If you drive an Electric Vehicle (EV) or are thinking of buying an EV, you will have to know where to charge it! Here is how to find the EV charging stations located nearest to you!
Electric Vehicle (EV) charging infrastructure is expanding in South Africa and finding your nearest charging station is easy! Despite public sentiment suggesting that SA is lagging behind, we actually have more public chargers than you realise.
The major metropolitan areas are all well catered for, with public chargers being located at shopping malls, petrol stations as well as car dealerships. A few hotels and office parks have also installed chargers, so you’re not going to struggle if you’re away from your home plug.
If you drive an EV or are planning on buying an electric vehicle then we recommend that you download either the PlugShare app or the ABRP (A Better Route Planner) app, or both! Apple users may also want to try the ChargePocket app.
These apps will allow you to plan EV driving trips and locate suitable and available EV charging stations near you. We’ve tried all of these apps and they work well.
Powered by a BMW-sourced turbopetrol V8, the Defender Octa is confirmed for South Africa and we have pricing.
The Defender Octa has finally been revealed and the brand is calling it ‘the toughest, most capable and most luxurious model’.
Interestingly, at its heart is a 4.4-litre twin-turbocharged mild-hybrid V8 petrol engine sourced from BMW. Sadly, the glorious 5.0-litre supercharged V8 is no more, but our experience with the BMW motor can only mean good things.
The Defender Octa makes 467 kW and 750 Nm, and that’s good for a 0-100 kph in 4 seconds. Under the skin, there’s been extensive work undertaken to upgrade the chassis and the Defender Octa has a new technology called 6D Dynamic suspension.
The ride height has been raised by 28 mm and the Octa sits wider thanks to increases in the track and extensions to the wheel arches. There are redesigned bumpers for better approach/departure angles and there’s tougher underbody protection. A wading depth of one metre is claimed and depending on trim level, a a specially-developed all-terrain 33-inch tyre.
Inside, this Defender features high-performance sports seats wrapped in durable materials and customers can customise their cars with an array of options, like audio speakers in the seat headrests and a choice of great colours to name but a few.
See, if you haven’t figured it out already, this flagship product is not aimed at on-road performance, but rather going flat out on the rough stuff, much like the Ford Ranger Raptor.
How much does the Defender Octa cost in South Africa?
The order books for the ultimate Defender will open soon and indicative pricing has been set from R3 499 100 and it will make its first public appearance at the 2024 Goodwood Festival of Speed.
The models that drove BMW into SA’s top 10 in June 2024
In June 2024, the BMW Group returned to the list of South Africa’s top 10 automakers. Here’s which models drove sales for the Munich-based firm…
Fascinatingly, the BMW Group cracked the list of South Africa’s top 10 automakers in June 2024, unceremoniously shoving Renault out of the top 10 (and finishing ahead of the likes of Mahindra and Kia, too). Despite a 14% year-on-year decline in the total market, the German firm reported 1 104 registrations last month, a figure that includes local sales from the Mini brand.
But which models drove this volume for the Munich-based automaker’s local division – and thus its return to the top 10? Well, with BMW Group South Africa reporting figures to Naamsa quarterly (in line with what the industry representative body terms the German brand’s “global directive”), we’ve managed to lay our greasy paws on individual model-sales statistics for June 2024.
The X1 was BMW Group SA’s top-selling nameplate in June.
For the record, 726 units or 65.8% of the total figure of 1 104 units represented sales via the dealer channel, while as many as 207 units or 18.8% were reported as single registrations (that is, vehicles the manufacturer has registered and kept for its own use). Without the latter figure, the BMW Group wouldn’t have made 4 figures. A further 130 units were sold to the country’s vehicle-rental industry, while 41 units represented sales to Mzansi’s government.
Last month, the X1 was the BMW Group’s best-selling nameplate locally, with 208 units registered. However, the locally manufactured X3 (203 units) wasn’t far behind, while the 2 Series (162 units) completed the podium. Next came the 3 Series sedan (135 units), followed by the X5 (77 units), Mini Countryman (61 units) and 1 Series hatchback (49 units).
The 3 Series placed just outside of BMW’s top 3 last month.
The X4 managed 32 registrations, finishing just ahead of the 4 Series (31 units) and X2 (31 units). Then came the X7 (27 units), followed by the Mini Hatch 3-Door (25 units), X6 (17 units), 5 Series sedan (12 units) and 7 Series sedan (12 units). Models that failed to make it out of single figures in June included the fully electric i4 (6 units), the XM plug-in hybrid (5 units), the battery-powered i5 (4 units), the 8 Series (2 units), the electric iX (2 units), the Mini Hatch 5-Door (2 units) and the Mini Clubman (1 unit).
As an aside, BMW Group South Africa also exported 6 235 units of the Rosslyn-built X3 in June 2024. Like the outgoing model, the recently revealed G45-generation X3 will be produced here in South Africa following a R4.2-billion investment, with local sales scheduled to commence in the final quarter of 2024. Rosslyn will be the only plant worldwide manufacturing the X3 30e xDrive plug-in hybrid electric vehicle (PHEV) derivative.
The Hyundai i20 facelift has arrived in South Africa, sporting a more affordable starting price than before. Here’s a look at the updated hatch and how much it costs…
We recently reported that initial derivatives of the Hyundai i20 facelift had quietly arrived in Mzansi. Now, Hyundai Automotive South Africa has published pricing for the full range on its website.
As a reminder, the outgoing i20 line-up comprised 6 derivatives, including Motion, Fluid and N Line variants. However, the facelifted range moves away from this trim-level naming convention, instead switching to “Premium” and “Executive” grades (as used by the likes of the latest Creta), with “N Line” again serving as the range topper.
The facelifted range comprises 5 derivatives.
The i20 1.2 Premium 5MT is the new entry point to the portfolio, with its price of R309 900 representing a R23 600 saving over the pre-facelift i20 1.2 Motion 5MT (R333 500). The naturally aspirated 1.2-litre, 4-cylinder engine is carried over, offering an unchanged 61 kW and 115 Nm to the front axle via a 5-speed manual gearbox.
Next comes the i20 1.2 Executive 5MT (R329 900), which is priced at exactly the same level as the lower-spec (but larger-engined and auto-equipped) i20 1.4 Premium 6AT (R329 900). The latter model employs the same powertrain as the pre-facelift i20 1.4 Motion 6AT (for the record, the outgoing variant was priced R37 000 higher at R366 900). Here, the atmospheric 1.4-litre, 4-cylinder motor again sends 74 kW and 133 Nm to the front wheels via a 6-speed automatic gearbox.
