The replacement for the Hyundai H1 van has been announced and it looks futuristic and unusual. Meet the Hyundai Staria panel van!
The Hyundai Staria was unveiled in early 2021 and everyone was stunned by its futuristic looks. The best part is that the Staria is just as good to drive and boasts commendable practicality. Check out the review here.
Now on the commercial side of things, the Staria panel van has been revealed, switching from its people-carrying role to cargo. Despite its futuristic looks, this is the production vehicle and Hyundai South Africa confirmed it will be be joining the Staria range in July 2022.
As far as engines go, the Hyundai Staria Load is available with the tried-and-tested 2.2-litre 4-cylinder turbocharged diesel engine with 130 kW and 430 Nm on tap. This shove goes to the front wheels via an 8-speed automatic gearbox.
The main selling point of this vehicle will be the cargo space. The Hyundai Staria Load is claimed to take 3 Euro-spec palettes, which in comparison to the outgoing H1 is an improvement as it could only muster 2 Euro-spec palettes. If you base your cargo-measuring capacity in litres, the Hyundai Staria Load offers 4 935 litres in comparison to the H1’s 4 426 litres.
Despite it being a commercial vehicle, the Staria Load still comes with a considerable amount of standard features and safety equipment. There are 17-inch wheels, a steering wheel that’s tilt & telescopic adjustable and has controls, park distance control front and rear, auto lights, electronic parking brake and twin swing rear tailgate.
How much does the Hyundai Staria Panel Van cost?
Hyundai Staria R2.2 3-seater panel van 8AT R599 900
The above price includes a 7-year/200 000 km manufacturer warranty, a 6-year/90 000 km service plan a 7-year/150 000 km roadside-assistance plan.
Volkswagen’s collaboration with Ford on the more off-road capable and tech-laden new-gen Amarok will suit VWSA, which has an extensive dealer footprint in South Africa.
Very few car companies spend as much money on platforms as Volkswagen. The German automotive conglomerate’s MQB platform, which now underpins virtually every VW, Audi, Skoda, Seat and Cupra with a transverse powerplant, set a standard for pure internal combustion vehicles that might never be equalled, costing R135bn by its completion in 2012. The same is expected from MEB, VW’s hugely expensive and adaptive electric vehicle specification architecture.
And then there’s Amarok – the VW model that defied odds and defined the concept of a lifestyle double-cab bakkie. And a hugely important product for South Africans, despite being completely unrelated to either MQB or MEB, two of VW’s core platform architectures.
When VW became embroiled in the diesel-emissions testing scandal in 2015 (aka Dieselgate), the Amarok’s future became problematic. Despite its product excellence, VW could not justify extended funding to create a successor to the bakkie, given the drain of legal compliance costs and all the resources it needed to devote to the development of MEB.
The answer was a joint venture with Ford. And with the 2nd-generation Amarok revealed, the question arises: what’s the point of the collaboration? And which of the two products makes most sense.
Bakkie owners will have strong opinions on the Ranger T6.1 platform Amarok. Some might dismiss it as being badge-engineered and pointless. But if you layer the analysis a bit deeper, it appears that VW might have delivered a very clever product solution to its South African division.
What does VWSA want to do with the new Amarok?
VW has gone for oversized wheelarches on the Amarok, which could enable off-road enthusiasts to run larger tyres.
There’s no question that Ford’s T6.1 Ranger will be enormously influential within the South African vehicle market. And not only for Ford.
VW has never been interested in challenging Hilux volumes, as Ford is, with an extended range of bakkies. The expectations within VW’s South African bakkie business are modest compared to Ford, where Ranger is nearly its entire business. VW does not require Ranger’s huge volumes or derivative complexity, with configurations from entry-level single-cabs on steel wheels to extreme off-road-capable Raptors.
The VW bakkie product strategy is narrow. And simple. It wants to sell Ranger-platform Amaroks to wealthy customers in the lifestyle market. That makes it possible for the VW South African product marketing team to be more targeted in its approach. Trying to do less, with a lot more.
