The LDV D90 won’t launch in 2024 after all, with the fresh-faced 7-seater SUV’s scheduled arrival in South Africa having now been pushed to some point in 2025…
In June 2024, LDV South Africa said the first local deliveries of the D90 were scheduled for the start of the final quarter of this year. However, now the Chinese-owned brand has confirmed the 7-seater SUV won’t hit the local market until some point in 2025.
Though LDV SA told Cars.co.za it has no confirmed date for the D90’s official arrival on the local market, our understanding is that the automaker is targeting a launch date in the opening quarter of 2025.
There are at least 2 units of the ladder-frame SUV already in the country, with both having arrived earlier in 2024 for what LDV SA then described as “customer viewing and final homologation”. These examples each feature a turbodiesel engine, though the latest D90 that recently launched in Australia has interestingly ditched (perhaps temporarily) this oil-burning motor in favour of a turbocharged 2.0-litre petrol engine.
In Mzansi, however, the D90 line-up is expected to comprise Elite and Flagship derivatives, each powered by the same 2.0-litre biturbodiesel engine employed by top-spec versions of the T60 bakkie. This 4-cylinder oil-burner generates 160 kW and 500 Nm, peak outputs that are delivered to all 4 wheels via a ZF-sourced 8-speed automatic transmission. Braked towing capacity is listed as 3 100 kg.
Both derivatives will feature 4×4 with low range as standard, though the Flagship variant will add front and rear differential locks to the Elite’s central item. Other standard features will include climate control, leather upholstery, a 12.3-inch touchscreen infotainment system and dual smartphone-charging pads.
The D90 Flagship will furthermore score massaging- and heating functions for the front seats, while also upgrading from a standard sunroof to a panoramic version and from 18-inch gloss-black alloys wheels to 20-inch diamond-cut items. In addition, while the Elite uses an 8-speaker sound system, the Flagship boasts a 12-speaker JBL arrangement.
LDV South Africa also earlier confirmed that SA-spec D90 derivatives will be fitted with the “Black Package” as standard, adding a gloss-black finish for the exterior handles, side-mirror caps, roof rails and rear spoiler, along with black wheel-arch mouldings.
Measuring 5 046 mm from nose to tail, the 3-row D90 is 121 mm longer than the J250-generation Toyota Land Cruiser Prado, while its 2 950 mm wheelbase offers 100 mm more than that of the Japanese SUV. From what we understand, the D90 for the local market is effectively an LDV-badged version of the Chinese-market Maxus Lingdi (a name that translates to “Territory”).
As a reminder, LDV opened its doors in South Africa in May 2024, kicking off its local operations with the launch of the T60 range of double-cab bakkies. 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.
MG has returned to the South African new-vehicle market! Our regular contributor, Calvin Fisher, recently travelled to China to spend some quality time at the helm of the MG HS – the Chinese brand’s family car that will take on segment mainstays and -newcomers alike.
We arrived in Zhengzhou not by ‘plane, but by high-speed train. The city, where we would sample the new hardware MG will release in Mzansi in early 2025, is a metropolis in every way, except vertically. Military bases in the area mean no building reaches beyond 280 metres.
It’s here where Apple builds its iPhones and more relevantly, where Chinese State-owned SAIC produces its MG-branded passenger cars. That’s the real reason I’ve arrived in the People’s Republic, to peek behind the red curtain at MG’s manufacturing plant and design studio and to ultimately test its wares at the proving grounds SAIC shares with VW. It’s here that I finally go hands-on with the 2nd-gen MG HS.
What is it? In short, it’s yet another Chinese SUV making its way to our shores, but this one comes with a more substantial backstory.
It’s an MG.
That very British marque, Morris Garages has been injected with a new lease on life (and cash). And, as I’ve already mentioned, this HS is the model’s 2nd iteration.
To put it another way, the MG HS has already enjoyed significant success in other markets, but we’ll get the new version that benefits from a bullish upgrade in aesthetics and practicality.
It’s a medium SUV (a compact family car will also ship in the form of the MG ZS) and now features more cabin space than its predecessor, achieves maximum safety standards and absolutely brims with mod-cons, comforts and technology.
Objectively, it’s impressive – but ultimately cars are still best appreciated subjectively when seen in the metal and experienced from the driver’s perforated leatherette-trimmed seat. I’ll start by eyeballing it.
Exterior Styling
The MG HS is easy on the eyes, but it will probably blend in with the rest of the non-descript parking lot fare: amorphous crossovers that seem to share a similar metallic palette. The stylists have opted for a “hammer-head shark” appearance at the front with slim LED clusters joined by a narrow bonnet line.
The front-end execution reminds me of Clint Eastwood staring into the sun from behind the brim of his cowboy hat in a classic Western’, but without the corresponding level of machismo. No, the MG HS is a people-mover and it knows it – despite the design team likening the headlamps to London’s famous Shard Building. Do you see it? I don’t either, but like Clint, I may have been squinting too hard.
I do, however, enjoy the 19-inch machined alloys tucked into each arch. Overall, the design is inoffensive, functional and simply par for the course in the segment it is due to compete in. Good job. No notes.
Upmarket interior
As soon as I drop into the cabin of the Luxury variant, it’s immediately apparent that the folks at MG have aimed high. The base Comfort variant has a raft of safety equipment and acronyms, plus a hearty spec level, but it’s been further enhanced here with an electric panoramic sunroof and rear privacy glass.
Perhaps more relevantly, it also includes an 8-speaker audio system for servicing all 5 of its occupants. There are also front parking sensors, electric seat adjustment with heating, dual-zone climate control plus a wireless charger.
I mentioned the safety acronyms, but won’t dare list them all because that would deplete your phone data, so here are a few highlights: electronic stability- and cornering control, dynamic and hazard control, hill-start assist, tyre pressure-, and even brake disc monitoring.
Only then do we get to the reams of driver aids including – but not limited to – collision warnings, lane assist, rear cross-traffic alert and -braking, driver monitoring, and intelligent (adaptive) cruise control.
Naturally, you’ll be able to adjust these settings in addition to your media modes and smartphone apps (Apple Carplay/Android Auto) via the large 12.3-inch touchscreen that dominates the dashboard.
Add to this the MG HS’ full complement of 7 airbags and you can see how it achieves its 5 stars for safety, and why the brand is being taken so seriously despite a market burgeoning with Chinese metal.
There’s also a virtual cockpit in this tech-forward, gadget-strewn cabin, as well as an electronic parking brake, rain-sensing and a 360-degree surround view camera.
What is the MG HS like to drive?
Both Comfort and Luxury derivatives share the same 1.5-litre 4-cylinder turbopetrol engine paired with a 7-speed dual-clutch transmission. The latter is a new wet-clutch system designed for smoother ‘shifts, has to contend with the motor’s 125 kW and 275 Nm peak outputs, and directs drive exclusively to the MG HS’ front wheels. Fuel consumption is rated at 6.9 L/100km, which is the norm in this segment.
All that was left at this point was to drive the thing, but luckily that was next. SAIC’s proving ground didn’t disappoint; it featured high-speed corners that tighten on themselves while undulating and articulating surfaces are designed to unsettle and wobble the bits for a thorough test.
Yet the MG HS remained composed throughout the experience, rewarding with a steering-wheel feel full of detail allowing you to navigate confidently. The ride quality impressed me, it weighted up satisfyingly in the lengthier bends and did a good job of soaking up the bumps when things went pear-shaped.
The widely variable conditions of South African roads won’t bother the MG HS. Acceleration felt brisk with responsive mid-gear acceleration and, overall, I give it a satisfactory report card. It’s great to drive.
Summary
While the MG HS represents yet another Chinese SUV set to make landfall in early 2025, it is bound to make quite a good impression. The MG badge still holds value, and SAIC has respected this fact by producing vehicles that don’t feel like exploitative cash grabs.
Instead, they feel well-built, nurtured and honed for a public that knows what they want in this segment. It looks great, albeit indistinct and is quite unlike the MGs you may remember: It conducts itself like the European cars that must certainly have been its inspiration at some point, but will now be its competition.
With a competitive pricing structure (see below), the MG HS appears to be a strong buying proposition for prospective family car buyers looking for a good balance between value, performance and practicality.
Watch this space, MG is back with a bang!
How much does the MG HS cost in South Africa?
MG HS 1.5T Comfort AT – R499 900
MG HS 1.5T Luxury AT – R534 900
MG HS 2.0T Comfort AT – R629 900
MG HS 2.0T Luxury AT – R665 900
The MG HS is sold with a 5-year / 200 000 km vehicle warranty and a 7-year / unlimited km engine warranty as well as a 5-year / 90 000 km service plan.
Ferrari 550 Barchetta vs 812 GTS: Classic Comparison
We drive a contemporary Ferrari 812 GTS and a modern classic (and quite rare) 550 Barchetta. They represent different eras of the Maranello-based brand’s front-engined V12 roadster, but can any parallels be drawn between these 2 machines?