The N Line is again the flagship i20 derivative.
The 1.4 Executive 6AT kicks off at R349 900, while the flagship i20 1.0T N Line 7DCT is priced in line with the pre-facelift version at R467 500. As a reminder, the latter retains its 90 kW/172 Nm turbocharged 1.0-litre, 3-cylinder petrol engine and 7-speed dual-clutch transmission.
Models featuring the Premium trim level ride on 15-inch steel wheels (disguised by dark wheel covers), and come standard with ABS with EBD as well as 2 airbags, while doing without stability control. Inside, Premium derivatives upgrade to black cloth-and-leatherette upholstery but stick with manual air conditioning, a polyurethane steering wheel, an 8-inch touchscreen, a reverse-view camera, rear parking sensors and a 4-speaker sound system. The driver’s seat gains height adjustment, while a front armrest has also been added.
Premium-spec models ride on steel wheels (note the dark plastic covers).
The Executive grade adds items such as 16-alloy wheels, a leatherette finish for the steering wheel, glove-box cooling, wireless smartphone charging, an electric folding function (and heating) for the side mirrors, a luggage net, luggage hooks and a black finish for the roof (including rear spoiler) and side sills.
Finally, the N Line scores sportier model-specific exterior styling, front foglamps, LED headlights, push-button start, automatic air conditioning, a sunroof, a Bose sound system, cruise control, electronic stability control, hill-start assist, extra airbags (side and curtain for a total of 6) and red stitching for the leatherette trim.
Premium and Executive variants feature cloth-and-leatherette upholstery.
As a reminder, this generation of Hyundai i20 – imported from Chennai in BI3-generation form, as opposed to the BC3-series model produced in Turkey and sold in Europe – launched in South Africa in May 2021, while the facelifted version was revealed in May 2023 (and then in Indian-spec form in September 2023).
Last year, the i20 was Hyundai Automotive SA’s 2nd most popular model locally (after the Grand i10), with 5 413 units sold. Over the opening 6 months of 2024, the hatchback has retained 2nd place in the Hyundai stable, attracting 2 486 registrations.
How much does the Hyundai i20 facelift cost in SA?
Hyundai i20 1.2 Premium 5MT – R309 900
Hyundai i20 1.2 Executive 5MT – R329 900
Hyundai i20 1.4 Premium 6AT – R329 900
Hyundai i20 1.4 Executive 6AT – R349 900
Hyundai i20 1.0T N Line 7DCT – R467 500
The prices above include a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km drivetrain warranty and a 4-year/60 000 km service plan.
Reba S lists the strengths and weaknesses, common problems and parts prices of the 3rd-gen Hyundai Tucson. Also in this guide, Ryan Bubear reveals which variants were offered in South Africa and how much you can expect to pay for a good example…
The Tucson badge first appeared in South Africa in 2005, before Hyundai opted to retire the nameplate in most markets (including ours) in favour of the ix35 moniker some 5 years later. Somewhat curiously, the South Korean firm opted to switch back to “Tucson” for the 3rd generation of its compact crossover.
Just how much of an impact this nomenclature backtracking had on sales is difficult to say, though we do know 22 716 units of the original Tucson were registered in Mzansi (over 5 years), compared with 33 692 examples of the ix35 (over 6 years) and 15 346 units of the 3rd-gen model (over 5 years).
The 3rd-gen Tucson gained an extra 30 mm of wheelbase compared with the ix35.
Of course, it’s the latter – which was known internally as the TL generation – that forms the subject of this buyer’s guide. Though it wasn’t quite a class leader in terms of interior space, it measured 65 mm longer and 30 mm wider than its ix35-badged predecessor, while also gaining an additional 30 mm between its axles. Luggage capacity, too, improved to 513 litres. For the record, the Euro-spec model scored 5 stars for safety from Euro NCAP soon after its launch.
While the 4th-gen Tucson made its global debut in September 2020, it touched down in South Africa only in the opening quarter of 2022 (one of many new models delayed by the Covid-19 pandemic), meaning the TL-gen model enjoyed a little extra time on the local market than it otherwise would have.
Hyundai Tucson model line-up in South Africa
At launch in SA, just 2 engines were available, though turbodiesels soon followed.
The Seoul-based automaker unveiled the 3rd iteration of the Tucson at the Geneva International Motor Show in March 2015. The TL series was officially launched in South Africa exactly a year later, available with a choice of 10 exterior paint colours, including the somewhat amusingly named “Milky Tea” hue.
At launch, just a pair of 4-cylinder petrol engines was available: a familiar naturally aspirated 2.0-litre unit and a new turbocharged 1.6-litre T-GDI mill. Transmission choices included a 6-speed manual gearbox, a 6-speed automatic transmission and a new 7-speed dual-clutch auto (the latter in conjunction with all-wheel drive). With 3 trim levels on the menu, the local line-up comprised these 5 variants at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Executive 6MT: 130 kW/265 Nm
1.6 TGDi Elite 7-DCT AWD: 130 kW/265 Nm
Diesel options included 1.7- and 2.0-litre CRDi motors.
By November 2016, Hyundai Automotive SA had introduced a pair of front-wheel-drive turbodiesel derivatives, which saw the local range expand to 7 derivatives. The 1.7-litre, 4-cylinder CRDi oil-burner – a Euro 6 unit boasting 30 000 km service intervals and built in the Czech Republic (rather than in Turkey or South Korea) – was available in mid-tier Executive specification and churned out 85 kW and 280 Nm; the peak outputs were delivered to the Tucson’s front axle via a 6-speed manual gearbox.
The 2nd turbodiesel shipped in flagship Elite guise, employing a 2.0-litre, 4-cylinder CRDi (Euro 2) engine sending 131 kW and 400 Nm to the front wheels through a 6-speed automatic transmission. It was imported from South Korea and though quicker from 0-100 kph (a claimed 9.3 seconds compared with the 1.7-litre model’s more leisurely 13.7 seconds), its claimed combined fuel consumption wasn’t quite as impressive (7.9 litres per 100 km versus 6.8 litres per 100 km).
The Tucson Sport was a locally conceived project.
In mid-2017, Hyundai took the relatively uncharacteristic decision to offer a locally developed “sporty” version of its Tucson. Based on the front-wheel-drive 1.6 TGDi Executive variant, the Tucson Sport gained a body kit (imported from South Korea), black 19-inch alloy wheels (sourced from Tiger Wheel & Tyre – but exclusive to Hyundai), a quad-pipe exhaust system and a so-called “Stage 1 performance enhancement” that increased the turbocharged petrol engine’s peak outputs from the standard 130 kW and 265 Nm to 150 kW and 290 Nm.
