Golf 8 could stick around until 2035, says VW exec
A high-ranking VW executive says the Golf 8 could stick around until 2035, potentially soldiering on alongside a fully electric 9th-generation hatchback. Golf Vivo, anyone?
Worried that the likely fully electric Volkswagen Golf 9 will spell the end of petrol-powered derivatives such as the GTI? Well, if the latest comments from high-ranking VW executive Kai Grünitz are anything to go by, you needn’t fret since the current Golf 8 may well soldier on all the way until 2035.
Speaking to Top Gear’s Netherlands division, Grünitz – who is the VW brand’s board member responsible for technical development – suggested the current Golf had the potential to stick around until the middle of the next decade. The year 2035 is, of course, when the European Union wants all internal combustion-engined vehicles to have been removed from the continent’s new-car market.
Could the 8th-generation VW Golf stick around for another decade or so?
If the Golf 8 were to soldier on – surely with a few more updates along the way in a bid to keep it fresh – until 2035, it would by that point have been in production for a staggering (by modern standards, anyway) 15 years. Still, the potentially prolonged-lifecycle model’s eventual age will likely depend on several factors, including seemingly ever-changing regulations in Europe.
Back in November 2022, Thomas Schäfer, CEO of the Volkswagen brand, effectively confirmed a Golf 9 was on the cards, saying the Wolfsburg-based automaker “would be crazy” to let “iconic brand names” such as Golf and GTI “die and slip away” as it pivoted towards electric cars. The following year (after the discovery of a revised version of its iconic GTI logo, complete with a lightning bolt), he suggested such a model would indeed be fully electric, with a likely reveal in 2028.
The updated Golf 8.5 R was revealed as recently as June 2024.
As a reminder, the Golf 8 debuted in October 2019, with the GTI following in February 2020 (though arriving in South Africa only in September 2021). The facelifted Golf GTI – or so-called Gold 8.5 GTI – was unwrapped in January 2024, before the likewise refreshed Golf R hit the global stage in June 2024. Neither, however, has yet to be officially confirmed for South Africa.
Considering growing uncertainty around the pace of the global automotive market’s shift to full electrification (and indeed the varied requirements of individual markets), VW’s wait-and-see approach with the Golf 8 is perhaps unsurprising. So, Golf Vivo, anyone?
The Mercedes-Benz Fintail Estate is one of the rarest right-hand-drive load carriers in the Three-pointed Star’s history. This particular example belongs to an owner who put in a lot of effort to get the car into this condition.
IMAGES: Kian Eriksen
Three. That, according to Silverstone Auctions, is the number of Mercedes-Benz 230S Fintail Estate units (W111) that were imported to the UK when they were new. During the firm’s classic auction in July 2017, a very neat example of this rare ‘wagon was auctioned for a respectable £39 375 (about R900k). A while ago, we headed to George where one of these cars is part of a huge Mercedes-Benz collection.
History of the 230S Fintail Estate
Mercedes-Benz didn’t produce these cars itself. Although the chassis and drivetrain were obviously supplied by the Sindelfingen-based company, the car’s body was manufactured by IMA Mechelen of Belgium. After the assembly, a unique chassis plaque bearing the relevant details and IMA’s name at the top was affixed to the car. Incidentally, the company was also responsible for building other specialised vehicles (such as ambulances) based on the same chassis.
At the time, there were 4 different engines on offer in the range, which was known as the Universal. The entry-level 200 (70 kW, 2.0-litre), the 200 D (40 kW, 2.0-litre diesel), the 230 (77 kW, 2.3-litre) and finally the 230 S (88 kW, 2.3-litre). The Mercedes-Benz 230S Fintail Estate was only produced for 3 years from 1966 to 1968 and was 145 mm longer than the 3 other versions. Although not fitted to this model, ‘Benz also offered a 60:40-split 2nd row of seats on this variant, which added another level of practicality.
This 230S Universal’s story isn’t simple. The owner realised it was a rare car when he came across its incomplete body and just had to buy it. However, at the time, the “car”, which he bought around 2003, only comprised the body, rear seats and their mechanisms, all of which were specific to the Estate.
The restoration project
This collector had tackled several extensive restoration projects before and he realised this one would not be any different; the car’s underpinnings, drivetrain and many interior components were missing and the body had a lot of rust.
“I mentioned to the collector who I bought the body from that I was looking for a dashboard for this car. When the car arrived, there were six Fintail dashboards in the car! I was able to use some of these dashboards in my other cars as well.”
He imported the body to South Africa and started searching for a Fintail sedan. He found a very neat donor car, which he stripped and used the scavenged parts to finish the Fintail Estate. Then he found another Fintail, which he used to finish building the donor car and eventually sold it. The result is that this Estate is now an automatic version, whereas W111 Estates came standard with 4-speed manual ‘boxes.
He planned to paint the Estate Sea Foam White, but when he visited the paint shop for the first time, they had already painted the car beige, at least a period-correct Mercedes-Benz colour. Although the original colour was grey, the beige does portray the car in a much more stylish way than grey would have done.
If you’ve seen a Mercedes-Benz S123 Estate (the ‘wagon variant of the W123 sedan), you may recognise these roof rails. The Universal was offered with roof rails (with 8 feet that connect them to the roof gutters), but the ones on this car are from an S123. They may not be original, but they do suit the car.
“As expected, I had to research several specific details/features while I was restoring this car. Some of those were simple things, such as the position of the aft number plate. It was also a challenge to source the tail light lenses,” the owner says. “People tend to stare at this car as they don’t know this shape.”
Specifications
Model: Mercedes-Benz 230S Universal (W111)
Engine: M180 VIII, 2.3-litre, 6-cylinder, petrol
Power: 88 kW at 5 400 rpm
Torque: 178 Nm at 4000 rpm
Transmission: 4-speed automatic, RWD
Weight: 1 520 kg
Top speed: 170 kph
Years produced: 1966–1968
Behind the ‘wheel of the 230S Fintail Estate
Before I get behind its wheel, I peruse the exterior detailing of the Mercedes-Benz 230S Fintail Estate. The sheer road presence of his car is immediately noticeable. Even though there is much more bodywork and window surfaces around the rear compared with the sedan, the small fin tips are still pronounced – they’re reminders of the American influence on the exterior design of cars of this period.
As I discuss the car with its owner, I notice the interesting end piece of the single exhaust pipe, which has a triangular cut in its bottom half. It is believed that this alteration was done to allow the exhaust gas to be blown down rather than straight out, the latter of which would potentially dirty the car’s bumper.
