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.
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.
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.
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).
10 best-selling small crossovers in South Africa: January and February 2022
The Toyota Starlet Facelift was revealed earlier today. Here’s what’s changed, plus an estimated arrival time in SA.
In case you were not aware, the Toyota Starlet is one of many products which are the result of a collaboration between Toyota and Suzuki. Essentially, it’s a badge-engineering exercise, with the mechanicals being mostly Suzuki. Products like the Suzuki Vitara Brezza and Suzuki Ertiga have Toyota-badged equivalents, while the Toyota Corolla Sports Tourer and RAV4 now have Suzuki equivalents. The Suzuki Baleno is the Toyota Starlet.
These are not official press images, but low-res examples that appear to have been sourced from a brochure.
Back to the Starlet. Badged as the Toyota Glanza in India where it is made, this compact hatchback arrived in SA as a replacement for the ageing Etios. It has been a solid performer in the sales charts, with over 1000 units sold every month.
Visually, the Toyota Starlet Facelift gets a bold new look with an updated front grille with chrome detailing, redesigned LED project headlights, new-look front bumper, new LED tail lights and redesigned 16-inch alloy wheels. Inside, the cabin gains a two-tone black and beige interior theme with gloss back inserts on the dashboard.
There’s a new 9-inch touchscreen that supports Apple CarPlay and Android Auto, but Toyota has also fitted a voice assistant that can be activated by ‘Hey Toyota’. Other noteworthy features are the 360-degree camera, automatic climate control, heads-up display and rear air conditioner vents. As far as safety features go, there are up to 6 airbags, hill-hold assist, anti-lock brakes, and reverse camera to name but a few.
As far as engines go, the Indian-spec Toyota Starlet Facelift comes with a 1.2-litre petrol engine which produces 65 kW and 113 Nm. Power goes to the front wheels via a 5-speed manual gearbox, with the option of a 5-speed AMT.
We suspect that our market won’t get this engine, based on Suzuki SA confirming the new Baleno’s engine to be a more powerful 1.5-litre naturally-aspirated 4-cylinder engine now delivering 77 kW and 138 Nm.
Now the race is on to see which car company will get its product to South Africa the quickest. Suzuki SA has said its updated Baleno will be hitting showrooms in June 2022. We suspect the Toyota Starlet will be arriving at a similar time.
Volvo South Africa sees great potential in the ability of a plug-in hybrid to offer an appealing compromise between an internal-combustion-engined car (with its long-distance touring ability) and the inevitable progress towards sustainable e-mobility. We sampled the T8 Recharge derivative of the brand’s top-selling XC60.
Volvo Cars’ decision in 2021 to systematically discontinue global production of its turbodiesel engines could have delivered a hammer blow (sorry, obligatory Thor joke) to markets that rely heavily on this type of engine. In South Africa, for example, turbodiesel derivatives have accounted for 65% of Volvo’s passenger-car sales in recent years. The positive news for this effortlessly sophisticated Swedish brand, however, is that its contingency plan of offering a comprehensive range of electrified drivetrain solutions seems to be paying off… Volvo’s South African subsidiary’s monthly sales figures are currently (recorded in February 2022) tracking even higher than they were during a purple patch that the premium brand experienced at the beginning of 2021.
With a published target of selling only all-electric models by 2030, Volvo sees great potential in its portfolio (of both mild- and plug-in hybrid models) to provide a compelling interim solution for markets that are not quite ready to adopt an all-electric future (South Africa is most certainly one of them, despite a recent spate of battery-electric vehicle introductions in our market, with more to come soon). A global sales success since its introduction in 2018, the second-generation XC60 is perhaps the best, um, vehicle, to introduce Volvo’s idea of a genuine (plug-in) hybrid drivetrain technology to the Republic.
What’s new for the XC60?
The XC60 T8 Recharge offers a genuinely useful real-world EV range with a backup in the form of a petrol engine.
Along with a subtle facelift of this most pivotal model for the brand, the Swedish executive SUV range gains a compelling new entry-level B5 derivative (priced from R750 000), the option of an updated mild-hybrid drivetrain, which includes a supplementary 48V battery system, and a plug-in hybrid flagship derivative. The latter – the all-wheel-drive XC60 T8 Recharge – comes equipped with a new three-layer lithium-ion battery pack that offers up to 77 km of genuine all-electric mobility, replete with the peace of mind of a 2.0-litre four-cylinder turbopetrol motor that’s primed to come into play when needed.