A couple of months later, Hyundai handed the flagship 1.6 TGDi Elite derivative the same “Sport” treatment, extending the aggressive look (and extra oomph) to a variant with all-wheel drive and a dual-clutch (rather than manual) transmission. The company said the move was based on the popularity of the original Tucson Sport as well as “requests” from customers.
Pre-facelift on the left and refreshed model on the right.
In September 2018, the facelifted Tucson range made local landfall, featuring fresh front and rear ends plus a redesigned dashboard, complete with a floating 7-inch infotainment screen. The rejigged 7-strong line-up ditched the 1.7-litre oil-burner, while the 1.6 TGDi was offered exclusively with a new 7-speed dual-clutch transmission and the 2.0-litre turbodiesel with a (likewise fresh) 8-speed automatic gearbox. All derivatives were now front-wheel drive. Here’s a snapshot of the facelifted range at launch:
2.0 Nu Premium 6MT: 115 kW/196 Nm
2.0 Nu Premium 6AT: 115 kW/196 Nm
2.0 Nu Executive 6AT: 115 kW/196 Nm
2.0 Nu Elite 6AT: 115 kW/196 Nm
1.6 TGDi Elite 7-DCT: 130 kW/265 Nm
R2.0 CRDi Executive 8AT: 131 kW/400 Nm
R2.0 CRDi Elite 8AT: 131 kW/400 Nm
The facelifted Tucson gained a significant infotainment upgrade.
Finally, in July 2019, Hyundai Automotive SA once again rolled out a locally conceived Tucson Sport derivative, this time offering the upgrades on either the 1.6 TGDi petrol engine (with outputs hiked to 150 kW/300 Nm) or the R2.0 turbodiesel motor (now boasting 150 Nm/460 Nm). Both employed self-shifting transmissions and front-wheel drive, and inherited the top-spec Elite’s list of standard features.
What are the advantages of a TL-series Tucson?
The TL-generation Tucson majored in comfort, even on large alloy wheels.
Comfort and refinement: Though Hyundai placed plenty of emphasis on the fact the TL-generation Tucson completed its “accelerated durability testing” on none other than the Nürburgring Nordschleife, there’s no doubt that this model’s talents fell squarely in the comfort – as opposed to handling-, though it was certainly surefooted enough – department. Endowed with a multilink suspension set-up at the rear, the 3rd-gen Tucson delivered a pliant ride on most surfaces, even when fitted with 19-inch alloys. It was straightforward to drive while refinement levels were likewise lofty.
Generously equipped as standard: Whereas premium alternatives tended to have many of the most interesting features relegated to a lengthy list of options, that simply wasn’t the case with most derivatives in the TL-series Tucson line-up. At launch, the mid-tier Executive grade included items such as electrically adjustable front seats, faux-leather upholstery, dual-zone climate control and a reverse-view camera, while the Elite spec added features such as 19-inch alloys, push-button start, LED cabin lighting (and puddle lights), a panoramic sunroof, rear parking sensors and driver-assistance systems.
Wide range of powertrain options: Despite Hyundai Automotive SA choosing not to make wholesale changes to the 3rd-gen Tucson’s engine range at the mid-cycle update, buyers still had plenty of choice when it came to powerplants (and indeed transmissions). There was effectively something for everyone, from the uncomplicated atmospheric base petrol engine to a pair of turbodiesel options (one prioritising economy and the other pace) and a turbocharged 1.6-litre petrol unit. In addition, there were as many as 5 gearboxes offered over this model’s lifecycle.
What are the disadvantages of a 3rd-gen Tucson?
The decidedly basic infotainment system used in the pre-facelift Tucson.
Outdated infotainment (pre-facelift): At launch, all derivatives – yes, even the flagship Elite trim level – shipped with a decidedly basic 3.8-inch infotainment screen rather than the latest touchscreen-based system offered in Europe at the time. Buyers did, however, have the option of specifying an aftermarket 8-inch touchscreen (with navigation) for an additional R15 000, though it felt exactly that – woefully aftermarket. Thankfully, the mid-cycle update saw Hyundai Automotive SA introduce a floating 7-inch touchscreen system (compatible with Apple CarPlay and Android Auto) that was available in other parts of the world.
Poorly resolved Tucson Sport: While the Tucson Sport’s head-turning body kit was perhaps a little too Fast & Furious for some tastes, it did find appeal in the local market. Unfortunately, the homegrown plug-and-play performance tweaks that accompanied the styling overhaul weren’t especially well resolved…
The Tucson Sport wasn’t particularly well resolved.
In the facelifted petrol-powered version, for instance, the throttle (which gained a pedal booster) was hypersensitive, more often than not resulting in excessive wheelspin off the line. Not only was the traction-control system easily overwhelmed, but torque steer was sometimes an issue and fuel consumption took a hit, while the quad-exhaust system tended to drone on the open road (this was especially evident in the pre-facelift model).
Slightly drab interior: Compared with the handsome exterior styling, the Tucson’s cabin design was somewhat bland, particularly in pre-facelift form (thanks, in part, to that basic blue-on-black infotainment system). What’s more, the entry-level Premium grade was fitted with a polyurethane steering wheel, as opposed to a tiller trimmed in faux leather. Still, while it didn’t feel particularly special or interesting to look at, the dashboard itself was neatly laid out and most materials (bar a few scratchy plastics lower down) were of an entirely satisfactory quality.
How much is a 3rd-gen Hyundai Tucson in South Africa?
The refreshed version wasn’t quite as popular as the pre-facelift model in SA.
The Tucson boasted one of the most comprehensive aftersales packages in its segment, initially shipping standard with a 5-year/150 000 km warranty, as well as a 7-year/200 000 km drivetrain warranty. However, at some point in 2017, the overall warranty was bumped up to 7 years or 200 000 km, too.
All derivatives furthermore featured a 5-year/90 000 km service plan with intervals of 15 000 km, bar the 1.7-litre turbodiesel variant, which instead upgraded to a 5-year/120 000 km service plan with lengthy 30 000 km intervals. It’s also worth noting the facelifted Tucson 1.6 TGDi Elite and Sport derivatives required a “mandatory” initial service at the 5 000 km mark.