I open the tailgate to find that the hatch of this car still features its original hinges – impressive! In front of me is a wooden deck divided by hard rubber linings. There is an abundance of space – even with the 2nd row in place. This 2nd row can also fold down, should maximum utility space be required.
When you want to make use of the 3rd row of seats (which faces rearwards), simply fold the rear bench’s backrest up, then the seat bottom up, and within seconds you have a fully fledged 7-seater. There are no seatbelts – but to view the world disappearing in your wake must be an astonishing way to travel. Even in the rear, the interior is trimmed in carpet, while the spare wheel position is also visible.
At the front, the interior is presented as you would expect from a Fintail. There is a vertical instrument pod with a coloured bar that rises as the car’s speed increases, but there is no rev counter. The latter adds to the relaxing nature of driving the car, as you can’t watch the revs rise or fall – you are encouraged to focus on the road ahead or join in the conversation with your passengers!
In truth, the rest of the cabin is fairly plain but still stylish. The 2 shades of brown leather trim perfectly complement one another and give the cabin a very warm aura. Meanwhile, the indicator stalk is located to the right of the steering column and the column shifter of the 4-speed automatic is to the left.
The 230S Fintail Estate’s seats are comfortable and I am availed a clear view of the road with the fenders behind each headlamp standing proud adjacent to the sides of the bonnet.
The transmission tunnel cuts the cabin for the front- and 2nd rows in 2, which unfortunately limits leg- and footroom for the middle occupants. At the same time, the benches contribute to a very cosy cabin, especially compared to modern individual front seats and sometimes significantly sculpted rear seats.
Although not technically a bench, the large front seats are connected by a sizeable armrest and a similar-sized piece between them, which effectively creates a “full bench” at the front. Because of the large windows, you have a near 360-degree visibility from the cabin, which is not the case in modern ‘Benzes.
The engine has a lazy nature and picks up speed at a pedestrian pace – after all, the 230S tips the scales at a claimed 1 520 kg, while the 2.3-litre engine is only rated at 88 kW. If you’re going to load the car fully with passengers and cargo, you preferably shouldn’t be in any rush to reach your destination.
The large, power-assisted steering ‘wheel facilitates super-easy manoeuvring. Once the ‘Benz is on the move, minimal effort is needed to direct the car while there is notable body lean through corners.
The W111-series ‘wagon was fitted with Mercedes’s early air suspension system, which was developed to keep the car level even when loaded and is made up of a single-joint swing axle with a hydropneumatic-compensating spring and level control.
These estates also came with 15-inch wheels, larger than the standard 13- and 14-inch wheels fitted to Fintail sedans. According to ‘Benz’s brochure, the Estate could swallow 2.7 m3 and up to 650 kg when the 2nd- and 3rd-row seats were folded down – a copious amount of space for almost any situation.
Summary
The sales brochure for the W111 shows the Mercedes-Benz 230S Fintail Estate parked in the vicinity of a stable, where horse riders could, in theory, load/unload their riding gear into/out of the stately ‘Benz, as well as positioned next to a river, ostensibly from where it could tow a small boat trailer home.
Even if more than three 230S Fintail Estates were imported to the UK, it remains one of the rarest Fintails. It is undoubtedly a car you want to share with people. Be it to transport detritus for a day at the beach or picnic baskets and a few blankets to enjoy an afternoon in the country – this Fintail won’t disappoint.
Having launched Black Edition derivatives of no fewer than 4 of its models (and their respective variants) since late in 2023, Audi South Africa recently extended the special trim grade to its Q5 Executive SUV and SQ5 Executive SUV Coupe as well.
Audi South Africa says the Q5 and Q5 Sportback Black Edition derivatives “place the focus squarely on dynamic design and convenience” and the Ingolstadt-based brand hopes these newcomers will garner the same market reception as the “plethora of (Black- and Urban Edition) variants that have captivated local buyers with their design appeal, generous standard specification and compelling finance offers.”
Q5 & Q5 Sportback 40 TDI & 40 TFSI Black Editions
Stationed above the Advanced trim line in the Audi Q5 range, the 40 TDI 140kW and 40 TFSI 183kW Black Editions (both of which are available in SUV and Sportback body styles) utilise 2.0-litre 4-cylinder turbodiesel and turbopetrol engines mated with 7-speed S tronic dual-clutch automatic transmissions.
Over and above the Advanced trim line specification, the Q5 40 TDI 140kW and 40 TFSI 183kW Black Edition derivatives and their Sportback equivalents offer:
Black styling plus package and black mirrors
20-inch 5-spoke alloy wheels
Matrix LED headlamps
Technology package, including MMI navigation plus and Audi connect infotainment services
Deluxe package, which incorporates:
Panoramic sunroof
Trailer hitch
Comfort key
City assistance package (rear-view camera, lane-change assist, pre-sense rear)
Sports seats with electric memory adjustment, incl. 4-way lumbar support
Electrically folding mirrors
Accent surfaces in gloss black
Flat-bottom steering wheel
Storage and luggage package
In our recent review of the Audi Q3 Sportback 35TFSI Black Edition, testers agreed that the “curated (Black Edition) specification certainly improves the appeal of the Q3 Sportback.” Will that also apply to the Q5 and Q5 Sportback Black Edition variants? Hopefully, we’ll get to review one of those SUVs soon.
SQ5 & SQ5 Sportback Black Editions
The SQ5 and SQ5 Sportback Black Editions, in turn, are aimed at “customers who desire a sportier drive without sacrificing any of the practicality and refinement (of) the Q5 (and Q5 Sportback)”, Audi SA says.
With a 3.0-litre 6-cylinder turbopetrol motor that delivers 260 kW/500 Nm and is mated with an 8-speed automatic transmission, the SQ5 and its Sportback sibling are said to bolt from 0-100 kph in a 4.9 sec.
Reflecting their standing as the flagship products in the Q5 line-up, the SQ5 Black Edition and SQ5 Sportback Black Edition include the following luxury and convenience features:
Black styling plus package and black mirrors
21-inch 5-spoke alloy wheels
Matrix LED headlamps
Panoramic sunroof
Trailer hitch
Bang & Olufsen premium sound system
Comfort key
Audi phone box
Sports front seats with electric memory adjustment
Adaptive air suspension sport
Park assist package
Storage and luggage package
How much do the Audi Q5 and SQ5 Black Editions cost in SA?
All prices include a 5-year/100 000 km Audi Freeway Plan service and maintenance plan.
