Rumours of Geely’s possible return to SA gather pace with the Chinese giant having applied to trademark as many as 4 sub-brands locally, including the Riddara marque…
Remember Geely? Well, the Chinese automotive giant may well be plotting a return to South Africa, having filed to trademark a number of badges locally. The “Riddara” sub-brand is perhaps the most interesting application of them all, since it suggests the fully electric RD6 bakkie could be on the cards for Mzansi.
As a reminder, the Geely brand quietly exited South Africa around a decade ago. Now, with fellow Chinese companies such as GWM and Chery (not to mention their respective sub-brands) making significant inroads into the local market, Geely may well be positioning itself for a return. We contacted the automaker’s global press office for an official comment but have yet to receive a response.
The Geely Monjaro offered in some overseas markets.
Still, our information intriguingly suggests the Zhejiang-based company could be taking a multipronged approach to re-entering the South African market, following the lead of the rival firms mentioned above. In fact, we unearthed local trademark filings not only for the Geely marque itself but also for as many as 4 of the manufacturer’s sub-brands.
Yes, the Geely Holding Group – which counts the likes of Volvo Cars, Lotus and Proton (the latter itself having returned to Mzansi in 2022 after a 10-year absence) among its numerous subsidiaries – filed to trademark the latest “Geely” logo in South Africa as recently as January 2024. In overseas markets, the Geely brand offers several crossovers and SUVs (from the Monjaro to the Okavango), along with the Emgrand sedan.
The Riddara RD6, which is also known as the Radar RD6 in its domestic market.
Earlier, the Geely Holding Group registered its “Geometry” fully electric sub-brand in South Africa (as long ago as July 2021, in fact), while also filing to trademark “Farizon Auto” (its electric light-commercial vehicle marque) in October 2021. More recently, in September 2023, the Chinese giant applied to trademark “Zeekr” (another – somewhat more premium – pure-electric brand) in Mzansi.
But what about Riddara? Well, the Geely Holding Group applied for this trademark locally in April 2023, after its May 2022 application for “Radar” was provisionally refused. Known as “Radar Auto” in some markets, it’s described as a “new-energy outdoors lifestyle vehicle brand”. Though the automaker says it plans to offer a “full portfolio of electric lifestyle vehicles”, it so far makes only the RD6 double-cab bakkie (which, incidentally, was badged “R6” when it was revealed).
The RD6 has been in production since the 4th quarter of 2022.
So, what do we know about the Riddara RD6? Well, production of left-hand-drive units started in China back in 2022, soon after the reveal in July of that year. Recently, however, Geely suggested on its LinkedIn profile that it had also started building right-hand-drive examples, even posting images of a freshly built right-hooker unit finished in white (sparking talk of a launch in Australia). That, of course, also opens to the door to South Africa.
For the record, the unibody RD6 measures 5 260 mm long (so, about 65 mm shorter from nose to tail than a Toyota Hilux double cab) and 1 900 mm wide, while standing 1 865 mm tall, with a ground clearance of 221 mm. The electric bakkie’s wheelbase comes in at 3 120 mm, while the load bay measures 1 525 mm long, 1 450 mm wide and 540 mm deep.
Geely recently revealed a right-hand-drive version of the RD6 on its LinkedIn page.
According to Riddara’s global website, the RD6 is available with a choice of battery capacities. The 63 kWh version offers a claimed range of 385 km, while the 86 kWh pack allows the driver to travel up to 517 km on a single charge, says Riddara. In each case, the rear-mounted electric motor offers heady peak outputs of 200 kW and 384 Nm, resulting in a claimed 0-100 kph time of 7.3 seconds.
The RD6’s kerb weight is listed as a little over 2 000 kg, while the braked towing capacity comes in at 2 500 kg. According to the company, the 63 kWh version has a load capacity of 775 kg, a figure that falls slightly to 755 kg in the case of the 86 kWh derivative.
We should, of course, point out that the collection of trademark applications detailed above is by no means a guarantee that Geely and its sub-brands will indeed launch in South Africa. But considering the recent local success of other automakers hailing from the world’s 2nd-most populous nation, we certainly wouldn’t be surprised to see the Geely Holding Group have another crack at Mzansi…
Chery South Africa has launched Jaecoo in the local market and the new brand is spearheaded by the J7 medium SUV, which is available in 3 highly-specced versions.
The Jaecoo J7 is set to ruffle a few feathers in the South African new car market. Beyond its dashing good looks, it comes generously equipped with features… and offers a modicum of off-road ability.
Jaecoo (one half of Omoda & Jaecoo) is a sub-brand of the Chery Group and is positioned as an “urban off-road SUV marque”. As such, the Jaecoo J7 is available in front-wheel-drive 1.6T Vortex and 1.6T Glacier derivatives, while the range-topping 1.6T Inferno additionally offers all-wheel-drive capability.
The J7 is a family-car-sized SUV; it is 4 500 mm long, 1 865 mm wide, stands 1 680 mm tall and its wheelbase measures 2 650 mm. That makes it slightly smaller than a Toyota RAV4 or Hyundai Tucson. Other J7 rivals include the Subaru Forester, Nissan X-Trail, Haval H6 and recently-introduced Tank 300.
Chery (including Omoda & Jaecoo) South Africa executive deputy general manager Tony Liu says that the J7, which makes its right-hand-drive market debut in Mzansi, “will appeal to customers who love the great outdoors, but are not prepared to compromise on either comfort or standard specification”.
Here are the major highlights of the new Jaecoo J7.
Jaecoo J7: Major Highlights
Stylish Looks
The Jaecoo J7 comes to market with a thoroughly modern design. Its face is dominated by a broad and bold vertical-slat grille design flanked by slim and futuristic-looking headlight units.
Note the door handles that sit flush with the bodywork (not unlike on the Range Rover Velar), while the rear-end adopts a distinct Evoque look with a falling roofline and a minimalistic rear-light treatment.
As far as looks are concerned, the Jaecoo J7 has a lot going for it and while it may not be to everyone’s taste, we suspect that it will be well received by local buyers.
Punchy Powertrain with All-Terrain System
The Jaecoo J7 is powered by a 1.6-litre 4-cylinder turbopetrol engine that produces peak outputs of 145 kW and 290 Nm of torque; it is paired with a 7-speed dual-clutch automatic transmission.
For those seeking to tame the wild outdoors, the top-spec J7 Inferno features Jaecoo’s All Road Drive Intelligent System (ARDIS) with no fewer than 7 driving modes available to suit various terrains.
As the J7 is marketed as an urban offroad SUV, it’s worth knowing it has a 21-degree approach angle, a 29-degree departure angle, ground clearance of 200 mm and a useful wading depth of 600 mm.
We will be driving the new Jaecoo J7 at launch so look out for our first impressions soon.