A whopping 87% of the used 3rd-gen Hyundai Tucsons listed on Cars.co.za at the time of writing, were petrol-powered, with the naturally aspirated 2.0-litre unit easily the most common (accounting for 76% of all vehicles listed). Just 24% of TL-series derivatives featured a manual gearbox, while only 5% were in all-wheel-drive guise. The locally developed Tucson Sport versions accounted for 5%.
A look at the pre-facelift Tucson’s cabin.
Mileage varied from just 3 000 km to over 240 000 km, with the latter achieved by a 2017 1.6 TDGi Executive derivative. White (40%) and silver (19%) were predictably the most popular paint colours, though blue (15%) snuck in ahead of grey (12%).
Below R250 000: There was a limited selection of TL-series examples below this price point, where we found only pre-facelift vehicles (including a couple with more than 200 000 km on their respective odometers). There was a high distribution of manual derivatives here too, despite relatively few 3-pedal examples being listed overall, and hardly any turbodiesels.
From R250 000 to R350 000: This pricing bracket featured a far wider selection of derivatives, with all but the very last model year represented. We found everything from top-spec, all-paw 2016 derivatives to entry-level, front-driven variants from the final model years. This was also where we spotted most of the (admittedly still scarce) 1.7-litre turbodiesel models.
From R350 000 to R450 000: We discovered marginally more stock here (at 43%) than in the preceding category, which suggests most buyers will find themselves shopping in this space. Interestingly, although the 2.0-litre petrol motor again dominated the listings, there were a number of oil-burners of the same capacity between these bookends.
R450 000 and up: As you might have guessed, there were only facelifted models above this mark, including most of the Sport derivatives listed (in both petrol and diesel flavours). All examples here had self-shifting transmissions, though there were no all-wheel-drive examples in this highest bracket (this configuration wasn’t offered from the mid-cycle update, after all). The most expensive listing was a 2020 2.0 CRDi Sport with around 31 000 km on the clock, priced at R629 900.
According to figures released by Hyundai Automotive SA, 13 591 units of the pre-facelift model were registered locally, while total 3rd-gen sales came in at 15 346 units. Though this suggests the refreshed version wasn’t nearly as well received (and would therefore be harder to come by today), stock listed on Cars.co.za at the time of writing was, fascinatingly, very evenly distributed by model year.
Which Hyundai Tucson derivative should I buy?
We believe the 3rd-gen Tucson is best served in 1.7 CRDi guise.
So, which derivative is the pick of the bunch? Well, we’d first rule out the base Premium trim level (despite the fact it accounted for nearly half of all TL series listings at the time of writing), as it was the only grade that did without electronic stability control, along with a few choice convenience items.
We’d furthermore advise steering clear of the largely compromised Sport derivatives (for the reasons outlined above), while also suggesting only those who really require extra traction consider the all-wheel-drive variants, which came with weight, price and fuel-consumption penalties.
While the 1.6-litre turbopetrol engine obviously boasted the highest power output (even if we exclude the breathed-on Sport derivatives) and the 2.0-litre turbodiesel motor the loftiest torque figure, we’d argue the 1.7 CRDi Executive was the best balanced of the group. As a reminder, this 85 kW unit punched well above its weight, offering peak twisting force of 280 Nm from as low as 1 250- through to 2 750 rpm.
The plucky oil-burning engine was cleaner than its larger-capacity siblings, used less fuel and featured longer recommended service intervals. Though it was offered only in pre-facelift guise (and exclusively in manual form), it furthermore ran on plump 225/60 R17 tyres, which emphasised the comfy ride quality. Keep in mind, however, this is the least common of all TL-series Tucson variants on the used market.
Is the Hyundai Tucson a good used buy?
The Mk3 Tucson had to contend with a broad range of rivals.
The Tucson faced strong competition in its class from the likes of the closely related QL-generation Kia Sportage as well as segment stalwarts such as the XA40-gen Toyota RAV4, 2nd-gen Volkswagen Tiguan and KF-gen Mazda CX-5. Buyers willing to settle for a little less room could also have considered the J11-gen Nissan Qashqai (not to mention its platform cousin, the Renault Kadjar), while those requiring some extra space may have been tempted by the 5th-gen Honda CR-V.
What about left-field choices that potentially offer better value – due to a relative lack of local demand – on the used market? Well, there’s the somewhat under-appreciated P84-gen Peugeot 3008 as well as its cousin, the Opel Grandland, while the ill-fated C520-gen Ford Kuga continues to present itself as an alluringly priced alternative for those not perturbed by the Blue Oval brand’s fire scandal (which, for the record, involved only one engine derivative, the 1.6 EcoBoost).
Ultimately, the 3rd-gen/TL-series Hyundai Tucson did very little wrong. Its exterior styling held broad appeal (particularly when compared with the more divisive design of its successor), while the interior was practical enough for most needs. Add the commendable ride quality and the wide choice of powertrains, and it’s easy to understand why this family-friendly medium SUV proved so popular in South Africa.
New Toyota Land Cruiser Prado: sales soar in June 2024
Sales of the new Toyota Land Cruiser Prado soared in South Africa in June 2024, with the J250-gen SUV placing just outside the top 10 best-selling passenger vehicles…
The new Toyota Land Cruiser Prado officially hit the market in South Africa at the beginning of June 2024 – and what a start the J250-generation SUV has enjoyed. Yes, in its first month on sale locally, the new Prado came close to cracking the list of Mzansi’s 10 best-selling passenger vehicles, despite a starting price of nearly R1.3-million.
Ultimately placing 11th in the passenger-vehicle segment, the Land Cruiser Prado finished June 2024 with a lofty sales tally of 694 units, a figure surely boosted by pent-up demand (UPDATE: Toyota SA Motors says 679 of those units were new-gen variants, with the remaining 15 taking the form of J150-gen derivatives). As a reminder, the new SUV was initially scheduled to launch locally in April, though was delayed due to what Toyota SA Motors described as “homologation processes”.
The Prado nameplate alone outsold the entire Stellantis portfolio in June.
Tellingly, as many as 657 units or 94.7% of the Prado’s sales last month came via the dealer channel, with 35 units reported as “single registrations” (vehicles that manufacturers keep for their own use) and a further 2 units as sales to the rental industry. In the end, the Prado finished just behind the Haval Jolion (736 units) but ahead of likewise far more affordable models such as the Suzuki Fronx (620 units), Kia Sonet (561 units) and Toyota Vitz (542 units).
