5 ways carmakers are making money by ‘taking the Mickey’

On the one hand, car firms are either happy to ride roughshod over tradition in their mad rush to downsize engines – or hand out their motors like they're flyers at an intersection. On the other, cynical marketing departments are maniacally launching special editions… of special editions. Either way, manufacturers are making more money by "taking the Mickey".

While the world economy faces ever-present threats of another recession, no doubt fuelled by the ongoing Brexit saga and Donald Trump's tariff war with China. Somewhere in between the chaos, the car industry is trying to keep afloat by, on the one hand, schizophrenically reinventing itself as the Greta Thunberg-approved patron saint for carbon-neutral citizenry, while on the other, trying to not alienate the supremely profitable (but ozone-eviscerating) performance component of mobility marketing. We've arrived at an uncomfortable and unsettling junction in motoring. CO2 emissions keep tumbling, but kilowatt outputs continue to rocket. A win-win for everyone, surely? Oh no, and here’s why:


Just a decade ago, BMW's 3.0-litre twin-scroll turbopetrol (35i) engine produced 225 kW, but it was a straight-6. The M135i xDrive produces the same, but it's a 4-pot with an electronically augmented exhaust note.

1. Efficiency is trumping tradition

Power outputs and engine efficiency are improving simultaneously, but the victim of this uneasy truce between petrolheads and environmentalists is tradition. Consider that the newest iteration of BMW’s 2.0-litre B48 engine develops 225 kW and 450 Nm – figures that are similar to its 3.0-litre outputs from not so many years ago, but with reduced consumption and associated emissions: almost certainly a mortal blow to the company cornerstone – the straight-6 engine. 

All of which means your car is nowhere as special as you think it is, because its engine is being downsized and democratised in the finest socialist tradition – by über-capitalist car companies, who charge you a premium for the privilege.

2. My hot hatch; your SUV: what’s the difference?

So it’s all good to blow next year’s school fees on an “early model Ford Focus ST, styled to look like an RS, low mileage (well, 300 000 km), no accident damage (but a minor respray), one careful lady driver, Ricardo seats, capable of an 11-sec quarter-mile (but never been raced)” knowing full well what you’re letting yourself in for. But that special sensation of swopping your second mortgage for the almost new hot hatch of your dreams will disappear as quickly as you can Instagram it – only to discover its engine is appropriated across the range with other – more ordinary – models, including the nemesis of all things performance, Lifestyle SUVs. Which means a sweaty fist bump from the Range Rover Evoque driver when he spots your recently discontinued (but still sick) Focus ST in the gym parking lot. When it comes to the pursuit of exclusivity and bespokeness and being charged for it, sharing has never meant caring.


Take that, Taycan! Tesla and Porsche have been vying for bragging rights around the legendary Nordschleife Nürburgring.

3. ’Ring sting: Leveraging SUV lap times

Yes, but what about so-called performance SUVs? Enough has been said about the motoring world's nonsensical obsession with kerb-climbers with ludicrous Nürburgring lap times. Green Hell, indeed: Jaguar has even turned its Ring taxi into an electrically-powered SUV, so the apocalypse has already arrived (if you ask me). Because the first thing you always inquire about when shopping for an SUV at the dealership is never about the folding rear seats, the ground clearance or the torque-vectoring all-wheel-drive system, but whether its record ’Ring time was achieved with all-purpose road tyres or Michelin Pilot Sport Cup 2 or the Pirelli Trofeo R or the Dunlop Direzza DZ03s, not so?

Car manufacturers are now also inventing their own categories for ’Ring time entries, followed by bold but baseless claims such as “best in class”, notably when there are no other competitors in that class, or any to have ever made such attempts. In August, Porsche claimed its electric Taycan, uhm, Turbo S, was “the fastest 4-door EV” around the Nürburgring. The “4-door” bit is important, because as an EV, the Taycan is almost a minute slower than the 2-door Nio EP9 around the 20.8 km-long lap. But that hasn’t stopped them from claiming a record – in a category Porsche created for themselves – before Tesla arrived in October with their “GT3-spec” Model S that beat the Taycan’s time by 19 sec.  

Soon you'll see ’Ring records for “fastest blue cars with one white stripe, hey, remember to view that in private mode. Sorry, what was that?” or “the fastest blue cars with one white stripe with times set on a Monday” – all “best in class.”


This R35-generation Nissan GT-R has been in sale in South Africa since 2009… there have been several versions, here and abroad.

4. Special editions of special editions

This has to be the ultimate in shameless cash-mining manoeuvring by manufacturers: sell an already limited-run product, only to inform customers 6 months to a year later that there is now an über-er version of their once über-est version, which will necessarily devalue exponentially at the very moment of such announcement. With its uncountable track packs and lightweight editions, there have been more versions of Nissan’s geriatric R35-generation GT-R than there are Fast & Furious and Marvel Universe movies combined.

Another example is the Porsche 911 GT3 RS – the ultimate version of the already piping hot GT3, which in turn stands above the regular 911 Carrera – with the price, rarity and desirability factors to match Kim Kardashian’s phone number. Only for you to be later told “that’s not all”, because there now also happens to be a Weissach Pack edition intended to strip your once-hot GT3 RS of its specialness; even if in any GT3 derivative’s instance it’ll retain its value. Porsche did the same when launching the GT3 RS 4.0. And then the 911R. Because you’re totally worth it – but never quite special enough, for long enough.


The Mercedes-Benz X-Class has not been nearly as popular as its maker (and many others) thought that it would be…

5. Brand-busting buddy-ups

The thought of 2 respected manufacturers pooling their best efforts to make the most superlative car ever is a scintillating prospect. Audi’s limited-edition RS2 Avant stands tall as one of the coolest and credible collaborative efforts in history.  Between March 1994 and July 1995, the Ingolstadt-based brand joined forces with Porsche to create the most iconic performance estate ever built. In a 1995 test for Autocar magazine, the RS2 delivered a 0-48 kph time of 1.5 seconds – which was faster than the McLaren F1 supercar – and indeed the Williams-Renault F1 car of that year.

Sadly, not all joint efforts capture the buying public’s imagination and run the very real risk of brand dilution or loss of product identity. Recent examples are Toyota’s flirtations with Subaru and BMW for the respective co-parenting of the 86/BRZ and more recently, the Supra/Z4. And after disappointing sales worldwide, Mercedes-Benz now regrets the creation of its X-Class and has already announced its intention to cull it at an undisclosed date: a perception of marginal build quality and a too-similar countenance to its Nissan Navara double cab organ donor, along with an excessive asking price, seem to signal the death knell of the Stuttgart-based firm’s He-Man meets Hugo Boss utility vehicle.

It has been said that the motor industry will see more disruption in the next 5 years than it has seen over the past 3 decades. The increasingly prevalent (and nauseating) acronym – C(onnected) A(assisted) S(hared) E(lectric) stands at the centre of this apocalyptic prospect. Our cars are becoming Tupperware appliances before our very eyes and through our subjection to advertising and all layers and avenues of influence, we’re being coaxed to feel good about it.

