Peugeot Citroen SA has confirmed it will be incorporating Opel South Africa into its stable.
Outside of South Africa, Opel was snapped by the PSA Group back in 2017 and it was only a matter of time before this global decision impacted Opel South Africa's operations. Officially, Peugeot Citroen South Africa (PCSA) has become the official distributor of Opel's products and this comes into effect in January 2021.
“Of course, we are very excited to be distributing Opel vehicles” said Leslie Ramsoomar, Managing Director of Peugeot Citroen South Africa, “the brand has a large following locally, and the future product line up is very exciting, with 4 product launches or updates planned for this year." PCSA says the changes should result in minimal impact to dealers and customers. Customers can be assured that they will still have access to the same service points.
Meanwhile, PSA Group and FCA (Fiat Chrysler Alfa) have merged to become the 4th largest carmaker. There's a new name for the group too, Stellantis. Under Stellantis, there's Abarth, Alfa Romeo, Chrysler, Citroen, Dodge, DS Automobiles, Fiat, Jeep, Lancia, Maserati, Opel, Peugeot, Ram, and Vauxhall.
The news comes as the all-new 6th generation Opel Corsa goes on sale officially in South Africa.
Demand for the current 200 Series Land Cruiser is soaring and a new model is expected to be revealed this year, reportedly on the model's 70th anniversary.
Last year we reported that Toyota’s industrial engineers started the planning process for the the retooling of its Land Cruiser 200 production line as production of the current model is expected to come to an end in March 2021. The rumour mill is currently suggesting that the new Land Cruiser will be revealed in early August which lines up perfectly for the model's 70th anniversary.
Perhaps the most iconic vehicle that Toyota produces, the current Land Cruiser 200 has been in production since the mid-2000s. It has changed little over time, with Toyota merely adding infotainment and driver-aids as they have become available.
Goodbye V8?
The core Land Cruiser 200 values haven’t altered much over time. Whilst its rivals have mostly transitioned to a monocoque configuration the Land Cruiser 200 remained a ladder frame. Its huge 4.5-litre V8 turbodiesel engine might never have been the most powerful in its class, but its reputation for durability under all conditions, and using all fuel grades, has been tremendous. A recent report suggests that the new incoming Land Cruiser 300 will drop its V8 engine in favour of a 3.3-litre V6 diesel engine as well as a twin-turbocharged 3.5-litre V6 petrol engine. A hybrid Land Cruiser is also on the cards.
Demand for Land Cruiser 200 Soars
Many will be sad to say goodbye to the Land Cruiser 200 and the forthcoming 300 Series has big shoes to fill.
As Toyota winds-down Land Cruiser 200 production, with a scheduled last unit assembly date diarised for March 2021, demand for these Toyota luxury adventure vehicles is soaring. In some markets, orders for Land Cruiser have increased by more than 20%.
There is no question that many loyal followers of the Land Cruiser model range, which has some of the most dedicated customers around, are fearful of what Toyota might deliver with the replacement.
For many, the 4.5-litre V8 engine has been a strong product feature and the news that this engine may be retired might not sit well with Land Cruiser loyalists and a V6-powered Land Cruiser 300 will certainly test the allegiance of Toyota’s traditional ‘Cruiser customer base.
As production ends and demand increases, dealers may very well sell out months before the new Land Cruiser 300 arrives, leaving an uncomfortable gap in the market. The Land Cruiser 200 is hugely popular amongst local buyers and a few months in 2021 without any supply, could see some downgrade to the new 150 kW Prado diesel.
As with any popular model at the end of its production run, Toyota is expected to market a special edition of the Land Cruiser 200 before it retires. Watch this space!
As evidenced by multiple wins in the annual Cars.co.za Consumer Awards – powered by WesBank, Volkswagen has made continuous improvements and a host of refinement upgrades to the Amarok to keep its contender at the sharp end of the battle for Leisure Double-Cab superiority. Now, armed with the most powerful turbodiesel engine on the bakkie market, the venerable German offering is more potent than ever.
