Mahindra XUV700 Black Edition (2024) Price & Specs
Mahindra South Africa has added a new Black Edition flagship derivative to its XUV700 range. Here’s how much this thoroughly blacked-out variant costs…
Mahindra South Africa has expanded its XUV700 SUV portfolio with the launch of a new Black Edition flagship derivative.
This latest variant slots in at the very top of the local line-up, which now numbers 4 derivatives. Available exclusively in so-called “AX7L” (so, top-spec 7-seater) form, the Black Edition is priced at R627 900. For the record, that makes it R27 901 more expensive than the standard AX7L.
So, what do you score for the extra outlay? Well, as you might have guessed from the name, the newcomer comes finished in “Napoli Black” paint, rather than any of the 5 other exterior colours available (Everest White, Midnight Black, Dazzling Silver, Red Rage and Electric Blue).
In addition, it rides on black 18-inch alloy wheels and features an all-black (rather than black-and-chrome) grille. Inside, the XUV700 Black Edition ditches the standard AX7L’s off-white upholstery in favour of black leatherette.
Of course, the powertrain is untouched, which means the XUV700 Black Edition’s turbocharged 2.0-litre, 4-cylinder “mStallion” petrol engine offers an unchanged 149 kW and 380 Nm to the front axle through a 6-speed automatic transmission.
High-end standard features carried over from the AX7L include items such as a blind-spot monitor, a 360-degree camera, a 12-speaker Sony sound system, a driver’s knee airbag (for a total of 7 airbags), an electronic parking brake, wireless smartphone charging and a stop-and-go function for the adaptive cruise control system.
As a reminder, the XUV700 touched down in South Africa in November 2022, effectively arriving as a successor to the XUV500. The 5-seater XUV700 2.0T AX5 is currently priced from R495 199, while the XUV700 2.0T AX7 comes in at R551 399 and the XUV700 2.0T AX7L at R599 999.
Year to date (at the end of September 2024), Mahindra SA has registered 583 units of the XUV700 in Mzansi. That sees this SUV slot in behind the KwaZulu-Natal-assembled Pik Up (6 538 units), the Scorpio-N (772 units) and the XUV300 (692 units), with the latter since replaced by the XUV3XO.
How much does the XUV700 Black Edition cost in SA?
Mahindra XUV700 2.0T AX5 – R495 199
Mahindra XUV700 2.0T AX7 – R551 399
Mahindra XUV700 2.0T AX7L – R599 999
Mahindra XUV700 2.0T AX7L Black Edition – R627 900
The prices above include Mahindra’s 5-year/150 000 km warranty and a 5-year/100 000 km service plan (with 20 000 km intervals).
The 6th-gen Ford Mustang was offered in right-hand drive directly from the factory, which facilitated an official launch in South Africa. A new model will be here soon, but what should you look for when shopping for a used version of the muscle car?
If you wander around an S550-series Ford Mustang, you won’t find the word “Mustang” – or even the famous Blue Oval emblem – emblazoned anywhere on the fastback or convertible’s exterior. The 6th-gen muscle car was endowed with such an instantly recognisable shape that the Dearborn-based brand didn’t feel the need to slap a traditional wordmark on the Mustang’s aggressively styled rear end.
Instead, the company simply affixed the “galloping horse” logo to the 6th-gen Mustang’s grille. By the time this model was officially rolling off the line in right-hooker guise – thus finally facilitating a market launch here in South Africa (as well as in several other right-hand-drive (RHD) markets around the world, of course), the Mustang had become a brand in its own right, such was its cachet and heritage.
No Ford badge anywhere to be seen…
The S550 series was revealed in 2013 as the 1st iteration of the Mustang – a nameplate that has been in production since 1964 – to be offered directly from the factory in RHD form (though the handbrake was a little frustratingly still sited on the far side of the transmission tunnel). The “Cyclone” 3.7-litre V6 wasn’t offered in the Republic; our market received the turbopetrol 4- and naturally aspirated 8-cylinder motors.
Manufactured at Ford’s Flat Rock assembly plant in Michigan, the 6th-gen Mustang was offered in both fastback coupe and soft-top convertible body styles. Interestingly, this model finally ditched the solid rear-axle configuration, which was employed by almost all preceding examples of the Blue Oval’s iconic muscle car, in favour of a fully independent suspension set-up.
The S550 was the first ‘Stang to be offered in RHD from the factory.
Production of the S550-series Mustang ended in April 2023, but it soldiered on in Mzansi until November 2024, when the 7th-gen model finally made its local debut. Ford Motor Company of SA (FMCSA) says more than 4 000 units of the 6th-gen model were registered in our market and, seeing as convertible variants weren’t nearly as in demand as their tin-top siblings, we’ll focus on the coupe in this article.
Ford Mustang model line-up in South Africa
It took 2 long years for the Mustang to arrive in Mzansi.
The S550-series Ford Mustang was unveiled in December 2013, shortly ahead of the nameplate’s 50th anniversary. South Africa had to wait a further 2 years for the local launch of the rear-wheel-drive muscle car, although when it did eventually touch down in December 2015, its maker billed the (then) newcomer as “arguably the most anticipated new-model introduction in Ford South Africa’s illustrious history”.
Judging by local interest at the time, this wasn’t merely a case of marketing hyperbole. FMCSA even cooked up a “Mustang Lottery”, which operated on a sweepstake basis and gave 15 individuals the opportunity to jump to the top of the already bulging waiting lists, as a matter of fact.
The convertible sold in far smaller numbers than the coupe.
At launch, the local Ford Mustang line-up comprised 6 rear-driven derivatives, each offering a unique combination of body style, engine and transmission.
Furthermore, the Performance Pack was fitted as standard on all SA-spec variants, adding items such as a larger radiator, high-performance brakes, 19‑inch alloy wheels, special chassis tuning, heavy-duty front springs, an upsized sway bar (exclusive to Fastback variants), plus a “K-brace” under the bonnet:
2.3 EcoBoost Fastback 6MT (223 kW/430 Nm)
2.3 EcoBoost Fastback 6AT (223 kW/430 Nm)
2.3 EcoBoost Convertible 6AT (223 kW/430 Nm)
5.0 V8 GT Fastback 6MT (306 kW/530 Nm)
5.0 V8 GT Fastback 6AT (306 kW/530 Nm)
5.0 V8 GT Convertible 6AT (306 kW/530 Nm)
The local Mustang portfolio went largely unaltered until July 2019, when the facelifted version hit South Africa. While the mid-cycle refresh included the requisite smattering of updates to the exterior styling as well as revised cabin materials, the mechanical changes were perhaps more significant.
The refreshed Mustang arrived in SA early in the 2nd half of 2019.
For instance, the turbocharged 2.3-litre, 4-cylinder engine had its peak power reduced from 223 kW to 213 kW, though interestingly gained 11 Nm for a new maximum twisting-force figure of 441 Nm. Claimed combined fuel consumption for this powerplant also increased slightly to 10.0 L/100 km.