Fewer bakkies to sell, but more dealers to support them
VW has a greater number of dealers than Ford in South Africa, giving it potentially better geographic reach. And if you sell lifestyle bakkies, that’s important.
Anyone who has suffered the frustration of trying to order a specialist mechatronic component for a modern vehicle in a rural area, will know the value of superior network and distribution.
This is especially true when journeying on vacation, in your ‘lifestyle’ double-cab. Parts can become a nightmare if you have an unfortunate wildlife or farm animal incident on an isolated rural dirt road.
Unlike Mitsibushi, which also only markets lifestyle double-cab bakkie derivatives at low volumes, VW has significant dealership networking across South Africa. If your new Amarok does require some assistance in the middle of nowhere, VW is resourced to assist.
The one feature Ford did not want to share
It appears that VW was not given an option, on Ranger’s brilliant box step.
Second-generation Amarok has gained a great deal from its joint venture with Ford. But what has not been shared? Despite all the corporate posturing about cooperation, it was always clear that Ford would not share all the best features of its Ranger development with VW.
One of the cleverest Ranger features is its box step. The risk of clambering onto a load box is fraught. And if you own a double-cab bakkie, the load box is a highly functional aspect of its appeal.
With the box step, Ford provides a secure foot placement to reduce the risk of lower limb or back injuries when accessing the load box… or loading and retrieving things you have placed in it. It is one of those unique selling points for the new Ranger. And Ford is not keen to share it.
Scrutinise the Amarok launch images, and you’ll notice it has a wraparound bumper at the rear, without any box step indents. It’s a pity for VW, which will be marketing Amarok as a pure lifestyle double-cab play in the local market.
The box step is an excellent safety and convenience feature for any double-cab owner using their bakkie in the lifestyle role.
A better VW infotainment option?
Will VW’s infotainment Sync or not?
An aspect where Ranger and Amarok are likely to share feature richness is infotainment. VW has struggled with infotainment and UX design. The termination of more than one chief software engineer has illustrated the risk of complex coding and UX at VW.
Ford’s Sync has set the standard for bakkie infotainment. And there’s a reason it is so good. The CEO credited for reviving Ford as a company, Alan Mullaly, recognised the value of proper UX. He worked on the design of Boeing’s 757/767 cockpits and deeply appreciated the value of intuitive user interfacing.
Mullaly’s greatest legacy at Ford is the Blue Oval’s respect for device software and UX design specialists. It’s something that has helped to create and sustain an automotive infotainment system that has proved industry-leading in the bakkie market.
Smartphone and device synchronicity has become a defining customer decision point with all vehicles – even bakkies. And for some buyers, there could be a legacy preference for Ford’s Sync, placing VW in a great position, as the new Amarok is inheriting the proven Ford double-cab infotainment system.
Crawl gearing for Amarok V6 in SA – finally
With V6 power and low-range gearing, Amarok will have much stronger off-road ability.
Load box access and infotainment systems aside, Amarok benefits greatly from Ford’s huge bakkie R&D budget for engines and drivetrains. VW never offered the V6 Amarok with a manual ‘box in South Africa and that meant no low range (in fact, none of the outgoing Amaroks had low range – just short first gears). This changes with the new Amarok V6; it will be equipped with a comprehensive Ranger drivetrain and, therefore, be available with a low-range transfer case.
For those new Amarok customers keen on using their vehicles for off-road exploration, the presence of low range will be a significant capability enhancer. Especially in crawl-speed technical terrain, where double-cabs risk the most damage.
The issue of a ‘rugged’ V6
Amarok’s Ford-sourced V6 diesel, is a proven bakkie and SUV engine. Not a luxury car one.
Beyond the presence of low range in the Amarok V6 configuration, the change from VW Group to Ford engines is another win for VW. Ironically, VW proved the concept of a 2.0-litre turbodiesel engine being ideal for most double-cab users many years before Ford introduced its 2.0-litre Ranger single- and biturbo engines.
VW can benefit from the positive association of a powertrain range that could be considered more “rugged”. The first-generation Amarok V6 used a rerolled Audi 3.0-litre turbodiesel engine, which was a brilliant example of German luxury vehicle engineering, but one that originally came from a passenger-car application – not a bakkie.