Meanwhile, these newcomers to Audi South Africa’s line-up are offered in conjunction with Audi Assured guaranteed future value (GFV) vehicle-finance agreements. The GFV of each of these special-edition derivatives is established at the beginning of the contract term, giving buyers peace of mind in knowing the value they can receive for the vehicle of choice at the end of the contract term. Audi Financial Services also offers insurance options tailored to customers’ specific requirements.
If you are looking for the most capable, most hardcore 4×4 bakkies in South Africa, then this list is for you!
Are you looking for the most hardcore 4×4 bakkies available in Mzansi?
In South Africa, double-cab bakkies fulfil many roles. They are workhorses, family carriers and weekend 4×4 warriors, all in one. The versatility of the typical double-cab bakkie has helped make it one of the most sought-after body shapes in South Africa.
The sales success of offerings such as the Toyota Hilux and Ford Ranger is evidence of this popularity as is the fervent demand for these vehicles in the used car market. But what about buyers looking for the most hardcore 4×4 bakkies?
Well, while most double-cab 4×4 bakkies offer more than enough off-road capability to meet the needs of most buyers, there’s a handful of products that take 4×4 performance to a whole new level.
These high-performance off-road bakkies are niche vehicles, but they are popular not only with hardened 4×4 enthusiasts who often venture to wild places. No, they also attract those seeking to boost their social image by driving the biggest and most bad-ass bakkie money can buy.
In this article, we will highlight the high-performance, hardcore 4×4 bakkies that are currently available to local buyers.
Note that pricing is accurate as of July 2024.
SA’s Most Hardcore 4×4 Bakkies
Ford Ranger Raptor: The Power Champ
While the previous Ford Ranger Raptor was powered by a 2.0-litre bi-turbodiesel engine with a middling 157 kW and 500 Nm, the new version has upgraded to a twin-turbocharged 3.0-litre V6 petrol engine generating a whopping 292 kW and 583 Nm! As before, it stands higher and wider than a standard Ranger, and those flared wheel arches are a not-so-subtle hint at its intent.
Moreover, the FOX 2.5-inch Live Valve Internal Bypass shock absorbers offer position-sensitive damping capability, helping set the Raptor apart but also enabling high-speed off-road driving. This new Raptor (which is imported from Thailand rather than built at Silverton) furthermore features a 10-speed automatic transmission, a 2-speed transfer case, front and rear locking differentials and up to 7 driving modes as well as an electronically controlled active exhaust system.
Pricing on the new market currently starts at R1 226 700. Of course, Cars.co.za has a wide range of used Ranger Raptors for sale too and you’d be wise to check them out!
Apart from the obligatory GR badging and beefy widebody kit, the Hilux GR-Sport III is more than a cosmetic exercise and its 2.8-litre turbodiesel engine produces a heady 165 kW and useful 550 Nm, making it the torquiest series-produced Hilux ever offered in South Africa. A 6-speed automatic transmission is standard.
The Hilux GR-Sport is also fitted with 17-inch alloy wheels with high-profile 265/65 R17 BFGoodrich rubber to “offer enhanced off-road performance” as well as GR-inspired suspension comprising new monotube shock absorbers with stiffer coil springs which are said to improve off-road handling and comfort.
Ineos Grenadier Quartermaster: The new-age Defender
The new Ineos Grenadier Quartermaster recently launched in South Africa and its off-road credentials are impressive with 264 mm of ground clearance; 800 mm wading depth; and approach, departure and breakover angles (36.2, 22.6 and 26.2 degrees, respectively) that the British brand claims are “unrivalled by any other series pick-up”. A centre differential lock and a 2-speed transfer case are fitted as standard while front and rear diff locks are optional on the base model and standard on the Trialmaster and Fieldmaster derivatives.
Engines are sourced from BMW, with customers offered a 3.0-litre inline-6 in either petrol or diesel flavour, with a ZF-sourced 8-speed automatic transmission standard in each case. The petrol mill makes 210 kW and 450 Nm, while the oil-burner offers 183 kW and 550 Nm.
While the Quartermaster is mechanically identical to the Grenadier Station Wagon, the chassis is some 305 mm longer. The load-bay measures 1 564 mm long and 1 619 mm wide, which is enough to handle a standard Euro pallet. The payload rating comes in at 760 kg and the braked towing capacity at 3 500 kg.
Everything about the Gladiator is large! It’s currently the largest double-cab bakkie on sale in South Africa, with a length of well over 5 metres. It’s also the 3rd-most powerful (behind the Raptor and Ineos Grenadier Quartermaster) with its naturally aspirated 3.6-litre, V6 petrol engine (paired with an 8-speed automatic transmission) producing 209 kW and 347 Nm of torque. Its asking price is also rather large at R1 364 900, making it South Africa’s second-most-expensive bakkie.
While it’s almost certainly too cumbersome for regular use in a city environment, the Gladiator is most at home in the wild and this is where it showcases its tremendous 4×4 prowess.
The Gladiator’s arsenal of off-road assistance systems is exhaustive – the 4×4 setup features 2WD, part-time 4WD, permanent 4WD and low-range functionality, while there are multiple locking differentials, an off-road traction mode, plus a sway bar that can be disconnected. The only thing limiting the Gladiator is your bravery…
The Isuzu D-Max Arctic Trucks AT35 launched in South Africa in July 2023. It sits at the summit of the d-Max range and is priced from R1 170 339.
Based on the D-Max 3.0TD V-Cross 4×4, the beefed-up contender is again locally assembled at Isuzu’s plant in Struandale, Gqeberha. The D-Max AT35 features a host of enhancements to make it more capable off the beaten path. For starters, it wears chunky 35-inch BFGoodrich off-road tyres (hence its name) as standard on 17-inch matte-black alloy wheels framed by flared wheel arches. The suspension has been overhauled with an “optimised and elevated” tailored Bilstein performance set-up featuring front springs and dampers, rear dampers and an additional front and rear body lift.
The “purpose-designed” lift kit and tyres increase the ground clearance from the standard figure of 232 mm to 266 mm, while also boosting the bakkie’s overall height from 1 810 mm to 1 875 mm. The claimed wading depth of 800 mm climbs to 865 mm, while the approach angle improves to 33 degrees, the departure angle to 23 degrees and the break-over angle to 34 degrees. As for the engine, the Isuzu D-Max Arctic Trucks AT35 is fitted with Isuzu’s 3.0-litre, 4-cylinder turbodiesel engine, which produces 140 kW and 450 Nm and is paired with a 6-speed automatic transmission.
Having introduced the XC60 T8 Beast 2.0, which was unique to the local market, last year, Volvo Car SA is again rolling out a limited-edition special version of its award-winning Executive SUV – the XC60 Black Edition, finished in Onyx Black, of course.