We like: Ride refinement, performance, build quality
We don’t like: Eye-watering price, tight rear legroom
Still looks the part, doesn't it? Flagship Extreme model boasts 20-inch alloy wheels as standard while body-colour "sports bar" is optional.
An all-new Amarok (which will be based on the next-generation Ford Ranger) is expected to be introduced in 2022 – and it will be manufactured right here in South Africa (by Ford). The current model has been on the local market since 2011 and is, therefore, enjoying a much longer product life than what is usually the case. Volkswagen got many aspects of the 1st-generation Amarok spot on…
While single-cab workhorse versions never took off on the local market, the premium character and inherent refinement of the big VW made it a leading contender in the Leisure Double-Cab segment. In fact, it has won this segment in the Cars.co.za Consumer Awards – Powered by WesBank for 2 years in a row, defeating the market favourites from Ford (Ranger) and Toyota (Hilux).
Its victories had a lot to do with the fitment of VW's lusty 3.0-litre V6 turbodiesel engine, which is turned up to 190 kW (from 165 kW) in the 3.0 V6 TDI Extreme 4Motion. Priced just R4 000 shy of a million, it's the most expensive bakkie on sale in Mzansi. During the month the VW spent in our test fleet, we hit the long road (which included gravel- and off-road excursions) to find out whether it can justify its price tag.
How it performs in terms of…
Performance and ride/handling
We did a lot of gravel-road driving in the Amarok, an area where it remains one of the best on the market.
In addition to being the most expensive bakkie on the market, the Amarok is also the most powerful. The 3.0 V6 TDI (which used to be the engine in the Porsche Cayenne turbodiesel), now produces 190 kW (from 165 kW), but can even deliver 200 kW for short bursts of time. Torque is up to 580 Nm (up from 550 Nm), available from 1 400 to 3 000 rpm and is sent to all four wheels (4Motion permanent all-wheel drive) via an 8-speed automatic transmission. Volkswagen claims a 0-100 kph time of 7.6 sec and a top speed in excess of 200 kph. As we discovered with the 165-kW variant, the Amarok is seriously quick, but I do think that, for most buyers, winning drag races will not be a priority; they'll likely to enjoy the bakkie's stonking overtaking acceleration and serious towing power (it has a 3.5-tonne braked tow rating).
But, having said that, the Amarok V6 TDI is not a bakkie that constantly reminds you of its vast power reserves. The power is there, and instantly accessible, of course, but in general driving conditions, it's a refined and smooth operator, with the 8-speed 'box rushing through the gears to get you the perfect balance of sustainable cruising ability and economy. If you really want to "wake up" the beast, it's best to indicate your intentions to the gearbox by tapping the transmission lever down into "S" mode, or by using the 'shift paddles mounted on the steering wheel. In terms of fuel economy, Volkswagen claims an average consumption of 9.5 L/100 km, but a more realistic return would be around the 12 L/100 km mark, especially if you're planning to make use of the Amarok's stupendous shove more often than not.
The heart of the most powerful (and fastest) bakkie on sale in South Africa.
There was a time – not that long ago – that installing such a powerful engine in a bakkie's engine bay would be regarded as a bit reckless, given the historically relatively utilitarian underpinnings of these "workhorses". There are no such concerns with the Amarok, though, as it has always driven more like a well-sorted SUV than a pick-up. We drove the Amarok on a wide variety of surfaces, including loose gravel and wet tarred roads and it never failed to impress with its stability and ride refinement. Somehow, it's less prone to the rear-end skittishness that afflicts so many other bakkies. Road-holding is, of course, aided by the 4Motion all-wheel-drive system. Oh, remember to hit the "Off-road" button when driving on gravel roads, as it recalibrates and boosts the effectiveness of the ABS on low-grip surfaces.
When you head off the beaten track, the Amarok continues to impress, although it's not ultimately as capable as say, a Hilux – largely because it cannot match the Toyota's ground clearance and (to some extent) axle articulation. Still, as long as you can clear an obstacle, you're likely to go over (or through) it with ease thanks to the V6's sheer grunt. It continues to amaze us just how capable the Amarok is off-road without a low-range 'box or selectable off-road modes. The very low-geared 1st ratio, great throttle modulation and a lockable rear diff help its cause, but it's not a class-leader in the really rough stuff.
