Renault Clio (2022) Review

After a long delay, the all-new Renault Clio has arrived in Mzansi. With a keen price tag and an upmarket cabin, it has aspirations of stealing sales from the revised Volkswagen Polo. In a segment that still commands good sales volumes, expectations are high. Does the Clio 5 deliver?

We like: Interior fit and finish, spacious load bay, high-quality infotainment system, frugal engine

We don’t like: Firm ride, not the most engaging to drive, no automatic option (yet)

FAST FACTS

  • Model: Renault Clio 1.0 Turbo Intens (with option pack)
  • Price: R349 000 (R15 000 for the option pack)
  • Engine: 1.0-litre 3-cylinder turbo petrol
  • Power/Torque: 74 kW/160 Nm
  • Transmission: 5-speed manual
  • Fuel consumption: 5.7 L/100 km (claimed)
  • Load capacity: 391–1 069 litres

Serious about buying?

Some Renault dealerships regularly offer great deals. See our New Car Specials here!


The top-of-the-range 1.0 Turbo Intens can be distinguished by its LED headlamps and DRLs, chrome exterior trim.

Since its local introduction in 1999, the Renault Clio has become integral to the South African motoring landscape. It’s never been as popular as its Volkswagen Polo rival, but it’s certainly gained quite a following. Our market never got the 1st-gen model, but almost 77 000 units of the Clio 2, -3 and -4 have been sold in the Republic. Impressively, the outgoing model garnered 34 800 of those sales.

Despite the compact crossover/small SUV market exploding over the past few years, there’s still considerable interest in compact hatchbacks, even though traditional contenders such as the Polo, Ford Fiesta, Hyundai i20 and the Clio have become rather pricey. If you don’t want to plump for a high-riding baby SUV, a traditional hatchback still delivers space, driving dynamics and comfort in abundance.


The Clio 5 does not look dramatically different to its predecessor, but it’s still one of the best looking models in its segment.

The Clio 5 took a while to get here, because of Covid-19-related delays and pricing issues, and it’s up against a battery of vaunted rivals. The segment leader is the Polo, which recently received a facelift. More advanced and refined than ever, the Polo dominates the sales charts, but, as good as it is, it’s become quite a pricey proposition. The Korean duo of the Hyundai i20 and Kia Rio are commendable options, with the latter offering a punchy turbo engine and eye-catching styling. The Rio soldiers on and is one of the few models in this segment that still makes do with a naturally-aspirated motor.

The other is the Mazda2, which has been subjected to minor design and trim updates throughout the years and is still a solid offering, despite its advanced age. Also hailing from France is the Peugeot 208 and Citroen C3. The 208 looks fantastic and comes well-appointed, and the same could be said of its C3 cousin. There’s a new Opel Corsa too, which shares its mechanicals with the French pair.

The Ford Fiesta has been overshadowed by the rest of the Blue Oval’s commercial offerings, but is one of the more engaging products and is offered in both petrol and diesel guises. Finally, there’s the Nissan Micra, which also shares some parts with the previous-generation Renault Clio.

Compare the Renault Clio with the Volkswagen Polo and Hyundai i20 here

Compare the Renault Clio with the Peugeot 208 and Ford Fiesta here

What’s different about the 2022 Renault Clio?


Whereas the previous-gen model had a plasticky, rudimentary fascia, the Clio 5 goes high tech with a 9.3-inch touchscreen (when the option pack is specified).

A lot has changed about the all-new 2022 Renault Clio 5. While the revised exterior design suggests this is a mere facelift of the Clio 4, there’s no denying the under-the-skin changes. In 1.0 Turbo Intens guise, the French hatchback’s front end features LED headlamps and snazzy-looking C-shaped LED daytime running lights (DRLs), while the rear makes do with neater tail lamps.

There’s a new engine too. Remember Renault’s marketing spin from back in the day? “66 kW of F1-derived technology”. LOL. The new model’s engine is also a 1.0-litre 3-cylinder turbopetrol motor, but its outputs are far more credible than those of the previous unit; 74 kW and 160 Nm place the French motor’s peak outputs about mid-pack, with the i20 and Fiesta producing around 90 kW.

Inside, there’s been a big focus on improving fit and finish; a brand-new touchscreen infotainment system dominates the fascia and better interior packaging has freed up, inter alia, more luggage capacity.

How the 2022 Renault Clio fares in terms of…

Design and Packaging


The flagship 1.0 Turbo Intens model does not overdo the brightwork. The option pack bumps up the alloy size from 16- to 17 inches.

If you’ve seen one compact hatchback, you’ve seen them all, right? Well, no, there are now some striking designs in this segment of the market and the Clio 5 is (still) arguably the most eye-catching of the lot. Perhaps it’s the vivid red metallic paint finish and intricate front-end with bold daytime running lights, but there’s no mistaking a Clio for anything else. The option pack adds pretty 17-inch alloy wheels.

The Renault’s cabin has received the most attention and it’s just as well – the previous model’s interior was less than class-leading. It’s hard to imagine that this upmarket tech fest adorns a humble Clio! There’s extensive use of good quality materials, which adds to the ambience. Simple things, such as the additional lining in the doors and soft-touch plastics on the dashboard make all the difference.


Renault has successfully turned one of the weaknesses of the Clio 4 into a strength of the Clio 5. Soft-touch materials, smart-looking metallic finishes and a tech-rich layout are impressive.

A large, portrait-orientated infotainment system is the first thing to catch your eye. If you take the option pack, the screen will be a touch larger than the standard item. The graphics and colours are crisp and vibrant, and the user experience is simple and intuitive. Apple CarPlay and Android Auto connectivity work without a glitch and the portrait orientation makes it easier to view Google Maps or the Waze app.

If you use our Compare New Cars tool to pitch the Clio 5 against its rivals, its heightened practicality stands out. Courtesy of having the longest wheelbase in its class, Renault’s compact hatchback offers adequate space for rear passengers (even adults won’t feel too cramped), plus the load-bay capacity (391 litres) is larger than those of its rivals. The rear seatback splits and folds in a 60:40 configuration.


For many buyers, a compact hatchback’s load-bay capacity is not extremely important, but for the record, the Clio’s is the most capacious in the segment.

Performance and Efficiency

Whereas its predecessor sounded delightfully thrummy, it was outgunned by its rivals. The new 74 kW/160 Nm 1.0-litre 3-cylinder turbopetrol TCe engine, however, delivers more satisfactory performance.

Power goes to the front wheels via a 5-speed manual gearbox. Right now, Renault SA does not have an automatic derivative in its Clio 5 range, but plans to expand the lineup later this year. Still, as far as manual gearboxes go, it’s a nice one with a solid and direct shift action, combined with a lightly tensioned clutch pedal. It’s not quite as light in operation as a Volkswagen Polo’s, but it’s a bit better than the notchy Peugeot 208, which has a frustratingly “long clutch” setup.


