Ahead of its production debut in the middle of June 2024, some details about the all-new BMW X3 have been released.
The all-new BMW X3 is almost ready to be revealed. Now in its 4th generation, the X3 has proven to be one of BMW’s successful models thanks to the market ditching sedans for higher-riding SUVs. The predecessor is said to be BMW’s most successful X3 ever and the brand’s best-selling product in 2023, with around 350 000 units sold
The all-new BMW X3 is of importance and relevance to South Africa as not only is the vehicle sold here, but its also manufactured at the BMW Group facility Rosslyn, near Pretoria. As part of a R4.2 billion investment over the next five years, BMW SA will be building the X3 range for both local consumption and export.
The camouflage is thorough, but we can see some details
So, what can we expect? What you see here are some camouflaged prototypes on the roads of the BMW Group test facility, located at Miramas, in Southern France. BMW has confirmed the new-gen X3 will feature both ‘highly-efficient combustion engines and an advanced plug-in hybrid.’
BMW says every X3 derivative will have superior handling
There’s been a focus on the new X3’s drive, which BMW claims will ‘demonstrate superior handling.’ There’s new tech in the automated parking and driving aspects too. The X3’s development program appears to have been extensive and thorough with plenty mileage tallied up in varying conditions like snow and ice conditions, hot weather testing, offroading scenarios as well as improving its day-to-day usability in traffic, highways and race tracks.
A preview of the new X3 cabin
The new BMW X3 is constructed with lightweight materials and there’s a focus on enhanced aerodynamics. BMW claims a drag coefficient of 0.27 which it says sets new standards in its segment.
In comparison to the outgoing model, the new X3 features a wider track and reduced lift at the rear. The rigidity of the body has been increased and there are tweaks to the axles for additional stability. There’s an upgrade to the steering setup with more directness added and the anti-roll bars have been enhanced to improve cornering but not at the expense of comfort.
When will the all-new BMW X3 be sold in South Africa?
The global reveal of the new-generation BMW X3 will be taking place in the middle of June 2024 and we reckon local sales will commence before the end of the year.
The JAC T9 double-cab bakkiehasarrived in South Africa, ready to do battle with top-spec versions of the likewise Chinese-built GWM P-Series…
JAC Motors South Africa has confirmed the local arrival of its new T9 flagship double-cab bakkie line-up. Revealed at the 2020 Beijing Auto Show, the T9 was originally scheduled to hit local roads in early 2022.
The T9 range comprises both 4×2 and 4×4 configurations, in either Lux or Super Lux trim and slots in above the current T6 and T8 portfolios.
The new T9 is powered by a 4-cylinder, 2.0-litre turbodiesel engine that generates 125 kW and 410 Nm of torque, and is exclusively paired with an 8-speed automatic transmission sourced from ZF (with driving modes such as Sport, Normal, Eco and Snow).
The 4×4 derivatives feature a BorgWarner part-time 4-wheel-drive system with a low-range transfer case and a rear differential lock. Ground clearance is listed as 210 mm. In terms of efficiency, JAC claims a combined fuel economy figure of 7.8 L/100km for both 4×2 and 4×4 derivatives.
The Chinese bakkie measures 5 330 mm long, 1 965 mm wide and 1 920 mm tall, with 3 110 mm separating its axles (that makes it 80 mm shorter overall than the double-cab GWM P-Series, with a wheelbase that is 120 mm shorter). The T9 offers a maximum braked towing capacity of 3 500 kg and a payload of 1 000 kg.
The T9 range is fitted with a broad array of safety features, including 6 airbags, autonomous emergency braking (AEB), forward collision warning, rear cross-traffic alert, blind-spot monitoring, lane-keeping assist, adaptive cruise control, tyre-pressure monitoring, a surround-view parking camera and ISOfix child-seat anchors.
Standard equipment includes a 10.4-inch touchscreen system (with Apple CarPlay and Android Auto functionality), a 7-inch driver information screen, wireless smartphone charging, heated power-adjustable front seats, leather trim, a 220V power outlet and full climate control, complete with dedicated vents for the rear-sited passengers.
“We are excited to introduce the T9 into our T-Series double-cab range, targeting customers in search of luxurious comfort and the driving experience of a passenger car, perfectly suited to their active lifestyles and dual-purpose needs,” says Karl-Heinz Göbel, Chief Executive Officer of JAC Motors South Africa.
The JAC T9 is sold with a 5-year/100 000 km manufacturer’s warranty, a 5-year/100 000 km service plan and 24-hour roadside assistance programme. Service intervals are set at 10 000 km.