Exterior design & Packaging
Swoopy Extreme-badged "sports bar" looks the part… but is of little practical use.
By virtue of receiving numerous updates and detail refinements through the years, the Amarok arguably remains one of the most handsome pick-ups on the market. This Extreme-badged variant is particularly pleasing to the eye. Finished in Indium Grey metallic and riding on striking (standard) 20-inch Talca alloy wheels, this particular example also featured a body-coloured "sports bar", which is an optional extra. Rounding off the neat exterior look are bi-xenon headlights with LED daytime running lights, a blacked-out B-pillar and 4Motion side decals.
The Extreme's limited practicality is a drawback, however. It's not a problem that's unique to the Amarok, but considering this vehicle's high asking price, one would have expected some sort of load-area cover, whether by a traditional tonneau (canvas) cover, or perhaps a roller-shutter system – as fitted to the new Hilux RS. Plus, for the nicely-sized load bay to be useable, it really needs to be rubberised as standard.
Volkswagen claims the Amarok's cabin is the most capacious in its class and it certainly is generous in terms of width (shoulder room) and height (headroom), but it is not a class-leader in the area of rear legroom. There are no such issues at the front, however, where the steering column offers a generous range of adjustment (rake and reach); the VW's cabin width and excellent seats give it a luxury SUV feel.
Interior execution and features
Amarok still boasts one of the classiest cabins in the bakkie segment.
Although lacking in soft-touch plastics on the fascia, there are enough premium surfaces and detailing in the Amarok's cabin to make it look "expensive". This Extreme gets special Nappa leather with contrast stitching, 14-way electrically adjustable front seats (with heating) and a leather-wrapped steering wheel with shift paddles. It has a typically (for the brand) neat fascia layout, with analogue instrumentation flanking a digital information screen. Dual-zone climate control, cruise control and a comprehensive infotainment touchscreen system is fitted (the latter of which includes satellite navigation). Of course, a reverse-view camera is part of the deal, as are automatically activated wipers and lights.
On the safety side, the Amarok offers ABS with EBD, an electronic stability programme and tyre pressure monitoring, but it lags its rivals in the airbag count. The Amarok comes from an era when rear airbags were not considered a high priority in this segment, but times have changed, and the lack of any airbag protection in the rear could be of concern to those buyers hoping to use the VW as a family vehicle.
Price and after-sales service
The Amarok 3.0 TDI V6 Extreme 4Motion sells for R996 000 (before options, January 2021). Included in the price are a 3-year/100 000km warranty and 5-year/90 000 km service plan. Service intervals are scheduled for every 12 months/15 000km.
Even after a decade, the Amarok's combination of handsome design, refined and powerful performance and SUV-like ride/handling continues to impress.
In most ways, the VW Amarok 3.0 V6 TDI Extreme is a more convincing R1-million bakkie than the now-discontinued Mercedes-Benz X-Class ever was. This is quite an astonishing achievement, given the advanced age of the Amarok platform. But is this particular derivative worth more than R100k in outlay compared with, for example, the Ford Ranger Raptor and latest top-spec Toyota Hilux? The answer to that question ultimately depends largely on how desperately you need that extra oomph (perhaps you need to tow sizeable trailers often). Engine aside, the Amarok remains a class-leader in terms of refinement and ride comfort, but it now trails newer offerings when it comes to cabin packaging (rear legroom), features (keyless entry, adaptive cruise control etc.) as well as safety (no rear airbags).
BMW's M3 and more recently the M4 have been the most coveted of all BMW's M models over the last 3 decades. More often than not the Bavarian manufacturer has got the combination of performance, driveability and style spot on, making it the segment benchmark. For this generation (G80/82) BMW has gone to town on the styling front with its M specific grille causing aggressive polarisation. Whether you like it or not, it seems like it's here to stay and looks likely to slowly find its way onto upcoming M products in the coming years.
