The Hyundai i20 facelift has arrived in South Africa, sporting a more affordable starting price than before. Here’s a look at the updated hatch and how much it costs…
We recently reported that initial derivatives of the Hyundai i20 facelift had quietly arrived in Mzansi. Now, Hyundai Automotive South Africa has published pricing for the full range on its website.
As a reminder, the outgoing i20 line-up comprised 6 derivatives, including Motion, Fluid and N Line variants. However, the facelifted range moves away from this trim-level naming convention, instead switching to “Premium” and “Executive” grades (as used by the likes of the latest Creta), with “N Line” again serving as the range topper.
The facelifted range comprises 5 derivatives.
The i20 1.2 Premium 5MT is the new entry point to the portfolio, with its price of R309 900 representing a R23 600 saving over the pre-facelift i20 1.2 Motion 5MT (R333 500). The naturally aspirated 1.2-litre, 4-cylinder engine is carried over, offering an unchanged 61 kW and 115 Nm to the front axle via a 5-speed manual gearbox.
Next comes the i20 1.2 Executive 5MT (R329 900), which is priced at exactly the same level as the lower-spec (but larger-engined and auto-equipped) i20 1.4 Premium 6AT (R329 900). The latter model employs the same powertrain as the pre-facelift i20 1.4 Motion 6AT (for the record, the outgoing variant was priced R37 000 higher at R366 900). Here, the atmospheric 1.4-litre, 4-cylinder motor again sends 74 kW and 133 Nm to the front wheels via a 6-speed automatic gearbox.
The N Line is again the flagship i20 derivative.
The 1.4 Executive 6AT kicks off at R349 900, while the flagship i20 1.0T N Line 7DCT is priced in line with the pre-facelift version at R467 500. As a reminder, the latter retains its 90 kW/172 Nm turbocharged 1.0-litre, 3-cylinder petrol engine and 7-speed dual-clutch transmission.
Models featuring the Premium trim level ride on 15-inch steel wheels (disguised by dark wheel covers), and come standard with ABS with EBD as well as 2 airbags, while doing without stability control. Inside, Premium derivatives upgrade to black cloth-and-leatherette upholstery but stick with manual air conditioning, a polyurethane steering wheel, an 8-inch touchscreen, a reverse-view camera, rear parking sensors and a 4-speaker sound system. The driver’s seat gains height adjustment, while a front armrest has also been added.
Premium-spec models ride on steel wheels (note the dark plastic covers).
The Executive grade adds items such as 16-alloy wheels, a leatherette finish for the steering wheel, glove-box cooling, wireless smartphone charging, an electric folding function (and heating) for the side mirrors, a luggage net, luggage hooks and a black finish for the roof (including rear spoiler) and side sills.
Finally, the N Line scores sportier model-specific exterior styling, front foglamps, LED headlights, push-button start, automatic air conditioning, a sunroof, a Bose sound system, cruise control, electronic stability control, hill-start assist, extra airbags (side and curtain for a total of 6) and red stitching for the leatherette trim.
Premium and Executive variants feature cloth-and-leatherette upholstery.
As a reminder, this generation of Hyundai i20 – imported from Chennai in BI3-generation form, as opposed to the BC3-series model produced in Turkey and sold in Europe – launched in South Africa in May 2021, while the facelifted version was revealed in May 2023 (and then in Indian-spec form in September 2023).
Last year, the i20 was Hyundai Automotive SA’s 2nd most popular model locally (after the Grand i10), with 5 413 units sold. Over the opening 6 months of 2024, the hatchback has retained 2nd place in the Hyundai stable, attracting 2 486 registrations.
How much does the Hyundai i20 facelift cost in SA?
Hyundai i20 1.2 Premium 5MT – R309 900
Hyundai i20 1.2 Executive 5MT – R329 900
Hyundai i20 1.4 Premium 6AT – R329 900
Hyundai i20 1.4 Executive 6AT – R349 900
Hyundai i20 1.0T N Line 7DCT – R467 500
The prices above include 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.
Reba S lists the strengths and weaknesses, common problems and parts prices of the 3rd-gen Hyundai Tucson. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…
The Tucson badge first appeared in South Africa in 2005, before Hyundai opted to retire the nameplate in most markets (including ours) in favour of the ix35 moniker some 5 years later. Somewhat curiously, the South Korean firm opted to switch back to “Tucson” for the 3rd generation of its compact crossover.
Just how much of an impact this nomenclature backtracking had on sales is difficult to say, though we do know 22 716 units of the original Tucson were registered in Mzansi (over 5 years), compared with 33 692 examples of the ix35 (over 6 years) and 15 346 units of the 3rd-gen model (over 5 years).
The 3rd-gen Tucson gained an extra 30 mm of wheelbase compared with the ix35.
Of course, it’s the latter – which was known internally as the TL generation – that forms the subject of this buyer’s guide. Though it wasn’t quite a class leader in terms of interior space, it measured 65 mm longer and 30 mm wider than its ix35-badged predecessor, while also gaining an additional 30 mm between its axles. Luggage capacity, too, improved to 513 litres. For the record, the Euro-spec model scored 5 stars for safety from Euro NCAP soon after its launch.
While the 4th-gen Tucson made its global debut in September 2020, it touched down in South Africa only in the opening quarter of 2022 (one of many new models delayed by the Covid-19 pandemic), meaning the TL-gen model enjoyed a little extra time on the local market than it otherwise would have.
Hyundai Tucson model line-up in South Africa
At launch in SA, just 2 engines were available, though turbodiesels soon followed.
The Seoul-based automaker unveiled the 3rd iteration of the Tucson at the Geneva International Motor Show in March 2015. The TL series was officially launched in South Africa exactly a year later, available with a choice of 10 exterior paint colours, including the somewhat amusingly named “Milky Tea” hue.
At launch, just a pair of 4-cylinder petrol engines was available: a familiar naturally aspirated 2.0-litre unit and a new turbocharged 1.6-litre T-GDI mill. Transmission choices included a 6-speed manual gearbox, a 6-speed automatic transmission and a new 7-speed dual-clutch auto (the latter in conjunction with all-wheel drive). With 3 trim levels on the menu, the local line-up comprised these 5 variants at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Executive 6MT: 130 kW/265 Nm
1.6 TGDi Elite 7-DCT AWD: 130 kW/265 Nm
Diesel options included 1.7- and 2.0-litre CRDi motors.
By November 2016, Hyundai Automotive SA had introduced a pair of front-wheel-drive turbodiesel derivatives, which saw the local range expand to 7 derivatives. The 1.7-litre, 4-cylinder CRDi oil-burner – a Euro 6 unit boasting 30 000 km service intervals and built in the Czech Republic (rather than in Turkey or South Korea) – was available in mid-tier Executive specification and churned out 85 kW and 280 Nm; the peak outputs were delivered to the Tucson’s front axle via a 6-speed manual gearbox.
The 2nd turbodiesel shipped in flagship Elite guise, employing a 2.0-litre, 4-cylinder CRDi (Euro 2) engine sending 131 kW and 400 Nm to the front wheels through a 6-speed automatic transmission. It was imported from South Korea and though quicker from 0-100 kph (a claimed 9.3 seconds compared with the 1.7-litre model’s more leisurely 13.7 seconds), its claimed combined fuel consumption wasn’t quite as impressive (7.9 litres per 100 km versus 6.8 litres per 100 km).
The Tucson Sport was a locally conceived project.