Full-fat Toyota GR Hilux ruled out (but hot SUVs likely)
The head of Gazoo Racing has ruled out the possibility of a full-fat Toyota GR Hilux to battle the Ford Ranger Raptor, though suggests hot SUVs are on the cards…
Waiting patiently for a full-fat Toyota GR Hilux to take the fight to the Ford Ranger Raptor? Well, the head of the Japanese firm’s Gazoo Racing division has unequivocally ruled out a high-performance version of the popular bakkie, though suggests hot GR-badged SUVs are on the horizon.
Tomoya Takahashi, President of Toyota’s Gazoo Racing Company, told Australian media that a full-bore GR version of the venerable Hilux was not going to happen.
Only the GR Sport badge for the Hilux, it seems.
“A GR special car? No – only GR Sport,” Takahashi said when quizzed about a hotter Hilux, according to WhichCar. The Australian publication asked again if there was room for a Ranger Raptor rival and reported that the executive simply shook his head and said “no”.
As a reminder, the widebody Hilux GR Sport III that has just launched in South Africa employs the previous iteration’s 2.8-litre, 4-cylinder turbodiesel engine, which here generates 165 kW and 550 Nm. That’s not nearly in the realm of the Ranger Raptor, which offers 292 kW and 583 Nm from its turbocharged 3.0-litre V6 petrol mill.
Rumours of a GR Hilux date back several years.
A full-fat GR Hilux pitched against the Raptor has long been rumoured, with previous reports suggesting such a derivative would form part of the upcoming next-generation version of the bakkie (perhaps borrowing the 3.3-litre V6 turbodiesel motor from the Land Cruiser 300). However, Takahashi’s comments suggest such a model won’t become a reality.
That said, Takahashi did hint that the GR range would be expanded past the likes of the GR86, GR Yaris, GR Corolla and GR Supra, suggesting that the SUV body shape was next in line for a high-performance overhaul.
Might we see a high-performance GR Corolla Cross one day?
“In the future, from my point of view, we need a GR SUV. Some people can only use SUVs because they have a family or need space. To expand our brand, maybe an SUV is needed,” he said, according to CarExpert.
While Toyota already offers GR Sport versions of the Corolla Cross and Land Cruiser 300 (as well as the Yaris Cross and C-HR in other markets), it has yet to develop a GR flagship in SUV guise. Judging by Takahashi’s stance on the matter, however, such a model is surely on the horizon…
With its futuristic styling, cool interior and impressive claimed range, the “baby” in the Mercedes-Benz EQE electric executive sedan line-up promises a lot. Does the EQE350+ AMG Line deliver, however?
We like: Striking looks inside and out, comfortable ride quality
We don’t like: Build quality disappointing at times, not as efficient as claimed
The EQE sedan is based on an all-electric platform and looks distinctively swoopy and “slippery through the air”.
Where does the Mercedes-Benz EQE fit in?
Mercedes-Benz is one of the oldest car companies and has achieved so many “firsts” in the automotive world that it’s impossible to mention them all; being “at the cutting edge” has always been in the brand’s DNA. So, it’s no wonder ‘Benz has approached the EV genre with vigour. In a relatively short space of time, the Three-pointed Star has developed the EQ sub-brand that exists in parallel with its ongoing ICE model line-up. EQ designers and engineers have a bit more freedom to push the boundaries, however.
Simply put, the Mercedes-Benz EQE slots into the electric ‘Benz world next to the new E-Class sedan (due in Mzansi soon). Think of it as the car the E-Class would be if ‘Benz was only allowed to make EVs.
Seeing as the Mercedes-Benz EQE doesn’t have a user-friendly bonnet, you replenish the washer fluid through this slot.
Of course, we have previously reviewed the performance-oriented Mercedes-AMG EQE43 4Matic sedan variant (view the video review), and that dual-motor variant costs about R250k more than the EQE350+ AMG Line. So, if performance is not your main concern, but you want a distinctive executive sedan with a Three-Pointed star on its nose, this variant might be on your radar – and mainly for a pair of reasons…
First of all, the stylish “4-door coupe” CLS model has been discontinued, so in a way, the Mercedes-Benz EQE fills that void above the upcoming new E-Class. Secondly, the EQE350+ AMG Line’s claimed range is said to be between 532 to 621 km, which is not only impressive in and of itself, but even more so when you consider that it exceeds the stated range of the (very similarly priced) BMW i5 eDrive40.
The EQE is notably longer than the new E-Class – that extended wheelbase facilitates a roomy interior.
