The Audi RS3 facelift has just been revealed and it’s confirmed for South Africa in early 2025. Here’s a look at the updates.
The Audi RS3 facelift brings some cosmetic and mechanical upgrades to the party for 2025. There are no engine enhancements mind you, but we’d argue that the 2.5-litre 5-cylinder petrol engine makes enough power already.
As a reminder, the engine makes 294 kW and 500 Nm, with a 7-speed dual-clutch transmission on duty. The 0-100 kph claim is pegged at 3.8 seconds which is one tenth quicker than its nemesis, the Mercedes-AMG A45 S.
So, what’s actually changed then? Audi Sport has upgraded the chassis control system and added brake torque vectoring which essentially dials out understeer during high-speed cornering and allows drivers to apply more power when accelerating out of bends. Customers have the option of specialised Pirelli P Zero Trofeo R tyres for track driving, but the vehicle comes standard with C-rated Pirellis.
Do these upgrades make a difference? Well, Audi set a Nurburgring record of 7:33.123, which is five seconds quicker than the BMW M2, which is one of its chief rivals.
You can spot the updated model with a new front-end splitter, new-look headlight and taillight signatures, carbon detailing as well as new air intakes. The cabin gets some updates too with a new style of steering wheel which have haptic controls instead of physical buttons.
The changes also include repositioned air vents, redesigned gear selector and the addition of a new chequered flag mode which activates a performance mode, while the RS button brings up the car’s individual mode where you can tinker with various settings like exhaust sound, engine responsiveness and so on.
When is the Audi RS3 facelift coming to South Africa?
Audi SA has confirmed its compact performance legend will be touching down locally in the first quarter of 2025. European dealers will be receiving their vehicles from October 2024. As before, the RS3 will be offered in sedan and hatchback body styles.
The petrol-electric flagships of the GWM P500 “grande bakkie” and its 7-seat SUV equivalent – the GWM Tank 500 – may cost R1 million and R1.22 million, but they come equipped with enough luxury features to make SA’s other luxury bakkies blush.
GWM recently launched a new pair of heavy hitters – the GWM P500 double cab and GWM Tank 500 – in a near-perfect setting – the Garden Route – and, well, they’ve arrived with a proverbial thud! I will cut through all the double-speak and rigmarole and give you the most direct anecdotal comparison I can…
The GWM (P-Series) P500 and Tank 500 are to each other what Ford’s Ranger is to the Everest; what Toyota’s Hilux is to the Fortuner; what Isuzu’s D-Max is to the MU-X. The former is based on the latter – the P500 is a ladder-frame-based full-sized pickup and the Tank 500 is its 7-seat Adventure SUV sibling.
And, while neither are as large as the giants that roam the United States (think Ram 1500, Ford F-150 and Toyota Tundra – no name a few examples), the GWMs are notably larger than the aforementioned bakkies and SUVs that prowl the asphalt- and gravel road networks of our beloved Republic.
Who would have guessed that when our collective Government Agent-style fantasies finally came true, we’d have a Chinese automotive manufacturer to thank for it? One would most certainly be petrified at the prospect of having half a dozen of these, all clad in black from rim to roof, roll up on the driveway.
It’s a numbers game
Men in black fantasies aside, there’s a lot to unpack here. Such as how GWM does, as a matter of fact, have way more equity in the game of producing 4x4s than you think. And it’s via this not-so-humble flex, that Great Wall Motor SA has attached similarly monolithic sticker prices to the P500 and Tank 500.
GWM is number one in China and has been producing pickups for more than 3 decades. That’s more skin in the game than Volkswagen and Mercedes-Benz combined, Peugeot too… unless you really start delving back into history at the odd rarity (or rare oddity). Yet, even armed with these lofty credentials, you might be as staggered as we were at the price tags of the pair of new Chinese offerings.
Before you do, perhaps I should drop some clues to the Tank 500’s specification: the roughly 2.5-tonne behemoth propels its enlarged frame with a hybridised 2.0-litre turbopetrol engine; the sheer amount of technology and gear on board is enough to make your IT manager shudder in awe – and tremble in fear.
Would you play it safe and land somewhere in between the Everest and Fortuner’s price points? Would you recoil in horror at the notion that an Adventure SUV produced in China costs R1 million? But no, you would, in fact, be quite modest with your estimation, seeing as the GWM Tank 500 2.0T HEV Ultra Luxury 4×4 has a stratospheric R1 222 900 price tag, which positions it just R50k shy of the new Toyota Prado.