Featuring numerous cosmetic and mechanical enhancements, the one-of-a-kind Volvo XC60 T8 Beast 2.0 was Volvo Car SA’s “accessories brochure on wheels”, but not the brand’s first venture into building one-offs. Before that, there was an off-road and adventure-focused Volvo XC90 (THAT was Beast 1.0).
The 2nd-gen Volvo XC60 was launched in South Africa in 2018 – the same year in which it bagged the overall World Car of the Year title. Variants of the model went on to win the Executive SUV category of the Cars.co.za Consumer Awards in 2018/19 and 2020/21 and the Gothenburg-based brand introduced a facelifted version of the model in 2022, which was when we reviewed the T8 Recharge AWD Inscription.
Now that the model has been on the market for 6 years, it’s entering the twilight of its lifecycle – most expect it will be replaced with an all-electric model in the near future. But until that happens, the trio of XC 60 Black Editions represents “a fresh take on the brand’s understated Scandinavian design but also an extremely high level of exclusivity,” says Volvo Car SA. Only 23 examples are set aside for our market.
The Black Edition treatment combines an Onyx Black exterior paint finish – said to be a deep metallic hue with a “brilliant sparkle” in strong daylight and a “solid darkness” in reduced light – with several exclusive black details, including a high-gloss black grille and gloss-black 21-inch 5-spoke alloy wheels.
In addition, a blacked-out version of the Swedish firm’s famous “iron mark” logo adorns the grille, while the XC60 Black Edition’s tailgate’s “Volvo” lettering and other badging likewise gain a dark finish.
Inside, the XC60 Black Edition features charcoal headlining, complemented by a choice of either charcoal Nappa leather-and-textile upholstery or charcoal ventilated Nappa leather trim.
The Black Edition package is available in conjunction with a choice of 2 powertrains: the mild-hybrid XC60 B5 AWD (offering peak outputs of 183 kW and 350 Nm) in Plus specification and the plug-in hybrid XC60 Recharge AWD (340 kW and 709 Nm) in either Plus or Ultimate trim.
Watch Ciro De Siena’s video review of the 2018 Volvo XC60
How much does the Volvo XC60 Black Edition cost in SA?
All 3 Volvo XC60 Black Edition variants come with a 5-year/100 000 km warranty and maintenance Plan, as well as 5-year/unlimited km roadside assistance, DataDot and Volvo On Call (SOS Roadside Assistance & 24/7 365 Personal Concierge).
Plug-in hybrid variants additionally feature an 8-year warranty specific to the high-voltage battery pack.
The Nissan Micra nameplate is no more, but the underappreciated 5th-gen (K14) version of the compact hatchback can offer strong value on the used market today.
Although the South African new-vehicle market missed out on the initial 2 generations of the Micra, Nissan’s compact hatchback/supermini became familiar to many local motorists. Ultimately, this nameplate enjoyed an 18-year run in the country, kicking off with the K12 model in 2004.
The 4th-gen (K13) Micra – which was known as the March in various other countries, including Japan – followed in 2011, before morphing into the prolonged-lifecycle Micra Active in 2017. The 5th-gen (K14) model finally arrived in Mzansi in the following year; it was described as a “massive progression” and shared plenty of oily bits with the Renault Clio IV (courtesy of the Renault-Nissan-Mitsubishi Alliance).
The K14-series marked the return of Micra production to Europe.
Sporting far edgier styling than that of its comparatively bulbous, bug-eyed forebears, the K14-series model was manufactured alongside the Clio IV at the Renault Group’s Flins factory in France, marking the return of Micra production to Europe after a 7-year break. Interestingly, it ran on a modified version of the V-platform that had underpinned its predecessor rather than an all-new architecture.
At launch, Nissan’s local division boldly claimed that the 5th-gen hatchback – which was longer, wider and lower than its predecessor – would “revitalise the small-car segment in South Africa”. However, buyers didn’t quite agree as the 5th-gen model failed to trouble the market’s mid-pack contenders (such as the Ford Fiesta and Hyundai i20, never mind the strongest seller in Mzansi – the Volkswagen Polo).
The 5th-gen Micra didn’t quite meet Nissan SA’s sales expectations.
In fact, according to Naamsa sales figures, just 1 592 units of the K14-series Micra were registered in South Africa in 2019 – the model’s first full year on the market – translating to a meagre monthly average of 133 units (less than half of the company’s modest initial target of 300 units a month). For context, consider that nearly 22 000 examples of Volkswagen’s locally built Polo hatch were sold that year…
Production of the K14-series Micra is thought to have ceased towards the end of 2022, though Nissan pulled the plug on the nameplate in South Africa a little earlier that year. Indeed, just 98 units were sold locally in 2022. Though the badge is technically no more, rumours suggest an all-new fully electric model will eventually succeed the Micra in some markets.
Model line-up in South Africa
At launch, the Micra was available only with a small-capacity 3-pot.
Revealed at the Paris Motor Show in September 2016, it took nearly 2 years for the K14-series Micra to make landfall in South Africa. When it did finally touch down in June 2018, the range comprised a trio of derivatives, each powered by a turbocharged 0.9-litre, 3-cylinder petrol engine (familiar from the Clio) driving the front axle via a 5-speed manual gearbox.
0.9T Visia 5MT (66 kW/140 Nm)
0.9T Acenta 5MT (66 kW/140 Nm)
0.9T Acenta Plus 5MT (66 kW/140 Nm)
By February 2019, a new Micra Acenta Plus Tech derivative had slotted in at the summit of the range, fitted with the Japanese firm’s so-called “Nissan Intelligent Mobility” technology package. The latter included safety systems such as a 360-degree camera set-up (with moving object detection), blind-spot warning and intelligent forward emergency braking. Additional features for this model were rear parking sensors, rain-sensing wipers, auto-folding side mirrors and an electro-chromatic rear-view mirror.
A more powerful, slightly higher-capacity turbo triple was offered from late in 2019.
Interestingly, the Micra Acenta Plus Tech’s stay in the local line-up was relatively short-lived, as it had disappeared by the time a new engine option joined the range in November 2019. As many as 3 variants were offered with this livelier turbocharged 1.0-litre, 3-cylinder petrol motor (swelling the range to 6 derivatives), which generated 84 kW at 5 150 rpm and 180 Nm between 1 750 and 4 000 rpm.
