Chinese-owned brand LDV is set to launch in South Africa in May 2024, announcing its arrival with a range of T60 double-cab bakkie derivatives, including a 160 kW flagship…
Chinese-owned brand LDV has officially announced plans to enter the South African market, saying it will kick off its local activities with the launch of a range of T60 double-cab bakkie derivatives in May 2024. SUVs and vans (and perhaps other bakkie derivatives) are set to follow at a later stage.
So, what do we know about LDV? Well, the company traces its roots all the way back to 1896, when it was founded in the United Kingdom. In the late 1980s, the marque transformed into Leyland DAF Vehicles (hence the LDV initialism), before becoming a wholly owned subsidiary of China’s SAIC Motor in 2010.
The flagship LDV T60 Max.
Current LDV products in fellow right-hand-drive market Australia include the aforementioned T60, along with the D90 SUV, the Mifa people-mover and various delivery vans. For now, however, the only nameplate confirmed for Mzansi is the T60.
Interestingly, though, a couple of LDV products are technically already on the local market, though wearing the Maxus badge. These include the Maxus eDeliver 3 (available in chassis-cab and panel-van form) and the Maxus T90 double-cab bakkie, both of which are fully electric. LDV South Africa, however, looks set to concentrate on internal combustion engines – at first, anyway.
The LDV T60 Pro.
In fact, the company promises it will offer a “comprehensive model line-up”, starting with a selection of T60 double-cab bakkies. LDV says these models have already completed a “rigorous local testing and approval cycle, including full homologation”. From what we understand, the T60 range will include the T60 Max, T60 Pro and T60 Elite.
The LDV T60 Max looks set to employ a twin-turbodiesel 2.0-litre, 4-cylinder engine generating 160 kW and 500 Nm. A single-turbo version of this oil-burning motor will power the Pro and Elite variants, offering 120 kW and 375 Nm. The range will likely include both 4×2 and 4×4 configurations.
The T60 Elite, which looks to be the workhorse in the range.
LDV South Africa says it plans to offer a 5-year/200 000 km warranty and a 5-year/100 000 km service plan across the range. The local subsidiary, which will have its headquarters in Sandton, says a national dealer network is “currently being appointed”, with construction on the first LDV dealership in Sandton already complete. Meanwhile, a national parts distribution warehouse agreement is “nearing completion”.
We’ll keep our eyes open for more details on the T60 range, including the all-important factor of pricing, ahead of the local launch in early May 2024…
Though the Ford Fiesta ST is no longer in production, it remains a cracking compact hot hatch that enthusiasts crave. With prices on the used-car market having fallen to temptingly low levels, now’s the time to take a closer look at the 6th-gen Fiesta ST…
Remember when the archetypal hot hatch offered grin-inducing performance at an affordable price? Well, as carmakers have pushed the performance envelope – culminating in all-paw hyper hatches endowed with north of 300 kW – such models have become increasingly inaccessible. For many buyers, today’s hot hatchbacks are simply far too expensive. And that brings us neatly to the Ford Fiesta ST.
The world had to wait quite some time for the so-called Fiesta ST180, which went into production a considerable 5 years after the standard 6th-gen model had started rolling off the Blue Oval’s Cologne assembly line in Germany. But, as we’d soon find out, it was well worth the wait, with the hottest Fiesta quickly becoming the best bang-for-buck OEM hot hatch in the automotive market.
The ST went into production years after the Mk6 Fiesta’s debut.
For this 6th-gen Fiesta ST, Ford followed the traditional hot-hatch recipe, combining a front-wheel-drive configuration with a 6-speed manual gearbox and a sporty 3-door body style. While the Volkswagen Polo GTI and Renault Clio RenaultSport (RS) of the era moved to 5-door body shells and adopted dual-clutch automatic transmissions, the Fiesta ST resolutely stuck to what was a time-honoured formula.
In effect, the Blue Oval’s smallest hot hatch – which was, interestingly, also available in certain markets in 5-door guise – eschewed the “growing up” trend and was all the better for it, soldiering on as one of the very last to offer old-school hot-hatch thrills. It’s thus a shame the ST version of the 7th-gen Fiesta – featuring a 1.5-litre 3-cylinder turbopetrol motor – didn’t make it to Mzansi. And, of course, even more of a pity that the storied Fiesta nameplate was axed globally in 2023 (though it exited SA even before that).
Ford Fiesta ST in South Africa
The ST180 arrived in Mzansi in May 2013.
At the Frankfurt Motor Show in September 2011, the Dearborn-based firm unwrapped the Fiesta ST Concept. The production version of the pocket rocket followed at the Geneva International Motor Show in March 2012, with the first example rolling off the line in Germany in February 2013.
Not too much later (in May 2013, in fact), the Fiesta ST touched down in South Africa, billed as Ford’s “fastest and most dynamic small production performance car ever”. At launch, just a single derivative was on offer, with its 1.6-litre, 4-cylinder turbopetrol engine delivering 134 kW and 240 Nm of torque (the latter on tap from 1 600 to 5 000 rpm) to the front wheels via a 6-speed manual cog-swapper.
Fiesta ST 1.6 GDTi 6MT 3-door (134 kW/240 Nm)
The Fiesta ST’s claimed 0-100 kph sprint time was 6.9 seconds, with its top speed limited to 220 kph. Ford listed a combined-cycle fuel economy figure of just 5.9 L/100 km (best of luck achieving that, though).
The only options available were metallic paint, rear parking sensors and an uprated Thatcham alarm (as opposed to the standard perimeter alarm with double dead-locking). Exterior colour choices were limited to Race Red, Frozen White, Molten Orange Metallic, Spirit Blue Metallic and Panther Black Metallic.
Just 160 units of the ST200 were sent to South Africa.
Though the Fiesta ST200 was revealed in February 2016, this swansong derivative made local landfall only in May 2017, commanding a tantalising R14k premium over the standard ST. In Mzansi, the ST200 was marketed as a “special edition”, with just 160 examples set aside for our market – each finished in model-specific “Storm Grey” metallic paint (detractors quipped that it closely resembled a primer coat).
