The Peugeot 2008 facelift has quietly landed on our shores. Here’s a look at how much you can expect to pay, plus what you get for your money.
The 2008 is a compact SUV from Peugeot, which falls under the Stellantis Group. Now, the second generation facelift has quietly arrived on South Africa shores.
At just over 4.3 metres long and with a wheelbase of 2 605 mm, the Peugeot 2008 is positioned as a B-segment baby SUV. Peugeot South Africa is offering the updated 2008 in a two-model lineup, with one powertrain.
There’s a new grille and the car adopts the vertical LED daytime running lights from its pretty Le Mans 9X8 racecar.
There are two trim levels; Allure and GT, the later being the more sporty of the two. Here’s the grade walk:
Allure
10-inch infotainment touchscreen
6 speakers
Apple CarPlay & Android Auto
Bluetooth, 2x Type C USB front, 1x Type A USB & Type C USB rear
Push button start
Height-adjustable comfort seats in tri-material cloth with quartz stitching
Dual-zone climate control
Cruise control with speed limiter
Auto wipers, auto headlights
Rear parking sensors with rear-view camera
Lane keep assist
Tyre pressure sensors
GT (the above content, plus the following:)
Dynamic seats in Belomka with adamite stitching
Front parking sensors
Front camera
Blind spot detection
Full LED headlights
Diamond black contrasting roof
Optional sunroof
Engine and Efficiency
The updated 2008 is powered by the group’s legendary 1.2-litre turbocharged 3-cylinder petrol engine which is paired to an 6-speed automatic. This powertrain makes 96 kW and 230 Nm, and that power goes to the front wheels. In terms of consumption, Peugeot claims a combined cycle figure of 5.9 L/100 km.
How much does the Peugeot 2008 facelift cost in South Africa?
The 2008 facelift is sold with a 3-year/60 000 km service plan and 5-year/100 000 km warranty.
The new head of Hyundai in Australia says the South Korean automaker will finalise its plans to offer a right-hand-drive bakkie before the end of 2025…
The highest-ranking Hyundai executive in Australia says the South Korean brand will finalise its plans to offer a right-hand-drive (RHD) bakkie before the end of 2025, suggesting that several options remain on the table.
CarExpert asked Don Romano – who was recently appointed President and CEO of Hyundai Motor Company Australia as well as Advisor for Hyundai Motor Asia & Pacific Region – about his company’s plans to introduce some form of pick-up.
“We’re not there; we’re going to be there this year. We’re going to come up with a solution that everybody can say, ‘yeah, this works for me’,” Romano told the Aussie publication.
Of course, a number of potential solutions exist. For instance, there have long been rumours of the unibody Santa Cruz being built in right-hand drive, while Hyundai is known to be developing an electric pick-up, too. In addition, the company could theoretically build a bakkie based on the new ladder-frame Tasman from sister brand, Kia.
“We’re going to have to find that common denominator that’s going to fit both Australia and global. So, there’ll be some compromise – that compromise could be a diesel, could be a hybrid, it could be a plug-in hybrid,” Romano revealed. “Whether we go with an electric ute, it would not be my preference, but I would take it and that is something that is already under development.”
However, Romano’s next comment unsurprisingly suggested first prize would be a body-on-frame contender to take on the segment’s strongest sellers: the Toyota Hilux and Ford Ranger.
“What I think we need is something that competes against the number one and number two in the market, and they’re dominant players. That’s what sells here; that’s what customers want. I think every major manufacturer has one, and I don’t think you can be a viable brand without one.
“There’s absolutely nothing wrong with the Tasman body-on-frame – it’s a great infrastructure to build from. I have concerns with diesel, although I would take a diesel short-term if I know that the evolution was going in a different direction,” he said, before hinting such a project would be a longer-term proposition.
In October 2024, the head of Hyundai Automotive South Africa confirmed to Cars.co.za that the brand’s local division was “in discussions” with its head office in Korea about the possibility of introducing a double-cab bakkie, though added “there are no definite plans” for now.
Gideon Jansen van Rensburg, Chief Executive Officer (CEO) of Hyundai Automotive South Africa (though set to become CEO of Motus SA Retail from 1 July 2025) told us the company was actively “looking for solutions” in terms of a right-hand-drive bakkie.
Initially positioned alongside its Creta sibling, the Hyundai Kona prioritised eye-catching design over outright practicality. Considering a used version of this compact crossover? Here’s what you need to know…
When the Hyundai Kona touched down in South Africa in the final quarter of 2018, it held an unusual position in the South Korean firm’s local stable. In a departure from Hyundai Automotive SA’s typically conservative approach to product planning, this distinctively styled crossover shared a vast overlap in pricing with the popular Creta.
Hyundai argued that the Creta and Kona appealed to entirely different demographics, despite both playing in (what was already) a crowded compact-crossover segment. With its staid styling and practical cabin, the former was designed for pragmatic family-car buyers, while the latter was somewhat smaller but more premium, with its bold design intended to catch the eye of young-at-heart, trendy customers.
The Kona was unveiled in mid-2017.
Built on the same platform as the i30 hatchback, the OS-series Kona was billed as a “global” model that had a key role to play in Europe (for the record, the SA-spec Kona was sourced from the Ulsan plant in South Korea). In contrast, the Indian-made Creta was conceived specifically for developing nations.
Predictably, the 1st-gen Creta was far more popular than the Kona in Mzansi. Nevertheless, the Kona – named after a region of Hawaii, though called the “Kauai” in Portugal and the “Encino” in China – carved out a distinct niche on the local market. As a matter of fact, our calculations suggest Hyundai Automotive SA sold in the region of 3 050 units, with nearly 1 700 of those being pre-facelift examples.
The full-fat Kona N.
While this Buyer’s Guide will focus on standard versions of the distinctly styled crossover, we’ll also touch briefly on the Kona N variant (effectively a hot hatch in a higher-riding body), which Hyundai launched locally in 2022. The 2nd-gen Kona was planned for a local introduction, but never arrived.