In mid-2017, Hyundai took the relatively uncharacteristic decision to offer a locally developed “sporty” version of its Tucson. Based on the front-wheel-drive 1.6 TGDi Executive variant, the Tucson Sport gained a body kit (imported from South Korea), black 19-inch alloy wheels (sourced from Tiger Wheel & Tyre – but exclusive to Hyundai), a quad-pipe exhaust system and a so-called “Stage 1 performance enhancement” that increased the turbocharged petrol engine’s peak outputs from the standard 130 kW and 265 Nm to 150 kW and 290 Nm.
A couple of months later, Hyundai handed the flagship 1.6 TGDi Elite derivative the same “Sport” treatment, extending the aggressive look (and extra oomph) to a variant with all-wheel drive and a dual-clutch (rather than manual) transmission. The company said the move was based on the popularity of the original Tucson Sport as well as “requests” from customers.
Pre-facelift on the left and refreshed model on the right.
In September 2018, the facelifted Tucson range made local landfall, featuring fresh front and rear ends plus a redesigned dashboard, complete with a floating 7-inch infotainment screen. The rejigged 7-strong line-up ditched the 1.7-litre oil-burner, while the 1.6 TGDi was offered exclusively with a new 7-speed dual-clutch transmission and the 2.0-litre turbodiesel with a (likewise fresh) 8-speed automatic gearbox. All derivatives were now front-wheel drive. Here’s a snapshot of the facelifted range at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Executive 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Elite 7-DCT: 130 kW/265 Nm
R2.0 CRDi Executive 8AT: 131 kW/400 Nm
R2.0 CRDi Elite 8AT: 131 kW/400 Nm
The facelifted Tucson gained a significant infotainment upgrade.
Finally, in July 2019, Hyundai Automotive SA once again rolled out a locally conceived Tucson Sport derivative, this time offering the upgrades on either the 1.6 TGDi petrol engine (with outputs hiked to 150 kW/300 Nm) or the R2.0 turbodiesel motor (now boasting 150 Nm/460 Nm). Both employed self-shifting transmissions and front-wheel drive, and inherited the top-spec Elite’s list of standard features.
What are the advantages of a TL-series Tucson?
The TL-generation Tucson majored in comfort, even on large alloy wheels.
Comfort and refinement: Though Hyundai placed plenty of emphasis on the fact the TL-generation Tucson completed its “accelerated durability testing” on none other than the Nürburgring Nordschleife, there’s no doubt that this model’s talents fell squarely in the comfort – as opposed to handling-, though it was certainly surefooted enough – department. Endowed with a multilink suspension set-up at the rear, the 3rd-gen Tucson delivered a pliant ride on most surfaces, even when fitted with 19-inch alloys. It was straightforward to drive while refinement levels were likewise lofty.
Generously equipped as standard: Whereas premium alternatives tended to have many of the most interesting features relegated to a lengthy list of options, that simply wasn’t the case with most derivatives in the TL-series Tucson line-up. At launch, the mid-tier Executive grade included items such as electrically adjustable front seats, faux-leather upholstery, dual-zone climate control and a reverse-view camera, while the Elite spec added features such as 19-inch alloys, push-button start, LED cabin lighting (and puddle lights), a panoramic sunroof, rear parking sensors and driver-assistance systems.
Wide range of powertrain options: Despite Hyundai Automotive SA choosing not to make wholesale changes to the 3rd-gen Tucson’s engine range at the mid-cycle update, buyers still had plenty of choice when it came to powerplants (and indeed transmissions). There was effectively something for everyone, from the uncomplicated atmospheric base petrol engine to a pair of turbodiesel options (one prioritising economy and the other pace) and a turbocharged 1.6-litre petrol unit. In addition, there were as many as 5 gearboxes offered over this model’s lifecycle.
What are the disadvantages of a 3rd-gen Tucson?
The decidedly basic infotainment system used in the pre-facelift Tucson.
Outdated infotainment (pre-facelift): At launch, all derivatives – yes, even the flagship Elite trim level – shipped with a decidedly basic 3.8-inch infotainment screen rather than the latest touchscreen-based system offered in Europe at the time. Buyers did, however, have the option of specifying an aftermarket 8-inch touchscreen (with navigation) for an additional R15 000, though it felt exactly that – woefully aftermarket. Thankfully, the mid-cycle update saw Hyundai Automotive SA introduce a floating 7-inch touchscreen system (compatible with Apple CarPlay and Android Auto) that was available in other parts of the world.
Poorly resolved Tucson Sport: While the Tucson Sport’s head-turning body kit was perhaps a little too Fast & Furious for some tastes, it did find appeal in the local market. Unfortunately, the homegrown plug-and-play performance tweaks that accompanied the styling overhaul weren’t especially well resolved…
The Tucson Sport wasn’t particularly well resolved.
In the facelifted petrol-powered version, for instance, the throttle (which gained a pedal booster) was hypersensitive, more often than not resulting in excessive wheelspin off the line. Not only was the traction-control system easily overwhelmed, but torque steer was sometimes an issue and fuel consumption took a hit, while the quad-exhaust system tended to drone on the open road (this was especially evident in the pre-facelift model).
Slightly drab interior: Compared with the handsome exterior styling, the Tucson’s cabin design was somewhat bland, particularly in pre-facelift form (thanks, in part, to that basic blue-on-black infotainment system). What’s more, the entry-level Premium grade was fitted with a polyurethane steering wheel, as opposed to a tiller trimmed in faux leather. Still, while it didn’t feel particularly special or interesting to look at, the dashboard itself was neatly laid out and most materials (bar a few scratchy plastics lower down) were of an entirely satisfactory quality.
How much is a 3rd-gen Hyundai Tucson in South Africa?
The refreshed version wasn’t quite as popular as the pre-facelift model in SA.
The Tucson boasted one of the most comprehensive aftersales packages in its segment, initially shipping standard with a 5-year/150 000 km warranty, as well as a 7-year/200 000 km drivetrain warranty. However, at some point in 2017, the overall warranty was bumped up to 7 years or 200 000 km, too.
All derivatives furthermore featured a 5-year/90 000 km service plan with intervals of 15 000 km, bar the 1.7-litre turbodiesel variant, which instead upgraded to a 5-year/120 000 km service plan with lengthy 30 000 km intervals. It’s also worth noting the facelifted Tucson 1.6 TGDi Elite and Sport derivatives required a “mandatory” initial service at the 5 000 km mark.
A whopping 87% of the used 3rd-gen Hyundai Tucsons listed on Cars.co.za at the time of writing, were petrol-powered, with the naturally aspirated 2.0-litre unit easily the most common (accounting for 76% of all vehicles listed). Just 24% of TL-series derivatives featured a manual gearbox, while only 5% were in all-wheel-drive guise. The locally developed Tucson Sport versions accounted for 5%.
A look at the pre-facelift Tucson’s cabin.
Mileage varied from just 3 000 km to over 240 000 km, with the latter achieved by a 2017 1.6 TDGi Executive derivative. White (40%) and silver (19%) were predictably the most popular paint colours, though blue (15%) snuck in ahead of grey (12%).
Below R250 000: There was a limited selection of TL-series examples below this price point, where we found only pre-facelift vehicles (including a couple with more than 200 000 km on their respective odometers). There was a high distribution of manual derivatives here too, despite relatively few 3-pedal examples being listed overall, and hardly any turbodiesels.
From R250 000 to R350 000: This pricing bracket featured a far wider selection of derivatives, with all but the very last model year represented. We found everything from top-spec, all-paw 2016 derivatives to entry-level, front-driven variants from the final model years. This was also where we spotted most of the (admittedly still scarce) 1.7-litre turbodiesel models.
From R350 000 to R450 000: We discovered marginally more stock here (at 43%) than in the preceding category, which suggests most buyers will find themselves shopping in this space. Interestingly, although the 2.0-litre petrol motor again dominated the listings, there were a number of oil-burners of the same capacity between these bookends.