Standing in the pits at Zwartkops Raceway outside Pretoria, while looking at these 2 magnificent V12 roadsters, I have to get a small bugbear off my chest. As a company, Ferrari hardly needs to promote its cars – they sort of “sell themselves”; not much in the way of conventional marketing is required, I’d say.
However, the storied brand does sometimes take liberties, particularly in its press releases, to ramp up the desirability of its products. A release (dated 9 September 2019) for the 812 GTS states: “Exactly 50 years on from the debut of the last spider in the Ferrari range to sport a front-mounted V12, the 812 GTS hails a triumphant return for a model type that has played a pivotal role in the marque’s history…”
It carries on: “The last in that long lineage was the 1969 365 GTS4, also known as the Daytona Spider…” It is at this stage where you might start to rub your chin, as you glance at the shapely 550 Barchetta…
But wait, Ferrari then continues with: “The front-mounted V12 architecture has not been used in a Ferrari series-production spider since the 365 GTS4.” That said, four special series limited editions have been launched: the 550 Barchetta Pininfarina in 2000, the Superamerica in 2005, the SA Aperta in 2010 and, most recently, the F60 America of which just 10 were built…
So, if you split standard series production and limited editions, this is indeed the 1st time such a model has been made available for 50 years. Clearly, one can spin virtually anything any which way you fancy!
Modern siblings
Getting these 2 open-top V12s together was no small feat. The owners of these machines both live in Johannesburg, but our first attempt to get these cars side-by-side (in 2022) coincided with the owner of the 812 GTS taking delivery of the car – so, not the ideal moment to ask him to hand me the keys, then. A few months later, all was planned – including an empty track just for us – and then the rain came. But it was a case of 3rd time lucky – on a sunny autumn day it all worked out at Zwartkops Raceway.
A 2-decade advancement in Ferrari’s design language is immediately evident with these cars. The Ferrari 550 Barchetta has a very strong, detailed design, which it shares with the 550 Maranello, but the fact that it is essentially a permanent roadster makes it rather attractive. A cloth roof can be installed, but this takes rather a lot of time and effort. Even so, the owner admits that he loves the fact that the car is compromised and a full-blown roadster and that you must pick your days carefully to enjoy the car.
Both have the rear humps behind the occupants’ heads, while the Barchetta allows for a cleaner and more unobstructed design than the GTS since only the top part of the roof is stored behind the cabin.
Neither of these cars are garage queens, as both owners have set out to enjoy their V12s as often as possible. This example of the Ferrari 550 Barchetta has close to 49 000 km on the odo – a considerable number as the owner purchased it with only around 8 800 km back in 2006 in the UK.
The owner eagerly shares his experiences with the car since that day: “In 2008, I drove from London to Monza, on to Maranello and then watched the Grand Prix at Monza. I’ve had some great memories and experiences with the car in the UK and being part of the Ferrari Owners Club GB.
“Apart from that, the car has been on Killarney International Raceway in Cape Town, Kyalami Grand Prix Circuit in Johannesburg and even Silverstone in the UK. I believe the miles on the car just add to its provenance. My next aim is 100 000 km – after all, no one checks the mileage on a 250 GTO!”
To sum it up, the fact that he did 35 laps on this track where we are standing (during a Ferrari event a few weeks before our shoot) attests to his intent to enjoy the car to the fullest! He also customised it a little by painting the rims a slightly darker colour, as well as having a yellow stripe on the bonnet (as a tribute to #4153 GT, 250 GTO) and, finally, he got Mimmo Schiattarella to build a special exhaust for him.
The owner of the 812 GTS has also had an interesting journey that led him to some of Ferrari’s most exciting, modern cars. Since he purchased his Prancing Horse, he has made full use of it.
“I visited the Ferrari factory in 2008, however, I developed a strong interest in (the brand) even before that, when Michael Schumacher was racing F1 for them. At the factory, I was impressed with the way they built the cars, the trees in the factory and the cleanliness. I never thought I would own one, though.
“Shortly after I received the car, I did 2 800 km with it on a single journey during 8 days of driving. The car’s ability to cruise on the open road comfortably really impressed me. We also tackled several back roads, as well as mountain passes,” he adds.
The track is empty and at our exclusive disposal before the sun sets and I select to first slip into the modern classic. There is a level of simplicity around the cabin that modern cars lack.
That is partly thanks to less technology being on offer at the time of manufacture – depending on your approach or need for technology, you will either appreciate or loathe it. I, for one, appreciate the lack of technology, as what is housed beneath the light-blue bonnet in front of me is of greater importance.
An interesting little fact is that the windscreen is not the same size as a standard 550 Maranello’s, but is specific (lower) to the Ferrari 550 Barchetta. That is a fact the owner was told when he bought the car, so he has been taking good care of the windscreen.
Behind the ‘wheel of the 550 Barchetta
The 4-point harness, which thankfully clips in like a normal seatbelt, has been used in several Ferraris since the Barchetta. It makes you feel much more secure than a standard seatbelt while doing away with the cumbersome machinations that a real harness, with its centre locking mechanism, requires. Needless to say, you know you are not driving an everyday Ferrari when it is equipped with one of these features.
Specifications
Model: Ferrari 550 Barchetta
Engine: 5.5-litre, V12, petrol
Power: 362 kW at 7 000 rpm
Torque: 568 N.m at 5 000 rpm
Transmission: 6-speed manual, RWD
Weight: 1 690 kg
0-100 kph: 4.4 sec (claimed)
Top speed: 300 kph (claimed)
Setting off, I immediately realise that this is no lightweight car. After all, the Ferrari 550 Barchetta tips the scales at 1 690 kg, but even so, with 362 kW and 568 Nm on tap, there is an immediate and noticeable amount of acceleration available thanks to plentiful low-down torque – as should be the case with a GT.
However, soon I start to rev out the gears and allow the needle to swing past 7 000 rpm. It is here where the liveliness of the engine can be intimately experienced. Zwartkops is not a long track (only 2.5 km) and has a combination of mostly shorter and lower-gear corners with 1 very fast and long right-hander.
It is through the latter that the Barchetta feels especially stable, but in the tighter corners, you can truly feel the outer tyres load up – where a brief push of the throttle pedal will easily allow the rear axle to break traction. This is also helped by the fact that the rear tyres are not that wide. You can also pay attention to the weight transfer once the car has settled in a corner, or is about to settle, as that is another factor to keep in mind if you want to break traction at the rear or just keep it close to the limit.
Take into account that more than 2 decades of development have transformed performance cars dramatically; you certainly need less skill to play with the Ferrari 550 Barchetta than I expected.
Having taken the Barchetta to numerous track days, the owner can easily drive his car on the limit most of the time, which he eagerly illustrates to me. From my drive but also during his drive, it is evident that on track you need to switch off ASR, as it inhibits your efforts to put down the power completely.
I don’t make use of all the braking force as I approach corners, but even so, the brake pedal is relatively firm and lowers the car’s speed with a good level of confidence. The steering provides decent feedback while the gears can be swapped faster than I expected.
At times you can hear the “clack” sound as the lever touches the edges of the metal open gate. Some blipping of the throttle makes the process even smoother and, after a couple of laps, I have a higher level of appreciation for the Ferrari 550 Barchetta. The track might not be its ideal environment, but the fun factor on track that it provides, together with its touring capability, makes it a very attractive proposition.
Behind the ‘wheel of the 812 GTS
If touring ability and entertaining dynamics are the aspects by which you rate a car, the 812 GTS should be up there as well. When I attended the launch of the 812 Superfast in Italy in 2017, I was enormously impressed. I’ll admit, it was my first Ferrari launch, but one must always try to stay objective.
In truth, the 812 Superfast is barely a GT – it’s more of a front/mid-engined supercar. Most of the time it was very difficult to put all that power and torque onto the Italian roads. On track, it was a different story.
Specifications
Model: Ferrari 812 GTS
Engine: 6.5-litre, V12, petrol
Power: 588 kW at 8 500 rpm
Torque: 718 N.m at 7 000 rpm
Transmission: 7-speed, dual-clutch automatic, RWD
Weight: 1 645 kg
0-100 kph: 3.0 sec (claimed)
Top speed: 340 kph (claimed)
With the introduction of the 812 GTS, Ferrari clearly wanted to lure customers who want the best of both worlds: touring, al fresco experiences but with nearly the same level of performance.
Make no mistake, Ferrari has smartly converted the 812 Superfast into a partial convertible. The same focused intention of the coupe is still evident in its overall design, especially in the sharply designed front lights, the side air outlets and the way the shoulder lines run towards and over the rear fenders. With the roof in place, there is barely any difference compared with the 812 Superfast. But today, the roof will be lowered and stowed so we can experience the GTS in the way its engineers and designers intended.
