The first official images of the new Kia Tasman have been released, giving us our best look yet at the Korean firm’s upcoming 1-tonne bakkie (in double-cab form)…
What you’re looking at here are the first official images of the upcoming Kia Tasman, a fresh-faced 1-tonne bakkie due to be fully revealed later in 2024. Kia says the Tasman’s “launch strategy will be phased globally”, including “key markets such as Korea, Australia, Africa and the Middle East”.
While Kia SA has confirmed to Cars.co.za that it’s “conducting all the feasibility studies to see whether or not [the new bakkie] will be a viable product for the South African market”, the brand’s local distributor has so far stopped short of officially confirming the Tasman for Mzansi.
That said, the bakkie is looking increasingly likely to be offered locally. Indeed, as we recently reported, Kia’s head office in Seoul applied to register the “Tasman” name as a trademark in South Africa as early as April 2023. Still, keep in mind that since Australia will be the first market to launch the newcomer in 2025, any local introduction would take place only thereafter.
The new, official images show the Tasman wrapped in what Kia describes as “Australia-inspired camouflage”. The Korean firm’s first stab at a traditional ladder-frame bakkie is, of course, named after Tasmania, an island at the southernmost tip of Australia.
While the various teaser images unfortunately don’t give up a glimpse of the Tasman’s rear end (or indeed its all-important load bay), they certainly provide us with plenty of clues about the bakkie’s side and front-end styling cues. Indeed, we see blocky wheel-arch extensions, with the front items seemingly integrated with the upright headlamp design. In profile, meanwhile, the double-cab variant’s beltline kicks up at the C-pillar.
According to Kia, the camouflage wrap was developed “in collaboration with mixed-media artist Richard Boyd-Dunlop, influenced by the “untamed beauty of Australia’s diverse landscapes” and serving to “underscore the Tasman’s adventurous spirit”.
“Our Tasman pick-up truck embodies Kia’s commitment to design and innovation, as well as its spirit of adventure. Artist Richard Boyd-Dunlop crafted an exclusive camouflage design, with the support of the Kia design team, that depicts a journey and reflects an essence of adventure that is unique to the Tasman,” said Karim Habib, Executive Vice President and Head of Kia Global Design.
Kia has made no secret of the fact it will pitch the newcomer against the segment’s best sellers, such as the Toyota Hilux and Ford Ranger. That said, reports suggest the new bakkie – set to be offered in both single- and double-cab body styles – will launch only with a 4-cylinder turbodiesel engine.
That motor will likely be Kia’s familiar 2.2-litre CRDi unit that’s already employed by the likes of the Sorento and Carnival, where it generates peak outputs of 148 kW and 440 Nm. A V6 is seemingly off the cards, for now.
Of course, Kia SA already has a strong presence in South Africa’s light-commercial vehicle space, where it markets its K-Series workhorse trucks (the K2700 and K2500), which are available in chassis cab, dropside and tipper forms. The Tasman, however, will be its first stab at a traditional bakkie…
Porsche has completed its revised Cayenne line-up with the reveal of Gran Turismo Sport (GTS) derivatives of its premium SUV and its Coupe variant.
Powered by an uprated 4.0-litre twin-turbo V8 that produces 368 kW and 660 Nm – which represent increases of 30 kW and 40 Nm over previous Cayenne GTS outputs – the new derivatives are said to accelerate from 0-100 kph in 4.4 sec and go on to a top speed of 275 kph, while the 9-speed Tiptronic S transmission is said to produce more responsive – and quicker – shifts in Sport and Sport Plus modes.
The Cayenne GTS and its Coupe equivalent feature variant-specific tuning for all chassis components and control systems, such as Porsche Traction Management (PTM) and the optional Porsche Dynamic Chassis Control. Adaptive air suspension, which works in conjunction with Porsche Active Suspension Management (PASM) and Porsche Torque Vectoring Plus (PTV Plus), is standard, while the ride height has been lowered by 10 mm (compared with other Cayenne derivatives equipped with air springs).
Porsche says that the 2-chamber air suspension gives the Cayenne GTS variants “a highly dynamic spring rate”, while the newcomers’ front-axle pivot bearings and transfer box for the all-wheel-drive PTM system (fitted with an independent water-cooling circuit) are transplanted from the Cayenne Turbo GT.
While the former increases the negative camber of the wheels by 0.58 degrees compared with other Cayennes to facilitate “notably direct and precise steering and turn-in response”, the Zuffenhausen-based firm says, the latter “stabilises the continuous load capacity” during dynamic driving scenarios.
Exclusive GTS-style design and equipment
The Cayenne GTS and GTS Coupe can be distinguished by dark-tinted HD matrix LED headlamps (with matching taillamps), black “GTS” lettering on the flanks and rear, a bespoke front bumper with bigger cooling air intakes, as well as red brake calipers.