1.0T Acenta Plus 6MT (84 kW/180 Nm)
1.0T Tekna 6MT (84 kW/180 Nm)
1.0T Tekna Plus 6MT (84 kW/180 Nm)
Available in conjunction with the Acenta Plus, Tekna and Tekna Plus trim levels, the 1.0T mill drove the front wheels via a 6-speed manual cog-swapper, facilitating a claimed 0-100 kph time of 9.9 seconds (compared with the 12.1-second time stated for the 64 kW version).
The 84 kW variants had a lower ride height than their siblings.
Such-equipped variants furthermore came with revised suspension tuning (including a 10-mm lower ride height), a quicker steering rack, chrome tailpipe, keyless entry and the Nissan Intelligent Mobility package.
From what we can tell, the Micra range went entirely unchanged for the next few years, before Nissan SA quietly axed it at some point in the 3rd quarter of 2022. Interestingly, Ford Motor Company of Southern Africa had discontinued the Fiesta hatchback – one of the Micra’s main rivals – just a few months prior.
What are the advantages of a Nissan Micra?
The Mk5’s cabin represented a significant step up in quality for the Micra.
Big improvement inside: While the K13-series model – including the prolonged-lifecycle Active derivative that Nissan had pitched against Volkswagen’s Polo Vivo – featured a cabin best described as “budget”, the 5th-gen Micra’s interior was a pleasing mix of soft-touch surfaces, smart connectivity options and largely generous equipment levels (plus vibrant colour schemes, in the case of certain derivatives). In short, the K14-series moved upmarket, leaving the cheap-and-cheerful Active to cover the lower end of the segment. Note that the base Visia didn’t have the 7-inch touchscreen system.
Plenty of standard safety kit: Since the 5th-gen Micra was primarily designed for and built in Europe (a continent with stringent crash-test standards), it had no shortage of safety equipment. For the record, the European-spec version of the K14-series Micra scored 4 stars in its Euro NCAP test in 2017.
The K14-gen Micra scored 4 stars in its Euro NCAP test.
All derivatives in the SA range shipped standard with 6 airbags, ABS with EBD, brake assist, electronic stability control, hill-start assist and ISOfix child-seat anchors (including for the front passenger seat, where the airbag could be deactivated). Variants fitted with the 1.0-litre turbo powertrain, meanwhile, furthermore gained the 360-degree camera system, blind-spot warning and rear parking sensors.
Wallet-friendly fuel economy: Owing to a relative lack of heft, as well as the pair of small-capacity forced-induction engines on offer, Nissan could claim enticingly low fuel-economy figures for the 5th-gen Micra. In addition, with a CO2 emissions figure of 115 g/km applying across the range, Nissan’s B-segment hatchback snuck in under the taxable threshold of the time. The Japanese firm said the 66 kW version of the Micra could sip unleaded at just 5.1 L/100 km on the combined cycle, while the more energetic 84 kW engine was interestingly even lighter on fuel, featuring a listed figure of 5.0 L/100 km.
What are the disadvantages of a Nissan Micra?
The 66 kW engine wasn’t particularly refined.
66 kW engine lacked refinement: Though the tiny 0.9-litre engine was certainly capable of returning impressive fuel-economy figures, it wasn’t entirely user-friendly in practical terms. For example, the little 3-pot exhibited some lowdown lag; maximum twisting force was available only from 2 250 rpm, after all, while peak power arrived at 5 500 rpm, resulting in a relatively narrow band of accessible oomph. In short, the driver had to work the engine hard to make decent progress.
In addition, the 5-speed manual gearbox wasn’t the slickest around, while the clutch had an awkwardly high biting point. These were all criticisms also levelled at Clio IV derivatives that used this motor, which was likewise known to suffer from worn timing chains or outright timing-chain failures (particularly if the vehicle hadn’t had its oil changed regularly).
The Mk5 Micra wasn’t available with an automatic transmission in SA.
No automatic transmission option: While the related Clio IV was available in South Africa with an optional dual-clutch transmission (in conjunction with a 1.2-litre, 4-cylinder turbopetrol mill), the K14-series Micra was offered only in manual guise, meaning local buyers keen on a 2-pedal hatchback had to look elsewhere. That made it even trickier for the Micra to challenge the likes of the Polo and Fiesta.
The 5th-gen Micra was sold with a continuously variable transmission (CVT) in some markets, but this cog-swapping option never made it to local shores. Mzansi also missed out on the naturally aspirated (and, by all accounts, rather weedy) 1.0-litre petrol and 1.5-litre turbodiesel variants available abroad.
Rear space was cramped by segment standards.
Cramped rear quarters: The 5th-gen Micra’s rear quarters were relatively cramped, particularly when it came to headroom (tall occupants had the dramatically sloping roofline to thank for that). In addition, the chunky C-pillar design – which incidentally hid the rear door handles – impacted outward visibility and left rear passengers feeling a little claustrophobic. Curiously, some derivatives – even high-spec versions early on – made do with manual wind-up windows at the back, while also missing out on door bins.
Still, there weren’t complaints from those seated up front, where the pews were wonderfully comfortable. Moreover, the steering column offered rake- and reach adjustment, allowing the pilot to fine-tune their driving position. The load bay had a claimed capacity of 300 litres with the 60:40-split bench in position.
How much is a used Nissan Micra in South Africa?
The Micra was available with various styling packs.
Throughout its tenure on SA’s new vehicle market, the Nissan Micra shipped standard with a 3-year/90 000 km service plan (with intervals of 15 000 km) and a 6-year/150 000 km warranty. The Japanese brand’s compact hatchback was furthermore offered with a range of optional “styling packs”, bringing a chrome, blue, black or orange finish for items such as the side mouldings and side-mirror caps.
About 65% of the used K14-series/5th-gen Nissan Micra models listed on Cars.co.za at the time of writing were fitted with the 66 kW motor. The Acenta Plus trim level – the only grade common to both engines – was the most listed at 31%, closely followed by Acenta (27%) and the base Visia (22%).
The 66 kW engine appears to be more plentiful on the used market.
The most popular model year was 2021, while we intriguingly found a single unit in each of the 2023 and 2024 brackets (vehicles that must have been held back for late registration). Mileages varied from just 100 km on the aforementioned 2023 example, to 153 000 km on a 2019 Acenta model.
Below R150 000: At the time of writing, the few examples below this mark were all from the initial 2 model years. Unexpectedly, both engines were represented here, though we noted damaged paintwork and scruffy interiors in some cases.
From R150 000 to R200 000: There were far more listings between these pricing bookends, though the base 66 kW motor accounted for the bulk. The entry-level Visia trim made up half of the listings here, but a number were fitted with aftermarket alloys (something we’d advise avoiding).