How the Mercedes-Benz EQE fares in terms of…
Design and Features
With its extra-long wheelbase (measuring 3 120 mm) and sweeping roofline that seems to flow almost seamlessly into the overhangs of the car, the Mercedes-Benz EQE looks decidedly slippery (its shape was hewn in a wind tunnel, after all). The door handles retract when the sedan pulls away and those lovely, multi-spoke 21-inch wheels (standard on the AMG Line grade), fill the wheel arches nicely.
Although the EQE is almost exactly as long as the new E-Class, its longer wheelbase (3 120 mm vs 2 961 mm) and wider footprint give it a “squatter” appearance, even though it is a comparatively taller car. A drawback of its “long belly” is that the EQE’s underbody can scrape on sharply curved speedbumps etc.
That gently sloping roofline culminates in a sleek tailgate design, but the EQE’s load capacity suffers as a result.
The Mercedes-Benz EQE is a car that turns many heads (based on our experience) and the “wow factor” continues inside. When you open the doors (with their frameless windows), you’re greeted by a typically modern Mercedes-Benz interior which, at first glance, boasts a lot of showroom appeal. It may lack the Mercedes-AMG’s EQE43’s “hyperscreen”, but you still get an interior that exudes high tech and style.
An expansive infotainment screen with crisp graphics dominates the centre of the fascia, with another digital display positioned in front of the driver. The base for those screens is a continuously curved panel with a pleasingly textured finish; our test unit’s spec sheet described it as “Anthracite linestructure lime wood trim” (sic). The cabin looks even better at night, courtesy of a host of ambient lighting options.
The front of the EQE’s cabin is awash with upmarket finishes and loads of tech, but its quality needs to be improved.
Of course, the absence of a traditional transmission tunnel means there’s plenty of oddment space available at the front of the Mercedes-Benz EQE’s cabin – the centre console extends into a piano black-trimmed bridge that incorporates drinks holders, a wireless charging pad (also two USB-C ports), as well as a lift-up armrest. Underneath the bridge is a large storage area that is accessible from both sides.
The seats are superbly comfortable and offer a wide range of electric adjustment at the front (replete with memory function). That, allied with an adjustable steering column, makes it possible for even very tall drivers to find a comfortable driving position. While the comfort levels are admirable at the front, aft occupants may feel hemmed in as a result of the low roofline. But that impression is misleading – there is good rear legroom (the car performed admirably in the “1.8-metre-tall driver sits behind himself test”).
The EQE offers rear occupants more than enough legroom, but the back of the cabin does feel a tad hemmed in.
The downside of the roomy cabin (even if rear occupants may feel a little claustrophobic) is a mediocre claimed boot capacity (490 litres), which is significantly less than that of the i5 and incoming E-Class.
Overall, it’s a car that has so many layers of tech and features, that it may take EQE owners a good while to enjoy all of them, but in that journey of discovery, the car’s single, fairly significant, flaw also becomes apparent. Much of the cabin’s visual and tactile appeal seems superficial because too many trim pieces simply don’t feel of a quality befitting a higher-end Mercedes-Benz model. Granted, the perception of the quality of a static piece of trim is subjective, but the fact that it creaks, buzzes or rattles is not.
While its 2.4-tonne kerb weight dulls the EQE’s performance, the ‘Benz can still deliver strong acceleration when required.
Performance and Efficiency
The EQE350+ AMG Line is powered by a permanently excited (yes, really) synchronous motor at the rear, which draws power from a 10-module 90 kWh (usable) lithium-ion battery pack. Its peak torque output figure (565 Nm) comfortably beats that of the i5, but seeing as it tips the scales at around 2 400 kg, the ‘Benz is noticeably heavier than the BMW. As a result, its performance is somewhat less impressive.
But not by much, at least not according to our test equipment. Mercedes-Benz claims a 0-100 kph time of 6.4 sec for the EQE350+ AMG Line, but our test unit overachieved by clocking a 6.19-sec sprint time, which was not far off the 6.0-sec time claimed for the i5 eDrive40 M Sport. And, away from the drag strip, the EQE certainly never felt flat-footed, it delivered strong surges of acceleration when required.
You can fine-tune how much brake energy the EQE recuperates to eke out a bit more range.
But this is not a Mercedes-AMG model; we anticipate that the EQE350+’s efficiency and range will be as important to would-be buyers as its performance. In this respect, the news is not quite as good. Though the ‘Benz’s claimed range is impressive (532 to 621 km), we couldn’t achieve that (mind you, ICE cars also struggle to achieve their claimed efficiency). In the real world, expect a range of around 420 km.