Body addenda, such as the side skirts, front inlays, side-window trims and wheel-arch extensions (they’re all part of the standard Sport Design package) are finished in High-Gloss Black, whereas on previous-gen Cayenne GTS variants, they were body-coloured. The sports exhaust system tailpipes, in turn, are finished in dark bronze, while 21-inch RS Spyder-design alloy wheels are anthracite grey.
The interior of the Cayenne GTS and GTS Coupe features the new Porsche Driver Experience setup with a curved digital instrument cluster (and optional passenger display), a heated GT sports steering wheel, 8-way adjustable sports seats, Bose surround sound and ambient lighting, among a host of features.
Race-Tex fabric abounds
Suede-like Race-Tex fabric covers the roof lining, armrests and door panels, as well as the centre panels of the seats, of which the side bolsters have been further raised to offer even more lateral support. Two alternative, GTS-specific interior packages – Carmine Red or Slate Grey Neo – can also be specified.
What sets the Cayenne GTS Coupe’s spec apart from that of its SUV counterpart, is that it comes fitted with a fixed panoramic roof and an adaptive extending rear spoiler as standard. It can also be specified with a Sports exhaust system (with centrally positioned tailpipes) finished in dark bronze.
The Sports exhaust system, Porsche says, is available as part of 1 of 3 optional weight-reducing sports packages, including a lightweight roof and carbon rear diffuser, as well as reduced insulation. Depending on the spec, the packages can reduce the Cayenne GTS or GTS Coupe’s weight by up to 25 kg.
How much does the Cayenne GTS/GTS Coupe cost in SA?
Cayenne GTS
R2 475 000
Cayenne GTS Coupe
R2 547 000
The prices include a 2-year/unlimited km warranty and a 5-year/100 000 km Drive (maintenance) Plan.
We drive the Rolls-Royce Phantom Limelight Collection – a special edition model with added elements that take the meaning of luxury into (what feels like) a new dimension.
When a brand has achieved the level of respect or status where its name is used in a different context, you know they’ve “made it”. Think about terms like Kalahari Ferrari or Hoover, the latter being a brand of vacuum cleaner, but sometimes people will refer to their vacuum cleaner as a Hoover, no matter what brand it happens to be. It is the same with Rolls-Royce; “Oh, that is the Rolls-Royce of watches” or “the Rolls-Royce of yachts” etc. It serves as an adjective that describes something as the finest of its kind.
There is a good reason why that is the case – because the Oxford-based ultra-luxury arm of the BMW Group – Rolls-Royce – deserves that recognition. Since the early days, it has been a car for the elite, the successful and those who want to be seen. It is still arguably the ultimate automotive status symbol.
This example is a 2015 Phantom Limelight Collection of which only 25 units were produced. It is fitted with a 6.75-litre V12 engine that develops 338 kW and a healthy 720 Nm of torque. But that is only a small part of what makes it special, as this engine has done duty in the Phantom for many years.
In the passenger seat of the Phantom Limelight Collection
I begin my classic drive here because this is where most Rolls-Royce owners will usually find themselves seated when travelling in a Phantom. I’m sitting in the left rear seat with an abundance of space around me. The seats are cossetting, the cabin is eerily quiet and I see the landscape passing by slightly faster when the driver puts his right foot down, making use of the saloon’s combination of torque and power.
You can barely hear the engine, it whirrs oh-so-softly in the background. As the seatback is reclined by 27 degrees, I can comfortably rest my head on the soft, cushioned headrest. The Phantom Limelight Collection has an extended wheelbase, which allows for an even greater amount of occupant space.
I look around and notice the cabin’s jewellery, clock and fragrance holders, some of which are situated in the doors. The headliner is studded with tiny lights, to resemble a starry sky; it looks spectacular at night.
When we stop next to the road, I take a closer look at the umbrella that is neatly rolled up and situated in the door. I stand next to the Phantom Limelight Collection and again realise that, in terms of size and height, it will make some large SUVs look more like compact SUVs. It is time to get behind the ‘wheel.
Piloting the Phantom Limelight Collection
I open the hefty driver’s door and experience a genuine sense of occasion when sliding in behind the thin-rimmed steering wheel. The front seats are, again, soft and absorbent. Once you close the door – with a simple push of a button – you’re completely insulated from any external noise, including engine idle. Despite its 6.75-litre displacement, you need to concentrate to hear the twin-turbopetrol V12 from inside the cabin, even though I’m now sitting closer to the engine than I did in the rear passenger seat.
The dashboard is unconventional in the modern sense as there are still a multitude of buttons and “organ pull-stops”. The ambience is utterly luxurious and you feel cocooned in a way I have not experienced in any other car. The thin-rimmed tiller feels light and classy in my hands and serves as a reminder that steering wheels don’t need to be chunky and button-infested, as is the case with most luxury cars today.