XC60 T8 Recharge
The XC60 T8 Recharge can be charged via a port above the front wheel arch.
As explained by the managing director of Volvo Car South Africa, Greg Maruszewski, the “EV with a back-up plan” consists of a 2.0-litre turbopetrol engine (offering a not-insignificant 233 kW and 400 Nm) that works in tandem with an 18.8-kWh battery and 107-kW electric motor mounted to the car’s rear axle. Via a somewhat clumsy drive-mode selection process (but more about that later), the vehicle can be “locked” into a Pure mode for all-electric driving for as long as the battery holds sufficient charge – or until the T8 Recharge’s driver requires more performance than is available from the e-motor. In Hybrid mode, the XC60’s sophisticated drivetrain technology dictates the most efficient way forward. The process is overseen by the impressive workings of the brand’s 8-speed Geartronic auto transmission.
Volvo’s “one-pedal” technology allows the driver to all but ignore the brake pedal in favour of an intuitive regenerative braking system linked to the position of the T8 Recharge’s accelerator pedal. While this setup can take some getting used to (especially for the unsuspecting occupant in the passenger seat), the reward for learning its intricacies is an extended electric driving range.
The range-topping XC60 betrays its 2-tonne overall mass by feeling sprightly round town and notably swift off the line. The advantage of having such a relatively powerful electric motor at your disposal is that it’s much easier to maintain momentum in all-electric mode. From a well-insulated, high-spec cabin, even on occasions when petrol-powered performance is required, the transition between the two motors is impressively fluid.
The T8 Recharge can be charged via a cable from a domestic power outlet, a home charging station, a public-charging facility and, at least nominally, by using your right foot in a measured way (through coasting and regenerative braking). I was able to gain some all-electric range over the course of a start/stop test route around a congested Sandton district (which, in fact, had loadshedding at the time).
New infotainment “solution”
The infotainment system is now powered by Google software.
New to the local XC40 premium crossover and XC60 ranges (and scheduled to be introduced to the XC90 premium SUV in June 2022), Volvo’s new Android-powered infotainment system represents a welcome upgrade to the now obsolete Sensus Connect technology that was introduced in 2015. Powered by Google, this new touch- and voice-activated system integrates seamlessly with the brand’s existing 10-inch, portrait-orientated touchscreen infotainment setup and introduces functionality such as Google Maps, Play Store and Assistant. For the time being, this system requires data from a paired smartphone to work optimally, but from June 2022, Volvo Cars South Africa will introduce onboard-sim functionality to all its models.
By and large, the system works impressively, but I was frustrated to note that the new system’s intuitive voice-activated controls don’t currently extend to the drive-mode menu. Because the barrel-type controller that had pride of place on the outgoing range’s central console is no longer there, the driver has no choice but to scroll through no fewer than three on-screen menus before they are able to switch between the various drive modes – one of which is an off-road setup. Hopefully, this ergonomic oversight can be corrected via an online software update.
Customer care package
Complementing the introduction of 2 new all-electric XC40 models (more information to follow), as well as an XC90 Recharge derivative, Volvo Car South Africa has launched an updated, standard comprehensive customer care package. Over and above the installation of a home charging station for overnight top-ups, the brand offers each customer the use of an “old-fashioned” internal combustion-powered Volvo for a period of two weeks per year (for 3 years), should they feel unsure about covering longer distances in their EV (yes, petrol-electric hybrids are classed as electric vehicles).
How much does the Volvo XC60 T8 Recharge cost in South Africa?
The new Volvo XC60 T8 Recharge starts at R1 218 900
Final thoughts
Volvo appears to be making great strides in attracting SA buyers to electric mobility.
Available in Inscription or R-Design specification, the XC60 remains one of Volvo’s most convincing packages in a segment that includes competitors such as the Audi Q5, Alfa Romeo Stelvio, BMW X3, Mercedes-Benz GLC and even the Hyundai Sante Fe and Kia Sorento. The new T8 Recharge derivative, especially, exudes the kind of effortless sophistication that sets this Swedish brand apart.
Unlike mild-hybrid or closed hybrid (non-plug-in) offerings from other brands, the appeal of Volvo’s modern application is that the owner can actually experience the benefit of notable pure-electric (electric-only) mobility in their everyday lives, with enough range for most South Africans to enjoy an emissions-free (and, significantly, petrol-free) school run or, indeed, commute.
Meet the all-new Audi Q6 which is the brand’s biggest 7-seater to date. At this time it appears it will be for the Chinese market only.