Meanwhile, the “thoroughly reworked” naturally aspirated 5.0-litre V8 engine’s peak power climbed 22 kW to 331 kW (now on tap at an even loftier 7 000 rpm), while maximum torque dropped a single unit to 529 Nm. The 8-cylinder unit furthermore gained Ford’s so-called “Good Neighbour Mode”, which could be set to automatically limit the exhaust’s noise output at selected times of the day.
The manual-equipped Bullitt launched alongside the facelift.
Furthermore, standard versions of the Mustang were no longer available with a manual gearbox from this point, instead switching to the American firm’s new 10-speed automatic transmission. The initial exception was the limited-edition Bullitt (inspired by the 1968 Warner Bros film of the same name), which came with a 6-speed manual gearbox and a V8 tweaked to deliver 338 kW.
Just 50 units of the Bullitt were set aside for Mzansi, each finished in either Dark Highland Green or Shadow Black. The special model came standard with the MagneRide adjustable suspension system, a 10-speaker Bang & Olufsen (B&O) sound system, model-specific styling upgrades, a top speed of 262 kph (12 kph faster than the standard V8 derivatives, for what it’s worth) and a cue-ball gear knob.
One of the Bullitt’s defining features.
By April 2021, with all 50 examples of the Bullitt sold, the 2.3 EcoBoost derivatives were quietly axed in South Africa – likely due to slow sales – reducing the Mustang range to a pair of auto-equipped 5.0 V8 derivatives (a fastback and a convertible). However, in June 2021, the “track-focused” Mustang Mach 1 made local landfall, with 90 units earmarked for our market.
Like the Bullitt, the Mach 1’s 8-cylinder motor generated 338 kW, though here it could be mated with either a Tremec-sourced short-throw 6-speed manual gearbox or the 10-speed automatic cog-swapper (each with a dedicated oil cooler as well as an auxiliary engine-oil cooler).
SA received 90 examples of the Mach 1.
In addition to its Fighter Jet Grey paintwork (with contrasting decals) and aero body kit, the Mustang Mach 1 came with specially tuned power steering, the latest MagneRide adjustable suspension set-up, stiffer front springs, stiffer anti-roll bars, wider 5-spoke 19-inch alloy wheels and even a Track mode.
The special-edition theme continued in June 2022, when the Mustang California Special blasted into South Africa. Limited to just 100 units locally, this automatic-only variant boasted a prominent front splitter, a large rear wing and air scoops behind its doors, though its V8 interestingly made 330 kW and 529 Nm (the same outputs as the standard GT variants). It was available in a choice of 9 exterior colours.
Just 100 units of the California Special were set aside for Mzansi.
As an aside, we should mention that local Mustang enthusiasts also had access to several performance-tuned models via Ford Motor Company of Southern Africa’s various conversion partners.
For instance, Shelby South Africa offered the supercharged Super Snake, Speedster, Carroll Shelby Signature Series and King of the Road models, while Performance Centre SA marketed the RTR Vehicles Series 1 Mustang and various Roush performance upgrades.
What are the advantages of a Ford Mustang?
Road presence? Check!
Oodles of road presence: Despite the S550-series Mustang’s exterior design dating back more than a decade, it remained a head-turning machine even at the end of its time on the new-vehicle market. Even standard versions (which did without the various body addenda of the special editions) continued to draw attention thanks to an aggressive stance, that lengthy bonnet and distinctive lighting signatures.
Of course, the derivatives powered by the free-breathing 5.0-litre engine furthermore boasted an attention-drawing aural character, ranging from a menacing V8 burble at low engine speeds to a thundering 8-cylinder roar as the tachometer needle barrelled past 7 000 rpm.
Even the 4-pot offered considerable oomph.
Sufficiently fast: When the tarmac turned twisty, the 6th-gen Mustang was hardly a precision tool (the V8 derivatives could break traction with very little provocation, after all), despite having upgraded to independent rear suspension. Indeed, the Blue Oval brand’s muscle car came across more as a capable cruiser than an out-and-out sportscar. But it was by no means slow, particularly in a straight line.
In fact, we’d say this generation was more than sufficiently fast – in virtually all guises, too. For instance, Ford said the standard 5.0-litre V8-powered GT derivatives could complete the 0-100 kph sprint in just 4.8 seconds (regardless of the specified transmission), a figure that fell to 4.5 seconds in the case of the California Special and 4.4 seconds for the auto-equipped version of the Mach 1. All 4-cylinder derivatives, meanwhile, had a claimed 0-100 kph time of 5.8 seconds – hardly tardy at all.
Soon to graduate to collectable status?
Local availability of special models: While Ford Motor Company of Southern Africa has sometimes been accused of playing the “special edition” card a little too frequently (also with the Ranger bakkie), the limited-run models that peppered the 2nd half of the Mustang’s local lifecycle were broadly welcomed.
Why? Well, each and every one benefited from more than just a sticker pack, receiving upgrades on both the aesthetic and functional fronts. As such, there’s a strong chance the likes of the Bullitt, Mach 1 and California Special could one day graduate to “collectable” status – particularly as the world continues to shift away from large-displacement petrol engines.
What are the downsides of a Ford Mustang?
Cabin build quality wasn’t exactly top notch…
Sub-par cabin finishes: Since the Ford Mustang was never intended to compete with luxury sportscars, its comparatively low price in North America neatly offset any would-be grumbles about the less-than-stellar cabin build quality. But the imported 6th-gen model wasn’t nearly as much of a bargain here in SA, leading to inevitable comparisons with similarly priced – and notably more premium – German rivals.
Needless to say, the Mustang finished a distant 2nd best to premium marques’ offerings, despite a few interesting design touches inside (such as the bank of toggle switches alongside the start button). The interior’s fit and finish were below par and it was clear the cabin was built to a price; to a degree, this trend extended to the exterior as well, where panel gaps weren’t the most consistent.
The facelifted model’s interior benefitted from minor updates.
That said, Ford did at least make some cabin improvements at the facelift, including adding soft-touch material to the door linings and switching to aluminium door handles. So, if material quality is a key consideration for you, it may be worth opting for a refreshed model.
That big V8 is thirsty: With great displacement comes great … big fuel bills? Yes, the atmospheric V8 was a thirsty beast, capable of draining the 61-litre fuel tank in the blink of an eye or with a few flexes of the right ankle. FMCSA’s official fuel-consumption claim for the manual-equipped GT came in as high as 13.5 L/100 km (while the facelifted GT with the 10-speed auto was said to use 12.3 L/100 km), though the brawny 8-cylinder’s real-world figure was obviously far loftier.
The V8 was a heavy drinker of unleaded.