On our short drive in the Jonkershoek Valley outside Stellenbosch, the Phantom Limelight Collection simply wafts along the asphalt road. It’s difficult to describe the sensation, but it feels as if the Phantom’s suspension takes advantage of the car’s weight, filtering out unavoidable bumps and body movements with aplomb. You can’t help but be impressed; these are absurdly high levels of comfort and luxury.
With 338 kW on tap and 720 Nm of torque available at a relaxed 3 500 rpm, I managed to firmly plant the Rolls-Royce’s accelerator pedal when traffic and road conditions allowed. Again, engine and exhaust noises were kept to an absolute minimum (the latter seemed non-existent). That lengthy bonnet gently carries the beautiful Spirit of Ecstasy as a wave of torque pushes the giant machine down the road.
BMW should be congratulated for its sensitive handling of the Rolls-Royce flagship. Unlike the Ghost and its 2-door spinoffs, you won’t notice any BMW switchgear in the Phantom’s cabin; it all feels bespoke.
My spell-binding time behind the ‘wheel of this sumptuous grand saloon was unlike any other. But, was I missing the point? Should I not have continued reclining on the enveloping rear bench as I did earlier? Arguably yes, in the same way that the owner of a yacht sits on the deck, soaking up the sun while the captain sails across the bay.
I quite often long for more time to experience the intricacies of a hypercar during these test drives, and the Phantom makes me want to indulge the other end of the spectrum: enjoying the top echelon of luxury and refinement while watching the landscape fly past in near-silence. There are so many little elements, luxuries and features to discover and experience in the car that it could fill another article.
This Phantom Limelight Collection was supplied by one of Cape Town’s premier vehicle destinations, The Archive.
Budget Prado, anyone? Chinese-owned company LDV has confirmed that its new D90 7-seater body-on-frame SUV is coming to South Africa…
Chinese-owned brand LDV is scheduled to launch in South Africa in early May 2024. While the first product range to hit Mzansi will be the T60 double-cab line-up, the company has now confirmed that the D90 7-seater SUV will follow.
Interestingly, SA won’t receive the version of the ladder-frame D90 currently sold in markets such as Australia. Instead, LDV South Africa says it will introduce what it describes as a “new-generation” D90, complete with features such as multi-zone climate control, a JBL sound system and 3 differential locks (in the case of 4×4 models).
The LDV D90 destined for SA will be a rebadged version of China’s Maxus Lingdi.
Furthermore, LDV’s local distributor says the SA-spec D90 will be powered by a 160 kW 2.0-litre bi-turbodiesel engine mated to an 8-speed automatic transmission, and equipped with an “intelligent” all-terrain response system. We believe both 4×2 and 4×4 derivatives will be available locally.
From what we understand, this updated D90 will effectively be the as-yet-unrevealed LDV-badged version of the Chinese-market Maxus Lingdi (a name that translates to “Territory”). That Chinese-spec model’s 2.0-litre bi-turbodiesel motor makes 160 kW and 500 Nm, while also benefiting from a 48V mild-hybrid system.
The D90 will ride on a ladder-frame platform.
Measuring 5 046 mm from nose to tail, this 3-row SUV is slightly longer than the outgoing Toyota Land Cruiser Prado. Its wheelbase, meanwhile, comes in at 2 950 mm, while its ground clearance is listed as 230 mm.
Though LDV South Africa hasn’t revealed a launch date for the D90, it does say it’s “gearing up quickly to bring a wide range of new LDV models to our shores”. On that note, the SAIC-backed brand says the G90 MPV will also come to Mzansi (with the choice of 7 or 8 seats), as will the G10+ medium-sized panel van (powered by a 2.0-litre oil-burning engine).
The LDV G90 (aka Mifa) is also coming to South Africa.
According to LDV South Africa, all of these models with be covered by a 5-year/200 000 km factory warranty and a 5-year/100 000 km service plan.
As a reminder, the company traces its roots all the way back to 1896, when it was founded in the United Kingdom. In the late 1980s, the marque transformed into Leyland DAF Vehicles (hence the “LDV” initialism), before becoming a wholly owned subsidiary of China’s SAIC Motor in 2010.
The new BMW X2 has arrived in South Africa. Here’s how much the 2nd-gen coupe-style crossover – including the 233 kW flagship X2 M35i xDrive – will cost you in Mzansi…
Though the new BMW X2 was revealed as recently as October 2023, the Bavarian firm’s 2nd stab at an X1-based coupe-style crossover is now on offer in South Africa.
As expected, the local line-up comprises a pair of derivatives at launch: the X2 sDrive18i M Sport and the flagship X2 M35i xDrive. Interestingly, neither the oil-burning X2 sDrive18d nor the fully electric iX2 variant appear to be on the cards for a local introduction for now.
The new X2 sDrive18i ships standard in M Sport guise in Mzansi.