R450 000 and up: As you might have guessed, there were only facelifted models above this mark, including most of the Sport derivatives listed (in both petrol and diesel flavours). All examples here had self-shifting transmissions, though there were no all-wheel-drive examples in this highest bracket (this configuration wasn’t offered from the mid-cycle update, after all). The most expensive listing was a 2020 2.0 CRDi Sport with around 31 000 km on the clock, priced at R629 900.
According to figures released by Hyundai Automotive SA, 13 591 units of the pre-facelift model were registered locally, while total 3rd-gen sales came in at 15 346 units. Though this suggests the refreshed version wasn’t nearly as well received (and would therefore be harder to come by today), stock listed on Cars.co.za at the time of writing was, fascinatingly, very evenly distributed by model year.
Which Hyundai Tucson derivative should I buy?
We believe the 3rd-gen Tucson is best served in 1.7 CRDi guise.
So, which derivative is the pick of the bunch? Well, we’d first rule out the base Premium trim level (despite the fact it accounted for nearly half of all TL series listings at the time of writing), as it was the only grade that did without electronic stability control, along with a few choice convenience items.
We’d furthermore advise steering clear of the largely compromised Sport derivatives (for the reasons outlined above), while also suggesting only those who really require extra traction consider the all-wheel-drive variants, which came with weight, price and fuel-consumption penalties.
While the 1.6-litre turbopetrol engine obviously boasted the highest power output (even if we exclude the breathed-on Sport derivatives) and the 2.0-litre turbodiesel motor the loftiest torque figure, we’d argue the 1.7 CRDi Executive was the best balanced of the group. As a reminder, this 85 kW unit punched well above its weight, offering peak twisting force of 280 Nm from as low as 1 250- through to 2 750 rpm.
The plucky oil-burning engine was cleaner than its larger-capacity siblings, used less fuel and featured longer recommended service intervals. Though it was offered only in pre-facelift guise (and exclusively in manual form), it furthermore ran on plump 225/60 R17 tyres, which emphasised the comfy ride quality. Keep in mind, however, this is the least common of all TL-series Tucson variants on the used market.
Is the Hyundai Tucson a good used buy?
The Mk3 Tucson had to contend with a broad range of rivals.
The Tucson faced strong competition in its class from the likes of the closely related QL-generation Kia Sportage as well as segment stalwarts such as the XA40-gen Toyota RAV4, 2nd-gen Volkswagen Tiguan and KF-gen Mazda CX-5. Buyers willing to settle for a little less room could also have considered the J11-gen Nissan Qashqai (not to mention its platform cousin, the Renault Kadjar), while those requiring some extra space may have been tempted by the 5th-gen Honda CR-V.
What about left-field choices that potentially offer better value – due to a relative lack of local demand – on the used market? Well, there’s the somewhat under-appreciated P84-gen Peugeot 3008 as well as its cousin, the Opel Grandland, while the ill-fated C520-gen Ford Kuga continues to present itself as an alluringly priced alternative for those not perturbed by the Blue Oval brand’s fire scandal (which, for the record, involved only one engine derivative, the 1.6 EcoBoost).
Ultimately, the 3rd-gen/TL-series Hyundai Tucson did very little wrong. Its exterior styling held broad appeal (particularly when compared with the more divisive design of its successor), while the interior was practical enough for most needs. Add the commendable ride quality and the wide choice of powertrains, and it’s easy to understand why this family-friendly medium SUV proved so popular in South Africa.
New Toyota Land Cruiser Prado: sales soar in June 2024
Sales of the new Toyota Land Cruiser Prado soared in South Africa in June 2024, with the J250-gen SUV placing just outside the top 10 best-selling passenger vehicles…
The new Toyota Land Cruiser Prado officially hit the market in South Africa at the beginning of June 2024 – and what a start the J250-generation SUV has enjoyed. Yes, in its first month on sale locally, the new Prado came close to cracking the list of Mzansi’s 10 best-selling passenger vehicles, despite a starting price of nearly R1.3-million.
Ultimately placing 11th in the passenger-vehicle segment, the Land Cruiser Prado finished June 2024 with a lofty sales tally of 694 units, a figure surely boosted by pent-up demand (UPDATE: Toyota SA Motors says 679 of those units were new-gen variants, with the remaining 15 taking the form of J150-gen derivatives). As a reminder, the new SUV was initially scheduled to launch locally in April, though was delayed due to what Toyota SA Motors described as “homologation processes”.
The Prado nameplate alone outsold the entire Stellantis portfolio in June.
Tellingly, as many as 657 units or 94.7% of the Prado’s sales last month came via the dealer channel, with 35 units reported as “single registrations” (vehicles that manufacturers keep for their own use) and a further 2 units as sales to the rental industry. In the end, the Prado finished just behind the Haval Jolion (736 units) but ahead of likewise far more affordable models such as the Suzuki Fronx (620 units), Kia Sonet (561 units) and Toyota Vitz (542 units).
June 2024’s effort was easily the Prado nameplate’s best showing locally in recent memory, even eclipsing the model’s cumulative registrations over the year’s opening 5 months (441 units). It’s also more than half of the previous-generation Prado’s overall sales total for 2023, when 1 274 units were registered.
First Edition derivatives feature a model-specific headlamp design.
As a reminder, the J250-generation portfolio kicks off with the Prado 2.8 GD TX (R1 296 300), which is followed by the Prado 2.8 GD VX-R (R1 448 900). Then there’s a pair of Prado 2.8 VX-R First Edition variants, one in monotone form (R1 462 400) and the other in bi-tone guise (R1 472 600).
All models ship standard with 7 seats, while the only engine on offer locally is Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel motor (1GD-FTV), which again delivers 150 kW and 500 Nm to all 4 corners (though switches from the outgoing model’s 6-speed automatic transmission to a more modern 8-speed self-shifter).
10 best-selling bakkies in South Africa: June 2024
The sales figures are in! Here’s your monthly look at South Africa’s best-selling bakkies for June 2024. And we have a fresh entrant to the top 10…
In June 2024, South Africa’s new-vehicle market suffered another significant year-on-year decline, with total sales sliding 14.0% to 40 072 units. The light-commercial vehicle (LCV) segment’s dip was even more pronounced, with this sector of the market suffering a whopping 24.3% year-on-year loss to end the month on 13 937 units.
So, what happened on the list of South Africa’s best- and worst-selling bakkies in June 2024? Well, the Prospecton-built Toyota Hilux range – which recently gained both 48V mild-hybrid derivatives as well as refreshed Raider styling – remained at the very head of the pack, stretching its lead with a 2.9% month-on-month increase to 2 435 units. Toyota SA Motors says that figure includes 113 examples of the newly launched Hilux GR Sport III, along with 99 units of the Raider 48V.
As was the case in May 2024, the Ford Ranger (1 868 units) thus had to settle for the 2nd position, though the Silverton-made contender fell off the pace somewhat, with local registrations dipping 15.7% month on month. The Struandale-manufactured Isuzu D-Max was hot on the Blue Oval bakkie’s tail, just 74 sales behind having improved its performance 39.9% month on month to 1 794 units (596 of which came in the form of sales to government).
The KwaZulu-Natal-assembled Mahindra Pik Up (829 units) held steady in 4th position, while the Rosslyn-produced Nissan Navara (505 units) climbed a ranking to 5th. Interestingly, despite production having ended in March 2024, the Nissan NP200 jumped a couple of places to 6th, ending the month on 476 registrations (200 of which were sales to the rental industry).
The Peugeot Landtrek’s spike in sales saw it sneak into the top 10.