Hyundai Kona model line-up in South Africa
The local launch took place in October 2018.
The Hyundai Kona was revealed in June 2017, with the South Korean manufacturer claiming the newcomer’s “impactful design and uncompromised individuality” would appeal to “modern customers with active lifestyles” (specifically what it described as the “Millennial” demographic).
South Africans, however, had to wait until October 2018 for the Kona to hit the market, exclusively in petrol form. At launch, Hyundai Automotive SA offered the model in 2 guises: a 1.0-litre 3-cylinder turbopetrol with a 6-speed manual gearbox and a naturally aspirated 2.0-litre 4-pot paired with a 6-speed automatic transmission. Both were front-wheel drive and both featured the Executive trim level.
Kona 1.0 T-GDI Executive 6MT (88 kW/172 Nm)
Kona 2.0 MPI Executive 6AT (110 kW/180 Nm)
In July 2021, the facelifted Kona made local landfall. Hyundai took the opportunity to nudge this model further upmarket and thus largely wiped out (what had been) a significant pricing overlap with the Creta. Benefitting from design and mechanical changes, the refreshed line-up expanded to 3 derivatives.
The 1.0-litre 3-cylinder (manual-equipped) powertrain fell away, while the 110-kW atmospheric 2.0-litre motor (now offering slightly less twisting force at 179 Nm) switched from the old torque-converter auto to a continuously variable transmission (CVT).
The big news, however, was the introduction of a peppy turbocharged 1.6-litre 4-cylinder petrol engine, which sent 146 kW and 265 Nm to the front axle through a 7-speed dual-clutch auto transmission. This powertrain was available in both the Executive grade and a new (then-flagship) N-Line specification.
Kona 2.0 MPI Executive CVT (110 kW/179 Nm)
Kona 1.6 T-GDi Executive 7DCT (146 kW/265 Nm)
Kona 1.6 T-GDi N-Line 7DCT (146 kW/265 Nm)
Interestingly, at 4 205 mm from nose to tail, the refreshed Kona measured some 40 mm longer than the pre-facelift model, while the N-Line derivative added another 10 mm. Variants using the 1.6 T-GDi could be specified in 2-tone guise, gaining a black roof and matching side-mirror caps.
The Kona N boasted a peak-power output of 208 kW.
Then, in April 2022, Hyundai Automotive SA introduced the Kona N alongside the updated i30 N. Like its hot-hatch sibling, this spicy crossover employed a 2.0-litre 4-cylinder turbopetrol engine that delivered a considerable 208 kW and 392 Nm to the front wheels via an 8-speed dual-clutch cog-swapper.
With production of the OS-series Hyundai Kona having ceased and the SX2-series starting to roll out to various markets (but not Mzansi), our records suggest Hyundai Automotive SA discontinued the 1.6 T-GDi Executive at the start of 2024, before the 2.0 MPI Executive and 1.6 T-GDi N-Line followed around the middle of that year. At the time of writing, the Kona N was still listed on the brand’s local website.
What are the Hyundai Kona’s strengths?
Several flavours of petrol engine were on offer.
Wide range of petrol engines and ‘boxes: Though the turbodiesel, hybrid and fully electric powertrains available in Europe weren’t ever offered in South Africa, the local line-up still catered for a wide range of tastes in terms of petrol motors and transmissions.
For instance, those keen on a manual could opt for the forced-induction 1.0-litre mill (which sipped at a claimed 6.8 L/100 km), while buyers who preferred an automatic could choose the tried-and-tested 2.0-litre engine – 1st paired with a torque-converter auto (7.2 L/100 km) and later with a CVT (6.5 L/100 km).
The atmospheric 2.0-litre mill.
The turbocharged 1.6-litre unit, meanwhile, sipped at a listed 7.5 L/100 km, with its snappy DCT further facilitating a 0-100 kph sprint time of 7.7 sec (claimed). Of course, the Kona N was easily the fastest accelerating of the bunch, reaching 3 figures in just 5.5 sec, at least according to Hyundai.
Plenty of standard safety kit: Since the Kona was conceived with European markets in mind (and achieved a full 5-star rating from Euro NCAP), Hyundai Automotive SA enjoyed access to a wide variety of safety kit for this particular model.
Thankfully, the brand’s local distributor opted to retain much of it, with the pre-facelift Kona shipping standard with 6 airbags, ABS with EBD, electronic stability control, downhill brake control, hill-start assist, blind-spot detection, rear cross-traffic alert, tyre-pressure monitoring, rear-outboard ISOfix child-seat anchors, a reverse-view camera and rear parking sensors.
At the mid-cycle update, the Kona gained vehicle stability management across the range, while the top-spec N-Line scored a pre-collision avoidance system, lane-departure warning, lane-follow assist, fatigue detection and adaptive cruise control (features adopted by the full-fat Kona N, too). Curiously, however, the facelift saw the 2.0 MPI Executive and 1.6 T-GDi Executive lose rear cross-traffic alert.
The facelifted version, in N-Line guise.
Distinctive exterior styling: While its exterior styling was somewhat divisive, there was no denying the OS-series Kona turned heads. Up front, the ultra-slim LED daytime running lights were separated by a narrow inlet just above the gaping grille, while the headlamps below them were framed by black plastic cladding that flowed from the stocky wheel arches.
Not enough front-end lighting for your tastes? Well, Hyundai’s designers also added chunky foglamps, positioning them low down and further inboard than is typical.
Meanwhile, the stacked rear-lighting arrangement saw the lower items encircled by black cladding, mirroring the front-end treatment, while the cabin featured “Lime” detailing in conjunction with the “Acid Yellow” exterior paint colour and “Red” accents for the 4 other exterior colours on offer.
“Lime” detailing in the cabin.
The facelifted version (which was available in a choice of 6 hues) was similarly daring in design terms, while the N-Line grade gained palpably sportier styling, including derivative-specific bumpers, a mesh-effect grille, body-coloured (rather than black) cladding, a front lip and a rear diffuser.
