Here’s your first look at the 2025 Audi A3 facelift, which has been confirmed for local arrival in September 2024.
The 2025 Audi A3 facelift has just been unwrapped and the newcomer will be arriving on local shores towards the end of 2024. Here’s a quick look at what you can expect and what’s changed.
In terms of visual design, the changes are subtle with a tweaked front bumper, wider grille and new-look front splitter which the Ingolstadt-based brand reckons will give it a lower look. The design team is said to have been inspired by Audi’s RS portfolio and that’s reflected in the new bumper and diffuser.
There are new LED daytime running light signatures that have four themes and the car features an abundance of safety tech like adaptive cruise assist, pre-sense front, collision avoidance and assisted lane change functionality.
Climb inside the 2025 Audi A3 and you’ll spot new air vents, cabin lighting, re-positioned central console, a new adjustable armrest and the debut of a new Sonos audio system. The trim is 100% recycled polyester. Every derivative features a 10.1-inch infotainment display and four USB-C charging ports. For some markets, Audi will be introducing a subscription model for certain features like Apple CarPlay, with options of one-month, 6-month, yearly or lifelong subscription.
Spot the differences!
In terms of powertrain, the European market will get a 35 TFSI 1.5-litre mild-hybrid petrol engine with 110 kW and a 35 TDI 2.0-litre diesel with 110 kW. Customers will have the option of either a 7-speed dual-clutch transmission and a 6-speed manual gearbox. There will be additional powertrain options joining the portfolio at a later stage and these include petrol, diesel and plug-in hybrid engines.
When will the 2025 Audi A3 come to South Africa?
Audi South Africa has confirmed the facelifted A3 will be touching down in local showrooms in September 2024.
As a reminder, the current Audi A3 lineup locally features 1.4 and 2.0 turbocharged petrol engines and we suspect these powertrains will be carried over.
The new flagship Porsche Taycan Turbo GT (also available with the Weissach Package) is the most powerful series-production Porsche ever. Here’s how much it’ll cost in South Africa…
Meet the new fully electric flagship Porsche Taycan Turbo GT, which debuts as the Zuffenhausen-based brand’s most powerful series-production model ever.
So, exactly how much oomph are we talking here? Well, equipped with a more powerful pulse inverter, the Taycan Turbo GT offers a standard output of 580 kW, a figure that increases to 760 kW of “overboost power” when launch control is engaged. But it doesn’t end there: Porsche reckons (according to its “measurement method”, at least) peak power can climb further still, to a whopping 815 kW, though only for 2 seconds.
Maximum torque comes in at a whopping 1 340 Nm, while the single-charge range is listed as “up to” 555 km”, according to WLTP measurements. The Taycan Turbo GT needs just 2.3 seconds to compete the 0-100 kph sprint, according to Porsche, or a mere 2.2 seconds when fitted with the Weissach Package.
The 0-200 kph is completed in a claimed 6.6 seconds in the standard model and 6.4 seconds in Weissach guise. There’s also a new “Attack Mode”, which with the press of a button makes up to 120 kW of additional power available for 10 seconds. Top speed is listed as 290 kph in the case of the Taycan Turbo GT and 305 kph with the Weissach Package fitted.
Porsche South Africa has already opened the order books for the new Taycan Turbo GT, saying “these models will be available from model year 2025”. The price? R5 765 000, whether you specify the Weissach Package or not (and inclusive of a 3-year Driveplan). For the record, that’s R640 000 more than the Taycan Turbo S.
What sets the Weissach Package apart from the so-called standard model? Well, ticking this box sees seemingly superfluous items like the rear seats, floor mats, boot mats and analogue clock binned in the name of saving weight. It also adds a fixed rear wing with a carbon-weave finish, while dispensing with the driver-side charging port (with the remaining passenger-side item operated manually rather than electrically). In the end, Porsche says the Weissach Package shaves off “roughly 70 kg”.
Still, Porsche claims even the standard Taycan Turbo GT is “up to 75 kg” lighter than the Taycan Turbo S, with the B-pillar trim, upper shells on the side mirrors and the side-skirt inlays all fashioned from carbon fibre. Furthermore, the bucket seats are made from carbon-fibre reinforced plastic, while the tailgate loses its electric soft-closing function (shedding yet more weight).
Standard features include the Porsche Active Ride suspension (with “GT-specific” tuning), 21-inch lightweight forged wheels, ceramic brakes (with callipers painted in “Victory Gold”), matrix LED headlights (though buyers can upgrade to HD matrix LED items at no extra charge) and a Race-Tex-trimmed GT sports steering wheel.
As an aside, the Taycan Turbo GT with Weissach Package (and Porsche development driver Lars Kern at the wheel) has already earned the title of fastest series-production electric car at the Weathertech Raceway Laguna Seca in California, with a time of 1:27.87 minutes.
A pre-production version also set a new class record at the Nürburgring in Germany. Here, Kern posted a lap time of 7:07.55 minutes on the notorious Nordschleife, some 26 seconds faster than he managed in the Taycan Turbo S Sport (equipped with the performance package). This gives the Turbo GT the title of the fastest series-production electric car around the Nürburgring as well as the fastest 4-door of any powertrain type.