An Audi Q6 has been on the cards for some time, but we weren’t expecting it to feature internal combustion power or be for the Chinese domestic market only. However, we understand that the Q6 badge will be applied on an all-electric SUV for the rest of the world at some stage.
So, what do we have here then? This is the China-only Audi Q6, which is a 7-seater large SUV which is apparently larger than the current shape Audi Q7. There’s just one engine and gearbox option available, with a 2.0-litre turbocharged petrol motor doing duty. There will be two states on tune offered: 172 kW and 198 kW.
Under the skin, the Audi Q6 rides on the MQB platform, which is impressive, given its mass and dimensions. At 2.2 tons and 5 metres long, this is the largest vehicle to ever be assembled on MQB. The new Audi Q6 will be built by the SAIC-Audi joint venture.
It’s the looks that have us intrigued. Typical Audi elements have been retained, but that front is quite radical in comparison to the rest of the Audi family. As for the rest of the world, an all-electric Audi Q6 is due for a reveal in 2022, and will be taking the fight to the BMW iX. Audi South Africa has launched an all-out electric offensive, with an array of electric vehicles being offered, ranging from the sensible e-tron SUV to the outrageously fast and stylish e-tron RS GT.
Ford has announced an electric-intensive product lineup with the new range hitting showrooms as soon as next year.
Ford Europe is embarking on a full electric offensive, with an array of both passenger and commercial vehicles hitting dealership floors over the next few years.
Right now, there’s just one electric model that comes to mind when it comes to non-ICE Fords, the Mustang Mach-E. But from 2023, the family will grow substantially. It’s not just passenger vehicles that are going the electrification route, but the commercial range too.
As a reminder, Volkswagen and Ford have signed agreements and are working together. One aspect of this relationship is the Amarok and Ranger sharing a platform, but a less publicised angle is the sharing of small-car electric platforms. Ford will be using the Volkswagen Group’s MEB platform for some of its vehicles.
In today’s announcement, you can expect vehicles like the Puma, Transit, Tourneo to go electric, while some models are yet to be revealed or named.
Interestingly, there’s a new midsize crossover model that will be revealed in 2022 that will go on sale next year. It is said it will be assembled in Cologne, Germany and have a claimed range of 500 km. If it is indeed underpinned by MEB, you could cynically look at this as Ford’s version of the Volkswagen ID.4. There is also an electric sport crossover in the works as well.
Worryingly, there’s no mention of bread-and-butter Ford models like the Focus or Fiesta, and we suspect that their days are numbered. As it stands, Ford Europe will be selling 5 electric commercial vehicles and 4 electric crossovers by 2024.
In South Africa, Ford is focused on its commercial operations with the locally-assembled Ranger, Ranger Raptor, and Everest SUV taking priority.
Buyer’s Guide: Small Hatchbacks
Small hatchbacks, or compact hatchbacks are hugely popular in South Africa despite the current craze for crossovers and SUVs. If you are in the market for a small hatchback then this Buyer’s Guide will help you in making the best buying decision based on your needs and budget.
Compact, practical, fuel-efficient, affordable and fun-to-drive are but a few words that describe what a compact or small hatchback has to offer (or should offer). Even though the market demand for compact crossovers and SUVs has risen sharply in recent years, there’s still considerable merit for considering a small hatchback.
This Buyer’s Guide not only lists the current products on offer in South Africa but we will also provide some insight into the individual strengths and weaknesses of each product (based on our experience with the vehicles) so that you can decide which hatchback best suits your personal needs and budget.
Note that the products are not listed in any particular order and pricing details are accurate as of March 2022.
Small Hatchbacks in South Africa – What to buy?
Volkswagen Polo
The updated, locally-produced Volkswagen Polo was officially launched in South Africa this year and both styling and equipment upgrades have been implemented to enhance the overall buying proposition of the Polo.
As such, the Polo is likely to remain a popular choice in this segment as it offers capable and efficient engine choices throughout the range as well as something for those buyers seeking more performance which is encapsulated in the range-topping Polo GTI.
Engine choices include a 3-cylinder, 1.0-litre turbopetrol engine with outputs of either 70 kW and 175 Nm (mated with a 5-speed manual transmission) or 85 kW and 200 Nm (mated with a 7-speed dual-clutch automatic transmission). The Polo GTI is powered by a potent 2.0-itre turbocharged petrol engine offering 147 kW and 320 Nm and is paired with a 6-speed dual-clutch automatic transmission.
