The Kia Carens is scheduled to launch in South Africa in 2025, with this crossover-styled 3-row MPV likely to arrive in facelifted form. Here’s what we know so far…
While Kia South Africa’s product plans for 2025 are headlined by the new Tasman bakkie, there’s another interesting model patiently waiting in the queue for a local introduction next year: the Kia Carens.
Yes, the South Korean automaker’s local division has confirmed to Cars.co.za that the Indian-built Carens is scheduled to launch in Mzansi at some point in the 2nd half of 2025. That timing lines up neatly with a recent Autocar India report that suggests production of the facelifted Carens will commence in May 2025.
Based on that, it seems highly likely our market will receive the as-yet-unrevealed refreshed version of this crossover-styled 3-row MPV rather than the pre-facelift model pictured here. So, expect updated exterior styling, tweaks to the cabin design and perhaps a few fresh features, too.
What do we know about the Anantapur-built Kia Carens? Well, back in August 2023, Kia SA quietly registered 2 units of the 4th-generation Carens, soon thereafter confirming to Cars.co.za these were brought in “for homologation, study and consideration”.
However, at the time, the company added that the Carens – a nameplate that was briefly offered in Mzansi in 2nd-generation form, before exiting the local market around 2009 – would “not be introduced” to South Africa. For whatever reason, that stance has now changed.
As a reminder, the current Carens was revealed at the end of 2021, built on a stretched version of the Seltos platform. Measuring 4 540 mm from snout to rump (so, slightly longer than the current Sportage), the 3-row family vehicle boasts a generous 2 780 mm wheelbase. Unlike its decidedly MPV-shaped predecessors, the KY-series Carens features a distinctly crossover-inspired exterior design.
In India, this model is offered in both 6- and 7-seater guise, pitched as a rival to the likes of the Suzuki Ertiga, Suzuki XL6 and Hyundai Grand Creta. It’s available with a choice of 1.5-litre engines, each driving the front axle: a naturally aspirated petrol unit (with a 6-speed manual gearbox), a turbopetrol motor (with either a 6-speed manual or a 7-speed dual-clutch transmission) and a turbodiesel mill (using either a 6-speed manual or a 6-speed torque-converter automatic cog-swapper).
Of course, powertrains, local specifications and indeed pricing have yet to be nailed down for South Africa, with more information likely to be released closer to this model’s anticipated arrival in the 2nd half of 2025. As an aside, before then we can also expect the facelifted Sorento and Carnival to make local landfall, likely in the opening half of next year.
Is the new Volkswagen Tiguan good enough to win back market share in the hotly contested family car/medium SUV segment? Jacob Moshokoa reviews it.
It’s fair to say that the legacy brands who have enjoyed market domination in South Africa for decades have never faced an onslaught of competition quite like the last few years, as a deluge of Chinese brands have captured significant market share in recent times.
The Volkswagens of this world have a proper fight on their hands as brand loyalty seems to become a thing of the past as South African consumers are seemingly pursuing value over the badge on the nose.
With this new Tiguan, Volkswagen has made a refreshing change…they’ve practically kept the price the same (or less!) than the outgoing model.
This represents a significant shift in the modus operandi of the legacy brands and it’s one that we welcome and we’re sure the South African consumer will too.
VW have also not been shy with the specification, another area where the Chinese brands tend to shine.
So, will this all work? Jacob Moshokoa reviews the new Volkswagen Tiguan for us, and we’ll keep an eye on the sales figures to find out.
Jacob Moshokoa takes the new Tank 500 and new Toyota Prado offroad for a comprehensive 4×4 test. He also takes a look at the cabins and features of these two family SUVs.
GWM has experienced remarkable success in South Africa and the Chinese giant has now made a bold move and launched its most expensive model yet, the Tank 500, a large luxurious 4×4 aimed squarely at the Toyota Land Cruiser and Ford Everest.
