The Nissan Terra arrived quietly in South Africa but the 7-seater Fortuner rival has already sold out and it appears that Nissan won’t be replenishing its local Terra stock.
Update: Despite what appears to be surging demand for Nissan’s 7-seater Terra SUV, the model has already sold out and Nissan is unlikely to keep the model on the market. The official update from Nissan South Africa reads as follows: “As an organisation, Nissan is continuously evaluating its product range to ensure we are meeting the needs of the markets and customers we serve. As part of this ongoing process, Terra availability was limited in South Africa and we can now confirm all remaining vehicles have since been allocated to customers. Nissan will continue bringing its best products and technologies to South Africa including the locally produced NP200 and Navara pickups, which represent six decades of our light commercial vehicle heritage.”
Previously…
The Nissan Pathfinder is sadly no more, and in its place comes the Nissan Terra. While this vehicle has not yet been formally launched, units are slowly making their way onto Nissan dealership floors across South Africa.
From what we’ve been able to ascertain from a source, there’s just one engine across the range. Power comes from the 2.5-litre 4-cylinder turbocharged diesel engine and it produces 140 kW and 450 Nm.
The new Terra features a 78-litre fuel tank, with consumption ranging from 8.3 L/100 km for the entry-level derivative with a manual gearbox to 8.2 L/100 km for the 4×4 automatic.
Customers will be able to choose from either a 6-speed manual gearbox or a 7-speed automatic transmission.
For the offroad-focused, the following stats will be of interest. There’s a ground clearance of 243 mm, an approach angle of 32.3 degrees and a departure angle of 26.6 degrees.
There will be three grades offered: XE, SE and LE.
The addition of the Terra to the market makes the 7-seater bakkie-based SUV segment ever more interesting. We all know the Toyota Fortuner dominates the sales charts, but the all-new Isuzu MU-X is a fairly recent arrival. The Ford Everest will be replaced by an all-new model and if you’re after something different, but still capable, the Haval H9 makes a case for itself.
How much does the Nissan Terra cost in South Africa?
The new Nissan Terra is sold with a 6-year / 150 000 km warranty and a 6-year / 90 000 km service plan.
Terra 2.5 DDTi XE Manual R596 900
Terra 2.5 DDTi XE Auto R606 900
Terra 2.5 DDTi XE 4×4 R629 900
Terra 2.5 DDTi SE R732 900
Terra 2.5 DDTi SE 4×4 R834 900
Terra 2.5 DDTi LE 4×4 R853 900
Drive to Revive Ep1: The start of the Toyota GR Yaris Cup
How to turn a very fast Toyota GR Yaris into a race-winning machine. Our in-house racer takes to the track in the pocket rocket to see if he can still cut it as a racing driver.
Drive to Revive a racing career is a series about our in-house wannabee racer Ashley Oldfield and his attempt to revive his racing career.
Watch as he takes part in the newly formed Toyota GR Yaris Cup series where the cars are mechanically stock standard and everything is identical down to the tyre pressures.
Episode 1 is all about ‘the shakedown’ and building the GR Yaris race cars. Ash gets to turn his first few laps in the car and goes on the hunt for faster lap times.
Has Ash still got any speed left in him or will he be left to fight it out at the back of this newly-formed brat pack?
If recent comments by Audi CEO, Markus Duesmann, are to be taken with more than a pinch of salt, an Audi bakkie might very well be on the horizon…
Bakkies are big business, especially in markets such as South Africa and Australia, and you just need to look to the success of the Toyota Hilux and Ford Ranger for evidence. But that doesn’t mean that success is guaranteed. In fact, most often, the opposite is true, especially when a luxury brand with no proven bakkie track record tries to enter the market.
Remember the spectacular failure that was the Mercedes-Benz X-Class? Who can forget?
In an interesting development, it has emerged that Audi might be eyeing out the mid-size bakkie segment to potentially introduce a luxury rival to the range-topping versions of the Toyota Hilux and Ford Ranger.
Responding to questions from journalists ahead of the Volkswagen Group’s Annual Media Conference 2022, Audi CEO, Markus Duesmann, was asked if an Audi pick-up was a possibility and his response didn’t deny that the Ingolstadt-based firm was considering the prospect.
He responded, “I can’t promise that we will do one, but we are looking into it.” He then added, “Actually, we will present – not too far from now – maybe something”. This implies that something, perhaps a concept bakkie, may very well be revealed at some point in the near future.
In light of the Volkswagen-Ford agreement that will see the next-generation Amarok being underpinned by the new Ford Ranger, it’s conceivable that Audi could leverage this development to form the basis for a bakkie wearing Audi’s four-rings. When it comes to powertrains, Audi may very well share the new Amarok’s next-generation 3.0-litre V6 powertrain but considering that Audi will be an all-electric brand in coming years, an electric Audi bakkie is, therefore, plausible too.