Classy Interior
In line with Jaecoo’s intention to offer “outdoor-loving customers far more toughness than a typical urban SUV, but more comfort and technology than traditional off-roaders”, the J7’s cabin architecture combines a minimalist, tech-laden layout with chunky off-roader-inspired adornments and trims.
The entry-level 1.6T Vortex is fitted with 18-inch alloy wheels, red brake callipers, LED headlamps and front fog lamps, while its cabin comes equipped with power-adjustable front seats, an electric tailgate, a 13.2-inch touchscreen infotainment system, a 360-degree camera system, wireless charging pad, auto wipers and 7 airbags (including a driver’s knee airbag), among a host of standard safety features.
The 1.6T Glacier, in turn, has 19-inch alloys and a panoramic sunroof. At the same time, its interior additionally features a larger (14.8-inch) touchscreen, heated and ventilated front seats (with a memory function), a head-up display, an integrated dashcam, inter-seat airbags and advanced driver-assistance features. The latter includes automatic emergency braking (AEB), adaptive cruise control, traffic-jam assist, lane-departure warning, intelligent high-beam control, rear cross-traffic assist, etc.
Finally, the flagship 1.6T Inferno AWD ships with the aforementioned ARDIS system, along with extras such as a heating function for the leather-trimmed steering wheel, as well as privacy glass.
How much does the Jaecoo J7 cost in South Africa?
J7 Vortex
R549 900
J7 Glacier
R599 900
J7 Inferno (AWD)
R679 900
The Jaecoo J7 is available from 40 dealers across South Africa. Each derivative comes standard with a 5-year/70 000 km service plan and a 5-year/150 000 km mechanical warranty, as well as an “additional engine warranty valid for 10 years/1 000 000 km,” Omoda & Jaecoo South Africa has announced.
The plug-in hybrid version of the J7 and the range-topping J8 model will be introduced later in the year.
The facelifted Mercedes-Benz GLE recently arrived in local showrooms. If you want a luxurious and powerful premium SUV that can virtually do it all, well, look no further.
We like: Exceptional powertrain, luxury cabin, impressively quiet.
We don’t like: A bit pricey, clumsy steering-wheel controls.
The facelifted Mercedes-Benz GLE is distinguishable by its reshaped front bumper and new-look LED headlamps.
Want to make the ultimate statement of personal success? If so, acquiring a luxurious and powerful SUV is at least one surefire way of letting your neighbours know you’ve “made the big time”. And, the great news for you – the aspiring conspicuous consumer – is that if you’re shopping for a suitably imposing new premium SUV, numerous automotive brands will gladly help you lighten that heavy wallet of yours.
Of course, your first port-of-call is likely to be the German premium brands (although British, Japanese and Swedish marques also offer attractive wares). The BMW X5, Mercedes-Benz GLE, Audi Q7 and Porsche Cayenne (and their coupe-SUV variants) are all highly recommendable; your choice may simply come down to your own taste. Bear in mind a facelifted version of the Audi is due at some point in 2024.
The AMG Line adorns the updated GLE with subtly sportier addenda. These wheels are of standard size, but optional design.
How the Mercedes-Benz GLE facelift fares in terms of…
Design and Packaging
The Mercedes-Benz GLE facelift incorporates a subtle visual makeover, which includes a revised front bumper (adorned with chrome inserts), as well as new-look LED headlamps. Inside, Benz’s premium SUV gains a redesigned steering wheel, which not only looks the part, but boasts an array of extra functions.
As we’ve found with ‘wheels with capacitive touchpad setups, the user experience can be frustratingly fiddly, but this issue is not unique to the revised GLE, or even Mercedes-Benz models, for that matter.
The big change under the sheet metal is the introduction of a 48V mild-hybrid system.
What’s more, the Three-point Star has updated the MBUX infotainment system to make more onboard functions accessible via the touchscreen, instead of by pushing buttons. In truth, our testers were in 2 minds about it; we appreciate the convenience of having buttons within easy reach, but the minimalism of the redesigned fascia’s clean, uncluttered look is nonetheless attractive – and befits the model.
Best of all, the cabin exudes that oh-so-desirable tech-laden luxury ambience. Ambient lighting has always been one of Mercedes-Benz’s party tricks and at night, the GLE’s interior resembles a disco.
The multifunction steering wheel looks great, but those touch-capacitive buttons aren’t very user-friendly.
The facelifted model’s dimensions are unchanged; all occupants are availed impressive leg-, head- and shoulder room. The key to the GLE’s capaciousness is its 2 995-mm wheelbase, which, although not the longest in its segment (that title belongs to the BMW X5), produces acres and acres of occupant space.
Rear passengers have oodles of legroom at their disposal.
Now, you may assume that all that roominess would limit the GLE’s load-bay capacity, but that is rated at 630 litres – only fractionally smaller than the BMW X5’s. If you fold the rear seats down, you will free up a claimed 2 055 litres of utility space (the ‘Benz is well suited to hauling bulky Builders Warehouse items).
Performance and Efficiency
The Mercedes-Benz GLE facelift line-up offers a variety of powertrains – buyers can choose between turbopetrol and -diesel powerplants in various states of tune. On test here is the highest-output diesel, badged as the 450d, it’s motivated by a 3.0-litre inline-6 turbodiesel engine that produces impressive peak outputs (285 kW and 750 Nm). We had a hunch it would deliver sledgehammer-like performance…
Apart from toggling between drive modes, drivers choose “Individual” to fine-tune the GLE’s driving characteristics.
According to our test equipment, the GLE 450d 4Matic AMG Line bolted from a standstill to 100 kph in 5.32 sec (with its sportiest drive mode engaged) and that time was even quicker than the Sindelfingen-based brand’s claim of 5.6 sec. As expected (of a Teutonic premium SUV endowed with a large-capacity turbodiesel motor), the Benz’s in-gear performance/overtaking ability proved even more impressive.
Without a hint of hesitation, the test unit would hurtle towards the horizon and refuse to run out of puff, well, so to speak. But the best part of the driving experience was that you don’t need to engage the car’s sportiest mode or use more than half of the accelerator pedal’s travel to exact considerable acceleration.
The 9-speed transmission element of the powertrain puts in the hard yards to facilitate smooth and almost imperceptible gear shifts, but like most auto boxes that seem to have almost too many ratios, sudden throttle inputs may result in some jerkiness as the transmission hurriedly shuffles down.
A return of 8.4 L/100 km was not far beyond Mercedes-Benz’s claimed average consumption figure of 7.6 L/100 km.
While having stupendous turbodiesel torque delivery at your right foot’s disposal is a boon, the biggest benefit of driving a premium SUV with an oil-burning heart is that it consumes fuel (relatively) miserly. Premium SUVs with the performance capability of the 450d 4Matic AMG Line are expected to display double-digit consumption figures, but after 10 days of being driven spiritedly, the test unit indicated 8.4 L/100 km! If you drive conservatively and use Eco mode, figures in the 6s might even be achievable.