What then of the P500 double cab, you may ask? Well, thankfully, there’s a range of variants to choose from; prices start from R799 900 and top out at R999 900 (for the 2.0T HEV Ultra Luxury 4×4, in which you’ll encounter an extensive list of mod cons and extra features to humble a flagship Hilux and Ranger).
And for scale, the GWM P500 is 120 mm longer than the Hilux and 75 mm longer than the Ranger. It’s 135 mm wider than the Toyota and 73 mm broader than the Ranger – and taller than both.
How much does the GWM P500 cost in SA? (Aug 2024)
And what you may lose out in potential aftersales security, GWM has mitigated with a commendable 5-year/75 000km service plan and 7-year/200 000 km warranty with 7-year roadside assistance. For the HEV model, GWM includes an 8-year/150 000 km “high-volt(age) warranty”.
Now that we’ve established that both new vehicles can be had for a great deal of money, let’s discuss what your fortunes get you.
We tested both the flagship P500 and the solitary Tank 500 variant (both of which feature hybrid powertrains) so that we could experience the full effect of their 255 kW and 648 Nm of torque.
Those outputs are derived from a 2.0-litre turbopetrol engine in combination with a 9-speed hybridised auto transmission. A hybrid battery helps both HEVs achieve an 8.3-sec sprint from zero to 100 kph, which is impressive… considering there’s still a mere 4-pot at the heart of these obelisks on wheels.
International Tank 500 model shown.
The P500 will later receive a robust alternative powertrain in the form of a 135 kW/480 Nm 2.4-litre 4-cylinder turbodiesel paired with a 9-speed auto. It will be available in Luxury and Super Luxury grades.
The P500 and Tank 500 have respective party tricks, with the bakkie featuring a pretty nifty split tailgate, which is great for forklifts and general access. Like the P-Series (P300), it also remains the only double-cab in SA that can park itself, thanks to some clever driver-assistance systems, as well as Level 2 ADAS.
The Tank 500, in turn, gets an equally impressive ability to automatically retract its side steps, and a spare wheel located on its horizontally opening tailgate.
Hop aboard either and you’ll encounter a very similar cabin – and near identical controls, each dominated by a larger-than-life 14.6-inch touchscreen infotainment system. Where the GWM P500 favours dark plastics, its Tank 500 sibling boasts a more retro aesthetic with wood trim and an analogue clock.
Nappa leather abounds in both vehicles, with triple-zone climate control across multiple rows keeping driver and passengers cooled (or heated) to exacting standards. All seats are heated and cooled, with the front occupants being further treated to extensive massage functions. There’s a lot to love here!
There’s also a lot that can go wrong
This is the cynical bit, so I’ll keep it brief and polite. As we see our beloved four-wheeled sources of vehicular transport grow ever more digital, and being over-engineered to higher levels, it’s only common sense to be wary of the potential problems that tend to accompany this sort of automotive “progress”.
We live in an era in which vehicle components are repaired less and replaced more, with components growing in size and complexity. Once we breach that R1-million mark, it’s only natural to worry more about what life will be like when things go wrong, which they will, one day. What then of resale value?
Even if our 2-day, 500-km evaluation of the P500 and Tank 500 (on some spectacular dirt and tar roads) were completely incident-free, I still have mild reservations about recommending these new GWMs. A few minor gremlins did rear their heads, such as a tailgate that wouldn’t always open the way it should.
The performance figures may look impressive, but the hybrid power unit felt somewhat breathless when ascending inclines. At other times, the HEV felt quite punchy, especially on flatter sections and downhills, where it would barely scrub off momentum as we weaved through natural chicanes and switchbacks.
Still, the P500 HEV and Tank 500 were awfully fun to pilot – they offer numerous drive modes, including Drift Mode and Off-road Racing. Because of all the “fun” that we had, the hefty GWM test units’ indicated fuel consumption figures rivalled those of comparable 6- or 8-cylinder vehicles during the trip.
But, in defence of our high-18 L/100 km returns, we were pushing some serious tin along the Outeniqua and Phantom Passes – they’re epic slivers of road that downright encourage a heavy right foot.
The Tank 500’s price includes a 7-year/200 000 km warranty (plus 8-year/150 000 km coverage for the hybrid battery), as well as a 5-year/75 000 km service plan.
The GWM P500 and Tank 500 models have me vexed. They challenge that adage of “being worth more than the sum of (their) parts”. Both models are appointed to the rafters with ambient lighting, panoramic roofs, heated helms and smartphone connectivity, Harman Infinity audio and a host of safety acronyms.
They might have the most impressive luxury feature lists offered in the local bakkie and Adventure SUV segments. Ever. But R1 million or R1.22 million might still be more than you should be willing to part with.