This is wrong.

In the 20th century, the automobile became the ultimate signifier of individual freedom. In future, it seems, it will come to symbolise enslavement and the death of individual expression. It’s the rise of the machines – and unless you’ve got something special from yesteryear hidden away under a cover in your garage, you won’t be immune to its advances.

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Citroen C3 Aircross 1.2T Feel (2019) Review

Citroen has returned to the South African market with a renewed lineup that consists of 2 crossovers and a budget-car offering. We get to grips with the C3 Aircross, a compact SUV competing in a segment which has seen a slew of new entries in 2019. Can it compete with the entrenched competition?

We like: Styling, practicality, full-house safety equipment.

We don’t like: Uninspiring drive, Android/Apple Carplay only available on top-spec Shine.

Fast Facts

  • Price: R339 900
  • Engine: 1.2-litre turbopetrol
  • Power/Torque: 81 kW/205 Nm
  • Transmission: 6-speed automatic
  • Fuel economy: 6.5 L/100 km (claimed)
  • ?Load capacity: 410 litres

Own a Citroen? Tell us about your experience here. 

SERIOUS ABOUT BUYING?

Where does it fit in?


Citroen's design is unmistakably French and quirky. Are those orange Shrek ears?

Automotive manufacturers appear to have found a new segment that’s gaining traction among young, trendy buyers and small families. The Citroen C3 Aircross is ostensibly aimed at buyers that would usually purchase traditional family cars such as the Mazda CX-5, Peugeot 3008, Toyota RAV4 and Volkswagen Tiguan… but they don't necessarily need all the space those cars offer.

What's more, the target market appreciates the appeal of a stylish lifestyle vehicle that can still fit children in the back and sports equipment in the load bay. A hint of extra ground clearance goes a long way, especially when the cars are unencumbered with the fuel penalty that comes part and parcel with an all-wheel-drive configuration… after all these are city-based cars that may only need to conquer gravel roads a handful of times (or even less) a year.

And so, the C3 Aircross plays its hand as a fun and funky alternative to the more traditional players in the segment. It comes in a playful range of colours and sports a design that stands out in a way only a French brand's product can.

How it fares in terms of… 

Kerb appeal

You’re either going to love or hate the looks of the Citroen C3 Aircross. That’s probably the exact effect the French marque was going for anyway; it wants to be something different and an extension of an individual's personality. In that regard, the C3 Aircross delivers. As tested, finished in an orange-accented cream colour or dirty beige, it stands out from other offerings in the crowded compact crossover/SUV segment like very few cars can. 


Kanye West may have inspired the shutter shades on the rear pillar. Doesn't make it easier to see out the rear.

For added quirkiness, it’s also wearing a set of Kanye West-inspired shutter shades on its rear side panels (C-pillars). While these may seem a cool, modern design element, they do make it rather difficult to see out of the rear. The 1.2T Feel has 16-inch wheels, while 17-inch items are optional on the Shine 1.2T. Ground clearance is 178 mm, which adds to the "SUV look" that’s on-trend but in reality, it’s only about 4 cm higher off the ground than a common hatchback. 

Drivetrain performance

The 1.2-litre 3-cylinder turbopetrol engine at the heart of the C3 Aircross has been around for some time and we’ve sampled it in just about every contemporary Peugeot and Citroen in the last 3 years. With peak outputs of 81 kW and 205 Nm on tap, it’s on par with other small turbos from the likes of VW, Renault, Ford and Hyundai (to name just a few). It’s a bit noisy at low revs, but calms down markedly in the mid-range. 


The engine and drivetrain are adequate and comparable to other offerings in the segment.

The acceleration isn’t going to get your blood pumping but that’s not what buyers in this segment are after. If performance figures have no bearing on your buying decision, the gentle, uncluttered acceleration experience will come off as pleasant. Drivetrain refinement is again, decent but not inspiring. The 6-speed auto ‘box does a good enough job of keeping the engine in the torque band but with a very short first and second gear, it has a tendency to lunge a bit in traffic. It is, however an improvement over the Cactus we last experienced this combination in.

Fuel economy for all the 3-cylinder turbo engines never meets expectations as they end up having to work quite hard to keep pace with traffic and highway speeds. Citroen claims you should average 6.5L/100 km but after 2 weeks with the C3 Aircross, we were at 8.4L/100 km.

Ride and handling?


The orange theme is carried over to the inside as well. Note the wide front seats.

For all it’s excitingly quirky exterior and interior bits, the "ride and drive" of the 1.2T Feel left our testers underwhelmed. There is a fair amount of body roll in the corners and the steering is lifeless and uninspiring when the Citroen's asked to display its (limited) dynamic ability. And, like almost all its competitors, it struggles to deal with abrupt bumps and a lot of those abrasions are transferred to the cabin which is unpleasant (but not out of the ordinary for a compact SUV).

The C3 Aircross deals with bigger undulations, such as speedbumps and pavement hops, markedly better and absorbs those with more of a cushioning effect.

Interior features

Part of the appeal of the C3 Aircross is the extensive list of standard interior equipment. The seats have a funky square design to them and are quite wide. Slimmer occupants may find them a bit loose-fitting, but they are comfortable on long journeys and adjustable in virtually all directions. Having a rake- and reach-adjustable steering column makes life more comfortable as well…

As for infotainment, there is a major difference between the Feel and Shine derivatives in that Apple Carplay and Android Auto compatibility is standard on the latter, whereas the former is equipped with Bluetooth and a USB port at the front. That feels like an oversight considering how tech-focused the modern buyer is; screen-mirroring technology is even available on the humble Datsun Go budget car. That said, BMW doesn’t have Android Auto available yet either.


The Feel model does not get Android Auto/Apple Carplay, only the top-spec Shine.

The touchscreen itself has a matte texture to it, a bit like a smartphone screen protector that removes that nice crisp colour and display that makes a modern screen a desirable item. The basic functions are easy to access with the shortcut buttons below the screen, but delving into the menus can be confusing if you’re not well acquainted with it.

Interior practicality

The long wheelbase of the C3 Aircross endows it with more passenger space than its rivals. The load bay is claimed to have a 410-litre capacity, which is on the bigger side for the segment. If you want even more practicality, the high-spec Shine derivative’s rear seats are set on rails, which allow you to slide the 2nd row forward to produce an extra 110 litres of loading space.

Safety features


Analogue dials are becoming a rare sight in new cars.

Both the Feel and the Shine get a full allocation of modern safety features including stability control, ABS and EBD, hill-start, ISOfix anchors for the rear seats and 6 airbags. Added safety features come in the form of a tyre pressure sensor, auto-locking doors and seatbelt warning chimes.