The 48V mild-hybrid system, which has been implemented as part of the GLE facelift, plays a major role in the Benz’s efficiency and smoothness. The electrically-operated integrated starter generator (ISG) is capable of contributing 15 kW/200 Nm, and the car will lean on this system to compensate for low torque delivery under, say, 1 500 rpm. Also, it works largely unobtrusively; for example, it discreetly switches the engine off as you coast to an intersection and subtly reactivates the motor when the vehicle pulls away.
Ride and Handling
We’d always recommend fitting chunkier tyres on a family car – they are more resistant to pothole impacts.
Our test unit was fitted with optional 20-inch alloys, wrapped in the standard 275/50 tyres. While “low profiles” would look prettier, the variable quality of our nation’s roads requires a chunkier tyre to contend with potholes, ruts and undulations. Besides, a thicker sidewall facilitates a softer, comfier ride quality.
Interestingly, our GLE featured the standard steel springs and not the optional Airmatic air suspension (R38 300), which would take the comfort levels to another level. Mercedes-Benz also offers an E-Active Body Control setup – it constitutes a fully active electric-hydraulic suspension – for an extra R138 300.
The GLE’s infotainment touchpad and shortcut-button console is delightfully minimalist.
The GLE 450d 4Matic AMG Line offers commendable ride comfort (even when riding on the standard suspension), but can shudder and lose composure on badly rutted and pockmarked roads. If you often drive on such routes, stick with the 20-inch alloys and consider speccing an adaptive suspension setup.
As expected, the Benz is happiest when spearing along freeways, where the cabin exhibited impressively low levels of noise, vibration and harshness, even when the big diesel engine was working hard. Still, if you find yourself in a hurry and need to corner briskly, the GLE is unlikely to flounder. The chassis and suspension do a great job of hiding the car’s heft; after all, this SUV tips the scales at just over 2 tonnes.
Comfort and Features
Burmester audio and electrically adjustable front seats (with memory and heating function)? Oh yes, please.
If you’re after business-class-like levels of occupant comfort, the facelifted GLE’s cabin is a great space to occupy. Contrary to most high-end luxury offerings, our test unit was not overloaded with optional extras; the list included: Traffic-sign Assist (R6 300), Driving Assistance Plus Package (R42 200), Night Package (R16 900), 20-inch AMG wheels (R6 400), MBUX augmented reality for navigation (R7 600).
Our vehicle also came specced with the Advanced Plus Package (R73 100), which comprises features such as keyless go, a 360-degree camera, adaptive high beams, high-end Burmester audio, wireless Apple CarPlay/Android Auto, five USB-C ports, heated front seats, as well as a wireless phone charger.
The 450d is the most powerful turbodiesel-powered derivative in the Mercedes-Benz GLE line-up.
Mercedes-Benz GLE facelift price & After-sales support
The Mercedes-Benz GLE 450d 4Matic retails for R2 158 362 (April 2024, before options). The price includes a 2-year/unlimited km warranty, as well as a 5-year/100 000 km maintenance plan.
GLE 300d 4Matic
R1 984 304
GLE 450d 4Matic
R2 064 662
GLE 300d 4Matic AMG Line
R2 078 004
GLE 450 4Matic
R2 102 966
GLE 450d 4Matic AMG Line
R2 158 362
GLE 450 4Matic AMG Line
R2 196 666
Verdict
It’s a well-resolved product, but do you need all the muscle of that 285 kW/750 Nm inline-6 engine?
Although it incorporates “only” minor enhancements and incremental improvements, the Mercedes-Benz GLE facelift earned kudos from our test team. Granted, the Three-pointed Star’s premium SUV was always bound to be a well-resolved product – it simply has to be, given the calibre of its segment rivals.
Should you buy one? If you’re a fan of the Three-Pointed Star and looking for a full-sized luxury SUV, we’d have no hesitation in recommending it. But, as much as we adored the 450d 4Matic AMG Line’s magnificent powertrain (which proved remarkably frugal too), well, “that’s the gravy, not the main dish”.
Given the strength of the competition and the GLE’s pricing structure, we believe there is better value available from lesser-powered derivatives, such as the 300d, and some of the ‘Benz’s rivals. The BMW X5 30d, even with its veritable tech-fest of a cabin, is an incredibly tough act to follow at its price point.
Chery South Africa has expanded its Tiggo 7 Pro Max range with a pair of “lower-specced” Premium derivatives. Here’s how much the newcomers will cost you…
Back in November 2023, Chery South Africa launched a trio of Tiggo 7 Pro Max derivatives, slotting them in above the 2 standard Tiggo 7 Pro variants. Now, the Chinese firm’s local division has expanded its range of Max-badged models with the addition of a pair of “lower-specced” Premium derivatives.
Like their Max siblings, the newcomers are powered by a turbocharged 1.6-litre, 4-cylinder petrol engine, which produces 145 kW and 290 Nm and is paired with a 7-speed dual-clutch transmission as standard (as opposed to the 108 kW/210 Nm 1.5-litre motor and CVT in the non-Max models). There’s a choice of front- and all-wheel drive.
So, how much do these new variants cost in Mzansi? Well, the Tiggo 7 Pro Max 1.6T Premium is priced at R499 900, while the Tiggo 7 Pro Max 1.6T Premium AWD comes in at R569 900 (scroll to the bottom of the page to see pricing for the entire Tiggo 7 Pro portfolio). In addition, Chery South Africa is offering the new models with a 7-year/200 000 km warranty (up from the standard 5-year/150 000 km arrangement) “for a limited period”.
According to Chery, despite the lower specification, the new Premium grade includes big-ticket items such as a dual curved screen, wireless Apple CarPlay and Android Auto, and intelligent voice command. So, what does it miss out on? Well, a glance through the spec sheet suggests the front-driven Premium derivative does without side-curtain airbags, front inner-seat airbags and a driver’s knee airbag.
The front-wheel-drive Premium trim also loses the uprated 8-speaker Sony sound system, wireless smartphone charging, front parking sensors, the panoramic sunroof, 6-way adjustment for the driver’s seat, seat heating/ventilation (front and rear), some interior lighting (such as the ambient lighting system and the 2nd-row top light) and the auto anti-dazzle function for the rear-view mirror.
Meanwhile, the all-wheel-drive Premium upgrades from 18-inch alloys to 19-inch items and gains auto-folding side mirrors, but likewise drops the driver’s knee airbag, sunroof and extra interior lighting elements.
How much does the Chery Tiggo 7 Pro cost in South Africa?