How much does the Porsche Taycan Turbo GT cost in SA?
With a price tag of more than R1 million, the new 3.3D AWD Takumi flagship of the Mazda CX-60 seems to have a VERY specific target market. But, even so, a 6-cylinder turbodiesel is a rarity in the Executive SUV-, let alone the Family Car segment!
This is the Mazda CX-60 3.3-litre (turbo)Diesel Mild Hybrid Takumi; that nomenclature is a mouthful, which is why our New Car Specs page shortens it to 3.3D AWD Takumi. Upon reading this, it may occur to you that the Takumi’s sizeable engine displacement is uncharacteristic for a brand we’ve often goaded for utilising the same dated (and, in the case of petrol, naturally aspirated) motors… for over a decade.
This is a beast of an entirely different kind. Unlike the discontinued CX-5 turbodiesel derivative, the newcomer is not powered by a 2.2-litre 4-pot, but by a more voluminous 3.3-litre turbodiesel powerplant that feels instantly more characterful because of its classic inline-6-cylinder format.
The net result is a meaty 550 Nm of torque and 187 kW, which, in combination with being a mild hybrid (because Mazda’s 8-speed automatic transmission is hybridised through a 48V lithium-ion hybrid battery), results in acceleration that feels so linear you’d guess the motor was naturally aspirated.
Its soundtrack even includes a raspy snarl. Further benefits of the electrically augmented transmission are creamy smooth gear changes and the ability to switch off the diesel motor when coasting to traffic lights (that’s when the electronics take over). I realise that I’ve skipped far ahead because of this novel and interesting powertrain, so allow me to settle into the usual rhythm. Let’s discuss the aesthetics first.
It’s a looker. I’ve long mused that Mazda is Japan’s Volvo – its design language is minimalist yet striking; elegant, but purposeful. With the CX-60, the Hiroshima-based firm even tested my spell checker, which carefully double-checked that I hadn’t accidentally typed XC-60 (a Volvo of similar stature) instead.
Here, the bodywork is large, but not bulky thanks to flanks that feel as though the metal has been poured over them. It’s so delicate, but also stretched tightly from wheel arch to (20-inch alloy) wheel, as though it conceals musculature underneath. There are also ghosts of the Jaguar F-Pace and Alfa Romeo Stelvio in the styling – but no denying the CX-60’s pedigree as a large Mazda. Its look is perfectly cohesive.
Clamber aboard and you’ll encounter a stylish driver-centric cabin swathed in hand-stitched Nappa leather complemented by high-contrast silver garnishes. It is a tech-laden space with the brand’s MI (Mazda Intelligent) drive modes, including Towing and Off-road, a personalised driver and passenger system, a larger (12.3-inch) TFT display, radar-guided cruise control and a wealth of safety equipment.
The list of toys is equally as impressive with audio piped via a 12-speaker Bose system, the addition of a 360-degree view monitor and some nice-to-have upgrades as well, such as the hands-free tailgate.
You may, however, be disappointed to encounter Mazda’s familiar infotainment setup and I’ll cut to the chase, here… it does NOT have a touchscreen. Instead, Mazda insists on using a haptic setup, which is controllable from the rotary dial and switches to the left of the driver, just behind the transmission lever.
Mazda’s stance on the matter is that the MI is a safer way to operate the controls. Swiping through reams of options and settings in the menus may cause you to become distracted and draw your focus from the road for too long, or so the brand argues. Fair enough, and I can certainly appreciate the argument from both sides, but in Mazda’s defence, this CX-60 does have a drivetrain that deserves my full attention.
Our route took us on a mix of highways and freeways before culminating on one of the Western Cape’s finer mountain passes. During that time, I got to appreciate that new powertrain and can report on one of the most enjoyable “turbodiesel driving experiences” that I’ve had in recent times. It sounds properly rorty, pulls strongly (without any sense of lag or boost) and delivers a constant wave of torque to ride on.
The handling is well-weighted, with feedback coming in loud and clear from the rim of the multifunction steering wheel and, while the 3.3D AWD Takumi’s suspension firms up when you coax it into (let’s just call it) a canyon-carving mode, it reverts to buttery smooth when the asphalt straightens out.
How much does the Mazda CX-60 cost in South Africa?
2.5 Dynamic
R739 800
2.5 AWD Individual
R844 500
3.3D AWD Takumi
R1 049 200
The CX-60 ships standard with a 5-year/unlimited km warranty and a service plan of the same duration.
Summary
I know it may seem that I’m reciting all the flowery prose that Mazda would like me to, but the fact is that this particular CX-60 derivative, powered by a characterful and muscular 3.3-litre inline-6 turbodiesel motor, is a sensory joy to drive. Then again, at this price (R 1 049 200, March 2024) it really needs to be.
There aren’t many rivals at this price point unless you’re looking at the Teutonic trio. The Audi Q5, BMW X3 and even Mercedes-Benz GLC all live here, while the Mazda’s most obvious rival – the Volkswagen Tiguan in R-Line trim – can be had for R845 800, albeit with a smaller 2.0-litre turbodiesel with 130 kW.
But bear in mind that we live in the time of a R1-million Honda CR-V and some Chinese SUVs command prices north of R800k, so perhaps the price of the 3.3D AWD Takumi won’t put you off in the slightest.