The SA-built Volkswagen Polo Vivo hatch has been facelifted, scoring refreshed styling and extra kit (including stability control across the range)…
Meet the facelifted Volkswagen Polo Vivo hatchback, which launches in South Africa with refreshed exterior styling, updated interior trim and extra equipment – though unfortunately still no standard service plan (there is a new 5-year/100 000 km engine warranty, though). Pricing, however, is unchanged, with the line-up again kicking off at R266 600.
As before, the Kariega-produced line-up comprises 5 derivatives, with all 3 engines and 2 transmissions carried over. But VW has dropped the old trim-level naming convention, bidding farewell to the “Trendline”, “Comfortline” and “Highline” grades in favour of Wolfsburg’s latest nomenclature.
This is the entry-level Vivo (note the plastic wheel covers and black side-mirror caps).
So, the base derivative is now known simply as “Vivo”, while the mid-tier variant is called “Vivo Life” and the Highline replacement is named “Vivo Style”. The top-spec Vivo GT, however, retains its designation.
The revised line-up kicks off with the 55 kW/130 kW Polo Vivo 1.4 5MT at R266 600, followed by the 63 kW/132 Nm Polo Vivo 1.4 Life 5MT at R288 500. Next comes the 77 kW/153 Nm Polo Vivo 1.6 Style 5MT (R318 000), followed by the Polo Vivo 1.6 Life 6AT, which upgrades to a 6-speed automatic transmission and starts at R320 200.
The cain of the refreshed Polo Vivo Life.
Finally, the Polo Vivo 1.0 TSI GT 6MT tops the range, priced at R356 000, again serving as the only forced-induction variant in the portfolio. As a reminder, this turbocharged 1.0-litre, 3-cylinder engine generates 81 kW and 200 Nm.
So, what’s changed? Well, while the base derivative again rides on 14-inch steel wheels (with 15-inch “Tosa” alloys listed as an option), the Vivo Life switches from “Estrada” 15-inch alloy rims to “Ubomi” versions. Similarly, the Vivo Style ditches the old “Rivazza” 16-inch items in favour of the “Portago” wheels familiar from the previous Black Style package. The GT, however, keeps its 17-inch “Mirabeau” alloys.
Pre-facelift Polo Vivo at the top and refreshed version at the bottom.
In terms of exterior styling, you’ll notice the updated front bumper design, new headlight inserts (on all derivatives bar the base model) and the central placement of the “Vivo” lettering on the tailgate, bringing this model in line with other VW products. In addition to these relatively subtle exterior styling revisions and cabin updates (the latter chiefly in the form of new upholstery and an updated instrument cluster), VW has made some interesting specification alterations.
For instance, all Polo Vivo variants now feature a 9-inch Mirgor-sourced infotainment system (replacing the previous 6.5-inch “Composition” system), along with front foglamps that incorporate cornering lights. However, manual window winders are again employed at the rear, with the side mirrors likewise still manually adjustable.
A new 9-inch touchscreen system is standard across the range.
Perhaps the most significant under-the-skin upgrade, though, is the adoption of electronic stability control and tyre-pressure monitoring (both previously optional on the 1.4 derivatives) as standard across the range. It’s worth noting Life and GT derivatives (which again feature cruise control) furthermore gain front side airbags in addition to dual front airbags, while all variants bar the single auto-equipped model gain hill-start assist.
The list of options again includes the Black Style package (though VW says just 1 000 units will be built), a storage package (that incorporates a front centre armrest and a drawer under the driver’s seat) and various “Lights and Vision” packages. In addition, a rear-view camera with rear parking sensors is optionally available for all but the entry-level variant.
This is the Polo Vivo in Style specification.
In terms of paint colours, Pure White, Reef Blue, Reflex Silver and Wild Cherry carry over, while Limestone Grey has been removed and Ascot Grey and Smoky Grey added. Furthermore, the Vivo GT can be specified in any of these hues along with a black finish for the roof.
The current (2nd) generation of Vivo – which is, of course, based on the previous (Mk5) Polo hatchback – hit the market in South Africa back in February 2018. This, then, is the generation’s first significant update, with previous tweaks limited to minor specification adjustments and a subtle cosmetic revision to the flagship GT derivative.
Note the placement of the Vivo badge (Black Style package pictured).
This Ferrari 308 GTB, which was rescued from a backyard in Cape Town, where it stood neglected for years, is back on the road after a 4-year restoration (and now wears the paint finish in which it was originally ordered). We take it for a drive.