In ST200 form, the 1.6-litre EcoBoost motor had its peak outputs hiked to 149 kW and 290 Nm. In addition, a further 11 kW and 30 Nm were available “for up to 20 seconds” thanks to the lively 4-pot’s transient overboost function. Making the most of the 6-speed manual gearbox’s shorter final drive ratio (which was cut from 3.82 to 4.06), the Fiesta ST200 was said to be capable of hitting the 3-figure-kph mark from standstill in a claimed 6.7 seconds, before topping out at 230 kph.
The ST200 was available only in Storm Grey metallic paint.
Moreover, the ST200 gained tweaks to its power-steering system as well as upgraded suspension, the latter including a rear twistbeam with 27% more roll stiffness, an increase in diameter for the front anti-roll bar (from 19 to 21 mm) and new damper specifications for “better impact absorption”. Though the Ford Motor Company of Southern Africa (FMCSA) didn’t ever make any official announcements on the matter, it’s believed that this suspension configuration was inherited by the standard ST derivative (exactly when, however, is unknown, but most estimates put it as early as mid-2015 production).
According to our info, FMCSA removed the standard ST and ST200 from its range in July 2018, shortly before surprising all and sundry with the news that the 3-cylinder 7th-gen Fiesta ST would not be offered in Mzansi (ostensibly due to fuel-quality concerns). And that was the end of the Fiesta ST in SA…
What are the advantages of a Ford Fiesta ST?
Was there a more entertaining option in the segment at the time? We think not.
Fantastic fun to drive: In our opinion, there was nothing in the B-segment hatchback market that offered a more entertaining driving experience than the dynamically gifted 6th-gen Fiesta ST. Boasting quick steering, a positive gearshift action and superb mid-corner poise (thanks to its well-sorted chassis and a clever torque-vectoring control system that helped to minimise understeer), the playful ST-badged Fiesta was undeniably the segment’s superior “driver’s car”.
Although it was not the most powerful model in its class, the Fiesta ST punched well above its weight; consider the facelifted Polo GTI (released in 2015) offered 141 kW from its 1.8-litre engine, while the 4th-gen Clio RS made 147 kW in standard guise and 162 kW in 220 Trophy form. That said, it’s worth noting even the stock ST benefitted from a nifty overboost function, which briefly boosted torque by 50 Nm.
The SA-spec ST was generously equipped as standard.
Well equipped as standard: Since just a single trim level was offered at launch (while certain other markets had ST1, ST2 and ST3 grades), the SA-spec Fiesta ST was well equipped as standard – particularly considering the price. The list of features included keyless entry, 6-way adjustable Recaro front seats, a 3-spoke leather-trimmed steering wheel, climate control, cruise control, a 6-speaker Sony audio system, LED ambient cabin lighting, an electro-chromatic rear-view mirror, automatic headlamps, rain-sensing wipers, heated side mirrors and 17-inch alloy wheels (wrapped in 205/40 R17 tyres).
Meanwhile, the safety kit included 7 airbags, ABS with EBD, 3-mode electronic stability control, hill-launch assist and ISOfix child-seat anchors for the rear outboard seats. There were also plenty of ST-specific features, including a full body kit (including that cheeky rear spoiler), a 15 mm lower ride height, ST-branded sill plates, dual chrome tailpipe extensions and alloy finishes for the pedals and gear knob.
The ST200 gained even more standard kit.
The Fiesta ST200 added matte-black 5-spoke 17-inch alloy wheels (framing red brake callipers), LED taillamps, heated (partial-leather) Recaro front seats, dual-tone seatbelts, illuminated scuff plates, rear privacy glass, a reverse-view camera and the requisite smattering of ST200 badges.
Huge bang for buck: The Fiesta ST was not only well equipped, but also delivered massive bang for its buyer’s buck. For much of its local lifecycle, Ford’s baby hot hatch undercut its rivals – some of which were admittedly fitted with (typically more costly) dual-clutch transmissions – offering not only a more entertaining drive, but also far stronger value. That trend continues in the used market today.
What are the downsides of a Ford Fiesta ST?
Certain versions of the ST’s engine were part of a wider safety recall campaign.
Recall for engine fire risk: You’re probably familiar with the widely reported Kuga fire scandal, but you may not know that Ford’s related safety recall campaign was extended to include the Fiesta ST’s motor in March 2017. According to a statement by the Blue Oval, insufficient coolant circulation could cause the engine to overheat, resulting in a crack in the cylinder head, which could, in turn, lead to a pressurised oil leak. This oil could then come into contact with a hot engine surface, increasing the risk of a fire.
FMCSA said that the safety recall included approximately 1 078 units of the Fiesta ST (examples produced between September 2012 and December 2014). So, depending on the model year, check whether the vehicle was taken in for the applicable hardware and software upgrades. In addition, we should point out that we’ve heard of a few (local) instances of ring-land failure on this engine as well.
Low-speed ride comfort was not a strong point of the 6th-gen Fiesta ST.
Brittle low-speed ride: Though you might argue we’re being a touch unfair by calling out a hot hatch for its less-than-stellar ride comfort, we feel compelled to point out that the Fiesta ST’s low-speed ride was a trifle brittle. However, the suspension enhancements made to the ST200 (and later implemented on the standard version) resulted in a slight but certainly noticeable improvement to pliancy over rougher roads.
Driving position and dated cabin: While the Fiesta ST’s figure-hugging Recaro driver’s seat offered terrific lateral support, it was sited a smidgen too high for most tastes. The pilot’s perch was indeed equipped with height adjustment, but in practice it “pivoted” rather than moved straight up or down, making it tricky to dial in the perfect driving position.
Note the button-heavy panel below the small display.
Furthermore, just like the standard Fiesta, the ST’s cabin quickly became dated. Compared with the displays in most rivals, the 4.2-inch TFT infotainment screen (running the overly fussy SYNC 1 system) was tiny and positioned above a cluttered, button-festooned centre console.