The Ford-built Volkswagen Amarok (334 units) remained in 7th spot, while the Toyota Land Cruiser 79 – having made the top 5 in May 2024 – slipped 3 positions to 8th, with 258 units sold. Despite local registrations falling to 162 units, the GWM P-Series line-up (which should benefit from both a facelift and the arrival of the long-awaited P500 in the next couple of months) held onto 9th place.
Fascinatingly, the Peugeot Landtrek managed to crack the top 10 in June with a tally of 137 units. That’s easily this bakkie’s best showing so far in 2024 and the first time this year – and indeed over the past 18 months – that the Landtrek has made it into 3 figures. As a reminder, Stellantis plans to start assembling the (currently imported) Landtrek at a new facility near Coega in the Eastern Cape from early in 2026.
Best of the rest in June 2024: bakkies outside the top 10
The GWM Steed 5 relinquished its top-10 spot last month.
What about the bakkies that failed to place inside the top 10 in June 2024? Well, having placed 10th in May, the GWM Steed (100 units) slipped off the table last month, though still finished ahead of the JAC T-Series (the Chinese firm unfortunately reported only a combined figure of 67 units for its T6, T8 and new T9 line-ups).
Jetour – described as a “sibling brand” of Chery – will soon launch in South Africa with the Dashing 5-seat and X70 Plus 7-seat medium SUVs. We spoke with the managing director of Jetour South Africa to find out about the brand’s plans for our market.
A handful of Chinese automakers have made their way onto the South African new-vehicle market in recent times. Following in the footsteps of Haval, came Chery (including Omoda its Jaecoo sub-brands), LDV and BYD, while JAC released the T9 and Foton is set to make a comeback with the Tunland G7.
Watch a promo video of the Jetour X7 Plus published by Jetour UAE
That list is about to grow with the imminent arrival of Jetour. We recently reported Jetour was bound for Mzansi and now we know with which models the brand will debut in September 2024, or soon after that.
Johnny Fang is at the helm of Jetour South Africa as it tries to gain a foothold in the domestic market.
Jetour is related to Chery, but not its sub-brand
“First of all, I want people to know that Jetour is an independent company (to Chery South Africa). The Chery Group owns our brand, but we are not like Omoda or Jaecoo,” Fang told Cars.co.za.
The Jetour X70 Plus 7-seater will debut in a few months’ time (around September 2024).
“This (the brand separation) is the same in China and all markets around the world. We are independent, with distinct R&D- and sales strategies. Jetour is a ‘brother’ brand to Chery,” he added.
When quizzed why Jetour chose to enter (an already tightly contested) South African new-vehicle market, Fang expressed optimism about the fledgeling Chinese brand’s prospects.
“We have seen other Chinese brands, (such as) Haval and our own ‘big brother’ (Chery) come to South Africa and become well-accepted in this market. That gave us the confidence to launch here.”
Fang has been doing his homework on the local market for some time and has often travelled between China and South Africa. He’s also been busy hiring staff for Jetour South Africa – the local headcount is said to be growing daily – and soon enough, the brand will announce itself via a marketing campaign.
“In a few days, we will invite the media to our new offices in Midrand. We see that people have been writing about Jetour and we don’t want the incorrect information to get out,” Fang said.
“The dealer nomination process is already complete. We will start to offer our products to the public by the third quarter of this year.”
The Jetour C70 Plus is luxuriously trimmed and equipped with a raft of technologies.
Fang wants to have 40 Jetour dealers up and running in Mzansi within the 1st year of operation. Many of these will be standalone premises. But there will be Jetour dealerships within multi-franchise premises.
Watch a promo video of the Jetour Dashing published by Jetour UAE
But what exactly will be on the showroom floors of these new dealerships over the next 12 months?
“We will start with 2 models: the Dashing and the X70 Plus (in September 2024, if all goes to plan). We will offer both in Momentum and Deluxe variants.” This will make for a 4-variant line-up from the start.
The Jetour Dashing looks set to be one of the most distinctively designed medium SUVs in our market.
The Dashing incorporates a futuristic design language – not too unlike those that we have seen in other Chinese crossover products – with skinny LED headlamps and creases down the flanks. The X70 Plus is more conventional in its appearance and offers seating for 7, while the Dashing can accommodate 5.
Fang also confirmed that the Dashing and X70 Plus will be powered by a 1.5-litre 4-cylinder turbopetrol engine. Unsurprisingly, this is a Chery Group engine, similar to that found in the Chery Tiggo 7 Pro.
In the 4 launch variants, the motor delivers 115 kW and 230 Nm of torque. Jetour will offer its products exclusively with dual-clutch auto transmissions and 4 launch derivatives will be front-wheel driven.
The powertrain may be borrowed from the factory parts bin, but Fang is quick to point out that the platform, which Jetour has dubbed its Kunlun architecture, is unique to the brand.
Following the initial launch, Jetour South Africa will roll out Pro variants of the Dashing and X70 Plus early next year. In Chery Group-speak “Pro” denotes a larger engine with higher outputs. In this case, it is most likely to be a 1.6-litre 4-cylinder turbopetrol that produces 145 kW with 290 Nm of torque.
The Jetour Dashing features a sizeable infotainment touchscreen, but its layout is otherwise minimalist.
Jetour T2 compact off-roader coming to South Africa in 2025
Also, expect the Jetour T2 compact off-roader to appear on local showroom floors during the 1st half of 2025. The rugged-looking T2 looks like a pudgy Suzuki Jimny, but the model is bigger than it looks (it’s 4 785 mm long and has a 2 800 mm wheelbase) and will be offered in front- and all-wheel-drive configurations.
Under the bonnet is a 186 kW/390 Nm 2.0-litre 4-cylinder turbopetrol engine that drives either the T2’s front wheels or a 6th-gen BorgWarner all-wheel drive system via a 7-speed dual-clutch transmission.
Watch a promo video of the Jetour T2 published by Jetour UAE
Positioned as a serious off-roader (in AWD guise), the T2 has 220 mm of ground clearance, 39-degree approach and 30-degree departure angles. The cabin layout is minimalist, but a sizeable infotainment screen is fitted.
This will be followed by the T1, a brand-new product that was unveiled at the 2024 Beijing Auto Show.
When asked about the danger of cannibalising sales of other Chery Group brands, Fang emphasised that Jetour was determined to snaffle sales from legacy brands, not compete with Chery products.
“We want to cover the market areas that Chery does not. Our products have different DNA and designs. We want to take market share away from other, more established brands, not Chinese brands,” he said.
He is also bullish about his brand’s potential performance: “If you look at Chery, they are selling about 1 500 units per month. About half of that is Tiggo 4 Pro. We don’t have a model similar to Tiggo 4 Pro, so we should be looking at about 800 units per month once all 4 models are on sale.”
Fang is as optimistic about Jetour’s prospects in South Africa as he is about our country’s future.
“South Africa is the most stable economy in Africa. We believe this country will grow steadily and the trend here will be upward. This is also a very important RHD market for Chinese brands. We must succeed in South Africa,” he concluded.
BMW Group cracks top 10! SA’s best-selling brands in June 2024
South Africa’s new-vehicle market suffered another substantial year-on-year decline in June 2024, sinking by 14%. Here’s your market overview, with the BMW Group cracking the top 10 of Mzansi’s most popular brands…
The downward slope continues. Yes, South Africa’s new-vehicle market – which has experienced year-on-year growth in just a single month so far this year – suffered a 14.0% decline in June 2024, with total sales falling to 40 072 units, year on year. Still, at least that figure represents an 8% improvement over May 2024‘s even more modest effort.