Poor Euro NCAP score: In 2017, Euro NCAP crash-tested a 6th-gen Mustang, handing the coupe a disappointing 2 stars for safety. Though the Ford scored particularly poorly in the child-occupant category and safety-assist section, the front airbags also showed “insufficient inflation” during the frontal-offset evaluation, causing both the driver dummy’s head and that of the passenger dummy to “bottom out” against the cabin architecture.
Later in 2017, the facelifted Euro-spec version gained a few driver-assistance features while also benefiting from changes to its restraint system (thus preventing the front airbags from bottoming out). As such, Euro NCAP revised its rating to 3 stars, though opted not to crash-test the vehicle again, saying it was “structurally identical” to the pre-facelift car.
The Mustang after its frontal-offset impact test at Euro NCAP.
Interestingly, the Mustang fared far better in its home country, scoring 5 stars in the National Traffic Safety Administration (NHTSA) test and coming close to earning a Top Safety Pick rating in the Insurance Institute for Highway Safety (IIHS) evaluation.
Miscellaneous potential issues: Considering it played in the sportscar segment, it should come as no surprise that the S550-series Ford Mustang’s rear quarters were particularly tight. In addition, the Sync 2 infotainment system in the pre-facelift model wasn’t the slickest, though the mid-cycle update did at least bring an upgrade to Sync 3.
What else did we find in our research? Well, some early V8 models suffered from oil-cooler issues, though this was seemingly corrected fairly swiftly. We’ve also heard of a few local instances of complete air-conditioning failure, so the HVAC system is worth checking carefully during any test drives.
How much is a used Ford Mustang in South Africa?
V8 variants are in far greater supply than 4-cylinder derivatives.
At launch, all Mustang derivatives shipped standard with a 4-year/120 000 km warranty and a 5-year/100 000 km service plan (with intervals of 20 000 km). However, at the facelift, the latter arrangement was quietly adjusted to 6 years or 90 000 km, with the intervals shortened to 15 000 km. Then, from the start of November 2021, Ford “unbundled” its service plans from the purchase price of its vehicles, instead offering these as added-cost options.
Nearly 93% of the S550-series Ford Mustang units listed on Cars.co.za at the time of writing were specified with an automatic transmission (which makes sense, since facelifted models were far more prevalent than earlier units). Similarly, at almost 92%, the coupe body style was considerably more popular than the convertible.
Mustang convertibles are few and far between.
Meanwhile, only around 9% featured the turbocharged 2.3-litre, 4-cylinder motor, reflecting the overwhelming popularity of the 5.0-litre V8. We found just 3 examples of the Mach 1 (all in auto guise), along with as many as 13 units of the California Special and a single Bullitt.
Mileages topped out at around 150 000 km, the latter achieved by a 2017 Mustang 5.0 V8 GT Convertible 6AT; most listings, however, showed well under 100 000 km. Interestingly, red was the most popular paint colour at 31%, followed by white and blue (with 17% each), then grey (15%).
Below R450 000: We found a mere 6% of all S550-series listings under this mark, with the lowest price being R395 000 (for the aforementioned 150 000 km convertible). More than half of the examples we found here featured the 4-pot forced-induction motor.
From R450 000 to R700 000: This pricing bracket hosted the remainder of the 4-cylinder models, along with a handful of pre-facelift V8s. Interestingly, all but a single listing showed under 100 000 km. Bold decals, aftermarket alloy wheels and body kits were furthermore the order of the day here.
From R700 000 to R1 000 000: Nearly 45% of listings were positioned between these pricing bookends, where model years were heavily skewed towards 2023 (on a related note, average mileage fell well below 20 000 km in this space). Interestingly, this was where we discovered the solitary Bullitt – priced at R865 000, with just 16 000 km on the clock – on the market.
R1 000 000 and up: Should your budget just about stretch into 7 figures, you’d be able to pick up a virtually brand-new California Special or a lightly used Mach 1. Other listings here included supercharged models from Shelby and Roush. Indeed, the most expensive Mustang we found was low-mileage Shelby-fettled V8 listed for a whopping R1 680 000.
Which Ford Mustang derivative is the pick of the bunch?
V8 or nothing, we say.
So, which Mustang derivative should you buy? Well, if you’re purchasing a muscle car, you simply have to go for the V8 over the 4-pot, don’t you? Thankfully, the burly atmospheric engine is far more common than the turbocharged 2.3-litre motor. It’s a similar case with body styles; we’d argue the more plentiful coupe offers the most authentic experience, with the soft-top model being hampered by extra weight and lower rigidity.
Furthermore, should your budget allow, we’d suggest narrowing your search to facelifted derivatives, considering these benefited from a slight improvement in cabin quality, as well as extra power for the V8. Unless you’re prepared to cough up for a manual-equipped special edition, that’d mean opting for the 10-speed automatic transmission (which does a fine job when cruising, but can become a little flummoxed when you’re pressing on). That said, our ideal Mustang would be the 3-pedal Bullitt.
Special-edition models aren’t cheap.
Finally, here’s our obligatory warning about purchasing a 2nd-hand performance car: yes, models like the Ford Mustang tend to be driven with, ahem, “enthusiasm”, so make sure to check closely for evidence of meticulous maintenance. In addition, steer well clear of modified examples, unless they’ve been tuned by one of Ford’s official conversion partners.
Is the Ford Mustang a smart used buy?
The Mustang arguably had no direct rival in SA.
It’s not easy finding direct rivals to the Ford Mustang in a South African context, considering muscle cars such as the Chevrolet Camaro and Dodge Challenger (both of which have since been discontinued overseas) were never officially offered locally.
That said, during the Mustang’s time on the market, there were several other sportscars from which to choose, from the pricier F82-gen BMW M4 and A90-series Toyota Supra (both employing turbocharged straight-6 motors) to the V8-powered Lexus RC F and the razor-sharp Porsche 718 Cayman.
Bullitt: the ideal S550-gen Mustang?
Compared with such models, the S550-series Ford Mustang was unapologetically old school. Sure, those models boasted loftier performance credentials, oodles more sophistication and indeed far better build quality. But none could touch the Mustang when it came to timeless charm and sense of occasion.
More than charismatic enough for us to forgive its flaws, the V8-powered Ford Mustang’s status as a bona fide icon will become only more entrenched as the automotive world charges towards large-scale electrification. We’ll take a Mustang Bullitt in Dark Highland Green, thank you very much (and a company petrol card, please).
Watch Ciro De Siena and Ash Oldfield agree to disagree about the 2023 Mustang CS
The Renault R8 Gordini is a little car that took big scalps on the South African racing scene in the late 1960s. We get to drive a superb example of this iconic French car.
IMAGES: Duwyne Aspeling
“Sideways Scheckter”, the nickname given to South Africa’s sole F1 world champion, was earned behind the ‘wheel of one of these little cars. The sight of Jody flinging his modified Renault R8 Gordini around local racing circuits was a familiar one during the late 1960s and the tiny French sedan chalked up plenty of race wins as it took on Alfa Romeo GTAs, Mini Coopers and Ford Escorts in the modified saloon class.