There were also plenty of hard plastics (far more than in the Volkswagen Polo GTI of the era, for example), though these were at least quite hard-wearing. Thankfully, despite its 3-door body style, the Fiesta ST was relatively practical, with its luggage compartment able to handle a claimed 276 litres (while also housing a space-saver spare wheel).
How much is a used Ford Fiesta ST in South Africa?
The ST200’s service intervals were 15 000 km (as opposed to the standard model’s 20 000 km).
The purchase price of the Fiesta ST included a 4-year/120 000 km warranty and a 4-year/60 000 km service plan, with intervals required every 20 000 km – or, interestingly, 15 000 km in the case of the ST200. Note that this 1.6-litre EcoBoost turbopetrol engine used a timing belt (rather than a chain), which Ford recommended be changed every 7 years or 100 000 km.
At the time of writing, more than 40 examples of the Fiesta ST were listed on Cars.co.za. Interestingly, 34% of listings were from the first 2 model years (2013 and 2014), with 2017 next on 28%. Mileages ranged from 50 000 km on a 2017 ST200 to 190 000 km on a 2014 ST. A further 9 examples showed more than 150 000 km on their respective odometers.
Below R150 000: Slim pickings below the R150 000 mark, with just a single example listed in this space at the time of writing. Unfortunately, this 2013 unit’s seats looked worse for wear, while it wore aftermarket items such as larger alloy wheels and tinted taillamp lenses.
From R150 000 to R200 000: Nearly 60% of all Fiesta ST listings were positioned between these pricing bookends, with every model year bar 2018 represented. We found 3 examples here with less than 75 000 km on their respective clocks, along with 8 units showing more than 150 000 km.
From R200 000 to R250 000: Though there were somewhat fewer options here, there was a definite bias towards the final 2 model years. Mileage, too, tended to be lower, though we still noted several examples riding on aftermarket rims. Clued-up buyers could certainly find a bargain here.
R250 000 and up: Spending upwards of R250 000 should get you into a late model-year ST with relatively low mileage, but be aware we found just 8 listings above this point. The most expensive example was the only ST200 listed, a 2017 model with 50 000 km on the clock and priced at R339 950 (a whisker above the R339 900 retail price this model commanded at launch in May 2017).
Which Ford Fiesta ST derivative should I buy?
Unfortunately, it’s not easy finding an ST200 on the used market.
Since just a single Fiesta ST derivative was on offer over most of the nameplate’s 5-year local lifecycle (with examples of the limited-run ST200 proving exceedingly difficult to find on today’s used market), there are no complex decisions to be made here. In fact, all we’d suggest is leaning towards later model-year cars that benefitted from the suspension upgrades. That said, the first prize remains a clean ST200.
The Fiesta ST also had a reputation for being highly tuneable, with popular modifications including everything from lowering springs and short shifters to induction kits, aftermarket downpipes/exhausts and software updates. As always, we’d strongly recommend sticking to stock-standard vehicles.
On a related note, here’s the obligatory caveat about buying a 2nd-hand performance car: bear in mind that hot hatches such as the Fiesta ST tend to be driven extremely hard, which makes evidence of regular and fastidious maintenance all the more important. Buyer beware.
Is the Ford Fiesta ST a good used buy?
The Fiesta ST faced a handful of interesting competitors.
Whereas today’s B-segment hot-hatch class is decidedly light on contenders, the Ford Fiesta ST faced a few interesting rivals in its day. A fan favourite in Mzansi was the Typ 6RVolkswagen Polo GTI, which was initially offered in twin-charged 1.4 TSI form (132 kW) and then later in facelifted 1.8 TSI guise (141 kW).
There were also RS versions of the Renault Clio 4 (including the RS18 special edition and range-topping Trophy), as well as Opel’s 141 kW Corsa OPC (don’t forget the limited-run 154 kW Nurburgring Edition). The German firm’s B-segment hot hatch, however, was put out to pasture locally as early as 2015.
In SA, the ST (and ST200) were available in 3-door guise only.
The highly underrated 147 kW Peugeot 208 GTi, meanwhile, was axed in South Africa during the opening half of 2017. Buyers might also have considered the somewhat pricier F55-gen Mini Cooper S (141 kW) and perhaps even the brawnier Audi S1 (170 kW). The naturally aspirated AZG-gen Suzuki Swift Sport (100 kW), however, was perhaps a little short on power to trouble the Fiesta ST.
As an aside, buyers combing through SA’s new-vehicle market for B-segment hot hatches will find very few options. The most obvious is the Kariega-built VW Polo GTI (which now makes 147 kW, but is offered in DSG guise only), while the all-paw Toyota GR Yaris – complete with 3 doors and a manual gearbox – churns out a whopping 198 kW… but will cost you more than R850 000. The outgoing Mini Cooper S is also still around (just), while the current-gen Swift Sport remains a warm-, rather than hot, hatch.
The ST continues to offer strong value on the used market today.
That means there’s nothing with the sort of hot-hatch purity – nor accessibility – of the Fiesta ST. While that’s a great pity, it also makes us appreciate Ford’s visceral little hot hatch even more.
By delivering a refreshingly analogue driving experience in an increasingly digital automotive world, the Ford Fiesta ST continues to offer tremendous “bang for buck” as a used buy.
Providing more grins per kilometre than most performance vehicles many times its price, the Fiesta ST was our favourite B-segment blaster when new and remains our pick on the used market today. This fast little Ford was one of the last old-school B-segment hot hatches – and, fittingly, one of the very best.
Honda Elevate Video Review: Is Honda back in the game with this new SUV?
Keen on the new Honda Elevate? Jacob Moshokoa breaks down all the details in this video review, give it a watch!
The Honda Elevate SUV has just arrived in South Africa. This 5-seater SUV effectively replaces the old Honda WR-V that wasn’t a particularly big hit on the local market. Is the Honda Elevate worth buying? Jacob Moshokoa digs into the details of the new car looking at the price, value for money, practicality and if the 1.5-litre engine is any good.