Ride and Handling
Despite its large wheels and AMG Line specification, the EQE350+ does NOT have a sporty suspension setup. It delivers a wonderfully supple and quiet ride, much as you would expect of a conventional ‘Benz model. Perhaps the hefty kerb weight plays a role; the sedan seemed to just iron out road imperfections.
The EQE350+ AMG Line is fitted with large alloy wheels with low-profile tyres, but it has a pliant ride quality.
If you test the ‘Benz’s ability to corner quickly (to a level that admittedly few EQE drivers are ever likely to do), you’ll discover that the EQE350+ AMG Line disguises its relative heft surprisingly well, aided by a low centre of gravity and plenty of grip. You can add some weighting to the steering by selecting a sportier drive mode, and the stability control system can be partially deactivated – if you really must.
But this is not a car that engages and rewards its driver during a typical mountain-pass type of driving experience. Swift, supple and quiet, the EQE350+ AMG Line is more of a fast GT than a corner-carver.
Mercedes-Benz EQE price and After-sales support
The Mercedes-Benz EQE350+ AMG Line sells for R1 862 850 (May 2024, before options). That price includes a 2-year/unlimited km vehicle warranty and an 8-year/160 000 km battery warranty. A 5-year/100 000 km maintenance plan is also included.
The EQE350+ may appeal to a niche market, but it’s a more compelling offering than the faster, but pricier EQE43 4Matic.
Verdict
In AMG Line specification, the Mercedes-Benz EQE350+ costs almost as much as its only rival, the as-of-yet untested BMW i5 eDrive40 M Sport. We believe that it is a more compelling offering than its pricier Mercedes-AMG EQE43 4Matic stablemate and, in the absence of more powerful new E-Class derivatives (only E200 and E220d variants will be offered at launch), the EQE350+ AMG Line does cater for the few buyers who want a Mercedes-Benz sedan with neck-swivelling looks and oodles of advanced tech.
Is that a big enough niche to justify the EQE350+ AMG Line’s existence? Only time (and experience with its new BMW rival) will tell.
A new report claims the 2nd-generation Hyundai Santa Cruz unibody bakkie will be produced in right-hand-drive form too, potentially opening the door to a local launch…
The Hyundai Santa Cruz – a unibody bakkie based on the Tucson SUV – is currently built only in left-hand-drive guise. However, a fresh report out of Australia claims there will be a 2nd-generation version – which could apparently hit the road as early as 2026 – and it will be produced in right-hand-drive form, too.
According to CarsGuide, Hyundai even previewed the next-gen unibody bakkie – which, of course, could end up using a different name in markets outside of North America – at a recent dealer event Down Under. The publication claims the new model could launch in Australia “around 2026”, once the 2nd-gen Santa Cruz has been revealed.
Of course, if the 2nd-gen Santa Cruz were indeed to be developed in both left- and right-hand-drive guise – as well as potentially produced outside of North America, in addition to the current facility in Alabama in the United States – an introduction to South Africa would certainly not be outside the realm of possibility.
As a reminder, the original Santa Cruz double-cab bakkie traces its roots back to a concept first displayed in 2015. After a lengthy gestation period, the production version was finally revealed in 2021, before an updated model (pictured here) broke cover in March 2024.
In North America, the current Santa Cruz is available with a choice of petrol engines. The first is a naturally aspirated 2.5-litre, 4-cylinder motor that drives all 4 wheels via an 8-speed torque-converter automatic transmission. Hyundai also offers a turbocharged 2.5-litre mill linked to an 8-speed (wet) dual-clutch automatic transmission, with this model likewise featuring all-wheel drive.
While Kia – in which the Hyundai Motor Group holds a controlling stake – is putting the finishing touches on its Tasman ladder-frame bakkie range, the Hyundai brand has yet to confirm that it will indeed offer its own version. So, for now, the Korean firm looks set to focus on its unibody model, while also potentially pushing into the electric bakkie space.
As an aside, a March 2024 report out of South America suggested that Hyundai was developing a new small bakkie based on the Creta, and thus set to be positioned below the Santa Cruz mentioned here. According to Brazilian media, this rumoured model could be released in initial markets “in 2026 or 2027”.
Used Land Rover Discovery 4 (2009-2017) Buyer’s Guide
The Land Rover Discovery 4 is legendary for its off-road capability, on-road comfort, luxurious interior and distinctive styling. But is the quintessential 2010s Premium SUV a good proposition as a used buy? Ciro De Siena lists the model’s pros and cons.
The Discovery 4 – the model that promoted the Solihull-based brand’s large off-roader to the Premium SUV segment of the new-vehicle market in late 2009 – has an unfortunate reputation for poor reliability.