The M3 and M4 were simultaneously revealed back in September 2020, with local models said to be available from March 2021. The local lineup is initially limited to the Competition models, which produce more power (375 kW/650 Nm compared with 353 kW and 550 Nm) and are exclusively fitted with an 8-speed dual-clutch gearbox. The South African allocation will initially be rear-wheel-drive only. Later on, BMW will bring in the xDrive version which is equipped with all-wheel-drive and a selectable rear-wheel-drive mode. Expect these towards the end of 2021.
There's no need to worry about losing control, however, as BMW has fitted the new M3 and M4 with an M Dynamic mode that gives the driver access to 10 stages of traction control, similar to something you would see in a GT racing car where a driver progressively adds or removes traction control depending on the grip levels. As has become custom on M models, shortcut buttons on the steering wheel (M1 and M2) allow the driver to pre-programme their favourite settings so they can be quickly accessed without having to struggle through the iDrive menus.
The official spec on the new M models hasn't been publicised yet, but we're hoping that SA buyers will have access to the optional M Race Track Package, which is said to reduce vehicle weight by around 25 kg thanks to features including M Carbon ceramic brakes, special M light-alloy wheels and M Carbon bucket seats.
Mercedes-Benz has revealed its second all-electric model. Meet the EQA!
What you see here is essentially an all-electric Mercedes-Benz GLA. Merc itself says the new EQA is a close relation to the GLA, and is the first all-electric compact car offering from the German brand.
There will be multiple derivatives of EQA to come, but for now there's this the EQA 250. Under the bonnet, there's a 140 kW electric motor, which gives the EQA a range of 486 km based on the NEDC cycle. Consumption is rated at 15.7 kWh/100 km. For those wanting more, there'll be an all-wheel drive model, as well as models that have over 200 kW and long-distance versions that are said to offer at least 500 km. In terms of battery size, the Mercedes-Benz EQA offers a 66.5 kWh.
The technology claims are impressive. Merc says its new EQA features something called Navigation with Electric Intelligence that gets you to your destination fastest, while taking into account charging times, which should ease some of that range anxiety. It's smart enough to allow for charging stops, terrain, traffic and driving style. If you're worried about enough chargers, Mercedes-Benz says there are more than 450 000 AC and DC charging stations on the Mercedes Me Charge network in 3 countries. Mercedes Me Charge also allows charging at more than 175 000 public charging points across Europe.
Mercedes-Benz says its EQA features trick aerodynamics that contributes to its efficiency. Impressively, the EQA is the first model from Mercedes-EQ whose aerodynamic development has been undertaken entirely digitally. The underbody is completely enclosed, the wheels are aerodynamic and there are special spoilers to help deflect air.
Naturally, there's an array of intelligent driving aids such as Active Lane Keeping Assist and Active Brake Assist, and in the event of a crash, the vehicle's body is designed to protect the battery from being pierced, which would likely result in a fire. Inside, the Mercedes-Benz EQA features MBUX infotainment system, complete with the Hey Mercedes digital assistant. There's an Edition 1 model that offers luxuries like 'eather seats, through which can be seen a fabric in the signature Mercedes-EQ colour pure blue. The instruments, with their electric vehicle-specific displays, pick up on the same colour scheme with rosé gold-coloured and blue highlights.'
Mercedes-Benz EQA Price
Mercedes-Benz Europe has released pricing for the EQA and it comes to 47 540.50 Euros, which is around R855 000. As for South African availability, it's unlikely we'll be seeing the Mercedes-Benz EQA on our roads any time soon. Fans of the 3-pointed star can look forward to the bigger Mercedes-Benz EQC SUV making landfall in 2021.
So you’ve got money that's burning a hole in your pocket and you're keen on buying a sporty modern-classic. Indulging your youthful spirit is all good and well, but, ever so often, by the time you can afford the car of your dreams, you usually crave in-car comfort too. Of course, a super-sedan is the answer – something with ample power, usable space, and a wonderful surround sound system (through which you’ll be blasting Classic FM, no doubt).
There are many special cars to choose from that offer varying levels of those desirable characteristics. However, you’ll be hard-pressed to find a more perfect vehicle for this application than a big-engined Mercedes-Benz – better yet, an AMG model, with its svelte interior and stonking performance.