Price and warranty

The C3 Aircross 1.2T Feel costs R339 900 with its Feel sibling R359 900 (December 2019). For the extra R20k, the Shine offers better value-for-money with its extra features and added practicality. Citroen offers an inclusive 5-year/100 000 km warranty and a 5-year/100 000 km service plan on the C3 Aircross range. The service plan, in particular, is longer than what any of its competitors currently offer.

Verdict

 
The C3 Aircross is probably not the killer blow that Citroen SA is looking for.

Citroen has made its return to the local market with a suitably boutique line-up and the C3 Aircross fits perfectly into a segment that’s currently taking off in South Africa. The newcomer's exterior styling is a study in quirkiness and head-turning French design that makes it stand out from other offerings in the segment. The engine and gearbox combo is adequate compared with those of its rivals, but unlikely to satisfy those who enjoy a bit more perk to their performance.

With its longer wheelbase, the C3 Aircross offers more room for passengers and capacious loading space. Definitely consider spending extra for the Shine spec, which offers sliding rear seats and an upgraded infotainment system. The Citroen's driving experience is perhaps a trifle humdrum… It was always going to battle to match the aesthetic quirkiness and style of the overall package but nonetheless, we were left a little underwhelmed by the way it felt to drive. 

What's more, the 1.2T Feel's asking price is not quite keen enough to really make buyers take notice or forget about the mainstream models that may represent "safer" buys in terms of anticipated resale value a few years down the line. The specification levels are high, however, and the safety kit comprehensive, plus the 5-year warranty and 5-year service plan go some way to elevate the Citroen as a reasonable long-term ownership proposition. Voila!

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Toyota HiAce goes upmarket

One of South Africa’s most important people movers lives on, in 14-seater configuration.

The introduction of Toyota’s 6th-generation Quantum earlier this year has made it inarguably more comfortable for many South Africans to get to work and visit family whilst on vacation. However, an unexpected consequence of the new Quantum’s success has been the revival of the previous one! It might sound a touch confusing, but you can now buy both Quantums in South Africa, with the revived version being marketed under the HiAce nameplate.

Those loyal taxi industry followers will know that HiAce was the name which established Toyota’s dominance of the South Africa mass transit transport market in the 1990s.

In terms of specification, the rebranded MPV (to reiterate, essentially an old Quantum), is configured with 14-seats and positioned aside Toyota’s Ses’fikile 16-seater in the HiAce range, albeit with more convenience kit such as air-conditioning, an audio system and USB ports.

Technical details are very much as they were. Power comes from the proven 2.5-litre turbodiesel with 75 kW and 260 Nm. Drive is to the rear wheels via a 5-speed manual transmission and its mechanically durability is unquestionable.

Colour options are limited to, predictably, simple white and silver.

An interesting ownership aspect of the 14-seater HiAce is that it is classified as a light commercial vehicle and does not require a code 10 licence to operate. Priced at R571 000, this latest HiAce is cheaper than a new-generation Quantum 14-seater, which retails for R635 000. The HiAce Ses’fikile 2.5 16-seater remains your value choice at R453 900.

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Jaguar F-Pace SVR (2019) Review

The Jaguar brand is generally associated with sporty sedans and sensual sportscars, but for the past few years, the F-Pace premium SUV has been the Coventry-based firm's top-seller. Without it, the iconic British marque would be in far greater trouble than it is. Has Jaguar managed to crack the performance-SUV recipe with the storming SVR derivative, however?

We like: Attractive design, rorty exhaust, driving enjoyment, price positioning 

We don't like: Not quite as "premium" inside as its Germans rivals

Fast Facts

  • Price: R1 530 728 (November 2019, without options)
  • Engine: 5.0-litre V8, supercharged
  • Gearbox: 8-speed automatic
  • Fuel economy: 11.9 L/100 km (claimed)
  • Power/Torque: 405 kW/680 Nm
  • Performance: 0-100 kph in 4.3 sec (claimed)

Own an Jaguar? Tell us about your experience here. 

SERIOUS ABOUT BUYING?

Where does it fit in?


The F-Pace SVR's big exhaust tips emit a b-i-g sound… so much so that it borders on cacophonous.

As our Ciro de Siena recently mused in a video review of the Audi Q8, high-performance SUVs may have displaced traditional sportscars and first-class cars as the "dream cars" of today. That's why it's particularly important for Jaguar to get the F-Pace SVR spot on. After all, this is a brand that was built on performance and dynamism, so even though it succumbed to market forces and built an SUV, the product of that endeavour – the F-Pace – had to remain true to the marque's DNA. We already know, from our experience of lesser models, that the F-Pace is a fun-to-drive SUV, but this SVR will be up against the big boys from Germany, you know… those that brandish M, AMG and RS badges. 

At present, and at the price, the F-Pace SVR is one of the most powerful and fastest SUVs you can buy. And also the loudest… 

How it fares in terms of…

Design & Packaging


The F-Pace isn't the biggest SUV in its segment, but in SVR guise, it gains a muscular presence.

Finished in silver and riding on striking (and optional) 22-inch wheels, the F-Pace SVR is a mean-looking machine, but arguably not as aggressively styled as the likes of the Alfa Romeo Stelvio Quadrifoglio and BMW X5 M. But the F-Pace is one of the more handsome Premium SUVs anyway, and Jaguar's Special Vehicles Operation (SVO) has been clever in giving it a more muscular appearance, but without going OTT. Still, if you were ever in any doubt about the SVR's positioning, its quartet of large-bore exhaust tips (and the sound they emit) will be more than enough to put any doubts to bed. This is the top-dog F-Pace – it looks it and sounds it.

Step inside and the favourable first impressions continue, mostly because of the standard (and aggressively bolstered) sports seats trimmed in lavish quilted leather. Otherwise, the SVR is relatively similar to lesser F-Pace derivatives inside, save for the odd smattering of carbon-fibre trim, which is not a bad thing. The F-Pace's cabin is by no means cramped, but at the same time, it's not as spacious as, for example, the latest BMW X5 and Mercedes-Benz GLE, which are admittedly newer models. The transmission tunnel is high and the glasshouse shallow – design features that contribute to a more "enclosed" sportscar-like feeling behind the steering wheel, which itself offers plenty of adjustment. 

 


Certainly an attractive place to spend time in, and also solidly put together.

Second-row legroom is decent enough for most families' needs, and the load-bay capacity is rated at a spacious 650 litres, which is the same as the new X5 and considerably bigger than the Stelvio's. You can drop the rear seats down to free up additional space for cargo, but the Jaguar doesn't offer quite as much utility volume as its German rivals. Where it also lags the Germans (very) slightly is in the perceived quality stakes. Build quality is solid, and most of the materials feel durable and luxurious, but there are some minor trim details that could be improved, or more "detailed".