June 2024’s effort was easily the Prado nameplate’s best showing locally in recent memory, even eclipsing the model’s cumulative registrations over the year’s opening 5 months (441 units). It’s also more than half of the previous-generation Prado’s overall sales total for 2023, when 1 274 units were registered.
First Edition derivatives feature a model-specific headlamp design.
As a reminder, the J250-generation portfolio kicks off with the Prado 2.8 GD TX (R1 296 300), which is followed by the Prado 2.8 GD VX-R (R1 448 900). Then there’s a pair of Prado 2.8 VX-R First Edition variants, one in monotone form (R1 462 400) and the other in bi-tone guise (R1 472 600).
All models ship standard with 7 seats, while the only engine on offer locally is Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel motor (1GD-FTV), which again delivers 150 kW and 500 Nm to all 4 corners (though switches from the outgoing model’s 6-speed automatic transmission to a more modern 8-speed self-shifter).
10 best-selling bakkies in South Africa: June 2024
The sales figures are in! Here’s your monthly look at South Africa’s best-selling bakkies for June 2024. And we have a fresh entrant to the top 10…
In June 2024, South Africa’s new-vehicle market suffered another significant year-on-year decline, with total sales sliding 14.0% to 40 072 units. The light-commercial vehicle (LCV) segment’s dip was even more pronounced, with this sector of the market suffering a whopping 24.3% year-on-year loss to end the month on 13 937 units.
So, what happened on the list of South Africa’s best- and worst-selling bakkies in June 2024? Well, the Prospecton-built Toyota Hilux range – which recently gained both 48V mild-hybrid derivatives as well as refreshed Raider styling – remained at the very head of the pack, stretching its lead with a 2.9% month-on-month increase to 2 435 units. Toyota SA Motors says that figure includes 113 examples of the newly launched Hilux GR Sport III, along with 99 units of the Raider 48V.
As was the case in May 2024, the Ford Ranger (1 868 units) thus had to settle for the 2nd position, though the Silverton-made contender fell off the pace somewhat, with local registrations dipping 15.7% month on month. The Struandale-manufactured Isuzu D-Max was hot on the Blue Oval bakkie’s tail, just 74 sales behind having improved its performance 39.9% month on month to 1 794 units (596 of which came in the form of sales to government).
The KwaZulu-Natal-assembled Mahindra Pik Up (829 units) held steady in 4th position, while the Rosslyn-produced Nissan Navara (505 units) climbed a ranking to 5th. Interestingly, despite production having ended in March 2024, the Nissan NP200 jumped a couple of places to 6th, ending the month on 476 registrations (200 of which were sales to the rental industry).
The Peugeot Landtrek’s spike in sales saw it sneak into the top 10.
The Ford-built Volkswagen Amarok (334 units) remained in 7th spot, while the Toyota Land Cruiser 79 – having made the top 5 in May 2024 – slipped 3 positions to 8th, with 258 units sold. Despite local registrations falling to 162 units, the GWM P-Series line-up (which should benefit from both a facelift and the arrival of the long-awaited P500 in the next couple of months) held onto 9th place.
Fascinatingly, the Peugeot Landtrek managed to crack the top 10 in June with a tally of 137 units. That’s easily this bakkie’s best showing so far in 2024 and the first time this year – and indeed over the past 18 months – that the Landtrek has made it into 3 figures. As a reminder, Stellantis plans to start assembling the (currently imported) Landtrek at a new facility near Coega in the Eastern Cape from early in 2026.
Best of the rest in June 2024: bakkies outside the top 10
The GWM Steed 5 relinquished its top-10 spot last month.
What about the bakkies that failed to place inside the top 10 in June 2024? Well, having placed 10th in May, the GWM Steed (100 units) slipped off the table last month, though still finished ahead of the JAC T-Series (the Chinese firm unfortunately reported only a combined figure of 67 units for its T6, T8 and new T9 line-ups).
Jetour – described as a “sibling brand” of Chery – will soon launch in South Africa with the Dashing 5-seat and X70 Plus 7-seat medium SUVs. We spoke with the managing director of Jetour South Africa to find out about the brand’s plans for our market.
A handful of Chinese automakers have made their way onto the South African new-vehicle market in recent times. Following in the footsteps of Haval, came Chery (including Omoda its Jaecoo sub-brands), LDV and BYD, while JAC released the T9 and Foton is set to make a comeback with the Tunland G7.
Watch a promo video of the Jetour X7 Plus published by Jetour UAE
That list is about to grow with the imminent arrival of Jetour. We recently reported Jetour was bound for Mzansi and now we know with which models the brand will debut in September 2024, or soon after that.
Johnny Fang is at the helm of Jetour South Africa as it tries to gain a foothold in the domestic market.
Jetour is related to Chery, but not its sub-brand
“First of all, I want people to know that Jetour is an independent company (to Chery South Africa). The Chery Group owns our brand, but we are not like Omoda or Jaecoo,” Fang told Cars.co.za.
The Jetour X70 Plus 7-seater will debut in a few months’ time (around September 2024).
“This (the brand separation) is the same in China and all markets around the world. We are independent, with distinct R&D- and sales strategies. Jetour is a ‘brother’ brand to Chery,” he added.
When quizzed why Jetour chose to enter (an already tightly contested) South African new-vehicle market, Fang expressed optimism about the fledgeling Chinese brand’s prospects.
“We have seen other Chinese brands, (such as) Haval and our own ‘big brother’ (Chery) come to South Africa and become well-accepted in this market. That gave us the confidence to launch here.”
Fang has been doing his homework on the local market for some time and has often travelled between China and South Africa. He’s also been busy hiring staff for Jetour South Africa – the local headcount is said to be growing daily – and soon enough, the brand will announce itself via a marketing campaign.
“In a few days, we will invite the media to our new offices in Midrand. We see that people have been writing about Jetour and we don’t want the incorrect information to get out,” Fang said.
“The dealer nomination process is already complete. We will start to offer our products to the public by the third quarter of this year.”
The Jetour C70 Plus is luxuriously trimmed and equipped with a raft of technologies.
Fang wants to have 40 Jetour dealers up and running in Mzansi within the 1st year of operation. Many of these will be standalone premises. But there will be Jetour dealerships within multi-franchise premises.
Watch a promo video of the Jetour Dashing published by Jetour UAE
But what exactly will be on the showroom floors of these new dealerships over the next 12 months?
“We will start with 2 models: the Dashing and the X70 Plus (in September 2024, if all goes to plan). We will offer both in Momentum and Deluxe variants.” This will make for a 4-variant line-up from the start.
