If you are in the market to buy a used BMW 1 Series (F20), what should you be aware of? In this video, guest presenter, Reba S, takes a closer look at the derivatives on offer, common problems as well as the strengths and weaknesses of BMW’s compact hatchback.
Looking for a used BMW 1 Series? This video will help you make a solid buying decision.
The BMW 1 Series has enabled a new generation of motoring enthusiasts to buy into the desirable Bavarian premium marque.
The 2nd-generation 1 Series, codenamed F20, was the final version of the brand’s premium hatchback to feature a rear-wheel-drive configuration and was powered by three-, four- and six-cylinder engines.
The model, which was sold in the South African market from 2011 to 2019 – and notably received a facelift (LCI) in 2015 – combined a luxuriously equipped cabin with a high level of driver engagement, in a distinctively styled, compact package.
In this video, guest presenter Reba S showcases a facelifted 2018 BMW 118i 5-door automatic, provided to us by GetWorth.
She takes us through the strengths and weaknesses of BMW’s F20 1 Series, names what common mechanical problems you should look out for when shopping for a used example, and lists the prices of selected replacement parts that could add to the cost of ownership.
“The local arrival of the 2nd-gen Ford Transit Custom could not have come at a better time,” says Braam Peens, who drove the Blue Oval’s new 1-tonne panel van in Gauteng.
As South Africa enters a period of (some might say desperately needed) political renewal, much faith has been put into the transitionary momentum of the Moment to kickstart the country’s ailing economy.
And reinvigorating small businesses – responsible for thousands of jobs that dot the value chain, from manufacturing and artisanal services to distribution and retail – is a key element of that endeavour.
With the Republic’s new (ostensibly pro-growth) cabinet being circumspectly selected at the time of the 2nd-gen Transit Custom’s launch event (June 2024), the model’s arrival seems rather timely. Similar to the way that the company has brought a passenger car-like touch to the interface of the Ford Ranger, the Transit now sports comfort and utility features to make “the courier guy” even more productive.
Ford Transit Custom puts the “Mister” back in delivery
Even though the Ford Motor Company of Southern Africa (FMCSA)’s newcomer trumps segment rivals – the Toyota Quantum, Hyundai Staria, Volkswagen Transporter, and recently-launched Mercedes-Benz Vito – for the largest load-volume capacity (6,8 m2) and payload capability (1 269 kg), lowest vehicle mass (1 864 kg) and most airbags (6), there’s more to its newfound capabilities than load-lugging ability.
That’s because the Turkish-built model rides on a new, lower platform and independent semi-trailing-arm rear suspension that lowers the load bay’s access height by 100 mm; combined with a weight saving of 100 kg and a frontal design that reduces drag by 13%, the Ford is said to be notably more fuel efficient.
The (what was already long) wheelbase has been extended further to place a wheel in each front corner to benefit manoeuvrability – and upsize occupant foot space! The business end, in turn, now swallows a trio of Euro-size pallets, or items up to 3 050 mm in length should a through-load access flap be fitted.
Another boon to practicality is that the Ford Transit Custom’s overall height has been reduced to under 2 metres (1 961 mm, to be exact), which facilitates access to lower-roofed collection and delivery points.
The load bay is accessed by a pair of 180-degree swinging wing doors, a passenger-side sliding door or directly – if the optional bulkhead is not fitted. A driver-side sliding door can also be specified if required.
The bay features 8 prudently positioned tie-down rings, partial rubber flooring and, most usefully, bright LED lighting. The distance between the inner wheel wells is 1 392 mm and from floor to roof is 1 433 mm.
Lots of cabin space for… fast-food parcels?
To the delight of the driver and his assistant, there are now several more storage bins to gobble up (well, I’d guess) discarded fast food parcels in the Ford Transit Custom’s cabin. That bucket of fried chicken will find pride of place between the 2 seats where the manual handbrake used to be, the latter of which has moved and morphed electronically to the dashboard as a circuit-breaker-style button.
But really, the big news is the fitment of Ford’s SYNC 4-driven 13-inch touchscreen infotainment system, with which you can control almost all onboard functions – plus, it complements the 12-inch configurable digital instrument cluster. The former is wireless Android Auto/Apple CarPlay compatible, and a pair of USB-A and USB-C ports are also on hand for charging, as is an optional wireless charging pad.
The list of standard safety features is as extensive as the Transit’s 5 450 mm length. The model rolls out of the factory (and off the dealership floor) with ABS, EBA and EBD. Roadholding is assisted by electronic traction and stability control, and nervous rookie delivery drivers will appreciate the automatic hill-holder.
Other standard features include a tyre-pressure monitor, keyless entry (but no self-locking function for the doors on pull-away – a curious oversight), shielded power door deadlocks to thwart vehicle break-ins, speed-sign recognition, a speed limiter, passive cruise control, lane-keep assist, as well as roll-over mitigation and a driver fatigue detector for those exhausting trans-Karoo trips to ferry overnight cargo.
The long-wheelbase Transit Custom, which will be available exclusively in 2.0SiT panel van LWB guise at the outset, is powered by a 2.0-litre 4-cylinder turbodiesel engine. The motor produces 100 kW at 3 500 rpm and 360 Nm of torque from 1 750 to 2 500 rpm, and is mated with a 6-speed manual gearbox.
A two-pedal (automatic) version is set to follow later this year. Selectable via the touchscreen are Normal and Eco drive modes (let’s just call them throttle maps) and a solitary traction mode called “Slippery.”