The F-Pace SVR features a digital instrument panel as standard, as well as the InControl Touch Pro (SSD) navigation system that allows for smartphone integration via Apple CarPlay. In general, the standard features list looks impressive. The front seats feature both heating and cooling functions, while the rear bench can be heated. Dual-zone climate control is standard, but you pay extra for a 4-zone system (R15 400). The steering wheel features a heating function as standard. Cruise control, lane-keep assist and a reverse-view camera are standard too, but you pay extra for a powered tailgate (R6 400), surround camera system (R4 600) and a sliding panoramic sunroof (R19 900).

Performance & Efficiency


Want to make the throttle response explosive? Just toggle towards the chequered flag…

The F-Pace SVR is powered by the marque's charismatic supercharged 5.0-litre V8 petrol motor, which pumps out 405 kW (more than the similarly priced BMW X5 M50i and Alfa Romeo Stelvio Quadrifoglio), but less than the upcoming (and likely to be significantly pricier, BMW X5 M). Peak torque is a meaty 680 Nm (available from 2 500 to 5 500 rpm), which is sent to all 4 wheels via Jaguar's slick 8-speed automatic transmission.

Jaguar claims a 0-100 kph time of 4.3 seconds and a 283-kph top speed – that's sportscar-like performance in anyone's book – and the veritable barrage of thrust is produced in a pleasingly traditional, oh-so-Jaguar kind of way. The SVR always feels ready to catapult itself towards the horizon; its throttle response is electrifying (even before you switch to the sportier driving modes). And, my word, that quartet of exhausts ends emits a sonorous and cacophonous roar! It's so loud, in fact, that Jaguar in Australia has been told to reduce the SVR's sound levels if they want to keep selling it there. Hopefully, the up-tightness Down Under will never spread to South Africa and muzzle the spirited SVR here…

It is, however, a thirsty beast and you'll be required to top up that 82-litre tank quite regularly. Jaguar claims a combined cycle consumption figure of 11.9 L/100 km, but you're likely to average a figure closer to 14 L/100 km. 

Ride & Handling


Massive 22-inch wheels provide lots of grip and, impressively, the ride remains relatively supple.

By virtue of being underpinned by the same platform as the sweet-handling XF executive sedan, the F-Pace has always been one of the more dynamic vehicles in its segment – SVO (Special Vehicle Operations), Jaguar's performance division, clearly had a good base to work from. Compared with its standard siblings, the SVR's adaptive suspension software is different, and the front and rear springs are 30% and 10% stiffer, respectively.

The F-Pace SVR is, however, one of the heavier vehicles in this segment, which is something to keep in mind when thundering into a corner – there's quite a bit of body lean and the natural tendency is towards slight understeer, but if you're mindful of these traits, this is a fun car to hustle through the twisties, because its so responsive to throttle pedal and steering inputs. The larger brakes, too, perform impressively, they deliver reassuring pedal feel and are seemingly resistant to regular hard use. Traction and grip are never in short supply: the electronically-controlled active differential and torque vectoring system undoubtedly play strong supporting roles in the SVR's overall on-road poise.

Considering those gorgeous 22-inch wheels and the low-profile tyres they're shod with (in fact, the rubber looks as if it was painted onto the rims), you'd expect the SVR's ride quality to be uncompromisingly stiff. But Jaguar knows how to make fun-handling cars that retain a measure of suppleness. Yes, over rougher roads and lower speeds, you feel the effect of the bigger wheels, but once up to speed, the F-Pace SVR is a smooth, relaxed and comfortable car to drive. 

Price and warranty (November 2019)

The F-Pace SVR sells for R1 530 728, without options, but our test car came specced with several optional features, including a sliding panoramic roof for R19 900, Navigation Pro with a Meridian Sound system (R9 600) and Adaptive Surface Response (ASR) for R2 400. We regard Jaguar's extra-cost features reasonably well priced; even with all R61 000-worth of optional extras fitted to our test unit, its price compares favourably to rivals' (standard) pricing.

The price includes a 5-year/100 000 km warranty and 5-year/100 000 km maintenance plan.

Verdict


The Jaguar F-Pace SVR is a characterful, accomplished alternative to the German super-SUVs

We thoroughly enjoyed our time with the Jaguar F-Pace SVR. Unlike some of its rivals, it's neither overly aggressive nor shouty in appearance, yet it's undoubtedly a handsome car with plenty of kerb appeal. It makes its presence known, however, through an addictive soundtrack that we just could not get enough of (there's a button to make it even louder, hurrah!). It's positioned in an interesting space in the market, competing largely against less extreme variants of its German rivals, though you can get the smaller GLC 63 S at the same price. Undoubtedly the upcoming X5 M and Mercedes-AMG GLE 63 S, as well as the Audi RS Q8, will be more powerful… but also significantly more expensive.

But do you really need more performance and road presence than what the F-Pace SVR offers? We seriously doubt it.

Looking to buy a new/used Jaguar F-Pace?

Find one on Cars.co.za by clicking here

Ford Shows Everest Basecamp

Become your own base camp with this new Everest kit.

If you are one of those Ford Everest owners who like driving to remote parts of Lesotho or Botswana on vacation, there’s an upgrade which might be of interest.

Ford’s Australian division, which is very similar in marketing strategy and product to Ford South Africa, has released an accessories pack for Everest.

Cleverly named, this new accessory pack is called the ‘Basecamp’ and comprises some of those desirable adventure bits that you’d have to fit in your own time and inconvenience, at an aftermarket specialist.

Ford’s product people will now save adventurous Everest owners all the trouble of comparing price and specification and offer the kit they need, as a factory option. 

The most pronounced component within this Everest Basecamp kit is its snorkel. Very much the default aftermarket 4×4 adventure accessory, snorkels are crucial – and in a way that many misunderstand.

Although the snorkel does allow for better water crossing performance, it also has a vital air-filtration function. Drawing air from roofline height, instead of at the grille level, means that in a dusty convoy you are absorbing a bit less contaminated airflow. Air rushing at speed, even a meter higher than the at the grille entry point, is also a touch cooler, as the peak radiation point will always be closest to the road surface you are driving on.

Beyond the snorkel, there is also a Ford bonnet protector and a net 76 mm diameter nudge bar, framed by an LED light bar. Nudge bars might mess with your Everest’s aero a touch, but they serve as a valid bumper and radiator protector if you do have a low-speed collision off-road.

Atop the Basecamp Everest is a heavy-duty roof rack with Pioneer platform, to allow safe camping for two, far away from ground level. The Everest Basecamp accessories package is completed by a Sunseeker awning, to further enhance its camping appeal.

Australian market pricing for the Basecamp kit is an estimated R20 000. 

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4 Budget Crossovers for SA in 2020

If a budget hatchback is too small for your needs then perhaps a larger budget crossover will be the perfect fit for your lifestyle. Here are 4 new budget crossovers coming to market in 2020!

The budget end of the new car market is both important and lucrative for manufacturers, especially in South Africa, as it offers an opportunity to unlock potential revenue where cash-strapped buyers are eager to purchase their first new car.