The Clio 5’s gearbox has a positive action and shifts can be executed slickly. The range would benefit greatly from having an auto derivative, however.

The Clio 5’s powertrain is perky and responsive, thanks to its effective drive modes. By pushing a piano button on the fascia, you can choose between Normal, Sport or Eco (all pretty self-explanatory). What’s impressive is how different they are in terms of driving responsiveness and cabin ambience. If you engage Sport, the cabin lighting changes to red and the instrument panel adopts a sportier display.

It’s also the first time you’ll see a rev counter! Before that, we were changing gears based on the “shift-up” icon that encourages a thrifty driving style. Sport mode enhances the engine’s power delivery and responsiveness, plus it firms up the steering setup. Does it work? Definitely – this generation of Clio feels decidedly “hands-on”. The debate on 5 versus 6 forward ratios continues, and while we feel a 6th ratio would benefit economy, we appreciated how responsive the car felt at the national speed limit in 5th. Some overtaking manoeuvres didn’t require a downshift because the 1.0 litre’s deceptively flexible.


There’s a saying that the more affordable a car is to buy, the less of an impact its “drive modes” will have. Not so in the Clio 5.

As far as efficiency is concerned, Renault claims an average fuel consumption figure of 5.7 L/100 km and, after completing a long trip (mostly on the open road, plus a fair bit of urban driving), the test unit’s trip computer indicated 6.3 L/100 km, which we thought was rather impressive. The key here is to use the model’s drive modes; we spent most of our time behind the ‘wheel while the Clio was in Eco mode.

Comfort and Features

The 2022 Renault Clio is offered in 3 levels of trim, with the top-spec Intens being evaluated here. Over and above features such as cruise control/speed limiter, a height-adjustable driver’s seat, an Apple CarPlay and Android Auto-compatible touchscreen infotainment system (with a 6-speaker audio system) and rear parking sensors, the Intens derivative comes equipped with LED headlights (with high-beam assist), those C-LED shaped DRLs, an exterior chrome pack, 16-inch alloys, rear brake discs (rather than drums on the Life and Zen), keyless entry and start, smarter interior materials (soft-touch), auto aircon (single-zone), 7-inch digital instrument cluster, rain-sensing wipers, electric handbrake with auto-hold function, ambient lighting, wireless charging pad, as well as a centre console with armrest.


The HVAC control knobs have knurled metallic finishes and integral digital displays. What an improvement!

While the Intens does evidently not skimp on features – at all – the option pack is the cherry on top for us. Ticking this box (the pack costs an additional R15 000 and is available on the top-of-the-range derivative only) adds front parking sensors, a reverse-view camera, a slightly bigger (9.3- instead of 9.0-inch) touchscreen and 17-inch diamond-cut alloys.

The car is loaded with features (including ABS with EBD and brake assist, electronic stability control, front- side- and curtain airbags, lane-change warning and three ISOfix child-seat mounting points), so it’s easier to say what’s missing than list everything that’s standard! Things we’d like to see, but we’re probably being greedy here, include a 360-degree parking camera and perhaps front-collision alert.

Ride and Handling


Given the generous dimensions of the fascia’s infotainment touchscreen, it’s only fitting that the 1.0 Turbo Intes comes equipped with a 7-inch digital instrument display with high-range TFT colour. 

There is no doubt that the 1.0 Turbo Intens’ 17-inch wheels (shod with low profile rubber) and stiffer suspension setup contribute to a rather firm ride quality; it can iron out some of the road’s imperfections, but it never seems to settle and tends to fidget on rutted roads. It’s happiest on smooth tarmac, but the test team’s consensus is that the inherent crashiness of the Clio 4’s suspension has been dialled out

After one particularly shaky drive on a poorly maintained road, we suspected the Clio 5 was a bit thin/lacked solidity, but a repeat test on the same road in a new Volkswagen Polo and Peugeot 208 yielded similar results. Sadly, we are unable to bring you a compact hatchback comparative review just yet, but we’re working towards getting all the players together for an almighty showdown later this year.


Shod with its sportiest (17-inch) alloys, the 1.0 Turbo Insens has a firm ride quality, but the older car’s skittishness is gone.

The newcomer’s handling balance is fair; the diminutive French hatchback exudes just a hint of sportiness if you make it scamper around bends. If you want some more driver engagement, consider the Ford Fiesta. At this stage, a RenaultSport version of this generation of Clio has yet to be confirmed. The steering is reasonably direct, but do engage Sport mode if you’re looking to extract the most fun.

Typically, 3-cylinder motors can produce a bit of vibration, but in the case of the new Clio, the motor’s roughness is only apparent at idle and low down in the rev range. The car feels well assembled, and wind noise has almost completely dialled by the time you achieve three-digit speeds.


The Clio 5 may lack a little in terms of driving excitement, but that’s arguably a fair trade-off for its improved refinement.

Price and after-sales support

The Renault Clio 1.0 Turbo Intens retails for R349 900 and the option pack (as fitted to the test unit) costs an extra R15 000. All derivatives come with a 5-year/150 000 km mechanical warranty and a 6-year anti-corrosion warranty. The newcomer’s 2-year/30 000 km service plan is a little shorter than those of most of its competitors, however. A service is required once a year/every 15 000 km.

Verdict

As a former owner of a Renault Clio 2, I’ve watched the French hatchback evolve from a humble runabout to an upmarket hatchback with great interest. Typical Renault Clio quirks, such as the audio controls that are located behind the steering wheel, have been retained on the 5th-generation model, but it’s the rest of the package – and especially the value offering – that impresses most.

The arrival of the Clio 5 is timely. The lack of a new Clio in this evolving segment was glaring and, besides that, Renault could do with an image enhancement. The popularity of the Kwid, Triber and Kiger has typecast Renault as an entry-level car brand, arguably to the detriment of legacy products like the Clio, Captur and Megane. Megane sadly is done, but there’s an all-new Captur due in SA later this year.

2022 Renault Clio
Compact hatchbacks seem to be endangered these days, owing to steepling prices and the rising popularity of crossovers, but the Clio 5 still makes a strong case for itself.

While the revised Polo is still the most accomplished compact hatchback, it’s less-than-liberally specced (as standard) and pricey on top of that. It would be foolish to suggest that Volkswagen’s perennial segment leader is in danger of being dethroned, but in tough economic times, car buyers will want more, for less, and this is where products such as the Renault Clio and Hyundai i20 come into play.

Should you buy a Clio 5? Renault SA has admitted that it has a shortage of stock (an industry-wide problem, to be fair), but the issue is likely to be resolved around mid-year, when the brand will bolster the Clio range with a more powerful engine as well as an automatic. Whether the latter will have a torque-converter, continuously variable- or dual-clutch transmission remains to be seen, however.

