We headed on a 1200-km road trip with the range-topping Isuzu MU-X to the Garden Route. With the family strapped in and the load bay packed to capacity, how did it fare?
The Isuzu MU-X is a 7-seat bakkie-based Adventure SUV, positioned as a rival to the popular Toyota Fortuner, the tech-laden Ford Everest and the long-serving Mitsubishi Pajero Sport.
While not the most mechanically sophisticated, for example, the Isuzu has traditional leaf springs at the back (unlike the Ford Everest, which has a multi-link coil rear suspension), part-time 4×4 (as opposed to an automatic 4WD, although that’s reserved for Ford’s 3.0TD variants) and a chugging diesel engine, the reality is that when they venture off the beaten track, 4×4 enthusiasts want ruggedness and simplicity.
Marketers will try to convince you a unibodied SUV powered by a state-of-the-art engine can conquer the bundu, but good luck; there are more reasons, other than price, for bakkie-based SUVs’ popularity.
The Isuzu MU-X is offered with a choice of 2 engines: a 1.9-litre- and a 3.0-litre 4-cylinder turbodiesel. The 3.0TD Onyx 4×4 produces 140 kW/450 Nm and drives the wheels via a 6-speed auto transmission.
There are genuine off-road credentials here: shift-on-the-fly 4-wheel drive, a low-range transfer case, 235 mm of ground clearance and a rear diff-lock. Even if you’re not planning on taking on anything more serious than your local gravel road, it’s reassuring to know you can tackle tougher routes if you need to.
KDF 956 EC (pictured above) was not a brand-new evaluation unit either – it had clocked up just over 30 000 km by the time it arrived at our office. Before joining our test fleet, this MU-X 3.0TD Onyx 4×4 had gallivanted through the sands of the Tankwa Karoo National Park (at the hands of another publication).
Usually, motoring journos assess cars with barely 1 000 km on their odometers, but we appreciated the opportunity to assess a “veteran” test unit because it gave us an indication of how well the MU-X can withstand hard use. If a car can endure motoring media scrutiny, it’s probably going to be brilliant for you.
Things we liked about the Isuzu MU-X Onyx
Powertrain and Economy
Most turbodiesel-powered bakkie-based SUVs have the aerodynamic properties – and mass – of a small house (we guess), and the Isuzu MU-X is no exception. Like any claimed fuel economy figure issued by a brand, it’s more of a suggestion than something to bank on. Still, for what it’s worth, the MU-X 3.0TD Onyx is said to consume 7.6 L/100 km, with a full-to-empty range of 1 053 km thanks to its 80-litre tank.
After travelling 1 254.9 km, our Isuzu MU-X test unit indicated 12.5 km/L on its trip computer, which converts to exactly 8 L/100 km. While most of the route comprised driving on the open road, we still think this figure is commendable, considering the additional weight of the passengers and cargo.
Despite being heavily laden, the MU-X 2.0TD Onyx was no slouch, with the auto transmission smoothly selecting the appropriate ratios. If a quick overtaking manoeuvre was needed, a solid stab of the long pedal would see the ‘box quickly summon 450 Newtons, but yes, a bit more shove would be welcome.
Practicality
One of the biggest benefits of opting for a 7-seat Adventure SUV is that you’ll have no shortage of cargo space at your disposal… well, provided that you’re not using the 3rd row to accommodate an extra pair of occupants. To be fair, in our experience, those seats are only suitable for small children anyway.
Do you need to jam in enough luggage and supplies to last 4 adults a week? If so, we’re happy to report that the MU-X 3.0TD Onyx can inhale the lot with room to spare for additional purchases made en route.
Cabin Space and Features
During the road trip, both passengers seated in the 2nd row of the 3.0TD Onyx appreciated the generous leg- and headroom – 1 of them could even cross her legs with ease. The roof-mounted aircon controls were easy to figure out and both USB ports (pictured above) were used to charge devices. For additional convenience, there’s a 220V plug socket too, which should make the remote-working crowd happy.
The cabin is generally well laid out and most creature comforts (at least those that buyers expect at this price point) are fitted. They include Apple CarPlay/Android Auto connectivity, autonomous emergency braking, heated seats and climate control. A wireless charging pad would be a very welcome addition and Isuzu’s conservative cabin architecture looks a trifle dull – it’s more functional than aspirational.
What we dislike about the Isuzu MU-X Onyx
The Isuzu MU-X Onyx’s 3.0-litre turbodiesel engine’s performance is adequate, but not class-leading, especially when compared to that of its nearest rivals, both of which produce more power and torque. Having driven all 3 models, you do feel the difference; keep that in mind if you plan to tow trailers often.