While budget cars such as the Renault Kwid and Datsun Go continue to grow in popularity, there’s also a growing demand for budget crossovers that offer not only a higher ground clearance (which suits local conditions) but also for more space and passenger-carrying capacity. 

Here are 4 new budget crossovers headed for South Africa next year!

Datsun Cross

Ever since Datsun was relaunched in South Africa in 2014, the brand has won many hearts with its Go and Go+ offerings which continue to sell well on a monthly basis. However, Datsun is looking to expand on its success by introducing the Go Cross to market in 2020.

The Cross has a useful 200 mm ground clearance while plastic body cladding provides some rugged appeal. A 1.2-litre petrol engine with 58 kW and 104 Nm of torque is expected and comes mated with a 5-speed manual transmission. It also has an extra row of seats and can carry up to 7 passengers. Local pricing and specification will be revealed closer to launch. 

Buy a Datsun Go on Cars.co.za

Ford Figo Freestyle

Although its exact arrival has yet to be confirmed, we anticipate that the Figo Freestyle will make some waves when it arrives on local soil. Ford calls its latest Freestyle crossover a Compact Utility Vehicle (CUV) and it’s based on Ford’s entry-level Figo hatchback. Like the Figo, it’s produced at Ford's Indian plant in Sanand, Gujarat. 

In India, the Figo Freestyle is offered with a new 1.2-litre, 3-cylinder engine with 71 kW and 120 Nm of torque. The familiar 1.5-litre turbodiesel engine producing 74 kW and 215 Nm also does service in the Freestyle and both engines are paired with a 5-speed manual gearbox. We will keep you updated as soon 

Buy a Ford Figo on Cars.co.za

Renault Triber 

Based on a modified version of the CMF-A platform which underpins the popular Kwid, the Triber is a 7-seat crossover that will take aim at products such as Suzuki Ertiga, Honda BR-V and Toyota Avanza. The third row of seats are removable, however, and load capacity is claimed at 625 litres.  

Powering the Triber will be a tweaked version of Renault’s proven 1.0-litre, 3-cylinder engine which offers 56 kW and 96 Nm of torque and comes paired with a 5-speed manual gearbox as well as an automated manual transmission. Pricing and specification details will be released closer to launch which takes place in February 2020. 

Buy a Renault Kwid on Cars.co.za 

Suzuki S-Presso 

The forthcoming S-Presso budget car from Suzuki is smaller than the Ignis and boasts a ride height of 180 mm which will prove useful on gravel roads.  Powering the S-Presso is a naturally-aspirated 1.0-litre engine, with 3 cylinders, which is good for 50 kW and 90 Nm. Local pricing and specification will be announced closer to launch which is due in Q1 of 2020.   

Buy a Suzuki Ignis on Cars.co.za

Related Content

New Cars Coming to SA in 2020

 

Volkswagen Golf 8 (2020) International Launch Review

Our international correspondent Greg Kable has had an early taste of the 8th-generation Volkswagen Golf, which again raises the bar for the premium hatchback segment. The Golf 8 will be revealed in GTI guise early next year and that's the version South Africa will get first, late in 2020. And, judging by the talents of the standard car, the GTI's going to be phenomenal…

What is it?

The story of the Volkswagen Golf began in 1974. Back then few would have imagined just what sort of success the Giugiaro-styled compact hatchback (as the successor to the legendary Beetle, no less) would become. The Golf was not crushed under the ginormous weight of expectation, however. Forty-five years on, the Golf has firmly established as the world’s best-selling car, with more than 35 million sales worldwide.   

Predictably, then, Volkswagen takes the development of each and every Golf model very seriously indeed; the Wolfsburg-based firm carefully preserves what is cherished, while diligently updating elements considered old or flawed. 


The Golf 8 will join the SA market in late 2020 but initially in GTI guise.

As a result of this step-by-step approach, the Golf (now decidedly a mid-range offering, with several smaller hatchbacks sitting under it in Volkswagen's product line-up) has managed to remain relevant and competitive in a hard-fought segment without resorting to any radical or contrived changes for 7 complete model cycles – something which none of its rivals can claim.

Engineering-wise, this new 8th-generation model is more of a revision than a replacement (in contrast with what the Wolfsburg claimed at the time of the 8's reveal and we quote: "the Golf's biggest transformation in 45 years"). The new Golf retains the same front-wheel-drive MQB platform as its predecessor, albeit updated to offer greater structural rigidity. In truth, its chassis draws heavily on the car it replaces without any significant changes in geometry or hardware.

The exterior is more individual looking than that of the previous Golf. The flamboyant design of the LED headlamps is particularly out of character for Volkswagen's best-selling model and the most controversial aesthetic element in a distinctly lower front end. There’s also a more defined swage line running from the leading edge of the front doors through to the rear lights. 

In a development that helps to bring the Golf into line with some of its rivals, buyers can spec Volkswagen’s IQ light package. It includes automatic main beam, strobe-like indicators, and gives the rear lights a distinctive LED graphic.


The headlight treatment on the 8 is its most polarising feature.

Slipperier through the air

The new Golf is 29 mm longer, 10 mm wider and 4 mm taller than before, with the same wheelbase. Yet Volkswagen has managed to improve aerodynamic efficiency; the standard model boasts a Cd of 0.27 compared to the 0.30 of its predecessor. The new Golf will be offered exclusively in 5-door guise. As ever, it's a well-made quality product, but we did spot some cost-cutting measures: it eschews gas struts for the bonnet, relying on a simple manual strut. Volkswagen says this is because the new model adopts 2 bonnet latches instead of a single latch. The underside of the bonnet is also finished in black undercoat rather than body colour, a move that's claimed to "streamline assembly".

The new Golf’s engine line-up includes 3 new turbopetrol-based eTSI mild hybrids that use a 48V electric drive system and a revised petrol-electric plug-in hybrid drivetrain in 2 states of tune. The mild-hybrid eTSI units are a 1.0-litre 3-cylinder petrol engine developing 66 kW, and a 1.5-litre 4-cylinder petrol powerplant offering 96 kW and 110 kW, all of which offer a claimed 10% improvement in fuel economy over the non-electrified powertrains they replace.

The plug-in hybrid drivetrains combine Volkswagen’s 1.5-litre 4-cylinder turbopetrol engine with a gearbox-mounted electric motor, offering 110 kW and 180 kW in a performance-focused GTE model. Both use a 13 kWh lithium battery, claimed to provide a 50% increase in electric range of more than 60 km.


The engine range is completed by more hybrids than ever and an incoming 238 kW R model.

The launch range also includes a 2.0-litre 4-cylinder turbodiesel (TDI) engine, available with peak outputs of 84 kW and 110 kW respectively. Gearboxes include a 6-speed manual and 7-speed dual-clutch units (depending on which engine they are mated to), although South African versions will be available in automatic guise only. Alongside standard front-wheel-drive versions, selected derivatives will also be available with optional 4Motion all-wheel drive.