If you’re happy to accept this powertrain combination, then the 2022 Renault Clio should be on your shortlist.

Further Reading

2022 Buyers Guide: Compact Hatchbacks

Renault Clio Launch Review

Volkswagen Tiguan vs Hyundai Tucson: Which should you buy?

The Volkswagen Tiguan is one of the most popular family cars on sale in South Africa but with the arrival of the new Hyundai Tucson, buyers will have some thinking to do… 

Family cars are versatile vehicles that are typically required to be competent in a number of areas including performance, practicality, in-car technology and value. 

The Volkswagen Tiguan is arguably the benchmark product in this segment and the popular model received an update in 2021 which introduced some styling tweaks, interior enhancements and equipment upgrades, all of which intend to boost the Tiguan’s share in this segment. 

Hyundai, however, has the same intentions for its all-new fourth-generation Tucson which arrived locally in March 2022 to take the fight to its German rival. The new Tucson is larger than its predecessor which bodes well for its practicality as a family vehicle but which one of these family SUVs is best suited to your needs and budget?   

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Engine Performance, Efficiency & Handling, Interior Features & Safety, Dimensions & Practicality and Pricing and Warranty details. 

Please note that because design and styling are subjective, we will not pass judgment and you can decide for yourself what car you think looks better.

If at the end of this article you are still undecided as to ‘What To Buy’, you are more than welcome to reach out to us for additional information or advice via Twitter, Facebook or Instagram and our experienced test team will gladly assist you.

What To Buy – Volkswagen Tiguan or Hyundai Tucson? 

Engine Performace, Efficiency and Ride Quality 

VW Tiguan 1.4TSIVW Tiguan 2.0TSI Hyundai Tucson 2.0 Hyundai Tucson 2.0D
Engine1.4-litre turbopetrol 
2.0-litre turbopetrol2.0-litre petrol (NA) 
2.0-litre turbodiesel
Power Output110 kW 
162 kW115 kW 137 kW 
Torque Output250 Nm350 Nm192 Nm416 Nm
Transmission 6-speed DSG7-speed DSG6-speed automatic 8-speed automatic
Fuel Consumption (claimed)7.7 L/100km 8.3 L/100km 8.9 L/100km7.4 L/100km

Volkswagen Tiguan 

Tiguan vs Tucson - Volkswagen Tiguan

With 2 turbopetrol engines currently available for the Tiguan and a turbodiesel engine expected to join the range this year, buyers are spoilt for choice. The 1.4-litre turbopetrol engine will suit the needs of most family car buyers by offering an attractive combination of performance and efficiency. However, for buyers seeking more punch, the range-topping 2.0-litre turbopetrol engine with 4Motion all-wheel-drive delivers livelier performance but buyers will have to accept that the fuel efficiency is not as good as the smaller-engined Tiguan.  

As far as ride quality is concerned, the Tiguan excels, particularly when fitted with 17- or 18-inch wheels which results in a comfortable and refined ride on various surfaces. Ride quality on the larger 19-inch rims as fitted as standard on the Tiguan 1.4 R-Line and Tiguan 2.0 R-Line display a firmer disposition at the expense of a degree of overall ride comfort. The Tiguan, however, exhibits excellent road manners and delivers responsive, surefooted handling that contributes positively to the Tiguan’s overall driving experience.  

Also see: Volkswagen Tiguan: What it’s like to live with 

Hyundai Tucson 

Tiguan vs Tucson - Hyundai Tucson

The new Hyundai Tucson has come to market with the choice of either a petrol or diesel engine. The naturally-aspirated 2.0-litre petrol engine offers average performance with middling outputs and ultimately lacks the punch offered by its turbocharged rivals, including the Tiguan. It is, however, still adequately capable to fulfill its daily duties as a family car. Fuel consumption for this engine is fairly high too with Hyundai claiming 8.9 L/100km. 

For better performance and efficiency, buyers will have to opt for the range-topping diesel-powered Tucson 2.0D Elite derivative which carries a claimed fuel consumption figure of 7.4 L/100km.  

The Tucson’s ride quality is now more refined than before and while its suspension is firmer than its predecessor, it copes well on various surfaces, including gravel. More so, the Tucson’s steering feel is also more direct and responsive which has enhanced the driving experience. 

It’s worth noting that the Tucson range doesn’t have an all-wheel-drive option yet, which the Tiguan does. If you intend on venturing off-road further than a gravel road, that’s something you might want to take into account.

Read our Hyundai Tucson (2022) Launch Review

Interior Features and Safety 

For this section, we will compare key specifications of the equivalent top-spec derivatives from each model range. 

You can, however, use our handy Cars.co.za Compare Tool to compare any vehicle derivative you like. 

Volkswagen Tiguan 2.0TSI R-Line Hyundai Tucson 2.0D Elite 
Infotainment system 8.0-inch MIB3 Composition Media Radio with app connect8.0-inch AudioVisual Navigation (AVN) touchscreen with app connect 
Digital Instrument cluster12.3-inch Active Info Display 10.25-inch digital display
Android Auto and Apple CarPlay, Bluetooth, voice control, USB, wireless chargingYes, wireless app connect is optional. Front and rear USB ports, Bluetooth, voice control. Wireless charging is optional.  Yes, wireless app connect is standard. Front and rear USB ports. Wireless charging is standard. 
Rear View Camera No, optionalYes, standard 
Cruise Control Yes Yes, Adaptive 
Air ConditioningClimate Control Climate Control 
Panoramic sunroofNo, optionalYes, standard
Front and rear park distance controlYes, front and rearYes, front and rear 
Upholstery / electric seats Leather, electronic driver seat adjustment, heated seats, front lumbar supportArtificial leather, manual adjustment, heated seats, driver lumbar support
Safety features6 airbags, ABS with EBD, electronic stability control, traction control, brake assist, hill descent control, tyre pressure monitoring. IQ Drive safety features are optional. 6 airbags, ABS with EBD, electronic stability control, hill descent control, tyre pressure monitoring, blind spot assist, lane-keeping assist, lane follow assist, forward collision-avoidance assist, rear cross-traffic alert, fatigue detection 

Feature Summary

The above table clearly illustrates that the range-topping Hyundai Tucson pips the equivalent Volkswagen Tiguan in terms of standard feature value. The Tucson is also equipped with useful driver assistance systems as standard while these features are optionally offered for the Tiguan

With the latest update for the Tiguan, Volkswagen has infused more technology into the interior with the addition of a new steering wheel with touch controls and digitised air conditioning controls. The Tiguan retains its clean, modern and tech-forward interior design approach and the cabin now features fewer physical buttons as most functions operate via touch control. It’s worth noting that some of the touch controls are finicky to operate.   