I must admit it wasn’t a fascination with these golden years that first piqued my interest in the Renault R8 Gordini; credit must go to a much later model. That one also carried a Gordini sticker, but was more of a respectful nod to its ancestor than an actual Gordini.
History
As a big fan of the high-revving, naturally aspirated, early-generation RenaultSport Clios, I was intrigued by this moniker when the limited-edition Gordini version of that car was released in 2011.
A little research pointed to Italian Amadeo Gordini, a racecar driver and tuner known as Le Sorcier who was employed by Renault during the 1960s and ‘70s to breathe some magic into its models.
The legendary Renault R8 Gordini was one such example and my interest in it grew to a point where a phone call was made to the WP Renault Club. Was it really that special? I had to find out.
Fortunately, a member of the club owns an example and, within a few days, on a particularly cold Cape winter morning, we met at the tight and twisty Bain’s Kloof Pass outside Wellington.
Typical of European sedans of this vintage, the Renault R8 Gordini is small when compared with modern compact sedans. The engine is also in the “wrong” place. Open the bonnet and you’re greeted by a black fuel tank, wiring and the battery. The former is a 25-litre auxiliary tank, placed there to improve mass distribution, because at the rear is the main 38-litre tank… and the engine.
A long strip of vents on the boot above “Renault” lettering gives away the location of the powerplant, which is a very compact unit and there’s plenty of space in the bay. It’s a proverbial “mechanic’s dream”: you get a perfect view of the manifold, air filter and the big “G” on top of the engine head cover.
Although this particular car was refurbished 17 years ago, it’s meticulous throughout, from period alloys to the spartan black interior and small bucket seats. It looks perfect.
Specifications:
Model: 1970 Renault R8 Gordini
Engine: 1.3-litre, 4-cylinder, petrol
Power: 77 kW at 6 750 rpm
Torque: 116 Nm at 5 000 rpm
Transmission: 5-speed manual, RWD
Weight: 855 kg
0-97 kph: 10.3 sec (tested by CAR magazine)
Top Speed: 175 kph
Behind the wheel of the Renault R8 Gordini
When you open the driver’s door, you get an indication of how light this car is – it only takes a couple of fingers to swing ajar – and it was this element that contributed to the Gordini’s on-track success. Its 77 kW 1.3-litre 4-cylinder petrol engine had to propel a vehicle weighing just 855 kg, when fully fuelled.
Automotive ergonomics have evolved tremendously during the past 5 decades but, despite that, my lanky frame fits fairly comfortably behind the ‘wheel. Taking my time to familiarise myself with the R8, I notice that the steering column is short; so is the dashboard – I sit virtually “on top” of the windscreen. Being this close to the controls has its advantages, though: I feel instantly connected with the car.
A quick turn of the key brings the engine to life and a few pulses on the accelerator pedal produces a distinctly coarse sound from the exhaust pipe. This li’l motor enjoys being revved right through its range.
Once underway, I find the Renault R8 Gordini’s 5-speed manual gearbox tricky to master – during the first few minutes, my shifts are clumsy and I require a couple of attempts to select the right ratio.
However, it’s not long before I start moving up and down the ‘box with confidence and, as the clear-sighted corners of this Western Cape pass loom ahead, I start to get a feel of the car.
As I accelerate in 2nd gear, the engine pick-up is instant. Soon, the piercing growl at 6 500 rpm indicates I should select 3rd gear. On this stretch of road, straight sections of asphalt are in short supply and I’m required to regularly jump on the brakes to scrub off speed before turning into the challenging corners.
The steering feels direct and provides more feedback than I’ve experienced in any recent modern car.
Feeling increasingly “plugged into” the little Renault, I find a rhythm through the succession of turns, all the while the front- and rear independent suspension (coil springs with telescopic hydraulic shocks) inform me exactly what is happening at each corner of the car.
Sitting close to the road surface with those alloys tucked deep into the wheel arches, the R8 Gordini feels planted. Thanks to its remarkably low mass, you can brake late into corners and change direction deftly.
CAR magazine tested an R8 Gordini for its January 1970 issue and recorded a 0-60 mph (0-97 kph) time of 10.3 sec (and 7.3 sec for an X-128 race car tested in their July 1967 issue), but that figure cannot quite convey the sensation of piloting this car. It’s an utterly absorbing and concentrated experience.
After a few more runs, I park the car at the top of the pass, open the door with the delicate lever and unfold my 1.87-metre frame to get out.
Summary
What a genuine thrill it was to drive the Renault R8 Gordini in exactly the way its makers intended. It’s a testament to the Billancourt-based brand’s ability to build a compact car that’s enormously fun to drive, a wonderful legacy that lived on in RenaultSport and survives to this day under the Alpine sub-brand.
6 Small Crossovers that faltered, so others could fourish
Small crossovers are the most popular new passenger vehicles in South Africa, but the path to their utter domination was laid by quirky 4-wheeled holdalls and compact MPVs, some of which were ahead of their time… and others, well, misguided.
Today, our choice of vehicles has become based on the premise that consumers with active lifestyles strive to enjoy weekend getaways or that marketer’s chestnut of “being more in touch with ourselves”.
I refer, of course, to small crossovers, the rise of which is fuelled by taste-making trends in automotive manufacturing methods; economics to a greater degree and environmentalism… to a near-zero one.
The Suzuki Fronx is a popular small crossover based on the Baleno hatchback.
The traditional mainstay of the nuclear family, the 3-box sedan – has now been almost completely elbowed out of the market by the trifecta of SUVs, crossovers and hatchbacks; which take up 80% of the South African new-vehicle market; and double-cab bakkies occupying another 10%.
For all its rampant popularity, though, the small crossover (also known as the compact family car) owes much of its success to its evolutionary forebear, the similarly-sized small multi-purpose vehicle (MPV).
The DNA of these slab-sided, 5-seater/5-door-styled, um, “bread vans” characterise much of what modern-day crossover tyre-kickers require – such as versatility, additional space (owing to a tall roof, large windows and, in some cases, a flat floor that facilitates modular seating arrangements), a big-car feel with over-assisted steering and wafty suspension – and crucially, reasonably good fuel efficiency.
Of the cars below, only the BMW 2 Series Active Tourer and Mercedes-Benz B-Class still exist, but neither of them are still available in the South African new-vehicle market. Nevertheless, all of them did once serve a purpose as warriors in the never-ending pow-wow for market share, and with varying degrees of success. Looking back, though, each company could have done much better…
Citroën C3 Picasso (2008-2017)
Taking a leaf from the OG MPV, the Renault Scénic, the Citroen C3 Picasso iconised the box-on-wheels from the mid-2000s compact MPV category. It was quirkily styled and sported a cavernous glasshouse, lots of hidey holes, a premium-feeling interior (by French car standards) and, sigh, woeful performance.