There are numerous competitors to the new Honda Elevate, including the new Chinese SUVs such as the Chery Tiggo 4 Pro and the Haval Jolion. But how does it stack up against the likes of the Hyundai Creta, Suzuki Grand Vitara, Toyota Urban Cruiser or the Kia Seltos, just to name a few? Let us know what you think in the comments below.
Audi SA launches more Urban & Black Edition variants
Following the successful launch of Black Edition derivatives of the A4 and S4 sedan last year, Audi South Africa has extended its “special variant” line-up by rolling out Urban and Black Edition versions of several of its core models.
After some intensive research into the optional extras that South African consumers select most often, Audi South Africa has extended its “Black Edition” portfolio to incorporate several of its core models.
The move sees the introduction of Q2, A3 and Q3 Black Edition variants, as well as Q2 and A3 Urban Edition derivatives. Later, towards the middle of this year, Black Edition versions of the A5/S5 and Q5/SQ5 ranges will also become available.
As the naming suggests, Black Edition cars offer black trim detailing, among other popular local options, such as sunroofs and S line specification. This strategy has allowed Audi to streamline its ordering process from Germany, and also to negotiate better pricing.
The Urban Edition derivative of the Audi A3 Sedan.
Furthermore, a key aspect of the special edition roll-out has been the finetuning of the financial offers it can present to customers. “That’s where the specially crafted Audi Assured offers for these models are really compelling,” said an Audi South Africa spokesperson.
Specification Details
Audi Q2 35 TFSI 110kW S tronic Urban Edition
Connectivity package
Panoramic glass sunroof
Parking aid Plus
Leather/leatherette seats
Matrix LED headlights
Lane departure warning
Audi virtual cockpit
18-inch alloy wheels
Comfort package
4-way lumbar support
Seat heaters
Electric tailgate
Storage package with 2 rear USB ports
Audi Q2 35 TFSI 110kW S tronic Black Edition
In addition to the standard features on the Q2 Urban Edition, the Q2 Black Edition offers:
Flat-bottom steering wheel
Black styling package
Black mirrors and black sideblades
19-inch alloy wheels
Sports suspension
Black rings
Audi A3 Sportback and Sedan 35 TFSI 110kW S tronic Urban Edition
Audi sound system
Sunroof
17-inch alloy wheels
Upgrade package
Full LED headlights
Auto-dimming mirrors
Rear park distance control
2-zone climate control
Audi A3 Sportback and Sedan 35 TFSI 110kW S tronic Black Edition
Over and above the standard features on the A3 Urban Edition, the A3 Black Edition variants offer:
S line exterior and interior
Black styling package with black rings
Contour ambient lights
Leather/leatherette
Sports steering wheel
Sports package
18-inch alloy wheels
Black styling package
Black mirrors
Audi S3 Sportback and Sedan quattro S tronic Black Edition
Adaptive chassis control
19-inch alloy wheels
Sunroof
Black styling package with black rings
Matrix LED headlights
Bang & Olufsen sound system
Fine Nappa leather
Contour ambient lights
Comfort key
Electrically adjustable front seats
Park assist with Parking aid Plus
Technology package
Audi connect
Virtual cockpit plus
MMI navigation
USB ports in the rear
Audi Q3 SUV and Sportback 35 TFSI 110kW S tronic Black Edition
Black styling Plus and black mirrors
Panoramic glass sunroof
Parking aid Plus
Door armrests in leatherette
Comfort key
Comfort package
Electric tailgate
Electrically adjustable front seats
Front seat heaters
4-way lumbar support
Sports package
Sports seats
Black headlining
Flat-bottom steering wheel
19-inch alloy wheels
How much do the new Urban & Black editions cost in SA?
All prices include a 5-year/100 000 km Audi Freeway Plan service and maintenance plan.
Meanwhile, these newcomers to Audi South Africa’s line-up are offered in conjunction with Audi Assured guaranteed future value (GFV) vehicle-finance agreements. The GFV of each of these special-edition derivatives is established at the beginning of the contract term, giving buyers peace of mind in knowing the value they can receive for the vehicle of choice at the end of the contract term. Audi Financial Services also offers insurance options tailored to customers’ specific requirements.
Hyundai plotting Creta-based small bakkie – report
Hyundai is reportedly developing a new small bakkie that is expected to be based on the Creta. Here’s what we know about this rumoured unibody pickup so far…
It’s an idea the South Korean automaker has flirted with before and now it appears to be firmly back on the table. Yes, Hyundai is reportedly developing a new small bakkie based on the Creta.
According to Brazilian website Mobiauto, sources within the company have confirmed that development of a new Creta-based contender is well underway, with the newcomer set to be positioned below the Tucson-based (and likewise unibody) Santa Cruz.
The concept from 2016 was based on the original Creta.
As the publication points out, this is by no means a new idea considering Hyundai revealed a small bakkie concept (called the Creta STC – or “Sport Truck Concept”) at the São Paulo Motor Show way back in 2016. That show vehicle – which obviously didn’t ever make it to production – was based on the 1st-generation Creta, while the upcoming version looks set to borrow its underpinnings from the 2nd-gen model.
Mobiauto speculates that the new Creta-based small bakkie will be released in initial markets “in 2026 or 2027”, adding that the pickup version will likely borrow several components – such as the engine, front doors and much of the dashboard – from the SUV. What it will end up being called, however, remains to be seen.
Interestingly, Hyundai isn’t the only company seemingly eyeing a small unibody bakkie. Toyota, for instance, is said to be hard at work developing a new Corolla-based pickup, while Fiat has already confirmed its upcoming new Panda family of vehicles will include a small bakkie.
The rumoured Creta-based bakkie looks set to have plenty of competition.
Volkswagen, too, is thought to be putting the finishing touches on a fresh-faced unibody bakkie that could end up wearing the Udara badge. This model may well be related to the bakkie spin-off the German firm’s local division hopes to build at its Kariega facility right here in South Africa.
But back to the rumoured Creta-based bakkie. The big question for Mzansi, of course, is whether or not such a model will also be built in right-hand-drive form, considering it appears to be pitched at left-hand-drive markets in South America. On that front, only time will tell. We’ll keep our eyes peeled…
The iconic Mazda MX-5 offers an affordable entry point into the world of sports car ownership and has been putting smiles on enthusiasts’ faces for decades. We gather all 4 generations of the Japanese roadster for a group drive.