Tiggo 7 Pro 1.5T Distinction – R442 900
Tiggo 7 Pro 1.5T Executive – R477 900
Tiggo 7 Pro Max 1.6T Premium – R499 900
Tiggo 7 Pro Max 1.6T Distinction – R529 900
Tiggo 7 Pro Max 1.6T Executive – R559 900
Tiggo 7 Pro Max 1.6T Premium AWD – R569 900
Tiggo 7 Pro Max 1.6T Executive AWD – R609 900
The prices above include a 5-year/150 000 km warranty, a 10-year/1 million km engine warranty (for the first owner) and a 5-year/60 000 km service plan (with intervals of 15 000 km). In addition, Chery says the new Premium derivatives will be offered with a 7-year/200 000 km warranty “for a limited period”.
Are you keen on owning an entry-level analogue sportscar? Let’s look at what you need to know when shopping for a used Toyota 86, which was later renamed the GT86…
Despite being anything but a volume-driver, the original Toyota 86 was a significant model for the world’s largest automotive brand. It not only deepened Toyota’s cooperation with Subaru but also marked the Aichi-based manufacturer’s return to a storied heritage of driver-focused sportscars, effectively setting the stage for the raft of products (including a new GR86) now offered under the Gazoo Racing banner.
With a naturally aspirated, horizontally opposed engine at the front and driven wheels at the rear, the ZN6-generation 86 hit the market as a refreshingly analogue sportscar. Toyota and development partner Subaru purposely eschewed forced induction, all-wheel drive and high-performance tyres; instead, the firms set out to reproduce the classic sportscar experience offered by the 86’s pedigreed ancestors.
Eighty Six or Eight Six? You decide.
On that note, there’s disagreement about the correct pronunciation of this nameplate, with some (including Toyota SA Motors) referring to it as the “Eighty Six” and others preferring “Eight Six”. Call us sentimental, but we’d lean towards the latter (seemingly less popular) articulation since the ZN6 model’s Corolla-based AE86 forebear was known as the Hachi-Roku – which translates to “Eight Six” in Japan.
Regardless of how you choose to say it, there’s no denying the 2+2 coupe offered unmatched affordable rear-wheel-drive fun at launch in South Africa. But its price certainly crept up over the decade it was on the market. Indeed, the range’s entry point was just R298 500 in 2012, with the price rising to R715 400 (for the lone, higher-specced derivative) by the time this generation exited the local market in mid-2022.
The FT-86 concept of 2010 alongside some of its storied forebears.
Although production at Subaru’s factory in Gunma – where the closely related BRZ and Scion FR-S were assembled – ended at some point in 2021, the original 86 technically remained on Mzansi’s new-vehicle market until shortly before the ZN8-series GR86 (with its upsized engine) arrived in November 2022.
Toyota 86 model line-up in South Africa
The 86 arrived in Mzansi as early as July 2012.
Previewed by a string of concept cars dating back to as early as 2007, the production version of the Toyota 86 – or GT86, as it was known in Europe from the outset – was finally revealed online in November 2011, shortly before its made its official debut at the Tokyo Show the following month.
South Africans didn’t have to wait long for the first examples of the rear-wheel-drive sportscar to roll onto dealership floors, with the local launch taking place in July 2012. Billed as a “highly engaging” model offering “maximum driving pleasure”, the newcomer was available in 3 flavours (each with a different combination of grade and gearbox):
2.0 Coupe Standard 6MT (147 kW/205 Nm)
2.0 Coupe High 6MT (147 kW/205 Nm)
2.0 Coupe High 6AT (147 kW/205 Nm)
Interestingly, the Subaru BRZ hit Mzansi in limited numbers in May 2013, with the single high-spec variant priced at quite a premium over its Toyota twin. The SA-market BRZ featured a rear wing, revised front suspension (ostensibly rendering it less “tail happy” than the Toyota), a full maintenance plan (as opposed to Toyota’s shorter service plan) and a locally developed sports exhaust system, which was said to unlock an extra 7 kW. For the record, the BRZ was discontinued in our market around September 2015.
The 86 scored an infotainment upgrade in October 2013.
Before that, in October 2013, Toyota SA Motors rolled out a few refinements to the 86 range. The Japanese firm’s local division added a touchscreen system (with Bluetooth functionality), a moulded boot mat (covering the previously exposed spare wheel), daytime running lights and a body-coloured rear spoiler (with the latter 2 items exclusive to the High grade), all “in response to customer feedback”.
In August 2014, the range welcomed the unimaginatively named Limited Edition derivative, which further signalled the arrival of various under-the-skin enhancements for the rest of the line-up. Fittingly, just 86 examples of the Limited Edition were set aside for South Africa, each finished in either red or pearl white.
This halo variant was offered exclusively in 6-speed manual guise and was set apart chiefly by its bold body kit (including that towering rear wing) and red trim accents for the cabin.
Just 86 examples of the Limited Edition model were sold in SA.
The newcomer and the 3 other derivatives also scored revised suspension mounts and retuned shock absorbers, with Toyota claiming a subsequent reduction in body roll and an increase in handling stability. The 86 furthermore upgraded to a shark-fin antenna (replacing the previous bee-sting aerial) and various “improved” interior finishes.
Then, in April 2017, the Toyota 86 was handed a thorough refresh. It gained revised front and rear styling, including new bi-LED headlamps (with integrated indicators), reworked LED taillights and a fresh “wing-type” rear spoiler. There were also redesigned 17-inch 10-spoke alloys, though they were reserved for the High grade. The suspension benefited from more fettling, with coil springs and shocks “optimised” fore and aft, and a beefed-up anti-roll bar implemented at the rear. Body rigidity was also improved.
The refreshed 86 touched down in April 2017.
Meanwhile, the 86’s stability control system was expanded to include a new “Track” mode, giving the driver a “greater range of handling, braking and turning control”. Toyota also saw fit to reduce the diameter (and weight) of the already compact steering wheel, while adding multifunctional switches to the previously unadorned tiller. Furthermore, the High grade gained a revised instrument cluster and switched to black leather-and-Alcantara upholstery (the standard model’s cloth was upgraded too).
The final update came in August 2018, when Toyota SA Motors implemented a nomenclature change – renaming the model “GT86” in line with several other markets – and rationalised the range to just a single derivative (culling the automatic in the process).
The local market switched to the GT86 badge in August 2018.
On the performance front, the revised coupe wore larger Brembo performance brakes, as well as Sachs performance dampers, while visual updates included a black finish for the rear spoiler, side-mirror caps and 17-inch alloy wheels. A revised touchscreen infotainment system with satnav (compatible with Apple CarPlay and Android Auto) was added and an optional “Bright Blue” paint finish was made available.
What are the advantages of a Toyota 86 or GT86?
There was a distinct purity to the 86’s handling.