The C3 Picasso – and its upsized C4 Picasso sibling, which won its category in the 2015/16 #CarsAwards – made cubist cars about as sexy as they could be; they balanced work and play while moving affordable family transport out of the realm of necessity into tasteful choices for city slickers and suburbanites.
If you like to buck the trend and French cars are your thing (vive la différence and all that), the air bump cladded C4 Cactus, which emerged during the C3 Picasso’s twilight years, was off-the-wall cool!
The contemporary Peugeot 2008 offers similar faux-off-road vibes; as do the Clio-based Renault Captur, Kiger and larger Kadjar small crossovers, the latter of which is a Nissan Qashqai clone.
Kia Soul (2008-2019)
The oddball Kia Soul soldiered on for 10 years in South Africa until the end of 2019, when the Seoul-based company announced that the 3rd-gen model would not be produced in right-hand drive guise.
When it debuted in Mzansi in 2009, the Kia Soul seemed almost cartoonish and commentators struggled to categorise it into an appropriate market segment, but with the benefit of hindsight, this Korean holdall (a repackaged hatchback) was a “a funky trolley for the plugged-in generation” – and ahead of its time.
Another drollishly designed “box on wheels” that featured in our market (if briefly) was the Daihatsu Materia, of which GWM produced a “tribute model”, named the Coolbear 150 (yes, you read right).
At a stretch, possible contemporary exceptions are the recently departed Jeep Renegade and its Fiat 500X and 500L cousins, although they’re more small crossovers than blockish holdalls in nature.
The nearest successors to the Soul from the Kia stable are the Sonet and its larger Seltos sibling, both of which compete strongly in the country’s most overcrowded and hardest-fought segment.
Ford gave away significant market share when it stopped producing the popular EcoSport (replaced by the pricier Puma), while Honda’s Elevate and HR-V are relatively conservative offerings, but worth a look.
Opel Meriva (2004-2017)
The underrated Opel Meriva, which came and went several times in Mzansi, represented the German marque’s valiant attempt to beat French brands – the pioneers of the compact MPV – at their own game.
The 2nd-gen model (launched in 2012) even featured rear suicide doors – a phrase incidentally much-hated by Opel’s local PR team. But the Meriva’s interior was solid (this was before General Motors’ bean counters effectively gutted Opel by moving production of many models to Korea and rebadging them as charmless Chevrolets), its 1.4-litre turbopetrol engine was punchy and the ride quality well above par.
There was also a flexible seating arrangement that enabled a near-flat loading space. With sharper lines and a more high-tech interior, it was an infinitely sexier take than, for example, the blobby chastity belt that was the Toyota Verso. Toyota did eventually redeem itself with the Corolla Cross, though.
Today, Opel is free from General Motors’ rule and sits in the Stellantis stable. The Meriva has been succeeded by the Crossland and, even though the 1st-gen Mokka X felt a bit dusty straight out of the box (back in 2016), the current-gen Mokka is a wholly more charismatic high-heeled family-hauler.
At least once in every automotive product planner’s career, there comes a moment when a sweaty, clenched hand is raised in the reluctant admission of a grave occupational misestimation.
The Volkswagen Golf SV was one of those blunders. Neither fish nor foul, it wasn’t a conventional hatchback or really an estate, for that matter, but worst of all – Volkswagen allowed the unloved Golf SV to exist in the shadow of the Touran, which was already the company’s anointed small MPV offering.
VW was late to the small crossover party (the T-Cross arrived in 2019 and the Taigo in 2020), but it could have had an earlier foothold had it built something akin to the Mazda CX-3 or CX-30. The brand sold so few Golf SVs in Mzansi that the model is destined to be a future classic – albeit not a very desirable one.
BMW 2 Series Active Tourer (2015-2018)
The 2 Series Active Tourer was BMW’s first front-wheel-drive model – at the time, it made traditionalists choke on their bratwurst. The model was designed to lure new customers to BMW, and once hooked, the brand hoped they would look to its core line-up, under which the Active Tourer patently did not fall.
It was effectively a reskinned Mini Countryman, but a far worse interpretation; for the world had become used to estate-styled Minis thanks to the cool-ish (now discontinued) Clubman, but not a BMW minivan!
The Active Tourer package just felt awkward or… unresolved. Interior comfort wasn’t terrible and quality outshone many rivals, but the ride quality was harsh on large-diameter tyres and the diesel engine noisy.
Moreover, philosophically it was hard to fathom why anybody would have preferred the 2 Series Active Tourer over a BMW X1, which, incidentally, by then was also available in front-wheel-drive guise.
Mirroring the fortunes and timeline of the Golf SV, the BMW 2 Series Active Tourer was taken off the market after about 2 years in South Africa. As for the 2nd-gen model? It was never launched here.
As far as left-field models go, the Munich-based firm really should have drawn the line at the 3 Series GT, or the gawky X4, the latter of which would have also made a perfect, if ungainly – gateway BMW.
Of all of these, the Mercedes-Benz B-Class endured the longest. It was withdrawn from the local market earlier this year and, in 2025, it will finally be shelved globally as ‘Benz streamlines its model line-up.
The B-Class has always been somewhat of an anomaly: The 1st-gen model was an indistinct A-Class clone, whereas its successor was perhaps a too literal interpretation of the formula for the Mercedes-Benz faithful to come to terms with; the outgoing one, in turn, is more hatchback than humpback.
Among Germany’s trio of premium brands, only Audi was clairvoyant enough not to try its hand at a Postman Pat-style people-mover, a genre inherently characterised by a low sales ceiling that BMW and Mercedes-Benz seemed to ignore. Moreover, those 2 brands over-relied on their respective promises of a premium-feeling small crossover when there were more practical and affordable options at hand.
Models such as the Hyundai Tucson have become so luxurious, they compete with luxury brands’ small crossovers.
Audi’s nearest indiscretion of the sort came by way of the Q2 (the cousin of the Volkswagen T-Roc), which is a tad pricey, too weirdly positioned in Audi’s range and too irresolute against its competitors.
Small crossovers: A recipe refined
Even a cursory glance at the above list reveals that what compact MPVs fundamentally lacked was the default taller driving position and improved esthetics that contemporary small crossovers offer. Other contenders were either simply too far ahead of their time or best described as misguided mashups.
It’s also hard to make a style statement when relying on the gawky, boxiness of MPVs when small crossovers – with increasingly car-like driving traits – can be visually scaled up or down while retaining a greater degree of allure… and dignity. In retrospect, it’s easy to see how small MPVs and boxy holdalls were mere evolutionary (mis)steps on the ladder that allowed crossovers to ascend to global domination.