And, if that’s the case, and you’re interested in the prospect of owning one of the more exciting cars from the marque with a compelling inline-6-cylinder driving experience, then good for you.
We headed to the Garden Route to try out the latest iteration of the Isuzu D-Max X-Rider. Can it justify its premium over the other derivatives of the 3rd-gen model?
What is an Isuzu D-Max X-Rider?
The popularity of the X-Rider badge, which has become synonymous with the D-Max, has inspired Isuzu Motors South Africa to add the sporty, lifestyle-orientated trim grade to the 3rd-gen bakkie’s line-up. When combined with the correct exterior finish, it truly stands out – we adore the Islay (dark) grey!
Visually, you can spot the new X-Rider derivatives by their bold exterior adornments. There are black mirror covers, a red Isuzu badge, a 2-tone colour front bumper, LED headlamps and -fog lamps, a sports bar, 18-inch diamond-cut wheels, X-Rider badges, a tow bar, as well as a black Isuzu tailgate decal.
When you climb inside the X-Rider’s cabin, you can’t help but notice its additional sporty adornments (such as a neat red ombre dashboard insert, matching stitching on the gear- or transmission-lever boot and X-Rider floor mats) immediately. Compared with a standard Isuzu D-Max derivative, the X-Rider injects some vibrance into (what’s generally regarded as) an unspectacular workhorse bakkie.
What’s on offer?
Despite Isuzu Motors SA having 2 engines at its disposal, the X-Rider exclusively utilises the 1.9-litre turbocharged 4-cylinder diesel engine. In this application, it produces peak outputs of 110 kW and 350 Nm of torque and customers can choose between 4×2 and 4×4 configurations. The 4×2 is offered with either a manual gearbox or an automatic transmission, while the 4×4 derivative is automatic only.
When asked why it didn’t make the X-Rider trim grade available in conjunction with the 3.0-litre 4-cylinder turbodiesel, Isuzu South Africa said that “it could be offered at some point in the future”. The D-Max is assembled at Isuzu’s Struandale assembly plant in Gqeberha in the Eastern Cape, remember?
What is the D-Max X-Rider like to drive?
We spent 2 days travelling on (and along) the Garden Route on a mixture of national highway and urban routes. Like most double-cabs, the Isuzu D-Max exhibits that typical ladder-frame ride characteristic of jiggling on less-than-perfect road surfaces. You can, of course, solve that by putting some weight over the rear axle, but for day-to-day use, it’s just one of those slightly annoying quirks of bakkie ownership.
But when the sealed-road section of our route ended and we began driving on the gravel of the infamous Phantom Pass (near Knysna), the X-Rider came into its own. The 7.5-km dirt road is not well maintained and littered with loose stones; think of it as precariously layered with marbles that undermine traction. The 18-inch wheels were wrapped in thick all-terrain rubber that worked hard to keep the Isuzu stable.
Once we rejoined an asphalt road after the dirt road jaunt, we didn’t hear a single rattle or squeak from the X-Rider’s cabin, which only underlined Isuzu’s reputation for building tough and solid bakkies.
We had no issues with the bakkie’s 1.9-litre turbodiesel engine either. Some may scoff at the supposed limitations of the small-capacity motor, but its outputs are in the same ballpark as those of its rivals. The bakkie certainly has sufficient torque to propel it past slower traffic quite promptly, if or when required.
Besides, the real benefit of the downsized engine is its miserly fuel consumption figure. Isuzu claims 7.6 L/100 km and, during our launch route, the X-Rider’s trip computer indicated just under 9 L/100 km!
However, considering the lifestyle roles a turbodiesel double-cab may be expected to fulfil, the 1.9TD might struggle when made to tow larger trailers. It has a 750 kg (unbraked) and 2 100 kg (braked) tow rating and a standard tow bar. If towing is a priority, we’d suggest looking at a 3.0-litre D-Max derivative.
Cabin space and features?
To reiterate, the X-Rider trim grade adds some eye-catching goodness to the D-Max’s cabin. In terms of specification, X-Rider is positioned at the same level as the LS trim grade, but with cosmetic add-ons.
The vehicle ships standard with an Apple CarPlay/Android Auto-compatible infotainment screen, USB ports, a 6-speaker audio system, a multifunction steering wheel, cruise control, manual aircon, rear parking sensors with a reverse-view camera, etc. There’s stability control, hill start assist, and 7 airbags.
We found the cabin quite comfortable and ergonomically sound, which is to say that it has an intuitive layout, replete with easy-to-access (and -master) in-car functions. The steering column is tilt- and telescopically adjustable, and the driver’s seat is 6-way adjustable. The perceived build quality is impressive too; you get the impression the vehicle can withstand heavy usage/is designed to last.
How much does the X-Rider cost in SA (March 2024)
The vehicle is sold with a 5-year/120 000 km warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km).
D-Max 1.9TD DC X-Rider 4×2 manual
R640 500
D-Max 1.9TD DC X-Rider 4×2 automatic
R659 200
D-Max 1.9TD DC X-Rider 4×4 automatic
R740 700
Summary
Given how popular the X-Rider derivatives of the (long-serving) previous-gen D-Max were, this iteration of the distinctive and sporty trim grade will probably be welcomed by Isuzu loyalists. The cosmetic and lifestyle enhancements are clear drawcards and the price difference (of around R55k) seems good value.