With the 2nd-generation Amarok, the 3.0-litre V6 turbodiesel is a pure bakkie engine. It is from the Ford F-Series range and was designed specifically for pick-ups. And that implies all the additional robustness and redundancy features regarding heat and dust. That’s everything one would expect from a diesel engine where the brief was for high-demand work at low speeds, instead of cruising in ideal conditions on the autobahn.
VW’s huge dealer footprint is a plus
VW South Africa will achieve only a fraction of Ford’s monthly Ranger volumes with the new-gen Amarok, but it has more dealers to support that effort. And for customers, that could mean a very targeted and value-enhanced experience.
If you are in the market for a leisure double-cab bakkie, the Ford-powered and designed Amarok could be a great stealth deal – and ownership prospect.
Toyota Land Cruiser 300 Bakkie Custom Announced
We didn’t think a Toyota Land Cruiser 300 bakkie would be possible, yet an Australian company has managed to build a few. We’re obsessed!
Officially, the Toyota Land Cruiser 300 bakkie doesn’t exist as the Japanese carmaker has not given the green light to build a commercial version of the luxurious SUV. That has not stopped Creative Conversions over in Australia from building a variety of commercially-focused Toyota Land Cruiser 300 bakkie units for sale.
What you see here is not a once-off conversion just for show, but rather the start of a production line. Creative Customs has put in many hours and invested heavily in its research and development, as well as its production facility to satisfy demand.
So, what’s on offer here? The LC 300 bakkie is underpinned by the new TNGA-F platform, and Creative Customs has three options available with two sizes of load bay, two tow ratings and three gross combination mass ratings.
Conversion Option 1: Dual Cab Conversion 700 or 800 mm load-bay extension 3800 GVM- 3500 TOW with combined GCM 7300 kg
Conversion Option 2: Dual Cab Conversion 700 or 800 mm load-bay extension 4495 GVM- 3500 TOW with combined GCM 7995 kg
Conversion Option 3: Dual Cab Conversion 700 or 800 mm load-bay extension 4495 GVM- 4200 TOW with combined GCM 8200 kg
Impressively, Creative Conversions is officially registered as second stage manufacturing, which is recognised by Australian transport law, so the above ratings are approved by government. The above numbers are deeply impressive and the LC 300 bakkie is better at towing than its SUV counterpart.
As a reminder, the Toyota Land Cruiser 300 is available with a choice of either a petrol twin-turbo 3.5-litre unit is employed in tandem with a 10-speed automatic transmission to deliver peak outputs of 305 kW and 650 Nm of torque, or a 3.3-litre V6 diesel with maximum outputs of 225 kW and 700 Nm of torque, also paired to a 10-speed automatic.
Hyundai’s N Division has delivered cars such as the i20 N, i30 N, Veloster N (discontinued), Elantra N and more recently, the Kona N to performance fans but the forthcoming Ioniq 5 N will be the brand’s first proper stab at a high-performance electric car.
“In just seven years, Hyundai N has become the fastest evolving performance brand. N is moving forward to set new standards in sustainable high performance. We enthusiastically start this new chapter of electrified high-performance and will pursue this goal by using our creativity, engineering expertise and competitive spirit”, says Till Wartenberg, Vice President of N Brand Management & Motorsport Sub-Division at Hyundai Motor Company.
These “rolling concepts” exist to verify technology that may be intoridced in future production models.
But that’s not all, Hyundai N has now also revealed 2 concepts that provide a glimpse of Hyundai’s electrification vision. These 2 concepts, the RN22e and the N Vision 74, are what Hyundai calls “rolling lab concepts” which both test and verify the technologies which can then be applied in future production models.
“RN22e and N Vision 74 play an important role in the strategic development of our entire product lineup, especially our electrified, high-performance vehicles. Rolling labs represent the continuous development of our most advanced technologies. This unique approach makes us ready for the challenges of the future by empowering us to push ourselves to the limit,” Thomas Schemera, Executive Vice President and Head of Customer Experience Division at Hyundai Motor Company.
The RN22e is the test bed for high performance electric mobility from Hyundai.