More so, the Polo’s ride and handling characteristics are arguably best-in-class and its perceived interior build quality and technological offering is a major highlight. In terms of practicality, Volkswagen claims a generous load bay capacity of 351-litres and rear passengers have sufficient legroom at their disposal too.
Price Range: R311 800 – R489 400
Pick of the Range: VW Polo 70 kW Life with more options or go for the VW Polo 85 kW Life with fewer options (budget dependent)
Reason to Buy: Excellent performance and efficiency balance, ride and handling is arguably best-in-class, technology on offer is impressive
Criticism: The VW Polo is a pricey proposition in this segment and is no longer as accessible as it once was.
The all-new Renault Clio 5 has finally arrived in South Africa. There’s no doubt about it, this is a stylish offering from the French marque and the Clio’s interior is a big leap forward from the outgoing model with a more upmarket look and feel. Load bay capacity is very generous at 391 litres and there’s ample space for rear passengers to find comfort.
As far as engines go, there’s only one engine and gearbox choice currently available and it comes in the form of a 74 kW / 160 Nm, 3-cylinder 1.0-litre turbopetrol engine mated with a 5-speed manual transmission. Fuel consumption is claimed at 5.7 L/100km. A 1.3-litre turbopetrol engine and a Continuously Variable Transmission (CVT) is expected to arrive later in 2022, however.
The new Clio’s performance is good overall though we suspect that the forthcoming 1.3-litre engine will be a favourable choice for many buyers. The Clio offers a sporty ride and handling characteristics, especially with 17-inch wheels fitted (Clio Intens), while the 16-inch rims (on the Clio Life and Zen) are likely to be more forgiving.
Price Range: R309 900 – R349 900
Pick of the Range: Renault Clio 1.0 turbo Intens
Reason to buy: Stylish choice, upmarket interior, reasonably priced
Criticism: No automatic currently available, could do with some more power
The Peugeot 208 is equipped with a naturally-aspirated or turbocharged 3-cylinder 1.2-litre PureTech engine. The base 208 Active gains the naturally-aspirated 55 kW 1.2-litre engine (with a 6-speed manual transmission ) while the mid-spec 208 Allure gains the 74 kW turbopetrol version in conjunction with a 6-speed manual but there’s also a more powerful 96 kW 208 Allure and GT on offer with a 6-speed automatic transmission.
We will be testing the Peugeot 208 soon and once we have done so we will be able to pass judgement on its performance, ride quality, handling ability and overall buying proposition.
The style continues inside where the Peugeot 208 benefits from Peugeot’s impressive third-generation i-Cockpit which includes a 3-dimensional digital heads-up instrument cluster and a large 7- or 10-inch infotainment touchscreen which is compatible with Android Auto and Apple CarPlay. The 208 also features Peugeot’s typical compact steering wheel and the interior finishes look and feel upmarket. Boot space is claimed at 311 litres.
Price Range: 302 900 – 443 900
Pick of the Range: TBC (We suspect the 208 1.2T Allure auto is the one to go for)
Perceived interior quality is much-improved over its predecessor and the i20 now features a more modern and sharper-looking cabin. Harder plastics, however, do detract from an otherwise appealing interior. Hyundai claims load bay space at 311 litres and space for rear passenger has also improved markedly over its predecessor.
The i20 is offered with 3 engine choices including 2 naturally aspirated engines and a 3-cylinder 1.0-litre turbopetrol engine. The range starts with the 61 kW/115Nm 1.2-litre engine (offered in Motion and Fluid trim) and comes mated with a 5-speed manual transmission with a claimed fuel consumption of 5.9 L/100km. A 1.4-litre petrol engine with 74 kW and 133 Nm is also available with a 6-speed automatic transmission and carries a fuel consumption figure of 6.9 L/100km.
The turbocharged 1.0-litre is the most lively engine on offer in the i20 with outputs of 90 kW and 172 Nm and can it can be matched with a 6-speed manual (6.5L/100km) or 7-speed dual-clutch transmission (6.9 L/100km).
The new i20 is more agile and nimble than its predecessor and while it offers a generally comfortable ride, the suspension is a bit firmer but not at the expense of overall ride comfort. Hyundai’s 5-year/150 000km warranty, 2-year/50 000km powertrain warranty and 4-year/60 000km is also a strong drawcard for buyers considering the i20.