While we have reservations about the towing ability and under-load performance of the 1.9TD, this D-Max should be on your shortlist if you’re simply looking to purchase a new lifestyle double-cab bakkie that does the basics right. We look forward to putting the X-Rider through a comprehensive road test.
New Kia Tasman bakkie’s launch engine revealed – report
A fresh report out of Korea claims the new Kia Tasman bakkie will go without V6 power at launch, instead coming to market in 4-cylinder turbodiesel guise…
The new Kia Tasman – if that’s indeed what the company’s upcoming bakkie ends up be called – is expected to be revealed late in 2024. Now, a fresh report out of Korea claims the ladder-frame contender will launch without V6 power.
According to The Korean Car Blog, the Tasman will come to market with just a single engine option: the company’s familiar 2.2 CRDi powerplant. As a reminder, this 2.2-litre, 4-cylinder turbodiesel motor is employed by the likes of the Sorento and Carnival, where it generates peak outputs of 148 kW and 440 Nm.
Kia’s Sorento and Carnival use a 2.2 CRDi engine.
If this report turns out to be accurate, Kia’s upcoming body-on-frame bakkie will debut with slightly lower 4-cylinder outputs than the equivalent engines in stalwarts such as the Toyota Hilux and Ford Ranger. For instance, Toyota’s 2.8-litre oil-burner makes 150 kW and 500 Nm in standard guise (or 165 kW/550 Nm in uprated GR Sport form) while Ford’s 2.0-litre bi-turbodiesel unit offers 154 kW and 500 Nm.
That said, the 2.2 CRDi engine would at least outpunch the Isuzu D-Max’s 1.9-litre motor (110 kW/350 Nm) and beat the Japanese firm’s 140 kW 3.0-litre unit in terms of peak power (though would be down slightly on the latter’s maximum twisting force of 450 Nm).
The Mohave SUV sold in South Korea employs a 3.0-litre V6 turbodiesel powerplant.
Earlier rumours suggested Kia might use the 3.0-litre V6 turbodiesel unit that powers the Mohave SUV offered in South Korea, delivering 191 kW and 560 Nm in that domestic-market model. That engine, of course, would allow the Kia bakkie to go toe-to-toe with the 6-cylinder oil-burning versions of the Ranger and closely related Volkswagen Amarok. But this latest report suggests this won’t be the case – at least not initially.
Of course, other engines options could indeed be offered at a later stage, from the aforementioned 6-cylinder motor to some sort of hybrid powertrain (be it a mild-hybrid to battle the Hilux 48V or a plug-in hybrid to take on the forthcoming Ranger PHEV).
In addition, The Korean Car Blog claims Kia plans to build between 120 000 and 130 000 units annually, adding that the Kia Tasman will be sold in Australia, Europe and even North America. No mention of Africa, but Kia’s local distributor recently confirmed to Cars.co.za that it’s “currently conducting all the feasibility studies to see whether or not [the new bakkie] will be a viable product for the South African market”.
Though the Kia South Africa told us “no timing of possible introduction is available as yet”, it’s worth noting the new 1-tonne bakkie – which is expected to be offered in both single- and double-cab body styles (the latter catering to the all-important leisure market) – is slated to launch in fellow right-hand-drive market Australia only at some point in 2025.
Rumours of a Toyota FJ return continue to gain momentum, with a fresh report claiming the badge will be used on a new sub-Fortuner SUV based on the Hilux Champ…
Yes, there’s talk of Toyota’s FJ badge making a comeback. Intriguingly, however, this latest rumour suggests the nameplate will return on a new sub-Fortuner SUV, based on the rugged Hilux Champ bakkie.
According to Autocar India, the new SUV will be revealed towards the end of 2024, positioned as a “slightly smaller and affordable alternative” to the Fortuner. The publication claims the model will be called either the “FJ Cruiser” or the “Land Cruiser FJ” (for the record, Toyota filed to trademark the latter badge in Japan late in 2023).
Thailand has been tipped as the market mostly likely to receive this rumoured new model first, which certainly makes sense if it does indeed end up being based on the Hilux Champ. As a reminder, the ladder-frame Hilux Champ – which was previewed by the IMV 0 Concept, née Rangga – is already on sale in that market.
The Compact Cruiser concept could provide clues of the new baby FJ’s styling.
Autocar India speculates that the rumoured new SUV’s front-end design will echo the Champ’s boxy styling, though with “more premium touches” (perhaps something along the lines of the Compact Cruiser concept, then?). Similarly, the publication claims the bakkie’s basic cabin will be upgraded in SUV form, gaining higher-quality materials, more technology and perhaps a larger-diameter touchscreen.
What about engine options? Well, logic would suggest that any Champ-based FJ would pilfer its powertrain from the bakkie on which it’s based. As such, it could be offered with any of a choice of 3 powerplants, each of which is familiar to Hilux buyers here in South Africa. There’s the naturally aspirated 2.0-litre petrol unit (102 kW and 183 Nm), the likewise atmospheric 2.7-litre petrol motor (122 kW and 245 Nm) and the 2.4-litre turbodiesel mill (110 kW and 400 Nm). We’d speculate the latter would be the best bet.