Tremendous fun at modest speeds: Whereas many modern sportscars need to be driven at excessive speed for drivers to unlock any palpable feelings of performance, the Toyota 86’s sheer “grin factor” was accessible at far more realistic road speeds. In short, it was engaging without being overly intimidating to pilot. Intriguingly, this little coupe was developed to ride on the same low-rolling-resistance tyres as the Prius EV of the era, allowing the communicative chassis to be exploited at fairly modest velocities.
We did, however, notice the model’s standard version was launched in South Africa on Yokohama rubber, while the High derivatives shipped standard on Michelin tyres. Still, with a relatively low kerb weight of 1 239 kg, a rock-bottom centre of gravity and a 53:47 front-to-rear weight distribution, the 86 was a nimble handler regardless of its footwear. A delightfully quick 13:1 steering ratio, clever limited-slip differential and wonderfully mechanical-feeling 6-speed manual gearbox were further dynamic boons.
Power came from a Subaru-sourced (and Toyota-fettled) flat-4 engine.
Free-revving boxer engine: Toyota’s contribution to the Subaru-sourced 2.0-litre, 4-cylinder horizontally opposed (also known as “boxer”) engine (which Subaru called the “FA20” and Toyota dubbed the “4U-GSE”) was largely limited to the D-4S direct fuel-injection technology. But it was a pleasingly free-revving unit, with the peak power output of 147 kW arriving at a lofty 7 000 rpm (just 400 revolutions short of the redline). Furthermore, it was capable of returning surprisingly agreeable fuel-economy figures, with Toyota claiming 7.8 L/100 km for the manual and 7.1 L/100 km for the auto.
Appropriately, the bore diameter and stroke length of each cylinder measured exactly 86 mm, a figure matched by each chrome-tipped exhaust opening. Keep in mind, however, that changing the spark plugs and replacing the in-tank fuel filter (both forming part of a major service, the first of which is scheduled at 90 000 km) are highly labour-intensive (and thus pricey jobs) due to tricky access. In addition, this naturally aspirated flat-4 motor – or rather its delivery of power – was perhaps the most controversial element of the original 86. But we’ll delve into that shortly.
The 86 poses with the 2000GT.
Sportscar proportions: Low-slung with wide haunches and an array of sleek lines, the Toyota 86 wore classic sportscar proportions that usually came with a higher price tag. While some of the design elements were perhaps a little fussy (those faux vents on the fenders, for instance), others like the centre channel sunk into the pagoda-style roof were wonderful little details. Of course, the ZN6-generation coupe’s sultry shape had a negative impact on practicality, particularly when it came to rear legroom. Yes, those rear seats were simply for show.
What are the disadvantages of a Toyota 86 or GT86?
Straight-line speed was not a strength…
Most hot hatches trounce it from 0-100 kph: Right, back to that engine. There’s no getting away from the fact that the 86 wasn’t the quickest in a straight line. In fact, Toyota SA Motors seemingly made a point of excluding 0-100 kph times from the 86’s specification sheets, though the manual was thought to complete the sprint in 7.6 sec, with the tardier auto taking somewhere in the region of 8.2 sec.
That left this lithe sportscar susceptible to any number of turbocharged front-wheel-drive hot hatches, which could easily outgun the 86 in traffic-light duels. The modest peak torque figure of 205 Nm was on tap only from 6 400 to 6 600 rpm, while a considerable “torque dip” appeared at about 4 000 rpm. This lack of low-down grunt meant the 86’s performance suffered even more in the thinner air upcountry.
The flat-4 engine wasn’t endowed with much low-down torque.
In response, several owners turned to forced induction. For example, local tuner RGMotorsport offered a bolt-on supercharger kit. In conjunction with items such as a 63 mm stainless-steel decat exhaust and a Unichip Uni-Q+ piggyback engine management system, it pushed peak outputs to 220 kW and 315 Nm.
Valve spring recall (early models): Some early examples of the Toyota 86 – specifically units manufactured between 10 April 2012 and 16 May 2013 – were recalled due to the possibility of valve-spring failure under high loads. This could result in the engine stalling while driving (with an inability to restart thereafter), which was – obviously – quite a safety risk. This model was also recalled for a potentially faulty electric power steering system, as well as possible fuel-pump failure.
This wing is stock … we promise.
Finding a stock example isn’t easy: We certainly wouldn’t be surprised if there are more modified ZN6-generation Toyota 86s on South African roads than stock-standard examples. In a way, Toyota must have known it was effectively supplying a blank canvas for enthusiasts, though grumbles about lacklustre power delivery likely served to further grow demand for aftermarket accessories.
Other potential 86 problems we came across during our research included reports of oil leaks (usually from failed seals or gaskets), condensation issues with the taillamps, and creaks and rattles from various interior plastics. Also, keep in mind early versions of the 86 had a decidedly basic infotainment system.
How much is a used Toyota 86 or GT86 in SA?
Early model years appear to dominate the used market.
Initially, the Toyota 86 shipped standard with a 3-year/100 000 km warranty and a 4-year/60 000 km service plan (the latter with intervals of 15 000 km). However, in 2018, Toyota SA Motors revised the terms of its standard service plans, switching from the “number of years” parameter to “number of services” instead. At that point, the 86 thus moved to a 4-service/60 000 km arrangement.
The Japanese firm’s local subsidiary offered a range of factory-backed accessories for its entry-level sportscar, from a TRD-inspired front spoiler to chunky side skirts and (functional) rear diffuser. However, identifying these parts as genuine when shopping on the used market today might prove a little tricky.
We found just a single GT86 on the used market.
At the time of writing, there were just 15 examples of the ZN6-generation Toyota 86 listed on Cars.co.za. Fascinatingly, as many as 13 of those were from the opening 3 model years, while one was registered in 2015 and the remaining unit in 2020. That meant there were no examples from 2016, 2017, 2018 or 2019 listed. We found just one automatic derivative on offer, while mileages ranged from 38 000 km to 151 000 km, both on 2013 manual models.
Below R200 000: There was just a single listing below this point in the form of a 2012 base manual derivative on the market for R189 900. Tread particularly carefully here; make sure to comb through the service history! If it seems too good to be true, simply walk away.
From R200 000 to R250 000: We found 4 units listed between these pricing bookends, all base versions from the initial 3 years of registration. These were higher-mileage examples (3 showing more than 130 000 km), with one featuring an aftermarket exhaust system and another riding on non-OEM wheels.
From R250 000 to R300 000: As many as 6 of the listings were nestled in this pricing space, with all but one showing under 100 000 km (and all again from the earliest 3 model years). A couple positioned towards the top end of this bracket were furthermore fitted with superchargers.
R300 000 and up: The final 4 examples were priced above R300 000, with the highest mileage being 85 000 km. This was where we found the sole automatic on offer, along with the only GT86 (a 2020 unit listed for R399 899). However, the priciest 86 we discovered was a 2013 example, fitted with a supercharger, lowering springs, TRD body parts and uprated brakes, priced at R399 999.