In this video, we consulted and drafted in a highly experienced 4×4 specialist to help us compare the cars on an offroad 4×4 course designed to thoroughly test these sorts of vehicles.
So this was our idea in a nutshell…two premium 4x4s, similarly priced, head to head, offroad! One key difference however is that while the Prado uses the tried and tested 2.8-litre diesel motor from the Hilux, the Tank features a thoroughly modern 2.0-litre turbo petrol hybrid drivetrain.
We also take a thorough look at the interiors of both vehicles and on-road comfort and fuel consumption.
David Taylor drove the top-end derivative of the Blue Oval’s popular double-cab at its local launch event in the Overberg. Here’s what he thinks of the bakkie.
The 3.0TD V6 double cab Platinum 4WD is said to be the most sophisticated and luxurious Ford Ranger ever. Could you say it’s the flagship? If you apply family-car standards to this apex leisure double cab, then yes, it’s “top of the range” because it has the longest list of standard features. Finish and klaar.
Strictly speaking, the 3.0T V6 double cab Raptor 4WD is slightly pricier than the Platinum, but bear in mind that the Raptor, which won its category in the 2023/24 #CarsAwards, has bespoke off-road racing suspension, bold looks and a howling twin-turbopetrol V6; it’s aimed at a very specific type of buyer.
What is a Ranger Platinum?
Some will argue the 3.0TD V6 double cab Wildtrak 4WD, with its iconic nameplate, muscular turbodiesel V6 and generous specification, is probably “all the double-cab bakkie you’ll ever need” – and they have a point. However, in a new-vehicle market where so many buyers forego luxury sedans, ‘wagons and even medium SUVs to embrace the double-cab life, the Platinum offers a tantalisingly high level of spec.
Visually, the Platinum is distinguished from its lesser siblings with a bold chrome-finished grille, distinct Platinum branding on the flanks and rear, as well as 20-inch alloy wheels wrapped in all-season rubber. There’s colour coding on the front bumper, side mirrors and door handles for that extra premium feel.
And if the myriad comfort and convenience features don’t lure customers in completely, the Ford Ranger Platinum, with its fixed sports hoop and shiny side rails, additionally damped tailgate, cargo management system and roof rails, sure looks the part. Sadly, an electrically operated roller shutter remains optional.
As far as tech is concerned, the Platinum is 1 of only 2 Ranger derivatives (the other being the Raptor) to feature Matrix LED headlamps; they are said to offer 30% more light on high beam, can swivel at low speeds (for better cornering visibility) and automatically prevent other road users from being blinded.
Inside, the Ford Ranger Platinum features quilted leather seats with contrast stitching; the front seats have heating and ventilation functions, as well as 10-way electric adjustment for the driver. Apart from a heated steering wheel, which will be a boon in the upcoming months(!), the newcomer is trimmed with Black Maple- (on the dashboard and doors) and aluminium inserts; there’s even an additional glovebox.
Tech-wise, the Platinum gets the Raptor’s large (12.4-inch) LCD digital instrument cluster, which can display a variety of themes, as well as Pro Trailer back-up assist, a 10-speaker B&O audio system, wireless charging, wireless Android Auto/Apple Carplay, a 400W inverter and 2 USB points for each row.
Suffice it to say the full array of safety features available in the T6.2 Ranger is present and correct here. Over and above extra airbags (taking the total to 9), the Platinum comes equipped with features such as adaptive cruise control, emergency autonomous braking, lane-keeping assist and autonomous parking.
Performance and Powertrain
The Ranger Platinum is powered by a 3.0-litre turbodiesel V6 engine that produces 184 kW/600 Nm and is mated with Ford’s 10-speed automatic transmission. It has an electronically controlled permanent 4-wheel-drive system that allows drivers to toggle between 4A, 4High, 4Low and 2High (RWD only).
What is the Ford Ranger Platinum like to drive?