Note the silhouette on the screen behind the new Prado and Toyota design chief, Simon Humphries.
Interestingly, Simon Humphries, head of design at Toyota, may have made reference to this new model in his address at the August 2023 reveal of the J250-generation Prado, when he hinted at “ensuring that the Land Cruiser brand is more affordable, and within reach of even more people around the world”. At the same time, a silhouette of a small off-roader appeared on the screen behind him.
As a reminder, though the FJ traces its roots all the way back to the early 1950s, the last FJ Cruiser was based on the J150-generation Land Cruiser Prado (but built by Toyota subsidiary Hino). Revealed in 2005, the FJ Cruiser arrived in South Africa only towards the end of 2010, remaining in production until December 2022, with Toyota SA Motors finally confirming to Cars.co.za in April 2023 that it had indeed been put out to pasture.
In the same family for over half a century, we drive a classic 1958 Mercedes-Benz 190b Ponton that has a unique history.
IMAGES: Kian Eriksen
I have to admit that it was only a few years ago that I started to pay attention to Mercedes’ “Ponton” line-up. But that was my fault. After driving one of these iconic Mercedes models for the first time my perception changed, and this specific example brought this range into further focus for me.
The more time you spend with a car, even when it belongs to someone else, the more you pick up on little details that stand out or draw your attention.
That is what happened upon further exploration of this particular 190. Apart from the perfect condition of this car, the side mirrors with their elegantly curved stalks are stand-out design elements of the Fifties sedan. They are so pure and clean, a design mirrored in the all-round “soft” design of the car.
Specifications
Model: 1958 Mercedes-Benz 190b “Ponton”
Engine: 1.9-litre, 4-cylinder, petrol
Power: 55 kW at 4 600 rpm
Torque: 137 Nm at 2 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 200 kg
0-100 kph: 20.5 sec (claimed)
Top speed: 140 kph
Years produced: 1956–1959
History of the Mercedes-Benz Ponton
The Mercedes-Benz Ponton line-up was quite extensive at the time. It was divided into several models, which included petrol and diesel variants, as well as four- and six-cylinder models. Interestingly, today Mercedes-Benz classifies the four-cylinder models as a predecessor to the E-Class and the six-cylinder models as predecessors of the S-Class.
The 190 was built during a relatively short period, from March 1956 until August 1959. During that time, 60 991 units were produced. At its launch, the vehicle was priced at DM 9 450, slightly more than the 180 (DM 8 700) from 1956, but more affordable than the 219 (DM 10 500), also from 1956. Interestingly, servo brakes were an option (DM 300), and they are not fitted to this car. An automatic transmission only became available in the Ponton range from August 1962, at a substantial DM 1 400 cost.
It is not often you come across a car that has been in the same family for more than half a century. This pristine 1958 190 Ponton has belonged to the Vos family since 1963 (one of around 16 000 produced in that year), after a friend had sold the car to the current owner’s father.
What was originally a humble family sedan, turned into a Concours winner, and finally a car that formed part of a small, but immaculate Mercedes-Benz collection.
This Ponton has, however, not been in perfect condition all its life. As the owner explains: “The car received several dings and bumps throughout its lifetime, as it was used as a daily runner, which included family holidays. As it was in a precarious state, I eventually decided in the early 1980s to restore it”.
The Concours event
The restoration process kicked off with the fixing of a few problems on the car, and then, as is often the case with these projects, it grew bigger and bigger and the to-do list became longer and longer. In the end, the body was completely restored, and that was the most intensive part of the restoration.
As part of the 1986 centenary celebrations of Daimler, the owner was one of two Mercedes owners who were invited to compete against several other cars from different manufacturers at the South African National Classic Car Concours event. As it was a national event, the competition was fierce.
Around 50 car clubs participated, resulting in some serious competition across the board. As this was the car’s first concours outing, the Ponton achieved a respectable 14th place. That evening, while the owner and his wife were driving home, he told her: “Next time I want the car to achieve a better ranking”.
That very next weekend, the judges’ scorecard was analysed in detail and the owner started to address each area in which he had been marked down. This included the car’s seats and the engine bay, to name but two. The seats were neatly reupholstered while the engine bay was also restored.
After the car had been overhauled in early 1989, the Concours event was almost a repeat of the one in 1986. Again the Ponton was one of 2 Mercedes-Benzes to represent the national Mercedes club. After one of the wheels of the Ponton had accidentally come loose earlier during the day, it took a lot of sweat and hard work to get the car ready in time for the main event.
Finally, it was announced, to the owner’s utter surprise, that the 190b took the overall winner’s prize. Another surprise was the photo opportunity of the car with himself and the newly-crowned Miss South Africa of the time.
Now, more than three decades later, it is hard to believe that it has been that long since the Ponton received all the attention and hard work leading up to that second event.
Behind the ‘wheel of the Mercedes-Benz Ponton
As we open the bonnet, the effort that went into the restoration of the engine bay is immediately visible. It has been kept in excellent nick during the following years. As with several Mercedes’ from this era, as well in the decades that followed, the wheels and wheel hubs are colour-coded, contributing to the luxurious appearance of the car.