Another bugbear was the engine note, which sounds rather agricultural/less refined than we expected. It was particularly intrusive when hard acceleration was required, but did settle down at cruising speeds. Still, despite its coarse note, you get the impression that the MU-X’s powertrain is virtually indestructible.
Then there’s the perceived value. We feel that while the Isuzu is an accomplished product, it’s not quite on the same level in terms of standard features and tech as the 2023/24 #CarsAwards category-winning Everest. The great news is that if you’re unlikely to ever require 4×4 capability, the MU-X range includes the aforementioned rear-wheel-drive 1.9TD – and you can watch a video review of that derivative below.
Isuzu mu-X 3.0TD Onyx 4×4
Toyota Fortuner 2.8GD-6 4×4 VX
Ford Everest 2.0 BiTurbo 4×4 XLT
R970 300
R950 900
R974 800
140 kW / 450 Nm
150 kW / 500 Nm
154 kW / 500 Nm
Summary
The Isuzu MU-X proved an excellent road-trip vehicle and did exactly what we asked of it. It’s a spacious family car that can comfortably transport its occupants over long distances and it’s surefooted on gravel.
Critically, KDF 956 EC was showing minimal signs of wear and tear, and we didn’t pick up any rattles and squeaks in the cabin. Granted, some of the touchpoints, such as the USB ports had some marks, where users hadn’t successfully plugged in the first time, but it was impressive how well the cabin held up.
While it may not feel as state-of-the-art as its rivals – the Everest, in particular – we get the impression that Isuzu has focused on longevity and reliability with the MU-X. We’d happily take it adventuring again!
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Forget the M3 Touring, you want a Golf R Wagon
Enthusiasts are justifiably excited about the imminent arrival of BMW’s M3 Touring, but why can’t South African buyers have a more affordable rapid station wagon as an alternative to the horde of Performance SUVs? Other markets certainly do…
Cars.co.za recently reported that BMW SA will start delivering the BMW M3 Competition Touring – the Bavarian brand’s 1st station-wagon-bodied M car since the V10-engined E61 M5 Touring – late in 2024. It will go head to head with the iconic Audi RS4 Avant as an undeniably cool, non-conformist option for performance-car buyers. It’s not a coupe, it’s not a sedan and, importantly, not a crossover or SUV.
Believe me, the introduction of the performance SUV is one of the greatest disservices that the motor industry has done to the motoring public. It heralded a period of lunacy where the prowess of all-wheel-driven 3-tonne skyscrapers was pushed and measured with, wait for it – not off-roading capability, but lap times from Germany’s most famed (no prizes for guessing which) race track.
Now, as physics-bending as something like the Porsche Cayenne Turbo GT may seem, an SUV shod with semi-slick rubber and spinning its wheels in almost all of its gears on a greasy road has its practical limits in anyone’s language. Plus, not everybody covets the automotive equivalent of a Timberland boot, even when, in rare cases like the Porsche, it’s breathtakingly fast and eye-wateringly expensive, but also quite hopeless as an off-road vehicle (despite what its large tyres and tall ground clearance may suggest).
The Volkswagen Golf R debuted in ‘wagon guise as an, um, variant of the 7th-gen model.
“Well, hatchbacks don’t have high centres of gravity and are more practical than coupes and sedans”, I hear you say. Yes, the Audi RS3 and Mercedes-AMG A45 S are both excellent, but unless you’re a fan of motoring’s ultimate chastity belt – the Venter trailer (not that there aren’t other brands of waentjies) – you wouldn’t dream of fetching your newly bought washing machine from a retail outlet or undertaking a weekend trip with 4 passengers (and their luggage) on board with one of those performance hatches.
Therefore, those who lust after vehicles that offer spaciousness and tremendous speed – but abhor the knuckle-dragger image of a hot German SUV – are left with precious few practical options…
Audi’s iconic 2.5-litre 5-cylinder is alive and well in the RS3, but the hatchback is hardly a family car, is it?
Allow me to present the performance estate. Prime examples will annihilate traffic light grands prix yet are no less comfortable than the bread-and-butter models they’re platformed on, have an unsurpassed usability factor and, unlike SUVs, can go around corners quickly without their occupants getting seasick.
So, back to the new BMW M3 Touring. It’s bound to be the Bavarian brand’s finest performance estate yet (even if that old M5 probably emits a more soulful soundtrack), but for the privilege of having the newcomer’s 390 kW/650 Nm at the disposal of your right foot, you need to part with R2.2 million. Its rival, the B9-gen Audi RS4 Avant is still a compelling proposition several years after its launch and even seems a bargain at R1.5 million, that’s too rich for most new-car buyers’ blood, as the saying goes.