Does that mean that you should steer clear of the Discovery 4 as a used buy? No, many of the model’s strengths remain just as compelling today as when the model was new; if you’re realistic about what it will cost to maintain one of these vehicles and know what to look out for, why not give it a closer look?
In this How To Guide, our video guy Ciro De Siena, who has just bought a Discovery 4, takes us through some of the common problems with the car, and how to spot them on your test drive and inspection.
Ciro also shares replacement parts pricing and the cost to perform the important cambelt service on the Land Rover Discovery 4. Air suspension and handbrake issues, a cracked intake manifold, a solution for the exhaust-gas recirculation problem and mass air flow sensor issues – all are discussed in the video.
He also explains why the rare XS derivative (the version that he bought) might be the pick of the bunch…
The 2nd-gen BMW X2 coupe-style premium small crossover recently arrived in SA. Ciro De Siena gives us a walkaround tour of the Bavarian newcomer, while David Taylor shares his experience of driving both turbopetrol-powered X2 derivatives.
What’s new with the BMW X2?
What you see here is the 2nd-gen BMW X2, which its maker has codenamed the U10. Compared with its predecessor, the newcomer is longer (by 194 mm), wider (by 21 mm) and stands 64 mm taller.
The longer wheelbase (by 22 mm) is arguably the most important generational development, because it facilitates better cabin packaging. BMW says the new X2’s load-bay capacity has increased by 90 litres.
BMW has not shied away from introducing new design cues recently and the U10 X2 is no exception; we’d go so far as to say that it doesn’t even resemble a BMW from certain angles! Although the new X2 shares the UKL2 platform with its stablemate, the X1 premium small crossover, the models are poles apart, visually and physically. For an added extravert touch, you can even specify an illuminated grille!
The cabin, in turn, features a curved (combined infotainment touchscreen and digital instrument cluster) display on the dash, which is powered by the latest Android-based BMW Operating 9 operating system.
We have mixed feelings about its interface: it looks fantastic, but displays an overload of information that requires familiarisation. Also new in this model are shapely sports seats and, like in virtually every new BMW, the cabin looks and feels solid – it features premium materials and emits no rattles or squeaks.
South African line-up of the BMW X2
While the X1 and X2 share a 1.5-litre 3-cylinder turbopetrol engine, which powers the sDrive18i M Sport, the former is also available in turbodiesel guise, whereas the latter isn’t. Instead, the X2 line-up features a performance-oriented M35i derivative, which utilises a 2.0-litre 4-cylinder turbopetrol engine that puts out 233 kW and 400 Nm of torque. Anoraks will recognise that it’s an updated version of the B48 motor.
This turbopetrol-only line-up suggests the X2 is a more style-driven “boutique” offering than the rather conventional X1 compact family car; it’s aimed at trendy urbanites, who’ll admire the model’s sportiness.
The range-topping X2 M35i sends power to all 4 wheels via a 7-speed dual-clutch auto transmission and is claimed to dash from 0-100 kph in just 5.4 seconds. As a reminder, the sDrive18i is front-wheel-driven and its 1.5-litre turbo motor (mated with a 7-speed torque-converter auto ‘box) makes 115 kW/230 Nm.
This is undoubtedly the most attention-grabbing model in the BMW Group’s small crossover range (for the moment, anyway). Whereas M Sport trim is standard on the U10 X2 derivatives, the X1 offers variants with xLine and M Sport trim grades and is also available with all-electric and plug-in hybrid powertrains.
What’s the all-new BMW X2 like to drive?
Our first experience of the U10 X2 came courtesy of the M35i. With an appropriately sporty drive mode dialled in, this flagship proved an eager point-to-point performer. The engine comes on song rapidly and doesn’t hesitate to make its voice heard. There’s a sharp induction bark on downshifts and when you lift off the accelerator pedal, the quad exhausts emit deep, bassy rumbles. We suspect some of the aural effects are synthesised through the cabin’s speakers, but they’re subtle (don’t sound patently artificial).
Unsurprisingly, the M35i rides firmly – our test unit’s larger wheels seemed to exaggerate the sensation at slower speeds, but at no point did the suspension setup feel unduly harsh. The steering (aided by a thick-rimmed ‘wheel) feels very BMW-like: direct, reasonably weighted and pleasingly responsive, but the weighting and responsiveness vary between drive modes – you certainly can feel the difference between Comfort and Sport. Our only gripe is that the new ‘shift paddles feel a trifle rubbery to operate.