So, what sort of pricing are we looking at here? Well, the X2 sDrive18i M Sport kicks off at R879 738 (as the name suggests, this derivative ships standard with the M Sport kit in South Africa). For the record, the original F39-series version of this variant was last priced at R740 000 (or R755 500 with the M Sport kit).
The new X2 sDrive18i uses BMW’s turbocharged 1.5-litre, 3-cylinder petrol engine, which now sends 115 kW and 230 Nm to the front axle via a 7-speed dual-clutch transmission, facilitating a 0-100 kph time of 9.0 seconds and a top speed of 213 kph. Various “structured” packages grouping individual options are available for the base X2, including the R30 000 M Sport Package Pro.
SA receives the full 233 kW tune for the new X2 M35i.
What about the M Performance model, which scores M-specific chassis tuning and adaptive M suspension as standard? Well, the X2 M35i xDrive starts at R1 223 935 (up from the old 225 kW previous-gen X2 M35i’s base price of R950 000). This derivative employs a turbocharged 2.0-litre, 4-cylinder petrol engine sending 233 kW and 400 Nm to all 4 wheels via a 7-speed dual-clutch cog-swapper, endowing it with a 0-100 kph sprint time of 5.4 seconds and a top speed of 250 kph.
Interestingly, Europe receives a version detuned to 221 kW, while Mzansi benefits from the full-fat output (resulting in the most powerful M Performance 4-pot yet, with this engine shared with the X1 M35i that currently isn’t on offer in SA). As is the case with the X2 sDrive18i, the M Performance derivative can be specified with extra-charge packages that group together various individual options (in this case, the M Sport Package Pro costs R25 000).
The new model is 194 mm longer than its forebear.
Compared with the original F39-series X2, the new U10-generation version is noticeably larger. Indeed, it’s grown in length by a considerable 194 mm (now measuring 4 554 mm from snout to rump), while also gaining 21 mm in width (to 1 845 mm) and 64 mm in height (to 1 590 mm). Furthermore, thanks to a longer (2 692 mm) wheelbase and wider tracks, BMW claims there is more passenger room inside and extra luggage space.
In addition to the new BMW X2’s almost-hexagonal kidney grille, the roofline defines the newcomer’s exterior design. Unlike the 1st-gen X2, the new model scores an obvious coupé-shaped silhouette with proportions more in line with those of the larger X4 and X6. Round back, you’ll find a Gurney-style spoiler, a chunky rear apron and, in the case of the X2 M35i, 2 pairs of tailpipes.
Inside, there’s the BMW Curved Display running the latest BMW Operating System 9, while a so-called “floating” armrest with an integrated control panel is sited between the front pews.
How much does the new BMW X2 cost in South Africa?
BMW X2 sDrive18i M Sport – R879 738
BMW X2 M35i – R1 223 935
The prices above include a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Jacob Moshokoa gets behind the wheel of the brand-new 2024 Isuzu D-Max X-Rider for a thorough test, plus an in-depth look at the battle-ready Isuzu AT35, the locally-engineered Arctic Trucks special!
In the highly-contested and popular bakkie market, has the new Isuzu D-Max X-Rider done enough to steal a few sales from its rivals?
New Mazda CX-80 revealed: flagship SUV confirmed for SA!
The new Mazda CX-80 has been revealed, positioned above the CX-60, offering 3 rows of seating and available with the brand’s 3.3-litre 6-cylinder turbodiesel motor. And it’s been confirmed for SA…
Meet the new Mazda CX-80, the Japanese brand’s fresh-faced flagship SUV. This new 3-row contender – which will be offered in Europe in both 6- and 7-seater guise – has already been pencilled in for South Africa, where it will slot in above the CX-60.
However, Mazda Southern Africa told Cars.co.za that though the CX-80 in indeed destined for Mzansi, there is not yet a confirmed introduction date, adding that the local launch “will not take place in the next year”.
While the CX-80 is clearly very closely related to the CX-60 (and rides on the same rear-wheel-drive-biased platform), its wheelbase is 250 mm longer, taking the space between its axles to a considerable 3 120 mm. This, of course, allows the CX-80 to adopt a 3rd row of seats.
On the Old Continent, the new SUV will be available with a choice of 3 middle-row configurations: a 3-person bench; 2 captain’s seats with a walk-through space; or a pair of captain’s chairs with a fixed centre console. Furthermore, the CX-80 stands 26 mm taller than the CX-60 (ostensibly offering more headroom), though its width is identical.
Although Mazda has yet to reveal detailed specifications, it does promise that the new flagship SUV’s luggage compartment will be capable of accommodating a full set of golf clubs or a baby stroller, even when the 3rd-row seats are in use. Of course, the 2nd- and 3rd-row pews will furthermore be able to fold down, freeing up yet more utility room.