From behind the ‘wheel, it is a pure modern Ferrari. Having driven an 812 Competizione a few weeks earlier, the cabin feels immediately welcome and snug.
As I make myself comfortable, the kind owner tells me to enjoy the car to its fullest, and it is immediately noticeable that less effort is needed to pilot this GT than the 550. The start button lets the engine burst to life, the right-hand paddle engages 1st gear and I’m off. Leave it in Auto and the Sport drive mode and it feels like you could be heading to the shops. There is a clear raspy sound to the exhaust note, never leaving you in doubt as to what is available under your right foot.
With the Manettino knob dialled to Race, I pull the left paddle a few times and, with 2nd gear selected, I accelerate down the straight. In an instant, there is a very strong and urgent mechanical push from the engine and the next moment the rev lights illuminate at the top of the steering wheel. The first few LEDs light up close to 6 000 rpm and then the row lights up progressively as you approach the red line at 9 000 rpm, before the final blue light comes on. The engine truly comes on song in the last 1 000 rpm!
I pull the lever and select 3rd gear. Moments later the brakes feel very strong and sharp. With little input through the steering wheel, the nose darts into the corner and I confidently start to press the throttle pedal again. Even more so than in the Barchetta, overpowering the rear axle is not difficult, but the 812 GTS has more electronic systems (not to mention modern tyres) that can prevent this from happening.
The speed with which the engine revs is markedly quicker than in the Barchetta. It picks up speed very quickly in a smooth, yet potent, manner. It makes the car feel lighter than what it is. Although you can leave the gearbox in its automatic setting and allow it to give you a quicker time around the track, that is not as much fun as deciding when to shift gears yourself. The barking sound from the exhaust on each down change is a true joy while the engine – and its quartet of exhaust ends – inform your passenger and anyone else in the vicinity that the powertrain (with the F140 GA engine at its core) has dropped a cog.
Racking up the corners, the car also starts to feel more compact than it is. This is attributable to the pin-sharp handling, as the car does seem to shrink around you the more you experience it on track.
Things happen quicker in the 812 GTS – the speeds you carry towards and through corners are notably higher. As expected, less input is needed to keep the car on track. Having said that, if you want to deploy the full 588 kW with the nanny systems switched off, you’ll need to be handy behind the ‘wheel.
Summary
On the highway back home, the Ferrari 550 Barchetta sits comfortably below 3 000 rpm at an indicated 120 kph – although I think it will cruise just as effortlessly at double this speed. Also keep in mind that only 448 units of this drop-top were produced, making this a semi-rare modern-classic Ferrari.
The 812 GTS will be more comfortable on longer journeys, is a less compromised package and offers its occupants all the creature comforts. Although not limited in production numbers, we can safely assume that not too many of them will be produced. So, a Ferraro 550 Barchetta or a 812 GTS? I guess one’s decision will be influenced by which other Ferraris are already in the garage…
The Honda Fit was updated earlier this year (2024). Can the flagship variant of the new-spec compact hatchback – a petrol-electric hybrid – justify its premium price tag?
We like: Build quality, comprehensive specification, ultra-efficient powertrain
We don’t like: Pricey, the learning curve required to get the best from it
It’s the Honda Fit as you know it, but the addition of hybrid tech gives it another skill set entirely.
The Honda Fit competes in the compact hatchback segment; its 1.5 Elegance Auto variant is a finalist in the 2024/25 #CarsAwards, sponsored by Absa. In this review, however, we focus on the hybrid flagship.
For 2024, the Honda Fit Hybrid received a model-year update that comprised a mild exterior redesign, with the more serious upgrades taking place under the sheet metal. The powertrain, for example, has been enhanced to produce more power from the internal combustion engine and the electric motor.
The contrasting black and white, along with the LED lights give it a sporty look
What other efficiency-focused models can you buy “out of the box” for half a million Rand? The 1.5 Hybrid’s direct rival is the Toyota Corolla hybrid, which is available in hatchback and sedan guises.
And, if you’re looking to save a few Rands, consider the locally-built Corolla Cross hybrid. If you are looking for a high-spec compact hatchback specifically, the Volkswagen Polo is still a frontrunner; the frugal Bluemotion turbodiesel engines have been shelved, so consider the 1.0TSI R-Line turbopetrol.
A clear and simple instrument cluster. The indicated average consumption (3.9 L/100 km) is impressive!
Seeing as the 1.5 Hybrid has received a power hike, we were keen to test it against the clock. The range-topper’s total system output has increased from 80 kW to 90 kW with plenty of torque (a peak of 253 Nm) available. According to the tech specs, Honda has upped the outputs of the naturally-aspirated 1.5-litre petrol engine (from 72 kW to 78 kW), as well as the electric motor, which produces 10 kW more.
While full-throttle acceleration runs are not the Fit’s forte, the Japanese brand’s claimed 0-100 kph time for this variant (9.4 sec) suggests that it’s one of the brisker city runabouts on the market. Before we conducted the acceleration test, we drove strategically to build up the hybrid battery’s state of charge and after that, the test unit delivered consistent acceleration runs – the quickest time was 9.17 sec.
The multifunction steering wheel has slimline spokes, but they’re awash with remote-function buttons.
Seeing as the Fit is a self-charging hybrid, fuel economy is its raison d’etre. Honda claims 3.7 L/100 km and, while that sounds almost too good to be true, we found that, after a week of driving in town, the test unit indicated 4.5 L/100 km – it dropped as low as 3.9 L/100 km (as shown above) on our fuel test route.
You’re probably thinking: “There must be a catch.” Well, there is. To achieve close to that claimed figure, you have to adjust your driving style notably. You can’t hurry the 1.5 Hybrid (even though it can deliver a spirited turn of pace) – if you do, you’re met with a coarse and unpleasant engine note. Because this car is optimised for the daily commute, it encourages gentle throttle inputs and a relaxed driving style.
So, how does it work? The car’s petrol engine and braking system recharge the hybrid battery (the ICE component via an electric generator motor) – in other words, there’s no need to “plug in” the vehicle.
What’s more, if you select the intensive regenerative braking setting via the transmission lever (when coasting on a long downhill section, for example), the 1.5 Hybrid’s rate of deceleration will increase when you lift off the accelerator pedal – and you might be surprised by how quickly that tops up the battery.
You can see what the hybrid system is doing in real-time.
It’s near-impossible to drain the hybrid battery because the car’s engine-driven electric generator motor and regenerative braking will automatically replenish the former. Once it has built up sufficient charge, it utilises the electric propulsion motor to propel the car and saves fuel by deactivating the engine.
Providing you gently apply the accelerator pedal, the car’s capable of accelerating to about 40 kph, after which the petrol engine will fire up to continue the acceleration process. In congested stop-start traffic, the petrol engine stays off most of the time, with the electric propulsion motor doing all the hard work.
Is the technology effective? Sometimes we were startled by the sound of the petrol engine firing up to charge the battery, but we’d say: “Yes,” provided that you’re measured with your throttle inputs. Given the 40-litre fuel tank capacity, the Fit’s theoretical full-to-empty range is above 1 000 km and, if you’re likely to spend most of your time driving on busy roads, that distance doesn’t sound far-fetched at all.
Features and Practicality
The Honda Jazz (as the Fit was previously known in our market) is renowned for being one of the most practical and well-thought-out of all the compact hatchbacks, and this 4th-gen model is no exception.
Honda Magic Seats – awesome since 2001!
In terms of load-bay capacity, the 1.5 Hybrid loses a few litres to the additional hardware required by the petrol-electric powertrain. For the number-obsessed readers, the flagship offers up 298-838-1 199 litres in comparison with its ICE siblings’ 309-849-1 210 litres. There’s still adequate space for cabin baggage-style suitcases, but if you want to load in larger items, you may need to fold the rear seats flat.
The Fit’s load-bay capacity is slightly reduced due to the location of the hybrid system’s hardware.
As before, the clever Magic Seats are fitted in the 2nd row. Not only do they fold flat, but you can lift and flip the bases and seatbacks forward to effectively turn the Fit into a ‘van. This author recalls moving house with a previous-gen Jazz – it accommodated a particularly stubbornly-sized bookcase with ease!
At this price point, buyers will expect a comprehensive standard equipment list and indeed, the 1.5 Hybrid comes fitted with the majority of features that you would expect to find in a flagship variant. In terms of specification updates for 2024, the Honda Fit has gained a wireless charging pad.
Wireless charging makes its debut in this updated Fit.
The 9-inch infotainment system reminds us of a tablet – it’s simple to operate and its functions are easy to access. If only all infotainment systems could be this intuitive, instead of overcomplicated and fussy.