At crawling speeds, where most Transit Customs will spend extended periods tracing satnav directions in search of nearby drop-off destinations, the steering is exceptionally light; the vehicle is easy to position.
While leg- and knee room is generous, the upper and rear areas of the Ford’s cabin don’t feel particularly capacious, although the panel van’s intrusive bulkhead probably exacerbates that sensation.
The rubber floor is a welcome grime-proof addition, too, except that the surface is rather soapy against similarly-soled shoes, therefore grippier aftermarket units will be a must.
For such a large vehicle (tasked with clearing significant volumes of air as travels along its route), the Transit Custom is pleasingly tranquil inside at highway speeds. It changes direction without letting much noise intrude into the cabin, save for tyre rumble and the buffeting of the oversized wing mirrors. But the real hero of the package is the new rear suspension, which converts the ride to a car-like comfort level.
Peak torque arrives mere hundreds of rpm away from idle, and single-digit average fuel consumption is easily attainable, which is just as well, considering that unless a 70-litre tank is optioned, the standard 55-litre unit is the smallest in its segment. Also, the new Ford can tow braked trailers of up to 2 500 kg.
The Ford’s asking price, which includes a 4-year/120 000 km warranty and 4 years’ roadside assistance, undercuts most of its rivals in the 2 000 units-per-year-segment. The line-up of competitors includes the Toyota Quantum, Hyundai Staria, VW Transporter, Mercedes-Benz Vito and punchier-but-more-analogue Renault Trafic (the latter of which, at R624 000, comes closest as a like-for-like rival for the Transit Custom), well, provided the Ford’s box for the R24 569 6-year/90 000 km service plan is left unticked.
Upgrading to an equivalent maintenance plan adds R39 715 to the price, although FMCSA president Neale Hill says only 3% of customers are forgoing dealer-level aftersales offerings to save a few rands.
Summary
Credited with giving rise to a quasi-subculture overseas, the Ford Transit has, in various forms, enjoyed cult status since 1965. From caravan to courier, it’s inarguably been built for life on the road, triumphing as Europe’s top-selling 1-tonne van and the UK’s best-selling overall vehicle in 2021 and 2022.
On the one hand, the 2024 Ford Transit Custom is unconsidered and unpretentious; on the other, an essential last-mile cog in the daily fulfilment of millions of orders and deliveries. It’ll cross the, um, Amazon and ask for a little, while always giving a lot: in a way, it’s the ultimate public servant.
The Aussie-developed Nissan Navara Pro-4X Warrior has reportedly been given the green light for SA. And we may just have discovered who will be carrying out the local conversions…
It’s a rumour that dates all the way back to 2021, when the Nissan Navara Pro-4X Warrior was revealed in Australia. Now, a fresh report from Down Under claims this hardcore flagship version of the double-cab bakkie is indeed going to be offered here in South Africa. And we may just have discovered who will be carrying out the conversions locally.
According to carsales.com.au, Nissan South Africa has finally reached a deal with Melbourne-based Premcar – the Australian automotive engineering firm that developed the Nissan-backed package – to offer the Warrior derivative in Mzansi.
Interestingly, the publication suggests Premcar will perform Warrior conversions at a dedicated facility near the Japanese firm’s Rosslyn factory in Gauteng, where the Navara is built for South Africa and other markets on the continent. The requisite Premcar-developed parts will presumably be sent over from Australia.
So, Cars.co.za did a little digging and soon discovered that a private company called “Premcar SA” was incorporated in South Africa as recently as September 2023. Cornelius Michael Kotze – a name local automotive enthusiasts of a certain age may well recognise – is currently listed as the company’s sole director.
Yes, that’s the same “Corrie” Kotze who spent several years working for BMW South Africa, including as general manager of BMW Plant Rosslyn. These days, Kotze – who we furthermore noticed has recently interacted with various Premcar Australia posts on LinkedIn – is a director on the boards of several companies and is also CEO of the Automotive Investment Holdings (AIH) Group.
According to its website, one of Pretoria-based AIH’s services is to provide “cost-effective, independent contract assembly operations in a fully equipped, scalable facility”. It says its “focus is on the low-volume, niche product assembly market”, with its “fully equipped, scalable facility” capable of an “average production of 500 units” per month.
What is the listed legal address for the newly established Premcar SA company? The very same Lynnwood Manor location in Pretoria that serves as the AIH Group’s headquarters. As an aside, AIH Logistics (of which Kotze is also a director) was formed in 2017 to manage assembly of bakkies on behalf of Mahindra in KwaZulu-Natal. So, from where we’re sitting, Premcar SA (perhaps with the backing of AIH) looks very likely to be the company to carry out the Warrior conversions in Mzansi.
But when will the Navara Pro-4X Warrior be added to the local Nissan range? Well, we’ve asked Nissan South Africa that very question but have yet to hear back [see below for a statement since issued]. However, despite this latest Australian report suggesting SA will “soon” welcome the Warrior, we’ve heard talk that a launch date towards the middle of 2025 is more likely.
As a reminder, the D23-generation Navara built at Rosslyn uses a 2.5-litre, 4-cylinder turbodiesel engine as opposed to the bi-turbo 2.3-litre unit employed by the Thailand-sourced version offered Down Under. Expect the SA-spec version of the Warrior to based on the Navara Pro-4X but with added off-road capability thanks to various wheel, tyre and suspension enhancements.
UPDATE: Nissan SA has issued Cars.co.za with the following statement: “The Nissan Navara is a core model for Nissan South Africa and Africa. As part of our growth plan for Navara, Nissan is exploring introducing new specifications and special versions as well as opening new markets for Navara export according to product lifecycle. We assure our stakeholders that relevant announcements and communication will be made in due course.”