The traffic crawls along slowly… We’re often at a standstill. This is, after all, peak afternoon traffic in Cape Town. A fully restored 308 GTB is arguably not the best car to pilot through this slow-moving traffic, but at least fellow road users have ample opportunity to see a “brand new” classic Ferrari.
Five years ago, this Ferrari 308 GTB was in a highly neglected state; it was found in the backyard of a residence not far from Cape Town’s CBD and the last time it ran was more than a decade before then.
The owner, who rescued (what was left of) the car, commissioned a full nuts-and-bolts restoration. The car’s high chassis number proved it is one of the last 5 carburettor-fed 308s that were manufactured.
The transformation (under the supervision of Ferrari specialist Carlo Viglietti) has been very impressive. Even when you’ve seen how a rust bucket can be transformed, it is jaw-dropping to experience this car.
Specifications:
Model: 1980 Ferrari 308 GTB
Engine: 2.9-litre, V8, petrol
Power: 190 kW at 7 700 rpm
Torque: 284 Nm at 5 000 rpm
Transmission: 5-speed manual, RWD
Weight: 1 300 kg
0-100 km/h: 6.9 sec (claimed)
Top Speed: 252 kph (claimed)
Behind the wheel of the Ferrari 308
As expected, I sit close to the ground, but it is surprising how tight the Ferrari 308 GTB’s cabin is. You are close to your passenger and headroom is very limited, even more so for my 1.87-metre frame.
With the seat moved back as far as it will go and the backrest in a more reclined position, I am comfortable enough, although I’m seated in a considerably more “laid back” position.
The cabin of the 308, which was immortalised by the Magnum PI television series in the ’80s, takes me back 45 years in time. I admire the small and beautifully simple MOMO 3-spoke steering wheel in front of me. It is perfectly within reach and to the right of my leg is the tall gear lever with a dog-leg first gear.
Towards the back of the centre console is where you’ll find all the required 80’s era switchgear, but none of those will be needed today. It is only the indicator stalk and the twisting of that stalk end that I need now, of which the latter allows those headlights to pop up – what a sight!
Look down to the footwell and the respective bottom corners of the brake and clutch pedals are cut-out. Honestly, this is well thought out, as you sometimes want to rest your left foot to the left, and the cut-out for the brake pedal allows your right foot to miss the brake pedal perfectly and dab the accelerator pedal.
As I pull away with the 308, I’m amazed at how “easy to drive” the car is. There is an aptly mechanical action to the gear shifts, which is not only such an integral part of this era of the Ferrari experience, but the clack-clack sound when the lever touches the metal of the open gate further adds to the drama.
You have a good view over the bonnet and you know your feet are in line with the front wheels. Guiding the car through a few corners comes very naturally and even though the view in the mirror is perfectly angled over the louvred engine cover, you will not need to use it often, because the 308 GTB isn’t slow.
With only around 200 km on the odo’ since the engine rebuild, chasing the redline is not an option today as the powerplant is still being run in, but in 3rd or 4th gear at 3 000 rpm you can lean on the throttle, after which the car starts accelerating with intent. Choose a lower gear and that arrow of a rev needle quickly passes the low- to mid rev range before I purposely shift the gear lever to the next ratio.
The rather deep engine note also sounds crisp, as induction through the carburettors is close to the cabin and is a wonderful part of the experience. It is worth pointing out that once you’ve seen, heard and experienced a 4-pipe exhaust system on a 308, it will be very hard to expect anything less.
After all, the mere idea of an 8-cylinder Ferrari with a single-, even double, exhaust sounds wholly inappropriate, even though several 308 GTBs were fitted with these exhausts as standard.
The low weight of the car further adds to the enjoyment when you push harder through a corner or brake a little later. The other driving highlight is the steering feedback, as the ‘wheel is light around the centre. Yet, the further away you move from the centre position it progressively loads up – it truly feels perfect.
Viglietti admits that today it is the furthest he has driven the car out of town since it has been completed. I’m glad we could capture this moment after a mammoth 4-and-half years of painstaking rebuilding.
Summary
It might be an entry-level Ferrari, but not having driven a 308 GTB before, I think it is arguably one of the de facto classic Ferraris to own. Its iconic design and eager performance make it all the classic Ferrari you’ll ever need. The fact that this 1 is now a “new” 1980 GTB makes it all the more appealing.
Meet the new Mercedes-Maybach SL680, a V8-powered 2-seater roadster billed as the “sportiest model in the Maybach brand’s history”…
This is the new Mercedes‑Maybach SL680, an ultra-luxurious version of the German automaker’s roadster. Yes, the storied Maybach badge has now – for the first time – been applied to Mercedes-Benz’s SL nameplate.
