little sense. It was well-specced and decently powerful – but in a new-vehicle market where brand snobbery is rife (and Mzansi is not that much worse than overseas markets) few gave any thought to choosing a Suzuki over a BMW 3 Series.
Also from Japan came the Nissan Murano and Subaru Tribeca; both product-planning blunders were large-capacity, naturally aspirated, 7-seat soft-roaders (as was the now-thankfully-forgotten Cadillac SRX), but they were so thirsty they had to be sold with towbars to drag along trailers loaded with extra jerrycans. Luxurious, but ungainly, useless off-road and shockingly mediocre. Today, they’re unsellable.
Range Rover produced a 1st-gen Evoque convertible (2017–18), but has (perhaps wisely) chosen against doing it again.
Freakish cars are markers of motoring culture
Regardless of our social status or belief systems, humans are wired to always want what they cannot have. Freakish or Frankensteinian cars like these allow a brief peek beyond the edge of sanity to the (usually) monied minority that is fuelled by owning what others can merely dream of, because, lest anyone ever forgets – they’re worth it.
Power Value is an alternative term for the commonly used colloquial phrase, bang-for-buck.
Put simply, it’s the most engine power you can buy within your budget.
In this case, we’ve set the budget at no more than R1.5-million.
Power value is calculated by dividing the price of the car by the total power output (kW) to arrive at a Cost Per Kilowatt (CPK) or Power Value figure.
What cars offer the biggest bang-for-buck or power value for under R1.5 Million in South Africa?
Here they are!
Note that pricing is accurate as of October 2024 and the CPK or power values are ranked from lowest to highest.
It’s interesting to note that Ford offers the best Power Value or CPK in South Africa for under R1.5 million!
Best Cost Per kW Cars for under R1.5-million in South Africa
1. Ford Mustang GT 5.0 V8: 330 kW @ from R1 142 900
Power Value / CPK: R3 463 per kW
The outgoing 6th-generation Ford Mustang sportscar is about to be replaced with an all-new Mustang which is due to go on sale in South Africa in October 2024.
Nonetheless, the Mustang offers the best bang-for-buck with 330 kW on offer from its naturally aspirated 5.0-litre petrol V8 engine with pricing starting from R1 142 900.
Pricing for the new incoming 328 kW Mustang has been confirmed at from R1 300 000 which means it will still top this list with a Power Value / CPK figure of R3 963 per kW.
The Ford Ranger Raptor claims second place on this list and with 292 kW generated from its 3.0-litre turbocharged petrol V6 engine and priced from R1 226 700, this super bakkie has an impressive Power Value of R4 201 per kW.
3. Audi RS3 Sportback / Sedan – 294 kW @ from R1 330 800
Power Value / CPK: R4 526 per kW Claiming third place on the Power Value podium is Audi’s RS3 Sportback / Sedan with 294 kW on offer from its lauded 2.5-litre, 5-cylinder turbopetrol engine with a starting price of R1 330 800.
4. Mercedes-Benz A45 S 4Matic – 310 kW @ from R1 475 690
Power Value / CPK: R4 760 per kW
Luxury meets performance in the Mercedes-AMG A45 S 4Matic and with a starting price of R1 475 690 and 310 kW available from its 2.0-litre turbocharged petrol engine, this is just about as as hot as a hot hatchback can get!
5. Toyota GR Supra – 285 kW / 8.9 L/100km / From R1 494 800
Power Value / CPK – R5 245 per kW
As the most expensive car on this list with the least amount of power, the Toyota GR Supra might not have the best Power Value but it’s undoubtedly on of the strongest-performing cars you can but for under R1.5 million with 285 kW on tap from its 6-cylinder, 3.0-litre turbopetrol engine.
P-Series rises! SA’s 10 best-selling bakkies in September 2024
The GWM P-Series range – including the new P500 – climbed the list of South Africa’s best-selling bakkies in September 2024. Here are all the details…
In September 2024, South Africa’s new-vehicle market slid 4.1% year on year to 44 081 units. While passenger-car sales grew, the light-commercial vehicle (LCV) segment shrunk 17.1% year on year to 10 914 registrations.
As has been the case for the past few months, that year-on-year decline was no doubt amplified by the discontinuation of the Nissan NP200 earlier in 2024. So, what happened on the list of South Africa’s best-selling bakkies in September? Well, let’s start at the top…
The Toyota Hilux was again SA’s best-selling bakkie.
The Toyota Hilux stayed out in front with 2 942 registrations, a 16.4% increase compared with August 2024’s effort. As many as 254 of the Prospecton-built bakkie’s sales came courtesy of the rental industry, while a further 37 units were sold to government.
The Silverton-produced Ford Ranger (2 382 units) again found itself in 2nd position, with 229 units purchased by government and 33 sold via the rental channel. As the final model to crack 4 figures, the Struandale-made Isuzu D-Max (1 592 units) remained in 3rd place, benefitting from 291 sales to government and 37 to the rental industry.
The KwaZulu-Natal-assembled Mahindra Pik Up (782 units) again ranked 4th, with the Rosslyn-built Nissan Navara (451 units) likewise retaining 5th place in September 2024. Meanwhile, the GWM P-Series – including the new P500 flagship derivatives – climbed 2 positions to 6th, with a total of 350 units sold (including 45 to via the rental channel). For the record, that’s a month-on-month increase of 71%.
As such, the Ford-built Volkswagen Amarok (325 units) and imported Toyota Land Cruiser 79 (168 units) each fall a ranking to 7th and 8th, respectively, while the GWM Steed (113 units) returned to 3 figures and moved up a spot to 9th. The now-defunct Nissan NP200 (76 units) dropped a place to close out the table.
Best of the rest in September 2024: bakkies outside the top 10
Local sales of the Peugeot Landtrek fell to 39 units last month.
What about the bakkies that didn’t crack the top 10 in September 2024? Well, the JAC T-Series – the Chinese firm unfortunately reported only a combined figure for its T6, T8 and T9 line-ups, so we technically can’t rank any of these individual nameplates in the top 10 – managed 89 units.
Next came the long-in-the-tooth Mahindra Bolero (61 units), while sales of the Chinese-made Peugeot Landtrek fell to just 39 units in September. The outgoing Mitsubishi Triton ended up on 22 registrations, with the final spot again going to the Jeep Gladiator, which managed 8 sales.