The new Tucson boasts excellent perceived interior build quality with quality soft-touch surfaces dominating the cabin. As indicated in the table above, standard feature specification is generous. Buttons inside the new Tucson have also been reduced thanks to the new infotainment system which houses all the key functions including ventilation and air conditioning. The digital instrument cluster further elevates the ‘tech-feel’ inside the cabin.

Dimensions and Practicality 

Volkswagen Tiguan 2.0TSI R-Line Hyundai Tucson 2.0D Elite 
Length 4 509 mm 4 630 mm
Width 1 839 mm 1 865 mm 
Height 1 635 mm 1 665 mm 
Wheelbase2 678 mm 2 755 mm 
Ground Clearance191 mm 181 mm 
Rear Seating Configuration 60:40 split60:40 split
Load Capacity 520 – 1 655 L539 – 1 860 L

Practicality Summary

In terms of practicality, the Volkswagen Tiguan excels with one of the largest load bays in the segment at 520-litres and with the 60:40 seats folded down you have access to 1 655 litres. More so, rear passengers are also well catered for with ample leg-, head- and shoulder room.  

However, the new Hyundai Tucson trumps its German rival in the practicality stakes. With a larger footprint, the new Tucson’s practicality credentials have improved significantly with a load bay capacity now claimed at 539 litres, some 51 litres more than its predecessor and with its 60:40 split seats folded down, space increases to a useful 1 860 litres. Its wheelbase has also increased by 85 mm which has resulted in more space for rear passengers, particularly in terms of legroom. 

Pricing and Warranty 

*Pricing is accurate as of March 2022 

Volkswagen TiguanPriceHyundai Tucson Price
Base Tiguan 1.4TSI 110 kWR541 800 Tucson 2.0 Premium R519 900 
MidTiguan 1.4TSI 110 kW Life R610 600 Tucson 2.0 Executive R569 900 
Top Tiguan 1.4TSI 110 kW R-Line R670 200 Tucson 2.0 Elite R634 900 
Tiguan 2.0TSI 162 kW 4Motion R-LineR738 400 Tucson 2.0D Elite R699 900 
Warranty 3-year / 120 000 km 5-year / 150 000 km 7-year / 200 000 km Drivetrain 
Service Plan 5-year / 90 000 km 6-year/90 000 km

As shown above, the Hyundai Tucson is aggressively priced against the Volkswagen Tiguan and the Korean family car does offer a hard-to-ignore warranty and service plan when compared against the Tiguan. 

It’s also worthwhile stating that Volkswagen offers a range of optional features (which will ultimately increase the overall cost) while Hyundai adopts more of an all-in approach when it comes to standard specification. Hyundai does, however, offer a selection of practical and styling accessories for the Tucson should you want to beef up the look.     

What to Buy? 

Family cars are required to wear many hats (and wear them all well) and both the Tiguan and the Tucson are excellent product offerings in their own right. 

The Tiguan, in our opinion, does offer better performance (both engines) and overall it’s a great all-rounder when it comes to technology and practicality. However, it’s impossible to ignore the Tiguan’s steep pricing structure which is exacerbated when you start ticking off those optional extras. With that said, a fully-loaded, range-topping Tiguan will easily cost over R800k! The Tiguan is a pricey proposition and unless you can afford it, you will have to look elsewhere… 

And that’s where Hyundai comes in. Yes, the naturally-aspirated Tucson might lack some punch but it makes up for it by offering good standard specification and a palatable pricing structure as well as offering significant peace of mind with a comprehensive warranty and service plan. If you have your heart set on the Tucson, we suggest that you consider the range-topping diesel-powered Elite derivative. 

Your buying decision will ultimately depend on what’s more important to you. If you value performance above all else, then go for the Tiguan. If outright practicality and value-for-money are of greater importance to you, then we think the Tucson is a winner.

If buying a new car is out of your financial reach then it’s definitely worthwhile shopping for a used Volkswagen Tiguan or a used Hyundai Tucson. 

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Suzuki Vitara Brezza GL S-Edition (2022) Specs & Price

Suzuki Auto South Africa has quietly added a pair of S-Edition derivatives to its Vitara Brezza range. Here’s what we know about these GL-based newcomers so far, including pricing…

A little over a year after the arrival of the Suzuki Vitara Brezza in South Africa, the Japanese firm’s local division has quietly expanded the range by adding two S-Edition derivatives.

When the Indian-sourced small crossover launched in South Africa in February 2021, the line-up comprised four variants. That number, however, has now grown to six, with the arrival of the S-Edition models confirmed by Suzuki’s latest price bulletin.

From what we can glean from the specification sheet uploaded to Suzuki Auto SA’s website (as well the couple of images we’ve managed to dig up), the S-Edition models are based on the entry-level GL trim level but gain 16-inch alloy wheels (borrowed from the range-topping GLX) and a few choice exterior styling features pulled from the official list of accessories.

These include silver-painted bumper garnish fore and aft, faux side skid plates and subtle door visors. Furthermore, stainless-steel door sill guards are included, along with carbon-fibre-effect inserts for the grille. Finally, the spec sheet suggests S-Edition models gain an interior styling kit in “Uber Life Silver”. Whip out the calculator and you’ll find the S-Edition variants effectively command an R18 000 premium over the GL derivatives on which they are based.

The GL S-Edition is available in 5-speed manual or 4-speed automatic guise. As with the rest of the Vitara Brezza range, power comes from Suzuki’s naturally aspirated 1.5-litre, four-cylinder petrol engine, which offers the front axle 77 kW and 138 Nm.

Suzuki Vitara Brezza S-Edition

Suzuki’s Vitara Brezza has proved rather popular with South Africans, ranking as the fifth best-selling small crossover over the first two months of 2022 with a total of 1 222 units registered (around half of the number achieved by the Toyota Urban Cruiser built in the same factory). Interestingly, reports out of India suggest a new-generation Vitara Brezza will be revealed later in 2022, before hitting the market on the subcontinent by the third quarter. If that indeed turns out to be the case, expect a launch to take place in South Africa in the months that follow.

How much does the Suzuki Vitara Brezza 1.5 GL S-Edition cost in SA?

As with other models in the Vitara Brezza range, the new 1.5 GL S-Edition derivatives ship standard with a 5-year/200 000 km promotional warranty and a 4-year/60 000 km service plan.