Which Toyota 86/GT86 derivative should I buy?
Early models made do with a very basic infotainment system.
Without any trace of hesitation, we’d recommend opting for a manual-equipped example over one fitted with the torque-converter automatic transmission. Though a boon in traffic, the self-shifting ‘box simply didn’t complement the 86’s dynamic talents nearly as well as the wonderfully direct stick shift.
What other advice can we give you? Well, though your budget will ultimately dictate just how old an 86 you purchase, we’d favour the later model years, which benefited from various minor improvements, both under the skin and in the cabin. In addition, despite the fact options are limited, we’d steer away from modified examples.
Finally, here’s our obligatory warning about buying a 2nd-hand performance model: bear in mind that sportscars such as the Toyota 86 tend to be driven enthusiastically (hard) regularly, which makes evidence of fastidious maintenance all the more important.
Is the Toyota 86/GT86 a smart used buy?
The 86 had few direct rivals in SA.
When the Toyota 86 arrived on the scene in 2012, the NC-generation Mazda MX-5 was still on the market, with the ND version of the little roadster following in 2015 (though neither was a hardtop coupe). Indeed, the 86’s only truly direct rival was the Subaru BRZ, but very few of those came into Mzansi.
Of course, during the 86’s local lifecycle, buyers nevertheless had a few naturally aspirated rear-wheel-drive alternatives, such as the V6-powered Nissan 370Z and V8-powered Ford Mustang (the latter further offered in blown 4-pot guise). Those keen on turbo power also had the options of the original F22-gen BMW 2 Series (in this case, the 220i) and the MX-5-based Abarth 124 Spider, not to mention a vast array of front-wheel-drive B- and C-segment hot hatches.
The purest driving experience at this price point? We think so.
But Toyota’s 2+2 coupe was – at the outset, at least – easily the most affordable of the rear-driven sportscars and, arguably, one of the purest. Sure, your neighbour’s hot hatch was quicker to 100 kph, but it couldn’t compete with the lightweight 86 when it came to balance, agility and on-the-limit adjustability.
In an age of forced induction, all-wheel drive and increasingly lofty peak power/torque figures, the Japanese firm took a refreshing back-to-basics approach to developing a sportscar. If you’re looking for a road-legal dragster, the Toyota 86 quite simply isn’t for you. But if you appreciate a car with accessible performance, plus notable driver engagement and dynamic ability, well, we certainly wouldn’t stop you.
The new Taisor will launch in South Africa as the Toyota Starlet Cross towards the middle of the year. We’ve uncovered early details of what will serve as Toyota SA’s most affordable crossover…
Yes, our earlier report here on Cars.co.za was absolutely spot on: we can confirm that the new Urban Cruiser Taisor recently revealed in India will indeed be badged as the Toyota Starlet Cross when it launches in South Africa. And it’s coming to local shores a little earlier than we first thought.
According to our latest information, the new Starlet Cross – which is, of course, a coupé-style crossover based on the Suzuki Fronx – is scheduled to hit the Mzansi market as early as June 2024. From what we understand, the local Starlet Cross line-up will comprise 4 derivatives at launch, each powered by the ubiquitous 1.5-litre, 4-cylinder petrol engine.
The Indian-built Taisor will be known as the Starlet Cross in SA.
As it does in various other Suzuki and Toyota applications, this K15B mill will send 77 kW and 138 Nm to the front axle via either a 5-speed manual gearbox or a 4-speed automatic transmission. Just as we suspected, that means the atmospheric 1.2-litre and turbocharged 1.0-litre petrol engines offered in India won’t be available here in SA.
Toyota SA Motors looks set to offer the Starlet Cross in a pair of familiar trim levels – XS and XR – with no base Xi grade likely to be available at launch. As such, the line-up will mirror that of the likewise 4-strong Fronx portfolio, which similarly includes only the traditionally mid-tier GL and flagship GLX trim levels.
XR derivatives will be available locally in a bi-tone finish.
So, what sort of standard specification do we anticipate? Well, we believe the XS grade will include items such as 16-inch alloy wheels, LED headlamps, automatic air conditioning, a leather-trimmed steering wheel, a 7-inch touchscreen system, cruise control, rear parking sensors and a reversing camera. Safety features for the XS, meanwhile, will include ABS with EBD, stability control, hill-ascent control, dual front airbags and ISOfix child-seat anchors.
According to our information, upgrading to the XR trim level will add items such as silver (as opposed to black) side-sill garnish, 4 extra airbags (for a total of 6), an electro-chromatic interior mirror, a colour instrument display, a 9-inch touchscreen, a 360-degree camera system, a head-up display, push-button start, wireless smartphone charging, an illuminated glovebox and tilt-and-telescopic adjustment (as opposed to just tilt- in the XS) for the steering column.
SA looks set to receive the same “black and berry” colour scheme as India.
In South Africa, the new Starlet Cross will be offered in a choice of 6 exterior paint colours, along with 3 bi-tone options (the latter exclusive to the XR grade and gaining a black finish for the roof, rear spoiler and side-mirror caps). Furthermore, we believe all SA-spec variants will come with the “black and berry” fabric interior colour theme used in India.
As a reminder, Toyota SA Motors has not officially confirmed the Starlet Cross name, saying only that the Urban Cruiser Taisor will be launched in our market “under a model name yet to be announced”. However, after some digging, Cars.co.za discovered that Toyota Motor Corporation had applied to register “Starlet Cross” as a trademark in SA back in June 2022, the very same month it filed to trademark “Taisor” in India.
We added the “Starlet Cross” badge to the image above…
While local pricing for the new Starlet Cross has yet to be released, the new model is expected to slot in at the foot of Toyota’s local crossover line-up, below the likewise Indian-manufactured Urban Cruiser (which currently starts at R342 500).
That would make it the Japanese firm’s most affordable crossover locally (for the record, the Fronx currently kicks off at R288 900, so we may well see the new Starlet Cross priced just above that). As such, it could turn out to be yet another significant Suzuki-built volume driver for Toyota SA Motors, potentially picking up where the old Urban Cruiser left off.
New Toyota Starlet Cross line-up for South Africa
Toyota Starlet Cross 1.5 XS 5MT
Toyota Starlet Cross 1.5 XS 4AT
Toyota Starlet Cross 1.5 XR 5MT
Toyota Starlet Cross 1.5 XR 4AT
We expect a 3-year/100 000 km warranty and a 4-service/60 000 km service plan to be included in the as-yet-unrevealed price.
2024 BMW 5 Series Video Review: New luxury sedan is now BMW’s best car?
BMW has introduced the new BMW 5 Series in 2 electric versions and one ICE version. Here we review the ICE-powered 520d luxury sedan.