The RN22e combines the body design of Hyundai’s recently-revealed Ioniq 6 while optimising the firm’s E-GMP electric platform and hints at a future high-performance N model. This concept focuses on developing and advancing 3 performance pillars including cornering, racetrack capability and dynamic movement.
The RN22e concept measures 4 915 mm long, 2 023 mm wide and 1 479 mm tall with a 2 950 mm wheelbase. The concept is said to offer a combined power output of 430 kW and 740 Nm with front and rear electric motors. Equipped with a 77.4 kWh battery with 400 V / 800 V fast multi-charging capability, the RN22e can charge from 10% to 80% in just 18 minutes, according to Hyundai.
The N Vision 74 boasts retro styling and a hydrogen fuel cell hybrid powertrain with 500 kW and 900 Nm.
As for the N Vision 74 concept, it draws inspiration from the Hyundai N 2025 Gran Turismo and the 1974 Hyundai Pony Coupe, boasting retro styling and a hydrogen fuel cell hybrid powertrain.
The N Vision 74 concept measures 4 952 mm long, 1 995 mm wide and 1 331 mm tall with a 2 905 mm wheelbase. The powertrain combines both battery-electric power with hydrogen fuel cell technology, which improves cooling performance (with a 3-channel cooling system) while drawing on 2 power sources in different driving situations. Hyundai says that the system delivers better torque-vectoring and cornering ability with twin motors over the rear axle.
Total outputs for the N Vision 74 Concept comes in at 500 kW and 900 Nm (rear wheels). A 62.4 kWh battery offers 800V fast charging capability. The hydrogen fuel cell system comprises a 4.2 kg tank capacity with a maximum 95 kW fuel cell stack.
Considering these 2 new concepts as well as the forthcoming Ioniq 5 N, we can certainly expect exciting electric N cars from Hyundai in the future.
Which one of these latest concepts from Hyundai do you like the most?
Top-spec GLX versions of Suzuki’s Ertiga are no more, while the base GA and mid-tier GL variants gain some extra standard kit. Here’s a look at pricing…
Suzuki Auto South Africa has rejigged its 7-seater Ertiga range, scrapping the flagship GLX trim level but improving the standard specification of the remaining derivatives.
The decision to discontinue the two GLX variants – which arrived in September 2019 – means the local Ertiga range now comprises three derivatives, all still powered by a 77 kW/138 Nm naturally aspirated 1.5 litre, 4-cylinder petrol engine.
Ertiga pricing now runs from R254 900 to R312 900 (see below), up from the wider five-strong range’s bookends of R241 900 and R314 400. For the record, Toyota’s closely related Rumion line-up (which still comprises five variants) is currently priced from R260 600 to R336 500.
So, what about the remaining grades? Well, the entry-level GA is again available exclusively in 5-speed manual guise, but wins an electronic stability programme (ESP) and rear parking sensors.
As before, all models in the Ertiga range furthermore ship with the following safety kit: two airbags, ABS with EBD and IsoFix child-seat anchors. As a reminder, the GA also features electric windows, air conditioning (with ventilated cup holders up front), central locking and LED taillamps.
The GL trim level, meanwhile, is offered in both 5-speed manual and 4-speed automatic form, while gaining “many of the styling features and interior luxuries” of the now-defunct GLX. So, GL models upgrade to 15-inch alloy wheels and chrome detailing on the grille, and retain their body-coloured side-mirror caps and exterior door handles.
Inside, the GL specification level ditches the standard radio and scores a 7-inch touchscreen infotainment system, along with a reversing camera, a multi-functional steering wheel (with Bluetooth controls) and cruise control. In addition, Suzuki has added hill-hold control for the self-shifting version of the Ertiga GL model.
Ertiga GL derivatives gain the 7-inch touchscreen previously reserved for the GLX variants.
Other standard features on the GL include a centre armrest and storage box between the front seats, additional air-conditioning vents for rear passengers, a 50:50 split rear bench, an auto function for the driver’s window and a second 12V charging socket (in addition to the front-sited one) at the rear.