Suzuki Vitara Brezza 1.5 GL: R248 900

Suzuki Vitara Brezza 1.5 GL S-Edition: R266 900

Suzuki Vitara Brezza 1.5 GL 4AT: R268 900

Suzuki Vitara Brezza 1.5 GL S-Edition 4AT: R286 900

Suzuki Vitara Brezza 1.5 GLX: R293 900

Suzuki Vitara Brezza 1.5 GLX 4AT: R313 900

Buy a used Suzuki Vitara Brezza on Cars.co.za https://www.youtube.com/embed/rpY3WEPkt-Y?rel=0

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The wagon lives! Sleek Audi A6 Avant e-tron concept revealed

Audi has whipped the covers off its new A6 Avant e-tron concept, previewing an upcoming all-electric production model and confirming the wagon shape is still very much alive in Ingolstadt…

Worried the automotive industry’s shift towards electric vehicles will spell the end of the road for the largely underappreciated wagon body style? Well, fear not, lovers of long roofs. The new Audi A6 Avant e-tron concept has been revealed, resplendent in Neptune Valley grey paint and offering a look at a future production battery-powered model.

Described as more than “just a simple design exercise”, the new A6 Avant e-tron concept hits the stage around a year after the unveiling of the Sportback equivalent (and shortly after Audi South Africa’s electric assault on the local market). Like that concept, the newcomer employs an electric drive system based on the upcoming Premium Platform Electric (PPE) platform, a modular architecture being developed by Audi with Porsche.

Break out the measuring tape and you’ll find the A6 Avant e-tron concept is 4 960 mm long and 1 960 mm wide, while standing 1 440 mm tall, making it roughly the same size as the current, combustion-engined A6 Avant. As you might be able to tell simply by looking at it, the Ingolstadt-based firm says the sleek show car boasts an aerodynamic value that is “unprecedented” in the electrified C-segment.

Audi claims that slipperiness through the air helps the concept deliver a single-charge range of up to 700 km (depending on the derivative, of course), with the flagship performance version completing the obligatory 0-100 km/h sprint in “well under 4.0 seconds”.

Audi A6 Sportback e-tron and A6 Avant e-tron concepts

The A6 Avant e-tron concept follows the reveal of the A6 Sportback e-tron concept from almost a year ago.

A pair of electric motors – one on each axle, resulting in all-wheel drive – offers peak outputs of 350 kW and 800 Nm, while 800-volt charging technology means the battery (which has a capacity of “around 100 kWh”) can be rapidly replenished with up to 270 kW at fast-charging stations. According to the German company, this enables charging times “close to a conventional stop to refuel a car powered by a combustion engine”. In fact, Audi claims around 300 km of range can be added in 10 minutes when docked at a fast-charging station.

Of course, by virtue of the fact it’s an estate car, the A6 Avant e-tron concept offers oodles of cabin space, with Audi claiming the lengthy wheelbase allows a “longer interior and more legroom in both rows of seats”. In addition, the positioning of the battery pack, the distinct lack of a combustion engine and the absence of a traditional transmission tunnel result in even more room inside.

“With the Audi A6 Avant e-tron concept, we are offering a completely tangible look at future production models on our new PPE technology platform,” said Audi Board Member for Technical Development, Oliver Hoffmann.

“We’re not just electrifying the Avant’s successful 45-year history. What we want most of all is to use technical skills to add an exclamation point. In particular, this includes powerful 800-volt technology, 270 kW of charging capacity, and a WLTP range of up to 700 kilometres,” Hoffmann concluded.

Aston Martin V12 Vantage Unleashed with 515 kW

It is the end of the road for the compact British sportscar, but thanks to its huge engine, it will be the fastest version yet. This is the Aston Martin V12 Vantage.

Thanks to electrification, supercar companies are having to rethink things and develop new platforms and new powertrains. Unfortunately this means that many current models are being put out to pasture. The Aston Martin Vantage is one such vehicle. However, before its retired, the British carmaker has given it an enormous engine, special aerodynamics and other enhancements.

This is the Aston Martin V12 Vantage and it is powered by a 5.2-litre V12 with twin-turbochargers. A colossal 515 kW and 753 Nm are on tap, which is 140 kW / 68 Nm more than the standard V8 Vantage. Performance is quick, with a 0-100 kph dispatched in a claimed 3.4 seconds. A top speed of 322 kph puts it amongst supercar royalty.

It’s not just about a large engine, as the Aston Martin V12 Vantage has been put on a diet in order to maximise its power-to-weight ratio and improve handling. There’s extensive use of carbon fibre, a lightweight battery and a lightweight twin exhaust setup mounted centrally. This exhaust alone is 7.2 kg lighter than the standard plumbing.

Power goes to the rear wheels via the same 8-speed automatic that is found in the V12 Speedster, with Aston Martin claiming this transmission is calibrated to be responsive yet more refined than a dual-clutch setup. An adaptive damping suspension has been fitted, which should allow for both comfort and direct handling.

The suspension has also received a makeover with stiffer springs at the front and rear, stiffer anti-roll bars and body stiffness increased by 8%. A limited-slip diff, revised steering setup, carbon-ceramic brakes and trick aerodynamics further enhance its dynamic abilities.

So, can you get one? The Aston Martin V12 Vantage will be limited to just 333 units, but the company says demand for the vehicle has been astronomical with every unit already reserved. There’s a waiting list too, and there’s hope that Aston Martin may make a few more to satisfy demand. Customers should be receiving their cars from the 2nd quarter of 2022.

Further Reading

Find a new or used Aston Martin for sale here

Aston Martin DBX707 is world’s most powerful SUV

The Cape 1000 – First Running of South Africa’s “Most Beautiful Drive”

The inaugural The Cape 1000 took place last week and while the 1 600 km route and excessive heat posed a challenge for the drivers and their navigators, the cars brought the spectacle to some of South Africa’s most beautiful driving roads. 

Photographer credit: Jono Nienaber, Devin Paisley, Dieter Pey, Duwyne Aspeling

When The Cape 1000 convoy of nearly 40 spectacular cars, the oldest of which dated from 1956, returned to the Silo Hotel in the V&A Waterfront, Cape Town, it was to rapturous applause from a large crowd of appreciative petrolheads and intrigued, smartphone-toting passers-by. Throughout the preceding four days, these rare cars travelled vast distances and endured extreme heat and thunderstorms, while their drivers and navigators had to sustain long periods of concentration during timed regularity stages. But they also had the time of their lives…

“It was extremely tough,” says Cars.co.za’s Ciro de Siena, who drove a 1967 Citroën DS.

“On average, we did 400 km a day, without air-conditioning (which we take for granted these days) and the regularity stages really required you to be very alert. Duwyne Aspeling, my navigator, did an excellent job! But all the sweat and fatigue is worth it in the end, as you get to see our beautiful country, swap stories with other petrolheads, and make memories that will last a lifetime. If you’re a petrolhead, then The Cape 1000 simply has to be on your bucket list!”

Ross Crichton, who founded The Cape 1000, is justifiably pleased with how the event was run.

