Now that Volkswagen’s revealed its facelifted Tiguan and new R flagship, the Wolfsburg-based brand’s readying a SUV-coupe variant of its family car for China… and the newcomer could be rolled out worldwide thereafter. Could this newcomer succeed in our market?
It seems Volkswagen has not yet exhausted the number of compact SUVs/crossovers that can be hatched from its MQB architecture… Next year, the facelifted Tiguan and its 235-kW R flagship derivative will be launched in South Africa and, although it remains to be seen whether the Nivus (underpinned by the MQB A0 platform of the Polo) will ultimately be made more widely available than South America and Europe, Volkswagen is clearly keen to exploit the popular compact family-car segment to the fullest.
The Car News China Facebook page recently published these images (reportedly taken from the Chinese patent office) of the Tiguan X coupe-SUV derivative, which is expected to be launched in China in a few months’ time. The newcomer, which will be built by the FAW-Volkswagen joint venture in the People's Republic, is the 3rd variant of the Tiguan (after the 5-seater and 7-seat Allspace) and the 3rd “X model” in Volkswagen’s line-up; it will effectively sit in between the smaller Tayron X and larger Teramont X.
The newcomer's profile is very distinctive, but will Volkswagen faithful warm to attention-grabbing the coupe-SUV packaging?
The Tiguan X, which shares its 2 791 mm wheelbase with its Allspace sibling (the former #CarsAwards – powered by WesBank category winner, which was recently discontinued in the local market), will be exclusive to China, although several sites suggest that it could be sold globally later. According to the figures published by Car News China, the newcomer is 63 mm longer and marginally wider (by 20 mm) than the Allspace variant, but its striking sloping, coupé-like roofline is notably 37 mm lower.
The front-end styling takes cues from the updated Tiguan, with more distinctive headlights and a sporty, elaborately-detailed bumper, but when viewed from the side, the differences become much more apparent: the A-pillar is less steeply-raked and the side-glass area tapers elegantly to the rear, where it ends in a triangular rear quarter light.
Note the new-generation VW badge on the tailgate and the subtle trim above the top edges of the Tiguan X's tail lights.
The Tiguan X’s rear end, meanwhile, is the most eye-catching and, arguably, the most divisive aspect of the design. A subtle spoiler lip bisects the tailgate and the full-width lighting element comprises 3-pointed accents in the rear-light clusters. The chunky bumper, for its part, features a bold reflector strip and trapezoidal (faux) exhaust outlets.
As for as Volkswagen SA's compact family car line-up is concerned for the immediate future, the next addition will be the T-Roc, which will arrive shortly to slot in between the (recently expanded) T-Cross and the 5-seat Tiguan ranges. Could there be room for a Tiguan X in a market where its cousin, the evocatively styled Audi Q3 Sportback is already offered? Well, the closely-related Audi Q2 and T-Roc will both be sold in Mzansi, plus we'd think there'd be plenty of interest in an R version of the Tiguan X, not so?
All-New Audi S6 Review: The Limo with an RS4 Engine
Join Ciro De Siena for a cruise in Audi's S6…
The new Audi A6 range has just gone on sale in South Africa and the first one we've got our hands on is this, the current flagship, the Audi S6. Sporting more aggressive styling, the S6 has been fitted with the 2.9-Litre V6 from the Audi RS4 and Audi RS5, however in this application it features an all new electric compressor, plumbed into the turbocharging system.
Our video journalist Ciro De Siena takes the Audi S6 out to a beautiful part of the Cape peninsula of South Africa, near Cape Point, which is usually buzzing with tourists. Hopefully the tourists will return soon, but in the meantime there are some blissfully quiet country roads to enjoy. Watch the video now!
We have photos of a new Audi SUV that will be joining the portfolio. Here are the details regarding the Audi Q5 Sportback.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.?
With the likes of the BMW X4 and Mercedes-Benz GLC Coupe gaining a handful of sales, it should come as no surprise that Audi will be offering a Q5 Sportback version soon. Essentially, it's a coupe version of the Q5, in the same way as the Q3 Sportback is a coupe version of the smaller Q3.
Dominated by that sloping rear, the Audi Q5 Sportback is expected to boast the same powertrains as the normal Q5 and we predict petrol, diesel and electrified versions to be hitting the road in 2021.There's likely to be a performance-focused SQ5 Sportback, powered by the same 3.0-litre V6 turbo motor found in the SQ5. It has 260 kW and 500 Nm, and should be a match for the equivalent BMW X4 M40i.