Connectivity features, such as Bluetooth telephony and streaming, USB-A ports at the front and USB-C equivalents at the rear are included, along with Apple CarPlay and Android Auto. The climate control is efficient and the car features heated seats for those chilly mornings. The switchgear has a pleasant tactile quality and you get the impression this vehicle was assembled with quality and longevity in mind.
The infotainment screen’s interface is an exercise in simplicity.
Apart from ABS with EBD and brake assist, plus 6 airbags, the Honda Fit has numerous safety assistance systems, including adaptive cruise control, lane-keeping assist and autonomous emergency braking.
The digital instrument cluster shows that all safety assistance systems are active!
If you’re looking for an engaging driving experience, the Honda Fit is not for you – it’s focused on comfort and efficiency. To that end, the driver’s seat position is perched and all-round visibility is best-in-class, thanks to a humungous windscreen, clever triangular portholes in the A-pillars and chunky side mirrors. The reverse-view camera has a reasonably clear display, plus fore- and aft parking sensors are standard.
A reverse-view camera with guidelines is standard equipment.
The 1.5 Hybrid rides on 16-inch alloy wheels wrapped in eco-optimised 185/55 tyres from Yokohama, which are claimed to offer lower rolling resistance, which should enhance the vehicle’s fuel economy.
As for the ride quality, the Fit’s suspension setup is, somewhat surprisingly, on the slightly firmer side of pliant, but the tyres’ relatively thick sidewalls do their bit to soften the impacts of road imperfections that would otherwise be jarring. We also noticed the Honda rides a bit higher than most compact hatchbacks and, as a result, it will exhibit a fair degree of body roll (or lean) if you corner at unusually brisk speeds.
The steering wheel action is light and direct, making the Fit quite wieldy. If we had to describe the driving experience in 1 word, it would be “relaxed” – the Honda is tailor-made for wading through dense traffic.
The Honda Fit is fitted with eco-optimised Yokohama tyres.
Price and After-sales support
The Honda Fit 1.5 Hybrid e.HEV retails for R544 900 (December 2024), which includes a 5-year/200 000 km warranty (plus an 8-year/200 000 km warranty for the battery and other hybrid components) and a 4-year/60 000 km service plan.
Brilliant urban runabout, but its price tag pushes it out of reach for many consumers.
The Honda Fit 1.5 Hybrid is a truly impressive compact new-energy vehicle, but its biggest stumbling block is its price tag. It may fall under the carbon-tax threshold, but it’s pricier to produce than its ICE equivalents (because of the hybrid drivetrain) and cannot escape the 25% (as opposed to 18%) import duty that our Government levels on electrified cars and EVs. Plus, because Honda does not build cars in Mzansi, it doesn’t earn credits with which to reduce duties on imported vehicles, as some of its rivals do.
It’s expected that South Africa will incentivise the uptake of “greener” vehicles soon – we live in hope –but as things are, it will take quite a while for the 1.5 Hybrid’s fuel savings to cancel out its price premium.
Should you buy one? The Honda Fit is an exceptionally practical, comfortable and sensible compact hatchback. The standard (ICE) version is excellent, but (provided you can afford it) the 1.5 Hybrid makes even more sense for the daily commute: its hybrid powertrain excels in congested traffic conditions and, if you to adapt your driving style to suit, it will reward you with deeply impressive fuel efficiency.
South Africa will see at least 3 new car brands arriving on local soil in 2025. Take a look at what’s on the way!
The South African car market is flourishing with no less than 54 car brands selling cars in South Africa. In 2025, however, some interesting new car brands will open shop in Mzansi and all of them have roots in China.
It must be noted that Dongfeng has been selling trucks locally for some time but the arrival of the Box will mark the brand’s entry into the passenger car market.
The Dongfeng Box is equipped with a 42.3 kWh lithium iron phosphate battery pack that provides an electric driving range of 430 km and used a 70 kW / 160 Nm front-mounted electric motor.
Dongfeng also announced its intention to launch 2 additional products during the course of 2025 but these models will be confirmed in due course. Pricing and specification for the Box will be confirmed in due course but the Box is expected to be one of South Africa’s cheapest EV’s.
Dongfeng will be distributed locally by E Auto Motor.
Leapmotor
Country of Origin: China (since 2015, owned by Stellantis)
Headquarters: Hangzhou
Stellantis-owned Leapmotor will join the local market in the second half of 2025.
The Chinese brand will launch the C10 SUV with a full electric powertrain comprising a single rear-mounted electric motor with outputs of 160 kW and 320 Nm. Using a 69.9-kWh, the Leapmotor C10 will offer a claimed range of around 420 km.
Specification and pricing will be confirmed closer to launch in September 2025.
MG
Country of Origin: Great Britain since 1924 (Chinese-owned by SAIC since 2007)
Headquarters: Shanghai, China
The legendary British car brand is now owned and backed by Chinese group SAIC Motor which also produces the LDV bakkie.
MG’s local product offensive will start with the ZS and HS crossovers as well the sporty electric MG Cyberster. More products are expected to follow.
The MG ZS finds motivation from a naturally aspirated 1.5-litre, 4-cylinder petrol engine with 84 kW and 150 Nm and is paired with a 4-speed automatic transmission.
The larger MG HS family car employs a turbocharged 1.5-litre petrol engine with 125 kW and 275 Nm and is paired with a 7-speed dual-clutch transmission.
As for the electric Cyberster, it will be offered in all-wheel-drive with 2 electric motors producing 375 kW and 725 Nm. A 77 kWh lithium-ion battery allows for a claimed range of 443 km. Zero to 100 kph is claimed in 3.2 seconds.
MG’s officially back in SA! Initial line-up & prices
After an 8-year hiatus, the MG brand is officially back in South Africa. Here’s a closer look at the 100-year-old automaker’s initial model line-up for the local market…
It’s finally official: MG has returned to South Africa, with a trio of models confirmed for the local market – and yet more planned.
The Chinese-backed brand is set to kick off its retail operations in the final few days of 2024, the year in which it celebrates its centenary. Founded 100 years ago as “Morris Garages” in the United Kingdom, MG is run by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque.
In production since 2017, the 1st-gen MG ZS will be offered locally.
So, what can we expect? Well, MG Motor South Africa says sales of the ZS and HS crossovers will start before the end of the year, with the Cyberster – the brand’s fully electric roadster – also confirmed for the local market. From what we understand, the MG3 hatch is likewise very much on the cards for Mzansi, with the automaker furthermore saying “hatchbacks, hybrid[s] and mainstream electric models” are coming.
Fascinatingly, the ZS – which measures slightly shorter from nose to tail than the likes of the Haval Jolion and Omoda C5 – will launch in 1st-generation form (perhaps wearing the “Core” suffix), offered locally in Comfort and Luxury grades. Both derivatives employ a naturally aspirated 1.5-litre, 4-cylinder petrol engine, delivering 84 kW and 150 Nm to the front wheels through a 4-speed automatic transmission.
The ZS will be available locally in Comfort and Luxury grades.
MG Motor SA claims a top speed of 195 kph and a combined fuel economy of 7.1 L/100 km. Both trim levels feature electronic stability control, 6 airbags, tyre-pressure monitoring and rear parking sensors. The Comfort grade comes with a 4-speaker sound system and cloth-trimmed seats, while the Luxury model upgrades to 6 speakers and leatherette upholstery.
The 2nd-generation MG ZS, however, is tipped to arrive in South Africa at some point in the opening half of 2025, likely wearing the “ZS Pro” badge and set to be sold alongside the older model. Though local details on the new ZS have yet to be released, it’s perhaps worth noting this model is offered exclusively in hybrid form in markets such as the UK and Australia.
The 2nd-gen ZS is expected to launch in Mzansi in 2025.
What about the HS? Well, Mzansi will receive the new (2nd-generation) version, with initial SA-spec derivatives powered by a turbocharged 1.5-litre, 4-cylinder petrol motor (with a 2.0-litre turbo set to follow “shortly afterwards”). This 1.5-litre unit offers 125 kW and 275 Nm, peak outputs that are delivered to the front axle via a 7-speed dual-clutch transmission as standard. Maximum speed is a claimed 195 kph, while combined consumption is listed as 6.9 L/100 km.
As with smaller ZS, the MG HS – which is similar in size to the Haval H6 – will be offered locally in both Comfort and Luxury trim levels. In addition to the basic safety kit (including 7 airbags and rear parking sensors), this model furthermore boasts driver-assistance technology such as front-and-rear collision warning, lane-departure warning, emergency lane-keep assist, lane-change assist, blind-spot detection, rear cross traffic alert (and braking), a driver-monitoring system and intelligent cruise assist.
Euro-spec versions of the HS boast a 5-star Euro NCAP rating.
Inside the HS, you’ll find items like 12.3-inch dual screens, a 360-degree camera system and perforated leatherette upholstery. The Luxury variant furthermore scores a panoramic sunroof, rear privacy glass, an 8-speaker audio system (2 more than the Comfort), front parking sensors, electrically adjustable (and heated) front seats, dual-zone climate control and a wireless smartphone charger.