Volkswagen will launch new GTI, GTD and R variants of the new Golf in 2020, the latter of which is expected to run an updated version of its predecessor’s turbocharged 2.0-litre 4-cylinder turbopetrol motor developing up to 238 kW.

What's it like inside?

Over time, Volkswagen has seemingly refined the Golf's premium interior ambience to near-perfection, and every new model faces a tough task to improve on the version it replaces. Does the new Golf indeed improve on the "7.5"?

The answer comes the moment you step inside the newcomer. It’s the eminently practical interior of the Golf 8 in which arguably the biggest changes have taken place, which is just as well, because the plethora of updates will help to extend the appeal of Volkswagen’s enduring hatchback. The Innovision cockpit features a fully-digital dashboard and, compared with the relatively conservative interiors of previous Golfs, it's clearly aimed at younger buyers.

The area ahead of the driver is dominated by a 10.3-inch digital instrument cluster with either an 8.25-inch or (optional) 10-inch central touchscreen for the infotainment functions. Together with a new multifunction steering wheel, they form a vastly different driving environment than that of previous incarnations of Volkswagen's bestseller – one that is appealingly functional the moment you begin to poke around the cockpit.


Fewer buttons on the dashboard as the Infotainment system becomes the primary input method.

It's similar to the new electric ID.3, with the controls positioned higher and closer to the steering wheel than before, which gives the dashboard a more top-heavy nature. The centre console is wider and, in models featuring a dual-clutch (automatic) transmission, it houses a stubby shift-by-wire transmission lever in combination with a start-, electric handbrake and hill holder buttons.

In fact, there are very few physical buttons. All the major controls, including those for the ventilation and driving modes, are housed within a touch-sensitive panel below the central display. A "slider" is used to regulate various functions, including the volume of the audio system's playback. It’s clearly meant to mimic the swipe of a smartphone, but it's a bit hit and miss. As an alternative, Volkswagen offers a voice control system.

Perceived quality, always one of the Golf’s biggest strengths, has improved too. Some might argue there is too much hard black plastic, but I suspect most prospective buyers will be impressed by how well the dashboard is assembled and how expensive the interior materials feel. The haptic feedback generated by the centre display and the system's snappy responses to user inputs also impress. 

Continuing the modern look are ambient lighting strips within the dashboard and door trims as well as a host of other new optional features, including an excellent new head-up display, which is available on the Golf for the first time. The 3rd-generation Volkswagen MIB infotainment system, meanwhile, is permanently connected to the internet via an embedded eSIM, which enables online music streaming and real-time traffic information among other on-line features.


Digital screens will appeal to younger buyers.

Volkswagen has also upgraded the Golf’s driver assistance systems, including optional Travel Assist, which combines adaptive cruise control and lane assist to enable “assisted hand-off driving” at speeds up to 210 kph. The new Golf is the first Volkswagen model to feature Car2X (car-to-everything) technology, based on the harmonised European Union standard, which uses the information generated by other vehicles and the road infrastructure to warn of upcoming traffic problems. It’s only really useful to those who don’t connect to Android Auto or Apple Carplay built-in maps, though, and unlikely to be offered in SA-spec derivatives, but we'll find out for sure at the launch in about a year from now.

While the Golf 8's dashboard represents a major departure on past models, the driving position and overall interior packaging will be familiar to "7.5" owners. The front seats provide a good amount of lateral support, and the driver benefits from a wide range of steering column- and seat adjustment.

On the road…

The most powerful of the new Golf’s mild-hybrid drivetrains –the 1.5 eTSI – distinguishes itself with inherently effective properties that should ensure it finds favour among traditional petrol-engine car buyers and turbodiesel stalwarts alike.

With 110 kW available at 5 000 rpm, the turbocharged 1.5-litre 4-pot motor doesn't exactly brim with energy. However, it is remarkably smooth and revs freely to its 6 400 rpm electronic limiter, endowing the new Golf with a moderately sporting performance when you dial up Sport mode. In everyday driving, though, there’s no need to work it hard, because with 250 Nm of torque available from 1 500 rpm it delivers a good amount of mid-range urge. 

The 7-speed dual-clutch gearbox (DSG) boasts improved step-off qualities, while the latest petrol-electric powerplant propels the new Golf from 0-100 kph in a claimed 8.5 sec, with a top speed of 225 kph. By comparison, the non-electrified 1.5 TSI it replaces boasted figures of 8.7 sec and 217 kph. The 48V belt-driven starter motor brings additional functions, including brake energy recuperation, a coasting function and a more immediate stop/start system. 


The new model with equal power can accelerate faster and is more efficient.

Crisper reactions to steering inputs

There’s a persuasive maturity to the on-road characteristics of the latest Golf, whose handling is distinguished by its progressiveness, balance and accuracy. The new model is noticeably more direct in its actions than before. This might surprise those coming from the comparatively relaxed confines of the "7.5", but for driving enthusiasts, it makes for a more compelling car… one with the dynamic ability to firmly challenge the likes of the Mazda3 in the driving stakes.

The Wolfsburg-based firm would have you believe the Golf 8 is all-new underneath its sheet metal. However, the latest Golf is based on a carry-over platform and chassis. Lower-end derivatives continue to sport a MacPherson strut (front) and torsion-beam (rear) suspension configuration, while upper-end versions, including this 1.5 eTSI, run a more sophisticated combination of MacPherson struts up front and a multi-link setup at the rear.

All derivatives come fitted with passive dampers as standard. Having said that, as was the case with its predecessor, the Golf 8 rides best when equipped with the optional continuously variable dampers, which come as part of the Dynamic Chassis Control (DCC) system. The latter also features a driver profile system with 4 modes: Eco, Comfort, Sport and Individual.


This Golf 8 proves dynamically superior to its predecessor and could well scare the likes of the Mazda3 too.

We’ve yet to sample the standard fixed-ratio steering, but the progressive steering system fitted our test car proved nicely weighted, wonderfully precise and quite predictable in its actions. The new Golf communicates with greater feel and boasts faster reactions than before, especially in the initial degrees of steering lock.

It might not deliver the overall feedback of some of its key competitors, but the Golf 8 is meticulously accurate and always dependable, allowing you to confidently place it at corner entries. Turn in on a trailing throttle and you will discover excellent body control with progressive movement as lateral forces build before the fast-acting steering allows you to feed off the lock at the exit. On the right road, the newcomer's never anything less than entertaining to drive.

World-class ride quality

When fitted with the optional continuously variable dampers, the ride is brilliantly controlled. Quick reactions and excellent absorption properties help to moderate bump shock and quell vertical movement before the latter has a chance to build on more challenging road surfaces. There is genuine compliance and subtlety to the way the Golf 8's suspension soaks up bumps and maintains its ride height, leading to a relaxed and settled feel in Comfort mode.