The facelifted Nissan Magnite has been revealed, sporting mild styling revisions. Here’s what we know so far about the refreshed version of Nissan SA’s most popular vehicle…
Meet the facelifted Nissan Magnite. Unveiled in India – where it’s produced at the Renault-Nissan alliance plant in Chennai – the refreshed version of the small crossover will be shipped to 47 new markets, taking its total export footprint to more than 65 countries.
Of course, South Africa is key market for the Magnite, since this baby crossover has taken over from the since-discontinued NP200 half-tonne bakkie as Nissan SA’s best-selling product. As such, we’d expect to see the facelifted Magnite on local roads early in 2025 (or perhaps even late in 2024).
Spot the differences: pre-facelift on the left and refreshed version on the right.
So, how will you spot a refreshed Magnite? Well, you’ll have to look rather closely, because the styling revisions are relatively mild. For instance, the boomerang-shaped daytime running lights are untouched, while the headlight clusters appear unchanged, too (though perhaps benefit from an internal structure tweak).
Black trim now frames the grille (though the chrome-effect side caps remain), but the biggest change up front is the adoption of a new, more angular lower-bumper design. In addition, the version revealed in India features fresh dual-tone 16-inch alloy wheels. In that market, the facelifted Nissan Magnite will furthermore be offered in a choice of 11 paint colors (6 monotone and 5 dual-tone hues).
Note the new leatherette colour scheme offered in India.
Meanwhile, Nissan claims to have “refined” the Magnite’s cabin and “improved seat comfort”, with the Indian-spec version now available with brown-and-orange leatherette trim for the dashboard, seats, interior door panels, parking brake lever, steering wheel and front armrest.
Other updates available in the world’s most populous nation include multi-color ambient lighting, a smart key (with remote engine start within a 60-metre range), an Arkamys sound system and 6 airbags across the range. The 7.0-inch digital instrument cluster and an 8.0-inch touchscreen system (with Android Auto and Apple CarPlay) seemingly carry over.
Nissan has seemingly made no mechanical changes.
Mechanically, the facelifted Magnite is apparently unchanged. As such, the Japanese automaker again offers a naturally aspirated 1.0-litre, 3-cylinder petrol engine – which makes 53 kW and 96 Nm – as the entry-level motor, available with either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
Then there’s also a 74 kW turbocharged version of this 3-pot mill, which in pre-facelift, SA-spec form generates 160 Nm in the case of the 5-speed manual gearbox and 152 Nm for the continuously variable transmission (CVT).
The turbocharged version is available with a CVT rather than an AMT.
As a reminder, the Magnite was revealed on October 2020, before launching in South Africa in April 2021. The current range comprises as many as 13 derivatives, with prices running from R240 000 to R377 800. Year to date (at the end of September 2024), Nissan SA has registered as many as 7 776 units of the Magnite, making it the brand’s most popular product locally.
The #CarsAwards sponsored by Absa is back! David Taylor explains the structure and inner working of South Africa’s most trusted car awards programme. Watch the video!
Now in its 8th year, Cars Awards is a unique motoring awards programme as it includes you, the consumer, and you have your say who takes top honours. In this video, Dave Taylor explains how the competition works, shares insights into the testing process and announces the finalists in all 13 categories.
There’ll be 39 cars under the microscope when we head to Gerotek Testing Facility in early November. You can follow all the action through our hashtag #CarsAwards on all of your favourite social media channels.
Nissan Navara double-cab entry point to drop by R50k
Nissan SA will soon expand its locally built Navara double-cab bakkie range with new entry-level XE variants, which our info suggests will undercut the Hilux, Ranger and D-Max by some margin…
Nissan South Africa recently announced plans to expand its Rosslyn-built Navara double-cab bakkie portfolio to 14 variants. After some digging, we’ve managed to unearth pricing for the pair of new base XE derivatives, each of which will come standard with a 6-speed manual gearbox.
While official images of these new XE derivatives have yet to be released, our information suggests the Navara 2.5 DDTi XE DC 6MT 4×2 will be offered at R493 600, effectively dropping the Navara double-cab range’s starting price by R48 800. As a reminder, the Navara 2.5 DDTi SE DC 6MT 4×2 is the current entry point to the line-up, priced at R542 400.
Existing Navara double-cab derivatives will be joined by new entry-level XE variants.
For the record, the Toyota Hilux double-cab range currently starts at R528 800, while the most affordable dual-cab versions of the likewise locally built Ford Ranger and Isuzu D-Max cost R522 600 and R555 900 (or R538 100, if you count the Gen 6), respectively. In fact, the only double cabs priced below the soon-to-launch Navara 2.5 DDTi XE DC 6MT 4×2 are from Chinese brands (JAC, GWM, Foton and LDV) and Indian firm Mahindra.
The XE specification will also be offered in all-paw guise. It’s our understanding that the Navara 2.5 DDTi XE DC 6MT 4×4 will be priced from R567 000, which would make it a considerable R70 500 less expensive than the SE version (which is currently the most-affordable 4×4-endowed Navara double cab at R637 500).
The SE Plus version of the Navara double cab.
The new XE-badged Navara double-cab derivatives will be powered by the Japanese firm’s familiar 2.5-litre, 4-cylinder turbodiesel engine, here offering 120 kW (at 3 600 rpm) and 403 Nm (from 2 000 rpm) rather than the full-fat 140 kW/450 Nm tune available in automatic-equipped variants.
Nissan SA has confirmed that the XE double cabs will feature leaf springs at the rear as opposed to the 5-link coil suspension set-up employed by other Navara variants. This will, according to the Japanese brand, result in an increased payload capacity of 1 148 kg (the loftiest in the Navara dual-cab range) for the 4×2 derivative and 1 067 kg for the 4×4 variant.
The XE single-cab features a black plastic front bumper.
Incidentally, the XE trim level is already familiar from the Navara single-cab range, though it’s not yet clear whether the new double-cab version will feature the same black plastic front bumper. It will, however, surely ride on steel wheels.
According to Nissan, standard features for the XE grade will include central locking (with speed-sensing auto-locking), air conditioning, electric windows, electrically adjustable side mirrors, a sliding rear window (for access to the load bin), a Bluetooth-enabled audio system, steering wheel-mounted controls, dual front airbags, vehicle dynamic control, ABS with EBD, ISOfix child-seat anchors (rear outboard) and trailer-sway control.
The latest iteration of the Nissan badge.
Nissan South Africa is also set to launch fresh LE versions of the Navara double cab (and rename the current LE variants as “LE Plus”, from what we understand). On that note, we believe the Navara 2.5 DDTi LE DC 7AT 4×2 will be priced at R660 200, while the Navara 2.5 DDTi LE DC 7AT 4×4 should kick off at R744 200. All Navara derivatives will furthermore switch to the latest “Nissan” badge, pictured above.
The next-generation Navara – which is expected to share much with the new Mitsubishi Triton under the global Renault-Nissan-Mitsubishi Alliance – seems likely to be revealed at some point in 2025. However, it’s not yet known if Nissan SA has secured the required investment to build this new bakkie at its Rosslyn facility, which incidentally ended production of the NP200 earlier this year.