The Jetour Dashing looks set to be one of the most distinctively designed medium SUVs in our market.
The Dashing incorporates a futuristic design language – not too unlike those that we have seen in other Chinese crossover products – with skinny LED headlamps and creases down the flanks. The X70 Plus is more conventional in its appearance and offers seating for 7, while the Dashing can accommodate 5.
Fang also confirmed that the Dashing and X70 Plus will be powered by a 1.5-litre 4-cylinder turbopetrol engine. Unsurprisingly, this is a Chery Group engine, similar to that found in the Chery Tiggo 7 Pro.
In the 4 launch variants, the motor delivers 115 kW and 230 Nm of torque. Jetour will offer its products exclusively with dual-clutch auto transmissions and 4 launch derivatives will be front-wheel driven.
The powertrain may be borrowed from the factory parts bin, but Fang is quick to point out that the platform, which Jetour has dubbed its Kunlun architecture, is unique to the brand.
Following the initial launch, Jetour South Africa will roll out Pro variants of the Dashing and X70 Plus early next year. In Chery Group-speak “Pro” denotes a larger engine with higher outputs. In this case, it is most likely to be a 1.6-litre 4-cylinder turbopetrol that produces 145 kW with 290 Nm of torque.
The Jetour Dashing features a sizeable infotainment touchscreen, but its layout is otherwise minimalist.
Jetour T2 compact off-roader coming to South Africa in 2025
Also, expect the Jetour T2 compact off-roader to appear on local showroom floors during the 1st half of 2025. The rugged-looking T2 looks like a pudgy Suzuki Jimny, but the model is bigger than it looks (it’s 4 785 mm long and has a 2 800 mm wheelbase) and will be offered in front- and all-wheel-drive configurations.
Under the bonnet is a 186 kW/390 Nm 2.0-litre 4-cylinder turbopetrol engine that drives either the T2’s front wheels or a 6th-gen BorgWarner all-wheel drive system via a 7-speed dual-clutch transmission.
Watch a promo video of the Jetour T2 published by Jetour UAE
Positioned as a serious off-roader (in AWD guise), the T2 has 220 mm of ground clearance, 39-degree approach and 30-degree departure angles. The cabin layout is minimalist, but a sizeable infotainment screen is fitted.
This will be followed by the T1, a brand-new product that was unveiled at the 2024 Beijing Auto Show.
When asked about the danger of cannibalising sales of other Chery Group brands, Fang emphasised that Jetour was determined to snaffle sales from legacy brands, not compete with Chery products.
“We want to cover the market areas that Chery does not. Our products have different DNA and designs. We want to take market share away from other, more established brands, not Chinese brands,” he said.
He is also bullish about his brand’s potential performance: “If you look at Chery, they are selling about 1 500 units per month. About half of that is Tiggo 4 Pro. We don’t have a model similar to Tiggo 4 Pro, so we should be looking at about 800 units per month once all 4 models are on sale.”
Fang is as optimistic about Jetour’s prospects in South Africa as he is about our country’s future.
“South Africa is the most stable economy in Africa. We believe this country will grow steadily and the trend here will be upward. This is also a very important RHD market for Chinese brands. We must succeed in South Africa,” he concluded.
BMW Group cracks top 10! SA’s best-selling brands in June 2024
South Africa’s new-vehicle market suffered another substantial year-on-year decline in June 2024, sinking by 14%. Here’s your market overview, with the BMW Group cracking the top 10 of Mzansi’s most popular brands…
The downward slope continues. Yes, South Africa’s new-vehicle market – which has experienced year-on-year growth in just a single month so far this year – suffered a 14.0% decline in June 2024, with total sales falling to 40 072 units, year on year. Still, at least that figure represents an 8% improvement over May 2024‘s even more modest effort.
According to Naamsa, this latest subdued sales performance “underscored the constrained economic environment in the country, amplified by weak consumer and business demand”. The only positive news was that export sales recorded a marginal 3.6% year-on-year increase, improving to 28 306 units last month.
Out of the total reported industry sales in June, Naamsa estimated that 82.5% represented registrations via the dealer channel, while a considerable 11% were sales to the vehicle-rental industry, 3.6% to government and 2.9% to industry corporate fleets.
All of the major local segments suffered pronounced declines in June 2024. The new passenger-vehicle market, for instance, slipped 9.0% year on year to 26 928 units (with rental sales accounting for a hefty 14.2% of that figure). Likely compounded by the departure of the Nissan NP200 earlier this year, the light-commercial vehicle segment recorded a whopping 24.3% year-on-year loss to end the month on 13 937 units.
Meanwhile, WesBank suggested that affordability was the “biggest factor limiting growth” in the local market. New-vehicle prices had increased in the 1st quarter of 2024, with the vehicle- and asset finance house’s dataset thus showing hikes in both the average loan amount on a new vehicle and the average deal duration. “These are all signs of affordability challenges that either indicate that consumers are holding onto their existing vehicles for longer or that they are forced to lower instalments by extending the loan period,” says Lebo Gaoaketse, Head of Marketing and Communication at WesBank.
“Layer in the other inflationary costs of living to [the average] consumer and you can imagine the pressure on household budgets. Those with an option to delay a purchase decision or opt for alternative mobility solutions, including e-hailing, sharing or the pre-owned market, are voting with their feet and exiting the new-vehicle market.”
Brandon Cohen, Chairperson of the National Automobile Dealers’ Association (NADA), described June as “another unsettled month for South Africa”, suggesting the delayed announcement of the Government of National Unity’s Cabinet impacted local business confidence and consumer decision-making regarding major purchases.
“It is tough out there. The few green shoots we saw after the elections dried up due to the time it took to appoint the Cabinet. The taxi market is slowly starting to recover, as sales over the past few months dropped from around 1 400 per month to almost zero. This decline is due to banks being risk-averse in this sector.
“This cautious approach has extended across the industry, with approval rates remaining under pressure. Additionally, the trend of approved loans not being taken up by consumers has increased, reflecting a lack of confidence in the market,” Cohen explained.
New-vehicle sales summary for June 2024
Aggregate new-vehicle sales of 40 072 units decreased by 14.0% (6 531 units) compared to June 2023.
New passenger-vehicle sales of 26 928 units decreased by 9.0% (2 671 units) compared to June 2023.
New light-commercial vehicle sales of 10 552 units decreased by 24.3% (3 385 units) compared to June 2023.
Export sales of 28 306 units increased by 3.6% (977 units) compared to June 2023.