Open the luggage compartment, and although there is absolutely nothing deluxe about this space, it is spotless with the visible spare wheel and all the equipment needed to change a wheel being present. To prevent luggage from scratching the floor, the original rubber cover can still be found at the bottom of the compartment.
Inside the car I can’t stop myself from running the back of my hand along the wooden dash, the seats and several other trim pieces of the interior. The lower third of the dash is also covered in wood, featuring several organ-type pull stops as well as the ignition slot.
Right in the middle of the dash is the speedometer with a further 2 dials on both sides. Looking through the windscreen, my view over the rounded bonnet is dominated by the soft wings on both sides of the Three-pointed Star emblem.
Even though the car was restored in the Eighties, 4 decades later it still looks utterly sublime. The current set of carpets is only in place to protect the original set, which can still be seen underneath the present, loose carpets!
The seats are fairly comfortable, while the thin-rimmed steering wheel transports you back to the middle of the 20th century. You will be excused for thinking the steering column-mounted gear lever present in most modern Mercedes’ is something new, but the Ponton range also featured these, here in a manual format with a very mechanical feel to the shift action. The result is that you can guide the lever towards you and up for 1st gear, followed by an easy downward pull for 2nd gear.
It is a process that comes more naturally that you might expect. One does not anticipate real performance from the 1.9-litre engine, but I keep my foot flat through the gears to see what the car is capable of. As the needle slowly makes its way towards the 60 mph mark, I back off. After all, the car was built to accommodate passengers, or a family, and carry them in relative comfort at modest speeds.
As we head back to the owner’s home, I laugh as I allow myself to take one particular corner with an unnecessary level of enthusiasm. As I turn in I realise I am hanging on to the steering wheel so that I don’t simply slide away from my seating position along the open front bench!
Although the road surface is moderately good, the 190 still impresses with a solid feel, and I can’t detect any notable rattles. This feeling is further reinforced by the fact that the car has done only 99 300 miles (158 880 km).
However, when we arrive back at the owner’s garage, he smiles and shares a short anecdote with me: “I was nine years old when my father bought this car, and as you do when you are a teenager, you take some chances. I fondly remember how hard I drove this car, spinning the wheels for pure fun. Today, I almost can’t believe what I did, and how the car, thankfully, survived it all!”
Summary
This Mercedes-Benz Ponton has experienced a colourful life, and is still regularly taken to club outings. Before pulling it back into the garage, and parking it next to a few of its contemporaries, the owner opens the car’s folder and shows me a few magazine and newspaper articles about the 1989 event.
There is always something special about a car which was never meant to be more than a vehicle to carry passengers from point A to B, but, which has had such an interesting history, and which has been loved and maintained over so many decades.
The widebody Toyota Hilux GR Sport III is due to launch in South Africa soon – and we’ve managed to unearth pricing! Here’s how much you’ll pay for what Toyota bills as the “ultimate off-roader”…
In January of this year, Toyota South Africa Motors confirmed plans to launch the new widebody Toyota Hilux GR Sport III at some point in March 2024 (though the media launch is scheduled for the 2nd week of April). Now, ahead of this local market introduction, Cars.co.za can reveal pricing for what the Japanese firm bills as the “ultimate off-roader”.
According to our information, the widebody Hilux GR Sport III – which was displayed at Toyota’s State of the Motor Industry (SOMI) 2024 event in January – will be priced from R999 000, slipping in just under the 7-figure mark. For the record, that represents a R51 400 premium over the outgoing version, which is currently pegged at R947 600.
The GR Sport III was on stage at Toyota’s SOMI 2024 event in January.
As before, the GR Sport model interestingly isn’t the most expensive Hilux in the range, with that title instead going to the mild-hybrid 2.8GD-6 Legend RS 6AT 4×4 48V (which will cost you R1 023 400, as detailed in our earlier pricing-scoop story). The non-electrified 2.8GD-6 Legend RS 6AT 4×4 (currently sitting at R 1 005 000) is also more expensive than the new GR Sport.
So, what will set the Hilux GR Sport III – or “GR-S”, for short – apart from the outgoing version? Well, while Toyota has yet to release detailed specifications for the local market, the major change is obviously the upgrade to a widebody configuration.
The front track width has been increased by 140 mm.
But before we delve into that, let’s briefly touch on the powertrain. In short, the SA-spec version will retain the uprated 2.8-litre, 4-cylinder turbodiesel engine – not to mention 6-speed automatic transmission, driving all 4 wheels – of its predecessor, which means peak outputs will again come in at 165 kW and 550 Nm.
Back to the so-called widebody configuration. It’s worth noting the recently announced UK-spec version – which will likewise be sourced from Toyota SA Motors’ Prospecton factory in KwaZulu-Natal – gains a wider track, increased by 140 mm fore (to 1 675 mm) and 155 mm aft (to 1 705 mm) compared with the standard Hilux, boosting the double-cab bakkie’s overall width to 2 020 mm.
This is the UK-spec version, which is produced at Prospecton in KZN.