What are the Hyundai Kona’s weaknesses?
Rear passenger space was a little tight.
Cramped rear quarters: Despite sporting a slightly longer wheelbase (2 600 mm) than that of the Creta, the Kona’s rear quarters were cramped by comparison. The dramatically sloping roofline took a small bite out of rear headroom, for instance, while kneeroom was a little tight for adults, too.
Though the luggage compartment was likewise smaller (and indeed shallower) than that of the Creta, it was at least about average for the class. Interestingly, for the pre-facelift model, Hyundai claimed a figure of 361 litres using the stringent VDA measuring method, though it switched to the more generous SAE system for the refreshed model, revising that number to 544 litres.
The luggage compartment was average at best.
Lacked dynamic sparkle: While the Kona was certainly nimbler than higher-riding siblings like the Creta and Tucson (and featured comparatively quick if somewhat over-assisted steering, with the latter criticism particularly evident in the facelifted model), it was by no means the last word in dynamism.
Considering its sporty styling and relatively firm suspension set-up (which was admittedly softened somewhat at the mid-cycle update), one might have expected a little more dynamic sparkle from even the common-or-garden Kona derivatives. Still, at least the Kona N was a capable corner carver, thanks, in part, to its upgrade to a multi-link rear suspension arrangement and electronically controlled dampers.
The Kona had to compete with both the Creta and entry-level versions of the Tucson.
Competition with siblings: In pure volume terms, there’s an argument to be made that the Kona was fighting a losing battle from the very start, facing competition not just from other brands but also from within its own stable. For similar – or even less money – buyers could instead opt for the appreciably more practical Creta, which also offered superior gravel-travel ability.
Of course, the Kona benefitted from more premium finishes in its cabin compared to the Indian-built Creta’s harder-wearing interior, but sales cannibalisation was always a concern, particularly in our highly price-sensitive market. Plus, at 1 stage, the Kona was positioned dangerously close to the larger Tucson.
How much is a used Hyundai Kona in South Africa?
The naturally aspirated 2.0-litre motor is the most common.
In Mzansi, the Hyundai Kona shipped standard with a 7-year/200 000 km warranty. At launch, this crossover featured a 5-year/90 000 km service plan, though this was revised to 5 years or 75 000 km (again with 15 000 km intervals) at the facelift.
At the time of writing, around half of the OS-series Hyundai Kona units listed on Cars.co.zawere fitted with the naturally aspirated 2.0-litre petrol motor. The next most prevalent engine was the turbocharged 1.6-litre mill (22%), followed by the 1.0-litre turbo-triple and the full-fat N (with 14% apiece).
The Kona N represented about 14% of listings.
A whopping 86% of listed models thus featured an automatic gearbox of some kind, while only 7% were specified in N-Line trim. The most popular of the 8 model years was 2022 (31%), followed by 2021 (25%), while mileages ranged from virtually zero to 124 000 km.
Below R250 000: At the time of writing, approximately 13% of all Kona listings were priced below R250 000. Interestingly, every example here was from the 2019 model year, with the 1.0 T-GDI Executive derivative proving the most prevalent.
From R250 000 to R350 000: About 44% of listings – many of which were facelifted examples featuring the 2.0 MPI powertrain – were positioned between these pricing bookends. Most units here showed under 100 000 km on their respective odometers.
R350 000 to R500 000: This pricing bracket housed some 27% of Kona stock, with virtually all being facelifted models. The 1.6 T-GDi powertrain was very well represented here, while indicated mileage topped out at just 69 000 km.
R500 000 and up: The final 16% of listings were priced beyond the R500k mark. Predictably, most were Kona N derivatives, though we also discovered a single 1.6 T-GDi N-Line here. The most expensive example we found was a 2025 Kona N (with around 4 600 km on the clock) priced at R829 900. For context, the price when new would have been R848 900.
Which Hyundai Kona derivative should I buy?
Pre-facelift Kona derivatives would better suit lower budgets.
Considering the variety of petrol powertrains on offer – and the fact that virtually all derivatives were generously equipped – identifying a “pick of the range” is by no means a straightforward exercise.
That said, risk-averse buyers who intend to keep their vehicle for several years would arguably be best served by the naturally aspirated 2.0-litre engine and torque-converter automatic gearbox that did duty in the pre-facelift line-up.
We’d say the 1.6 T-GDi engine suited the Kona best.
On balance, though, the 1.6 T-GDi engine – available in either Executive or N-Line trim, though only from the facelift – was perhaps the powertrain most closely aligned with the Kona’s exuberant persona.
This turbopetrol motor transformed the Kona into something of a “warm” crossover, making it an attractive middle ground between the lower-powered derivatives and the high-performance (and more stiffly sprung) Kona N.
Is the Hyundai Kona a smart used purchase?
The cabin in (facelifted) N-Line form.
The Hyundai Kona faced competition from a handful of similarly conceived so-called “boutique crossovers” during its time on the local market. Key such examples were the Volkswagen T-Roc, Mazda CX-3 (and later CX-30) and Toyota C-HR.
Of course, the market was saturated with more conventional crossovers of a similar size, too, including the likes of the Renault Captur, Honda HR-V, Opel Mokka and Peugeot 2008. Interestingly, Hyundai also cited the Audi Q2 and Mini Countryman as direct rivals, seemingly in a bid to position the Kona as a bona-fide premium contender.
Distinctive exterior design.
When it came to internal competition, however, the Kona was never going to trump the more practical Creta – nor even the larger Tucson – in a sales-volume contest.
But that certainly wasn’t Hyundai Automotive SA’s goal; instead, the company simply wanted to offer an alternative to its more sensible (dare we say run-of-the-mill) products, catering to the comparatively few buyers who prioritised offbeat design over outright practicality.
And, for what it’s worth, we believe the company should be commended for doing so. While the OS-series Hyundai Kona won’t ever be more than a niche offering on the used market – mirroring its performance in the new-vehicle space – its combination of flamboyant exterior design and impressive interior build quality will continue to appeal to a very specific subset of buyers.