The Ranger Platinum is unashamedly a luxury double-cab; whereas the Blue Oval sought to demonstrate the breadth of its bakkie’s off-road capability (and capacity to exceed an average user’s expectations) on previous media launch events, the launch route for the Platinum consisted mostly of tarred roads.
On the well-maintained roads in and around Grabouw and Pringle Bay, the Ranger didn’t feel markedly different to drive compared with its Wildtrak sibling, but that’s not meant as a criticism, because the current-gen Ranger has set a high benchmark as the finest-riding double-cab bakkie on the market.
As it happened, our concerns about some of that stellar ride quality (by double-cab bakkie standards) being eroded due to the fitment of large (20-inch) alloys and lower-profile (255/55) tyres to the Ranger Platinum were quickly allayed. Admittedly, the bakkie’s shiny rims and “skinny” tyres are not best suited for undertaking intensive 4×4 adventures, but that’s why Ford offers the off-road-oriented Wildtrak X.
Even though the newcomer’s on-road refinement is ultimately limited by its bakkie underpinnings (a body-on-frame architecture and leaf-sprung rear suspension), the Ford exhibited a level of ride quality on the national highway that was oh-so-close to that of a monocoque SUV – impressive stuff indeed.
Another thing we noticed was the road noise, or rather, the lack thereof. Whereas chunkier off-road tyres tend to generate an unpleasant rumble on coarse tarmac, this new wheel/tyre combo is far more hushed.
Unsurprisingly, the Platinum’s steering setup is much the same as in the Wildtrak (light and reasonably sharp), but the powertrain remains the biggest highlight of this package. The (also locally produced) turbodiesel V6 isn’t particularly free-revving, but its torque delivery is prompt and generous.
With peak torque (600 Nm) available from just 1 750 rpm, in-gear acceleration is plentiful and while the 10-speed auto ‘box shifts pleasantly smoothly, it does tend to hesitate in stop-start driving conditions.
How much does the Ranger Platinum cost in South Africa?
Included in this price is Ford’s 4-year/120 000 km warranty, 4-year/unlimited km roadside assistance and 5-year/unlimited km corrosion warranty. As a reminder, customers can purchase service or maintenance plans of up to 8 years or 135 000 km. For example, a 6-year/90 000 km service plan costs an additional R23 959.10 (March 2024). There are various warranty extension options too
With the introduction of the Platinum derivative, the already diverse Ford Ranger portfolio now caters for affluent urban-based buyers who want a bakkie that’s more upmarket than the Wildtrak (and may also be tempted by the bakkie’s Amarok cousin). Mid-range XLT derivatives may appeal to those who seek a moderately well-equipped double-cab, but at the summit of the Silverton-based brand’s bakkie line-up sits the Platinum: a comprehensively specced lifestyle bakkie with a highly desirable upmarket image.
Granted, the newcomer eschews a small degree of its off-road skillset (because of its handsome 20-inch wheels shod with 255/55 tyres), but we reckon its target market won’t be too concerned with that. Right now, the 3.0TD V6 double cab Platinum 4WD is South Africa’s most luxurious double-cab bakkie.
Is the range-topping BMW X2 M35i worthy of wearing an M badge? Jacob Moshokoa puts the premium crossover-coupe through its paces and gives his verdict.
When the first generation BMW X2 luxury compact SUV hit the market back in 2018, it received a lukewarm welcome from local buyers. With its focus on style rather than practicality, the X2’s appeal was restricted in a market offering a range of more practical, common-sense offerings.
Fast forward to 2024 and BMW has unleashed an all-new X2 and from the outside it looks significantly bolder than its predecessor. Importantly though, the new BMW X2 now has a larger footprint (it’s 194 mm longer and 21 mm wider). Importantly, it features a 22mm longer wheelbase, resulting in a more practical cabin for passengers and luggage. In fact, the load bay offers 560 litres of space, an increase of 90 litres over the previous generation X2!
Is the new BMW X2 worthy of an M badge?