Meanwhile, the low-volume Cyberster will slot in at the very summit of MG’s local range. Interestingly, it seems only the full-fat, all-wheel-drive version (there’s also a lower-powered, rear-driven iteration) will be sold in South Africa, offering a whopping 375 kW and 725 Nm courtesy of dual electric motors.
Standard “scissor doors” add visual drama.
Energy comes from a 77 kWh lithium-ion battery pack that accepts a maximum AC charge rate of 7 kW and maximum DC charge rate of 144 kW. MG claims a single-charge WLTP range of 443 km, a 0-100 kph time of just 3.2 seconds (using launch control) and a top speed of 208 kph.
All MG models in South Africa will feature a 5-year/200 000 km vehicle warranty. The ZS and HS will furthermore come with a 7-year/unlimited km warranty on the engine, while the Cyberster’s electric powertrain will be covered by a 7-year/ 250 000 km warranty.
The ZS will feature a 5-year/60 000 km service plan, while the HS will upgrade to a 5-year/90 000 km arrangement and the Cyberster to a 5-year/100 000 km maintenance plan.
We may well see the MG3 launch in SA in 2025.
Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back. Sky Zhang, General Manager for MG Motor South Africa, says the brand will relaunch with 30 dealers and has “plans for more over the next 2 years”, adding that a national parts distribution centre has already been established in Kempton Park.
“MG is 100% committed to the South African market. Backed by SAIC Motor, the largest automotive manufacturer in China and ranked among the Fortune Global 500, MG has a robust foundation for sustainable growth. The brand’s arrival in South Africa is a strategic long-term investment,” said Zhang.
MG range pricing in South Africa
MG ZS 1.5 Comfort 4AT – R289 900
MG ZS 1.5 Luxury 4AT – R309 900
MG HS 1.5T Comfort 7DCT – R499 900
MG HS 1.5T Luxury 7DCT – R534 900
MG HS 2.0T Comfort 9AT – R629 900
MG HS 2.0T Luxury 9AT – R665 900
MG Cyberster – R1 399 900
All MG models feature a 5-year/200 000 km vehicle warranty. The ZS and HS furthermore come with a 7-year/unlimited km warranty on the engine, while the Cyberster’s electric powertrain will be covered by a 7-year/ 250 000 km warranty.
The ZS features a 5-year/60 000 km service plan, while the HS upgrades to a 5-year/90 000 km arrangement and the Cyberster to a 5-year/100 000 km maintenance plan.
Despite the Volkswagen Passat’s status as the Wolfsburg-based brand’s 2nd-best-selling nameplate of all time, the B8-series model was under-appreciated in South Africa. So, should you consider a used version of this classy sedan?
With more than 34 million examples sold worldwide over a lifecycle spanning half a century and 9 generations, the Volkswagen Passat currently places 2nd on the list of top-selling Volkswagen models of all time, beaten only by the venerable Golf.
Despite holding such an accolade, the Passat nameplate has been reduced to an estate-only offering (limited to certain European markets) and a China-only sedan. Yes, even a model with as firmly established a name as the Passat was not immune to the global market’s shift towards SUVs and crossovers – and away from more traditional body styles such as the sedan.
The B8-generation VW Passat was unveiled in mid-2014.
The Passat was put out to pasture in South Africa in 2019, with Volkswagen’s local division citing sluggish sales as the reason. And it’s that (B8-series) version of the family sedan – which is admittedly in relatively short supply on the local used market – that we’re going to examine in this Buyer’s Guide.
Named European Car of the Year in 2015 (before claiming the runner-up position at 2015 World Car of the Year, behind the W205 Mercedes-Benz C-Class), the 8th-gen Passat was built in Germany on a stretched version of the Volkswagen Group’s ubiquitous MQB platform.
While some markets also received a wagon version (and North America had its own, separate saloon), VW marketed only the sedan variant in Mzansi. Still, it was a body style that continued to fall out of favour, with the 8th-gen model failing to survive locally, ultimately going the way of most family sedans that weren’t members of the Teutonic Trio.
Volkswagen Passat model line-up in South Africa
The SA launch took place in the final quarter of 2015.
The first official images of the B8-series Passat were released in July 2014, before the vehicle made its public debut at the Paris Motor Show in October of that year. Bucking the general trend of generational growth, the 8th iteration of the model was slightly shorter and lower than its predecessor, although its width and wheelbase increased by comparison. It also lost around 85 kg, despite body-rigidity gains.
The 8th-gen Passat arrived in South Africa in October 2015, though only TSI-badged, BlueMotion-equipped petrol engines were available at launch. Transmission choices included a 6-speed manual gearbox, plus 6- and 7-speed dual-clutch cog-swappers, while Comfortline and Highline were the 2 grades on offer. As such, the front-wheel-drive-only range initially comprised the following derivatives:
1.4 TSI Comfortline 6MT (110 kW/250 Nm)
1.4 TSI Comfortline 7DSG (110 kW/250 Nm)
1.8 TSI Highline 7DSG (132 kW/250 Nm)
2.0 TSI R-Line 6DSG (162 kW/350 Nm)
In November 2016, Volkswagen SA finally rolled out the promised 2.0 TDI variant, but also rejigged the local line-up. The entry-level manual version of the 1.4 TSI was scrapped, as was the 1.8 TSI powertrain (seemingly the least-popular engine), while Luxury and Executive trim grades replaced Comfortline, Highline and R-Line. Executive derivatives, however, gained the R-Line styling package as standard.
The range was rejigged in the final quarter of 2016.
The revised line-up comprised 4 variants, 2 of which employed the 2.0 TDI engine. The turbodiesel motor offered 130 kW and 350 Nm (the latter on tap from 1 500 rpm) – outputs that were delivered to the front axle via a 6-speed DSG transmission. The oil-burning unit sipped at a claimed 5.0 L/100 km.
1.4 TSI Luxury 7DSG (110 kW/250 Nm)
2.0 TDI Luxury 6DSG (130 kW/350 Nm)
2.0 TDI Executive 6DSG (130 kW/350 Nm)
2.0 TSI Executive 6DSG (162 kW/350 Nm)
In February 2019, Volkswagen confirmed that the facelifted version of the B8 Passat would not be offered in South Africa, which effectively ended the nameplate’s local run. Our information suggests the Passat was removed from (then) VWSA’s official pricelists at the end of the opening quarter of that year.
At the time, VW said the Arteon – which had arrived in SA in May 2018 – would fill the void left by the Passat, but that fastback model bit the dust as early as May 2020. With the Jetta having been axed in 2019, the sole surviving saloon in VW’s local range was – and still is – the Indian-made Polo Sedan.
What are the Volkswagen Passat’s strengths?
Note the full-width air-vent design.
Spacious, well-built cabin: Despite the fact the 8th-gen Passat had more compact exterior dimensions than the B7 model, cabin space increased as a function of the longer wheelbase and smarter packaging. Rear legroom was particularly plentiful, while the boot was downright capacious (interestingly, VW initially claimed a luggage capacity of 479 litres, before hiking it to 519 litres a year later).
Build quality was another highlight of the cleverly laid-out cabin (complete with air vents spanning the width of the facia, interrupted only by a central analogue clock and the instrument cluster), which benefited from a heady mix of top-quality materials and pleasingly weighted switchgear. With the right options specified, the Passat’s interior took on a premium, almost Audi-like feel.
The B8-series Passat boasted high levels of rolling refinement.
Refinement and ride quality: Befitting an executive sedan with aspirations of duking it out with the likes of the BMW 3 Series and Mercedes-Benz C-Class, the 8th-gen Passat’s cabin was very well insulated, resulting in high levels of rolling refinement. In short, it made for a relaxing long-distance cruiser.
Furthermore, in standard guise (when fitted with 16- or 17-inch wheels), the Passat – with its multilink rear suspension arrangement – delivered a compliant, sophisticated ride quality. The flagship 2.0 TSI derivatives, meanwhile, were fitted with VW’s Dynamic Chassis Control (DCC) system, which added adaptive damping and dropped the ride height by 10 mm.
As an aside, the available R-Line package – which featured sportier bumpers, a model-specific grille, chrome-plated trapezoid tailpipe trim, side-sill extensions and a gloss-black diffuser – did not add stiffer suspension, as was the case with models such as the 2nd-gen Tiguan.
The 2.0 TDI motor was both punchy and frugal.
A broad range of engines: Though the local B8-series Passat line-up numbered only 4 derivatives at any one time, the broader engine range catered for several requirements. With a claimed 0-100 kph time of 8.4 sec (in manual or DSG guise), the entry-level 1.4 TSI was quick enough (considering the wants and needs of its target market), while being capable of sipping at just 5.2 L/100 km, according to VW.