Initially, the performance variant of the W203-generation was the C32 AMG sedan. It sported a silky smooth supercharged V6 and was rather quick, but it was by no means widow/er maker. It also suffered from a few mechanical foibles and was overshadowed by the inimitable BMW E46 M3.
Come 2005, the C32 was replaced by the C55, the latter replete with a 5.4-litre naturally aspirated V8 and extended nose (to accommodate the bigger V8 in the Benz's engine bay). Gone were the mechanical foibles, too, and the end result was one of the most manageable performance packages ever to have come out of Affalterbach.
It featured a plethora of desirable creature comforts too. In fact, the majority of C55s came equipped with a rather long list of features such as bi-xenon headlamps, rain-sensing wipers, satnav, electric rear blind, a Harman/Kardon sound system, 10-way adjustable front seats with electric rake- and reach adjustment for the steering column, climate control, cruise control and an auto-dimming rear-view mirror. It even had a device that few modern cars have anymore – a 6-CD changer. What more could one need?
How does it compare with its modern counterpart?
The C55 AMG replaced the C32 AMG and incorporated a raft of updates.
It would seem as though this recipe worked rather well for Mercedes-Benz. The current Mercedes-AMG C63 S is still selling up a storm even though its platform has been around for a while. It offers a similar sort of "fizz" to the C55 AMG, if you will, in the sense that you know that there is significantly more power under the bonnet than what you would ever need – that simple notion, in itself, stirs something within.
What the new vehicle lacks in cubic capacity (4.0- as opposed to 5.4 litres) it makes up for with the addition of 2 turbochargers. Of course, it is much faster, but that’s progress! The older car affords more feel through the steering wheel with its hydraulic setup, whereas the new car's electronically assisted system can be optimised through the drive modes. Nearly 10 years and a whole model cycle separate the 2 Benzes and, of course, the technology that goes into the W205 model differs hugely to what went into the W203, but the basic principle of a powerful V8 in a practical, comfortable sedan remains.
That’s not to say that the C55 isn’t advanced, however. Its gearbox featured Touch Shift and AMG SpeedShift technology. Put simply, SpeedShift operates in a “direct-drive” mode in 2nd to 5th gears, providing the sensation of a manual-equipped car during high-performance driving scenarios. It’ll automatically shift down during hard braking and prevent upshifts on sharp corners – it’s a clever system, for its age! What this translates to on the road are smooth and unobtrusive shifts when pottering around, but snappy shifts when you’re pushing on – it’s another nod to the theme of "fast, yet comfortable, transport".
How does it ride… Surely in an old Merc (squidgy) manner?
The Merc's of this generation were not meant to be the pinnacle of handling prowess that BMW was at the time.
If you’ve driven a contemporary Mercedes-Benz, you’ll immediately notice that the C55 gets down the road in a similar fashion to its successors. The ride quality is neither firm nor soft; it has "Goldilocks damping", if you will. The venerable Benz has an independent, 3-link front- and independent 5-arm multilink rear suspension, which is connected to the road via AMG-specific 18-inch double-spoke wheels that are 190-mm wide up front and 215 mm at the rear. Not only do the rims look the part – they allow for a decent amount of rubber at each corner to help absorb bumps and suppress NVH levels, to a degree.
Is the C55 really that much better than the C32?
Well, yes. A lot better, in fact. The C32 was sufficiently fast and made lovely noises, but rust was known to appear in its rear wheel arches. Having said that, by virtue of galvanisation, "tin worm" was less of a problem from 2004. A lot can be said for the concept of a big engine in a small car, but the 1st series-produced C-Class AMG merely set the scene for what was to come… The C55's package was all the more appealing than that of its predecessor because of its reduced complexity and undeniably brutish nature – we all love a howling 6 with a bit of supercharger whine, but it hardly compares to a free-breathing V8.