The spring and damper rates are a touch firmer than that of its predecessor in Sport mode, giving the new car greater immediacy in its most sporting setting, although it is never abrupt under an unloaded wheel. Hit a sharp-edged rut mid-corner with the outside wheel loaded and an inevitable thump will make its presence felt. You can’t fail to notice the added agility relative to the car it replaces: the balance is fine, making the new Volkswagen hugely satisfying to drive.

Another key attribute of the new Golf is its excellent directional stability. As a result, it feels right at home at higher speeds on the motorway, with long gearing providing it with hushed driveline properties and its improved aerodynamics bringing about a noticeable reduction in wind buffeting.

Should I buy one?


The Golf 8 will be the first VW to wear the new logo in SA.

The superiority of the Golf over its volume-market hatchback rivals may not be quite as marked as it once was. But this new 8th-generation model has managed to raise the game and distance itself from the competition.

It betters its predecessor in a number of key areas, delivering a familiar range of qualities bundled together with newfound dynamic attributes and new-age digital and connectivity functions.

The attention to detail in Volkswagen's comprehensive engineering effort helps the new Golf 8 top instil an immediate feeling of deep-seated integrity from the moment you turn the 'wheel. The added performance and refinement from the electrified drivetrain and inherent maturity and resolved qualities of its chassis make the newcomer a highly gratifying car to drive on just about any road and in any environment. It's a marvellous platform for the upcoming GTI variant.

If Volkswagen's claims are to be believed, the Golf 8 is also significantly more efficient, with improved fuel economy and fewer emissions than ever before no matter what model you choose.

And the interior? Although highly contemporary in appearance and a clear advance in ergonomics, I suspect it might prove a step too far down the digital road for some, especially more mature, customers. It will no doubt appeal to younger buyers, but the execution and design run counter to the simple and straightforward traits that have traditionally made the Golf so popular. But that's something that can only be judged over time.

Related content:

Volkswagen Golf 8 – 3 Things You Need to Know

Volkswagen Golf GTI TCR (2019) Specs & Price

Spy Shots: 2020 Volkswagen Golf 8 GTI

Mazda3 (2019) Video Review

Hyundai Venue (2019) Launch Review

Hyundai South Africa has added yet another compact family car to its product line-up in an attempt to put the brakes on the Volkswagen T-Cross’ strong sales momentum. Is the Venue the ideal model to lure buyers out of their hatchbacks and into the crossover/SUV fraternity? Yes, it may well be! We drove the newcomer in and around the Western Cape to find out…

What is it?


The Venue certainly has kerb presence, in a compact, yet wide-stanced SUV way.

You may be confused about where the Venue sits, size-wise, in the greater SUV world – many people are and so, to be fair, were we. Beneath its well-known Tucson family car, Hyundai offers a trio of fairly similarly-sized crossovers (in the order in which they were introduced in South Africa): the Creta, Kona and, now, Venue. The latter functions at the lower end of the scale, as it's technically the smallest of the bunch, but the newcomer bursts with style and flavour.

The design is modern; when viewed in profile, the Venue could easily be mistaken for a doppelganger of the Volvo XC40, which certainly isn’t a bad thing whatsoever. The Hyundai's real rivals are the Volkswagen’s T-Cross, Ford Ecosport and Renault Captur, the latter of which has a new model coming in 2020.

There is a lot of movement in this segment at the moment; buyers appear to want something a little more practical than a Hyundai i20 and Volkswagen Polo, but don’t want to spend too much more than R300k. Many manufacturers are therefore eyeing up this segment as their next big money-spinner… With that undoubtedly in mind, Hyundai has come to the party with its modern, eye-catching, and quite refined, Venue.

Under the bonnet


Only 1 engine is available, but there is a choice between dual-clutch (automatic) and manual gearboxes.

This segment is littered with a variety of 1.0-litre, 3-cylinder turbopetrol engines, so it’s no surprise to see Hyundai follow the herd in that particular department. The engine from the Kona (with peak outputs of 88 kW and 172 Nm of torque) is used in the smaller Venue, in which it is mated with either a 6-speed manual or a 7-speed dual-clutch ‘box transmission. Hyundai has continuously developed and improved the direct-shift automatic transmission in each and every model that the Korean manufacturer has been offered it and the 'box now really does feel a match for the DSG in the T-Cross. It’s a better option than the manual, without a doubt, it’s just a pity there’s a R30k price hike for the auto.

The engine copes well with the size of the Venue and feels lighter on its feet than the Kona. It gets up to speed quickly and is very eager to accelerate from a standstill (something that you may need to get accustomed to in traffic). Fuel economy is quite reasonable; we achieved low 6 L/100 km figures over a mixed route around the Cape Winelands. Drive is sent purely to the front wheels – and there are no all-wheel-drive derivatives in the pipeline.

What is it like to drive?  


The Venue rides reasonably firmly, but on the upside, it's very manoeuvrable in the city.

The Venue may be a budget offering in Hyundai's lineup, but it retains the solidity we’ve come to expect from modern Korean vehicles. The steering lightens up a little too much in slow and congested driving conditions, but it’s not off-putting. What's more, its ride quality is a bit on the firmer side of comfortable, which we attribute to the newcomer's rigid structure and short wheelbase, but that makes it well adapted for being hustled around traffic circles and bends.

It’s quite playful to drive in short bursts and I actually preferred the dual-clutch transmission to the manual as it requires less effort to keep the triple (3-pot motor) on the boil. Out on the serpentine roads of the Western Cape Winelands with the wind pumping (as holidaymakers find is an annoying characteristic of summer jaunts in the Cape), the Venue felt composed and easily controllable. It’s certainly a contender for "most refined and quietest ride in its segment".

Is it nice inside?


Android Auto/Apple Carplay compatibility is standard in Fluid and Glide derivatives.

Aside from the lack of a modern infotainment system in the base-spec Motion derivative, the Venue range is reasonably specified. Fluid and Glide versions tick most necessities in terms of onboard features, plus they feature Android Auto/Apple Carplay compatibility, which seems to be the must-have feature in wherever segment you're shopping in the contemporary new-vehicle market. From a value-for-money point of view, the Fluid covers most of the bases, whereas the Glide adds nice-to-have bits such as auto aircon (climate control), cornering lamps, a 60/40 split rear seat (the whole bench folds as one on lesser derivatives), keyless start and front fog lamps.

The seats are comfortable and supportive and trimmed in fabric. Finding the optimal driving position is a bit tricky, however, because the steering wheel is not reach-adjustable – it only tilts up and down. 


The well-appointed interior feels solidly-made and should be hard-wearing.

Meanwhile, the space inside is quite good for a compact crossover; the Venue's dimensions are just a touch smaller than those of the Ford Ecosport, but the newcomer’s similarly spacious inside. Thanks to slimline front seats, there’s reasonable legroom available for rear occupants, and the load bay's capacity is a claimed to be 350 litres, which is pretty good but approximately 27 litres less than that of the T-Cross.