How much will the Navara XE and LE double cabs cost?
Nissan Navara 2.5 DDTi XE DC 6MT 4×2 – R493 600
Nissan Navara 2.5 DDTi SE DC 6MT 4×2– R542 400
Nissan Navara 2.5 DDTi SE DC 7AT 4×2– R576 800
Nissan Navara 2.5 DDTi XE DC 6MT 4×4 – R567 000
Nissan Navara 2.5 DDTi SE Plus DC 6MT 4×2 – R591 000
Nissan Navara 2.5 DDTi SE Plus DC 7AT 4×2 – R614 200
Nissan Navara 2.5 DDTi SE DC 6MT 4×4 – R637 500
Nissan Navara 2.5 DDTi LE DC 7AT 4×2 – R660 200
Nissan Navara 2.5 DDTi SE Plus DC 6MT 4×4 – R674 000
Nissan Navara 2.5 DDTi LE Plus DC 7AT 4×2 – R703 800
The Hyundai i20 N Line is the flagship of the Korean brand’s revised compact hatchback range. It looks sportier than its siblings and has a great-sounding engine, combined with a dual-clutch automatic ‘box, but what is the variant like to live with?
We like: Sporty appearance, subtle red interior accents, generous specification, fun to drive.
We don’t like: The rowdy exhaust may prove tiring in the long run, better value in the rest of the range.
Less than a decade ago, B-segment hatchbacks were the most popular compact cars in the South African new-vehicle market and almost every model in that segment offered a range-topping and suitably sporty hot- (or at least warm-) hatch variant.
But compact hatchbacks have now been eclipsed by more sensible – and practical – crossovers. Did it happen because young petrolheads who lusted after small hot hatchbacks grew up and their priorities changed? Perhaps, but consider that with hatchback sales in decline, carmakers (who look to save costs wherever they can) are unlikely to devote resources to the development of low-volume variants. Instead, they clad their wares in sporty attire, but stop short of endowing them with “the go to match the show.”
Although compact hot hatchbacks seem to be fading into obscurity (only the Volkswagen Polo GTI remains, until – and if – Suzuki decides to produce a Swift Sport based on the new, AOL-gen model), there are a handful of brands that at least produce sporty-looking 5-door B-segment models and the great news is that they are all fun to wield when driven enthusiastically. While they’re not going to set any speed records, they all look the part, and interestingly, most of them have one word in common: Line.
One of many N Line badges dotted around the Hyundai i20‘s sheet metal.
Under the bonnet of the Hyundai i20 1.0T N Line is a 1.0-litre 3-cylinder turbopetrol engine, which has peak outputs of 90 kW and 172 Nm of torque. Power goes to the front wheels via a 7-speed dual-clutch auto transmission and, for the enthusiasts, there are substantial gearshift paddles on the steering wheel.
Sadly, the i20 N hot hatch is not coming to SA any time soon… this is the closest to that you’ll get.
With our test gear hooked up, the i20 1.0T N Line media-fleet unit scampered from zero to 100 kph in 9.46 sec, which was a touch quicker than Hyundai’s claim (we’d put it in the lukewarm hatchback class).
While this isn’t a comparative review, we must mention that when we tested the Corsa 1.2T GS Line, its 0-100 kph time was slightly quicker (9.07 sec), thanks to the Opel’s higher power and torque numbers.
A sporty cabin matches the extroverted exterior execution.
That said, the Hyundai’s powertrain is responsive and ever-willing; the i20 1.0T N Line can punch through slower urban traffic without much hesitation. There is a tiny amount of turbo lag, but this is easily sorted by changing down a gear to put the engine into its sweet spot. It’s a pity there are no drive modes, but you can flick the transmission lever into Sport, which makes the car hold onto its ratios for a bit longer.
Another N Line badge, this time on the dual-clutch transmission lever.
What separates the i20 1.0T N Line from its rivals, however, is the (relatively) evocative soundtrack that it emits from its sports exhaust system. Those dual exhaust ends enhance the off-beat and throaty 3-pot rumble appreciably and when you’re hustling along, each gear change is punctuated by vrrphah!-like pops and bangs. They’re hilarious and induced more than a few grins in our office parking basement.
However, we suspect that the novelty of that rorty noise may wear off eventually, and it’s a pity that you cannot quieten this exhaust at the push of a button when you need to leave (or arrive) home discreetly.
Another – but expected – drawback is that the i20 N Line’s fuel consumption is not impervious to lead-footed driving. At one stage, we saw an indicated figure of 9.5 L/100 km, but you should be able to achieve about 8 L/100 km on the daily commute if you adopt a measured driving style. Hyundai claims an average of 6.9 L/100 km, so with a 37-litre tank, the variant’s theoretical full-to-empty range is 536 km.
Those twin exhaust pipes are not just for show.
Ride and Handling
While it features minimal powertrain enhancements compared with its lesser siblings, the i20 1.0T N Line does offer a comparatively sportier driving experience. Hyundai has firmed up the variant’s suspension setup, which has enhanced the handling to an extent, if (predictably) to the detriment of the ride quality.
Red brake callipers and another N badge on the alloy wheel’s centre cap!
Admittedly, achieving a near-perfect balance between sportiness/driver engagement and everyday usability/ride comfort is not easy, especially considering the i20 1.0T N Line may need to traverse some of the poorly maintained sections of our nation’s road network. Any setup will demand a compromise.
Even so, Hyundai has pretty much nailed the brief with this flagship variant. While the test unit’s general ride quality was firm, it wasn’t unbearably harsh over rougher surfaces. The 195/55 R16 tyres aren’t too skinny (have plump sidewalls) and did a good job of soaking up all but the worst road imperfections.
The 1.0T N Line may look sportier than it is, but its steering offers enough feel and directness to make the Hyundai fun to pilot – whether you’re late for an appointment or “making the most” of a twisty road.
Design, Features and Practicality
The front end of the i20 1.0 N Line features LED headlights, -daytime running lights and -fog lamps.
Hyundai has tastefully beefed up the appearance of the 1.0T N Line to distinguish it from the rest of the facelifted i20s. N (the logo of the brand’s performance division) badges feature on the 16-inch alloys, front grille and rear bumper, while LED headlamps with -daytime running lights give the car considerable road presence, along with the aforementioned sporty wheels, twin exhaust ends and tailgate spoiler.
Inside, the sporty theme continues with N-branded seats that are finished in faux leather trim. N logos appear on the transmission lever as well as the steering wheel, in case you need further reminders that this isn’t a run-of-the-mill compact hatchback. Granted, there are some marginal materials (on the door panels, for example) but in general, the build quality is good where it matters (at common touchpoints).
These seats do look sporty, but don’t offer sufficient side bolstering to be classed as sports seats.