The new SL680 joins the growing Maybach range, slotting in alongside Maybach-badged versions of the S-Class, GLS and fully electric EQS SUV. The roadster is furthermore billed as the “sportiest model in the Maybach brand’s history”.
Before we delve into what makes the new SL680 a Maybach, let’s touch on the engine. In short, the powertrain is carried over from the Mercedes-AMG SL63 (as opposed to the 4-cylinder SL43 currently offered in South Africa or indeed the 600 kW SE Performance flagship). As such, the twin-turbo 4.0-litre V8 petrol motor delivers an unchanged 430 kW and 800 Nm to all 4 wheels via a 9-speed automatic transmission.
However, likely largely due to added heft, the claimed 0-100 kph time slows by half a second to 4.1 seconds, while top speed falls by 55 kph to 260 kph. In addition, according to Mercedes, its engineers “adapted” the accelerator-pedal characteristics to ensure “the supremely dynamic driving pleasure expected of a Maybach”.
Moreover, the company claims “comprehensive measures” have been implemented to “guarantee a quiet and comfortable, typically Maybach, driving experience”. These include a “noise-optimised” exhaust system, an extensive insulation package and a “comfort-oriented” suspension set-up, along with “soft” engine mounts.
In terms of exterior styling, the Maybach-specific chrome grille features illuminated contours (and illuminated “Maybach” lettering), while the black bonnet bears an upright Mercedes-Benz star and a chromed fin running down its centre. The bonnet is available “upon request” with the Maybach pattern incorporated in graphite grey.
The headlights boast rose-gold accents, while the windscreen frame is finished in chrome, a material repeated on the sill cladding. The Mercedes‑Maybach SL680 rides on 21-inch forged wheels in a 5-hole or a multi-spoke design. The “extensively insulated” acoustic soft top is fashioned from light black fabric, with the Maybach pattern incorporated in anthracite.
Round back, there’s a brand-specific rear skirt (with yet more chrome trim) and a new diffuser design. An “aerodynamically designed” double scoop means the rear bench has been ditched, which sees the Mercedes‑Maybach SL680 function as a strict 2-seater rather than a “2+2” roadster, like the SL43 and SL63. Inside, you’ll find “sustainably tanned” crystal white Nappa leather and trim parts in “gleaming” silver chrome.
The new Mercedes-Maybach SL680 is scheduled to hit initial countries in Europe in 2025, with “other markets to follow”. It’s not yet known whether this high-end model will be offered in South Africa.
GAC (Guangzhou Automobile Group) has made a suitably flashy debut in the local new vehicle market with the GS3 Emzoom, which exudes much boutique crossover appeal. We drove the flagship of the range – the 1.5T R-Style – in Gauteng recently.
Just to dispel any doubt, the GAC GS3 Emzoom demonstrates that Chinese automakers are willing to fight each other just as bitterly for market share in South Africa (and elsewhere) as in their homeland.
2023 alone saw the local introduction of brands and sub-brands such as BYD, Maxus and Omoda. In 2024, they were joined by Jaecoo, LDV and, as of yesterday, the battle has been turned up a few more notches – with the arrival of GAC (which has no relation to the similar-sounding Chi-African badge, JAC).
GAC is the abbreviation for Guangzhou Automobile Group Motor Company. It is a state-owned company, the 5th-largest automaker in China and reportedly retailed no fewer than 2.5 million cars in 2023.
The Portugal-based Salvador Caetano holding company has obtained the rights to distribute GAC products in South Africa, of which the GS3 Emzoom is the first. Other Em-prefixed (not M) vehicles in GAC’s stable include the Emkoo family car/medium SUV (which will be launched in Mzansi shortly) and Empow sedan (a possibility for the local market?). The Aion Y electric crossover may arrive next year.
Segment-wise, the GS3 Emzoom targets the overcrowded automatic, front-driven, turbopetrol small crossover segment; with models that are 4.4-ish metres long and powered by 1.4- to 1.7-litre engines.
Head-turning looks? Check!
The newcomer has arresting styling, comes loaded with many crowd-pleasing features and will pique the interest of young, well-remunerated, highly image-conscious buyers; that description also applies to the Omoda C5, Jaecoo J7 and BAIC X55 Beijing, so, yeah, the GAC is not afraid of taking on its countrymen.
Pricing for the GS3 Emzoom begins at R469 900 and tops out at R549 900 (Aug 2024). All variants are powered by a 130 kW 1.5-litre 4-pot turbopetrol that develops 270 Nm between 1 400 and 4 500 rpm.