What about powertrains? Well, the CX-80 is likely to be offered with the same engines at its sibling. In South Africa, that means either a naturally aspirated 2.5-litre, 4-cylinder petrol engine or a 3.3-litre, straight-6 turbodiesel mild-hybrid motor.
Europe also receives a plug-in hybrid derivative based on the aforementioned 2.5-litre petrol mill, but with the addition of a 129 kW electric motor and a 17.8 kWh battery pack. This PHEV powertrain could also be on the cards for Mzansi.
As a reminder, in the SA-spec CX-60 range, the 4-cylinder petrol engine generates 141 kW and 261 Nm, while the lightly electrified inline-6 oil-burner makes 187 kW and 550 Nm. Both employ an 8-speed automatic transmission as standard, with the higher-spec models featuring all-wheel drive.
In Europe, Mazda says the new flagship will allow it to “challenge the established premium brands”. As such, expect the CX-80 to be pitched against the likes of the Volvo XC90 and Audi Q7, as the latest evidence of Mazda’s push upmarket…
The revised Kia Seltos, laced with several exterior and interior updates, has arrived in Mzansi. In a segment where almost every brand offers a model, does the Seltos still stand out sufficiently? We drove the updated compact family car in the Western Cape.
What’s new with the Kia Seltos?
The 2024 Kia Seltos features a revised front bumper and redesigned LED headlamps.
Korean car brands tend to update models about 3 years after they’re introduced to the market, before replacing them with all-new versions 2 years after that. It used to happen like clockwork, until it didn’t –because of Covid-19, which delayed many things. The truncated story is that the facelifted Kia Seltos has arrived, but a year later than expected. The 2024 model includes visual tweaks to the front bumper, as well as redesigned LED head- and taillamps, the latter of which incorporate a tailgate-spanning lightbar.
Meanwhile, the Indian-made compact family car’s interior has undergone a much more comprehensive update, replete with updated graphics and a skateboard-style screen that’s perched atop the dashboard. The new GT-Line version gets bigger displays for the infotainment system and digital instrument cluster.
On the powertrain side, the Seltos has 2 new engines: a naturally aspirated 84 kW/144 Nm 1.5-litre petrol (paired with a continuously variable automatic transmission) and a 118 kW/253 Nm 1.5-litre turbopetrol (in conjunction with a 7-speed automatic dual-clutch ‘box), which is exclusive to the GT-Line flagship.
There is also a 1.5-litre turbodiesel auto, which is carried over. It produces 85 kW and 250 Nm of torque.
The Seltos diesel is the pick of the range
The turbodiesel derivative featured here is 1.5 CRDi LX Auto.
You can check out the full range of Seltos derivatives and specifications in our specs & price article, but suffice it to say, my pick of the range would be either the EX or EX Plus in turbodiesel guise.
I do believe that no other small crossover model in South Africa (and there are so many of them) offers a turbodiesel option, but a few brands do offer a hybrid, such as Toyota (Corolla Cross) and Haval (Jolion). Kia South Africa views this as an area in which the turbodiesel motor at its disposal can provide value for buyers looking to save on fuel costs without having to worry about the perceived complexity of a hybrid.
We drove a turbodiesel derivative from the centre of Cape Town on around 140 km of winding roads to the small town of Greyton in the Overberg. The indicated average fuel consumption for the trip was 5.0 L/100 km, which was especially impressive considering the route included quite a few hill ascents.
Overtaking at freeway speeds is perhaps not the turbodiesel’s strong point (it requires some convincing to accelerate much beyond 100 kph), but it will sit confidently at 120 kph… while using very little fuel.
Kia Seltos LX trim has cloth seats, but a leather-wrapped steering wheel and transmission lever.
The other engine we got to sample was the new turbopetrol that serves in the elaborately named 1.5 T-GDi GT-Line DCT. It accelerates eagerly and, when you utilise the ‘wheel-mounted shift paddles, even exhibits “a sporty attitude”. By the end of the trip back from Greyton, I was impressed with the GT-Line’s indicated 7.0 L/100 km, although the figure was perhaps flattered by the “downhill run to Cape Town”.
The top-of-the-range turbopetrol derivative is an expensive proposition at R630 000, but it does come fitted with all the bells and whistles that Kia can offer in the Seltos, including red brake calipers, a head-up display and the Smart Cruise system, which is adaptive cruise control but includes a “follow mode” for when you’re sitting in traffic, plus blind-spot detection, lane-keep assist and forward-collision avoidance.
What’s the updated Kia Seltos like to drive?
The range-topping GT-Line features 18-inch wheels and is powered by a peppy 1.5-litre turbopetrol engine.
One of Kia’s biggest selling points, apart from offering turbodiesel derivatives in its Seltos range, is the admirable quality that its products exude. The revised Seltos feels so well put together; even when we drove it in strong crosswinds, it still felt planted and inspired confidence through the ‘wheel. It’s an easy-to-drive crossover devoid of the few annoying quirks that you might find in a Chinese-made contender.