10 best-selling automakers in South Africa in June 2024
Toyota remained at the summit of the market in June 2024.
Another month, another market-leading sales performance from Toyota. Yes, the Japanese giant’s local division – which also counts sales from the Lexus and Hino brands – came just short of moving back into 5 figures, ending June 2024 on 9 743 units. For the record, that’s a month-on-month increase of 10.8%.
The Volkswagen Group – which includes Audi sales in its tally – held strong in 2nd place, finishing the month on 5 514 units (its 2nd best effort of 2024 thus far, after January 2024). Having snaffled the runner-up position in April before returning to 3rd in May, Suzuki again completed the podium in June, with 4 297 units.
Despite suffering a 15.9% month-on-month fall, Ford (2 404 units) retained 4th place ahead of Hyundai (2 367 units) in a likewise unchanged 5th spot. Similarly, Isuzu – although having grown registrations 32.7% month on month to 2 157 units – held onto 6th position. Interestingly, Nissan (1 905 units) managed to climb a ranking to 7th, pushing Chery (1 653 units) down a spot to 8th.
GWM (which includes Haval sales) remained in 9th place with 1 307 units, while the BMW Group (which includes Mini sales) returned to the top 10 for the first time in recent memory, ending June 2024 on 1 104 units. That saw Mahindra (1 060 units) take 11th place, while Renault (1 030 units) and Kia (956 units) had to settle for lowly 12th and 13th, respectively. Mercedes-Benz (with a Naamsa-estimated 602 units) and Stellantis (571 units) rounded out the top 15.
1. Toyota – 9 743 units
2. Volkswagen Group – 5 514 units
3. Suzuki – 4 297 units
4. Ford – 2 404 units
5. Hyundai – 2 367 units
6. Isuzu – 2 157 units
7. Nissan – 1 905 units
8. Chery – 1 653 units
9. GWM – 1 307 units
10. BMW Group – 1 104 units
Sales outlook in South Africa for 2nd half of 2024
Products that offer strong value will likely continue to find favour with cash-strapped local buyers.
So, what’s next for South Africa’s new-vehicle market? Well, Naamsa suggests households will continue to “grapple with consistent cost pressures in a weak economic environment, with affordability remaining a decisive factor in new-vehicle purchasing decisions”.
“Cumulative new-vehicle sales for the first 6 months of the year [are] now tracking 7.6% below the corresponding period [in] 2023, in line with industry expectations of a taxing 1st half of the year,” says the industry representative body.
“However, the markets seem to have responded positively to the announcement of the new [government] Cabinet and along with a 3rd month of no load-shedding, a further welcomed relief at the fuel pumps in July 2024 reducing inflationary pressure, and likely lower interest rates to commence before year-end, brighter economic prospects for the 2nd half of the year are steadily improving,” adds Naamsa.
Meanwhile, WesBank’s Gaoaketse points to the fact that year to date, new-vehicle sales in South Africa have declined 7.4% to 246 052 units, leaving a “possibility of the market failing to reach 500 000 units this year”.
“Vehicle-price inflation, high interest rates and the general rising costs of living are all impacting the ability of new-car buyers to enter or stay in the market. Until there is some relief in interest rates, greater incentive deals from manufacturers or a significant shift in general inflation or earnings, the new-vehicle market will continue to remain under pressure,” explains Gaoaketse.
NADA’s Cohen, meanwhile, says “there have been several positives of late which will help boost the economy”, though cautions “we will have to wait a while to gauge the effect of the new government”.
“These include more than 3 months of no load-shedding, with another 800 MW being added to the grid from the Kusile power station last week. Additionally, the rand has recovered against the dollar, now hovering between R17.90 and R18.20, compared to over R19 when the election results were announced. This recovery bodes well for inflation, which remains sticky and has needed good news in the market.”
“Dealers are the face of the industry and deal with the consumer directly, so we have a unique understanding of the financial pressures consumers are under and the issues they face. We do still have our ongoing longer-term battles like crime, corruption, as well as utility supply constraints, but all signs are pointing towards a brighter 2nd half of the year for consumers and dealers alike,” concludes Cohen.
South Africa has a colourful history with the Mercedes-Benz pick-up. We track down a fully restored 170 Da and compare it with the Stuttgart-based firm’s one and only LCV from the 21st century, the now-discontinued X-Class.
If you take a tour of the Mercedes-Benz Museum in Stuttgart (where you’ll probably see a 170 Da), you’ll quickly realise that the company’s founder had an aptitude for designing commercial vehicles. He could envision almost any kind of motorised utility vehicle, depending on the purpose he had in mind for it.
These creations morphed into large commercial vehicles, but also smaller ones built on platforms shared with other models, both for commercial and passenger applications. Today, automotive manufacturers share platforms and drivetrains to achieve economies of scale… so the trend started a long time ago!
After decades of being absent from the light-commercial market segment, Mercedes-Benz teamed up a few years ago with the Renault-Nissan Alliance to develop a double-cab bakkie: the X-Class, based on the ladder-frame chassis that underpins the Nissan Navara, as well as the Renault Alaskan. However, we’d soon find out that “commercial” is perhaps not the most appropriate adjective for the X-Class.
History
But first, let us trace the history of Mercedes-Benz light trucks and consider the 170 Da (the last letter of the name refers to the newer version of the 170 D).
This specific 170 Da – chassis number 05280/51– was produced in 1951, as indicated by its chassis plate. These bakkies were imported in semi-knocked-down condition and assembled in South Africa from where they were exported to other Southern African countries bordering South Africa.
The 170 Da has an unmistakably classic appearance. The front of the bakkie is pure Mercedes-Benz, replete with separate front lights and rounded fenders that merge into the running boards. The flat windscreen is adorned with a pair of simplistic window wipers that jut out from the edge of the cab’s roof, which has neat chrome gutters that funnel rainwater away from the door apertures.
A peek underneath the ladder frame reveals the front and rear coil-spring suspension with a de Dion rear axle, with drum brakes at all 4 corners. The front of the vehicle is pure passenger car and is reminiscent of cars Mercedes-Benz built at the time, but from the cabin backwards, it is a different story.
When you see the 170 Da from a distance you can sense that this classic vehicle may have undergone a full restoration, but when you see it up close, you’re left in no doubt about it. The beautiful black mudguards cup the very thin wheels (185/75 R16 tyres), while the bright yellow paintwork (on the body and the wheels) perfectly contrasts the black surfaces.