“Since launching the Ertiga in 2019, we have heard from Suzuki families and fleet customers that they value the same features: safety, comfort and entertainment,” said Brendon Carpenter, brand marketing manager of Suzuki Auto SA.
“We have also realised that the current economic climate places a lot of pressure on the types of families and businesses that would buy an Ertiga. And so, we decided to simplify the range and upgrade the specifications of the remaining models,” he explained.
How much does the Suzuki Ertiga cost in South Africa?
Suzuki Ertiga 1.5 GA – R254 900
Suzuki Ertiga 1.5 GL – R295 900
Suzuki Ertiga 1.5 GL AT – R312 900
The Ertiga ships standard with Suzuki’s promotional 5-year/200 000 km mechanical warranty and a 4-year/60 000 km service plan.
Toyota Crown Crossover for SA in 2023
The long-running Toyota Crown nameplate is going global and the new Crown range has been confirmed for arrival in South Africa in the first quarter of 2023.
The 67-year-old Crown nameplate is going global with Toyota announcing that the new luxury Crown series, which includes 4 body styles, will be offered in up to 40 countries and regions. Historically, the Toyota Crown has typically only been available in its home market of Japan and some Asian countries.
Toyota has developed a “Crown for a new era” and as such buyers will have the choice of a new “Crossover Type” which combines the styling of a sedan and SUV as well as a “Sedan Type” for chauffeuring, “Sports Type” (for sporty performance) and an “Estate Type” (larger SUV).
Luxury and comfort is on the way to South Africa with the new Toyota Crown Crossover confirmed for early in 2023.
The Crown cabin design incorporates a wrap-around design with modern and luxurious material trim while passengers will be cosseted in comfort.
The new Toyota Crown series, built on Toyota’s TNGA platform, is expected to offer high levels of refinement and notable ride comfort.
The new Crown will be powered by 2 hybrid powertrains.
The first is a turbocharged hybrid system that incorporates a 2.4-litre turbopetrol engine that combines with an e-Axle electric powertrain with a newly-developed bipolar nickel-hydrogen battery.
The second is a 2.5-litre Series Parallel Hybrid System as Toyota calls it and it too will feature a bi-polar nickel hydrogen battery. This powertrain is said to achieve class-leading fuel economy while also offering high levels of refinement. This powertrain will feature in the Crown Crossover, which is earmarked for South Africa.
Toyota has yet to reveal outputs but more details can be expected to be divulged in coming weeks and months.
As you can expect, the new Toyota Crown series will be equipped with the latest Toyota Safety Sense driver assistance systems.
As for availability in South Africa, Toyota South Africa has confirmed that the Crown Crossover will be offered locally as of Q1 2023 as part of Toyota South Africa Motors’ (TSAM) continued New Energy Vehicle (NEV) product rollout. We will keep you updated as soon as more details become available.
It’s been a little more than 18 months since the latest-generation Hyundai Creta was launched in South Africa, but the model’s already sporting a new look… That’s a particularly short passage of time between a market introduction and a facelift, even by the fast-paced Korean brand’s standards. We attended the local launch event of the facelifted Creta to get some answers.
What’s new with the Creta?
The facelifted Creta sports a new front grille similar to that of the Tucson.
Usually, a model will receive a major update or facelift about 3 or 4 years after its initial market launch. After that, the model will remain on sale for another 2 years before ultimately being replaced by an all-new product. That’s usually how the automotive product lifecycle works around the globe, give or take a year or two.
The Creta’s facelift is peculiar insofar as the model was only launched in August 2020, before landing in the Republic in November 2020. Less than 2 years in and already a facelift? It’s not like there was a major fault with the product and its recent sales figures could be considered quite reasonable… considering the current economic climate and the spectre of stock shortages.
The answer is relatively simple. Hyundai SA has decided to change its supplier of Creta units from the brand’s factory in India to Indonesia, where a massive new plant has just come online. The Indian plant was under pressure to meet export needs and a switch to the Indonesian plant would free up some much-needed stock for Hyundai SA and provide the importer with a Creta that incorporates the brand’s latest design language – at the front, anyway.