So, the new X2 M35i has visual appeal and enhanced practicality but is its performance worthy of an M badge? Jacob Moshokoa wanted answers and he put the X2 M35i’s turbocharged 2.0-litre turbopetrol engine to the test. With 233 kW and 400 Nm of torque mated to a 7-speed dual-clutch automatic transmission, the X2 M35i is capable of a claimed zero to 100kph acceleration time of 5.4 seconds with a top speed of 250kph.
With pricing as of August 2024 starting from R1 223 936, the new X2 M35i is significantly pricier than the outgoing iteration of the luxury compact SUV, but the question remains, is it worth your consideration or are you better off looking elsewhere for your kicks? Note that a more affordable X2 sDrive18i M Sport is also available from R879 738.
This video review will help you decide, watch the video!
Also, be sure to watch our New BMW X2 Walkaround Review published earlier this year for more insight into the X2’s improved practicality.
Francisco Nwamba and Jacob Moshokoa present an in-depth comparison between 2 new medium SUVs – the Ford Territory and Jaecoo J7 – both of which hail from China.
The Ford Territory (the successor to the Kuga) and Jaecoo J7 (the first model in SA of the Chery Group’s O&J division) are recent entrants to the family car segment. Both are built in China (yes, even the Ford) and feature loads of modern features at a price point that you might call “decent value for money”.
In this comparison, our presenters, compare the 2 newcomers in every department and pick a winner. In this comparison, Francisco first takes the ‘wheel of the Ford Territory, while Jacob pilots the Jaecoo J7.
The Jaecoo J7, by contrast, is very much a boutique offering that is designed to lure buyers away from premium brands’ crossovers. It combines classic SUV cues with a tech-intensive (futuristic, even) cabin treatment. It may share a powertrain with the Chery Tiggo 7 Pro/Pro Max, but its execution is distinctive.
See how these family cars perform in terms of practicality, performance, rear seat- and load-bay space, what they are like to drive, and what sort of backup Ford and Chery / Omoda & Jaecoo SA offer.
The derivatives in this comparison – Ford Territory 1.8T Trend and Jaecoo J7 1.6T Glacier – cost R632 600 and R599 900 respectively (June 2024). We pick our winner, but which car would get your nod?
Ciro De Siena pits his 6.2-litre, V8-powered and naturally aspirated Mercedes-AMG C63 against the latest Mercedes-AMG A45 S. Which car wins? Is it even close
When the latest Mercedes-AMG A45 S arrived at the office, someone came up with the idea to race it against the W204 Mercedes C63 AMG we had parked outside. The thing is, that C63 AMG belongs to our presenter, Ciro De Siena. Luckily, he was on board!
And so we hired the Killarney Race Circuit, the quarter-mile drag strip specifically, and set up what has become one of our favourite drag races ever produced.
We hope you enjoy watching this as much as we enjoyed making it! And, of course, please engage with us in the comments and on our social media channels!
The Renault Megane RS 300 Trophy will be the last hot Renault as the French brand goes electric. Ciro de Siena gives the model one last blast on one of his favourite driving roads.
Renault’s hot hatch arm, Renault Sport will cease to exist as the brand enters an electric future. From the early 2000s, Renault Sport upped the hot hatch game with some incredible specimens that often wiped the floor with the competition in the front-wheel-drive handling stakes.
As the game moved on, so the hot hatch goalposts moved with it and AWD super hatches from Merc, VW and BMW became the hot ticket items that ruled the hatchback world.
Renault stuck with its front-driven philosophy and continued to make cars that were thrilling to drive and defied the laws of physics at times.
The Renault Megane RS Trophy is one of those cars, and one Ciro decided to take to one of his favourite roads and give it a good hammering. Watch as he decides if this might just be the best hot hatch ever.
The petrol-electric flagships of the GWM P500 and its 7-seat SUV equivalent – the GWM Tank 500 – may cost R1 million and beyond, but they come equipped with enough luxury features to make SA’s other luxury bakkies blush, writes Calvin Fisher.