According to Naamsa, this latest subdued sales performance “underscored the constrained economic environment in the country, amplified by weak consumer and business demand”. The only positive news was that export sales recorded a marginal 3.6% year-on-year increase, improving to 28 306 units last month.
Out of the total reported industry sales in June, Naamsa estimated that 82.5% represented registrations via the dealer channel, while a considerable 11% were sales to the vehicle-rental industry, 3.6% to government and 2.9% to industry corporate fleets.
All of the major local segments suffered pronounced declines in June 2024. The new passenger-vehicle market, for instance, slipped 9.0% year on year to 26 928 units (with rental sales accounting for a hefty 14.2% of that figure). Likely compounded by the departure of the Nissan NP200 earlier this year, the light-commercial vehicle segment recorded a whopping 24.3% year-on-year loss to end the month on 13 937 units.
Meanwhile, WesBank suggested that affordability was the “biggest factor limiting growth” in the local market. New-vehicle prices had increased in the 1st quarter of 2024, with the vehicle- and asset finance house’s dataset thus showing hikes in both the average loan amount on a new vehicle and the average deal duration. “These are all signs of affordability challenges that either indicate that consumers are holding onto their existing vehicles for longer or that they are forced to lower instalments by extending the loan period,” says Lebo Gaoaketse, Head of Marketing and Communication at WesBank.
“Layer in the other inflationary costs of living to [the average] consumer and you can imagine the pressure on household budgets. Those with an option to delay a purchase decision or opt for alternative mobility solutions, including e-hailing, sharing or the pre-owned market, are voting with their feet and exiting the new-vehicle market.”
Brandon Cohen, Chairperson of the National Automobile Dealers’ Association (NADA), described June as “another unsettled month for South Africa”, suggesting the delayed announcement of the Government of National Unity’s Cabinet impacted local business confidence and consumer decision-making regarding major purchases.
“It is tough out there. The few green shoots we saw after the elections dried up due to the time it took to appoint the Cabinet. The taxi market is slowly starting to recover, as sales over the past few months dropped from around 1 400 per month to almost zero. This decline is due to banks being risk-averse in this sector.
“This cautious approach has extended across the industry, with approval rates remaining under pressure. Additionally, the trend of approved loans not being taken up by consumers has increased, reflecting a lack of confidence in the market,” Cohen explained.
New-vehicle sales summary for June 2024
Aggregate new-vehicle sales of 40 072 units decreased by 14.0% (6 531 units) compared to June 2023.
New passenger-vehicle sales of 26 928 units decreased by 9.0% (2 671 units) compared to June 2023.
New light-commercial vehicle sales of 10 552 units decreased by 24.3% (3 385 units) compared to June 2023.
Export sales of 28 306 units increased by 3.6% (977 units) compared to June 2023.
10 best-selling automakers in South Africa in June 2024
Toyota remained at the summit of the market in June 2024.
Another month, another market-leading sales performance from Toyota. Yes, the Japanese giant’s local division – which also counts sales from the Lexus and Hino brands – came just short of moving back into 5 figures, ending June 2024 on 9 743 units. For the record, that’s a month-on-month increase of 10.8%.
The Volkswagen Group – which includes Audi sales in its tally – held strong in 2nd place, finishing the month on 5 514 units (its 2nd best effort of 2024 thus far, after January 2024). Having snaffled the runner-up position in April before returning to 3rd in May, Suzuki again completed the podium in June, with 4 297 units.
Despite suffering a 15.9% month-on-month fall, Ford (2 404 units) retained 4th place ahead of Hyundai (2 367 units) in a likewise unchanged 5th spot. Similarly, Isuzu – although having grown registrations 32.7% month on month to 2 157 units – held onto 6th position. Interestingly, Nissan (1 905 units) managed to climb a ranking to 7th, pushing Chery (1 653 units) down a spot to 8th.
GWM (which includes Haval sales) remained in 9th place with 1 307 units, while the BMW Group (which includes Mini sales) returned to the top 10 for the first time in recent memory, ending June 2024 on 1 104 units. That saw Mahindra (1 060 units) take 11th place, while Renault (1 030 units) and Kia (956 units) had to settle for lowly 12th and 13th, respectively. Mercedes-Benz (with a Naamsa-estimated 602 units) and Stellantis (571 units) rounded out the top 15.
1. Toyota – 9 743 units
2. Volkswagen Group – 5 514 units
3. Suzuki – 4 297 units
4. Ford – 2 404 units
5. Hyundai – 2 367 units
6. Isuzu – 2 157 units
7. Nissan – 1 905 units
8. Chery – 1 653 units
9. GWM – 1 307 units
10. BMW Group – 1 104 units
Sales outlook in South Africa for 2nd half of 2024
Products that offer strong value will likely continue to find favour with cash-strapped local buyers.
So, what’s next for South Africa’s new-vehicle market? Well, Naamsa suggests households will continue to “grapple with consistent cost pressures in a weak economic environment, with affordability remaining a decisive factor in new-vehicle purchasing decisions”.
“Cumulative new-vehicle sales for the first 6 months of the year [are] now tracking 7.6% below the corresponding period [in] 2023, in line with industry expectations of a taxing 1st half of the year,” says the industry representative body.
“However, the markets seem to have responded positively to the announcement of the new [government] Cabinet and along with a 3rd month of no load-shedding, a further welcomed relief at the fuel pumps in July 2024 reducing inflationary pressure, and likely lower interest rates to commence before year-end, brighter economic prospects for the 2nd half of the year are steadily improving,” adds Naamsa.
Meanwhile, WesBank’s Gaoaketse points to the fact that year to date, new-vehicle sales in South Africa have declined 7.4% to 246 052 units, leaving a “possibility of the market failing to reach 500 000 units this year”.
“Vehicle-price inflation, high interest rates and the general rising costs of living are all impacting the ability of new-car buyers to enter or stay in the market. Until there is some relief in interest rates, greater incentive deals from manufacturers or a significant shift in general inflation or earnings, the new-vehicle market will continue to remain under pressure,” explains Gaoaketse.
NADA’s Cohen, meanwhile, says “there have been several positives of late which will help boost the economy”, though cautions “we will have to wait a while to gauge the effect of the new government”.
“These include more than 3 months of no load-shedding, with another 800 MW being added to the grid from the Kusile power station last week. Additionally, the rand has recovered against the dollar, now hovering between R17.90 and R18.20, compared to over R19 when the election results were announced. This recovery bodes well for inflation, which remains sticky and has needed good news in the market.”
“Dealers are the face of the industry and deal with the consumer directly, so we have a unique understanding of the financial pressures consumers are under and the issues they face. We do still have our ongoing longer-term battles like crime, corruption, as well as utility supply constraints, but all signs are pointing towards a brighter 2nd half of the year for consumers and dealers alike,” concludes Cohen.
By implementing mild-hybrid tech, Toyota South Africa Motors has improved the performance and efficiency of selected 2.8GD-6 variants of SA’s top-selling bakkie. Are the improvements notable enough? We drive a Toyota Hilux 48V to find out.
If you’re Toyota South Africa Motors (TSAM), good things come in, uhm, 19s. It was in 2005 that the Aichi-based manufacturer’s local subsidiary launched the Prius as the 1st hybrid in South Africa’s new passenger car market. With a paltry 1 200 units sold throughout its on-and-off tenure in Mzansi (it was discontinued in 2022), the Prius hardly set the sales charts alight. But what that model did achieve, on a global scale, was to open the floodgates to a raft of hybridised models from Toyota and Lexus’ stables.