The new BMW M2 CS offers an M3 Competition-matching 390 kW, while seeing off the 0-100 kph sprint in just 3.8 seconds. And it’s scheduled to arrive in SA in Q2 2026…
Though the new BMW M2 CS was previewed at the recent Concorso d’Eleganza Villa d’Este in Italy (where the covers also came off the Concept Speedtop), the Bavarian automaker has now released full details of this special-edition version of the apex 2 Series coupé.
Scheduled to touch down in South Africa from the 2nd quarter of 2026, the new M2 CS gains extra power while also losing weight. While we don’t yet know how many units have been set aside for Mzansi, BMW says this new derivative will be produced at the San Luis Potosí factory in Mexico “in limited numbers”.
So, what makes the CS-badged variant different to the standard M2? Well, the twin-turbocharged 3.0-litre straight-6 petrol engine has been suitably massaged to generate peak outputs of 390 kW and 650 Nm, respective increases of 37 kW and 50 Nm.
Yes, that makes the rear-driven M2 CS just as powerful as its all-paw bigger brothers, the M3 Competition xDrive and M4 Competition xDrive. For the record, the new BMW M2 CS ships with an 8-speed automatic transmission, meaning – unlike the standard M2 – it’s not available in 6-speed manual guise.
In addition, the BMW M division says it has cut the weight of the special edition by “roughly 30 kg” compared to the standard M2. The newcomer features what BMW describes as a “multitude” of exterior and interior components fashioned from carbon-fibre-reinforced plastic (CFRP), including that eye-catching boot lid with its integrated “ducktail” spoiler.
BMW claims a 0-100 kph sprint time of just 3.8 seconds, which makes the new CS some 0.2 seconds faster to the mark than the standard M2. Meanwhile, the claimed 0-200 kph time falls by 1.2 seconds to 11.7 seconds. As expected, this special-edition derivative ships standard with the M Driver’s Package, seeing its top speed electronically capped at 302 kph.
The M2 CS gains a matte-black finish for its quad-tailpipe arrangement, while the German company says an M Performance silencer system (with carbon and titanium tailpipe trim) developed specifically for CS models will be available as an option.
What else makes a BMW M2 CS? Well, the chassis has been lowered by 8 mm and adapted specifically for this variant, featuring “bespoke tuning” for its springs, dampers and chassis-control systems. BMW says the adaptive M chassis has been given a “carefully adapted model-specific setup”, as have the steering, differential and braking system.
M Compound brakes with red callipers come standard, though an M Carbon ceramic braking system (also with red callipers) will be offered as an option. Standard equipment includes CS-exclusive forged M light-alloy wheels with a double-spoke design and a matte “Gold Bronze” finish. These measure 19 inches at the front and 20 inches at the rear axle and are fitted with track tyres as standard.
Inside, you’ll find plenty of Alcantara and yet more CFRP. The front seats take the form of “weight-optimised” heated M Carbon buckets, complete with illuminated “CS” logos and a Merino leather finish. Other clues to this special model’s identity include the red “CS” logos on the centre console and interior door trim.
The list of standard equipment for the new BMW M2 CS furthermore includes 2-zone climate control, comfort access, a Harman Kardon surround-sound system, BMW Live Cockpit Professional, a head-up display and M-specific details on digital display grouping (comprising 12.3- and 14.9-inch screens).
Track-day specials are a staple of Ferrari’s model line-up, but that wasn’t always the case. We drive the lightweight 360 Challenge Stradale “road racer” in the Swiss Alps.
While hardcore track-day specials regularly appear in the Prancing Horse’s line-up, that hasn’t always been the case. You could argue that the 1st such car was the Ferrari F355 Challenge, as some early examples were street-legal, but the lineage properly begins with this car: the 360 Challenge Stradale.
In 1999, Ferrari introduced the revolutionary 360 Modena, named after the town in which Enzo Ferrari was born. The 360 represented a significant step up from its predecessor, the F355, in performance, aerodynamics, and technology. Fans of the Ferrari 360 Modena (of which there are many) got an even bigger treat in 2003, when Maranello created a new version in the mould of the 360 Challenge race car.
To be clear, the 360 Challenge Stradale wasn’t a homologation special, a production model like the 288 GTO built specifically to form the basis of a racing car. Instead, it was designed to bring the feeling of a racing car to the street – or stradale, in Italian.
This car looks notably more purposeful than a regular 360, so how did Ferrari achieve that? While the aluminium body panels remain untouched, variant-specific bumpers and side sills, plus 15 mm shorter springs, were fitted to create a new hunkered-down stance. The result is a near-perfect blend of road and race car, down to the Brembo carbon-ceramic brakes behind the 19-inch Challenge-style wheels.
As I walk to the rear of the 360 Challenge Stradale, my eye is drawn to the Perspex rear screen, which is supported by a pair of carbon-fibre crossbars. The minimalist engine bay seems desolate compared with the extensively wired, ancillary-packed compartments found in contemporary machinery.
A road car with a race car feel
The Challenge Stradale’s exhaust outlet layout is the same as the Modena’s, but the former has a much more elaborate rear diffuser. When I bend down to examine it, I can also see the car’s flat underfloor; the engineers evidently had high-speed stability in mind!
All the aero upgrades increase downforce to nearly 270 kg at top speed, some 90 kg more than the Modena. The Challenge Stradale’s model-specific Pirelli P Zero Corsa tyres – 225/35 up front, 285/35 at the rear – will further beef up the Ferrari‘s roadholding.
Power is a major part of the track game, of course, so Ferrari gently upped the compact 3.6-litre V8’s compression ratio, fitted a larger airflow meter, ported this and polished that, installed a less-restrictive exhaust, and so on. The result was a power hike of just under 20 kW (for a peak output of 312 kW), also developed at 8 500 rpm (as on the Modena), and a 4.1-sec zero to 100 kph sprint time (0.4 sec quicker).