The Hyundai i20N has been spotted again, this time with less camouflage. We're getting closer to the production reveal of the Polo GTI fighter.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.?
Hyundai is another step closer to revealing its Polo GTI rival as this i20 N has shed quitae a bit of camouflage. Sporty detailing like the big alloy wheels and rear spoiler are clearly visible. There's also a fat oval-shaped exhaust at the rear.
The big question is what engine will be found under the bonnet? Some have suggested it could be a detuned version of the current i30N's 2.0-litre turbo mill, while others have speculated it could a modified version of the Veloster's 1.6-litre turbo. All we know is it's going to need around 150 kW to compete against the popular Volkswagen Polo GTI. It's likely to be offered with both a 6-speed manual gearbox and a dual-clutch transmission.
In terms of arrival time, we're expecting a global reveal before the end of 2020.
If you believe in the design philosophy that large SUVs always look best in darker colours, BMW’s latest limited edition X7 will be of great interest.
The company’s largest gravel travel capable vehicle is now available as a Shadow Edition and that means it's stealthier than a moonless Karoo night.
Using BMW’s Frozen Arctic Grey paint finish for the exterior panels, designers have also added high-gloss black trim bits to deliver some contrast. On the X7 Shadow Edition, you’ll find gloss black finishes on the roof rails, wing mirrors and door trim.
The X7 Shadow Edition’s B- and C-pillar are covered with gloss black material too, while at the front, those large lower valance air inlets are gain some gloss black surrounds. At the rear, this limited edition X7’s signature design is completed with black chromed exhaust ends.
No special edition BMW is complete without some outrageous wheels and in the case of X7 Shadow Edition, customers will be rolling 22-inch V-spoke alloys with a Jett Black finish.
The Shadow Edition’s stealth design theme is repeated inside its cabin with a blend of two-tone Merino leather upholstery. Dark blue and black are the primary hues for its leather seats, while extended leather trim is present on the door panels, armrests and dashboard – to create a true ‘soft touch’ tactility to the Shadow Edition’s interior.
As one would expect from a limited edition BMW, various optional packages are fitted as factory standard. The BMW Driving Assistance Professional Package, Cold Weather Package, Luxury Seating Package, and Executive Package are included in the X7 Shadow Edition offering, offering owners a swathe of added luxury, convenience and driver assistance features.
Powering the X7 Shadow Edition is BMW’s potent 4.4-litre twin-turbocharged V8, boosting 390 kW and 750 Nm. Technical specifications are unchanged from other X7s, with an eight-speed automatic gearbox distributing drive to all four wheels and dual-axle air-suspension cushioning the big SUVs ride quality.
BMW will only be assembling 500 examples of its X7 Shadow Edition for all global markets, with production starting in August. It is unclear if any have been allocated to South Africa.
The Discovery Sport seems to have become more appealing since it morphed into a 7-seater back in 2015. Having recently received its mid-life update, does the British offering still feel fresh and modern in a sea of upmarket SUVs? We spent a week in search of snow to find out.
We like: Smooth and quiet ride, comfort and luxury, go-anywhere ability.
We don’t like: Thirstier than rivals, infotainment system crashy.
The facelifted Discovery Sport rides on a new platform borrowed from the new Evoque.
Post-facelift, the Discovery Sport rides on a different platform to its predecessor. In order to meet European emission targets, plug-in hybrid and 48V mild-hybrid derivatives had to be added into the Discovery Sport range. To make that possible, Land Rover now builds its executive SUV on the new Range Rover Evoque's platform. None of the plug-in hybrid or 48V mild-hybrid options are available in SA (yet), so it makes no difference to our market. However, what does make a difference is that the new platform is claimed to be 13% stiffer and offer improved noise, vibration and harshness (NVH) suppression. The fuel tank size has been increased to 67 litres and the load capacity is 20% larger.
Visual tweaks are the norm with facelifts; to that end, the Discovery Sport now incorporates new options such as 21-inch wheels, while the interior has been updated with a newer touchscreen infotainment system and wireless charging capability, among other things.
How does it fare in terms of…
Performance & efficiency
The turbodiesel engine under the bonnet is sufficiently powerful… if a little on the thirsty side.
The subject of this review is the D180 HSE, which is powered by a 132 kW/430 Nm 2.0-litre 4-cylinder turbodiesel engine, which also does duty in the Evoque. In terms of peak outputs, the Discovery Sport lags a little behind its rivals, but it compensates by producing its maximum torque over a wider band of the rev-range (from 1 500 to 3 000 rpm).