If the segue of 19 years comes across as an incongruent marketing-unfriendly cacophony, that’s perhaps because the “48V” designation of the Japanese marque’s latest hybrid additions (electrically-assisted 2.8-litre Hiluxes and Fortuners) is, while descriptive, open to misinterpretation without more explanation.
The Hilux 48V is a mild-, not full hybrid
Unlike in the now-departed Prius, or perhaps more contemporarily – a Corolla hybrid or Corolla Cross hybrid – the petrol-electric addition to the Hilux and Fortuner ranges is only mild in application, meaning that the “48V” operates conventionally, but its diesel engine is aided by the electrical component of the powertrain in the background, with no switchable battery modes or interventions available to the driver.
So really, the 48V Hilux 48V (the “V” designates volts, not valves) is a hybrid that Toyota doesn’t want to call a hybrid.
The cleverer bits are the benefits that the electrical system offers. A motor generator unit fitted high in the engine bay (to allow for the bakkie’s 700 mm wading depth) provides seamless stop/start ability.
What’s more, it facilitates a lower idling speed (from 720 rpm to 600 rpm), while providing an additional 12 kW and 65 N.m of torque available across the entirety of the (otherwise unaltered) 150 kW/500 N.m GD-6 engine’s rev range – most crucially, for (otherwise diesel-wolving) pullaways and bursts of hard acceleration. Toyota says the system contributes to an efficiency improvement of between 7- and 11%.
The 48V battery after which the variants are named, is located beneath the rear seat and weighs 7.6 kg.
This part-electrified Raider 2.8 GD-6 RB double cab costs R785 400, a premium of R15 500 over its non-hybridised half-brother. As for the 4×4 iteration of the same variant, the price premium amounts to R18k.
The 48V-equipped Toyota Hilux and Fortuner derivatives are further enhanced to feature a multi-terrain select (MTS) mode that tailors torque and traction configurations for specific road surfaces.
Along with launching the Hilux 48V, Toyota has taken the opportunity to visually update the entire Raider range with a restyled front bumper, honeycomb grille and foglamp surrounds. The side mirrors and door handles (on all 2.8-litre variants), rear bumper and tailgate handle are now also black.
Inside, the 2.8-litre Raiders get leather trim with an 8-way electrically adjustable driver seat, with 48V versions treated to remote jamming protection, a 1-touch function on all electric windows, keyless entry and -start. The upgrade to 2.4-litre versions is milder: electrically foldable mirrors have been added.
And, after years of toing-and-froing with TSAM’s head office in Japan over the inclusion of warranty-shredding dealer-level aftermarket accessories, prospective customers can finally order a range of the latter in South Africa. And, for not only their new Hiluxes – but additionally for Fortuners, Prados, Land Cruiser 70s and 300s – as provided by several leading approved suppliers.
All available items are identically priced (across the brand’s respective model ranges), fitted at Toyota and can either be included in a new vehicle’s finance plan or invoiced for separately.
What is the Hilux 48V like to drive?
So, is the Toyota Hilux 48V the game-changing, system-shocking segment-first hybrid bakkie that its label promises? On paper, it’s hard to argue against the claimed improvements the system offers.
Contrarily, so imperceptible (or tame) is the electrical assistance that in real-world driving conditions, the advantages of better theoretical acceleration and enhanced fuel-saving are difficult to quantify without a stopwatch and a back-to-back stint in a non-hybrid equivalent Hilux that includes a stop at the pumps.
Still, the smoothness of the stop/start system is admirable and the ability to run the climate control in silence from the battery (while stationary at an intersection) is unprecedented in the 8th-gen Hilux.
While Toyota acolytes eagerly await official word about the release date of the next-gen Hilux, the introduction of 48V variants to the current range represents a much-needed inch forward (or fillip) for the 8-year-old Hilux until the new one finally arrives. As we reported recently, last month’s new vehicle sales figures showed that the Hilux remains locked in a fierce battle for supremacy with the Ford Ranger.
An all-new Hilux won’t arrive this year; however, what is known is that the 9th-gen model will be based on a modular platform capable of accommodating a wider variety of (alternative) fuel powertrains.
Smartly, Toyota has opted to supplement the Hilux range with what’s likely to remain nice-but-niche 48V variants without culling other derivatives from its labyrinthine line-up. Identifying the ideal mild-hybrid bakkie customer elicits a furrowed brow, especially when considering that traditionalists could perceive the inclusion of electrical hardware as adding unnecessary cost, complication and reliability challenges.
Still, as the company that made “hybrid” integral to the automotive lexicon, whose technology has gone on to surpass 15 million global sales and raked in no fewer than 5 Le Mans victories, Toyota has proved a point with the Hilux 48V: Even a perennial top-seller can gain new talents in the twilight of its model life.
Before turbopetrols became all the rage, turbodiesel engines were favoured for providing torquey, yet fuel-frugal performance in passenger cars – diesel derivatives were often the top picks of their ranges. We pay homage to the turbodiesel heroes.
To mangle a metaphor: if no one is a prophet in their land, then there’s no better example of the fate of the turbodiesel-powered car over the years – first in Germany, then greater Europe, the United States and ultimately – globally.
Audi built a roadgoing version of its Le Mans-winning 6.0-litre V12 turbodiesel into its 1st-gen Q7.
After more than a century’s refinement, Rudolf Diesel’s process of mixing compressed air with recirculated exhaust gases turned turbodiesel engines into the torquiest and most economical of their type, owing to higher thermal efficiency (and each droplet of fuel having a higher energy density) than their petrol equivalents.
Diesel’s only drawback then, as it remains today – apart from an extremely narrow torque band – was only ever emissions control. The rise and fall of the VW Group’s desire to dominate the world’s diesel car market by eschewing the diesel emissions-killing AdBlue additive and fitting emissions-masking “defeat devices” to some of its models is well-documented. That’s why, in the aftermath of “Dieselgate”, myriad turbodiesel model designations – offered by a multitude of car brands – have thinned out dramatically.
‘Dieselgate’ destined turbodiesel cars for extinction
Before September 2015 (when “Dieselgate” was exposed), the automotive world was a better (and ignorantly happier) place. On one end of the scale, turbodiesel engines had transformed so-equipped hatchbacks into hypermilers. And on the other, it created a class of tar-shredding super-sleeper sedans.
Students could be sent off to university in a Ford Figo 1.4- or 1.5 TDCi, or a Fiesta 1.5- or 1.6 TDCi (if you lived on the right side of the railway line). The problem for car company product planners, though, was that for all their appeal, turbodiesel engines were (and are) more expensive to produce than petrol ones.
All of this meant that diesel derivatives that played in the cut-throat genre of affordable hatchbacks had to be specced to the level of entry-level variants to bear any semblance of price competitiveness.
Turbodiesels ‘de-specced to be more affordable’
Consequently, the Ford Figo turbodiesel was only available in Ambiente trim, which in the Blue Oval’s parlance is about as luxurious as a mobile SASSA cash payout office.
Ditto the Fiesta turbodiesel, whose line-up admittedly also sported a pricier Trend version, yet the latter still languished as laughably under-equipped against the petrol-powered Titanium or superb ST flagship.
Unsurprisingly, Volkswagen offered a variety of turbodiesels in its Polo range, including the 1.2-, 1.4-, 1.5-, 1.6- and 1.9 TDI. Even if punchier than their petrol counterparts, they were notably pricier when similarly specified. I recall that in 2014, you could have the 1.2 TDI Bluemotion, yet it was so spartanly specced that you’d have been grateful for merely receiving a body and 4 wheels; or a somewhat pricier 1.6 Comfortline that at least additionally netted you a spare wheel (well, in a manner of speaking).