As you can see, the new-look Creta’s cascading grille matches that of the new Tucson and creates a stronger link with other products in the Hyundai family. The rear receives less noticeable treatment, with the Creta badge moving from the side to the middle of the tailgate. The rear high-level light bar that used to be located just above the Hyundai badge is also omitted from the updated model.
The major mechanical change is that the 1.4-litre turbopetrol and 1.5-litre turbodiesel engines are no longer available. That means just the 1.5-litre naturally aspirated petrol engine remains. Hyundai SA has also added a Premium-spec IVT (automatic) model to the range, which was previously only available in Executive trim.
No more two-tone dash colouring options are available.
A few minor changes have occurred due to the change of factory. This happens as different factories may offer different options or certain specifications are just not available at that manufacturing facility.
On the Premium trim level, the new Creta does without forward-facing daytime running lights, but has gained LED tail-lights. What’s more, it comes with 17-inch alloy wheels, as opposed to the 16-inch items on the outgoing model. Strangely, the first shipment of Cretas from Indonesia cannot be fitted with a towbar, but Hyundai SA has said that this will be rectified later this year and that the customer take-up of the towbar option on the model has been negligible anyway.
The Executive derivative remains unchanged in terms of spec, except for the interior surfacing, which is now all-black, where it was two-tone (black and white) previously.
By dropping the more expensive derivatives from the lineup (the turbopetrol and -diesel), Hyundai is focusing its efforts on the area of the segment where most of the sales occur. With the explosion of the R250k-R400k small SUV segment in the last 18 months, Hyundai wants to offer buyers as many options as it can below the R500k mark…
Every Creta is sold with a 7-year/200 000 km warranty and a 4-year/60 000 km service plan.
Hyundai Creta 1.5 Premium Manual
R409 900
Hyundai Creta 1.5 Premium IVT
R429 900
Hyundai Creta 1.5 Executive IVT
R469 900
Summary
The Creta still offers decent value at the upper end of the small-SUV segment.
The Indonesia-sourced Creta appears to be of a similar quality (inside and out) to the current Indian-made model. It also allows Hyundai to bring in more stock, which it believes it can sell quite easily, given the pent-up demand for its Creta.
Its price has crept up ever so slightly (and a new rival has arrived in the shape of the Toyota Corolla Cross), but the Creta’s still very competitive in its segment and offers all the features that buyers expect in terms of safety and in-car tech.
Isuzu MU-X Gets Arctic Trucks Treatment
This Isuzu MU-X AT35 by Arctic Trucks is ready to conquer the world with the whole family on-board.
We have seen Arctic Trucks create some mean machines in the past and while we look forward to the the potential introduction of the new Isuzu D-Max AT35 bakkie on local soil at some point in the future, the offroad tuners Russian division has done some work on the Isuzu MU-X 7-seater SUV and it looks promising.
The MU-X AT35 gains chunky 35-inch rubber on 17-inch rims housed in flared front and rear wheel arch extensions as well as skid plates, mud gaurds, a snorkel and a recovery winch! A ground clearance of 278 mm is made possible with a heavy-duty suspension.
There are no upgrades to the powertrain, however, and Isuzu’s familiar 3.0-litre turbodiesel engine does duty under the bonnet with 140 kW and 450 Nm of torque on offer and it comes paired with a 6-speed automatic.
A catalogue of M Performance parts usually follows any important reveal from BMW’s M division. Here’s how you can make your BMW M3 Touring one of a kind!
The BMW M3 Touring is a very big deal. It’s the first performance station wagon with an M3 badge and there’ll be no doubt customers will want to make it even more special. Welcome to M Performance parts, which enhances the standard offering rather tastefully.
The best part is these goodies are OEM original parts and don’t affect any motorplans. Right, so what’s on offer for the new BMW M3 Touring? Do you like carbon fibre? Good, because you can get generous amounts of the stuff splashed on the front intake, the grille, the mirrors, rear winglet, fuel filler cap and even get small aerodynamic flicks located on the front bumper.
Inside, there’s a lot of potential with carbon fibre door sills, carbon fibre trim, an M Performance Pro steering wheel wrapped in Alcantara and with inserts made from… you guessed it… carbon fibre. There are also M Performance backrest covers for the seats in Alcantara.