Furthermore, the owner has fashioned a very sturdy (and durable) loading bay cover that suits the bakkie to a tee… and makes it seem even more period-correct. The “Karoo Crossing III” refers to the 3rd road trip of its kind. Organised by the Mercedes-Benz Club of South Africa, it entailed driving several hundreds of kilometres across one of the most barren landscapes in South Africa.
After World War II, much of Mercedes-Benz’s equipment and tooling was damaged, but NOT for the 170, so this range was one of the first to be offered by the company after the war (up to the early 1950s).
Specifications
Model: 1951 Mercedes-Benz 170 Da (W136)
Engine: 1.8-litre, 4-cylinder, diesel
Power: 29 kW at 3 200 rpm
Torque: 96 Nm at 2 000 rpm
Transmission: 4-speed manual, RWD
0-100 kph: um, 50 sec!
Top speed: 104 kph
Behind the wheel of the Mercedes-Benz 170 Da
The doors are rear-hinged, which makes cabin entry and exit a cinch, almost easier than in modern cars, most of which, of course, have front-hinged items.
The bench has been reupholstered with perforated light-brown vinyl. Although there is little in the way of lateral support, the seating is comfortable enough with no divider or transmission tunnel between you and your passenger.
Behind the large steering wheel are 3 dials that supply fuel level and oil pressure readings, these include a speedometer (with an odometer) and a clock. The large grey lever forms part of the starting procedure, which is rather interesting in itself.
You first turn the short lever to the left of the steering wheel and wait for the U-shaped wire behind the small mesh grille, higher up on the dashboard, to glow red hot. This indicates that the glow-plugs in the engine are up to temperature and that you can start the engine.
Press the start button and the clattering from the diesel engine is immediately noticeable – it transports you, sitting behind the wheel, but also any bystanders, right back to the middle of the previous century.
To the left of your leg the long, bent gear lever is easily within reach. Changing gears is a very mechanical and, frankly, engrossing process. There are no synchromeshes in the gearbox, which means when you change from 1st to 2nd or into 3rd (top) gear, you need to preferably blip the throttle and have a feel for how and when the gears will engage.
It is an utterly involving process, because it’s something that you will never experience on a modern car. After a few shifts, I started to acquire a better feel for the ‘box and eventually thought less about the process and, as a matter of fact, enjoyed the driving experience for what it is.
The Mercdes-Benz 170 Da’s 1.8-litre engine develops only 29 kW at 3 200 rpm, so it is a slow vehicle, but during one ascent of a downhill section of road, the ‘Benz was able to hit an indicated 80 kph.
Thankfully, however, you will never be in a rush when you drive this bakkie in this day and age. It is more comfortable to drive than I remember from a model I drove several years ago; the tyres, suspension and seat absorbed most of the bumps in the road…
Modern sibling
The more modern-day Mercedes-Benz X-Class X250d 4Matic is, as is to be expected, a vastly different vehicle to its ‘50s precursor – the Mercedes-Benz 170 Da. There are only 2 features that the vehicles have in common: both of them have loading bays and bear Mercedes-Benz badges.
Specifications
Model: 2018 Mercedes-Benz X250d 4 Matic
Engine: 2.3-litre, 4-cylinder, turbodiesel
Power: 142 kW at 3 750 rpm
Torque: 450 Nm between 1 500 – 2 500 rpm
Transmission: 6-speed manual, AWD
0-100 kph: 11 seconds (as tested by CAR)
Top speed: 175 kph (claimed)
Mercedes-Benz successfully incorporated its familial design on the front end of the X-Class and the interior incorporates cues of Benz’s passenger vehicles from the late 2010s. Although this X250d features a few options, such as a reverse camera, tow bar and the styling package, it is clearly a luxurious pick-up: the antithesis of a stripped-out pick-up that exists for purely commercial pursuits.
Under the bonnet is a Nissan-sourced 2.3-litre, four-cylinder turbodiesel engine that delivers 142 kW and 450 Nm, the latter between 1 500 and 2 500 rpm.
Mercedes-Benz claimed it optimised the engine characteristics and improved a few aspects of the bakkie’s packaging, but the X250d’s more luxurious cabin and extra sound insulation truly set it apart.
What’s more, all that extra sophistication adds a substantial 100 kg (as tested) to the kerb weight versus that of a similar-specced Navara. But that’s what buyers will expect: the X-Class should be quieter (and better overall) than the vehicle on which it is based.
Acceleration figures are not particularly important factors when considering a pick-up, but for the record, the X250d only hit 100 kp from a standstill in a tested 11 seconds.
However, the benefit of Mercedes-Benz’s additional R&D in its W470-generation bakkie shines through in the outright comfort that the X250d offers its driver and their fellow occupants. The ride quality is on the firm side, but at the same time, you experience a reassuringly solid feeling from behind the wheel.
The gearshift action is not ideal, however. Although the 6-speed manual gearbox shifts slickly, the COMAND system’s touchpad and large control knob are right behind the gear lever. Therefore, when you change to second, fourth or even sixth gear, one is quite prone to brush against these components. If you wear a watch on your left wrist, you may quickly damage the expensive parts.
The engine pulls best in its mid-range, from 2 000 rpm onwards. The redline is past 5 000 rpm, but there is little point in pushing the engine past this mark.
Although it ultimately failed, the X-Class was not a bad vehicle. After all, a Mercedes representative admitted the main reason the X-Class was developed on a partner’s platform was that the brand wanted to enter the luxury pick-up market segment sooner rather than later; cost-saving was of lesser concern.
The X-Class is a huge vehicle – that is if you discount the gargantuan heft of North American pick-ups. You sit high and have a commanding view of the road ahead of you. It was unquestionably one of the most car-like pick-ups on the market and it is no chore to spend a few hours behind its ‘wheel. It offers virtually all the luxury and convenience features that you’ll need.
Summary
Comparatively, the Mercedes-Benz 170 Da needs a lot more effort, in terms of physical exertion, to drive, and I can only presume that at the end of a day’s driving, you will be left in no doubt that you’ve spent a protracted period at the helm of a near-75-year old car.
But, there is more interaction between man and machine; you need to be more in tune with the car’s mechanical systems and, at the same time, be gentle with it.
At the time of my drive, the bold X-Class still received a lot of attention on the road, but the cheerful reactions from fellow road users to the 170 Da served as constant reminders that I was behind the wheel of something truly unique. Fellow road users were patient, cars gave the old Benz space on the road and when a hooter was pressed it was not in frustration, but to wave or give a thumbs up – what a pleasure!