From R200 000 to R250 000: Many shoppers would likely be searching within this pricing bracket, which housed about 40% of all K14-series Micras listed. Most of the units here had under 50 000 km on their odometers, while the split between engines was 70:30 in favour of the smaller mill.
R250 000 and up: Should your budget extend past R250 000, you’d have the option of picking up a late model-year Micra, most likely fitted with the more desirable 84 kW engine. The most expensive example we discovered was a 2021 1.0T Tekna with nearly 21 000 km on the clock and a price tag of R359 950 (that derivative was priced at R404 900 when new, before it was discontinued in 2022).
Which derivative should you buy?
We’d lean towards the more powerful engine option.
So, which version of the Micra should be on your shortlist? Well, we’d argue the 84 kW 1.0T was easily the more polished of the 2 powertrain options, beating its slightly smaller-capacity sibling on virtually all fronts (from peak power/torque and fuel economy to refinement, gearshift action and ease of use).
However, the low-speed ride in the 84 kW derivatives was a little firmer than in the 66 kW variants, owing to the tauter, lower suspension and lower-profile tyres. For the record, all 84 kW variants (as well as the 66 kW Acenta Plus variant) rode on 205/45 R17 tyres, while the 66 kW Acenta used 195/55 R16 rubber and the base Visia plumper-still 185/65 R15 tyres (the latter wrapped round steelies rather than alloys).
Higher-spec models gained climate control (rather than manual air con).
In terms of trim levels, the Acenta Plus covered most needs and is our pick of the bunch, though the Tekna added niceties such as LED headlights, LED front foglamps, rain-sensing wipers, climate control (as opposed to manual aircon) and a Bose audio system, complete with an amplifier under the driver’s seat, wide-range speakers in the front doors, tweeters in the dashboard and “ultra-nearfield” speakers in the driver’s seat headrest.
Though such examples are seemingly few and far between on the used market today, the Tekna Plus furthermore gained “Invigorating Red” cabin trim, leather seats (with a heating function up front) and the option of “Enigma Black” paint.
Is the K14-series Nissan Micra a smart used buy?
A look at the cabin of the Tekna Plus derivative.
When the K14-series Nissan Micra finally made local landfall in mid-2018, it had an incredibly tough task on its hands. The reinvented B-segment hatchback was pitted against Mzansi favourites such as the 6th-gen Volkswagen Polo (made in Kariega) and the 7th-gen Ford Fiesta (imported from Cologne).
It also faced steady sellers like the Renault Clio IV, the 2nd-gen Hyundai i20, the 4th-gen Kia Rio and the 3rd-gen Honda Jazz. Other contenders in this space at the time included the 3rd-gen Mazda2 and the underwhelming (Thailand-sourced) XP150-generation Toyota Yaris. There was also the X15-series Opel Corsa and the A9-gen Peugeot 208, which were more left-field options.
The K14-gen Micra was a huge improvement on the preceding model.
In some ways, the 5th-gen Micra wasn’t quite as accomplished as the class leaders. The Volkswagen Polo, for instance, boasted more interior space, offered higher levels of refinement and rode with a greater degree of pliancy, while the agile Ford Fiesta was simply far more enjoyable to drive. That said, the edgily-styled Nissan wasn’t all that far off when specified with the more powerful engine…
While the cramped rear quarters and lack of an automatic transmission option were the obvious blots on its ledger, the K14-series Micra still represented a monumental improvement over its bland predecessor, being far more interesting to look at, sit in and indeed drive. Though it’s a shame this nameplate is no longer with us on the new-car market, there’s certainly still value to be found in the used-car space.
Mercedes-AMG A45 S Limited Edition (2024) Price & Specs
How much will the Mercedes-AMG A45 S Limited Edition – a special AMG Green Hell Magno version of the hyper hatch – cost in South Africa? Well, brace yourself…
Back in February 2024, the Mercedes-AMG A45 S Limited Edition was revealed, complete with the German brand’s distinctive AMG Green Hell Magno paint job. Now we have an idea of how much this special model will cost in South Africa…
As an aside, we believe this model was originally meant to be called the “Final Edition”. In fact, while the international press material makes no mention of this, Mercedes-Benz SA’s configurator still says the limited-edition derivative was conceived “to mark the ending of the model series”.
Various reports in 2022 claimed the W177-generation A-Class (including the A45 S) wouldn’t receive a direct successor, a decision that would seemingly lead to the death of the nameplate by 2025. However, subsequent reports (such as this Autocar article) suggest the hatchback will be built until at least 2026, after Mercedes-Benz scaled back its electric-vehicle plans.
Anyway, back to local pricing for this special model. According to Mercedes-Benz SA’s online configurator, specifying the “AMG Limited Edition” option will add R228 000 to the base price of the A45 S. However, it also forces the selection of the Premium Plus Package (R90 000), the AMG Performance Seat Package Advanced (R80 000), transport protection (R3 000) and auto front passenger airbag deactivation (R2 000).
So, ticking the “Limited Edition” box in Mzansi effectively costs the buyer a considerable R403 000. Add that number to the hyper hatch’s standard list price of R1 424 450 (a figure that includes a maintenance plan), along with the maximum CO2 tax figure of R19 309, and the result is a heady R1 846 759. That makes it the most-expensive hatchback on SA’s new-vehicle market by quite some margin.
What do you score for all that extra cash? Well, in addition to a paint colour otherwise not available for compact Mercedes-Benz models, the A45 S Limited Edition ships with black stripes along its flanks (bearing the AMG logo), black stripes along the bonnet and roof, oversized “A45 S” lettering on the front doors and a large AMG crest on the bonnet. There are also all manner of contrasting yellow accents, including for the matte-black 19-inch AMG forged wheels in a 7-twin-spoke design.
To match the colour of the rims, the AMG high-performance brake system’s callipers are finished in gloss black, complete with white AMG logos. Other details include an “exclusive” fuel cap bearing the AMG insignia and light projectors that shine Affalterbach’s coat of arms onto the tarmac when a door is opened.
The A45 S Limited Edition furthermore comes fitted with a trio of familiar equipment packages: the AMG Night Package, the AMG Night Package II and the AMG Aerodynamics Package (the latter including that fixed rear wing).
Inside, the AMG performance seats are trimmed in a combination of Artico man-made leather and Microcut microfibre, while yellow stitching has been applied to the seats (the front headrests furthermore each gaining a “45 S” badge, a treatment also handed to the floor mats), door panels and instrument panel. The AMG steering wheel likewise scores yellow stitching, with this bright hue repeated on the AMG lettering applied to aluminium-trim facia. Meanwhile, the AMG logo on the door sills illuminates in yellow.