“It still needs to sink in,” he says. “I’ve done many motoring events before, but I have never experienced such a positive response, from the participants and public alike, as I did with The Cape 1000. The organising team did an incredible job.”

What is The Cape 1000?

Cape 1000

Ciro De Siena and Duwyne Aspeling pilot a Citroen DS19 to victory in the Classic Class.

The Cape 1000 is a classic and exotic car rally inspired by some of the world’s most famous and historic motoring events. It is run in four classes: Tribute (1927-1957), Classic (Pre-1977), Modern Classic (1977-1996) and Sports Car (1997-2022). As the event’s name suggests, it is run over a 1000 miles (1 600 km) over the course of 4 days, with 60% of the route consisting of “grand touring” and the remaining 40% comprising challenging regularity stages, during which navigators and drivers have to work closely together and meticulously follow the stage’s timing and speed instructions to achieve success and, hopefully, score some points. So, it’s not a race, but certainly still a challenge, one which is won through consistency, reliability and accuracy.

The Cape 1000 kicked off in a most vibrant fashion at the V&A Waterfront on Wednesday, March 9th 2022. If you consider yourself a petrolhead, then the sight of a stunning Porsche 550 Spyder recreation mixing it with the likes of an almost priceless Mercedes-Benz 300SL roadster and the latest McLaren 720S must surely stir the soul…

Four days of braving the elements

Cape 1000 route

The Cape 1000 route includes some of South Africa’s most scenic driving roads. 

The route initially wound its way around the Peninsula, taking in the spectacular Chapman’s Peak Drive, before heading for Gordon’s Bay and the stunning Clarence Drive along the coast.

A temporary cafe was set up along the route on each day to give participants an opportunity to stretch their legs… and for the venerable classic cars’ engines to cool down.

From Clarens Drive participants toured to Hermanus before heading inland for some Winelands scenery and then sweeping back to the coast for the first overnight stop. Already on the first day it was clear that the high temperatures would create problems for some of the older cars. The 1957 Austin-Healey 100/6 driven by Greg Marucchi and Hannes Oosthuizen overheated twice, but the crew managed to complete the first day nevertheless, in 7th place overall.

Day Two took participants from Hermanus inland to the towns of Bredasdorp and Swellendam, over the stunning Tradouw Pass, through Villiersdorp and over the iconic Franschhoek Pass to the overnight stop. It was another tough day for the older cars, with the distance of 474 km made all the more difficult by high temperatures and a multitude of hills to ascend.

It was also during this day that the camaraderie of this event was on display, when the De Siena/Aspeling crew in the Citroën DS could not get the French car going again after the refuelling stop. Matt Kreeve, driving his Concours-condition Porsche 356 stopped and quickly found the problem (a loose distributor cable) and the “Goddess” was swiftly on its way again.

The Tradouw Pass was a favourite among the participants, and to hear the engine sounds of V12-powered Ferraris and Lamborghinis bounce off its cliff faces was music to the ears of the petrolheads enjoying a lunch break at the day’s Cape 1000 Cafe, situated halfway up the pass.

The passes of Day Two were again proving problematic for the older cars, however, with the Austin-Healey overheating twice; it required a tow to a refreshment stop after grinding to a halt on a hill near Villiersdorp. A battery change got it going again, but the niggles soon returned, with the British sports car only just managing to crest the Franschhoek Pass and then freewheeling into town. It appeared as if The Cape 1000 had claimed its first victim.

Cape 1000 Killarney
Contestants had the opportunity to take their precious metal around the Killarney raceway. 

Day Three saw participants travel back to Cape Town for a few laps of the Killarney racing circuit. The Healey had been fixed again (distributor) and was in the queue to go around the track. For many of the participants it was their first opportunity to drive their cars on a racing circuit, and while the Italian and German exotics looked at home blasting around the track, the same could not be said of the older cars – particularly a ‘67 Citroën DS gliding down the main straight in pursuit of a 1969 Porsche 911 S driven, rather vigorously, by Michelle Hambly-Grobler.

From Killarney, the route took participants into the Swartland, and a new challenge could be seen on the horizon – massive thunderstorms! Pouring rain, howling winds and lightning strikes made the going rather tough for particularly the older cars, but The Cape 1000’s mechanic always managed to get the cars going again. It was on this day that three of the Tribute category cars encountered problems – the MG and Austin-Healey ran out of fuel, and the Triumph suffered from fuel starvation. Drenched and exhausted, the cars’ crews made it to the end but, sadly, the beautiful Mercedes-Benz 300SL had to retire due to a clutch problem.

The last overnight stop was at Shelley Point in St Helena Bay, with the convoy leaving for Cape Town after another loop of the Swartland area and more regularity stages. Again, temperatures soared and some cars showed signs of “fatigue”. A punctured radiator eliminated one of the Lamborghini Huracans, while the beautiful Jaguar XK150’s steering failed (thankfully at low speed).

When the colourful convoy reached the cooler climes of Cape Town it seemed every petrolhead in the Mother City was awaiting them. Motoring enthusiasts, young and old, were out in force to support and wave The Cape 1000 participants through to the finish line at the V&A Waterfront.

The winners

Cape 1000 overall winners

Stuart Kidgell and Dawie de Villiers took the overall win in an Alfa Romeo GTV6 3.0. 

While The Cape 1000 is more of an experience than a competition, points were scored in the regularity stages, and the prize-giving ceremony on the last night was anxiously awaited.

The results were as follows;

  • Tribute Class – Overall Winners: Greg Marucchi & Hannes Oosthuizen (Austin-Healey 100/6)
  • Classic Class – Overall Winners: Ciro de Siena & Duwyne Aspeling (Citroën DS19)
  • Modern Classic Class – Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)
  • Sports Car Class – Overall Winner: “Hollywood” (Lamborghini Murcielago)
  • Cape 1000 Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)
  • Spirit of the Cape 1000 Award (as voted for by participants): Michelle Hambly-Grobler (Porsche 911 S)

“We want to thank our sponsors and participants for supporting us in this first-ever event,” says Crichton. “Interest in next year’s event is already being expressed by enthusiasts who didn’t participate this year, so we’re confident that The Cape 1000 will go from strength to strength in years to come and become a highlight of the South African automotive calendar.”

The Cape 1000 was sponsored by Cars.co.za, SCL Travel, Silvercrest Super Car Insurance and Mix 93.8FM.

World Car Awards 2022 – Top 3 Finalists Announced

The top 3 finalists in the running for each of the various categories at the prestigious World Car Awards 2022 have been announced. Let’s take a look at which vehicles have qualified…

The organisers of the World Car Awards have revealed that the list of 10 finalists gunning for the overall 2022 World Car of the Year title has been whittled down to just three. In the process, it has been confirmed the winner will be electric since the three finalists are the Ford Mustang Mach-E, Hyundai Ioniq 5 and Kia EV6. Of course, this won’t be the first time the overall victor takes the form of a battery-powered car, with the Volkswagen ID.4 having claimed the trophy in 2021.