Honda CR-V (2024) Review: SA’s Most Expensive Honda
The new Honda CR-V is the most expensive Honda you can buy in South Africa, but is it worth it? Jacob Moshokoa puts the pricey newcomer to the test to find some answers…
The new Honda CR-V arrived in South Africa in February 2024 and while it exudes a premium feel, its price tag (in top-spec Executive guise) of R1 041 300 came as a shock to many.
So, what exactly do you get for that money?
The all-new Honda CR-V seems to have all the boxes ticked, but the awkward elephant in the room is that millionaire’s price tag. In comparison to its medium-sized rivals like the Volkswagen Tiguan, Mazda CX-60 and Toyota RAV4, it’s a pricey proposition.
Worryingly, R1 million gets you into some premium German metal, like the BMW X1/X3, Audi Q3/Q5 and Mercedes-Benz. It’s uncharted territory for the new Honda CR-V and we’re wondering where the value for money has gone. Do you think it is worth R1 million?
Jacob Moshokoa examines the features, tests the seating space, boot capacity and evaluates the driving experience in an effort to make sense of the new CR-V.
Shopping for a used 2nd-gen Hyundai i20? Let’s take a look at the derivatives available in South Africa, what you might pay for a pre-owned good example and this popular Korean hatchback’s strengths and weaknesses…
The original Hyundai i20 hatchback served as a replacement (of sorts) for the much-loved Getz, a vehicle that helped put the Korean company firmly on the map here in South Africa. The spiritual successor to the Getz also turned out to be mighty popular with local buyers.
The 2nd-gen Hyundai i20 was more refined and smoother riding than its predecessor, while boasting improved perceived build quality in the cabin. Its styling – penned in Germany and based on the brand’s “Fluidic Sculpture 2.0” design philosophy – represented a significant step forward for the nameplate.
The 2nd-gen Hyundai i20 arrived in SA during the 1st quarter of 2015.
Though not quite as strong a seller as its forebear (of which an impressive 68 631 new units were retailed in Mzansi), the 2nd-gen i20 was nevertheless a popular choice in our market; it routinely placed 3rd behind the Volkswagen Polo and Ford Fiesta in the B-segment hatchback sales race.
When all was said and done, 38 081 units of the Indian-built IB-series model – which was slightly different to the Turkey-produced GB-series sold in Europe – were registered in South Africa (according to Hyundai Automotive SA’s figures), meaning there’s plenty of stock available on the used market today.
Hyundai i20 model line-up in South Africa
At launch, just 3 derivatives were on offer.
Making its debut at the Paris Motor Show in October 2014, the 2nd-gen Hyundai i20 touched down in SA just a few months later. At launch in February 2015, the 3-strong local line-up featured a pair of 4-cylinder petrol engine options, a trio of transmissions and 2 trim levels (plus 8 exterior colour choices):
i20 1.2 Motion 5MT (61 kW/115 Nm)
i20 1.4 Fluid 6MT (74 kW/133 Nm)
i20 1.4 Fluid 4AT (74 kW/133 Nm)
By September of that year, Hyundai Automotive SA had added a new 1.4 Sport derivative to its range. Originally dubbed the “N-Sport” (and initially even wearing the “N” badge that’s now reserved for the Korean automaker’s high-performance models), the 1.4 Sport was a locally conceived warm hatch distinguished by its body kit, lowered suspension, 17-inch alloys, stainless-steel free-flow exhaust and UniChip ECU piggyback system. The latter pushed peak outputs to 85 kW and 160 Nm of torque.
The locally conceived i20 1.4 Sport initially wore an N badge.
The 5-door hatchback line-up expanded again in January 2017, when a more affordable automatic in the form of the 1.4 Motion 4AT slotted into the middle of the range. Before that, a manual-equipped 1.2 Fluid derivative had also quietly arrived, with the local portfolio thus comprising 6 variants at this stage.
A mid-cycle update followed in May 2018, when the i20 was handed customary styling tweaks – inside and out. The front end scored a redesigned grille and bumper, while the rear gained revised taillamps, a new tailgate (now integrating the number plate) and an updated bumper. There was also a fresh 16-inch alloy-wheel design for Fluid derivatives.
Pre-facelift i20 on the left and subtly refreshed model on the right.
Inside, Hyundai rolled out a 7-inch touchscreen infotainment system (buyers could unlock satellite navigation by purchasing an optional SD memory card for R2 500) to replace the old basic audio set-up, while the dashboard and centre console were treated to minor design changes.
Though the engine line-up was unaltered, the 1.4 Sport derivative fell away at this point, replaced by a 1.4 Active – a hatchback-based crossover with SUV-inspired styling. This front-wheel-drive variant was offered exclusively in manual guise and had 170 mm of ground clearance (20 mm more than standard).
The Active derivative was introduced at the mid-cycle update.
The 1.4 Active also gained derivative-specific features such as a unique grille (and foglamps), black plastic body cladding, silver-painted “skid plates”, roof rails and colourful trim in the cabin. Curiously, though, the Active-badged derivative retained the pre-facelift version’s tailgate and taillamps.
The IB-series i20 soldiered on in South Africa until around May 2021, when the BI3-series 3rd-gen i20, which would have arrived earlier had it not been for the COVID-19 pandemic, finally replaced it.
What are the strengths of a Hyundai i20?
The 2nd-gen i20 offered generous cabin room and boot space.