Visually, the range-topping 1.5T R-Style takes the concept of a crossover and ties it into a bowl of writhing serpentine noodles. “Hot hatch meets high rider” is probably the best way to describe it, with a mishmash of diamond-shaped patterns scattered throughout its styling palette, further characterised by a walrus-toothed snout and lavish lashings of orange to accentuate its flamboyant flagship styling.
The non-functional rear diffuser wraps around a pair of howitzer-proportioned exhaust tips, of which the right houses a (visible) valve that can open with the press of a steering-wheel-mounted button… to emit a mildly more boisterous tone. The boy racer-meets-bush styling is conceivably open to interpretation; yes, it’s brash – but not overly offensive. It does limit the R-Style’s customer age and profile, however.
GS3 Emzoom’s surprisingly spacious interior
The utilisation of space in the GAC GS3 Emzoom is quite smart, however. Both rows of seats extend rearwards beyond their adjacent roof pillars. That, along with the absence of a transmission tunnel, creates an entirely flat rear passenger floor that facilitates a truly cavernous passenger area.
There’s no such thing as a free lunch, though. The price for being able to comfortably accommodate adults who like consuming extra (oh, let’s say) wontons is a limited luggage capacity. The load bay is said to accommodate 341 litres, which extends to 1 271 litres when the rear seatback is folded forward.
Up front – and similar to many of the GS3 Emzoom’s compatriots – there’s a dizzying mix of materials scattered around the fascia, although the more industrial ones have been implemented sparingly to solely carry out the heaviest buffering against scuffing.
As is de rigeur nowadays, the driver is faced by a pair of digital displays, with the centre one offering a range of adjustments (including opening all windows and the panoramic sunroof). It sits atop a row of physical buttons to control the more essential in-car functions.
Wireless Apple CarPlay is available, though Android users can only mirror their smartphone screens by installing a CarbitLink app or using an aftermarket box that allows wireless Android Auto, which GAC will install for R1 500. GAC says the latter connectivity should appear as an integrated feature by next year.
Sweet – and slightly sour – driving experience
The driving experience is a mainly sweet (and only minorly sour) affair. GAC claims a 0-100 kph sprint time of 8 sec, although an impromptu, smartphone-measured attempt to emulate this time only delivered a double-digit result. This is owed either to overzealous traction control (with no switchable traction or stability control) or too much clutch slip at pull-away, which robs the 1.5T R-Style of any instantaneous alacrity – or both. Plus, the kerb weight (of around 1 400 kg) makes a meal of its power-to-weight ratio.
Once the GAC gets going, though, metres are munched as it sets off chasing the horizon. It’s not firing-squad-facing fast, but the flat torque curve – once reached – keeps the GS3, um, effortlessly zooming (sorry, Mazda) at impeachable velocities. Just mind the hyperactive ABS when it’s time to brake hard.
And akin to the Chery Tiggo 4 Pro’s dual-clutcher, shifts from the 7-speed automatic transmission are seamless yet nowhere near Volkswagen’s DSG in terms of crispness or rapidity. So much so, that, truth be told, the uninformed would be none the wiser over the transmission’s inner workings.
Gearshift paddles would have added an extra layer of engagement (by enabling drivers to keep the engine in “its sweet spot” longer) and more in keeping with the 1.5T R-Style’s alleged sporty character. The electric steering setup is also quite sterile – the ‘wheel feels lifeless, no matter the steering angle.
But do you know what? That narrower performance window only broadens the GAC GS3 Emzoom’s appeal. Sure, while the abundance of power is pleasing, there isn’t a hint of athleticism in its suspension setup, which isn’t helped by the 18-inch alloy wheels being wrapped in higher-profile (225/55) tyres.
But that’s exactly why you won’t see the GS3 Emzoom in Fast & Furious film anytime soon. And that makes the GAC – as a beefy, better-rounded (even if admittedly flashy) offering – all the better for it.
The GS3 Emzoom also rides comfortably and quietly without fear of ruts and juts, with only wind and tyre rumble audible at highway speeds. And what about that bulk (1.4-tonne kerb weight) I mentioned? It’s put to great use in sealing in the solid feel so often and sorely absent in some Chinese brands’ models.
And, a mere glance at the GAC’s panel gaps (a tell-tale build quality benchmark) reveals a consistency that is easily comparable with those of the newcomer’s European counterparts. You read that correctly.
How much does the GAC GS3 Emzoom cost in SA?
GS3 Emzoom 1.5T Comfort
R469 900
GS3 Emzoom 1.5T Executive
R499 900
GS3 Emzoom 1.5T R-Style
R549 900
All GAC GS3 Emzoom variants come with a 5-year/150 000 km warranty and a 5-year/60 000 km service plan, with service intervals every 15 000 km.