In 2024, GWM launched a new pair of heavy hitters – the GWM P500 double cab and GWM Tank 500 – in a near-perfect setting – the Garden Route – and, well, they arrived with a proverbial thud! I will cut through all the double-speak and rigmarole and give you the most direct anecdotal comparison I can…
The GWM (P-Series) P500 and Tank 500 are to each other what Ford’s Ranger is to the Everest; what Toyota’s Hilux is to the Fortuner; what Isuzu’s D-Max is to the MU-X. The former is based on the latter – the P500 is a ladder-frame-based full-sized pickup and the Tank 500 is its 7-seat Adventure SUV sibling.
And, while neither are as large as the giants that roam the United States (think Ram 1500, Ford F-150 and Toyota Tundra – no name a few examples), the GWMs are notably larger than the aforementioned bakkies and SUVs that prowl the asphalt- and gravel road networks of our beloved Republic.
Who would have guessed that when our collective Government Agent-style fantasies finally came true, we’d have a Chinese automotive manufacturer to thank for it? One would most certainly be petrified at the prospect of having half a dozen of these, all clad in black from rim to roof, roll up on the driveway.
It’s a numbers game
Men in black fantasies aside, there’s a lot to unpack here. Such as how GWM does, as a matter of fact, have way more equity in the game of producing 4x4s than you think. And it’s via this not-so-humble flex, that Great Wall Motor SA has attached similarly monolithic sticker prices to the P500 and Tank 500.
GWM is number one in China and has been producing pickups for more than 3 decades. That’s more skin in the game than Volkswagen and Mercedes-Benz combined, Peugeot too… unless you really start delving back into history at the odd rarity (or rare oddity). Yet, even armed with these lofty credentials, you might be as staggered as we were at the price tags of the pair of new Chinese offerings.
Before you do, perhaps I should drop some clues to the Tank 500’s specification: the roughly 2.5-tonne behemoth propels its enlarged frame with a hybridised 2.0-litre turbopetrol engine; the sheer amount of technology and gear on board is enough to make your IT manager shudder in awe – and tremble in fear.
Would you play it safe and land somewhere in between the Everest and Fortuner’s price points? Would you recoil in horror at the notion that an Adventure SUV produced in China costs R1 million? But no, you would, in fact, be quite modest with your estimation, seeing as the GWM Tank 500 2.0T HEV Ultra Luxury 4×4 has a stratospheric R1 222 900 price tag, which positions it just R50k shy of the new Toyota Prado.
What then of the P500 double cab, you may ask? Well, thankfully, there’s a range of variants to choose from; prices start from R799 900 and top out at R999 900 (for the 2.0T HEV Ultra Luxury 4×4, in which you’ll encounter an extensive list of mod cons and extra features to humble a flagship Hilux and Ranger).
And for scale, the GWM P500 is 120 mm longer than the Hilux and 75 mm longer than the Ranger. It’s 135 mm wider than the Toyota and 73 mm broader than the Ranger – and taller than both.
How much does the GWM P500 cost in SA?
And what you may lose out in potential aftersales security, GWM has mitigated with a commendable 5-year/75 000km service plan and 7-year/200 000 km warranty with 7-year roadside assistance. For the HEV model, GWM includes an 8-year/150 000 km “high-volt(age) warranty”.
Now that we’ve established that both new vehicles can be had for a great deal of money, let’s discuss what your fortunes get you.
We tested both the flagship P500 and the solitary Tank 500 variant (both of which feature hybrid powertrains) so that we could experience the full effect of their 255 kW and 648 Nm of torque.
Those outputs are derived from a 2.0-litre turbopetrol engine in combination with a 9-speed hybridised auto transmission. A hybrid battery helps both HEVs achieve an 8.3-sec sprint from zero to 100 kph, which is impressive… considering there’s still a mere 4-pot at the heart of these obelisks on wheels.
International Tank 500 model shown.