The improvement in acceleration was further aided by a faster-shifting F1 transmission (the only gearbox available) and an intensive weight-saving programme. In addition to major reductions (by eliminating sound-deadening, for example), Ferrari’s engineers saved grams in numerous small areas, such as making the suspension springs and wheel bolts from titanium and the airboxes from carbon fibre.
In the end, the 360 Challenge Stradale tips the scales at 1 280 kg versus the 360 Modena’s 1 390 kg.
Weight-saving measures aren’t subtle
The weight savings are most noticeable in the cabin. If you think the more recent F12tdf or 488 Pista are stripped out, you haven’t spent much time in a 360 Challenge Stradale! There’s no infotainment system – not even a radio – and no screens of any sort. As a matter of fact, there is very little at all on the 2-tone Alcantara dash (beyond the analogue gauges and HVAC controls). A simple glance at the carbon-fibre transmission tunnel further illustrates the simplicity of the cabin; there are no luxuries – only function.
Specifications
Model: 2003-2005 Ferrari 360 Challenge Stradale
Engine: 3.6-litre, V8, petrol
Power: 312 kW at 8 500 rpm
Torque: 373 N.m at 4 750 rpm
Transmission: 6-speed semi-auto
Weight: 1 280 kg
0-100 kph: 4.10 sec (claimed)
Top speed: 300 kph (claimed)
The minimalism continues under my feet. The welding points in the aluminium frame are exposed, and simple rubber mats cover the carbon-fibre floorpan; as in that iconic ’80s supercar – the F40 – you can see where the floor has been glued to the chassis. Carbon fibre has also been used for the supportive sports seats – and door panels. The doors themselves are as light to open (and close) as you’d expect.
What is the Ferrari 360 Challenge Stradale like to drive?
As I click the 4-point harness into place, I’m faced with a button-free 3-spoke steering wheel and a set of easy-to-read dials in the instrument cluster. The rev counter takes centre stage (the speedometer is to the right, with the oil and water temperature dials to the left, of the tachometer). Better still: the 7 000 rpm mark on the middle dial perfectly lines up with the black leather ring at the top of the steering wheel.
The VIN plate sits right atop the steering column, and, oddly, the right shift paddle is longer than the left one.
I turn the key and press the cartoonish starter button on the transmission tunnel. The engine whirs, then erupts with a harsh, urgent bark. Those standing near the rear of the car are treated to the full, unfiltered soundtrack at startup, but from inside, the V8 doesn’t sound particularly appealing when it’s idling.
Lower the window and blip the throttle, though, and the hard-edged, metallic voice of this naturally aspirated V8 pipes up unequivocally. It sounds rawer and less tuned than the intense, “engineered” voices of Ferrari’s more modern machinery, which is in keeping with the functional nature of the car.
Just outside the town of Les Diablerets in Switzerland, a tight mountain pass runs south up the mountain towards the next valley. It is, in my opinion, the perfect piece of tarmac for the 360 Challenge Stradale, although the bitumen surface has been repaired in a few places, probably owing to the harsh weather conditions that these roads are exposed to every season.
I pull the right paddle to select 1st gear and pull away. Shifting up to 2nd, it’s clear that, by modern standards, the 6-speed single-clutch F1 transmission takes its time. It’s hard to believe 150 milliseconds was once considered lightning-fast, and that’s the fastest shift possible in Race mode! I can discern how the engine’s power delivery is interrupted before each gear change, after which the torque “reappears”.
For the best (smoothest) results, lift off the throttle ever so slightly before changing gear. Get it wrong, and the transmission will make its displeasure clear. That truly is the only jarring aspect of the Challenge Stradale experience, however, and it’s an easy one to forgive, as the rest of the car is fantastic.
The engine, for instance, will happily zip the Ferrari along at 3 500 to 4 000 rpm, but zings to life beyond 6 000 rpm. Once on the proverbial cam, the V8 seems to have almost zero inertia around the 8 500 rpm redline. The rev counter needle swings so quickly and effortlessly that I find myself rushing upshifts.
The brakes, borrowed from the Enzo supercar, no less, are nothing short of vigorous. They react the moment I press the firm pedal and, despite a bit of pad noise, make easy work of whatever task is at hand. I’m further struck by how little the nose of the 360 Challenge Stradale dips under braking.
Turn-in is impressively quick and direct (thanks to the stiffer springs, a larger rear anti-roll bar, and a rapid steering rack), and there’s sufficient feedback through the wheel. The sports seats and harness comfortably hold me in place, and the clattering of fine road debris against the car’s underbody and the insides of the wheel wells only adds to the exciting, back-to-basics sportscar experience.
The original owner of this car chose not to specify the optional audio system, which, aside from adding some weight, is contrary to the fundamental idea of the 360 Challenge Stradale, anyway.
He did specify normal glass side windows instead of Perspex panes with small sliding openers, but the improvement in usability and visibility means we won’t hold that against him! Nor will the current owner of this Ferrari, who graciously handed me the keys after owning the car for only about 2 weeks!
That 4-point harness keeps you pinned
During that fortnight, the new owner took his 360 Challenge Stradale for a proper drive: a 2 500 km road trip through southern Europe, a route that included some of the best driving roads in the world.
He explains: “Although the 4-point harness positively keeps you in place through the mountain passes, it presents a challenge when you need to lean out the window to pay your fare at toll booths. Then there’s the large turning circle, which isn’t ideal, although it’s less of an issue than you might think.
“I like the little details about the car,” he concludes. “These include the Alcantara on the dashboard, the big (overly simple?) red starter button, and the overall rawness of the car. I also like the fact that the CS is not a conventional automatic. It will shift down automatically, but you need to actuate upshifts.”
Summary
In an era when 500 and 600 kW Ferraris are nothing out of the ordinary, 312 kW might not fill enthusiasts with much excitement. Fortunately, the Ferrari 360 Challenge Stradale isn’t focused solely on speed; it’s more about the overall driving experience and the way the car communicates with its pilot. It is far more involving to drive than, say, the newer and faster 488 Pista. Add to that the 360 Challenge Stradale’s position as the 1st of this rare breed, and it’s no surprise this Ferrari has become an instant classic.