So is that a shì or a bú shì for the GAC GS3 Emzoom 1.5T R-Style? My head says the running shoe-cum-Timberland boot thing is a bit muddled, or that you’d be just as happy in the mid-range 1.5T Executive variant, which is arguably the pick of the range. But my heart says that I want this one – don’t you?
The 535 kW BMW M5 Touring has just been revealed, adding a station wagon body style to the family. Here’s your first look.
The BMW M5 Touring looks better than the M5 sedan. Yes, we said it. Without any awkwardness, the Touring’s proportions look almost spot on, but we’re confident that in the flesh it will be stellar.
Mechanically, its identical to the sedan and features the same 4.4-litre turbocharged V8 engine with an electric assist. All 535 kW and 1000 Nm go to all four wheels via an 8-speed automatic transmission and BMW claims a 0-100 time of just 3.6 seconds, which is a tenth slower than the sedan. Tick that optional M Driver’s package and a top speed of 304 kph is yours.
Inside, the Touring is all about the boot space and with the rear seats folded down, there’s a maximum cargo carrying capacity of 1 630 litres. The vehicle comes with an automatic tailgate and of course, there’s a tiny window in the rear bench to facilitate longer items like skis, fishing rods and curtain rails.
From what we can see, the BMW M5 Touring is well equipped with just a handful of options, like the steering wheel heating, active seat ventilation and a panoramic glass sunroof. As standard, you get a Bowers & Wilkins audio system, curved infotainment screen, heads-up display, 4-zone climate control, and M Sport multi-function sports seats, to name but a few.
While there’s no local confirmation yet, the BMW M5 Touring will hit international showrooms before the end of 2024. As it stands, the sedan M5 will be making its South African debut at the BMW M Fest, which is being held at Kyalami Grand Prix Circuit in Gauteng, in October.
Meet the new Mahindra Thar Roxx, which debuts with 5 doors and a choice of petrol and diesel engines. So, will this compact Wrangler-like off-roader come to SA?
The new Mahindra Thar Roxx has been revealed in India, with this latest version of the body-on-frame SUV featuring 5 rather than 3 doors, along with a suitably lengthened wheelbase.
Measuring 4 428 mm from snout to rump, the new 5-seater Thar Roxx falls in roughly between the 5-door Suzuki Jimny and the Jeep Wrangler Unlimited in terms of exterior dimensions. Featuring a wheelbase of 2 850 mm, the newcomer measures 1 870 mm wide and stands 1 923 mm tall.
So, will we see this Roxx-badged model in South Africa? Well, though the original 3-door Thar was offered on local shores, the 2nd-gen model revealed in 2020still hasn’t made it to Mzansi. From what we understand, plans to introduce the Thar in SA fell away as Mahindra instead prioritised meeting robust demand in its domestic market of India.
And it seems the same will apply to the new Thar Roxx – at least for now. Though Rajesh Gupta, CEO of Mahindra South Africa, didn’t rule out launching the new model at a later stage, he told Cars.co.za that his company “appreciates the interest shown from local audiences regarding Thar Roxx”, adding that the local division would “provide updates as appropriate should there be any new developments”.
Built on what Mahindra calls its “all-new M_Glyde platform” at the Nashik facility in India, the Thar Roxx can be specified with a turbocharged 2.0-litre, 4-cylinder petrol “mStallion” engine that generates 119 kW and 330 Nm in 6-speed manual form and 130 kW and 380 Nm in 6-speed automatic guise.
There’s also Mahindra’s 2.2-litre, 4-cylinder turbodiesel “mHawk” motor, which makes 112 kW and 330 Nm in rear-wheel-drive models and in the manual-equipped 4×4 derivative, and 129 kW and 370 Nm in self-shifting 4×4 guise.
The Thar Roxx employs independent front suspension with double wishbones and coil springs, while the rear set-up features a rigid axle coil-spring arrangement with a Watt’s linkage. Models equipped with part-time 4×4 furthermore boast low-range gearing and an electronic locking differential.
The approach, departure and ramp-over angles are listed as 41.7, 36.1 and 23.9 degrees respectively (figures that Mahindra claim are “best in class”), while the wading depth comes in at 650 mm. Available safety features include 6 airbags, electronic stability control, tyre-pressure monitoring, automatic emergency braking, a 360-degree camera system, adaptive cruise control and roll-over mitigation.
Other interesting features offered in India include ventilated front seats, a panoramic sunroof, a 9-speaker Harman Kardon sound system, wireless smartphone charging and a pair of 10.25-inch screens (comprising a digital instrument cluster and an infotainment system, with the latter featuring wireless Apple CarPlay and Android Auto).