The infotainment system, for example, is easy to figure out, the dials are clearly marked and the trip computer menus are instantly familiar and, even if you’ve never used it before, intuitive. The only gripe I have with the Seltos’ cabin is that the driver’s seat wouldn’t go quite low enough for me (admittedly, I tend to lower the seat to its bottom-most position in every car I drive), but the seat itself was comfy.
The Kia Seltos’ interior & practicality
Rear legroom is good for a small SUV; all models have 2 rear USB ports.
Even the entry-level LX trim grade includes a sufficient number of features. Yes, you have to settle for cloth upholstery, but you get 2 USB ports up front and 2 in the rear, as well as aircon, a 6-speaker audio system, Apple Carplay and Android Auto (via cable connection), plus a reverse-view camera with PDC.
As for practicality, Kia’s middle crossover (it sits between the Sonet and Sportage) is quite capacious. The Seltos’ rear legroom is fair and even with a full-size spare wheel stored below the floor, the load bay is claimed to hold 433 litres. Yes, it’s one of the largest bays in the segment and even features a hook on the right side for securing a shopping bag, if necessary. The rear seats can also fold flat in a 60/40 split.
2024 Kia Seltos Pricing (April 2024)
The GT Line interior features full leather and bigger displays, with wireless charging.
The Kia Seltos facelift is sold with a 5-year/unlimited km warranty, which includes roadside assistance, as well as a 5-year/90 000 km service plan. The latter can be upgraded to a maintenance plan at extra cost.
Kia Seltos 1.5 LX Manual
R467 995
Kia Seltos 1.5 LX CVT
R492 995
Kia Seltos 1.5 CRDi LX Auto
R521 995
Kia Seltos 1.5 EX CVT
R532 995
Kia Seltos 1.5 CRDi EX Auto
R561 995
Kia Seltos 1.5 EX Plus CVT
R570 995
Kia Seltos 1.5 CRDi EX Plus Auto
R599 995
Kia Seltos 1.5 T-GDi GT-Line DCT
R626 995
Summary
LX derivatives are not fitted with a sunroof, but the GT-Line flagship has a panoramic sunroof.
Chinese car brands and Toyota are the frontrunners in the battle for supremacy in the compact family car segment. Haval and Chery offer near-unbeatable value for money and, in the current economic climate, that’s a major advantage. Toyota produces the Corolla Cross on local soil and offers excellent aftersales backup/ownership peace of mind at a similar price point. So, in which ways does the Seltos stand out?
The Kia’s build quality and refinement are its biggest assets and it’s a plus that there is a turbodiesel variant in the line-up. It’s still a product packed with features, most of which feel simple, intuitive and involving to use. The Seltos is still worthy of being shortlisted; it’s a top-tier not-so-small crossover.
Here’s your first look at the Haval H6 facelift, before its official reveal at the 2024 Beijing Auto Show.
According to a fresh report from CarsNewsChina, the Haval H6 facelift will make its official debut at the 2024 Beijing Auto Show, and we’ll be there!
The Haval H6 is a popular SUV that’s positioned against the Volkswagen Tiguan, Mazda CX-5, Honda CR-V and the Kia Sportage. Globally, the H6 is the brand’s most popular model and its imperative the clearly winning formula isn’t changed that radically.
The vehicle has yet to be revealed, but the patent images from the Ministry of Industry and Information Technology have emerged, along with some details. Physically, the Haval H6 facelift is 50 mm longer, bringing the total length to 4 703 mm.
Visually, there’s a new and bolder grille with vertical daytime running lights at the edges. The rear sees the fashionable LED lightbar stretching across fall away, replaced by a more traditional tail light array.
Some engine details have emerged too, with the same powertrains being retained, although there is a power bump. As a reminder, there’s a 2.0-litre turbocharged petrol 4-cylinder motor which reportedly now makes 170 kW (up from the 150 kW currently) and there’s also a 1.5-litre turbocharged hybrid powertrain.
We’ll be in China for the Beijing Motor Show and will share official details and images as soon as we have them.
It’s fair to say that the B7-generation Audi RS4 made the Ingolstadt-based brand’s performance sedan an icon. Now exclusively offered in Avant (‘wagon) guise, does the (B9) RS4 still stir the soul, particularly when loaded with RS Competition Plus goodies?
The design of the B9-gen Audi RS4 Avant is 7 years old, yet the rapid ‘wagon still looks sharp.
Where does the Audi RS4 Avant fit in?
For now, the Audi RS4 Avant is a unique proposition in the South African market, which historically has not favoured station wagons. But whether by design or by luck, the RS4 Avant and its bigger brother, the RS6 Avant, have carved out a small but loyal – perhaps even fanatical – fan base for high-performance German estate cars. Soon, BMW will add the M3 Touring to its local line-up, but given that the BMW will be available exclusively in Competition specification, and that the 4-door sedan version of the same spec is already priced at R2.1 million, we can only imagine that the M3 Touring will be pricier than that.