Toyota’s UK division furthermore bills the latest GR Sport as the “best-driving Hilux yet, on and off-road”, thanks to the wider track and “significant improvements” in handling characteristics, including a reduced roll angle and “more precise” steering response. There is also ostensibly less noise and vibration, while the suspension and brakes – the latter system featuring larger front discs and new rear discs in place of the previous drums – have also been revised.
The UK-spec bakkie’s approach angle improves slightly (from 29 to 30 degrees), while ride height grows by 20 mm. New monotube dampers take the place of the previous twin-tube items, ostensibly providing “better performance and faster response in tough conditions”, while the 17-inch wheels are shod in all-terrain tyres (interestingly, the UK version rides on Bridgestone Dueler A/T rubber, while the model shown on stage at SOMI 2024 was wearing BFGoodrich items with a more aggressive tread).
Note the BFGoodrich rubber on the SA-spec model displayed at SOMI 2024.
Styling changes include red coil springs and coloured dampers (finished in black at the front and red at the rear), plus chunky black overfenders and red brake callipers. There’s also a new black grille – replete with bold “Toyota” lettering – as well as a silver-coloured front bashplate and an “aero-styled sport bar and deck cover”.
As a reminder, Mzansi has seen 2 versions of the Hilux GR Sport before now. The first came in mid-2019, with a revised iteration (complete with the aforementioned extra power and torque) hitting the local market in September 2022. Both, of course, featured standard bodies.
How much will the new Toyota Hilux GR Sport III cost in SA?
Toyota Hilux 2.8 GD-6 DC 4×4 GR Sport III – R999 000
The above price includes Toyota’s 3-year/100 000 km warranty and a 9-service/90 000 km service plan (with intervals of 10 000 km).
New Kia (Tasman?) bakkie: SA ‘feasibility studies’ ongoing
Kia South Africa is “conducting all the feasibility studies” ahead of a possible local introduction of the brand’s upcoming new 1-tonne bakkie, which looks set to wear the Tasman badge…
Kia in Australia recently announced plans to unveil its long-rumoured new ladder-frame bakkie in late 2024, with the upcoming contender – which looks likely to wear the Tasman badge – set to be pitched against the likes of the Toyota Hilux and Ford Ranger in that market. But what about South Africa?
Well, Kia South Africa has confirmed to Cars.co.za that it’s “currently conducting all the feasibility studies to see whether or not [the new bakkie] will be a viable product for the South African market”.
Though the South Korean firm’s local distributor additionally tells us “no timing of possible introduction is available as yet”, it’s worth noting the new 1-tonne bakkie is slated to launch in fellow right-hand-drive market Australia only at some point in 2025.
While there’s very little official information on the upcoming bakkie, Kia’s division Down Under has released a new television commercial featuring what it describes as 20 of the country’s “most iconic sporting figures”, all gathered in a bar.
In the TV advertisement, the group of sporting legends – ranging from former cricketer Steve Waugh to ex-rugby (league and union) star Wendell Sailor – debate what the Kia bakkie should be named. The short clip contains at least 3 hints that Kia will indeed use the Tasman nameplate: at 00:04, where a newspaper story’s 2nd paragraph uses the moniker; at 00:57, where a dart lands on a map at the Tasman Sea; and at 01:29, where the establishment’s name (seemingly “Hotel Tasman”) is conveniently cropped.
Reports from May 2023 suggest the bakkie is known internally as the “TK” series and that it will be produced in South Korea. It apparently rides on an all-new body-on-frame chassis and will be offered in both single- and double-cab body styles (the latter catering to the all-important leisure market).
What about engine options? Well, for now, all we know – based on those earlier reports – is that the Kia bakkie will likely be available with turbodiesel power. Of course, we’ve already written extensively about some of the powertrain options currently available to the South Korean firm, including its familiar 2.2-litre, 4-cylinder oil-burner (which makes 148 kW and 440 Nm in other applications).
The Mohave sold in South Korea employs a 3.0-litre V6 turbodiesel powerplant.
There’s also a 3.0-litre V6 turbodiesel unit, which powers the Mohave large SUV offered in South Korea, delivering 191 kW and 560 Nm in that domestic-market model. This engine, of course, would allow the Kia bakkie to go toe-to-toe with the 6-cylinder oil-burning versions of the Ranger and closely related Volkswagen Amarok.
Of course, Kia SA already has a presence in South Africa’s light-commercial vehicle space, where it markets its K-Series workhorse trucks (the K2700 and K2500), which are available in chassis cab, dropside and tipper forms. From where we’re sitting, the upcoming Tasman looks like a no-brainer for Kia South Africa, though – as Mazda found out with its now-discontinued BT-50 – it’s certainly no easy task for imported bakkies to compete with the locally built stalwarts…
Pricing scoop! Isuzu D-Max X-Rider badge returns to SA
The X-Rider badge has returned to the Isuzu D-Max bakkierange! We’ve unearthed initial details – including pricing – ahead of the SA launch of this revived nameplate…
At the start of 2023, the X-Rider badge was applied to the latest-generation Isuzu D-Max for the first time, though interestingly only in Australia on a limited-run Thailand-built version. Now, Cars.co.za can confirm that the X-Rider moniker – which has enjoyed tremendous success here in South Africa – will soon make a return to the local market, too.