Given the X2’s sporty bent, buyers will expect the newcomer to deliver an engaging driving experience – and it does, to an extent. Critically, the model manages to hide its weight pretty well. With a kerb weight of just over 1 700 kg, the 2nd-gen X2 is no featherweight, but it can carve up corners deftly. And, thanks to all-wheel drive, you can drive enthusiastically safe in the knowledge that the BMW has plenty of grip. Still, given BMW’s legacy of fun-to-drive small cars, the X2 M35i is only moderately satisfying to pilot.
Then there’s the front-wheel-drive X2 sDrive18i, which brings its charming 3-cylinder turbopetrol motor to the party. If you suspect that a 1.5-litre engine might be too weedy to motivate a model as substantial as BMW’s new X2, our experience with this powertrain suggests quite the contrary. Its outputs of 115 kW and 230 Nm compare favourably with those of its rivals; in fact, its performance is more than adequate.
Most 3-cylinder motors emit an offbeat thrum because they are inherently unbalanced (due to having an odd number of pistons). However, most manufacturers compensate for that configuration mechanically and acoustically – BMW is no exception. Unless you’re revving it to the redline, the 1.5 litre is fairly muted and there’s enough power for cut-and-thrust urban driving. The sDrive18i never feels as if it lacks punch.
While the X2 is marketed as a premium small crossover, the newcomer’s overall driving experience is more akin to that of a nippy hatchback than a docile raised-body SUV, which further adds to its appeal.
2024 BMW X2 Price in South Africa (May 2024)
The new X2 ships with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
If you’re in the market for a compact luxury car, but find the BMW X1 a trifle too mainstream and, well, predictable for your taste, the X2 offers the kind of standout presence that will draw admiring, if not downright envious, glances from other road users. While mechanical differences between the X1 and the X2 are minor, their executions are quite different; the bolder X2 feels more energetic and spirited to pilot.
Given the R50k premium that the U10 X2 demands over its conventional and identically-powered X1 sibling (in the case of the sDrive18i M Sport), BMW’s newcomer doesn’t represent great value for money, but it’s a heart-over-head proposition – and its nonconformist appeal should win it more than a few fans.
Audi South Africa has launched Q3 and Q3 Sportback variants in the Urban Edition trim grade. It has also made its Freeway Plan extendable up to 15 years and/or 300 000 km.
This week, Audi SA added Urban Edition derivatives to the line-ups of its Q3 SUV and Q3 Sportback (the Black Edition versions of those models remain the range-topping derivatives, however).
Positioned between the Advanced and S line trim grades, the Q3- and Q3 Sportback 35 TFSI 110 kW S tronic Urban Edition variants represent “outstanding value, considered design additions and carefully chosen convenience items,” said Tarryn Knight, Head of Product, Marketing and PR at Audi SA.
The Q3 and Q3 Sportback Urban Editions are powered by a 110 kW/250 Nm 1.4-litre 4-cylinder turbopetrol engine mated with a 7-speed S tronic dual-clutch transmission, and they come equipped with the following additional standard features: 18-inch alloy wheels, a panoramic glass sunroof, Parking aid Plus, keyless entry and start, a reverse-view camera, as well as an electrically operated tailgate.
How much do the new Audi Urban Editions cost in SA?
Audi Q3 35 TFSI 110kW S tronic Urban Edition
R791 780
Audi Q3 Sportback 35 TFSI 110kW S tronic Urban Edition
R817 470
Prices include a 5-year/100 000 km Audi Freeway (service and maintenance) Plan as standard.
These new additions to Audi SA’s model line-up are offered in conjunction with Audi Assured guaranteed future value (GFV) vehicle-finance agreements. The GFV of each of these special-edition derivatives is established at the beginning of the contract term, giving buyers peace of mind in knowing the value they can receive for the vehicle of choice at the end of the contract term.
Audi Financial Services also offers insurance options tailored to customers’ specific requirements.
Amendments to the AFP Extension programme
Whereas an Audi customer could previously extend their vehicle’s Audi Freeway Plan (AFP) to 10 years or 300 000 km, that maximum range has been upped to 15 years and/or 300 000 km.
“With the Audi Freeway Plan Extension, our customers who choose to keep their vehicles for longer now have the option of buying themselves considerable peace of mind by not having to worry about their vehicles’ service and maintenance costs (for the term of the AFP),” said Sascha Sauer, Head of Audi SA.
The AFP Extension programme can be tailored to suit an Audi customer’s specific requirements; the various plans can be calculated on time or mileage, with both service and full maintenance options. It covers all services based on the vehicle’s service schedule, offers protection from price increases on Audi Genuine Parts and there are “no limits in terms of claims values”, Audi SA announced.
Also, the AFP can be extended, with no waiting period, at any time before the existing plan expires.