Price Range: R281 900 – R362 500
Pick of the Range: Hyundai i20 1.0T Fluid
Reason to buy: Styling, performance, economical
Criticisms: Some interior trim is not as premium as its price suggests, driver’s seating position could be better
Nonetheless, the Fiesta is still on sale in South Africa and is offered with a punchy 3-cylinder 1.0-litre turbopetrol engine with 92 kW and 170 Nm and is mated with either a 6-speed manual transmission or a 7-speed dual-clutch. Two trim grades are offered including base Trend and the top-spec Titanium. Note that the 1.5-litre turbodiesel-powered Fiesta is no longer on sale locally.
The Fiesta is an agile performer with dextrous dynamic handling ability and it offers good levels of overall ride comfort. However, the dual-clutch transmission’s performance is slow to respond to inputs which means the Fiesta is not as engaging to drive as it could be. As far as practicality is concerned, the Fiesta is on the smaller side of the spectrum with a load bay size claimed at 303 litres. Also, rear legroom (for taller passengers) is on the tight side…
Price Range: R322 500 – R382 900
Pick of the Range: Ford Fiesta 1.0T Titanium auto
Reason to buy: Good overall performance and economy
Criticisms: Compromised rear passenger space, the automatic transmission is a letdown, facelifted Fiesta not confirmed for SA
The new sixth-generation Opel Corsa arrived in South Africa in 2021 with 2 engines to choose from. The entry-level engine is a naturally-aspirated 1.2-litre petrol engine with 55 kW and 118 Nm and is paired with a 5-speed manual transmission. However, most buyers will be interested in the new 1.2-litre, 3-cylinder turbopetrol engine offered in 2 states of tune, 74 kW and 205 Nm in the Corsa 1.2T Edition with a 6-speed manual transmission or 96 kW and 230 Nm in the range-topping Corsa 1.2T Elegance with a 6-speed automatic transmission.
During our 2021 test of the range-topping Corsa, we found its engine to deliver excellent performance overall while also returning good fuel economy (Opel claims 6.3L/100km). More so, the Corsa is an agile handler with a ride quality that priorities comfort.
Where the Corsa falls short is with its middling perceived interior quality. The interior design is rather bland and some of the trim and switchgear is of questionable quality, all of which is disappointing at its price point. Also, it’s worth noting that rear legroom isn’t too generous and taller passengers will struggle to get comfortable in the Corsa and load space is rated at 309 litres which smaller than the 350 litres offered in the VW Polo, for instance. Lastly, the Corsa is ambitiously priced and we suspect many buyers won’t be able to justify the price tag.
Price: R298 900 – R403 900
Pick of the Range: Opel Corsa 1.2T Elegance
Reason to Buy: Engine performance
Criticism: Poor interior execution, bland styling, pricey
The new Nissan Micra has been on sale in South Africa since 2018 and buyers have the choice between 2 turobcharged petrol engines including a 66 kW / 140 Nm 0.9-litre turbopetrol engine as well as a more powerful 84 kW / 180 Nm 1.0-litre turbopetrol engine. A 5-speed manual transmission is standard across the range and buyers can choose between 3 trim levels including the entry-level Visia, mid-spec accenta and range-topping Tekna and Tekna Plus.
While the 66kW engine offers average performance at best, it’s the more powerful 84 kW engine that will hold more appeal for potential Micra buyers. It’s a punchy engine with good in-gear acceleration but for those looking for an automatic transmission, you will have to look elsewhere as the Micra range is only offered with a manual shifter. Nissan claims fuel consumption at 5.0 L/100km.
The Micra does handle relatively well with positive steering feedback but ride quality is on the firmer side when riding on 17-inch alloy wheels and a fair amount of road noise does make its way into the cabin.
Interior fit and finish is good overall and while the infotainment system is Android Auto and Apple CarPlay compatible, it’s not the most responsive or intuitive as other systems on the market. More so, load bay capacity is claimed at 300-litres which is below average and taller rear passengers may find the Micra lacking sufficient rear legroom.
Price Range: R313 900 – R417 900
Pick of the Range: Nissan Micra 84 kW turbo Acenta Plus
Reason to Buy: Good performance overall
Criticism: No automatic available, excessive road noise, pricey
The Kia Rio received an update back in late 2020 and buyers currently have 2 engines to choose from, a naturally-aspirated 61 kW / 120 Nm 1.2-litre petrol engine paired with a 5-speed manual transmission or a 73 kW /135 Nm naturally-aspirated 1.4-litre petrol engine that can be had with either a 6-speed manual or 6-speed automatic transmission. Trim levels include the base LS, mid-spec LX and EX and the range-topping Tec.