IMAGES: Wilhelm Lutjeharms
In series three of the iconic BBC Top Gear show presenter Jeremy Clarkson said that, in his view, in order to be a petrosexual, you must at some point in your life have owned an Alfa Romeo.
That is obviously open for debate, but I would like to turn that statement on its head and say that one should at least once in your life own a sportscar and, to be more specific a 2-seater drop top and, to discard any further ambiguity, an example of Mazda’s MX-5.
Most of us know that this has been the best-selling two-seater, drop-top sports car in history. What the Volkswagen Beetle did for general transport over several decades, the MX-5 has done for enthusiasts in nearly every country where they have been sold. Young or old, male or female, single or married, the MX-5 has always had an enduring appeal. Not to forget the enthusiasts who have tweaked these cars into proper track, race or gymkhana cars.
The MX-5 might have only been released in 1989, but since then it has evolved over four generations. As we found out, these four generations are different in a number of ways, but at the same time there is an evident and strong thread of similarity that runs through all four cars.
Four kind owners set their alarm clocks for a very early morning start as we headed from Stellenbosch to the Winelands town of Franschhoek to enjoy the mountain pass heading along Mont Rochelle Nature Reserve to drive and discuss this compact, but important, sports car.
Mazda MX-5 – it’s a family affair
It is always very illuminating to see two or more generations of the same model parked next to one another. You can climb behind the wheel of each, compare the seating positions, the trim, the size of the cabin, not to mention the exterior size of each car.
Expectedly the NA (the first generation) looks dainty, but to say it looks small compared to all the other generations will be incorrect. That might be the case with the first-generation Porsche 911 and the latest 992 generation – not in the Mazda’s case though. The beauty of what Mazda has achieved (or aimed for) with each generation is to keep true to the original concept. Although the NC (third generation) is the largest of the four, it is only marginally larger while the other three do look similar in size.
Time to drive each generation back-to-back and experience what each has to offer.
1st-gen Mazda MX-5 – an NA from 1991
Open the door with the tiny, chromed door handle and the cloth-upholstered seat is a welcoming touch compared to the usual leather seats we are mostly used to these days. There is an immediate compact nature to the car as it feels like you are wearing it, instead of just being seated in it. You are close to your passenger, there is only a very short bonnet in front of you and you are very close to the door. Turn around and the rear body area feels almost non-existent.
The cabin is beautifully plain. There are basic controls for the ventilation (non-air conditioning) system and a neat Momo three-spoke steering wheel. Importantly, to my left, a very short and wonderfully direct, stubby gear lever is perfectly positioned.
Turn the key and the modest 1.6-litre engine developing 85 kW and 135 Nm catches immediately. The sense the lightness is apparent the moment the wheels start turning.
Though over three decades old, there is an honest eagerness from the car. It might not offer the focus and raw experience of other brands, but the engine revs relatively easily, it changes direction as expected while the suspension offers a comfortable and plaint ride quality.
It is quite exciting to be able to see clearly right around you, especially with the roof lowered. Needless to say, it is joy to use the direct, and short throw five-speed gearbox.
It is the overall simplicity of the car itself as well as the driving experience that stands out – and in this case especially, the fact that it is still completely original. Talking of family affairs, Wamuwi, the owner of the MX-5, bought it from his father-in-law, keeping the car in the family.
2nd-gen Mazda MX-5 – an NB from 2002
Unveiled in 1997, the second-generation MX-5’s design moved away from the pure lines of the NA. At the rear is a small integrated spoiler and gone are the iconic pop-up lights.
Although the NB weighed around 100 kg more than the NA, it still stayed true to the original concept, particularly when compared with other compact sports cars from the era, of which there were not that many. The updated cabin now had a modern sound system with a CD player (remember those!), and was marginally more luxurious, but still simple in its general execution.
Andrew, the owner of this car, has done what hundreds of fellow enthusiasts have done: he has customised his car to suit his personal preferences. As can be seen in the pictures, this includes, to name a few, different wheels and coil-over suspension that has been fitted on all four corners. This has also lowered the car by around 50 mm.
With a fixed and colour-coded hard top, this particular NB looks the sportiest of the four cars on our test day. His plans for this NB become even clearer when you open the driver’s door. Behind the steering wheel is a Bride bucket seat. I’m not the widest person around my hips, but it was a tight fit even for me. However, I’ve always been a fan of these seats – they truly connect you directly with the car.
Through the first few corners, I can immediately sense that the NB, especially with the upgraded hardware, feels more planted and quicker to turn into corners. There is notably less body roll than in the NA, but at the same time, it still rides well. The engine is punchier (107 kW/168 Nm in standard specification) and it is past 5 000 rpm where the power and fun can be had.
The steering feel is also good and you sense that you will quickly be able to learn the limits of the car and be able to drive it to its limit – it simply encourages you to do that!
3rd-gen Mazda MX-5 – an NC from 2009
Johan, the owner of this low-mileage NC (just over 80 000 km) quickly points to the fact that fellow MX-5 enthusiasts often make fun of the NC as it is the largest and heaviest (around 1 100 kg) of the 4 generations of Mazda MX-5.
Somehow it matters little, because there are a number of other benefits. The cabin is marginally roomier and again there is a step up in terms of technology and features, but at the same time it is relatively “minimalistic”. Thankfully, the short, stubby gear lever remains while the tanned seats give a contrasting element to the black hue of the remainder of the cabin.
More important is the seat-lowering kit which the owner installed, allowing you to sit closer to the floor. At 1.87-metres tall that makes a notable difference to me and the result is that you also feel more in control of the car. A slight increase in engine performance (now up to 2.0-litres) to 118 kW and 188 Nm, helps to hide the increase in weight versus the NB.