As far its general on-road performance is concerned, the turbodiesel mill never feels slow or underpowered, but you often notice a slight pause after pressing the throttle while rolling before the engine begins to react. It’s something to be cognisant of when attempting swift overtaking manoeuvres or entering traffic circles. It’s not going to ruin the driving experience, but when you compare it with the best engines in the segment, the Land Rover lacks some of the urgency that its German rivals' powertrains offer.
In theory, the enlarged fuel tank should give the Discovery Sport a bit more range, which, at the claimed consumption figure of 7.0 L/100 km, should translate to 950 km per tank. Unfortunately, during our 1 000-km evaluation of the D180 HSE we achieved a figure of 9.4 L/100 km. While that doesn’t sound bad for a near 2-tonne family SUV, the Land Rover seems thirstier than almost all of its rivals. If fuel consumption is not a major consideration, perhaps the petrol-powered P250 derivative might be the better choice.
Handling and capability
Land Rovers always feel more at home off the beaten path than rivals.
While the Discovery Sport's engine isn't class-leading, it makes up for it with a good balance of ride quality and off-roading ability. The aforementioned NVH-suppression measures certainly make their presence felt at speed, where road and wind noise are muted. It makes for a peaceful and premium experience when piling on the miles.
While many manufacturers have tuned their Executive SUVs to offer improved handling ability (ostensibly in search of sportscar levels of agility!), Land Rover has refined the Discovery Sport's comfort levels and smoothed out the suspension movements to create a ride that cushions out bumps, jolts and road imperfections better than Its rivals. Its not an athlete, but certainly feels reassuring to drive over a mountain pass. There's more body roll than you'd get out of a BMW X3, but it's smoother in the way suspension responds to steering inputs. In tandem with the optional adaptive damping (R12 300) it provides the best balance of road comfort and handling composure in the segment.
Our test unit was equipped with the new optional 21-inch wheels (R13 400). While they look incredible and imbue the Discovery Sport with oodles of road presence, they are a little compromising in off-road situations. While the general ride of the updated Land Rover is excellent ,it felt like it was in spite of the "21s" rather than because of them. They feel a little too firm on gravel roads, where a 19-inch or even 18-inch wheel shod with more generously-sidewalled tyres would really soak up hard jolts better.
Off-road credentials are the very essence of every Land Rover and while the Discovery Sport may look like a soft-roader, it’s still very capable off-road. In normal conditions, the vehicle will default to front-wheel-drive, but as soon as the D180 HSE's electronic management system detects wheel-slip, the rear axle will kick in to help keep the vehicle moving. Terrain Response 2 is standard, but the buttons have moved from physical dials on the centre dash to being accessed via a single button, after which the driver can toggle between the modes by using the temperature dial. During a stint on the Matroosberg 4×4 loop (in search of snow), the Discovery Sport’s limits were hardly tested.
Practicality
Rear seats slide on rails and can also recline.
The facelifted model is no longer a 7-seater vehicle in standard guise, it’s a 5-seater with the option of 2 extra seats, which cost an additional R14 300. The new (Evoque-sourced) underpinnings allow for more passenger and load space, which wasn’t something the pre-facelift model lacked, but then, space is never something one can have enough of in a family SUV.
Load space in the rear varies depending on where your rear seats are positioned (the rear bench can slide and recline), but in its smallest capacity the load bay will hold 963 litres worth of luggage (5-seat model) and with the rear seats folded down, a more-than-useful 1 794 litres of utility space is freed up. Suffice to say the Discovery Sport offers one of the biggest cargo and passenger spaces in the segment with rear passengers having more than ample room to stretch their legs and get comfortable.
Land Rover offers a plethora of options and accessories to cater for outdoor enthusiasts, from a waterproof activity key that you can wear on your wrist (while the proper key fob stays dry inside the car), to cargo nets for the rear and stowage rails to keep things from rolling about. Bike racks, which can be mounted on the roof (or the rear) are also available. An electric towbar is certainly one of the neatest bits of kit; it extends from the bumper only when needed and keeps the rear appendage-free when not in use.
Connectivity & entertainment
The Discovery Sport feels like an expensive product – it's interior is trimmed with premium materials.
Land Rover has been steadily improving its in-car tech for some time now. The British marque makes good use of camera technologies such as the "see-through bonnet" on the new Defender (Land Rover Models Gain ClearSight Tech) and the reverse-view camera display on the internal rear-view mirror, which we first encountered on the Evoque. This option was installed on our Discovery Sport test unit; it takes a bit of getting used to, but really improves rearward vision and is surprisingly clear at night too.