And what about Mercedes-AMG? Well, there is no C-Class Estate on offer in South Africa at the moment. In fact, the hottest variant of the current-gen C-Class that you can buy is not a C63, but a C43, powered by a 2.0-litre 4-cylinder turbopetrol engine and that is priced more than R1.7 million (before options).
The Audi RS4 Avant’s best angle? Black Appearance trim contrast nicely with the white paintwork.
Considering all of the above, the RS4 Avant, which has a base price of R1 547 100, appears to be a bit of a bargain. Even with just about every option box ticked, which ramps up its asking price to R1 879 500, the Audi arguably offers significantly better punch and value for money than its aforementioned rivals. But, then again, the B9-generation Audi RS4 was introduced 7 years ago, so it’s not exactly new.
In the final analysis, if you’re considering an RS4 Avant because of its performance capability and station wagon packaging, you don’t have another new-car choice at this price point. If you want a business-class performance car and don’t mind that it’s a ‘wagon, this remains an option to consider seriously.
It is the only performance-oriented ‘wagon in the business-class segment (for now), but that adds to its appeal.
How the Audi RS4 Avant fares in terms of…
Design and Features
The current (B9-gen) A4 is expected to make way for its successor later this year – and, confusingly, it will reportedly be called the A5. The next RS4 (but named an RS5 – yes, it’s daft) will probably debut in 2 years’ time (2026) and feature hybrid power. So, there is still some way to go for the current RS4 Avant.
And it remains a highly attractive piece of kit; its low-slung ‘wagon lines and pumped-up wheel arches drew many admiring glances. The striking 20-inch alloy wheels fill out the arches perfectly; they give the RS4 Avant a menacing stance, which is accentuated by the Black Appearance trim that adorned this test unit. Unlock the car and its dynamic Matrix LED head- and tail-lamps do a cool start-up lightshow.
The Audi RS4 Avant’s cabin is awash with leather, microfibre and carbon-fibre inserts.
Step inside and the first thing you will notice are the figure-hugging front seats. Trimmed in black leather and Dinamica microfibre (a suede-like material), they are electrically adjustable and, in this test unit, also offer a heating function (a R5 550 option). The trim is predominantly black with satin silver accenting, but the fitment of carbon-fibre “twirl” inserts (R18 900) prevents the cabin from looking too sombre.
Overhead there is a panoramic sunroof (R28 000) and, if you look closely, you’ll notice that the seatbelts have subtle red edges to them. The driving position is superb, with a wide range of adjustment on offer from the steering column and driver’s seat (memory function costs an additional R3 900).
While the integration of the touchscreen panel looks a bit “added on”, the system’s graphics appear crisp.
While there is no getting away from the fact that the B9-generation A4’s fascia design is showing its age, the graphics of the digital instrument cluster and infotainment touchscreen are of excellent quality.
With features such a wireless charging pad, automated parking and good quality camera display, the RS4 Avant doesn’t feel notably dated from behind the steering wheel. The fit-and-finish is reassuringly solid, and the quality of the materials top-notch.
Body-hugging leather and microfibre-trimmed sports seats complemented by racy accented seatbelts.
Move into the back and there is more than sufficient rear legroom available (even when the driver is 1.8-metres tall). While headroom is sufficient, the rear bench might be a little bit tight for 3 adults in terms of shoulder width. Aft passengers have access to their own ventilation outlets and 2 USB charging ports.
Of course, seeing as the Audi RS4 is a station wagon, it doesn’t come up short in terms of practicality. The load bay has a claimed capacity of 495 litres and, folding the rear seats down is said to free up 1 495 litres of utility space – a figure that no sedan rival can come close to matching. As you can imagine, the RS4 Avant can accommodate significantly bulkier items than its 4-door competitors. Our test unit even featured an electrically stowed trailer hitch (R15 300), which made it a decidedly useful family car!
Rear occupants of the RS4 Avant are afforded sufficient legroom and electronic amenties.
Performance and Efficiency
The RS4 Avant is powered by a charismatic 2.9-litre twin-turbopetrol V6 (co-developed with Porsche), which is mated with an 8-speed ZF automatic transmission and Audi’s iconic quattro all-wheel drive.
Maximum power is a meaty 331 kW, available from 5 700 to 6 700 rpm and the full whack of torque – no less than 600 Nm – is available across a wide rev range (from 2 000 to 5 000 rpm).
When we utilised its launch control function, the RS4 Avant set a sub-3.9-second 0-100 kph time.