In addition, the top three finalists in each of the competition’s five sub-categories have also been confirmed now that the jury of 102 distinguished international automotive journalists – including Cars.co.za’s very own Hannes Oosthuizen – has cast its vote. The winners will be announced at the 2022 New York International Auto Show on 12 April 2022.

The top 3 finalists in each category are:

World Car of the Year

Kia EV6

World Electric Vehicle of the Year

Audi e-tron GT

World Urban Car

Toyota Yaris Cross

World Luxury Car

BMW iX

World Performance Car

BMW M3

World Car Design of the Year

Hyundai Ioniq 5

Why high-performance BEVs will never be loved like an RS4


Battery-electric vehicles (BEVs) are capable of incredible levels of performance, but if you’ve driven one, you’ve driven them all. To put it bluntly, they lack character.

If you claim to be a true car enthusiast, you never talk about cars in terms of model names and the year in which they were produced. No, any discussion is shaped by quoting internal company reference codes, such as “E30” (BMW), “B7” (Audi) and “W204 (‘Benz)… And for those most dedicated purists, the debate about which car is best often relies on engine codes. But does any of this matter, anymore?

At some point during the mid-1990s, while the British car industry was floundering and the only Italian brand producing something close to a family supercar was Maserati, the Germans saw an opportunity.

Audi, BMW and Mercedes-Benz realised that by investing in large-displacement engines capable of producing enormous power, they could sell many high-margin sedans, station wagons and SUVs.

Suffice to say, from the late 1990s onwards, upper-end German family cars were fast enough to tail exotic Italian supercars. And they produced all manner of spectacular sound effects. This combination of tuned acoustics and dramatic throttle response created the legend of the Audi RS4 and RS6, BMW M3 and M5 and more “63 models” than Mercedes-AMG’s online configurator could handle.

Jaguar tried to recreate the German approach with supercharged V8s. As did General Motors, with its Cadillac CTS-V. Lexus sourced a Yamaha-made 5.0-litre V8 and built it into the IS business-class sedan to create the IS-F. But demand for German high-performance family cars and SUVs, especially, continued at a searing pace deep into the 2010s. They were built on the premise that nobody could make a V8 that sounded quite as good, and was equally driveable in traffic or at breakneck speeds, as engineers who lived and worked in the south of Germany.

Is there an EV substitute for cylinder count?


 Audi has gone all-in with its EV product initiative. But can any of the e-trons compare to this engine for driver engagement?  

But what happens now? Those German V8s pivoted from atmospheric induction to turbocharging (and downsizing) a decade ago and are now disappearing altogether. The promise is that 4- and 6-cylinder petrol-electric hybrids will be superior in all aspects of performance. But nothing even the most gifted German engineers can do will make a 4- or 6-cylinder hybrid powertrain sound as distinctive as a V8.

And hybrids are perhaps an intermediary measure, given that full-electric powertrains are the destiny of most high-performance brands. And in the market for terrifically expensive and very rapid high-performance BEVs, what will distinguish one model’s driving experience over that of another?

There was a poignant moment in the mid- to late-2000s when Audi, BMW and ‘Benz all fielded cars with 8-cylinder engines, but although they performed largely similar roles, they were remarkably different to drive. The Audi RS4 (B7), BMW E9x M3, plus the W203 and W204 Mercedes-Benz C63 AMG were powered by naturally-aspirated V8s with varying capacity, internal geometry and “revability”.

AMG (now known as Mercedes-AMG) opted for a larger displacement engine in the W204-generation C63, which, at 6.2-litres (its predecessor had a 5.4-litre motor) produced its peak power at 6 800 rpm. Audi and BMW’s V8s were closer in terms of engine capacity (4.2- and 4.0-litres respectively) and developed maximum kilowatt at close to 8 000 rpm.

In engine design, the limits of mechanical engineering narrow to broadly similar conclusions, but those engines sounded very different and delivered unique driving characteristics in their respective models.

Besides, compared with BEVs, petrol-engined cars have multiple gears and differing ratios. Multi-ratio transmissions further enhance specific responsiveness at any given speed and throttle input.

16 000 rpm with an electric motor – it just doesn’t feel that special


 You can have the best speakers inside that cabin to create artificial noise, but nothing compares to four exhaust ends.  

But how do you transfer the differentiation of golden era RS4, M3 and C63 to any EV platform with a single-gear transmission? Electric motors all produce instantaneous torque and spin to dizzyingly high shaft speeds – way beyond 10 000 rpm, in fact. This is why they feel so similar to drive – whether they’re configured as high-performance machines or family crossovers.

Linear power delivery is core to the traditional performance car driving experience. You build towards a power peak across a generous rev-range. That is why 8 000 rpm in a Porsche 911 GT3 feels a lot more of an occasion, than 16 000 rpm in a Taycan. The choice of trailing a throttle into corners added another dimension of engagement to the driving dynamics of a naturally-aspirated V8 performance car.

With an EV, performance is abundant – but immediate. There is no linearity. And with top speed limiters very much a reality (to conserve battery power), the appeal of a high-performance EV is squeezed into a very narrow channel of expression, where average EVs aren’t much slower from 0-100 kph.

V8 engines felt special. Electric motors are everywhere.


 AMG built its entire business on V8s. Engines were considered so crucial to the marketing effort, they even featured a builder’s plaque.   

And they sound, well, we know they sound like nothing much – at all. That removes a significant portion of what made a V8-engined performance car so mechanically intoxicating to drive.

Cartoonish torque outputs might make high-performance BEVs terrifically potent at 0-100 kph gamesmanship, but they can never replicate the acoustic drama of a V8 engine. And even the best set of speakers and trick sound mastering cannot substitute the uninspiring whirr of an electric motor.

The experience of listening to a vinyl record on a turntable isn’t very efficient. The turntable and record take up a lot of space – and materials to make. Much less, the power to turn it all. But you’d always prefer listening to your favourite music on vinyl, compared to an iPod.

A similar logic applies to using an electric heater instead of a fireplace. The latter is smoky and wasteful but inarguably more characterful – and the reason why homes with fireplaces command a premium.

There are way too many EVs that can calmly run incredible 0-100 kph numbers


 Taycan is brilliantly engineered. But there are battery-powered double-cabs that promise similar power and acceleration.

One should never underestimate the potential of software development with regard to electric motors. Engineers will make electric motor advances with more exotic materials and magnets. But those benefits will be applied to all electric motors, as efficiency gains aim to maximise battery range.

For internal-combustion product teams, the most intricate valve-timing systems and low-friction engine internals were only applied to top-end derivatives. Not shared throughout the product matrix.