As for the infotainment system, Android Auto is finally available on Land Rover products (until recently, only Apple Carplay was supported), but we found it to be particularly buggy – it either randomly shut down or failed to start up when required. The infotainment screen's display quality is crisp and clear, but feels a little slow to react when navigating through the menus compared with the fast-paced systems fitted in some of its rival. This drawback has apparently been addressed in the latest Jaguar i-Pace update, in which the infotainment system is said to be much (around 85%) faster. This technology should trickle down into other JLR products in due course.
Land Rover certainly knows how to make a cabin feel luxurious and desirable. Whereas other manufacturers can leave you wondering where your money has been spent, Land Rovers always feel luxurious, with their plush leather choices and strategically placed soft-touch surfaces. What's more, the seats are always supportive and beautifully crafted – fore and aft. It’s rare that you come across a finish or surface inside a Land Rover product that you would consider marginal.
Pricing and after-sales service
Jaguar Land Rover will certainly struggle to keep pricing competitive going forward. The Pound is particularly expensive after the Rand’s crash during early 2020 and all JLR’s products are imported from the UK. The base price for this HSE (top spec) D180 Discovery Sport is R944 100 as of July 2020. For a full overview of the build click here.
All derivatives come standard with Care Plan, which includes a warranty and service plan valid for 5 years or 100 000 km, whichever comes first.
Verdict
An adventure to the snow seemed like an apt way to spend our time with the Disco Sport.
While many SUVs in the premium sector flaunt their performance (and supposedly sportscar-like handling), Land Rover has continued to target customers that actively pursue outdoor lifestyles. The car is suited to comfortable cruising, dirt-road travelling and, with its excellent 4×4 capabilities, access to those outdoor activities in hard-to-reach locales.
The Discovery Sport's engine (at least the one in the D180 HSE) might lack some of the responsiveness and efficiency of the top-tier German equivalents, but it’s still fit for purpose and won’t leave you wanting much more. It’s quiet inside too with excellent sound insulation.
As before, only more so, the interior is spacious and practical, but bathed in luxurious materials that make it feel premium. The infotainment system has a few niggly bugs that need to be solved, but fixes are apparently on the way too, as over-the-air updates are being pushed out regularly.
Compared with its rivals, the Discovery Sport is a more convincing offering, when its finely-judged balance of ride comfort and off-road capabilities are taken into consideration. What's more, it’s the only model in the Executive SUV segment that offers the option of a 7-seat configuration, which is certainly a feather in its cap.
The 5th-generation Honda CR-V has received a midlife update. See what’s changed…
The new CR-V came to market back in 2017 and it competes in a competitive family car segment where cars such as the Hyundai Tucson, Volkswagen Tiguan, Mazda CX-5, Toyota RAV4 and Kia Sportage are vying for market share.
As part of its midlife refresh, Honda has applied a few changes to the CR-V in an effort to keep it relevant in this busy segment.
The CR-V gains redesigned front and rear bumpers as well as a dark chrome garnish that runs across the rear tailgate. The grille has also been redesigned and now features a larger black grille surface. The headlights have also been redesigned. The CR-V will also be offered with new wheel designs as well as new exterior colours such as Ignite Red metallic and Cosmic Blue metallic.
On the inside, Honda has redesigned the centre console which now features better storage and improved access to the USB charging ports. The CR-V can also be equipped with a wireless charging pad and an electrically-operated tailgate. It must be noted, however, that South African specification for the CR-V might differ to what is offered in other markets.
As for engines, Honda is likely to retain the current naturally-aspirated 2.0-litre petrol engine with 113 kW and 189 Nm of torque as well as the 1.5-litre turbopetrol engine with 140 kW and 240 Nm of torque. All CR-V derivatives will be paired with a Continuously Variable Transmission (CVT). As before, the CR-V will be offered in both front and all-wheel-drive guise.
The facelifted Honda CR-V is expected to arrive in South Africa in 2021 and we will confirm local specifications and pricing closer to launch.
Mahindra has revealed its updated TUV300 and it's now on sale in South Africa. Here's detailed specification and pricing.
The Mahindra TUV is an SUV, built on the Mahindra Scorpio platform. For 2020, Mahindra has introduced an updated version. What's new? There's an updated front end design, with a redesigned rear light cluster. The spare wheel holder on the rear has also been redesigned.