Audi claims a 0-100 kph time of 4.1 sec for the RS4 Avant and so, when our test equipment showed a figure of below 3.9 sec, we were somewhat surprised. It is not often that a test car betters its maker’s claimed acceleration time. But closer investigation revealed the fitment of the RS Competition Plus pack (R125 000), which includes a few tweaks that Audi Sport developed to reduce the ‘wagon’s sprint time.
While the engine is unaltered, the beefier acceleration is a product of bespoke transmission software. For the record, the SA-bound BMW M3 Touring Competition has a claimed 0-100 kph time of 3.6 sec, so the improvement in the RS4 Avant’s sprinting ability significantly narrows the gap to its upcoming rival.
Even though the Audi’s throttle response feels a bit dull in Comfort mode, it’s addictive to use the shift paddles in Sport mode.
Another consequence of the fitment of the RS Competition Plus pack is an increase in top speed (usually limited to 250 kph), so now you have a ‘wagon that can, theoretically, travel at speeds of up to 290 kph!
Those are all highly significant power and performance figures and, in the real world, specifically because they are produced in combination with such high grip levels; the RS4 Avant is, to be blunt, blisteringly fast from point A to B. If there is a small niggle, it concerns the Audi’s throttle response.
There is no Eco mode in the Drive Select menu, so in an apparent bid to improve efficiency, Audi appears to have engineered a delayed response to the first few millimetres of the accelerator pedal’s travel. As a result, however, the powertrain’s reactions can be frustratingly slow in the auto/comfort drive modes.
The fitment of ZF’s ubiquitous 8-speed automatic endows the RS4 Avant with a fine refinement/performance balance.
If you need near-instantaneous reactions to your long-pedal inputs, there is a quick solution: the throttle response sharpens up significantly when you knock the transmission lever down into Sport (particularly while using the shift paddles); exploring the breadth of the RS4’s power band becomes very addictive.
Oh, the RS Competition Plus pack also includes RS Sports Exhaust System Plus – you can set how vocal it should be in the Drive Select system. It emits a nice, throaty sound and plenty of pops and crackles.
Driving enthusiasts will enjoy the opportunity to fine-tune the RS4 Avant’s characteristics to their preferences.
As for fuel economy, well, for what it’s worth, Audi claims an average consumption figure of 9.2 L/100 km, but we averaged 13 L/100 km – you’d have to be lucky (or talented) to achieve figures below 12 L/100 km.
Ride and Handling
Perhaps the biggest news with this particular RS Competition Plus-equipped RS4 Avant, is its trick suspension setup. Although the B9-generation RS4 has never been deficient in either traction or grip, it’s never felt particularly “lively”; instead, it puts its power down as clinically and efficiently as possible…
If you tick the RS Competition Plus option box, you also get RS Sports Suspension Pro. It incorporates a manually adjustable coilover suspension that drivers can fine-tune to their requirements or preferences.
Beyond the standard drive modes available in Audi Drive Select, you can set up a pair of RS modes too.
From the factory, this suspension is set to a 10-mm lower ride height than that of a “standard” RS4 Avant, but it can be lowered by a further 10 mm. A higher spring rate, 3-way adjustable dampers and stiffer stabilisers “heighten the general driving experience and help shorten lap times”, says Audi.
We’re not sure how many customers would be inclined to lay their hands on their luxury cars’ suspension components to make such adjustments, but it must be said that the RS4 Avant that was delivered to our office felt notably livelier than what we remember of previous B9-generation test units.
Considering the low profile rubber fitted to the 20-inch alloys, the RS4 Avant delivers a relatively pliant ride quality.
Bearing in mind that the RS4 Avant rides on 20-inch wheels wrapped in very low-profile Continental rubber, its ride quality is certainly firm, but it copes with poor surfaces admirably nonetheless. Helped by torque-vectoring from its sports differential, the Audi tucks in its nose better than you might anticipate (from a hefty all-wheel drive car) and while there is some lean, an abundance of grip is always apparent.
While we anticipate very few RS4 Avants are likely to lap a race track, or have their suspension setups changed (manually), what you have here is a devastatingly fast car on about any road (that is meant for passenger cars). And it’s no longer as clinical, well, except for the lifeless, but nicely weighted steering.
Althought the test unit was specced liberally, the RS4 Avant offers a lot for the price. It’s well worth speccing up too.
Audi RS4 Avant price and After-sales support
The Audi RS4 Avant retails for R1 547 100 (April 2024, before options). Our test unit was specified with optional extras to the value of R350 500, which bumped up the full asking price, as tested, to R1 879 500. It comes with 1-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Verdict
It’s not often that a German premium brand’s performance model can be described as offering “good value”, but compared with its current and upcoming rivals, that’s exactly what the RS4 Avant does.
Even with just about every option box ticked, it is a very alluring package for under R1.9 million; what’s more, the RS Competition Plus pack does appear to be worth the extra outlay! Not many things in the automotive world age like a fine red wine, but the B9-generation RS4 Avant appears to be one of them.