The short-lived 1.8 TSI, meanwhile, was said to reach 3 figures in under 8 sec, with only a marginal fuel-economy penalty (the German firm claimed a combined figure of 5.8 L/100 km). Armed with a Golf GTI-flavoured 162 kW, the 2.0 TSI saw off the obligatory sprint in a claimed 6.7 sec, while the 2.0 TDI powertrain had a listed 0-100 kph time of 8.2 sec (but was easily the most fuel-frugal of the bunch).
What are the Volkswagen Passat’s weaknesses?
Items such as the Active Info Display (digital instrument cluster) were unfortunately optional.
Lengthy list of options: While the likes of the 3 Series and C-Class could seemingly get away with having long lists of costly optional extras, contenders from non-premium brands tended to focus on the value proposition, often including plenty of kit in the purchase price. However, that certainly wasn’t the case with the B8 Passat – at least, not at first.
Initially, for instance, the 1.4 TSI derivatives made do with fabric upholstery, with items such as leather trim (with seat heating up front), LED headlamps and 3-zone climate control becoming standard across the range only from the November 2016 update. A relatively small (6.5-inch) touchscreen was standard throughout the vehicle’s local lifecycle, but the larger 8.0-inch screen (with integrated navigation) and the 12.3-inch Active Info Display digital instrument cluster were optional on all derivatives.
The larger 8.0-inch infotainment screen was a paid extra on even the flagship derivative.
When VW restructured the range late in 2016, it bundled several options together, resulting in various packages. These included the tow package (tow bar, trailer assist and park assist), safety package (adaptive cruise control and head-up display), park package (keyless access, automatic boot, reverse-view camera and park assist), park package with area view (adding a 360-degree camera system), luxury package (electric front seats, electric folding mirrors, DynAudio sound system, ambient lighting and 230V socket) and R-Line styling package.
Not as dynamic as RWD rivals: Whereas models such as the rear-driven 3 Series were dynamically gifted, the front-wheel-drive (and 4-cylinder-only) B8-gen Passat was merely competent in the handling stakes. In short, with its suspension set-up biased towards comfort (and only the 2.0 TSI benefiting from VW’s clever electronic differential lock), the Passat was surefooted rather than fun to drive quickly.
The Passat wasn’t nearly as dynamic as its rear-driven rivals.
Miscellaneous potential issues: What else should you look out for? Well, the EA888 engine family – here represented by both the 1.8 TSI and 2.0 TSI motors – was known to suffer from a leaking water-pump housing. The pump and thermostat were packaged together in a plastic housing, which was unfortunately prone to early failure.
What about the 1.4 TSI powerplant? Well, this EA211 unit switched from the earlier EA111’s timing chain to a belt, which VW initially declared good for the life of the car. However, we’d suggest having the belt at least inspected – if not replaced – on high-mileage vehicles.
The 2.0 TDI (EA288) had perhaps the best reputation of the lot, though like most turbodiesels could be susceptible to clogging of the diesel particulate filter (DPF). Finally, be sure to pay close attention to the behaviour of any derivative’s dual-clutch transmission when test driving.
How much is a used VW Passat in South Africa?
Here’s a look at the smaller (6.5-inch) screen that shipped standard.
In South Africa, the 8th-gen Volkswagen Passat shipped standard with a 3-year/120 000 km warranty, a 12-year anti-corrosion warranty and a 5-year/100 000 km maintenance plan (then known as the AutoMotion plan). Service intervals were set at 15 000 km for all derivatives.
Of the small handful of used B8-series Passat models listed on Cars.co.zaat the time of writing, 67% employed the 1.4 TSI engine, though none with the manual gearbox. The 2.0 TDI represented about 22% of available stock, while the 2.0 TSI made up the balance. No examples of the 1.8 TSI were listed.
Examples of the B8-series model are few and far between on the used market.
Interestingly, 2017 was the most popular model year, accounting for more than half of the listings. The Luxury trim level was the most prevalent grade, while mileages ranged between 71 000 km and 206 000 km (the latter achieved by a 2017 1.4 TSI Luxury).
Below R250 000: Predictably, all variants listed below this price point at the time of writing were fitted with the entry-level 1.4 TSI engine. For the record, all listings here had more than 100 000 km on their respective odometers.
From R250 000 to R300 000: Listings positioned between these pricing bookends were from the 2016, 2017 and 2018 model years. Their indicated mileages still tended to be on the far side of 100 000 km, though we also discovered a couple of 2.0 TDI and 2.0 TSI derivatives here.
R300 000 and up: There were very few options above this mark, though all 3 engines (remember, the 1.8 TSI didn’t feature at all) were present. The most expensive B8-series Passat we found was a 2018 2.0 TDI Luxury listed for R379 900 and fitted with features such as the R-Line package, the larger touchscreen, a panoramic sunroof, 19-inch alloy wheels and a few of the optional packages.
Which Volkswagen Passat derivative should I buy?
We’d opt for a 2.0 TDI in either Luxury or Executive specification.
So, which powertrain derivative should be on your shortlist? Well, while the 1.4 TSI is the easiest to come by and the GTI-like grunt of the 2.0 TSI certainly seems tempting (we’ll ignore the seldom-spotted 1.8 TSI), we’d argue that the 2.0 TDI is the pick of the bunch.
In conjunction with a slick-shifting 6-speed DSG transmission, this turbodiesel engine offered plenty of low-down grunt, with the resulting tractability making it both a highly competent city car and an eminently effortless long-distance cruiser. At the claimed combined fuel figure of 5.0 L/100 km, the oil-burning Passat could theoretically cover more than 1 300 km on a single (66-litre) tank of diesel.
Compared with the Luxury grade, keep in mind that the Executive specification added items such as larger alloys, a multi-colour instrument-cluster display, the App-Connect system, dynamic cornering lights, Nappa leather (as opposed to “Vienna” hide), extra cabin trim (in brushed aluminium and chrome) and the R-Line styling package. Finally, look out for examples fitted with the highly configurable Active Info Display and any other options on your wish list.
Is the VW Passat a smart used buy?
Plenty of space for rear-sited passengers to stretch out.
Though it ultimately proved an unsuccessful strategy, the B8-series Volkswagen Passat was pitched directly at the likes of the F30 BMW 3 Series and the W205 Mercedes-Benz C-Class. It also competed with a Volkswagen Group cousin in the form of the pre-facelift B9-series Audi A4 sedan, as well as the similarly under-appreciated XE30-gen Lexus IS and the Nissan-backed (but rarely seen) Infiniti Q50.
Meanwhile, non-premium rivals included the 3rd-gen Mazda6, the Ford Fusion (known as the Mondeo in some parts of the world), the 6th-gen Subaru Legacy and the 9th-gen Honda Accord. Of course, as was the case with the Passat, IS and Q50, these sedans all failed to survive in Mzansi. As an aside, the 6th-gen Hyundai Sonata exited SA around the time of the B8 Passat’s arrival, while the axe fell on the 3rd-gen Kia Optima even earlier, towards the middle of 2014.
A classy alternative to the A4, 3 Series and C-Class of the era.
The VW outlasted most of the since-discontinued saloons mentioned above, but it nevertheless sold in exceedingly slim numbers in South Africa. As such, despite the Passat’s title as Wolfsburg’s 2nd-most popular nameplate ever, there aren’t many B8-series examples on Mzansi’s used market today.
Still, if you appreciate understated styling, a frugal-yet-gutsy turbodiesel engine and a cabin that’s comfortable, spacious and well-built, the 8th-gen Volkswagen Passat – specifically when fitted with choice options – represents a compelling, classy alternative to the so-called “Big Three”. Just be prepared to search long and hard…
More powerful Toyota Fortuner GR-S confirmed for SA!
Long rumoured for the local market, the Toyota Fortuner GR-S has finally been confirmed for South Africa. And it’ll bring extra power when it launches in Q1 2025…
The Toyota Fortuner GR-S has finally been confirmed for South Africa, with the Japanese automaker’s local division announcing that this “performance-orientated variant” will launch in the opening quarter of 2025.
According to Toyota SA Motors, the GR-S derivative – which will surely be built alongside the existing Fortuner variants at the firm’s Prospecton plant in KwaZulu-Natal – will “come with more power and style to complement its exceptional off-road capabilities and versatility”.
The automaker furthermore says the GR-S (which is short for “GR Sport”) version of the strong-selling adventure SUV will boast “sport-inspired features and aesthetics, an aggressive stance as well as performance-focused upgrades”. While further details have yet to be released, we can perhaps look to the closely related Hilux GR-S for an idea of what to expect.
As a reminder, existing Fortuner derivatives fitted with Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel motor offer 150 kW and 500 Nm. If the upcoming Fortuner GR-S scores the same engine tune as the hottest Hilux, it will upgrade to peak outputs of 165 kW and 550 Nm, delivered to all 4 wheels through a 6-speed automatic gearbox.