Generous interior space: Even though the 2nd-gen Hyundai i20 was 10 mm shorter from nose to tail than the original i20, it offered more cabin space than its predecessor. The wheelbase grew 45 mm to 2 570 mm while the vehicle was 24 mm wider, too. As a result, the front row’s leg-, head- and shoulder-room measurements improved, while the already roomy (for the segment) rear was largely unchanged.
Meanwhile, the luggage compartment shrunk slightly – by just a unit – to a still-impressive 294 litres (a figure that strangely fell further to 285 litres at the facelift), despite having to house a full-size spare wheel. As an aside, it’s interesting to note all derivatives in the range benefitted from tilt-and-telescopic reach adjustment on the steering column, while the driver’s seat likewise adjusted for height.
A look at the pre-facelift cabin (note the basic infotainment system).
Proven powertrains: The 2nd-gen i20 inherited its naturally aspirated Kappa petrol engines from the original model, albeit with a few tweaks (peak outputs for both the 1.2 and 1.4 fell slightly, probably in a bid to improve efficiency). The chain-driven motors and the transmissions were already well-proven, which meant there was no new or untested powertrain technology to go wrong in this generation.
Lengthy warranty: When the i20 was launched in South Africa, a 5-year/150 000 km warranty was included in the purchase price. However, from 1 February 2016, the Seoul-based automaker’s local distributor extended this standard plan to 7 years or 200 000 km by incorporating an additional 2-year/50 000 km powertrain warranty. That means later model-year examples on the used market today will still enjoy significant cover, provided their previous owners have not voided their warranties.
What are the disadvantages of a Hyundai i20?
SA-spec versions of the 2nd-gen i20 did without stability control.
Disappointing safety spec: Though ABS with EBD was standard, the IB-series i20 lacked a few safety features. For instance, it was never offered locally with electronic stability control nor ISOfix child-seat anchors, while only dual front airbags were included (all derivatives featured solid rear discs rather than drums, though) and the middle rear passenger had to make do with a lap belt. Disappointingly, Hyundai didn’t take use the opportunity of the facelift to add any safety kit. Of course, models in Europe were far better equipped in this department, which saw the i20 score 4 stars from Euro NCAP in 2015.
Fairly lacklustre engines: The i20’s engines were well-proven (and uncomplicated), but they lacked low-down grunt – a fact particularly apparent at altitude – compared with the turbocharged units utilised by some of the model’s competitors. The 1.2-litre mill, which made its peak torque at a high 4 000 rpm, laboured to perform brisk overtaking manoeuvres at highway speeds, while the 1.4-litre powerplant’s maximum twisting force arrived at 3 500 rpm. Interestingly, more tractable forced-induction mills were offered in Europe, but these didn’t even make it to South Africa, likely due to cost considerations.
A 2016 Hyundai i20 1.2 Motion with peeling paint (image via auctionoperation.co.za).
Peeling paint: We’ve seen several i20 units – most of which were finished in Polar White – suffer from flaking and peeling paint, sometimes referred to as paint delamination. The issue wasn’t restricted to a single area of the body, as we’ve noted the problem on the tailgate (the area below the screen is most commonly affected), the roof (often right above the windscreen) and even the bonnet. Though Hyundai Automotive SA didn’t ever publicly acknowledge this as a factory fault, we have heard of multiple instances of the company covering repairs, or at least contributing to the cost thereof.
How much is a used Hyundai i20 in South Africa?
Note the pre-facelift taillights and tailgate used on the 1.4 Active.
To reiterate, the i20’s warranty was extended from 5 years/150 000 km to 7 years/200 000 km early in 2016. The 1.2-litre variants included a 2-year/30 000 km service plan, while the 1.4-litre versions scored a slightly more generous 3-year/60 000 km plan (with intervals of 15 000 km in each case).
Of the used 2nd-gen Hyundai i20 listings on Cars.co.za at the time of writing, 66% featured the 1.2-litre engine (with the remaining 34% using the 1.4-litre motor), while 86% were specified with a manual gearbox. Fascinatingly, 1.4 Sport derivatives made up just 2% of all listings and 1.4 Active variants accounted for only 6%. The most popular trim level was the entry-level Motion at 65%.
Later models benefit from the longer warranty.
Mileages varied from just 7 242 km (on a 2018 1.4 Fluid 4AT) to 239 082 km (on a 2019 1.2 Motion). Despite issues around paint delamination for this colour, white was the most common hue at 42% of all listings, followed by silver (25%) and red (11%).
Below R125 000: There were limited options below this mark, with most being early model-year examples. Listed mileages weren’t nearly as high as we were expecting, with more than half displaying less than 100 000 km on their respective odometers.
From R125 000 to R200 000: This was the most densely populated pricing bracket at the time of writing, though only just (the R200k-to-R250k category was right on its tail). We found plenty of facelifted examples in this space, including the majority of the 1.4 Sport versions listed on our site. The most common model years here were 2018 and 2019.
From R200 000 to R250 000: Buyers on the hunt for a 1.4 Active would likely find themselves shopping in this section, which furthermore featured almost exclusively facelifted examples of the model. Every single example here was listed with under 100 000 km on its odometer.
R250 000 and up: Most of the listings above the R250 000 mark were from the 2020 and 2021 model years, though the 1.2-litre engine still dominated. The most expensive i20 we would unearth was a 2020 1.4 Active with 14 000 km on the clock, priced at R299 950.
Which Hyundai i20 should I buy?
Facelifted models boast a far more modern infotainment system.