Whereas the World Rally Championship used to inspire the creation of visceral road cars based on Subaru and Mitsubishi models, the spirit of the WRC now lives on thanks to European premium brands and Toyota, which has finally embraced its wild side.
Big air, shot soil, cars flung through forests at impossible angles, millimetres away from death-defying zealots and the pop-pop-pop of anti-lag systems echoing through the trees.
In the late 1990s to mid-2000s, the World Rally Championship’s (WRC) palette of pleasure practically played out as an exclusive intra-Nipponese technological arms race between Subaru and Mitsubishi, piloted by superstars Colin McRae and Tommi Mäkinen, respectively.
Watch Ciro De Siena compare current-gen Subaru WRX with the 2006 Subaru WRX Prodive:
It was very likely the zenith of the automotive industry’s (and most feverishly fought) manifestation of “win on Sunday, sell on Monday”; as iteration after iteration of the Impreza WRX STI and Lancer Evolution, respectively showcasing sexy race-bred innovations like the torque-adjusting DCCD or Super All-Wheel Control – the latter complete with active centre differential, yaw and stability control – found new fans indulgent on the physics-bending geekery (to say nothing of engine tuneability) on offer.
And the former’s iconography was ably abetted by exaltation into popular culture, courtesy of the Sony PlayStation’s Gran Turismo series, and to a lesser extent, the ridiculous Fast & Furious film franchise.
Financial determinations compelled Mitsubishi and Subaru to depart the WRC at the end of 2005 and 2008, respectively. Yet, the Lancer Evo and Impreza WRX STI soldiered on in the streets, albeit with fast-fading legacies and neutered dynamics (Subaru split the Impreza name from WRX and WRX STI in 2014).
Inevitably yet no less tragically – given their stillborn viability and zero profitability owed to their supreme levels of spend-sapping specialisation – the hardcore Japanese rally-repmobile died somewhere in the early 2010s. Now, the Impreza is a run-of-the-mill hatchback (although the 6th-gen model isn’t offered in South Africa), and the WRX range doesn’t offer a flagship that wears the hallowed STI badge. The latter may return in 2028 as an EV, but Subaru, now a niche brand, is notorious for changing its plans.
The 2016 Focus RS was the high-water mark for WRC-inspired Ford models:
It was – and remains – an impossibly depressing state of affairs that so many of the car brands that have entered the WRC after those heady days of Subaru and Mitsubishi domination have ultimately eschewed performance-oriented sedans and hatches (let alone hyper hatches) in favour of SUVs and crossovers.
Cue the arrival of all-wheel-drive hyper hatches
But something seen in the WRC did survive: the pairing of high-powered (usually 4-cylinder) turbopetrol engines in combination with all-wheel-drive. Hyper hatches didn’t come about because of marketing targets, but by engineering necessity: when you expect a car’s front wheels to cope with transferring upwards of 200 kW (even when those alloys are clad in sticky tyres), you’re begging for benediction.
Audi is no stranger to all-wheel drive. Whereas the 44-year-old quattro descriptor used to be exclusive to a select handful of performance variants, the label’s remit has contemporarily been broadened and maximised to denote all-wheel traction across the entirety of its model line-up, including SUVs and EVs.
We compare the Mercedes-AMG A45 S with the Audi RS3 and the BMW M2 at Gerotek:
As far as the purity of its bloodline goes, the warbling 2.5-litre 5-cylinder-powered RS3 is the closest in spirit to its same-cylindered Group B rallying forebears from the 1980s. The RS3 and its arch-rival from Mercedes-AMG – the A45 S – are available as hyper hatches or sedans (RS3 sedan and CLA45).
The Audi RS3’s tamer sibling, the S3, was also all-wheel-driven since inception, though as a product of intensified platform sharing, it has been mechanically identical to the Volkswagen Golf R since 2013.
Ford’s 3rd and final Focus RS (2016–2018), not only shared this tractive talent, but also pioneered a drift mode that sent 70% of torque to the rear axle on demand, with the reserve one-third being sent to the nannying front axle – allowed for fleeting, somewhat family-friendly sideways manoeuvres.
It’s worth noting that the Haldex traction system used by the Volkswagen Group in its hyper hatches (and BMW in the variant now known as M135 xDrive), while having the potential to provide all-wheel drive, defaults to a front-wheel drive arrangement that only sends traction to the rear wheels when needed.
This is in contrast to the erstwhile Subaru WRX STI’s full-time AWD setup that continuously sent torque to all four wheels, with the added goodness of limited slip differentials (LSDs) on both axles and a driver-adjustable torque split between front and rear. The M135’s Haldex system mostly serves to improve the 233 kW/400 Nm Bavarian almost-hyper hatch’s drivability and provide “a safety net” on low-grip roads.
Toyota’s hyper hatches nail the brief
However, Toyota, which was kicked out of the WRC in ’95 and banned for the ’96 season over arguably the most ingenious cheat in motorsport history (its scrutineer-outfoxing undersize turbo restrictor plate), now sells inarguably the most authentic race-to-road models in its exhilarating GR Corolla and GR Yaris.
Watch Ciro De Siena and Ash Oldfield’s review of the Toyota GR Corolla:
With underpinnings not dissimilar to the configuration found in the Subaru, Toyota’s GR-Four system comparably comprises a pair of LSDs; and offers a trio of driver-adjustable pre-configured torque split maps, varying between a 60% front bias to a 70% rear one.
Golf 8 R vs Toyota GR Yaris! Hot lap shootout… which is faster?
Although neither of Toyota’s GR hatches has the performance to seriously trouble other “overachievers” such as the Honda Civic Type R or Mercedes-AMG A45, no other contender offers as much mid-corner adjustability as the GR Yaris, which will soon be available in Mzansi with more power/torque and, if you like, in auto guise; much of which is owed to the combination of its short wheelbase and clever AWD.