Behr gearbox coolers were fitted to all C55s in place of the troublesome Valeo unit found in the C32 – the latter had a tendency to give up the ghost and start mixing transmission fluid with coolant. That unwanted consequence would invariably lead to a gearbox and torque converter repair bill that could bring tears to your eyes. Speaking of which, the gearbox oil should be changed at around 90 000 km.
Oh dear, will it bankrupt me?
A simple formula means that the C55 wasn't prone to breaking, unless unmaintained or mistreated.
Unlike most German vehicles that are getting on in years, it actually won’t – there really is very little that can go wrong. One might find the occasional leak from worn breather pipes and, the fact that the M113 V8 uses 16 spark plugs is a bit of a nuisance (as is trying to get to them), but the lack of complexity and niggly faults is likely to be the biggest drawcard to those who are looking to add a C55 to their collection.
Will collectors, um, collect them?
Of the 630 000 W203s sold during the generation’s life cycle, only 4 000 were C55 AMGs. That’s less than 1%… The Benz is such an endearing thing, the likes of which we don’t see too often these days – a fast car that doesn’t look too fast, as opposed to a slow car that looks fast. It’s the sort of vehicle that appeals to those who value genuine performance over attention.
A minter should cost an arm and a leg, then?
The C55 AMG isn't yet on the collector's radar, so there are still a few bargains to be had on the 2nd hand market.
You’d think so, but C55 prices are actually incredibly reasonable. You’ll pay notably less for a clean C55 than you will an equivalent E46 M3, despite the E46’s cooling system, which is hewn from chocolate and the bearings, which are, in turn, fabricated from said chocolate’s foil wrapper. A cursory browse on Cars.co.za brings up 4 listings, all for less than R160k, all with around 145 000 km on the clock. The cheapest E46 M3 presents with 40 000 km more mileage, at around R40k more.
The Mercedes-Benz C55 AMG really is a modern-classic bargain – it’s fast, comfortable, rare and unsettlingly reliable. It’s for these reasons that I’m certain of its future credentials as a collector’s piece, so click on this link to find yours ASAP.
Porsche has revealed a more affordable version of its breakthrough electric vehicle, the Taycan.
This new entry-level model has a less potent battery pack and lower overall power output. But it is also rear-wheel drive, which should be a point of appeal, for Porsche traditionalists.
The new Taycan base model sits below the ‘4S’ derivative and uses a smaller 79.2 kWh battery pack. A single rear axle electric motor delivers 300 kW of power. The removal of the motor and the lighter battery pack mean the entry-level Taycan is just over 90 kg lighter than the Taycan 4S.
As with all things Porsche, there is an upgrade option. You can order your base specification rear-wheel-drive Taycan with a Performance Plus battery, that rates at 93.4 kWh of energy density. That boosts peak power from 300- to 350 kW.
The irony is that both the 300- and 350 kW Taycans both have a similar 0-100 kph benchmark acceleration time of 5.1 seconds, due to the mass burden of that larger battery pack on the 350 kW version.
Range is always an issue when considering a high-performance vehicle drawing its power from onboard batteries, and the base specification Taycan should manage 412 km on a charge. The Performance Plus variant ups that to 489 km. Those numbers are short of a comparable Tesla, with the Model S claiming a range of 647 km.
Porsche claims that its new rear-wheel-drive Taycans will recharge from 5- to 80% battery capacity in just under 23 minutes.
For those who believe that the best Porsches have always been rear-wheel drive, the new Taycan base model is an interesting offering. Priced at R2 222 700 it isn’t what one would call affordable, but compared to the 4S or Turbo, it offers a much lower price point.
The 420kW Taycan 4S retails for R2 586 000 whilst Porsche’s lead derivative, its 500kW Taycan Turbo, requires a significant R3 426 000 investment to secure ownership.
Porsche Taycan Pricing in SA (Jan 2021)
Porsche Taycan RWD – R2 222 700
Porsche Taycan 4S – R2 586 000
Porsche Taycan Turbo – R3 426 000
Porsche Taycan Turbo S – 4 027 000
Renault Kiger Concept Shown, Coming to SA (Update)
Renault has revealed the Kiger show-car which previews a new small SUV destined for India and other markets, including South Africa…
Update: Renault India released this teaser image of the new Kiger. The new vehicle is set to be revealed on the 28th of January 2021.