So, which derivative is the pick of the bunch? Well, we’d opt for the 1.4-litre motor paired with the 6-speed manual gearbox since this combination delivered the best driving experience. Note, however, that the 1.4’s claimed consumption (at 6.5 L/100 km) was slightly higher than that of the 1.2-litre engine (and its 5-speed manual cog-swapper), which came in at 5.9 L/100 km.
Should your budget allow, we’d furthermore suggest narrowing your search to examples of the facelifted model, which benefited from items such as a far more modern infotainment system and, in some cases, extra standard kit (at the mid-cycle update, the 1.4 Fluid, for example, gained automatic headlights, a centre armrest, LED daytime running lights and leather trim for the ‘wheel and gear knob). Buyers who narrow their search to facelifted examples would likely also score the balance of that 7-year warranty.
And the trim level? Well, since the base Motion grade did without items such as alloy rims, foglights, rear-passenger air vents, rear electric windows and rear parking sensors, we’d point to the Fluid- or Active (if the latter’s packaging appeals to your sense of style) specification as offering the most value.
That brings us neatly to the post-facelift i20 1.4 Fluid 6MT as our recommended buy.
Is the Hyundai i20 a good used buy?
The 1.4 Fluid in manual (and facelifted) guise is our pick of the bunch.
In addition to the strong-selling locally built Volkswagen Polo and Cologne-produced 6th- and 7th-gen Ford Fiesta, the IB-series (2nd-gen) Hyundai i20 had to contend with the likes of the 4th-gen Kia Rio hatchback, the XP130-series Toyota Yaris, the Renault Clio IV, the X15-gen Opel Corsa, the 3rd-gen Mazda2 and the 3rd iteration of the Honda Jazz (a generation that was likewise sourced from India).
When new, the Hyundai i20 offered excellent value for money and the same goes for this model on the used market. If you’re not fussed about the lack of electronic stability control (across the range) and general lack of under-bonnet verve, well-cared-for examples of this B-segment hatchback can deliver a wonderful mix of practical packaging, comfortable ride quality and the potential for long-term reliability.
Facelifted GWM P-Series gains new 2.4 turbodiesel overseas
The facelifted GWM P-Series recently launched in China, complete with a new 2.4-litre turbodiesel engine. Could this more powerful motor be offered in South Africa, too?
Just over a year ago, the facelifted GWM P-Series was revealed at the Shanghai motor show, boasting fresh front-end styling and an overhauled interior. Now, the updated version of the bakkie has finally launched in China, complete with the option of a new 2.4-litre turbodiesel engine.
Yes, the double-cab version of the Chinese bakkie – which also wears the Cannon, Ute, Poa or Poer badge, depending on the country – can now be ordered in its domestic market with a choice of 3 engines. There’s a turbocharged 2.0-litre petrol motor (140 kW/360 Nm) as well as the 2.0-litre turbodiesel (120 kW/400 Nm) familiar from the current P-Series line-up here in South Africa.
The facelifted bakkie recently launched in China.
However, the big news for the Chinese market is the addition of a new 2.4-litre, 4-cylinder turbodiesel mill. Codenamed GW4D24, this engine generates peak outputs of 135 kW at 3 600 r/min and 480 Nm from 1 500 to 2 500 r/min. Drive is delivered via a 9-speed automatic transmission rather than the 8-speeder mated to the smaller-capacity oil-burning engine.
So, could this engine be offered in the SA-spec P-Series at some point? Well, considering the upcoming P500 will be available locally with the same 2.4-litre unit (alongside a 2.0-litre turbocharged petrol hybrid engine familiar from the Tank 300), we certainly wouldn’t be surprised to see the new motor eventually trickle down the range.
In China, the new 2.4-litre turbodiesel is mated to a 9-speed auto.
After all, its loftier outputs would close the gap to the likes of the Toyota Hilux’s 2.8-litre unit (150 kW/500 Nm) and the Ford Ranger’s 2.0-litre bi-turbodiesel engine (154 kW/500 Nm). As an aside, this oil-burning powerplant is also rumoured to be on the cards for the GWM Tank 300.
From what we understand, GWM South Africa plans to launch the facelifted P-Series locally in August 2024. For the record, the refreshed model on offer in China features a new grille design, along with a restyled front bumper housing updated foglamps. The wheel-arch extensions, too, have been tweaked.
Note the new 7-inch instrument cluster.
Inside, the revised P-Series gains a freestanding 7-inch colour LCD instrument cluster and a new 12.3-inch touchscreen (as opposed to the old integrated 9-inch item) that likewise sits proud of the facia. The cabin employs fewer physical controls than before, which suggests more functions have been moved to the touchscreen, while we also spotted new steering-wheel and automatic gear-shifter designs as well as a change in orientation for the air vents (from vertical to a more conventional horizontal layout).
As a reminder, the current P-Series range launched in SA in December 2020. The local line-up currently comprises 17 derivatives (4 single cabs, 8 “commercial” double cabs and 5 “passenger” double cabs), with pricing running from R413 050 to R694 950.
The “commercial” version of the double-cab bakkie also gets the new engine in China.
All derivatives are powered by the aforementioned 2.0-litre turbodiesel motor generating 120 kW and 400 Nm, though there is a choice of driven wheels (4×2 and 4×4) and transmissions (a 6-speed manual gearbox and a ZF-sourced 8-speed automatic cog-swapper).
In 2023, the P-Series registered 4 462 sales (+6.7%) in South Africa, securing it 7th place on the list of Mzansi’s best-selling bakkies, ahead of established contenders like the Toyota Land Cruiser 79, Volkswagen Amarok and the Mitsubishi Triton. Over the opening 5 months of 2024, GWM registered 1893 units of the P-Series to remain in 7th, close behind the Rosslyn-built Nissan Navara.