Moreover, based on the Fortuner GR-S model offered in various overseas markets, we’d speculate this derivative will furthermore gain items such as red brake callipers, black alloy wheels and uprated shock absorbers, along with subtle exterior styling revisions and the requisite smattering of “GR” badges.
Inside the uprated ladder-frame SUV, we can likely expect yet more “GR” branding (perhaps on the front-seat headrests, starter button and steering wheel), various red accents and GR-specific instrument panel features.
As a reminder, the current Fortuner portfolio comprises 11 derivatives, 3 of which employ the 2.4-litre turbodiesel engine. The remaining 8 variants use the aforementioned 2.8 GD-6 powerplant, with 4 furthermore gaining a 48 V mild-hybrid system. Pricing runs from R679 100 to R961 800. Year to date (end of November 2024), Toyota SA Motors has sold as many as 9 323 units of the Fortuner.
Look out for more official details – and, of course, pricing – closer to the official local launch of the Fortuner GR-S in Q1 2025…
Refreshed Audi A3 to switch to mild-hybrid 1.5 TFSI in SA
Audi SA says the facelifted A3 range will switch to a mild-hybrid 1.5 TFSI engine when it launches locally in early 2025, while also ditching “lower-rung” trim levels…
The facelifted Audi A3 Sportback and A3 Sedan are due to launch locally in early 2025, with the Ingolstadt-based firm’s local division confirming the “35 TFSI” derivatives will switch to a turbocharged 1.5-litre petrol engine featuring mild-hybrid technology.
Though this will be the sole powertrain option at launch in Mzansi, the German automaker says the updated 8Y-series A3 range – a generation that arrived in SA in July 2021 – will be expanded “with sportier derivatives” (we’re guessing in the form of the likewise revised S3 and RS3) later in 2025.
As a reminder, the 35 TFSI derivatives in the outgoing (pre-facelift) A3 portfolio in Mzansi each employ a turbocharged 1.4-litre petrol motor. Interestingly, the incoming 1.5-litre 4-pot generates the same peak outputs of 110 kW and 250 Nm, though swaps from an 8-speed torque-converter automatic gearbox to a 7-speed dual-clutch transmission (and gains the aforementioned 48-volt mild-hybrid gubbins).
Though detailed powertrain specifications for the local market have yet to be released, Audi’s international press material lists a 0-100 kph time of 8.1 seconds for the front-wheel-drive 35 TFSI variants, along with a combined fuel economy range of 5.2 to 5.9 L/100 km.
Audi SA has furthermore confirmed its decision to “rationalise” the local A3 range, doing away with the unnamed base trim level as well as the “Advanced” grade. Therefore, the facelifted 35 TFSI will be available exclusively in “S line” and “Black Edition” guise.
In South Africa, the S line package will include 18-inch alloy wheels (wrapped in 225/40 R18 tyres), LED lights (with dynamic indicators), a “convenience” key, lane-departure warning, parking assist (with parking aid plus), a panoramic sunroof, ambient lighting package plus, a sports steering wheel, sports seats, the Audi virtual cockpit and a Sonos 3D premium sound system.
Meanwhile, the Black Edition grade will add darkened trim for the grille, Audi rings and side-mirror caps, along with black 18-inch alloy wheels and privacy glass. Of course, the A3 range’s mid-cycle refresh also encompasses revised exterior and interior designs as well as various new cabin materials.
The German firm’s local division says pricing for the updated A3 range “will be shared early in 2025”. As a reminder, the outgoing (12-strong) line-up currently runs from R682 100 to R806 300, excluding Audi Sport’s S3 (from R930 300) and RS3 (from R1 330 800) performance derivatives. Over the first 11 months of 2024, Audi SA has sold 572 units of the A3 Sportback and 378 units of the A3 Sedan.
Ferrari doesn’t call the Purosangue an SUV, but it’s considered the iconic brand’s first attempt at cracking this “must-do” segment. What it is, in fact, is something entirely different, and more intoxicating: the world’s best 4-seat sportscar. Ciro De Siena presents a video review and Hannes Oosthuizen shares his impressions below.
We like: Gravity-defying dynamics, fantastic engine, cabin space, lots of “feel”
We don’t like: Eye-watering price, haptic controls on the steering wheel
Neither an SUV nor a crossover, but instantly popular nonetheless. Ferrari’s order book for the Purosangue is closed at the moment.
Where does the Ferrari Purosangue fit in?
This is a fitting review to end the year on – a Christmas present to petrolheads! The Ferrari Purosangue is not new (it was launched in 2022) and, if you want one, you’ll have to be patient just to get a chance to order the car! Initial demand was so overwhelming that Ferrari had to suspend production of the model because it undertook to keep Purosangue sales at no more than 20% of the brand’s volume.
As we were finalising this review, we learnt order books for the model had closed again – it’s sold out well into 2026 – so if you’re a serious buyer, stay in touch with your Ferrari dealer for updates about that.
Some traditionalists may scoff at the Purosangue’s packaging, but it’s a natural successor to the GTC4Lusso.
Suffice it to say, the Purosangue has contributed massively to Ferrari’s success in the past 2 years and become something of an unsung hero, which is surprising, given that its very existence is controversial! A few years ago the thought of a Ferrari SUV had purists spilling their espressos, but when the car arrived the concerns, somehow, evaporated. This only happens when a product well and truly nails the brief.
There are a few Purosangues available within the local Ferrari network, but you would have to be willing to part with about R15 million to purchase one that way (see below). That means the usual “consumer journalism” benchmarks don’t apply here. This is a car that you’ll either want, or not, and can afford to buy, or not… Whether it is “better than its rivals” is irrelevant, because, in reality, the Purosangue has no rivals. The only question that merits addressing, we believe, is whether the Purosangue is a pure Ferrari.
Its pronounced haunches, upright stance and large glass areas may seem un-Ferrari-like, but the Purosangue’s a knock-out in the metal.
Design & Practicality
When information first emerged that Ferrari was planning to introduce an SUV, the firm was on the receiving end of much criticism. The concerns were to be expected: this is a storied, much-admired brand and the thought of a hefty, high-riding SUV was seen to be at odds with the marque’s DNA.
That said and, as has been the case for many of the world’s other luxury/sportscar brands, this segment is appealing because it adds volume and generates a lot of revenue. You could argue that a successful SUV model funds a brand like Ferrari’s ability to produce the extreme sportscars we expect of it.
The Purosangue’s ultra-discreet headlamp treatment was first seen on the Roma – it makes the front end look sharper.
And when Ferrari showed the Purosangue, the criticism (including from us, we’ll admit) continued. To many, it resembled a Mazda CX-30, albeit a very macho, bulked-up one! That inconvenient truth didn’t hurt sales, however, as the Purosangue sold so quickly that Ferrari stopped production. It was recently reported by Motor1 that, according to data from JATO Dynamics, which covers 52 markets worldwide, the Purosangue was the 3rd-best-selling Ferrari between January and August 2024.
The data, which excludes key markets such as the Middle East, says Ferrari sold nearly 1 500 units through August, 3rd only to the 296 and the Roma. Not only is Ferrari selling more cars than ever before, its market valuation recently reached a new zenith. So things are certainly looking healthy at Maranello…
A quartet of LED tail-light clusters gives the Purosangue’s rear end a distinctive, sculpted look.
The opportunity to review a new Ferrari model doesn’t come along very often, and we certainly had lots of questions leading up to the big day… The brain twisters start as soon as you see it in the metal. First of all, the Purosangue is 4 973-mm long and 2 028-mm wide.
For some context, a Land Rover Discovery 4, which we happened to have on set on the day, is regarded as a “big boy”, but stretches the tape to 4 829 mm and 2 022 mm. So, the Purosangue is longer and wider than a Discovery 4! Yet, it doesn’t look that big at all. Of course, it is a lot lower than a Discovery, but the visual tricks, in our opinion, are more as a result of its curvy design and expansive bonnet.
It’s all about the quattro porte – 4 doors – they open suicide-style to reveal a surprisingly spacious interior.
The Purosangue has some of the most complex surface sculpting we’ve ever seen on a modern car and, in the metal, it’s a knock-out. This is certainly not a “demure” Ferrari by any means – it simply demands attention. It is also the marque’s first 4-door Ferrari, but even that aspect of the design is something to behold. With a 4-door configuration, sex appeal is often sacrificed at the altar of practicality, but Ferrari has gone about it in a way that makes those porte integral to the Purosangue’s striking design.