Up a category in Golf-land, things weren’t rosy either. If you were after a Golf 2.0TDI Highline for Mom, you might as well have made the R23k stretch and bought a GTI, especially if it was being financed. Yes, there was the 2.0TDI Comfortline, but you’d have been lucky if it came with anything more than a radio.
The Wolfsburg-based brand also introduced the closest thing to a turbodiesel hot hatchback when the Golf GTD debuted as part of the “7.5” update in 2017; when reviewing the GTD, we found it refined and frugal, but unable to match the excitement of its GTI turbopetrol sibling. Watch or read our GTD review.
One would never dream of equating bread-and-butter Japanese family cars with hen’s teeth, but Honda and Toyota used to sell turbodiesel variants of the Civic and Corolla, but they were underappreciated.
Meanwhile, when the compact family car segment rose to prominence about a decade or so ago, the pioneering Renault Duster and Ford EcoSport fielded turbodiesel variants; such was the success of the former’s diesel motor that the outgoing version of the Duster is available exclusively in turbodiesel guise!
There were few other turbodiesels to speak of in this segment… You could have a diesel-sipping Nissan Juke, but only in premium economy Acenta+ grade – all the model’s fancy features were heaped into the GT and Tekna specifications. Kia, however, remains a notable champion of Rudolf Diesel’s creation – it offers a 1.5-litre 4-cylinder turbodiesel, with a claimed fuel consumption of 5.5 L/100 km, in the Seltos.
Perhaps Hyundai Kia had the European market in mind when it offered punchy 2.0-litre turbodiesel engines in the Tucson/iX35 and Sportage ranges, but we were grateful nonetheless. In the 3rd-gen iterations of those models, the 130 kW/383-393 Nm CRDi lump offered notably more pep than its 2.0- (122 kW/197 kW) and 2.4-litre (130 kW/227 Nm) naturally aspirated petrol-powered counterparts, which – not to be too unkind – needed to be whipped into a froth to summon urgent overtaking acceleration.
To the Korean giant’s credit, it still offers turbodiesel powerplants in its Tucson and Sportage line-ups; The Toyota RAV4 and Mazda CX-5 were available in diesel guise, but alas, no longer are. And, I hardly need to say it: Volkswagen still offers a Tiguan 2.0 TDI… and the next Tiguan will again offer a diesel.
As for any passenger car bigger than a family car/medium SUV, you are still likely to see turbodiesel engines on duty until they are voluntarily phased out by their makers – or legislated out of existence.
While there are some exceptions, such as the Ford-engineered 4.4-litre V8 turbodiesel in the larger Range Rover models, or the British brand’s newer mild-hybrid 3.0-litre inline-6 Ingenuim motor (as found in the Range Rover Sport D350 Autobiography), the true protagonists of turbodiesel propulsion, at least as far as luxury passenger cars are concerned, have been Audi, BMW and, to an extent, Mercedes-Benz.
To demonstrate the might of the Touareg 5.0 V10 TDI, Volkswagen made it tow a Boeing 747-200 weighing about 155 tonnes.
The Volkswagen Group, which was a rather cavalier multinational in the Noughties, took the turbodiesel genre from the sublime to the ridiculous when it launched the 1st-gen Touareg with a 5.0-litre V10 TDI that produced 230 kW/750 Nm and 1st-gen Audi Q7 6.0 V12 TDI that produced 368 kW/1 000 Nm. The latter, of which only a handful were imported into Mzansi, was said to blast from 0 to 100 kph in 5.5 sec.
BMW produced middle-management missiles such as BMW’s fabulous 330d to the thunderous 535d with 230 kW and 630 Nm (which eclipsed the F10-gen M5 in every respect other than dynamic ability).
The Bavarian marque’s twin- and tri-turbodiesel mills turned everything we thought we knew about performance engines on its head – they transformed steep torque curves into plateaus that made for eye-blinkingly rapid overtaking without the need to drop a gear, all with sane fuel economy to boot.
Following that spectacular Teutonic flex that was the Q7 6.0 V12 TDI, Audi applied its years of experience of winning the 24 Hours of Le Mans with diesel-powered engines to produce my favourite TDI engine of the era – the 230 kW/650 Nm bi-turbo 3.0-litre V6. It was wedged into the engine bay of the SQ5 and A7 and coupled with all-wheel-drive, transformed both into reluctant hot-hatch humiliators off the line.
The sequential turbochargers were asynchronously sized so that once the (significant in its own right) torque peak plateaued, the 2nd turbocharger kicked in to deliver peak power over another band of 600 rpm, which was unusual, but devastatingly effective. Best of all? It sounded like Zeus with a sore tooth.
For those who may have found that motor too, um, weedy, the SQ8 – though powered by a 4.0-litre twin-turbo V8 petrol engine since its facelift – used to be powered by a turbodiesel of the same capacity, cylinder- and turbo configuration. We reviewed the 310 kW/900 Nm SQ8 in 2021 – it was a powerhouse.
But BMW was not to be outdone by its rival based in Ingolstadt (and the latter’s Audi Sport division in Neckarsulm). In 2016, the Munich marque launched the 3.0-litre, inline-6-cylinder B57D30S0 engine that featured – wait for it – a quartet of turbochargers, for service in the X5-, X6- and X7 M50d variants.
Watch Ciro De Siena’s video review of the BMW X5 M50d:
This meant that without gaining engine capacity or sprouting more cylinders, BMW’s apex turbodiesel-powered, 2.5-tonne premium SUVs could defy physics by their abilities to rocket from 0-100 kph in about 5 seconds, while still being capable of delivering 7 L/100 km and travelling 1 000 km on a single tank.
The timing of its arrival was all wrong, though. Post-Dieselgate, as far as the passenger-car market was concerned, anything to do with diesel became, in a word, dirty – which made it convenient for BMW to drop the expensive, über-niche B57D30S0 in September 2020 to instead focus on an electric future.
Besides, Dieselgate and its ramifications aren’t solely to blame for the demise of turbodiesel-powered passenger cars. Turbopetrols are now well entrenched and favoured by product planners and car buyers.
It does need to be mentioned that many of the turbodiesel heroes listed in this column are still likely to be pricier to service and maintain than their petrol contemporaries… Their fuel and lubrication systems need more regular attention by comparison and their emissions-reducing components (such as exhaust gas recirculation- and diesel particulate filter systems) tend to cause separate headaches as the cars age.
In 2002, Mercedes-Benz produced a C30 CDI AMG with a 3.0-litre 5-cylinder turbodiesel (170 kW/540 Nm).
Celebrate our (fallen) turbodiesel heroes
Sadly, the world will probably never see a high-performance turbodiesel motor in a road car again. It rapidly became the forbidden fruit of going fast – one that we will, one day, tell our astonished grandkids about. Little known even in petrolhead circles, today such talk only exists as if in fairytales: “I am legend.”
Has Chery achieved a notable improvement in the Tiggo 4 Pro’s fuel consumption by equipping its small crossover with a dual-clutch automatic transmission? We put the updated Chery Tiggo 4 Pro DCT to the test.
We like: Punchy performance, excellent value
We don’t like: Still thirsty compared with rivals, low-speed jerkiness
At the price, few rivals can match this small crossover’s value proposition. With an enticing warranty and service plan for added peace of mind, it’s no surprise that Chery sold over 1 100 units in May 2024 alone.
That’s not to say that the model doesn’t have room for improvement – and one of the biggest criticisms levelled at the Chery is its high fuel consumption. When paired with a continuously variable automatic transmission (CVT), the 1.5-litre turbopetrol is quite thirsty. Read our 2021 Chery Tiggo 4 Pro CVT review
With this updated model, Chery has added a dual-clutch automatic transmission (DCT, as an alternative to the 6-speed manual or 9-step CVT); it’s claimed to improve economy and provide a sportier drive.