Renault’s crossover and SUV family is about to grow with the addition of the new Kiger and it will stand alongside current offerings such as the Triber, Captur and Duster.
The Kiger show-car measures less than 4 metres in length and gives us a good idea of what the production version of the Kiger will look like when it goes on sale in India and other markets from 2021. Renault says the Kiger will have a ground clearance of 210 mm which will be useful on gravel or for inner-city pavement hopping.
“The creative association of French and Indian designers was the best way to meet the needs and expectations of a clientele increasingly fond of style, dynamism and novelty. As with Triber, we are once again demonstrating our ability to innovate, by offering a new model with a dual personality, both urban and outdoor. Kiger Show-car is very close to the future production model,” said Laurens van den Acker, EVP, Corporate Design of Groupe Renault.
The Kiger is expected to reach South Africa in the second half of 2021.
However, being a show-car, the Kiger seen here has a few features that probably won’t make it to production, obviously, such as the green detailing, chunky 19-inch show wheels and the ‘Aurora Borealis’ exterior which changes according to the light and angle from you view it as well as fluorescent touches that serve to highlight elements such as the aluminium door handles, bumper inserts, strappings, logo contours and brake callipers. The Kiger show-car also boasts double-stage LED headlights and green turn indicators. The rear taillights feature a double-C motif which is likely to be carried over into the production version. The interior is likely to be similar to that offered in the Triber, but we have yet to see official interior images.
Our understanding is that the 1.0-litre turbopetrol will be updated with more power and torque for the Kiger and will eventually be introduced into Triber. Currently, the turbopetrol (which isn’t yet offered in SA) makes 74 kW and 160 Nm of torque. Figures for the version that will go under the bonnet of the Kiger are assumed to be 86 kW and 180 Nm, which makes it more in line with what competitors from Hyundai and VW are currently offering.
Will it come to SA? The answer is yes and based on current information from Renault South Africa, the Kiger is due to arrive in South Africa in the third quarter of 2021. Provided that Renault South Africa is able to price the Kiger competitively, it should sell very well.
Meet the finalists in the Compact Family car category of the 2020/21 #CarsAwards powered by WesBank!
Now in its 6th year, the #CarsAwards was conceived to be South Africa's definitive automotive awards programme and is backed, for the 5th year running, by the country's leading supplier of vehicle finance, WesBank.
With household budgets stretched to breaking point, the reasonably affordable modern-day family car has to wear many hats – from compact traffic dodger to spacious school-run specialist and even weekend getaway machine. Practicality and spaciousness are important considerations, but so are safety, technology, fuel efficiency and a modicum of lifestyle flexibility.
This category is guided by both eligibility factors and Pillars of Success.
Eligibility factors for this category include a list price between R350 000 and R450 000 (as of October 1, 2020) and pricing must include the cost of all necessary optional features to meet the eligibility criteria.
Eligible vehicles must be equipped with ABS, minimum of 4 airbags, electronic stability control (ESC), split-folding rear seats, service plan and air conditioning.
Pillars of success for this category include engine flexibility, fuel economy, space and practicality, design and quality appeal, comfort, and safety.
Visit www.carsawards.co.za for more information. In no particular order, the finalists are as follows:
Volkswagen T-Cross 1.5 TSI R-Line
Volkswagen won the compact family category at its first attempt in the 2019/20 #CarsAwards. With funky looks, spaciousness and a solid engine line-up, the T-Cross is one of VW and the segment’s top-sellers. For the 2020/21 programme, we’ve nominated the 110kW derivative.
In late 2018, the plucky Renault Duster was replaced by an extensively reworked model (with a fresher face and improved levels of build quality) to continue the rich legacy of its predecessor. Powered by a potent, yet extremely frugal, turbodiesel motor, the Duster is a strong candidate.
Kia has earmarked an assortment of SUVs for introduction in South Africa and the Seltos is the first of those new products. The stylish newcomer, whose line-up was recently bolstered by the addition of a turbodiesel-powered derivative, offers commendable levels of spec, plus great fit and finish. With this new punchy-yet-frugal motor, the Seltos isn’t here to make up the numbers.