There are also changes in the side cladding and Mahindra has also introduced a new front scuff plate as well as a rear spoiler.
The cabin gets some updated, with new silver detailing around the air vents and main controls. The cabin is said to be a product of Mahindra's own designers and Pininfarina's, which is part of the Mahindra Group. In terms of features, you get power steering with steering mounted controls, an infotainment system with Bluetooth phone connectivity and an in-built Voice Messaging system, electric windows, air conditioning, height adjustment for the front driver seat, rear-mounted Intellipark parking assistance and electric windows. For those conscious about safety, there are dual front airbags and ABS brakes.
This 7-seater ladder-frame chassis vehicle is powered by the 1.5-litre 4-cylinder turbodiesel motor, delivering 73.5 kW and 240 Nm to the rear wheels via a 5-speed manual gearbox.
Mahindra TUV Price in South Africa (July 2020)
The updated Mahindra TUV300 comes with a 5-year / 90 000 km service plan and 3-year / 100 000 km comprehensive mechanical warranty and Roadside Assistance Service. Services, after the initial 10 000 km lubrication service, is done every 20 000 km.
Mercedes-AMG GLA 45 S (2020) International First Drive
The world's most powerful production 4-cylinder motor has found its way into the 2nd-generation GLA. How good is it – good enough to justify an estimated R1.1-million asking price? International correspondent Lawrence Allan clambers aboard to give the high-rider a blast.
Where once it was a bit of a niche-busting oddity, the Mercedes-AMG GLA 45 is now an entirely legitimate proposition within the context of the wider premium compact SUV/crossover market. Back in 2014, when the outgoing car was launched, the European SUV boom was – although firmly on the radar – in its relative infancy. Performance SUVs, particularly smaller ones, were a novelty. The GLA 45 went up against the characterful Audi RS Q3 and bar the larger, slightly-pricier Porsche Macan, not much else.
Now virtually everybody is churning out a performance version of a small luxury sports utility vehicle… BMW's sporting division has given the M-lite treatment to the X2, Volkswagen has launched the T-Roc R and there are countless others. There's a clear appetite for a category that many enthusiasts continue to sneer at today.
Back in 2014, the GLA had few rivals, now almost every premium brand has a competitor.
Back to the car at hand. As we saw with our first drive of the standard,2nd-gen GLA, this is now a fully-fledged compact SUV rather than an A-Class that has frequented a gym too often. It can now match the RS Q3 on practicality terms, as well as performance. But does that size increase dampen its appeal relative to the smaller, lighter A45?
Let's discuss the proverbial elephant in the room right away: the GLA 45 is a long way from a value-for-money proposition. When it hits local shores, the newcomer's base price will likely be about R1.1 million (a small premium on the A45S), which is enough to raise eyebrows, but our European-spec left-hand-drive test car (driven in the UK, with international launches still on hold for the time being) featured the German equivalent of the Plus pack, which adds options such as an extra inch of wheel diameter (now 21s), the aero-boosting bodykit, multibeam LED headlights, an upgraded audio system, electrically adjustable front sports seats and additional driver-assist features.
What's it like to drive?
With the most-powerful production 2-litre engine under the bonnet, the GLA45 is on rapid crossover.
As with the old car, the GLA 45's mechanical setup largely echoes that of its hatchback cousin. With Mzansi not receiving the 285 kW "base" variant, there’s only the GLA 45 S, which develops no less than 310 kW from its 2.0-litre 4-cylinder turbopetrol motor. It’s the most powerful 4-pot in series production, with an specific output of 155 kW/litre.
Crucially, Mercedes-AMG has calibrated the Benz's powertrain to deliver its full complement of torque (500 Nm) at a surprisingly high 5 000 rpm. In an apparent sop to better drivability, the Affalterbach-based from has removed the abrupt power delivery common with many turbocharged cars to facilitate a more peaky, naturally aspirated-like top end.
What this translates to is a car that perhaps feels less muscular than you might expect in the low- to mid-range. There’s still ample pick-up once the rev needle hits 3 000 rpm, but there’s none of the thump-in-the-back drama of Audi’s 5-cylinder unit. It doesn’t sound as characterful either, despite the theatrical pops and bangs in the sportiest drive modes, but it’s more engaging than the old GLA 45’s as the reward is a crescendo of power as the rev needle swings across the dial, catapulting you forward at a rapid rate.