As for the interior, expect a luxurious cabin equipped with Audi’s latest digital and driver assistant technology.
We will keep you updated as soon more details come to light…
How Safe is the Haval H6? Crash-Test Results Revealed
The latest Haval H6 has been very well received by the South African buying public. But just how safe is this Chinese crossover? Well, the results of a fresh crash test conducted in Australia give us a strong indication…
The Australasian New Car Assessment Program (ANCAP) has announced the results of its latest round of crash testing, with the Haval H6 scoring a full 5-star safety rating.
The independent vehicle-safety body said the Chinese crossover “performed well across all areas of assessment”, achieving solid scores for its protection of adult occupants (90%), children (88%) and vulnerable road users (73%), such as pedestrians and cyclists. In addition, the H6 scored 81% in the safety assistance category, with ANCAP lauding the vehicle for its ability to “actively avoid or reduce the effects” of a range of potential crashes.
We should point out that while a suite of autonomous emergency braking functions (AEB covering city, interurban, vulnerable road users, junction assist and backover) and an active lane support system are included as standard across the range in Australia and New Zealand, here in South Africa the presence of these safety assistance features are dependent on trim level, with the base model missing out on certain items. In addition, all models offered Down Under ship standard with seven airbags, which is one more than the number included as standard in the SA-spec H6 range.
Watch the Haval H6 crash test below…
Still, the H6’s performance in both the side-impact and oblique-pole tests was admirable, with full points scored in terms of protection for the driver in both cases. Full points were likewise awarded by ANCAP for front- and rear-seat occupants in relation to whiplash protection.
While the front-seat passenger received strong protection in the frontal offset test, protection to the driver’s chest was rated as “marginal”, which ANCAP says indicates “some risk of chest injury based on dummy measurements”. A penalty was furthermore handed to the H6 for the performance of the driver’s footwell, which “showed some signs of loss of integrity in the frontal offset test”.
“There has been a lot of interest in a safety rating for the H6, and this now provides consumers with an independent assessment of its safety performance,” said Carla Hoorweg, ANCAP chief executive officer.
“This is an impressive achievement by Haval. Delivering a 5-star vehicle to the market, against ANCAP’s latest 2022 protocols, demonstrates the brand has kept pace with the latest ANCAP safety standards and consumer safety expectations,” Hoorweg added.
The H6 has proven quite popular here in South Africa, with 394 units registered locally in January 2022 and a further 329 units finding homes the following month. The current local H6 range comprises four derivatives, with pricing bookends of R431 900 and R529 900, while a hybrid version of the H6 is scheduled to arrive on local shores later in 2022.
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)
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.
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.
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.
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.
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 1.4TSI
VW Tiguan 2.0TSI
Hyundai Tucson 2.0
Hyundai Tucson 2.0D
Engine
1.4-litre turbopetrol
2.0-litre turbopetrol
2.0-litre petrol (NA)
2.0-litre turbodiesel
Power Output
110 kW
162 kW
115 kW
137 kW
Torque Output
250 Nm
350 Nm
192 Nm
416 Nm
Transmission
6-speed DSG
7-speed DSG
6-speed automatic
8-speed automatic
Fuel Consumption (claimed)
7.7 L/100km
8.3 L/100km
8.9 L/100km
7.4 L/100km
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.
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.
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 connect
8.0-inch AudioVisual Navigation (AVN) touchscreen with app connect
Digital Instrument cluster
12.3-inch Active Info Display
10.25-inch digital display
Android Auto and Apple CarPlay, Bluetooth, voice control, USB, wireless charging
Yes, 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, optional
Yes, standard
Cruise Control
Yes
Yes, Adaptive
Air Conditioning
Climate Control
Climate Control
Panoramic sunroof
No, optional
Yes, standard
Front and rear park distance control
Yes, front and rear
Yes, front and rear
Upholstery / electric seats
Leather, electronic driver seat adjustment, heated seats, front lumbar support
Artificial leather, manual adjustment, heated seats, driver lumbar support
Safety features
6 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
Wheelbase
2 678 mm
2 755 mm
Ground Clearance
191 mm
181 mm
Rear Seating Configuration
60:40 split
60:40 split
Load Capacity
520 – 1 655 L
539 – 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 Tiguan
Price
Hyundai Tucson
Price
Base
Tiguan 1.4TSI 110 kW
R541 800
Tucson 2.0 Premium
R519 900
Mid
Tiguan 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-Line
R738 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.
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’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.
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”.
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.
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?
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
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.
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
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.