Thinking of a luxurious yet fuel-efficient sedan? The new BMW 520d might be your perfect match! In this comprehensive review, we take a deep dive into the latest iteration of this iconic car. We’ll explore its updated design, refined performance, improved fuel efficiency, especially for South African drivers, and all the tech features that possibly make it BMW’s best car yet. But is the diesel engine still worth it in 2024?
We’ll address that question too, along with real-world driving impressions and pricing information specific to the South African market.
Ford Ranger Tremor and Platinum (Video) Pricing & Specs (April 2024)
Ford South Africa has increased its Ranger portfolio with two new models. In this video David Taylor takes a quick look at the Ranger Tremor and Ranger Platinum double-cab bakkies in terms of pricing, positioning and first impressions.
The new Ford Ranger has been a raging success in South Africa and Ford recently bolstered its local lineup with the new Ranger Tremor and the Ranger Platinum.
In this video, David Taylor highlights important details for each derivative and shares insights based on his driving experiences.
The opening quarter of the year is already behind us. So, which cars and crossovers are leading the charge in South Africa? We’ve tallied up local sales for Q1 2024…
It’s not been an easy start to the year for South Africa’s new-vehicle market. In fact, after the opening quarter of 2024, aggregate new-vehicle sales stood at 131 201 units, representing a 5.3% year-on-year fall. The passenger-vehicle segment suffered even more, with Q1 2024 registrations in this space declining 8.0% year on year to 84 837 units.
Still, we thought it pertinent to examine which cars and crossovers are leading the sales charge in Mzansi after the first 3 months of the year. So, we whipped out our calculators and tallied up local registrations for Q1 2024. Interestingly, 5 of the top 10 vehicles hail from India, while 4 are made-in-SA products, with a single model imported from China. Let’s take a closer look at the numbers…
SA-built favourites continue battle for top spot
VW’s Polo Vivo has kept its nose ahead after the opening quarter.
In 2023, the Volkswagen Polo Vivo edged out the Toyota Corolla Cross for the title of SA’s best-selling passenger vehicle. This close-fought battle continued in the opening quarter of 2024, with the Kariega-built prolonged lifecycle hatchback keeping its nose ahead with 5 828 sales.
Toyota’s Prospecton-produced crossover, however, was in hot pursuit, finishing Q1 2024 on 5 660 units. As the maths addicts among you have no doubt already worked out, that’s a mere 168 registrations off the pace. For the record, the Vivo’s best month was January when it managed 2 034 units, while the Corolla Cross put up 2 041 sales in March.
Swift and Starlet hold steady as Grand i10 climbs
Hyundai’s Grand i10 climbed 3 places to 5th.
As was the case last year, the Suzuki Swift (4 626 units) completed the podium in Q1 2024, while also ranking as South Africa’s most popular imported vehicle. That put the Indian-built Swift – which has already moved into a new generation in some overseas markets – 1 034 units behind the Corolla Cross. The Suzuki-built Toyota Starlet retained 4th position, with its tally of 4 218 units seeing it rank 408 sales behind the Swift.
Interestingly, the Hyundai Grand i10 – which is these days available in both hatchback and sedan body styles – climbed from the 8th position it achieved in 2023 to a strong 5th place in the opening quarter of this year. Likewise manufactured in India, the Grand i10 managed a total of 3 338 sales, a figure that would rise to 3 455 units if we were to include light-commercial vehicle (LCV) registrations recorded by the Cargo-badged van derivative.
Polo hatch and Fortuner slide as Tiggo 4 Pro holds
Chery’s Tiggo 4 Pro was the only Chinese car to crack the top 10.
The Volkswagen Polo hatchback didn’t have the best 2023, with sales falling more than 25%, year on year. The first quarter of 2024 wasn’t much better, with the Kariega-built hatch – having ended the reporting period on 3 026 units – even falling a spot to 6th. The likewise SA-made Toyota Fortuner (2 622 units), meanwhile, dropped 2 rankings to 8th.
The Chery Tiggo 4 Pro was again South Africa’s top-selling Chinese vehicle, ending the quarter on 2 853 units, which put it within touching distance of the Polo hatch. That saw the Tiggo 4 Pro retain the 7th position it achieved in 2023.
Magnite rises as Vitz boots Jolion from top 10
The Nissan Magnite moved up to 9th.
The Nissan Magnite climbed a place to 9th, ending Q1 2024 on 2 339 units. With production of the NP200 – a half-tonne bakkie that accounted for nearly 45% of the Japanese firm’s local sales in 2023 – having ended, Nissan will be relying heavily on the Magnite (along with the Rosslyn-made Navara) for the remainder of this year.
Finally, the Toyota Vitz (1 767 units) completed the top 10, pushing the Haval Jolion (1 630 units) – a Chinese crossover that placed 9th last year – off the table. For the record, the Vitz also far outsold the vehicle on which it’s based, with the Suzuki Celerio ending Q1 on 703 units (down in 31st position).
SA’s 10 best-selling cars and crossovers in Q1 2024
The feat of fitting a W126 560SEL’s V8 engine into a C124 may usually be accredited to AMG, but here in South Africa, a pair of Mercedes-Benz employees achieved it.
IMAGES: Danie Nel
The appropriate word here is “subtle”. From a distance, even the most seasoned Mercedes-Benz aficionado would spot that this coupe’s bumpers are different compared to those of a standard C124 Mercedes-Benz 300CE Coupe – they’d have no clue that a 5.5-litre V8 was lurking under its bonnet.
When I arrived at the owner’s garage, I was taken on a tour of his classic car collection, but, after an hour of walking through the various marques of cars and exchanging motoring anecdotes, he pointed me in the direction of his C124. “This is, after all, the car you came to see!” he exclaims.
“I was looking for a W124 in the online classifieds about 15 years ago when this car came up for sale,” he said. “The word ‘Hammer’ was mentioned in the advertisement. At the time I didn’t know about the history of the ‘AMG Hammer’, and quickly read up about these special cars”.
This C124 was advertised at a price that was only slightly dearer than 300CEs of its age, but he decided to meet the owner and have a look at the car. To cut a long story short, the car caught his fancy and he bought it. At the time, he had no clue as to how special his purchase was.
Specifications
Model: Mercedes-Benz “560CE” (C124)
Engine: 5.5-litre V8, petrol
Power: 220 kW at 5 000 rpm
Torque: 455 Nm at 3 750 rpm
Transmission: 4-speed auto, RWD
Weight: Between 1450 and 1 750 kg
0-100 kph: under 6.8 sec
Top speed: 295 kph
History of this one-off Mercedes-Benz “560CE”
The history of this car started around 1986, when two Mercedes-Benz employees at Mercedes-Benz South Africa got itchy fingers and wanted to improve the 300CE’s performance – even before the South African buying public officially had access to the 560SEL (W126) and 560SEC (C126) models.