Given that the 2024 update focuses on the Tiggo 4 Pro’s transmission, let’s discuss the merits of the revised powertrain first. While fledgling Chinese brands’ models tend to offer excellent value, consumers have found some of those vehicles’ real-world fuel consumption figures notably higher than expected.
If you haven’t read it already, in our review of a CVT-equipped Chery Tiggo 4 Pro (December 2021), we found that the test unit’s fuel economy hovered around 8.8 L/100 km in mixed driving conditions, which was a trifle thirsty for a 1.5-litre 4-cylinder turbopetrol derivative (the claimed figure is 6.8 L/100 km).
In May 2024, Chery sold more than 1 100 new units of the Tiggo 4 Pro in South Africa.
To be fair, most brands’ claimed economy figures are to be taken with a pinch of salt. They’re optimistic by design, often based on software modelling and don’t always take into account real-world conditions.
We took the DCT-equipped Chery Tiggo 4 Pro on an extended drive on the open road, which served dual purposes: First, to find out the minimum indicated consumption figure that we could achieve and second, to put some miles on the clock (the test unit was delivered with only about 180 km on its odometer).
8.33 L/100 km in Eco mode. It’s a modest improvement on the CVT-equipped version’s return.
After we’d completed 410 km, the trip computer indicated 12 km/L (8.33 L/100 km): a slight improvement on 2021’s return. Note that we utilised the car’s Eco Mode and drove in a fairly conservative manner.
Perhaps if the car had been run in, it would’ve performed better. That being said, we still believe that the manufacturer’s revised claim of 6.7 L/100 km is optimistic. The Chery has a 51-litre fuel tank capacity.
Does the DCT improve the Tiggo 4 Pro’s performance? Yes, certainly. We recorded a 0-100 kph time of 9.33 sec with our test gear and while we didn’t use that equipment with the CVT version in 2021, we’re confident that the newcomer is fractionally quicker and feels more energetic in its sportiest drive mode.
Gripes? We have just the one, there can be some jerkiness, hesitation even when reversing or pulling away from standstill slowly. You gently apply the accelerator pedal and nothing happens, so you accelerate a bit more strongly and the car can suddenly lurch. We think, in time, you’ll learn to modulate the throttle, but it was initially a little stressful.
Design, Features and Practicality
The new-look infotainment screen boasts crisp graphics.
There is a pair of DCT-equipped variants – the LiT and Elite (featured here) – but the 2024 update was not just about installing a dual-clutch transmission; Chery also equipped the Tiggo 4 Pro with extra kit.
The 1.5T Elite DCT auto gains a 15W wireless charging pad, a secondary climate-control touchscreen (borrowed from the Tiggo 7 Pro model) and what Chery claims is a higher-res infotainment panel. All high-end Tiggo 4 Pro derivatives come with Apple CarPlay/Android Auto connectivity and satnav.
The cabin of the DCT-equipped Chery Tiggo 4 Pro. Note the new-look climate controls screen.
As before, the Tiggo 4 Pro also comes with a smart voice control system that allows you to request functions (such as “Open the sunroof”, for example), as well as a dual-zone automatic aircon system. Buyers will appreciate the premium feel of the leather trim on the Chery’s seats and steering wheel.
When it comes to safety, there are 6 airbags in the high-spec variants (the others offer 4). ABS, electronic stability control, hill assist, tyre pressure sensors and hill descent control are standard.
Ride and Handling
As before, the Tiggo 4 Pro 1.5T Elite DCT auto is fitted with 17-inch alloy wheels wrapped in 215/60 tyres and its ride quality is acceptable at this price point. Granted, the Chery’s damping is on the firm side of pliant, but that’s par in a segment in which brands are so determined to make crossovers feel “sporty”.
Refinement suffers a little because of tyre rumble (especially noticeable when the Tiggo 4 Pro traverses coarse tarmac roads at triple-digit speeds), but it can be drowned out with the lovely Sony audio system.
Red brake callipers are a sporty touch.
The rest of the driving experience is, by the segment’s standards, difficult to fault. Keep in mind that very few models that retail from R280k (when new) will exhibit luxury-car-like road manners. That being said, the Chery’s relative lankiness does make it touch more susceptible to body roll when cornering quickly.
The ‘wheel has a pleasant, light action, which is ideal when you’re manoeuvring into tight parking spaces that require full lock-to-lock turns. We’d like a bit more feel and feedback from the Tiggo 4 Pro’s steering setup, but perhaps it’s unfair to expect those traits from a model that costs under R300k in base spec.
The fit-and-finish level is more than acceptable at this price point.
Price and After-sales support
The Tiggo 4 Pro 1.5T Elite DCT retails for R415 900 (June 2024), which includes a 5-year/150 000 km warranty, 10-year/1-million km engine warranty (linked to the 1st owner) and 5-year/60 000 km service plan.
The DCT broadens the appeal of the Tiggo 4 Pro and enhances its driving experience.
The incorporation of a dual-clutch transmission has undoubtedly enhanced the Tiggo 4 Pro. Thanks to the auto box’s prompt shifting (you can even actuate manual shifts via the transmission lever if you like), the Chery is a bit more engaging to drive – and the powertrain’s in-gear urge feels more accessible.
Critically, the DCT-equipped derivative’s fuel economy has improved from that of the CVT version, but not by as much as we hoped. Still, it’s promising and shows that a brand can listen to its customers.
Plus, there’s good news if you own a CVT-equipped Tiggo 4 Pro… Chery SA says it’s working on a software upgrade that will improve fuel economy and it will be rolled out to existing customers.
Should you buy one? The Tiggo 4 Pro is not a flawless small crossover, but it’s hard to ignore the Chery’s sheer value-for-money proposition. Some rivals are more refined, but they’re smaller and cost a bit more.
Turbopetrol-powered variants of the 2024 Mini Cooper 3-door hatchback have quietly arrived in South Africa. Here’s how much you can expect to pay for the newcomers.
Codenamed F66, the 2024 Mini Cooper 3-door has quietly arrived in South Africa, with the first units already in dealerships. Like their predecessors, ICE versions of the Cooper are produced in Oxford.
Visually, the 2024 Mini Cooper has a minimalist look and while it’s polarising, there’s no denying this is any brand other than Mini. The new-look rear taillights are interesting as they’re full LED units.
The 2024 Mini Cooper is available with either a 1.5-litre 3-cylinder- or a 2.0-litre 4-cylinder turbopetrol.
Badged as the Cooper C, the base model’s 1.5-litre engine produces peak outputs of 115 kW and 230 Nm of torque and that’s enough to see it dash from zero to 100 kph in 7.7 sec. The punchier Cooper S’ 2.0-litre motor develops 150 kW and 300 Nm and the variant is said to scamper to 100 kph in 6.6 sec.
The Cooper C is the more efficient of the two, with claims of 6.2–5.9 L/100 km, while the Cooper S consumes 6.4–6.1 L/100 km. The 6-speed manual gearbox has been ditched in favour of convenience – both variants make use of a 7-speed automatic dual-clutch transmission.
Inside, the cabin has been given a minimalist design and there’s a focus on new materials. The central circular infotainment system features the new Mini Operating System 9 and we’ve already had a first taste from our Munich visit back in September 2023.
It’s sensational, both in terms of usability and visual appeal. You’ll also notice there’s no gear selector –instead, you’ll select your gear via a neat and discreet drive selector integrated into the dashboard.
How much does the all-new Mini Cooper cost in South Africa?
The below prices include a 5-year/100 000 km maintenance plan and VAT, but exclude CO2 tax.