The P500 will later receive a robust alternative powertrain in the form of a 135 kW/480 Nm 2.4-litre 4-cylinder turbodiesel paired with a 9-speed auto. It will be available in Luxury and Super Luxury grades.
The P500 and Tank 500 have respective party tricks, with the bakkie featuring a pretty nifty split tailgate, which is great for forklifts and general access. Like the P-Series (P300), it also remains the only double-cab in SA that can park itself, thanks to some clever driver-assistance systems, as well as Level 2 ADAS.
The Tank 500, in turn, gets an equally impressive ability to automatically retract its side steps, and a spare wheel located on its horizontally opening tailgate.
Hop aboard either and you’ll encounter a very similar cabin – and near identical controls, each dominated by a larger-than-life 14.6-inch touchscreen infotainment system. Where the GWM P500 favours dark plastics, its Tank 500 sibling boasts a more retro aesthetic with wood trim and an analogue clock.
Nappa leather abounds in both vehicles, with triple-zone climate control across multiple rows keeping driver and passengers cooled (or heated) to exacting standards. All seats are heated and cooled, with the front occupants being further treated to extensive massage functions. There’s a lot to love here!
There’s also a lot that can go wrong
This is the cynical bit, so I’ll keep it brief and polite. As we see our beloved four-wheeled sources of vehicular transport grow ever more digital, and being over-engineered to higher levels, it’s only common sense to be wary of the potential problems that tend to accompany this sort of automotive “progress”.
We live in an era in which vehicle components are repaired less and replaced more, with components growing in size and complexity. Once we breach that R1-million mark, it’s only natural to worry more about what life will be like when things go wrong, which they will, one day. What then of resale value?
Even if our 2-day, 500-km evaluation of the P500 and Tank 500 (on some spectacular dirt and tar roads) were completely incident-free, I still have mild reservations about recommending these new GWMs. A few minor gremlins did rear their heads, such as a tailgate that wouldn’t always open the way it should.
The performance figures may look impressive, but the hybrid power unit felt somewhat breathless when ascending inclines. At other times, the HEV felt quite punchy, especially on flatter sections and downhills, where it would barely scrub off momentum as we weaved through natural chicanes and switchbacks.
Still, the P500 HEV and Tank 500 were awfully fun to pilot – they offer numerous drive modes, including Drift Mode and Off-road Racing. Because of all the “fun” that we had, the hefty GWM test units’ indicated fuel consumption figures rivalled those of comparable 6- or 8-cylinder vehicles during the trip.
But, in defence of our high-18 L/100 km returns, we were pushing some serious tin along the Outeniqua and Phantom Passes – they’re epic slivers of road that downright encourage a heavy right foot.
The Tank 500’s price includes a 7-year/200 000 km warranty (plus 8-year/150 000 km coverage for the hybrid battery), as well as a 5-year/75 000 km service plan.
The GWM P500 and Tank 500 models have me vexed. They challenge that adage of “being worth more than the sum of (their) parts”. Both models are appointed to the rafters with ambient lighting, panoramic roofs, heated helms and smartphone connectivity, Harman Infinity audio and a host of safety acronyms.
They might have the most impressive luxury feature lists offered in the local bakkie and Adventure SUV segments. Ever. But R1 million or R1.22 million might still be more than you should be willing to part with.
The Audi RS6 Avant costs over R2 million but offers supercar levels of performance in a spacious wagon design. Is this a worthy alternative to the SUV trend? Jacob Moshokoa puts the RS6 Avant to the test!
The Audi RS6 Avant is powered by a 4.0-litre V8 bi-turbo engine that offers 445 kW and 850 Nm of torque in this Performance version, which also includes the increased top speed option allowing it to reach 305 kph.
In this Audi RS6 Avant video review, Jacob Moshokoa drives one of his hero cars, comparing it with the previous generation RS6 while considering if the new model is worth the extra money.
One of his favourite things about the new Audi RS6 is the sound, which Audi has configured to provide more driving delight than ever before.