Think you’re on the limit mid-corner? Just hoof it – counterintuitively, sit back and feel the diffs and electronics tucking the nose in even tighter. It’s pure voodoo… and the type of magic gleaned from lessons learnt in the WRC. Few would have expected that, in 2025, it would be usually-straight-laced Toyota that would champion the visceral driving experience that only “race-to-road” cars can offer…
SA’s EV sales dip in Q1 2025 but total NEV market grows
Sales of fully electric vehicles in South Africa dipped 16.4% year on year in Q1 2025, though total new-energy vehicle registrations climbed thanks to increased hybrid sales…
Naamsa has released official sales figures for new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids (HEVs) and plug-in hybrids (PHEVs) – in South Africa for Q1 2025. And the big news is that local EV registrations declined 16.4% year on year.
But before we dive into the details, let’s take a quick step back and consider how the overall market performed in the opening quarter of 2025. Based on figures reported to the industry representative body, SA’s total new-vehicle market registered year-on-year growth of 10.5% in Q1 2025, ending this reporting period on 144 426 units.
BMW’s X1 xDrive30e is thought to be one of the local market’s strongest-selling PHEVs.
Meanwhile, NEV sales for the opening 3 months of the year came in at 3 487 units, up 14.0% compared with Q1 2024. By our maths, that figure represents approximately 2.4% of the total new-vehicle market. For the record, NEVs comprised 3.0% of Mzansi’s total new-vehicle sales in 2024, up from 1.47% in 2023.
The slowdown in NEV growth locally in Q1 2025 is thanks to the sales performance of purely battery-powered vehicles, with Naamsa’s figures showing that EV sales dipped 16.4% year on year to 276 units (or 0.19% of the total market). Take note, however, this figure excludes local sales from BYD, which unfortunately doesn’t yet report registrations to the industry representative body.
What about plug-in hybrids? Well, Naamsa’s figures show that local PHEV sales increased 70.9% year on year to 241 units in Q1 2025. As such, the PHEV segment already looks well positioned to exceed 2024’s record of 728 units (which itself was more than double 2023’s tally of 336 units) before the end of 2025.
Finally, traditional hybrids again accounted for the overwhelming majority of NEV registrations, thanks largely to sales of dual-powered versions of the Prospecton-built Corolla Cross. In Q1 2025, HEV sales in South Africa grew 14.8% year on year to 2 970 units, representing a whopping 85.2% of the NEV total.
Toyota’s Corolla Cross HEV again accounted for much of SA’s NEV volume.
As a reminder, 2024’s 15 611-unit performance (up 100.6%, year on year) was a record for NEV sales in South Africa. It followed this segment of the local market enjoying significant year-on-year gains of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023.
Fuel Price in SA: Consumers Hit with Higher Fuel Tax
As of June 2025, the fuel price in South Africa will be adjusted to include increases to the General Fuel Levy (GFL), which will see petrol and diesel consumers paying more for a litre of fuel.
The recent Budget Speech delivered by the South African Minister of Finance, Enoch Godongwana, was free of a VAT increase but instead announced an increase in the General Fuel Levy (GFL) in a bid to help fill the government’s ever-growing budget shortfall, which stands at almost R62 billion over the next 3 years!
National Treasury, however, says that the increase comes as a result of inflationary pressure and has not been implemented as a revenue-generating tool. The increase is expected to raise up to R4 billion in the 2025 financial year and further increases in the General Fuel Levy are expected in the next 2 years.
What does the General Fuel Levy increase mean for consumers?
Earlier in May 2025, we reported that sizable fuel price cuts were on the cards for June 2025 but these cuts will now be crushed by increases to the General Fuel Levy (GFL) which will see consumers pay 16 c/l more for petrol and 15 c/litre more for diesel, raising the GFL and RAF (Road Accident Fund) levies to over R6 per litre in some areas or over 30% per litre sold in South Africa.
Current fuel price data is showing potential decreases of up to 19c/l for petrol and 49 c/l for diesel, which will be reduced to about 3c/l and 34c/l respectively, considering the increase of the GFL.
The Automobile Association (AA) has responded to the Fuel Levy increases, calling for transparency and structural reform.
“While acknowledging the government’s fiscal constraints, the AA warns that this increase will have immediate and far-reaching consequences for consumers and the economy.”
“This levy adjustment comes at a time when South Africans are already contending with high food prices, elevated interest rates, increased electricity tariffs and persistently high unemployment. Fuel is a critical input cost across all sectors of the economy; any increase inevitably drives up transport and operational costs, further intensifying inflation. Lower-income households, which spend a greater share of their income on transport, will be disproportionately affected by this rise”, says the AA.
“While the AA recognises the need to address fiscal pressures, continuously turning to fuel levies to fill budget gaps is unsustainable, especially in the absence of transparency on how these funds are allocated and used”.
As part of its response, the AA has called for a comprehensive and transparent review of South Africa’s fuel pricing model which should include the following:
A forensic audit of revenue generated from the GFL and RAF Levy, including its allocation and expenditure
Full transparency on the fuel price-setting formula published by the Department of Mineral Resources and Energy (DMRE)
Engagement with civil society, labour, and the transport sector to identify fair and sustainable revenue models
Exploration of alternative funding mechanisms that reduce reliance on fuel-based taxation.
In conclusion, the AA believes that broader engagement is needed.
“Although the latest increase may appear modest in isolation, it forms part of a broader trend where motorists and transport-reliant industries bear the brunt of fiscal policy changes. South Africa must have a broader conversation about funding infrastructure, road safety, and public transport in a way that doesn’t unduly burden citizens”, concludes the AA.
The new BMW Concept Speedtop has been revealed in Italy, with the Bavarian automaker confirming it will built 70 examples of this 2-seater shooting brake…
Meet the new BMW Concept Speedtop. Revealed at the Concorso d’Eleganza Villa d’Este 2025 on the shores of Lake Como in Italy, this effectively coach-built 2-seater shooting brake has been confirmed for production, with 70 units set to be built.