The gearshift paddles can be upgraded to larger carbon fibre units and there’s a tasteful Alcantara armrest and kneepad, along with floor mats and there are even M Performance LED door projector logos.
Just like with the exterior, the interior will have a bunch of upgraded carbon fiber add-ons. For instance, there will be carbon fiber door sills, open-pore carbon fiber trim, an M Performance Pro steering wheel with an Alcantara rim and carbon inserts, and seat backrest covers in Alcantara and carbon fiber.
So that’s the visual aspect covered, but M Performance has even more goodness on offer. There’s a louder M Performance exhaust that comes with the semi-stacked centre design as well as a new rear bumper. This new exhaust plumbing is made from titanium and is 7 kg lighter than the standard unit.
There’s no doubting the handling setup of the standard car, but you can enhance its cornering capabilities with an M Performance parts coiler kit, which is mechanically adjustable with height and damper settings being adjustable. There’s a height range of 5-20mm which is said to reduce body roll.
Finally, there are some stylish new alloy wheel designs on offer, and you can get that stanced look with 21-inch units at the rear, and 20-inch units on the front. They’re available in Frozen Gold (pictured here) or Jet Black Matte.
As it stands, the BMW M3 Touring is not confirmed for a South African market introduction, but we have our fingers crossed that a few make their way to SA.
How much would you pay for an all-electric Mercedes-Benz around the size of a GLC? Well, we finally have SA pricing for the long-awaited EQC 400 4Matic…
It’s been a lengthy wait for the Mercedes-Benz EQC, hasn’t it? Revealed as long ago as September 2018 (based on a concept first shown in 2016), the fully electric crossover is finally poised to hit the market in South Africa. Wondering how much it will cost?
Well, wonder no more. Debuting four years ago as the first fully electric model from the German firm’s since-expanded EQ sub-brand, the EQC 400 4Matic will be priced from R1 575 000 (not including the price of the 5-year/100 000 km maintenance plan) in South Africa. It is set to officially join the Mercedes-Benz SA range – along with the likewise battery-powered EQA, EQB and flagship EQS – in August 2022.
There is currently only one (dual-motor) powertrain option available for the EQC.
Fitted with dual asynchronous electric motors (one on each axle) drawing their urge from an 80 kWh lithium-ion battery pack, the all-wheel-drive EQC 400 offers peak outputs of 300 kW and 760 Nm. As a result, it’s able to sprint from zero to 100 kph in a claimed 5.1 seconds, before topping out at a governed 180 kph.
The Stuttgart-based premium automaker claims the 5-seater EQC 400 4Matic is capable of travelling between 445 km and 471 km (note these figures are based on the NEDC system) on a single charge.
What kit do you get for the price of the EQC 400 4Matic?
This is what the EQC 400 4Matic looks like with the AMG Line exterior package fitted.
Unlike the EQA and EQB, specifying the AMG Line exterior package (which here adds items such as sportier body styling and 19-inch AMG twin-spoke alloy wheels) for the EQC won’t inflate the base price. So, buyers will have the choice of either the standard look or the AMG-inspired version, with no impact on pricing.
Should those 19-inch wheels seem a little small for your liking, Mercedes-Benz SA will offer a range of optional alloys measuring up to 21 inches in diameter (R35 000 for the most expensive version). Other exterior extras will include a sunroof (R19 000), trailer coupling (R17 000) and aluminium-look running boards (R10 000).
Inside, buyers will again be able to choose between the standard and AMG Line arrangements, while there will also be the likewise no-cost option of the so-called “Electric Art” interior. While the MBUX multimedia system will be included as standard, adding augmented reality for the navigation system will cost you R8 000 and specifying the interior assistant (essentially gesture control) a further R6 200. A head-up display, meanwhile, will be available for R18 200.
How much will the Mercedes-Benz EQC 400 4Matic cost in South Africa?
Mercedes-Benz EQC 400 4Matic – R1 575 000*
*not including the price of the 5-year/100 000 km maintenance plan
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