The all-electric Volkswagen ID.4 will be officially available to customers from 2025. We’ve had a first taste of what you can expect.
Volkswagen South Africa has taken a cautious approach to introducing EVs in SA. Some may even say they have taken too long, but the brand has dipped its toe into the local EV water with the e-Golf in 2020. Now, it’s taking another step with the ID.4, but don’t get too excited as it’s not officially on sale. It will be at some point in the future.
Today, we had the opportunity to try out the Volkswagen ID.4, an electric SUV that won World Car of the Year 2020. What do you need to know about it and what is there to look forward to when VW eventually starts selling it? Jacob Moshokoa takes you through the details of what will be VW’s first EV to go on sale locally.
The fully electric Mercedes-Benz eSprinter has officially launched in South Africa, arriving as the country’s most expensive panel van. Here’s how much it costs…
The fully electric Mercedes-Benz eSprinter has officially hit the market in South Africa, with the local range comprising a trio of derivatives at launch. The electric panel van is available in either standard- or long-wheelbase (LWB) form, with 2 battery capacities on offer.
The standard-wheelbase derivative employs a rear-mounted 100 kW/400 Nm electric motor and an 81 kWh (usable capacity) battery pack, a powertrain that is likewise offered in LWB form. The flagship LWB variant, meanwhile, upgrades to a 150 kW/400 Nm electric motor and a 113 kWh (usable capacity) battery. Gross vehicle weight is a claimed 4 250 kg, while towing capacity is “up to” 2 000 kg and load volume “up to 14 m³”.
Gross vehicle weight is a claimed 4 250 kg, while towing capacity is said to be “up to” 2 000 kg and load volume “up to 14 m³”. While the eSprinter isn’t the priciest light-commercial vehicle on the market (that title instead goes to the top-spec versions of the Ineos Grenadier Quartermaster), it is easily the most expensive panel van.
Just how expensive? Well, the 414 eSprinter Pro (81 kWh) kicks off at R1 270 030, while the 420 eSprinter Pro LWB (81 kWh) starts at R1 301 140. The flagship variant is the 420 eSprinter Pro LWB (113 kWh), which comes in from R1 566 723.
Curiously, the local press release does not include any official claimed single-charge range figures, instead mentioning a 475 km route covered by a “pre-production” model equipped with the 113 kWh battery pack, as well as a “preliminary” 530 km figure based on “simulations”. The local website, meanwhile, says only that range will depend on the “individual driving style, road and traffic conditions, outside temperature, and the use of the air conditioning system, heating system and other electrical consumers”.
According to Mercedes-Benz Vans, the eSprinter’s battery pack can be charged with direct current at up to 115 kW at a fast-charging station, which would take the 81 kWh unit to 80% in “around 32 minutes” (presumably from empty) and 113 kWh unit to the same mark in “approximately 42 minutes”. The official price list, however, suggests this 115 kW maximum charge speed is a R14 605 extra, with the standard DC charging rate instead coming in at 50 kW.
The so-called “Pro” package is standard on all 3 derivatives and includes items such as a USB socket, semi-automatic air conditioning, active brake assist, hill-start assist, a multifunctional steering wheel (with rake-and-reach adjustment), a heated driver’s seat, rain-sensing wipers, cruise control and the MBUX multimedia system (though navigation will cost you an extra R14 473).
“With the introduction of the new eSprinter, we are solidifying our position as leaders in electric drive technology. The new eSprinter redefines what an electric van can be. Its innovative design, robust technical features and exceptional efficiency make it the perfect choice for businesses looking to embrace locally-emission-free mobility without compromising on performance,” said Marinus Venter, Head of Product, Marketing and Customer Services for Mercedes-Benz Vans SA.
“By launching the premium eSprinter in the South African market, we aim to transform the industry, by reaffirming our commitment to delivering cutting-edge, sustainable solutions that meet the diverse needs of our esteemed customers,” he added.
How much does the Mercedes-Benz eSprinter cost in SA?
414 eSprinter Pro (81 kWh) – R1 270 030
420 eSprinter Pro LWB (81 kWh) – R1 301 140
420 eSprinter Pro LWB (113 kWh) – R1 566 723
The prices above include a 2-year/unlimited kilometre warranty, with the battery pack covered by an 8-year/160 000 km warranty “certificate”. Mercedes-Benz Vans offers what it calls the “ServiceCare eComplete Plan” (with intervals of 1 year or 40 000 km) as an option, starting at R54 683 for the 5-year/100 000 km arrangement.