What’s more, the i20 1.0T N-Line comes equipped with some features that you won’t find on Premium- or Executive-grade variants. Push-button start, a sunroof and a Bose audio system are exclusive to the flagship variant, but to Hyundai Automotive SA’s credit, all variants come with a digital instrument cluster, wireless charging pad, USB-A and USB-C charging ports, reverse-view camera and rear parking sensors.
Two additional airbags, taking the total to 6, electronic stability control and hill-start assist are fitted too.
Price and After-sales support
The Hyundai i20 1.0T N Line costs R467 500 (September 2024), which includes a 5-year/150 000 km vehicle warranty, a 7-year/200 000 km drivetrain warranty and a 4-year/60 000 km service plan.
With its extroverted sporty looks, rorty engine and quicker-than-expected performance, the Hyundai 1.0T N Line “ticks most boxes”, as they say, if you are looking to buy a compact hatchback with a long standard-features list and an extra bit of pop (in both figurative and literal senses). We genuinely enjoyed the test unit’s rollicking exhaust note, but do wonder how long it would take for its novelty to wear off…
Also, if the N Line is this enticing, we can only dream of what the full-fat i20 N would be like. Sadly, that car isn’t confirmed for the local market, where it would surely give the Polo GTI a real run for its money.
Should you add the i20 1.0T N Line to your shortlist if you’re shopping for a B-segment hatchback? Sure, if you crave a modicum of excitement from your “daily driver”, but don’t discount the Opel Corsa 1.2T GS Line, which is a little punchier and slightly more affordable. If you’re sold on an i20, but care little for performance (or a fruity noise), the 1.4 Executive derivative (R349 900) offers better value for money.
Fortuner, Fronx crack top 10! SA’s best-selling passenger vehicles
The Toyota Fortuner and Suzuki Fronx put in their best sales performances of the year so far to crack the list of SA’s 10 best-selling passenger vehicles in September 2024…
In September 2024, South Africa’s new-vehicle market slipped 4.1% year on year to 44 081 units. However, passenger vehicles again showed marginal growth, improving 2% to 30 218 units, with the rental industry contributing a substantial 28% of that total.
As was the case in August 2024, the Volkswagen Polo Vivo – which recently benefitted from a facelift – ended the month at the very top of the passenger-vehicle charts, with 2 407 units sold. A whopping 1 089 units (or 45%) of the Kariega-built hatchback’s tally came via the rental channel.
The updated VW Polo Vivo retained the leadership position in September 2024.
The Toyota Corolla Cross also managed to cross the 2 000-unit mark in September, with its total of 2 045 registrations proving more than enough for it to comfortably retain the runner-up position. For the record, this locally made model benefitted from 363 sales to the rental industry last month.
The big news, however, was the performance of the likewise Prospecton-produced Toyota Fortuner, which registered its best effort of 2024 thus far to grab 3rd place (after ranking 12th in August). Breaking into 4 figures for the first time this year, the resurgent Fortuner ended the month on 1 086 sales, including 189 rental-industry registrations.
Hyundai’s Grand i10 slipped a spot to 4th.
That saw the Hyundai Grand i10 fall a ranking to 4th, with 1 062 units sold. For the record, since we’re examining the passenger-car segment here, that figure excludes light-commercial vehicle sales of the Cargo-badged panel van, which found a further 64 homes in September 2024.
As the highest-placed Chinese contender, the Chery Tiggo 4 Pro (990 units) climbed 2 positions to 5th, while the locally built Volkswagen Polo hatchback (948 units) retained 6th despite likewise sliding back into 3 figures. The Nissan Magnite (869 units), meanwhile, moved up a spot to 7th, with its effort representing a hefty 61% of the Japanese brand’s overall figure for the month.
The Suzuki Fronx outsold the closely related Toyota Starlet Cross in September.
The Suzuki Fronx (850 units) put in not only its best showing of 2024 so far but also its top month ever, breaking into the top 10 and grabbing 8th place. Interestingly, the closely related Toyota Starlet Cross – which rocketed to 5th spot in its in first full month on sale – dropped off the list in September, with a still-impressive 713 units registered.
That said, the Toyota Vitz (814 units) – yet another Suzuki-built model in the Toyota stable – returned to the top 10 in September 2024, finishing in 9th position, just ahead of the Haval Jolion (812 units), which dropped a spot to 10th. Other models that made the cut in August but fell away last month were the Suzuki Swift (sales dipped to 539 units, with the new-gen model around the corner) and the Suzuki Ertiga (which managed 717 registrations).
SA’s 10 best-selling passenger vehicles in Sept 2024
The facelifted BMW i4 will soon launch in SA, again offered in 2 flavours (including an M Performance variant). Here’s how much this updated electric car will cost you…
In May 2024, the facelifted BMW i4 broke cover, with this fully electric 4-door model sporting design updates, inside and out. Now, just ahead of its official market launch in South Africa, we can confirm how much this Munich-built EV will cost.
Of course, we’ve already brought you local pricing for the refreshed 4 Series Coupé and 4 Series Gran Coupé – and now we turn our attention to what is effectively the fully electric version of the latter.
The local G26-generation BMW i4 range will comprise 2 derivatives, as before. The entry point is thus still the i4 eDrive35, which again ships standard in M Sport guise. Now priced from R1 346 500, this latest version is R61 500 more expensive than the pre-facelift model.
As a reminder, the i4 eDrive35’s rear axle is powered by an integrated electric motor generating 210 kW and 400 Nm, facilitating a 0-100 kph sprint in a claimed 6.0 seconds and a top speed of 190 kph. The lithium-ion battery pack has a net capacity of 67 kWh, translating to a claimed range of up to 483 km.
What about the M Performance derivative? Well, the i4 M50 xDrive – which was the M division’s best-selling model worldwide in both 2022 and 2023 – is priced from R1 695 000 in facelifted form, representing an increase of R7 100 over the outgoing version.
The all-wheel-drive i4 M50’s powertrain is likewise unchanged, which means it still employs an electric motor on each axle, which together generate peak outputs of 400 kW and 795 Nm. According to BMW, this flagship version of the battery-powered fastback will hit 100 kph from standstill in 3.9 seconds, before topping out at 225 kph. The 81 kWh (net) battery pack has a claimed maximum range of 510 km.
As with the 4 Series Gran Coupé, updates for the i4 include a revised grille design, new LED headlight structures, fresh exterior paint colours, updated alloy-wheel designs and new steering wheels. The instrument panel features a “reduced number of buttons and controls due to consistent digitalisation”, while new interior-trim elements are also available.
How much does the updated BMW i4 cost in South Africa?
BMW i4 eDrive35 M Sport – R1 346 500
BMW i4 M50 xDrive – R1 695 000
The prices above include BMW’s 2-year/unlimited kilometre vehicle warranty, an 8-year/100 000 km battery-pack warranty and a 5-year/100 000 km maintenance plan.