It is only after a few corners that you can sense that the NC is marginally heavier. However, you would really need to drive the car close to the edge of its capability for the weight difference to play a part. The other side of the coin presents a level of polish to the car that is lacking in the first two generations. I feel as if I will be able to cover longer distances and stay behind the wheel longer than in the other two cars, which is a pretty feather in this MX-5’s cap.
There is still sufficient feedback through the steering wheel though and the engine revs happily past its redline just before 7 000 rpm. Whether you want the roof in place or lower it, it can be done in seconds, by the driver, all while staying behind the steering wheel.
4th-gen Mazda MX-5 – an ND from 2016
Parking the NC and climbing into this pure white ND (unveiled in 2014) the first thing that I’m reminded of is that Mazda should really be congratulated for developing a car that is notably lighter, and slightly shorter, than its predecessor – a rare thing in modern times. The ND is around 100 kg lighter than the NC, which will definitely benefit the dynamic performance of the car, especially in such a small package.
Once behind the wheel, there is again the sense of a car that wraps around you. The MX-5 has now been completely brought into the second decade of the 21st century and the materials feel relatively luxurious while at the same time offering a solid and sturdy feel throughout the cabin, especially with the white panels on the side window sills.
The short gear lever indicates that since day one with the NA, Mazda is still staying true to the concept three decades later. There was a (less exciting) automatic transmission RF version available, but the model here is for the enthusiast who wants to be involved in the driving process. Having only covered 22 000 km, this car feels like new. The owner, Travis, has recently fitted a Kakimoto exhaust, but only for the last part of the system.
Pulling away the Skyactiv 2.0-litre engine has a welcoming amount of punch – still with 118 kW, but now offering 200 Nm. Combine this with the weight saving and you suddenly have a car that is keener to accelerate than all of its predecessors. Having driven the ND when it was launched and brand new, I don’t remember the engine being this happy to rev, but maybe the mileage has done the engine good as it revs with vigour to the redline.
To an extent the ND reminds me most of the NA, being very compact and wrapped around you in every way, while in the case of the ND, giving you enough performance to keep things interesting.
What the owners say
Sitting down with each owner in their respective cars, Wamuwi shares his thoughts on the NA. “I’ve had the car for almost four years now. What I enjoy about it most, and it might sound like a cliché, is the driving feel and that you are connected to everything. You put the top down and you can hear and feel everything around you.
“Also, the fact the everyone responds so positively to it. In terms of buying advice, I would say try to get one that is as original as possible. Also try to get the hard top, as those are usually unobtanium. Make sure it has been looked after.”
Andrew shares what else he has done with his MX-5. “I’ve had the car for about three years. Apart from the changes I’ve mentioned earlier, I’ve upgraded the exhaust with a Powerflow unit and the intake system has also been upgraded. A few of the upgrades, like the suspension, were done as it needed fixing anyway. The shifter has also been rebuilt so that it is nice and tight.”
Keeping the MX-5 for mostly special occasions, Johan has had his car for three years. He bought it in Johannesburg and drove it back to Somerset West. “The most enjoyable aspect for me is how Mazda was able to combine the comfort of a standard, every-day car, with that of a sports car. In terms of the driving experience, the car is much more direct than its (supple) suspension will make you believe. Finally, I do like the fact that it is that little bit bigger and slightly more versatile.”
In the three months since Travis bought his ND, he has done no less than 10 000 km! He is clearly in love with his car. “I like the high-revving engine, the fact that it is easy to handle and because of the light weight it gives me confidence when driving it. Also, the lack of maintenance on these cars. I also bought this car in Johannesburg and drove it back to the Cape.”
Apart from an MX-5 club, there is also an active WhatsApp group for owners. It goes without saying that potential owners will have access to an impressive amount of knowledge, should they decide to purchase one of history’s most significant little roadsters.
Is the new Half-Hilux Land Cruiser worth R1 million? Video Review
The current Toyota Land Cruiser is officially the oldest ‘new’ vehicle currently on sale in SA. Ciro De Siena spent time with the Land Cruiser 2.8 LX derivative to find out if it’s a good buying proposition.
This generation of Toyota Land Cruiser went on sale locally more than 20 years ago but continues to be one of the best sellers in the market.
What makes the latest Land Cruiser so special? And, most importantly, what is the new powertrain like now that the 2.8-litre turbodiesel has been lifted from the Hilux into the new Land Cruiser? This inclusion also marks the first time an automatic gearbox has been used in the Land Cruiser 76!
Watch the video to learn more about the latest Land Cruiser!
5 Reasons to Buy a Tank 300 instead of a Toyota Land Cruiser 76
We were a little underwhelmed by the 2024-spec Land Cruiser 70 Series, which we reviewed recently… So, instead of buying a “bare-bones” LC 76 for R1 million, wouldn’t your money be better spent on a GWM Tank 300? Gero Lilleike offers his opinion…
Now before the Toyota acolytes take up torches and pitchforks and come for me, let me state upfront that this is not a “comparing apples-with-apples exercise” and NOT a plug for the Tank 300; Cars.co.za has yet to thoroughly test the newcomer. We have, however, driven the Tank 300 at its recent launch.
This article is merely a common-sense “discussion” about 2 cars, in which I will provide 5 reasons why I think you should consider buying a Tank 300 instead of a Land Cruiser 76. If you’re a Toyota fan, you probably won’t listen to me anyway but if you’re looking for car-buying advice, you might find this useful.
But first, some context…
The Land Cruiser nameplate is legendary, we know this, and we respect Toyota for it. It’s a formidable off-roader and it’s the kind of vehicle that will easily outlive its owner/s.
While the latest Land Cruiser still offers its familiar 4.5-litre turbodiesel V8 (due to be discontinued) and a 4.2-litre straight-6 diesel engine, the big news is the addition of Toyota’s 2.8-litre GD-6 engine with 150 kW and 500 Nm paired with a 6-speed automatic transmission – a first for the Land Cruiser 70 Series.
The inspiration for this article, however, is derived from our latest test of the entry-level Land Cruiser 76 2.8GD-6 LX priced just shy of R1 million. If you haven’t watched our video review yet, please do so!