At the time, Peter Lastrucci had a multi-faceted job at the company. He worked in the dealer service department, but, because he was a district manager he was also deeply involved on the technical side of the business. This meant he was well-connected and also had access to the company’s large parts bin.
This car originally belonged to his colleague, Dale Petty, the second Mercedes-Benz employee who played a pivotal role in the birth of this car. After tracking down Lastrucci, I asked him where the idea of the Mercedes-Benz “560CE” came from.
“The root of this project was that typical conversation you have with your colleagues at the time of improving the car, making it faster and better,” Lastrucci explained.
Lastrucci admits that the pair was aware of the AMG Hammer, but, without the Internet, few people at the time knew the exact details and timeline of the Affalterbach programme. However, Lastrucci had visited AMG during those years and, as it happened, got a drive in a Hammer with one of AMG’s bosses.
“We thought we would like to do a local upgrade of the C124 ourselves. You need to remember that Mercedes-Benz was a very conservative company at the time, quite unlike today. You couldn’t even put different hub caps on your car! Mercedes-Benz Germany, however, knew nothing of our plans.
“At the time, during the mid-1980s, South Africa had very high import duties, so the idea was to build a car similar to what AMG was doing in Germany.”
Mercedes-Benz South Africa didn’t quite approve of the “560CE project”, however: “They didn’t stop us, but didn’t give us their blessing either. However, as things progressed, it was the company’s marketing department that showed some interest. They would have liked to see the car being built on home soil. But it would not have been impossible, as there was a lot of development happening in South Africa on the commercial vehicles, but nothing on the passenger car side.
“Passenger car development was a much more closed environment, which was managed by Mercedes-Benz in Germany. In the late-1980s the market also changed completely and everyone had to tighten their belts, which didn’t help the prospects for these types of cars.”
Needless to say, Lastrucci and Petty continued tinkering with the cars, after hours, in their garage.
“We had access to a lot of information, but in terms of building these cars we had no assistance from Mercedes-Benz. We were total enthusiasts, so we made it happen,” he says, adding that the fact that they both had an engineering background certainly helped their cause.
“The first car we built was a four-door, and a lot of development was required. This included the rear axle, which needed a new limited-slip diff that had to be hand-built with off-the-shelf parts. Other updates included the brakes. Most of the parts were official Mercedes-Benz parts, however.”
Next up was the coupe and then another 4-door was built, the latter was converted and stripped out for racing purposes. Unfortunately, the history of the other two cars is unknown.
“Dale managed to purchase the W126 560SEL running gear from Mercedes-Benz management in South Africa. That was even before any 560SEL units were delivered in South Africa (lesser derivatives of the W126 were assembled locally). This drivetrain (engine and transmission) came directly from Germany.”
Muscular performance
The 132 kW 3.0-litre in-line-6 engine was replaced with a 560SEL’s 220 kW 5.5-litre V8, sportier bumpers were fitted fore and aft, while the flat, five-spoked wheels further show the sporty intent of the car together with the twin exhaust pipes. Bear in mind that, apart from the additional power and torque, a C124 300CE tips the scales around 350 kg less than a 560SEC.
The interior is stock standard, except for one item. The analogue speedometer has been swapped from the standard 260 kph version to a 320 kph unit, the latter also from a W126. If you look at an angle you will also be able to note that the finish of the black speedometer is just ever so slightly different to the other black dials. Even installing this, what would seem like a simple task, took some effort as the W124 and C124’s speedometer used a mechanical system, and the W126 used an electronic system.
Behind the wheel of the Mercedes-Benz 560CE
From the moment you turn the ignition key of the Mercedes-Benz 560CE, the motor emits a deeper mechanical rumble compared to that of a 6-cylinder engine. Blip the throttle, and there’s deep-chested audible confirmation that a power unit of note has been installed under the coupe’s flat bonnet.
As I pull away in the Mercedes-Benz 560CE, there is a level of urgency from the car that’s more associated with more modern AMG models, meaning that under part throttle there is enough torque to allow the car to almost leap forward with small bursts of acceleration.
Even though this C124 has over 173 000 km on the odo, the car still feels solid, and there are no serious or annoying rattles emanating from any part of the car.
I press the throttle down further and watch as the rev needle quickly passes 4 000 and then, eventually, 5 000 rpm. Shortly thereafter at 6 000 rpm, the transmission selects the next gear. The transmission does takes its time – compared with modern transmissions – to change gears, but you don’t expect it any other way.
It is the same with the car’s rather vague steering feel, but when you want to string a few corners together with enthusiasm, you simply pre-calculate your inputs to the steering system on the approach to every corner. The stiffer suspension limits body movement in a manner you would expect it to, but overall the CE still has a wonderfully pliant and comfortable ride.
There is enough mechanical grip, but you also sense that the Mercedes-Benz “560CE” is a hefty coupe, and that an over-exuberant corner exit is likely to have a less-than-ideal outcome. However, the fact that this car is equipped with a special limited slip differential – unlike any other standard C124 – allows you to trust the car as you accelerate out of a corner.
Every time you press the Mercedes-Benz 560CE throttle pedal, there is the corresponding burble from the exhaust as well as a rumbling from the engine, as ever, making its presence felt.
Mercedes-Benz 560CE indicates 310 kph
I wonder how fast this car can go in a straight line and, fortunately, the owner has the answer: “I’ve seen 260 kph on the GPS”. I imagine it would have probably indicated around 270 kph on the speedometer. However, in the owner’s manual of this car the following is written: “Mr P. Lastrucci especially prepared the vehicle which was tested on the Gerotek track and rewarded a speed of 310 kph”.
I asked Lastrucci about these tests: “I wasn’t part of those tests, but yes, they were certainly conducted. You have to remember that they played with different differential ratios and also used other fuels, including aviation fuel”. Adding to this car’s provenance is the fact that none of these tests were ever conducted on the other two cars, only on this specific one.
Even if you look at it conservatively, if the car indicated 310 kph, it still achieved a remarkable true speed of around 295 to 300 kph (the C124’s drag coefficient was also lower than that of the W126 sedan – and probably its C126 2-door equivalent – which further contributed to the “560CE’s” higher top speed).
Throughout the past few years, the owner’s interest and enthusiasm for this Mercedes-Benz has, as expected, increased. This C124 is now regularly taken to club outings and has won several prizes at these events.
Summary
I find it fascinating that Mercedes-Benz never built such a performance-oriented C124. Yes, we did see the likes of the limited 500E/E500, but in a car such as this coupe you would have had an even sportier alternative.
Given where Mercedes-Benz is today, thanks to its integration with AMG, we cannot begin to imagine a world without a fast AMG sedan or coupe. Already several decades ago, a number of engineers, both in Affalterbach and even here in South Africa, had foresight of how much more these cars had to offer.