We’ve uncovered pricing for the rejigged Haval Jolion range – now including Jolion Pro variants – ahead of the launch in South Africa. And, surprisingly, it’s cheaper than before!
GWM South Africa will soon roll out a revised Haval Jolion range, complete with new-to-Mzansi Jolion Pro derivatives. And Cars.co.za has uncovered local pricing ahead of the official launch.
With the updated line-up expected to hit the market later in June 2024, our information suggests the Chinese firm’s revamped Jolion portfolio will again comprise 8 front-wheel-drive derivatives, though plenty of trim-level reshuffling will take place.
For the record, the outgoing range’s pricing bookends stand at R348 350 and R579 950, while the rejigged line-up’s brackets are fascinatingly both lower and tighter at R345 950 and R516 950. More on individual-model pricing in a bit…
The big news (besides the price cuts, of course) is the arrival of the new Jolion Pro derivatives, which will be sold alongside selected surviving standard Jolion variants. At 4 470 mm long, the Jolion Pro – which wears the “Chitu” nameplate in the brand’s domestic market – is 2 mm shorter than the standard version of the crossover but measures 24 mm wider (at 1 898 mm) and stands 44 mm taller (at 1 625 mm).
Pro-badged derivatives, as pictured here, are set apart by items such as a model-specific grille (with vertical bars), a sportily styled front lip, chunky side skirts, black exterior door handles, a cheeky rear spoiler and a taillamp design that spans the width of the vehicle. In addition, the Jolion Pro’s daytime running lights are separate from its headlight clusters.
According to our information, the revised range will include 3 standard Jolion derivatives (with minor styling updates) and 5 new Jolion Pro variants. However, the outgoing line-up’s powertrains are set to continue unchanged.
The Jolion 1.5T City – equipped with a 105 kW/210 Nm turbocharged 1.5-litre, 4-cylinder petrol engine and a 6-speed manual gearbox – again plays the entry-level role, though its price drops slightly to R345 950. Standard features for the base model include a 10.25-inch touchscreen, fabric upholstery, 17-inch alloy wheels, cruise control, 4 airbags, ABS with EBD, stability control, tyre-pressure monitoring, keyless entry and 3 rear parking sensors.
Next comes the Jolion 1.5T City Plus DCT (R370 950), which upgrades to a 7-speed dual-clutch transmission and a new “City Plus” trim level. This fresh grade features items like automatic headlamps, rain-sensing wipers, a leatherette-trimmed (as opposed to polyurethane) steering wheel, a reverse-view camera, hill-descent control and dual-zone automatic (rather than manual) air-conditioning. From what we understand, the Jolion 1.5T Luxury DCT carries over (as something of a “limited edition”) but at R420 950 is interestingly R8 700 less expensive than before.
And the Pro models? Well, the Jolion Pro 1.5T Premium DCT (R391 150), Jolion Pro 1.5T Super Luxury DCT (R425 950) and Jolion Pro 1.5T Ultra Luxury DCT (R462 950) – the latter also representing a new grade for the range – all use the same 105 kW/210 Nm powertrain, with the 7-speed dual-clutch cog-swapper standard in each case.
The Premium grades comes with items such as dedicated drive- and steering modes, along with 4 rear parking sensors, though reverts to manual air-con. From the Super Luxury level up, leatherette upholstery (and an electrically adjustable driver’s seat), a panoramic sunroof, a 7-inch (rather than 3.5-inch) instrument cluster, a 12.3-inch touchscreen, 2 extra airbags (for a total of 6), various driver-assistance systems, LED headlamps and 18-inch alloys are all standard.
What about the “S” derivative? Well, this treatment has now been reserved for the Jolion Pro S 1.5T Ultra Luxury DCT, priced at R495 950. As a reminder, power comes from an uprated version of the aforementioned turbocharged 1.5-litre motor, which here offers 130 kW and 270 Nm to the front wheels. This model furthermore upgrades to multi-link rear suspension, as opposed to the more basic torsion-beam arrangement employed lower in the range.
Finally, there’s the flagship hybrid variant, which is now available exclusively in “Pro” form (and also features a multi-link rear suspension set-up). Priced at R516 950, the Jolion Pro 1.5 HEV Ultra Luxury DHT is a considerable R63 000 cheaper than the outgoing Super Luxury version of the hybrid. It retains the combination of a naturally aspirated 1.5-litre petrol engine (with a CVT), an electric motor and a battery pack, with unchanged peak outputs of 140 kW and 375 Nm.
Covering the top 3 models, the Ultra Luxury grade further includes items such as wireless smartphone charging, heated front seats, a ventilated driver’s seat, electric adjustment for the front passenger seat, extra rear parking sensors (for a total of 6), front parking sensors, a 360-degree camera system, a head-up display, ambient lighting and yet more driver-assistance systems.
In 2023, the Jolion was easily GWM SA’s best-selling model range, hitting a total of 8 604 registrations (or a monthly average of 717 units), according to figures reported to Naamsa. After the opening 5 months of 2024, the Jolion’s tally stands at 2 822 units.
How much do the Haval Jolion and Jolion Pro cost in SA?