But at the moment, it is challenging to imagine a world where three or four legacy automotive brands will be capable of producing vehicles that compete with each other – and offer discernibly different driving experiences, judged on their electric motor responses. The golden era RS4/M3/C63 scenario is very unlikely in a high-performance BEV product segment.

Engine legacy will soon count for nothing

I fear the market for high-performance vehicles might be undone by the very potent 0-140 kph performance that most battery-electric family cars will offer by 2024…

Volvo is a brand unbothered by any legacy of high-performance crossovers or SUVs. And its recently introduced XC40 P8 Recharge has twin electric motors producing a combined 304 kW and 660 Nm.

The XC40 P8 Recharge is said to run 0-100 kph in 4.9 seconds. That is the calibre of performance that will allow the Volvo to comfortably tailgate a BMW X3 M Competition. All that from a Volvo crossover that isn’t trying to be a performance vehicle, but happens to be one, by virtue of electrification. What is BMW’s only real claim of superiority over the Volvo, in terms of driving experience? The soundtrack.

The only way for brands to retain customers who bought into a visceral driving experience, enabled by fantastic V8 engines, would be to deliver the opposite to what electric cars are struggling with most – excess weight. And with each new BEV reveal, that appears to be the least of electromobility-championing manufacturers’ priorities.

Hyundai i20 N Line (2022) Price Announced

Hyundai is about to add some sporty flavour to its compact hatchback offering. Here’s pricing and some early details of the Hyundai i20 N Line.

Now before everyone gets excited, what you see here is not the fully-fledged Hyundai i20 N ready to take on the Volkswagen Polo GTI. From what we understand, Hyundai SA is still trying to build a case of the hot hatch, but the issue is that the SA-spec i20 is sourced from India, while the hot hatch model comes from a European factory, and is thus subject to different taxation and duties.

The i20 N Line is the next best thing and while there’s no potent under the bonnet, prior experience with the 1.0-litre turbocharged 3-cylinder petrol engine indicates it’s surprisingly nippy. Outputs of 90 kW and 172 Nm are on offer, with power being transferred to the front wheels via a 7-speed dual-clutch transmission. Performance is claimed at 9.9 seconds for the 0-100 kph sprint.

Hyundai’s i20 N Line can be spotted with sportier exterior trim and wheels, while the cabin should get sportier seats and some red trim on some elements. We’ll confirm more details as soon as we get them.

The vehicle you see here is the European-spec Hyundai i20 N, but from what we can see on the data, the SA model will run on 16-inch alloys wrapped in 195/55 rubber.

As far as features go, the sportiest i20 will come with a sunroof, leather upholstery, 6 airbags, climate control, USB ports at the front and rear, a large infotainment screen with Apple CarPlay and Android Auto connectivity, auto lights, auto wipers, xenon lights, rear park distance control with a reverse camera to name but a few.

We’re expecting the new Hyundai compact hatchback to be launched in the next month or so.

Want to purchase a new or used Hyundai vehicle? Browse cars for sale here.

i20 N Line

How much does the new Hyundai i20 N Line cost in South Africa?

Hyundai i20 1.0T N Line R399 900

Further Reading

Buyers Guide: Compact Hatchbacks in SA 2022

Hyundai i20 Video Review

Who’s winning the small crossover sales race in SA?

Small crossovers have become big business in South Africa and the sales battle towards the summit of the segment is closer than ever. Let’s take a look at how the top performers have fared in 2022 so far…

Not many automotive segments have enjoyed anything even approaching appreciable growth over the past couple of years in South Africa, but there is one that stands head and shoulders above the rest (despite the relatively diminutive stature of the vehicles in question). Yes, we’re talking about the entry-level crossover corner of the market.

A few short years back, your options when shopping for a pint-sized crossover were exceedingly limited. But that’s no longer the case. While Indian-built, sub-four-metre crossovers dominate this part of the market by sheer number, there’s also a popular model imported from Europe (and a progressively popular one from China, too). In short, buyers are spoiled for choice.

So, what happened in the first two months of 2022? Well, we’ve rummaged through Naamsa’s detailed sales figures, applied a little basic arithmetic and identified the strongest year-to-date sellers in this broader category.

Thanks to a particularly convincing performance in January, the Toyota Urban Cruiser tops the table with a whopping 2 381 units registered in the first two months of the year. South Africans really have taken to this Suzuki-built crossover.

Volkswagen T-Cross

Considering the Volkswagen T-Cross bears the highest base price here (and is shipped over from Spain), it’s fascinating that this model places second with a year-to-date tally of 1 771 units. That’s more than enough for it to hold steady as VW SA’s top-selling imported model.

The Chinese-built Haval Jolion (1 599 units) grabs a highly credible third place, with more than 1 000 units registered in January 2022 alone, when it breached the four-figure mark for the first time in South Africa. The Ford EcoSport claims fourth in the year-to-date sales race with a total of 1 394 units. Despite its advanced age, the EcoSport continues to put in impressive sales performances for the Blue Oval brand’s local division, effectively doing all of the heavy lifting in the company’s largely stagnant passenger-vehicle range.

Meanwhile, the Suzuki Vitara Brezza slots into fifth place with a total of 1 222 units. Though that’s only a little more than half of the Urban Cruiser’s effort, it’s interesting to note that the gap between the two Maruti-built models has narrowed somewhat over the past few months. Still, as we’ve pointed out before, there’s clearly something to be said for the sheer power of the Toyota badge in the South African market.

Sixth spot goes to the Hyundai Venue (1 108 units), which was one of the first of these modern baby crossovers to make local landfall back in late-2019, while the Nissan Magnite (781 units) and Renault Kiger (721 units) twins are separated by a mere 60 units in seventh and eighth, respectively. The Kia Sonet (312 units) takes ninth place, though we expect that figure to grow when the long-rumoured 1.0T derivatives (perhaps even in conjunction with a fresh flagship GT Line trim level) are eventually added to the range down the line. Finally, the Honda WR-V (73) closes out the top 10 (note, we decided to exclude the likes of the Mahindra XUV100 Nxt and Suzuki Ignis from this exercise based on how small they are, and likewise felt the 4×4-equipped Jimny didn’t really play in this space).

Small crossover Haval Jolion

10 best-selling small crossovers in South Africa: January and February 2022

1. Toyota Urban Cruiser – 2 381 units

2. Volkswagen T-Cross – 1 771 units

3. Haval Jolion – 1 599 units

4. Ford EcoSport – 1 394 units

5. Suzuki Vitara Brezza – 1 222 units

6. Hyundai Venue – 1 108 units

7. Nissan Magnite – 781 units

8. Renault Kiger – 721 units

9. Kia Sonet – 312 units

10. Honda WR-V – 73 units