They open rearwards (“suicide”-style) on substantial single-arm hinges, can be operated electrically from inside the vehicle) and swing open on their own power to reveal a genuinely spacious cabin. This is where the dimensions again come into play. The Purosangue’s wheelbase (3 018 mm) is notably longer than a Porsche Cayenne Turbo GT‘s (2 895 mm) and while the long nose is necessary to fit a V12 engine behind the front axle, this is a genuine 4-seater. Four independently adjustable (electric) seats are fitted and legroom, even with tall front occupants, is excellent. There is plenty of shoulder- and headroom too.
The Ferrari Purosangue has a quartet of individual sports seats that can seat 4 adults in comfort.
The only place where the Purosangue falls a little short (by conventional SUV standards) is in ultimate “utility space”. The load bay is said to have a respectable luggage capacity of 473 litres, and practicality is aided by a removable false floor and rear seats that fold forward electrically, but the floor isn’t flat and the bay isn’t entirely box-shaped, so forget about popping down to Makro to collect a large appliance!
Considering its relatively meagre ground clearance (185 mm), the family-friendly Prancing Horse is not high-riding (again, by SUV standards) and those enormous wheels – 22-inch rims at the front and 23-inch rims at the rear (the latter fitted with 315/30 Bridgestone tyres) – aren’t suitable for off-roading.
Large alloy wheels shod with low-profile rubber encase the beefy braking system, replete with Brembo calipers.
So, what is the Purosangue, then? As Ferrari has stated itself, this model is not an SUV. In our view, it is a quite natural evolution of the brand’s shooting-brake line (think FF and GTC4Lusso), but with a more modern, “SUV-themed” twist. Compared with those cars, it’s sufficiently more spacious to render it suitable for long-distance travel with 4 adult occupants, but still capable of handling slippier surfaces and just about high enough to make it a more practical daily runner on our speed-hump littered roads.
Have you ever seen such a purposefully sporty setup from the driver’s seat of another super-SUV?
As you would expect in a R10-million-plus car, the design of the cockpit is suitably dramatic. It features 2 pronounced bulges, positioned in front of the driver and front passenger, respectively. Unlike most new cars, there is no massive touchscreen in the middle.
Instead, a clever rotary climate control knob rises out of the centre of the fascia. It seems as if the Purosangue’s designers decided the driver should focus on driving (hence the lovely digital instrumentation) and that the front passenger has no business accessing the same controls/visuals, which is why they are availed of a separate screen from which to access infotainment settings etc.
The digital instrument cluster has a supercar-like configuration. Peak power is delivered just short of the 8 000-rpm redline.
Another nice touch is the design of the transmission buttons on the central tunnel; it harks back to the metallic “gates” of manual Ferraris of the past. Build quality is excellent – our test unit had more than 5 000 km on the odo and still felt brand new, with neither a creak nor rattle evident. Lovely materials, too.
If we have one criticism, it concerns the haptic feedback buttons on the steering wheel. For a Ferrari, a bright red, physical starter button would have been much more suitable. But even some of the minor controls on the steering wheel are a bit fiddly. It’s worth noting that this is not a Ferrari-specific problem; as a team, we don’t rate these types of buttons highly in terms of user-friendliness – they are less than intuitive, which explains why some brands (including Volkswagen) are moving away from them.
Seeing as there’s a Prancing Horse on the front grille, the (electronic) transmission panel has a machined look.
Performance & Efficiency
Lift the Purosangue’s massive front-hinged bonnet and you’re presented with a truly rare sight these days – a 6.5-litre V12 engine with no turbocharging or hybrid assistance. It is mounted far back to aid weight distribution, allowing Ferrari to achieve the desired 49/51 front-rear split. No other “SUV” offers anything vaguely similar…
The naturally-aspirated (non-turbocharged) 6.5-litre V12 is free-revving, not to mention rev-hungry.
The engine, mated with an 8-speed dual-clutch auto transmission, is an evolution of the one used in the 812 Superfast, but was extensively revised to produce 533 kW and 716 Nm of torque in this application. The model’s claimed 0-100 kph time is 3.3 sec and the top speed is quoted as no less than 310 kph!
The GTC4Lusso’s all-wheel-drive system has been evolved for the Purosangue, but the recipe is similar – 2 gearboxes – an 8-speed transaxle mounted at the rear and a 2nd one, mounted at the front, directly connected to the engine with 2 gears. All of this helps to achieve that highly desired weight distribution.
The oversized metallic gear shift paddles are mounted on the steering column and have a deeply satisfying action.
But enough of the specs… how does it go? Well, fire up the Purosangue with its steering wheel mounted “haptic” button, and it barks into life with a crisp, clear-throated growl. Squeeze the accelerator pedal and the engine’s eagerness to rev is immediately apparent – it will rev straight up to the redline and scream its lungs out in Park – no soft-limiter nonsense here! Also, you don’t have to press any buttons to access the evocative noise, the Purosangue is unapologetically full-voiced. It is a Ferrari, after all…
Pull back on the right gearshift paddle (the shifters are enormous) and you’re ready to go. Of course, like in most modern cars, there are drive modes to choose from, but even when you’re driving in Comfort mode, the Ferrari’s response to accelerator-pedal inputs is prompt and lively. The ‘box, too, will initially startle you with its dramatic downshifts. Being a naturally aspirated engine, it requires some revs to unlock the astonishing power, but that is no hardship. Maximum power comes on tap at 7 750 rpm and the redline is at 8 250 rpm. If you knock it into Sport, the throttle response is, frankly, electrifying.
When you change the drive mode via the ‘wheel-mounted dial, it’s confirmed via a pop-up on the digital dash.
Talking of drive modes… Using the steering-wheel-mounted dial (manettino) you can access Comfort, Sport, Ice, Wet and ESC off. There are no off-road settings.
Fuel economy? Who cares… But Ferrari does claim an average consumption of 17.3 L/100 km which, in our experience, seems achievable. The fuel tank is big (100 litres), resulting in a potential cruising range of almost 600 km.
Ride & Handling
And don’t assume the Purosangue’s all about grip, with no rear-wheel-drive dynamics – no, it’s lively at the limit.
Now for the cherry on the cake… As we’ve explained, the Purosangue is large and, at 2 033 kg, quite hefty. Nevertheless, its driving experience is akin to that of a proper Ferrari supercar – razor-sharp, eminently agile and above all, thrilling.
The technical details of the Purosangue’s chassis and suspension are mind-numbingly complex but, in short, it has an almost “pro-active” suspension system, mated with an all-new aluminium chassis that is 25% stiffer than the GTC4Lusso’s. Developed by Multimatic, the system features 2 independent spool valves (for compression and rebound) on each wheel. Each wheel also has its own electronic “brain” that takes orders from the overarching active suspension system.
The stirring and melodious soundtrack of the large-displacement V12 motor is the Purosangue’s coup de grace.
The science might be complex, but the result is breathtakingly simple to summarise. Not only does the Purosangue handle better in all measurable aspects than any other quasi-super-SUV – it also delivers its ability in a fantastically engaging, exciting manner. In a way, you have to rewire your brain before going for a fast drive in the Purosangue, because it tracks its blisteringly quick steering precisely with negligible body roll. Yet, it is not a car that just grips. If you push it hard in a certain way, it will fight you and squirm as that magnificent V12 merrily screams up and down its rev range, adding to the visceral experience.
Even in Comfort mode, the ride is firm, but it retains enough suppleness to avoid being crashy. As a matter of fact, the Purosangue’s ride quality feels more “sophisticated” than those of other so-called super-SUVs, yet it will run rings around them in terms of cornering ability. It feels every inch a Ferrari.
It costs R10 million before options, but for that, you need to successfully place an order… when you can.
Price and After-Sales Support
The Ferrari Purosangue is priced at R9 759 300 before options. Note, however, that it is no longer possible to spec a new Purosangue from the factory, so if you want one right now, you will have to find a suitable offering among the units already imported into South Africa. At the time we published this review, Scuderia Johannesburg listed a Purosangue on Cars.co.za with an asking price of R15 million.
The price includes a 3-year/unlimited km warranty and 7-year/unlimited km service plan. Services are required every year or 20 000km.
Ferrari hasn’t built an SUV, it has created the world’s finest 4-door, 4-seater sportscar.
Verdict
During a recent discussion in the Cars.co.za office, we pondered what the truly memorable cars of 2024 were. The cars that come through our office are very much a reflection of what is happening in the market. In other words, 2024 was marked by a significant increase in Chinese products, and also EVs.
Almost all the cars were crossovers of some kind or other and collectively, we struggled to recall any memorable new models that were aimed purely at driving enthusiasts. Although the Purosangue can be classified as a “crossover”, it undoubtedly sits alone in the very top echelon of that segment. Whether it is an SUV, FUV, SAV, or whatever – it doesn’t matter. The only thing that matters is that it is a true Ferrari, albeit a more usable one (as an everyday car). In one stunning move, Ferrari has given its shareholders what it wanted (an SUV), and the Tifosi the best-ever 4-seat Ferrari.