Haval Jolion 1.5T City – R345 950
Haval Jolion 1.5T City Plus DCT – R370 950
Haval Jolion Pro 1.5T Premium DCT – R391 150
Haval Jolion 1.5T Luxury DCT – R420 950
Haval Jolion Pro 1.5T Super Luxury DCT – R425 950
Haval Jolion Pro 1.5T Ultra Luxury DCT – R462 950
Haval Jolion Pro S 1.5T Ultra Luxury DCT – R495 950
Haval Jolion Pro 1.5 HEV Ultra Luxury DHT – R516 950
Standard models come with a 5-year/100 000 km warranty and a 5-year/75 000 km service plan, with the Jolion Pro models upgrading to a 7-year/200 000 km warranty (with the hybrid derivative furthermore scoring 8 years or 150 000 km of coverage for the battery).
*This article was originally published on 7 June 2024.
Here’s the 4th-generation and all-new BMW X3. The luxury mid-size SUV will be going on sale in SA before the end of 2024.
This is the all-new BMW X3 and it brings numerous changes to the party, both inside and out.
If you’re after an all-electric BMW X3, then you’re going to have to wait for the new-gen iX3 that will only be revealed in 2025. That will be based on the Neue Klasse architecture.
For the rest of us which want internal-combustion power, the all-new X3 will be the one to have. It’s similar in size to the outgoing model and features a wheelbase of 2 865 mm. The newcomer sits a touch lower than the predecessor and there have been tweaks to the track, body structure, steering to ensure a more precise drive.
The badging and naming structure has changed slightly, with ‘i’ being deleted. Essentially, the xDrive 30i has become the xDrive 30 and the M40i has been superseded by M50.
All-New BMW X3 Engines and Performance
The sporty M50 will be the flagship until the mighty X3 M Competition is revealed, which we expect in 2025. The M50 gets standard adaptive dampers, M Sport brakes, 20-inch alloy wheels, a trick rear differential and quad exhaust pipes. We’re happy to report the iconic 3.0-litre turbocharged 6-cylinder petrol B58 has been retained, but mild-hybrid tech has been added and outputs increased. There’s now 293 kW and 580 Nm on offer. BMW claims a 0-100 kph time of 4.6 seconds.
The xDrive 30 uses a 2.0-litre turbocharged four-cylinder petrol, again with mild-hybrid tech and that makes 184 kW and 400 Nm. For those after diesel, BMW has confirmed there will be a 2.0-litre turbocharged 4-cylinder and that makes 145 kW. From what we can see, all new X3 units feature all-wheel drive and 8-speed automatic transmissions.
The cabin sees the debut of BMW’s Operating System 9 which allows for over-the-air updates and plenty of digital enhancements like gaming and streaming music services. BMW says there are new high-quality materials used and the standard specification is more generous across the range.
When will the new BMW X3 launch in South Africa?
BMW SA confirmed the new-gen X3 will be sold from the 4th quarter of 2024.
It’s official! VW finally confirms new (small) bakkie
It’s no longer just a rumour: Volkswagen has confirmed plans to build a new (small) bakkie in Brazil. Could this be the unibody pick-up pencilled in for SA production, too?
Volkswagen has announced a fresh R$3-billion (R9.9-billion) investment into its São José dos Pinhais factory in Brazil, finally confirming plans to build a “new pick-up” at the facility. Yes, this is surely the German firm’s long-rumoured new (small) bakkie.
The plant currently produces the T-Cross, while this latest investment will see the Virtus (or what we know as the Polo Sedan) added to the assembly line from 2025, with the new “unprecedented pick-up” (for the “Brazilian market and export”) set to follow at a later stage.
The Tarok concept of 2018 may provide some clues to the new bakkie’s styling.
Why is this potentially relevant to us here in South Africa? Well, in April 2024, the German automaker announced a R4-billion investment in its Kariega facility in the Eastern Cape, which is scheduled to start producing a new small SUV from 2027. This as-yet-unrevealed model will ride on the same MQB-A0 platform as the Polo, T-Cross and other small VWs.
A year earlier, Martina Biene, chairperson and managing director of Volkswagen Group SA (now VW Group Africa), revealed to Cars.co.za that “there is hope” for a Kariega-built half-tonne bakkie spun off this new mystery SUV. Considering Biene also told us the upcoming small SUV “is kind of in partnership with Brazil”, there’s a strong chance that the new pick-up now confirmed for Brazil is also the small bakkie that VW hopes to produce in Kariega.
Though the Wolfsburg-based automaker’s latest announcement from Brazil revealed no details of the new (surely unibody) bakkie, earlier reports suggested it would use a double-cab body style and resemble the Tarok concept revealed at the São Paulo International Motor Show way back in 2018. Biene, meanwhile, earlier hinted to us that it would be a “bigger than half-tonne” model with a 750 kg payload.
We expect the new sub-Amarok bakkie – which a February 2024 report claimed would wear the “Udara” badge, though we suspect the since-uncovered “Taroko” nameplate would be a better fit – to be a little larger than the long-in-the-tooth Saveiro, a likewise unibody model that has never been on the table for South Africa as it’s produced exclusively in left-hand-drive form.
The new bakkie is likely to be a little bigger than the aging Saviero.
Indeed, Biene earlier told us numerous feasibility studies on a possible local introduction of the Saveiro had been conducted over the years, but each one indicated that converting the Latin America-only bakkie to right-hand-drive would be a prohibitively expensive exercise.
“We’ve done multiple calculations [in an attempt] to get the current Saveiro converted to right-hand drive. Unfortunately, the downside of our Brazilian partnership is that all these [Latin American] countries are left-hand-drive countries,” she explained. The answer, then, would be to build a small bakkie at Kariega instead.
The new bakkie should slot in below the Ford-built Amarok.
It’s worth noting that VW has offered a small bakkie in SA before in the form of the Mk1 Golf-based Caddy, which traced its origins all the way back to 1978. Volkswagen’s facility in Kariega (earlier named Uitenhage) produced this model from 1981 until 2007.