The AFP Extension covers services, wear-and-tear items and certain repairs after a specialised Audi Dealer assessment. It also warrants against potential defective workmanship, replacement and repair of defective parts on condition that the AFP policy and terms and conditions have not been invalidated. In addition, the AFP includes Audi Assist, which is the brand’s roadside assistance programme.
Value convenience with Audi Value Service
Should an Audi customer’s vehicle’s Audi Freeway Plan have expired, Audi South Africa also offers a Value Service package that covers vehicles from 6 to 13 years old, with mileages below 270 000 km.
The Audi Value Service option is a short-term contract that covers 2 oil-change services (use of only Audi Genuine Parts guaranteed) and comprehensive roadside assistance for 2 years or 30 000 km. Audi Value Service deals start from R6 079 (May 2024) and, like an AFP Extension, can be activated through any franchised Audi dealer.
Here’s how many Honda Elevate units have been sold in SA…
How many examples of the new Honda Elevate have been sold in South Africa since the small crossover’s local launch? We rummaged through the sales stats to find out…
The new Honda Elevate hit the market in South Africa in February 2024, arriving as a replacement of sorts for the WR-V. So, just how popular has this Indian-built small crossover proven with Mzansi’s new-car buyers so far?
Well, we rummaged through the Naamsa-reported sales figures in a bid to find out. According to the statistics at our disposal, Honda Motor Southern Africa sold 238 units of the Elevate over the opening 4 months of the year, which sees it rank 66th on the list of SA’s best-selling passenger vehicles, year to date. The Elevate thus represented approximately 21% of the brand’s total sales in that period.
Interestingly, monthly Elevate registrations have been extremely consistent, with 60 units sold in January (perhaps including demonstrator models), 57 units in February, 61 units in March and 60 units in April. We thus wondered if the local distributor was struggling to lay its hands any more stock than that, but the company confirmed to Cars.co.za it was “not experiencing supply issues”.
Year to date, the Elevate is Honda Motor Southern Africa’s 3rd-best-selling nameplate. The Amaze – a small sedan that was the firm’s most popular nameplate in 2023 – is currently in first position with 289 units, while the BR-V is close behind on 273 units (150 of which were sold via the rental channel in February).
After the Elevate comes the Fit (131 units), followed by the HR-V (79 units), Ballade (49 units), CR-V (39 units), Civic (29 units) and since-discontinued WR-V (4 units). As such, Honda’s year-to-date tally stands at 1 131 units, which puts it 16th on the list of SA’s top-selling automakers.
As a reminder, the local Honda Elevate range comprises 2 derivatives. The line-up kicks off with the Elevate 1.5 Comfort, priced at R371 000 (up slightly from the launch price of R369 900) and fitted with a 6-speed manual gearbox as standard. For those not keen on rowing their own gears, the Japanese firm’s local division also offers the Elevate 1.5 Elegance CVT, which is priced from R430 800 (up marginally from R429 900 at launch).
Measuring 4 312 mm from nose to tail – and with a wheelbase of 2 650 mm – the Elevate is a considerable 313 mm longer than the WR-V. Its naturally aspirated 1.5-litre, 4-cylinder DOHC i-VTEC engine generates 89 kW at 6 600 r/min and 145 Nm at 4 300 rpm.
Revealed in June 2023, the Elevate is based on the Ballade platform and built alongside that sedan (which is also known as the City) in India. Interestingly, it’s the first Indian-built Honda product to be exported to Japan, where it – rather confusingly, we might add – wears the WR-V badge.
Ferrari doesn’t sell cars to anyone who walks through its dealers’ doors, no matter how wealthy or determined that individual might be. Behind the scenes, there’s a complicated system at play that determines who gets access to which cars.
Ferrari is certainly an interesting car manufacturer. One could even say that the Maranello-based company is more than a mere car manufacturer. The iconic Italian brand has managed to retain its mystique, even in today’s ruthless, number-driven world.
Of course, there is the F1 team, which seems to be the company’s primary marketing tool, seeing as it doesn’t spend money on traditional advertising. It also has a notably lucrative merchandising division.
Furthermore, the company’s share price has risen from $52 since the IPO listing in 2015 to over $400 today. It is a massively successful company in many respects, and the most profitable car company in the world. No wonder, then, that the rich and famous continue to queue for its marvellous machines…
You want to buy a new Ferrari, but…
Most would assume that anyone with enough money could walk into a Ferrari dealer and, if not buy one on the spot, at least order one or more of its latest car(s). But you’d be wrong – a successful new Ferrari purchase depends on many factors. We did some digging to gain a better understanding of the process.