In a nutshell, the review highlights that despite its cosmetic and mechanical upgrades, this Land Cruiser LX derivative is devoid of creature comforts, rides and handles gingerly and it costs a packet. If that’s the case, why would you buy it? Is the Land Cruiser nameplate powerful enough to justify such a purchase?
As an alternative, are you not better off purchasing the new range-topping GWM Tank 300? Note that the GWM Tank 300 is slightly smaller and it isn’t a direct Land Cruiser rival but rather takes on the likes of the Toyota Fortuner, Ford Ranger and Isuzu MU-X. It’s also worth mentioning that a larger Tank 500 is due to arrive in Mzansi in 2024 and that will perhaps be a more suitable foe to the LC 76 and Prado.
Nonetheless, here are 5 reasons why I think you should consider buying a Tank 300 instead of a Land Cruiser 76.
5 Reasons To Consider the Tank 300 instead of a Land Cruiser
1. The Tank 300 is much more affordable
The Tank 300 range starts from as little as R725 950 and goes up to R851 950 for the range-topping Tank 300 HEV Super Luxury 4×4, the latter of which is a whole R147 950 cheaper than the Land Cruiser LX. That’s a tidy saving that can be used for your next family holiday or to buy another car!
While the base Tank 300 employs a 2.0-litre turbopetrol engine with peak outputs of 162 kW and 380 Nm, the range-topping Tank 300 HEV Super Luxury 4×4 employs a hybrid powertrain (paired with a 9-speed automatic transmission) that produces a comparatively whopping 255 kW and 648 Nm of torque, all of which will be very useful when off-roading. The claimed fuel consumption figure is 8.4 L/100km.
For the price and power on offer, the Tank 300 wipes the floor with the Land Cruiser.
When you order a juicy drumstick but get little more than the bone; that’s the interior of the Land Cruiser LX. GWM’s Tank 300 on the other hand, is packed with all the bells and whistles, a modern interior layout replete with myriad comfort features, plush finishes, a well-sorted infotainment system, driver aids and comprehensive safety features. The standard features list is extensive, which ramps up value for money!
4. The Tank 300 is more comfortable to drive
As highlighted in our video review, the Land Cruiser’s ride and handling ability are nothing to write home about – by contemporary SUV standards, anyway. It will be cumbersome to drive on the daily commute.
Unsurprisingly, the newer Tank 300’s driving experience is far more satisfying and its suspension delivers a pliant ride quality. So, the GWM rides like a modern SUV should and it’s more than capable off-road.
5. Better Warranty and Service Plan
Last but not least, the Tank 300 offers a 7-year/200 000 km vehicle warranty, as well as an 8-year/150 000 km hybrid battery warranty. A 5-year/75 000 km service plan is also included in the price.
The new-spec Land Cruiser 70 Series leans on its heritage and brand strength and its success, perhaps more now than ever, depends on it. Thanks to adopting the Hilux’s well-proven 2.8 GD-6 motor, the Land Cruiser 76 is now available in automatic guise for the first time, which is praiseworthy, but is that enough?
The new-vehicle market is highly competitive and, in a tough economic climate, buyers want models with the “right badge” on their grilles, but above all else, good value. It’s for that reason that Chinese brands are challenging more established brands such as Toyota and Volkswagen across numerous segments.
Sure, the Land Cruiser is capable but it’s a niche product that will almost only appeal to hardened 4×4 enthusiasts with sentimental hearts and too much money to spend or for industrial fleets working in difficult conditions such as mines or quarries where simple is better. Its age and rudimentary execution have cast it to the periphery of the modern motoring world and perhaps that’s where it belongs.
The Tank 300, albeit with a smaller footprint, is a far more refined offering. Not only is it a reasonably capable off-roader, but it can also be a comfortable and dependable urban runabout. Combined with high specification and hard-to-ignore pricing, the Tank 300 is likely to garner a significant share of buyers looking for a modern and capable off-road SUV for well under R1 million.
The battery technology that underpins electric vehicles is advancing at such a rapid rate that, as exciting as the latest EV models may appear to be (to buy and own), their owners are likely to take a big financial hit when the time comes to trade them in.
We’ve all been there. Come Black Friday, you’ve camped outside the computer shop to ensure you’re first in the queue to snap up that monster PC with enough scenario-summing processing punch to calculate Verstappen’s race-winning strategy for the 2027 Monaco Grand Prix (hint: even with mixed track conditions and running on 30-lap old tyres, he can start from the pitlane and still win the race).
You’ve shelled out to juice up your gaming PC, but just how useful will all the computing power be in a few years?
Then you shell out your hard-earned cash for the privilege of packing enough CPU speed to render AI self-learning as elementary as the Rosetta Stone; you’re surfing the bleeding edge while high-fiving Silicon Valley’s atom-splitters (Elon Musk has just sent you a friend request – for the sixtieth time).
The only reason why you aren’t lightyears ahead of the tech curve is because You Are The Curve. Except you’re not and, if you ever were, the moment would have lasted a few days, if not hours.
The 1st-gen Nissan Leaf was the first BEV sold on Mzansi’s new-vehicle market. It had a realistic range of about 120 km!
Because Moore’s law says so
Why not? Because (Gordon) Moore’s law says so. It’s a now-standard IT industry phrase that defines the relentless and unending advancement of technology; specifically, it pertains to the numbers in integrated circuits doubling every 2 years, based on quantum improvements in R&D and production processes.
To us: consumers of electronic goods, that relates to everything, including memory capacity, processing power and smartphone advancements: today’s iPhone 15 is tomorrow’s Nokia 3310 (remember that?)
The VW Group’s MEB EV platform underpins everything from the Cupra Born to the VW ID Buzz.
It’s no different with electric vehicles (EVs). Ceaseless advancements in electric car- and EV powertrain development – particularly battery- and weighting-saving tech – ensure that with each successive model, the range and performance of these vehicles improve hand over fist over their predecessors.
Most recently, Porsche’s pre-production next-gen Taycan lapped the 20.832 km-long Nürburgring Nordschleife 26 seconds quicker than its 1st-gen forebear. That’s more than a second per kilometre.