In terms of the touch surfaces, the Hyundai's interior feels solid and very well put together (no surprise there), with a mixture of hard plastics and soft-touch material on the inner door handle. Like the T-Cross, the Venue's cabin loses a few marks due to scratchy plastics located around the door panels, but it seems a bit more solidly-made than the Volkswagen overall…

How’s the safety spec?

It’s good to see Hyundai installing electronic stability control across the range as it’s always better to avoid an accident entirely rather than trying to mitigate the damage of one. Venue derivatives further feature ABS and EBD as standard and buyers with families will be pleased to learn that there ISOfix mounts in the rear. A pair of front airbags is fitted in the Motion, while the Fluid and Glide come with 6 'bags (additional side and curtain units).

Verdict


The Venue looks like the biggest threat to the T-Cross yet.

This Venue genuinely feels like the rival the T-Cross needed to keep Volkswagen from running away with the sales lead in the segment. Hyundai's newcomer has a capable engine, good auto 'box and performs eagerly when driven with vigour. The standard specification is good in the Fluid derivative, while the Glide version offers a full house of accessories. The design is modern and prominent; it imbues the Venue, which is actually a small car, with notable road presence. Meanwhile, the space available inside is par for the segment and the load bay offers almost as much capacity as the competition. It'll be interesting to see how buyers weigh up the hot-selling T-Cross against the Venue!

Related content:

Hyundai Venue (2019) Specs & Price

New Volkswagen T-Cross vs Volkswagen Polo – Which one should you buy?

Ford Ecosport (2018) Video Review

New Car Sales Summary for SA – November 2019

November 2019 represented yet another tough month for new car sales as further declines were registered. Details below…

The local automotive industry continued to strain in a difficult economic environment. New vehicle sales declined by 5.8% in November 2019 and the Light Commercial Vehicle (LCV)  segment was the hardest hit with a significant decline of 22.1%. The passenger car market experienced a marginal gain of 1.3%.  

“As the year quickly starts drawing to a close, sales volumes traditionally contract, as consumers delay purchase decisions into the new year, avoiding holiday season and embracing the opportunity for a newer year model vehicle. However, November sales continue to contribute to a worse-than-expected overall market for the year” said WesBank’s Lebogang Gaoaketse, Communications, Social Media and PR Manager.

New car sales summary – November 2019

  • Aggregate new car sales of 44 738 units down by 5.8% (-2 740 units) compared to November 2018. 
  • New passenger car sales of 31 444 units up by 1.3% (+392 units) compared to November 2018.
  • LCV sales of 10 679 units down by 22.1% (- 3 038 units) compared to November 2018.
  • Export sales of 35 271 down by 0.9% (- 306 units) compared to November 2018.

Top 5 Car Brands in SA

1. Toyota – 9 324 units 
2. Volkswagen – 8 317 units 
3. Ford – 4 764 units 
4. Hyundai – 2 873 units 
5. Renault – 2 818 units

Top 10 Best-Selling Cars in SA 

1. Toyota Hilux – 2 588 units 
2. Volkswagen Polo Vivo – 2 439 units
3. Volkswagen Polo – 2 038 units 
4. Ford Ranger – 1 894 units 
5. Toyota Hi-Ace – 1 549 units 
6. Renault Kwid – 1 508 units
7. Ford EcoSport – 1 360 units 
8. Isuzu D-MAX – 1 299 units 
9. Ford Figo – 1 002 units
10. Toyota Etios – 858 units 

Sales Outlook 

A low economic growth environment and continued pressure on disposable household income as a result of increasing cost of living will continue to have a negative impact on business and consumer confidence in the short to medium term. In contrast, however, exports reached record highs in November 2019 with 1 month still to go. The 374 215 vehicles exported during the first 11 months of the year surpassed the previous record of 351 139 vehicles in 2018 by 23 076 units and vehicle production levels are expected to remain strong on the back of robust export sales. 

 

 

Hyundai Venue (2019) Specs & Price

Pricing and specification for the forthcoming Hyundai Venue have appeared on the Korean carmaker's SA website and we can share them with you.

At launch, there will be 5 models to choose from, all sharing the same engine. There are 3 levels of trim (Motion, Fluid, Glide) and the choice of either a manual gearbox or a dual-clutch transmission.

The Hyundai Venue has a wheelbase of 2 500 mm and an overall length of 3 995 mm. With roof rails, it is 1 617 mm high and 1 770 mm wide. There will be 6 colours to choose from, with the flagship model only available in Polar White with a Black Roof.

The engine of choice for the Hyundai Venue is the 1.0-litre turbocharged 3-cylinder, which produces 88 kW and 172 Nm. We've sampled this motor in the Hyundai Kona and think it's decent. There's a 45-litre fuel tank and the Hyundai Venue is said to consume 6.5 L/100 km for the manual-equipped model, while the DCT consumes 6.9 L/100 km.


The rear passenger area of the new Hyundai Venue

Features

Using the specification sheet obtained on Hyundai SA's website, we've been able to see some of the features of the new Venue. Apple Carplay/Android Auto is mentioned, but we're not sure if it's across the entire range at this stage.

Motion (Manual and DCT)

  • Manual air conditioner
  • Radio/Bluetooth
  • Driver/Passenger Airbags
  • Manual side mirrors
  • Cloth trim

Fluid (Manual and DCT)

  • Manual air conditioner
  • Infotainment system/USB/Bluetooth
  • Driver/Passenger/Curtain Airbags
  • Automatic headlights
  • Electric folding mirrors
  • Cruise control
  • Cloth and leather trim
  • Rear park assist with camera

Glide (DCT only)

  • Climate control
  • Infotainment system/USB/Bluetooth
  • Driver/Passenger/Curtain Airbags
  • Automatic headlights (with Daytime running lights, front fog lights and static bending lights)
  • Electric folding mirrors
  • Cruise control
  • Push button start
  • Cloth and leather trim
  • Rear park assist with camera

Hyundai Venue Price in South Africa (November 2019)

The Venue comes with Hyundai's 5-year/150 000 km warranty, with a further 2-year/50 000 km powertrain warranty. 7 years / 150 000 km worth of roadside assistance is included, as is a 3-year/45 000 km service plan.

Hyundai Venue 1.0 TGDI Motion MT      R 274 900

Hyundai Venue 1.0 TGDI Motion DCT    R304 900

Hyundai Venue 1.0 TGDI Fluid MT        R309 900

Hyundai Venue 1.0 TGDI Fluid DCT     R339 900

Hyundai Venue 1.0 TGDI Glide DCT    R369 900

Further Reading

Hyundai Venue Revealed as Kona's Junior

Toyota Raize Officially Revealed

Kia Seltos (2019) International Launch Review