The first factor is which new Ferrari you want to buy. Ferrari HQ allocates cars to respective buyers, not dealers. It also seems Ferrari doesn’t necessarily communicate the methodology it uses to select which buyer will be offered which cars. However, some elements of the process have become clear over time.
Consider, for example, the Purosangue super SUV… You might be able to buy one, but you won’t be able to order a new one with your exact desired specific specification level, as the order book is already full. However, if another client has cancelled their order, you may get a chance to buy the unit they specced.
If you want to buy a Ferrari 812 Competizione or Aperta, there is a fairly long list of boxes that must get ticked next to your name on Ferrari’s system to qualify to purchase one. Here’s where it gets tricky…
Ferrari has a 3-tier ranking system for its customers (prospective and existing ones) – the first is “important”, the second is called “VIP” and their most important clients are called “top”. This plays a big role when ordering a limited-edition car, or when such a car is offered to respective clients.
It all boils down to the number of Ferraris, as well as which specific models, you own. These cars are logged under a virtual garage on Ferrari’s system, on which the brand can track which cars the potential buyer has on order from the factory and which cars they’ve sold. Ferrari isn’t keen on clients who sell their cars – or, to be exact, buy them and sell them soon thereafter – it wants to discourage “flipping.”
Ultimately, the system gives Ferrari a good sense of who is truly a collector and who is not.
How does it work in practice? If, for example, you already have two or three V12-engined Ferraris, you might stand a better chance of being offered the latest V12 limited-edition car than, say, a customer who owns three or more V8-engined Ferrari models. That is not all though, it will also depend on how long you’ve had those cars, how many you have had in the past and how many you’ve sold. The more Ferraris you keep, the better client you will appear to be in the eyes of the powers that be at Maranello.
You don’t necessarily score points when you buy pre-owned Ferraris from an official dealer. In fact, it doesn’t matter much to the brand from whom you bought your pre-owned Prancing Horse. As long as you have it, it can be logged on Ferrari’s system next to your name. To an extent, that places the focus on the car, but at the same time, it gives the brand a better understanding of who the real collectors are.
It may come down to which Ferrari/s you already own
If you hope to acquire a high-end model, such as the upcoming successor to the LaFerrari, you need to “anticipate the future”. It seems the LaFerrari replacement will be unveiled or made available to clients from 2025 and rumours suggest that only current LaFerrari owners will be eligible to buy the new one.
Clearly, that will present somewhat of a problem for owners who may have several Ferrari models in their collection and who would like to buy the new hypercar, but don’t own a LaFerrari at present. Their only option would be to purchase a pre-owned LaFerrari before the order book opens for its replacement!
That was also the case with the spectacular Ferrari Daytona SP3 model. You either had to have an SP1 or SP2 in the garage to be eligible to purchase the SP3. If you sold your SP1 or SP2, however, you would likely be down-scored by the factory and you may not be offered any limited-edition models again.
It does, however, seem like the repercussions could be limited by selling the car through an official dealer, but you may still be marked down as the sale affects the factory’s view of you as a collector.
It’s simpler to buy a new series-production Ferrari
As for series-production Ferrari models, you can walk in and order them, as long as the factory’s order book is still open. Ten months before the Purosangue arrived in SA, its production cycle was sold out!
Cleverly, Ferrari will only put a car into production if there is a customer at the other end who has ordered it. The 296 GTB‘s order book closed last year – so you can no longer order a new one from the factory.
If you want to buy a new Ferrari 12Cilindri Coupe or Spider – the pair was recently unveiled – the model’s order book will officially open next week (late May 2024) and any buyer with the means to acquire one will be able to submit their order. The order book will stay open until the number of units earmarked for production is fully allocated. In general, this can take anything from 6 months to about a year and a half.
The waiting period for a 12Cilindri will be anywhere between 18 and 24 months. The first production units tend to be reserved for VIP clients, but those who put down their orders early will be next in the queue!
Buying a new Ferrari requires relationship-building
Some enthusiasts are unhappy that Ferrari has steadily increased its production volume through the years. Nonetheless, Ferrari remains very dedicated in its approach as to who buys its cars and is doing the utmost to ensure that its cars end up in the garages of collectors and owners who will cherish them.
It’s simpler to buy a series-production Ferrari (provided its order book is still open) and, if you want a low-volume “collectable” model you’ll need to own one or more of a particular Prancing Horse already. However, these ifs and buts the factory put in place are for new cars. You will always be able to buy pre-owned Ferraris… but sometimes you will have to pay a premium, as their prices creep up constantly!