As a reminder, the A45 S Limited Edition is powered by an unchanged version of Affalterbach’s turbocharged 2.0-litre, 4-cylinder petrol engine (M139) sending a whopping 310 kW and 500 Nm to all 4 wheels via an 8-speed dual-clutch transmission. The obligatory sprint from zero to 100 kph takes a claimed 3.9 seconds, while top speed is limited to 270 kph.
How much does the Mercedes-AMG A45 S Limited Edition cost?
Mercedes-AMG A45 S Limited Edition – R1 846 759
The price above includes a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
How popular is the 2.8-litre turbodiesel version of the Toyota Land Cruiser 79 compared with the 6- and 8-cylinder variants also in the range? The back-order stats tell a story…
When the refreshed Toyota Land Cruiser 79 range launched in South Africa in February 2024, the big news was the addition of the 2.8-litre turbodiesel engine, offered in conjunction with an automatic transmission. But have South African buyers embraced or rejected the idea of a 4-cylinder motor in this evergreen bakkie?
Well, we asked Toyota South Africa Motors about the local uptake of the 2.8 GD-6 powertrain (which generates 150 kW and 500 Nm) versus the larger-capacity alternatives in the updated Land Cruiser 79 line-up. For context, the refreshed range comprises 4 single-cab variants and 4 double-cab derivatives, with one of each powered by the 4-pot. The results certainly tell a story…
The 2.8 GD-6 generates 150 kW and 500 Nm in the Land Cruiser 79.
As a reminder, the 4.0-litre V6 petrol unit (170 kW/360 Nm), the 4.2-litre straight-6 diesel motor (96 kW/285 Nm) and the 4.5-litre V8 turbodiesel mill (151 kW/430 Nm) all soldier on as part of the local line-up – for the time being, at least, with the 8-cylinder motor tipped to retire by August 2025. Each of these older motors comes standard with a 5-speed manual gearbox, making the 4-cylinder mill the only one available with an automatic transmission.
According to Toyota SA Motors, of the 3 083 units currently on back order, as many as 2 155 units have been specified with the 2.8 GD-6 powertrain. That translates to a considerable 69.9% of all Land Cruiser 79 vehicles on back order. Of course, there may well be certain supply factors at play here – the V8 seems to be particularly tricky to get hold of, after all – but there’s no arguing with the figures.
The 4-pot appears even more popular in the Land Cruiser 76 range.
Keep in mind that in addition to an automatic cog-swapper, the new 4-cylinder models gain extra safety equipment over the older powertrain derivatives, including items such as vehicle stability control, active traction control, brake assist, electronic brake-force distribution, hill-assist control and downhill assist control.
What about the Land Cruiser 76 Station Wagon line-up, which comprises a pair of 2.8 GD-6 derivatives as well as a 4.5 V8 variant? Well, Toyota SA Motors says of the 744 units currently on back order, as many as 667 (or a whopping 89.7%) have been ordered in the 2.8 GD-6 form…
The Opel Corsa faces stiff competition from the Volkswagen Polo and an array of small crossovers. We review the facelifted 1.2T GS Line to determine whether this German B-segment hatchback still has much to offer, or whether the market has left it behind.
We like: Spritely performance, engaging drive, fit and finish, relatively good value.
We don’t like: Uninspiring interior, cramped rear occupant space.
The Opel Corsa is a veteran of the (once flourishing) compact hatchback segment. This model’s Corsa E predecessor notably won the compact hatchback category of the 2016/17 Cars.co.za Consumer Awards.
For much of the 21st century, 5-door B-segment cars were the most popular offerings in the new-vehicle market, but recently key players have either been withdrawn from South Africa (Kia Rio) – or cancelled globally (Ford Fiesta). It’s a pity, but we can see why brands have changed tack to suit market conditions.
New-vehicle customers now prefer compact hatchbacks with raised ride heights – crossovers are all the rage. But, if you glance at the sales figures, you’ll see there is still some demand for the good ol’ hatch.
The F-generation Corsa is an attractively styled hatchback, especially with a bi-tone colour scheme.
So, what’s incorporated in the updated model? Well, the Opel Corsa facelift features revised front-end styling, is offered in conjunction with an expanded colour palette, and the cabin has received a new-look steering wheel and upgraded tech, such as a bigger infotainment screen and a digital instrument cluster.
How the Opel Corsa fares in terms of…
Performance and Efficiency
The EB2DTS 1.2-litre 3-cylinder turbopetrol engine does duty in several Stellantis Group products. We’ve had considerable experience with this powertrain over the years and, in this application, it continues to impress. With outputs of 96 kW and 230 Nm of torque, it outguns its 2 nearest rivals (the Polo and i20).
The facelifted model is distinguished by a closed-off grille and new-look daytime running lights.
And, during its tenure in our test fleet, the Opel performed spiritedly! According to our equipment, the test unit dispatched the 0-100 kph sprint in 9.07 sec. The 1.2T GS Line is marketed as the sporty-looking flagship of the range, but we didn’t expect such fiery acceleration from the range-topping Corsa. It’s not purported to be a lukewarm hatch, but anything in this segment that hits 100 kph under 9.5 sec is quick.
The 6-speed automatic transmission shifts smoothly and when you expect it to.
It’s not just about the get-up-and-go either – the 1.2T GS Line delivers relatively generous in-gear shove, which facilitates brisk overtaking manoeuvres when required. With 230 Nm available from just 1 750 rpm, the engine doesn’t need to be worked hard to perform spiritedly. The 6-speed auto ‘box is well calibrated with the 3-cylinder mill and shifts smoothly, but when it needs to kick down in a hurry, it reacts promptly.
With a 44-litre tank and a claimed fuel consumption of 6.3 L/100 km, the 1.2T GS Line has a theoretical full-to-empty range of just under 700 km. Based on our experience, the Opel’s consumption is more likely to hover around the 7.5 L/100 km mark, but if you’re willing to adopt a measured, efficiency-minded driving style, the Corsa facelift can be reasonably frugal. At one stage, we saw an indicated 5.8 L/100 km.
The Corsa can achieve miserly fuel economy, but it’s unnatural to drive in that manner all the time…
Design, Features and Practicality
The revised front-end styling of the Opel Corsa facelift looks smart and adopts design elements from the boldly styled Mokka – we love the blade-like DRLs. Also, the metallic grey paint finish colour combines beautifully with the black bi-tone roof, sporty wheels, twin exhausts and rear wing. It’s a pity there won’t be a hotter version of this is an attractive hatchback, such a car would have the go to match the show!