UPDATE: We initially published this story on 22 November 2023, but Isuzu Motors SA has since officially announced the new X-Rider for the local market, while also releasing images. Though the company says “pricing will be released soon”, we already have those details, which you can find below…
Yes, the Struandale-manufactured D-Max range is in line to gain a trio of new X-Rider double-cab derivatives, expanding the local line-up to 27 variants (or 32 if you include the prolonged lifecycle Gen 6). From what we understand, the X-Rider will be offered exclusively – for now, at least – with the Japanese firm’s familiar 110 kW/350 Nm 1.9-litre, 4-cylinder turbodiesel engine, rather than the flagship 3.0-litre motor.
Set to be available only in double-cab form, the locally built X-Rider portfolio will kick off with the 4×2 configuration, in conjunction with the standard 6-speed manual gearbox (the D-Max 1.9 Ddi DC X-Rider 4×2 for R640 500). This rear-wheel-drive set-up will also be offered in 6-speed automatic guise (the D-Max 1.9 Ddi DC X-Rider 4×2 AT for R659 200), while the top-spec version will boast 4×4 and the self-shifting transmission (the D-Max 1.9 Ddi DC X-Rider 4×4 AT for R740 700).
According to our information, the X-Rider trim level will be positioned between the 1.9 LS and 1.9 LSE grades, commanding a premium of about R55 000 over the former in each case. So, what do you score for the extra outlay?
Well, the SA-specific D-Max X-Rider differs markedly from the Australian model, with the local version adopting gloss-black elements for its grille, including the incorporation of bold red “Isuzu” badging up front. Items such as the exterior door handles, tailgate handle and side-mirror caps have also been handed the gloss-black treatment, while revised “X-Rider” badges have been applied to the front doors and the tailgate. The three paint colours initially on offer will be Splash White, Red Spinel and Islay Grey, with Mercury Silver set to be added to the palette from April 2024.
Further distinguishing features include a black tubular sports bar, a soft tonneau cover, 2-tone 18-inch alloy wheels, a tow bar, grey roof rails and LED headlamps (the latter matching those of higher-spec 3.0-litre models). Inside, Isuzu Motors SA offers the X-Rider with leather upholstery featuring red stitching, with this crimson hue repeated on parts of the dashboard and interior door-panel trim. Dark headliner and branded floor mats have also been added.
The X-Rider heritage is strong in Mzansi, with this badge having made its debut back in July 2016 as a “special value model” in the KB range (in both extended and double-cab form). By April 2017, the dual-cab version of the X-Rider had become a permanent fixture in the line-up, such was its popularity.
The special-edition X-Rider Black followed in May 2018, before a new version of the X-Rider Black – based on the facelifted bakkie that had by then switched to the D-Max nameplate – launched late in 2019. Finally, 3 more X-Rider Limited Edition derivatives followed at the end of 2021, effectively seeing off the RT-generation model. As a reminder, the current RG-gen D-Max launched locally as recently as April 2022 (which is why our market may have to wait for the introduction of the recently revealed facelift).
Year to date, the D-Max is South Africa’s 3rd best-selling bakkie (behind only the Toyota Hilux and Ford Ranger), with 16 277 units registered over the opening 10 months of 2023. According to Lightstone Auto data, 7 387 units of those were double-cab derivatives. Meanwhile, the most recent addition to the range was the flagship AT35 derivative.
We expect Isuzu Motors SA to release official details – including images – of the new D-Max X-Rider soon, so check back for more information in the coming days and weeks. For now, check out exactly where the X-Rider derivatives (highlighted in italics) fall in the broader D-Max double-cab range below…
How much will the new Isuzu D-Max X-Rider cost in SA?
Isuzu D-Max 1.9 Ddi DC L 4×2 – R550 900
Isuzu D-Max 1.9 Ddi DC L 4×2 AT – R568 500
Isuzu D-Max 1.9 Ddi DC LS 4×2 – R585 100
Isuzu D-Max 1.9 Ddi DC LS 4×2 AT – R603 800
Isuzu D-Max 1.9 Ddi DC X-Rider 4×2 – R640 500
Isuzu D-Max 1.9 Ddi DC L 4×4 – R652 400
Isuzu D-Max 1.9 Ddi DC X-Rider 4×2 AT – R659 200
Isuzu D-Max 1.9 Ddi DC LS 4×4 AT – R685 200
Isuzu D-Max 1.9 Ddi DC X-Rider 4×4 AT – R740 700
Isuzu D-Max 3.0 Ddi DC LS 4×4 – R764 000
Isuzu D-Max 3.0 Ddi DC LS 4×4 AT – R781 600
Isuzu D-Max 3.0 Ddi DC LSE AT – R821 700
Isuzu D-Max 3.0 Ddi DC V-Cross AT – R859 800
Isuzu D-Max 3.0 Ddi DC LSE 4×4 AT – R869 500
Isuzu D-Max 3.0 Ddi DC V-Cross 4×4 AT – R908 600
Isuzu D-Max 3.0 Ddi DC AT35 4×4 AT – R1 159 900
The prices above include a 5-year/120 000 km warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km).