The next-gen Taycan is going to make the current model seem rather outmatched.
Benchmarked against internal combustion engine (ICE) technology, which has admittedly been shifted to the automotive industry’s back-burner, such inter-generational strides are simply staggering.
To demonstrate the diminished returns of progression on the ICE side at Weissach, the current 992.1-gen GT3 RS laps the same track at 6:44.848 compared with the now-replaced 991.2 car’s 6:56.4.
The latest iteration of the GT3 RS is notably slippier than its predecessor.
Almost all of that improvement can be attributed to aerodynamic gains (see above). And, make no mistake, 12 seconds is a veritable lifetime when you’re holding a stopwatch – but ultimately, it still only equates to one-third of the Taycan’s intergalactic hyperspace breakthrough at the same track.
Throughout 3 generations of Formula E – every true petrolhead’s favourite punch bag – the electric open-wheeled race cars have become increasingly faster and more efficient. In 2014, the inaugural versions debuted with 190 kW and battery capacity so limited that they required mid-race car swops.
The current-gen Formula E race cars are MUCH more powerful and energy-dense than previous generations.
Lessons from Formula E (ugh!)
Four years later, their successors have gained an additional 90 kW and can last an entire race. Today, the 3rd-gen cars race to 320 kph, have 350 kW and a 600 kW rapid-charging ability to top up the battery during pit stops. “The evolution is as undeniable as it is unstoppable,” booms the voice from above.
I’m sorry if I bored you there with the Formula E prattle (can you say “Attack Mode” and “Fan Boost” with a straight face?) and, admittedly, nit-picking over Nürburgring lap times is of little value to most people, what cannot be denied is that back in the real world – even if you bought an EV 2 or 3 years ago, thanks to the Moore’s law of engineering improvements in battery density, your car today is all but obsolete.
Chery’s Shenxing ultra-fast-charging battery is said to facilitate a BEV range of over 700 km.
And were you to sell it, the giant strides being made in Chinese battery laboratories alone will see to it that you feel the pinch. After all, who wants a 3-year-old EV with a 250-km range and a degraded battery (the latter of which is nearly impossible to easily and affordably replace) when current EVs are pushing almost triple that, and are set to continue redefining what’s possible every 2 years from now?
Simply put: lithium-ion batteries are yesterday’s news. Sodium-ion batteries may still be a fledgling technology – but they’re made from abundant materials/more environmentally friendly (sodium can be harvested from seawater as a by-product of desalination), lighter, 30% cheaper and last twice as long.
Toyota took its sweet time to launch its first BEV – the Bz4X – but upcoming all-electric models will disrupt the market.
Meanwhile, Toyota, which has resisted immense pressure to pivot its business on all-electric models (when many other legacy carmakers are far, perhaps too far, along that path), plans to make solid-state batteries central to its future EV line-up; expect TMC to launch the tech before the end of this decade.
The writing is on the wall: for now or the foreseeable future, at the risk of instant obsolescence, you do not want to buy an EV.
The recently unveiled Q6 e-tron has a 100-kWh lithium-ion battery and a claimed range of 625 km.
Driving an EV makes sense if you can lease it
Certainly, leasing one makes a lot more sense. Hire purchase makes sense because if you know that you will give the EV back after a pre-agreed period (of years and kilometres driven), you’ll be spared the shock of depreciation. EVs depreciate steeply for a variety of reasons, including their high cost of entry (usually, the pricier a car is, the faster it loses value), combined with very low demand for used examples.
As things stand, EVs are bought by a select few and most of those who want one, desire a vehicle that offers the best possible performance, efficiency (range), recharging versatility and a battery pack that has suffered zero degradation due to age and operating conditions. So, the EV game is a new-car game!
VW Group Africa is expected to offer its ID.4 electric crossover exclusively as a lease vehicle.
If you lease a new EV, however (I understand that Volkswagen Group Africa intends to offer the upcoming ID.4 electric crossover exclusively via a lease deal), when you return and exchange it after, say, 3 years – its newer version will probably travel 250 km more per charge while costing very little extra per month.
Financing an EV (with a balloon payment) is unwise
Amidst an avalanche of perpetual augmentation and vertical development curves, conventional finance agreements and extended ownership are incongruent with EV custodianship, which is at best temporary.
South Africa’s not ready for all-electric bakkies yet, it needs to offer incentives to make wider EV ownership more viable.
The former makes a lot more sense for ICE cars, which in the past were more engaging to drive, had more personality (only suffering from worse infotainment systems than today), but sported far more linear inter-model improvements when it came to performance or economy, making it harder to justify their regular replacement.
And that is probably one of the biggest reasons why you still have one of those (an ICE vehicle) in your garage today. And should continue to do so for a considerable period to come.
Ahead of a public debut at the Bangkok International Motor Show, an all-electric Isuzu D-Max bakkie has been revealed. Here’s all you need to know about it.
When we think of electric cars, our minds usually associate the term with cute European city cars and SUVs. An electric bakkie seems a bit too radical, and yet, an all-electric Isuzu D-Max has just been revealed. Admittedly what you see here is not a production-ready vehicle but rather a prototype concept.
Still, while the design is a bit on the concept side, we reckon that electric powertrain is all but ready to go. Simply, two electric motors on each axle make a combined 130 kW and 325 Nm. Powering both axles means the all-electric Isuzu D-Max has 4×4 capability.
If you’re the towing type, the all-electric Isuzu D-Max has a 3.5 ton rating and a 1 ton payload capacity. Under the floor is a 66.9 kWh lithium-ion battery giving it a range of around 300 km. Isuzu says the new model will be assembled in Thailand and will go on sale in Europe in 2025, before expanding to the rest of the world. As a reminder South Africa and Australia are both bakkie-obsessed nations and it will be interesting to see if Isuzu SA puts its hand up for the all-electric Isuzu D-Max.
Isuzu also announced its working on hybrid versions of the internal-combustion-powered D-Max too, and there’ll be more info on that next week at the Bangkok Motor Show. We reckon we’re entering a mini arms race between the bakkie brands.