Take a look at what new and facelifted products are due for introduction in South Africa from BMW in 2021!
BMW is expected to have a relatively quiet year in terms of new vehicle introductions but the models that are on the way are sure to ruffle a few feathers in their respective segments. Also, BMW is expected to expand upon its local electric vehicle (EV) offering with the addition of the iX3 SUV which will join the i3 electric hatchback in BMW’s electric offensive.
BMW will launch its 128ti premium hot hatch in South Africa soon. Fitted with a limited-slip diff, M Sport suspension and a 180-kW 2.0-litre turbopetrol motor, the 128ti is claimed to bolt from 0 to 100 kph in 6.3 sec and marks BMW's first serious stab at the traditional front-wheel-drive hot hatchback market. Although Mzansi won't get the full-fat 195 kW/400 Nm version as offered in Europe, the newcomer's outputs are almost identical to that of the Golf 8 GTI.
BMW fans can look forward to the arrival of the new M3 and M4 Coupe on local soil in the first half of the year. Whether you like the grille or not, you can’t dispute what’s lurking in the engine bay. Both the M3 and M4 are powered by a twin-turbocharged 3.0-litre inline-6 engine developing no less than 353 kW (or 375 kW in the Competition derivatives) while torque is pegged at 550 Nm and 650 Nm respectively. Standard versions are fitted with a 6-speed manual transmission while the Competition derivatives make use of an 8-speed M Steptronic transmission. Only the M3 Competition and M4 Competition are destined for South Africa which means we won’t get the choice of a manual transmission on local soil. Local specification and pricing details will be revealed closer to launch.
The new 4 Series Coupe arrived late in 2020 and the range will be bolstered with the Convertible and Gran Coupe in 2021. The list of powertrains for the 4 Series Convertible comprises 4- and 6-cylinder turbopetrol and -diesel engines mated with an 8-speed Steptronic automatic transmission (replete with ‘wheel-mounted shift paddles), although we anticipate that only the 420i, 430i and M440i xDrive will be offered in South Africa. As for the 4 Series Gran Coupe, a 3.0-litre turbocharged 6-cylinder petrol engine developing 275 kW and 500 Nm is expected in the range-topping M440i xDrive derivative and it's good for a 4.5 second run to 100 kph. A 2.0-litre turbocharged pertrol and diesel engine option is also likely. Look out for specification and pricing details closer to launch.
BMW’s facelifted 5 Series is due in showrooms very soon and whereas the line-up no longer has a 3.0-litre 540i derivative, marking the first time a 5 Series range won't feature a straight-6 engine in the Republic, it will gain the thumping M550i xDrive, which combines 390 kW of V8 muscle with all-wheel-drive traction. See specification and pricing details here.
The BMW M5 CS is due in SA this year and only 5 will be allocated to the South African market. We have known for some time that its engine would produce 467 kW, which is marginally higher than the M5 Competition’s 460 kW, as well as the fact the Clubsport would be 70 kg lighter than its sibling by virtue of incorporating numerous lightweight parts.
Those details have now all been confirmed, but the claimed performance figures of the super sedan, which is powered by a 750-Nm 4.4-litre twin-turbo V8 mated with an 8-speed automatic transmission, is nonetheless stupefying. BMW claims the M5 CS can bolt from standstill to 100 kph in 3 sec dead, from 0 to 200 kph in 10.4 sec and go on to an (electronically-limited!) top speed of 305 kph.
Based on the popular BMW X3, the electric iX3 will rival the Mercedes-Benz EQC and Audi e-tron. The iX3 is powered by a 5th-generation eDrive power unit consisting of a 210 kW/400 Nm electric motor, which is mated with an 80-kWh lithium-ion battery pack sending power to the rear wheels. BMW says that the iX3 will dash from zero to 100 kph in 6.8 seconds with a limited top speed of 180 kph. Range is claimed at 460 km from a full-cycle charge on the WLTP standard. Look out for more details closer to the iX3’s local launch!