We love the look of the new-look daytime running lights.
Peugeot/Citroen developed the Common Modular Platform (CMP) under the auspices of the PSA Group before it was incorporated into Stellantis in 2021. This versatile platform underpins no fewer than 13 internal combustion-engined vehicles in the group, ranging from the Opel Corsa… to the Jeep Avenger.
But, if you’re a die-hard Opel fan, you’re likely to be disappointed that the Russelsheim-based brand’s compact hatchback’s mechanical configuration is not distinctive from those of its Stellantis counterparts. Yes, it’s essentially a re-badged Peugeot 208, but you can apply the same argument to the Volkswagen Golf and Audi A3, to name one example. They’re much the same product – but with different executions.
With a wheelbase of 2 540 mm, which is shorter than those of its nearest rivals, the Corsa’s cabin is not particularly spacious, especially for rear occupants. When we attempted to sit behind the driver’s seat that had been set up to accommodate a reasonably tall adult male, we found the Opel’s rear legroom rather limited/best suited to seat children. Also, the 417-litre load-bay capacity is not generous either.
Rear legroom is limited; the rear bench is best suited for seating children.
At the front, the simple but elegant fascia features a 10-inch infotainment touchscreen and a 7-inch digital instrument cluster. The GS Line trim includes cloth-faux leather trim, auto aircon and heated seats.
Apple CarPlay/Android Auto connectivity, USB ports, front and rear parking- and tyre pressure sensors, traffic sign recognition and autonomous emergency braking are just some of the tech highlights.
The level of safety tech fitted to the 1.2T GS Line is better than most models in the compact hatchback segment.
We suspect that this vehicle was one of the early homologation units because its features list didn’t quite line up with what Opel SA is selling. It had the 1.2T GS Line’s exterior treatment and engine, but the cabin was a blend of mid-spec Edition and GS Line features. Sadly, our “Frankensteinian” unit didn’t have the heated seats – they would have been welcome, given the icy conditions in the Western Cape in mid-July.
As for criticisms of the interior, we don’t have many. Our biggest one is that compared with the exterior look, which is extroverted, the Corsa’s black-on-black interior is a bit predictable. Also, the cabin design lacks some flair – there are no chrome-look or faux carbon-fibre accents, just gloss black plastic. Pity.
The cabin feels suitably well-made, but it lacks personality.
The interior of the Opel Corsa facelift may lack a bit of razzmatazz, but it makes up for that with good ergonomics and an admirable level of fit-and-finish. The buttons on the steering wheel, for example, feel premium/well-weighted by compact hatchback standards. Some luxury brands should take note of that…
Happily, the Corsa does not echo Peugeot’s love-it-or-hate-it i-Cockpit setup (one in which a strangely positioned steering wheel may obscure most of the instrument cluster – unless you don’t mind driving with the tiller “on your lap”). That’s impressive, considering the Corsa and 208 are closely related. While the Peugeot’s interior has a quirky vibe to it, we’d rather have the Corsa’s more conventional layout.
Ride and Handling
To reiterate, the 1.2T GS Line is meant to look sporty, but it’s not engineered to offer a heightened level of driver engagement. However, thanks to its CMP underpinnings, the Opel Corsa facelift is more fun to drive than we expected it would be. Even though the previous-gen Corsa didn’t feel cumbersome on the road, it was a bit dull to drive; since Stellantis took over, the new-gen Corsa has seemed notably wieldier.
These sporty wheels look great and do their bit to soak up the bumps.
The surprisingly nimble handling does not come at the cost of ride comfort. The suspension is slightly firmly sprung, but well damped. We’re firm believers in driving slower cars fast, as opposed to the other way around. You WILL get a little thrill when cornering a little faster than usual. The steering is pleasingly weighted, accurate and direct, which means that the Opel Corsa facelift is easy to place on the road.
No fancy touchpads here, just pleasing tactile buttons
Importantly, the Russelsheim-based brand’s compact hatchback excels on the daily commute, where its 16-inch alloys – wrapped in suitably plump 195/55 tyres – help to soak up most road imperfections. Truly, the ingredients for a well-balanced warm hatch are already mostly in place here… Come on Opel, if you build the Grandland‘s 1.6-litre turbopetrol into the Corsa, you’d produce a genuine rival to the Polo GTI.
Price and After-sales support
The Corsa 1.2T GS Line retails for R459 900 (July 2024) and comes with a 5-year/100 000 km warranty and a 3-year/45 000 km service plan.
We live in an era in which new small crossovers/compact family cars/baby SUVs are being rolled out almost every month and the makers of those models spend big on marketing on traditional- and social media platforms. The result is saturation; if you’re not in the limelight, you can be quickly forgotten.
The Opel Corsa deserves more success because it’s a genuinely good car. In this case, the 1.2T GS Line is both quicker and better equipped (in terms of safety and tech) than its Volkswagen Polo and Hyundai i20 counterparts. To spec a Polo derivative to about the same level as the Corsa range-topper, you’ll have to breach the R500 000 mark – and still won’t have heated seats! If you’re shopping for a new compact hatchback, remember to take a 2nd look at this Corsa. It may surprise you – it surprised us.
The facelifted Volkswagen Touareg will be on sale in South Africa from the beginning of August 2024. Here’s a quick look at the pricing and what’s on offer.
The facelifted Volkswagen Touareg is Wolfsburg’s answer to the luxury SUV segment and if your money isn’t going to either the BMW X5, Mercedes-Benz GLE or Audi Q7, then Volkswagen hopes you’ll take a second look at its offering.
Visually, the update comprises changes both inside and out with the exterior design gaining an overhaul. There are new-look IQ.Light HD matrix headlights which are more effective, new daytime running lights and the rear gains that in-fashion LED lightbar. There are new-look bumpers at the front and rear and the Volkswagen logo is illuminated at night.
Step inside and both the features list and trim have been enhanced. There’s an upgraded voice control system, more powerful USB-C connection ports, while the cabin benefits from more plush materials.
Customers will be able to choose from two trim levels, however the supplied information didn’t clarify between the two to justify the R300 000 difference. We’ll update this article as soon as the configurator goes live.
As before, the Touareg is powered by a 3.0-litre turbocharged diesel engine which makes 190 kW and 600 Nm. The car features permanent all-wheel drive as well as an 8-speed automatic transmission.
How much does the 2024 VW Touareg cost in South Africa?
The facelifted Volkswagen Touareg ships standard with a 5-year/100 000 km maintenance plan, a 3-year/120 000 km warranty, a 12-year anti-corrosion warranty and a space-saver spare wheel.