In addition, the German firm currently has an SA-built bakkie in its range, since the 2nd-generation Amarok is manufactured by Ford alongside the Ranger at the Blue Oval brand’s Silverton factory.
Mercedes-AMG C63 S E Performance vs BMW M3 Competition xDrive
Historically, the Mercedes-AMG C 63 and BMW M3 have had an intense rivalry. Now with the all-new hybridized Mercedes-AMG C63 S E Performance on sale in South Africa, the battle for supremacy is as intense as it’s ever been. Take a look at how these high-performance sedans stack up against each other!
Are you looking to buy the new Mercedes-AMG C63 S E Performance or is the BMW M3 Competition xDrive winning your heart?
The all-new BMW M3 Competition arrived in South Africa in the first quarter of 2021 (the M3 competition xDrive arrived later) and despite its polarising appearance, its impressive performance credentials have meant that it’s been fairly well received by South African M fans. When it arrived, the outgoing V8-powered Mercedes-AMG C63 S was left looking and feeling a bit old.
Then, news broke that the new C63 would drop its V8 power for a 2.0-litre hybrid powertrain. AMG fans cried while BMW fans had a giggle. Now, with the new locally-assembled, Mercedes-AMG C63 S E Performance going on sale in South Africa, the jokes are over and the stage is set for yet another epic battle.
For buyers planning on purchasing either of these high-performance machines, it’s worth looking at some key differences in terms of performance, interior execution and technological features.
Mercedes-AMG C63 S E Performance vs BMW M3 Competition xDrive
Performance and Efficiency
Mercedes-AMG C63 S E Performance
BMW M3 Competition xDrive
Engine
2.0-litre turbopetrol engine + rear electric motor + 400V, 6.1 kWh battery
3.0- litre twin-turbocharged, 6-cylinder
Power
500 kW
375 kW
Torque
1 020 Nm
650 Nm
Transmission
9-speed multi-clutch automatic
8-speed ZF automatic
0-100 kph
3.4 seconds
3.5 seconds
Top Speed
280 kph
290 kph
Fuel consumption
10.5 L/100km
10.2 L/100km
Kerb Weight
2 111 kg
1 820 kg
The new Mercedes-AMG C63 S E Performance delivers staggering outputs and its performance is mightily impressive despite lacking the much-loved soundtrack of the previous-generation V8.
With a fully-variable all-wheel drive system (including Drift Mode) and active rear-axle steering, the new C63’s handling is sharper and more dynamic than the model it replaces. It’s worth noting that it has gained weight, 291 kg in fact, and now weighs 2 111 kg. While it’s more dynamically capable than its V8 sledgehammer predecessor, we’re not convinced it’s as nimble as the BMW M3.
It’s performance, however, defies the confines of its dimensions and with a zero to 100 kph sprint time of 3.4 seconds, it’s fast and feels faster than this claim suggests. Yes, times have changed and this is an electrically-assisted AMG C63, but it’s an entirely special package in its own right.
The BMW M3 Competition xDrive goes toe-to-toe with the new AMG C63 S E Performance, but unlike the Merc, it foregoes any electric trickery and unleashes raw 6-cylinder goodness from its twin-turbocharged 3.0-litre petrol engine. Yes, the Merc has bigger power and torque muscles, but the M3 Competition is a strong performer and, importantly, lighter!
BMW M cars have long been praised for their dynamic handling ability and the current generation M3 is formidable in this regard. In fact, from a dynamic handling perspective, the M3 is a sharper weapon in the corners.
Despite the vast differences in powertrains, the M3 Competition holds its own with a claimed zero to 100 kph sprint time of 3.5 seconds!
The only thing left to do is stage a drag race! Which one of these high-performance sedans do you think will cross the finish line first?
AMG sport seats (AMG Performance seat optional). Leather/Nappa
M sports seats in Merino leather (M carbon bucket seats optional)
Steering wheel
AMG Performance steering wheel
M Performance steering wheel
With technology trickling down from the new S-Class, the new AMG C63 S E Performance inherits its interior bits from the new C-Class, both of which are built right here in East London, South Africa. The interior of the new Mercedes-AMG C63 S E Performance looks like a technological tour de force.
In comparison, the BMW M3 looks far more understated. In South Africa, both the M3 and M4 are sold with a carbon interior package as standard which includes carbon-fibre trim spread liberally around the cabin, adding additional performance appeal to match the M3’s intentions.
Let’s talk money: What does the new Mercedes-AMG C63 S E Performance cost in South Africa?
The price of the new Mercedes-AMG C63 S E Performance starts from R2 500 810 (before options) and buyers can also opt for the limited edition F1 Edition for R2 808 310 as of June 2024. The Merc is sold with a 2-year/unlimited km warranty and a 5-year/100 000km maintenance plan.
Comparatively, pricing for the BMW M3 Competition xDrive starts from R2 098 002, so it’s significantly cheaper than its newer rival. But… on paper at least, the BMW matches the Merc in straight-line performance and dynamically excels in dynamic handling. The M3 is also sold with a 2-year / unlimited km warranty and a 5-year / 100 000 km maintenance plan.
Many purists can’t fathom how the AMG 63 S went from a V8-burbling monster to a partially electrified 2.0-litre Bahn stormer. Still, regardless of how each marque arrived at this point, both these machines offer undeniable performance brilliance.
Let us know which one of these high-performance machines you prefer and perhaps more importantly, which one do you think will win in a quarter-mile drag race? It’s bound to be very close…