The main gripe with the Kia Rio is that its engines are comparatively gutless to what’s offered in this segment. With that said, the 1.4-litre engine does offer better performance than what its 1.2-litre counterpart can muster. More so, the performance of the automatic transmission is average at best but the manual transmission does a good job of changing gears positively and smoothly. The Rio’s ride quality is comfortable and forgiving. As far as handling is concerned, it’s perhaps not as agile and dynamically gifted as some of its rivals but it still returns a reasonably responsive turn of the wheels.
Perceived interior quality is good overall and rear passenger space is fairly good too. The load bay is claimed at 325-litres, which is better than some of its rivals, such as the Hyundai i20, Ford Fiesta and Opel Corsa, for example.
Price Range: R283 995 – R367 995
Pick of the Range: Kia Rio 1.4 Tec manual
Reason to Buy: Decent value, competitive pricing
Criticism: Lacks performance punch, automatic transmission is disappointing
An updated Mazda2 arrived locally back in 2019 and even though the Japanese compact hatchback is ageing, it still offers a fair dollop of style in this segment.
There’s only a single naturally-aspirated 1.5-litre petrol engine available and it offers 85 kW and 148 Nm of torque and can be paired with either a 6-speed manual or 6-speed automatic transmission. Trim grades for the Mazda2 include the entry-level Active, Dynamic, Individual and top-spec Hazumi.
The Mazda2’s performance, while adequate, lacks the punch offered by its turbocharged rivals. Fuel efficiency is good, however, with Mazda claiming between 5.7- and 6.0- L/100km. Acceleration is linear and the best performance is achieved with moderate throttle inputs. The automatic transmission does a fair job but the Mazda2 isn’t particularly exciting or engaging to drive. With that said, it does what it says on the tin.
In terms of ride quality, it does offer a pliant and forgiving ride on most surfaces and with its low-slung stance, its handling ability is above average too. Interior fit and finish is good with a minimalist design approach. It’s worth knowing that the load bay is small at 280-litres and while rear space for passengers is average, taller passengers will likely complain that there’s not enough legroom on offer.
Price Range: 284 800 – 383 900
Pick of the Range: Mazda2 1.5 Hazumi
Reason to Buy: Stylish choice, good overall quality
Criticism: Engine lacks punch, practicality might deter some buyers
Citing the market’s shift towards electrification, Subaru has confirmed the new WRX will not be given the STI treatment, though hinted the badge could be reserved for a fresh battery-powered performance model down the line…
If you’ve been waiting patiently for Subaru to whip the wraps off the new WRX STI, we’ve got some terrible news for you. The Japanese automaker has unexpectedly announced that there won’t be a new petrol-powered STI based on the latest WRX platform.
When the new WRX (which is scheduled to arrive in South Africa towards the middle of 2022) was revealed in September 2021, thoughts immediately turned to the seemingly inevitable STI version, which rumours suggested would retain its trademark towering rear wing but upgrade its peak power output to somewhere in the region of 300 kW. But now, citing the broader industry’s shift towards electrification, the company has made it explicitly clear such a model is not on the cards.
In a statement released via its North American division, Subaru said it was exploring how its performance cars would need to evolve to meet changing market requirements. It confirmed the STI – which the company bills as the “zenith of Subaru’s performance vehicles, exemplifying Subaru’s unique DNA and rally heritage” – would not be part of the latest WRX family.
“As the automotive marketplace continues to move towards electrification, Subaru is focused on how our future sports and performance cars should evolve to meet the needs of the changing marketplace and the regulations and requirements for greenhouse gasses, zero-emissions vehicles and corporate average fuel economy,” the statement read.
“As part of that effort, Subaru Corporation is exploring opportunities for the next-generation Subaru WRX STI, including electrification. In the meantime, a next-generation internal combustion engine WRX STI will not be produced based upon the new WRX platform,” the company said.
The Subaru Tecnica International (STI) division was established in 1988 as part of the firm’s involvement in rally racing. By 1992, the STI badge had made its way onto a production vehicle (a limited-production Legacy STI offered in Japan) for the first time, with the original WRX STI following in 1994.
The outgoing WRX STI is still on the market in South Africa, priced from R853 000 and powered by a turbocharged 2.5-litre, horizontally opposed four-cylinder petrol engine delivering 221 kW and 407 Nm to all four wheels via a six-speed manual gearbox. Like the Mitsubishi Lancer Evolution X, will this be the last cry of a rally-inspired icon?