While our road driving didn’t allow for properly-timed launches, if the A45’s performance is anything to go by we’d confidently say that the GLA 45 S' quoted 0-100 kph time of 4.3 seconds is conservative – this should be a 4-second car (perhaps even quicker than that) in the right conditions.
But this Benz doesn't dish up the kind of one-dimensional driving experience that some all-wheel-driven performance models deliver. Sure, it can be neutral, approachable and unflappable if you want it to be, replete with limpet-like grip levels even in damp weather. Only a touch of torque steer is occasionally evident if you flatten the accelerator pedal in a low-speed corner exit, but otherwise the rack itself is accurate, naturally weighted and more feelsome than those of most performance hatchbacks or crossovers.
While the interior is attractive, you can't help but feel it's just a standard GLA with some yellow stitching.
No, the GLA 45’s most impressive feature is the electrohydraulic 4-wheel-drive system’s ability to chuck up to 100% of torque not only to the rear axle, but individually to each rear wheel. This means a more neutral, balanced cornering stance aided by strong stability – and impressively, virtually no understeer. Of course, you can also drift the Benz, which is novel in a small SUV, but in a more natural and progressive way than some similar systems. Once you trust that the back end will swing round (and it will), you’ll find that even moderately talented drivers can have fun moments of rear axle rotation that are, of course, effectively managed by the electronics.
It’s so entertaining that it’s easy to forget that the newcomer is 100 kg heavier (the body is 190 mm taller, by comparison) than the A45. Really, the only noticeable difference is a smidgen more lean on initial turn-in, and a more SUV-like driving position detracting slightly from the overall experience.
Familiar low-speed compromises remain, too. Like the A45, there's a not-insignificant amount of driveline shunt from that otherwise quick-changing dual-clutch automatic transmission when crawling around town or parking, making smooth manoeuvres tricky to execute. The ride is stiff, though not uncomfortably so in the softest setting of our car's (you guessed it, optional) adaptive dampers. And the turning circle isn't great, either.
However, the cabin is a nice place to sit once you're over the fact that, beyond the sporty trim and yellow detailing, it's essentially a standard R600k GLA interior in a R1-million-plus car. One really nice touch is the wheel-mounted controls for the drive modes, including a wheel for each preset and then individual stalks for the drivetrain and suspension behaviour. It's also substantially roomier than the old GLA 45; up front, in the back seats and in the load bay, making it a genuinely versatile family holdall.
Should I buy one?
At over R1.1 million, the GLA 45 S pushes perilously close to bigger and more powerful performance SUVs.
That depends if you're prepared to sacrifice exterior styling (and cash) for the GLA's extra space over the A-Class. To our eyes, it's a less attractive car (even than its forebear) while the A45 remains dynamically superior, even though the margins aren't as great as you may expect.
It's serious money, for an admittedly serious car, too. In fact, its pricing puts it perilously close to some larger and more powerful performance SUVs such as the BMW X3 M and Alfa Romeo Stelvio Quadrifoglio. Though with Benz developing a reputation for keenly priced leasing deals, it may not be the financial kick in the teeth it appears at 1st glance.
Regardless of all this, there is currently no small SUV that can hold a candle to the GLA 45's dynamic repertoire, outright pace and (crucially) fun factor. It is proof that not all SUVs must have a compromised driving experience. And for many, that'll will make its premium well worthwhile.
Motorists can breathe a sigh of relief as licences which expired between 26 March and 31 August will be valid until January 2021.
“As the champion of South African motorists we are elated at this move. It’s great news for motorists who have been worried about being legal on the road in the face of mounting backlogs with renewals. We applaud the government and the RTMC for making this decision which, ultimately, is the right way forward. We also want to thank the Minister for being responsive to motorists’ needs during this difficult time and for taking this pragmatic step,” says Mr Willem Groenewald, CEO of the AA.
The AA had launched a petition at the beginning of July 2020 to try persuade government to extend the validity of licences. With Covid-19 compounding the general ineffeciency and ruining the Driving Licence Testing Centres, many motorists were at risk of driving with expired documentation.
A tweet from the official Road Traffic Management Corporation account said, "All learner’s licences, driving licence cards, temporary driving licences and professional driving permits that expire during the period that commenced from 26 March 2020 up to an including 31 August 2020 are deemed to be valid and their validity period is extended for a further grace period ending 31 January 2021”
“We believe much can be done between now and the end of January to clear backlogs but if there are still issues with renewals at that time, government will need to consider a further extension beyond the end of January to ensure everyone is accommodated fairly,” Mr Groenewald says.