The Speedtop appears very closely related to the Skytop – a 2-seater convertible likewise based on the apex version of the 8 Series – that was introduced at the same event in 2024. In the end, the Bavarian firm produced 50 examples of the Skytop.
The Speedtop alongside the Skytop.
According to BMW, the 3-door Speedtop – which Adrian van Hooydonk, Head of BMW Group Design, says is “characterised first of all by its profile” – will be produced in Dingolfing and “offered to collectors and connoisseurs”. Van Hooydonk believes the newcomer functions as “an exclamation mark for our entire lineup of vehicles, especially for the Touring models”.
The German automaker describes the new Speedtop’s front end as having a “shark-nose design”, complete with slim headlamps and an illuminated grille. A central spline runs from the bonnet over the roof to the rear spoiler, while the roof itself features an interesting colour gradient to accentuate this shape. The shooting brake rides on model-specific 2-tone, 14-spoke wheels.
The interior features 2-tone leather upholstery.
Inside, you’ll find plenty of leather plus what BMW terms “traditional brogue-style details”. The 2-tone colour scheme comprises the “Sundown Maroon” hue and the lighter “Moonstone White” colour. The roof spline evident from the outside is mirrored as a light beam in the 2-tone leather headliner. The luggage compartment – which is divided into 2 sections – is likewise trimmed in leather.
The BMW Concept Speedtop furthermore comes with a pair of made-to-measure travel bags produced by Italian manufacturer Schedoni. These were designed specifically for the Speedtop to fit in with its colour scheme and slot in neatly behind the front seats. A matching weekend bag can also be accommodated in the luggage compartment.
The Speedtop comes with Schedoni bags.
So, what’s under the bonnet? Well, the German firm says only that the shooting brake is “fitted with the most powerful V8 engine currently offered by BMW”. While the company doesn’t list any technical details, it’s worth noting the BMW M8 Competition’s twin-turbo 4.4-litre powerplant holds that title, generating a heady 460 kW and 750 Nm…
Is the Suzuki Swift an Ideal First Car for New Drivers?
So, you’re in the market for your first car. Here’s why we think the latest Suzuki Swift hatchback is the ideal choice for many new drivers in South Africa…
Considering the sheer volume of models and derivatives available on South Africa’s new- and used-vehicle markets, choosing your first car is by no means simple. But certain vehicles stand out as excellent choices for new drivers and the Suzuki Swift is one such example.
Suzuki is known as the industry’s small-car expert. While the Swift isn’t the most compact model in the Japanese automaker’s burgeoning range, we’d argue it is one of the very best options as a first car. After all, this model took the title of the Best Budget Car of the 2024/25 Cars.co.za Awards (CarsAwards), sponsored by Absa.
The AOL-series Suzuki Swift is far more spacious inside than traditional city cars, offering comfortable seating for 5 occupants. It also boasts a claimed luggage capacity of 265 litres, a figure that can be expanded to 948 litres by folding down the rear bench. Let’s take a closer look at why the Swift might just be your ideal first car…
4 reasons why the Suzuki Swift is an ideal first car
1. The Suzuki Swift is compact and easy to drive
Like its forebears, the AOL-series Suzuki Swift is simple to drive, making it perfect for new drivers. The 5-speed manual derivatives feature an easy-to-modulate clutch and a positive gearshift action. Variants equipped with a continuously variable transmission (CVT) are even more straightforward to pilot.
Most derivatives feature high-profile tyres and 145 mm of ground clearance, useful traits when traversing South Africa’s pothole-laden roads. Furthermore, this exceptionally manoeuvrable hatchback’s light steering, tight turning circle, good visibility and compact exterior dimensions make it a cinch to park.
2. The Swift offers good handling ability
Imagine a vehicle being conjured into a tyre-decimating drift. The model that popped into your head was likely some sort of high-powered, rear-driven sportscar, a configuration renowned for (sometimes uncontrolled) oversteer. In contrast, front-wheel-drive vehicles such as the Suzuki Swift generally exhibit entirely predictable handling characteristics. In fact, the Suzuki Swift is one of the best-handling cars in its class
The latter is exactly what you want as a new driver (snap oversteer, conversely, is precisely what you don’t want). In addition, the Swift’s modest peak outputs of 60 kW and 112 Nm won’t easily overwhelm the front wheels. That said, these maximum figures are more than sufficient for everyday use considering the vehicle’s sub-1-tonne kerb weight.
3. Plenty of standard safety kit
Safety equipment is an important consideration with any vehicle purchase. But we’d argue it’s even more crucial when it comes to your first car. Thankfully, all derivatives in the AOL-series Swift come standard with the safety essentials, including 6 airbags, ABS with EBD, Brake Assist, electronic stability control, rear ISOfix child-seat anchors, 3-point seatbelts (with audible and visual reminders) and even rear parking sensors.
4. The Swift is affordable to buy and run
Price is another key consideration when shopping for your first car. Since most new drivers are relatively young, affordability is particularly important. Just like earlier versions of Suzuki’s popular hatchback, the current Swift offers strong value on both the new- and used-car markets.
This hatchback also holds the potential for impressive fuel economy. Suzuki claims a figure as low as 4.4 L/100 km in the case of the manual derivatives and 4.6 L/100 km for the CVT-equipped variants.
Though the latest Z12E engine – a naturally aspirated 1.2-litre, 3-cylinder unit – is not yet as well-proven as the ubiquitous K12M 4-pot motor used in the A2L-series predecessor, Suzuki Auto SA does offer a lengthy 5-year/200 000 km warranty (plus a 2-year/30 000 km) service plan for peace of mind. In addition, Suzuki these days boasts an extensive local dealer network.
Finally, while insurance premiums will obviously depend on the driver’s specific circumstances, the Swift’s affordable price-tag means it should be relatively inexpensive to insure for the average owner.