The latest iteration of the Volkswagen Golf 8 R Wagon/Estate/Variant/SportWagen.
However, there’s a solution – though sadly, only for those living in selected countries other than South Africa. Since 2015, Volkswagen has been selling a stretched version of the VW Golf R, called the Golf R Wagon in Australia, -Estate in the UK, -Variant (remember the eponymous locally-built Type 3 Beetle-based one from the late 1960s?) in Germany and the infinitely cooler-sounding -SportWagen in the US.
With the same mechanical underpinnings save for a 50-mm extended wheelbase as its sibling, what’s not to like about the Golf R Wagon (let’s just call it that for now, even if the Golf 8-based R, um, variant is no longer offered Down Under… it sounds a bit less yeehaw than SportWagen)? There is that sub-5-second 0-100 kph sprint time; 235 kW and 420 Nm of torque delivered through all 4 wheels; a loading capacity of 611-1642 litres and even a 1.9-tonne towing ability. All while sipping a claimed 7 L/100 km.
And because no car company can resist the urge to offer a cash-grabbing optional extra or ten, also on offer is an R Performance Pack, which raises the top speed to 270 kph, introduces a Drift mode as well as a Special mode that turns everything up to 11 (in a nod to the This is Spinal Tap mockumentary?).
With a ‘wagon already a compromise between a van and a hatchback, Volkswagen could have easily made additional concessions by settling for the lesser Golf GTI as a platform, except instead, the Wolfsburg-based brand went all-out with the R. And the product is much, much better for it.
The Mercedes-AMG CLA45 Shooting Brake has more punch than a Golf R Wagon, but it is also a pricier proposition.
Not to be outdone, Mercedes-AMG until very recently offered a rival for the VW in the CLA45 Shooting Brake. The latter’s more powerful, pricier and arguably more elegantly styled than the Volkswagen, but at the cost of less interior space, an aesthetically challenged cockpit and more compromised ride quality.
(But really, any of the two will do.)
For obvious reasons, no self-respecting driver should ever desire a wannabe soft-roading SUV, which is why the Tiguan R won’t do. You can forget about sedans, too, because if you’re lugging loads, they have practical limitations that cannot be overcome without the attachment of image-denting appendages such as trailers and roof boxes. Also, should a hatchback ever be more than a household’s 2nd car?
Octane-infused households tend to split their automotive acquisitions between a van or SUV for one partner and a sportscar for the other. But if you had a Golf R Wagon, you wouldn’t need both, would you?
It so happened that Volkswagen SA offered estate and SV versions of the Golf not that long ago (I found a few examples listed on Cars.co.za), but the popularity of double-cab bakkies and the proliferation of crossovers/SUVs killed off most ‘wagons. BMW, for example, imported only a handful of E61-gen M5 Tourings, but effectively killed off the estate body when the E91 BMW 3 Series Touring’s production ended (here are examples); the brand focused on awkward-looking Gran Turismo variants thereafter.
Sad because you can’t get a Golf R Wagon? Consider these…
Okay, I grant that the Golf R Wagon or the CLA 45 Shooting Brake may still be a little too tame for some performance-car aficionados. Fortunately for them, these super-sledgehammer ‘wagons are all available in the used car market, although, in the case of the ‘Benzes, you may need a bit of luck finding them.
Mercedes-Benz’s Affalterbach-based performance division – AMG – blessed most Three-pointed Star models (even the now-mercifully-defunct R-Class and, of course, several SUVs), but there have been a few rapid estates too, such as the 6.2-litre V8-powered C63 AMG Estate and the ungainly-styled CLS63 AMG Shooting Brake (5.5-litre twin-turbo V8). They’re rare, and unashamedly brutal, beasts.
Avant versions of the B7-based Audi RS4 are rare in our market and, therefore, highly collectable.
Ultimately, the Four-Ringed Emblem reigns supreme in the land of performance station wagons. For at least two decades, Audi has produced S- and RS-badged station wagons (called Avants in the brand’s parlance) courtesy of its Neckarsulm-based quattro – now known as Audi Sport – division.
Highlights include the B7-based Typ 8E 2nd-gen RS4 Avant that debuted in the mid-Noughties with its sonorous 4.2-litre V8 engine, a 6-speed manual gearbox and quattro all-wheel drivetrain. That car was such a landmark that Audi decided to dedicate the RS4 nameplate to the estate body shape for the 3rd- (also 4.2-litre V8-powered) and current, 4rd-gen version (now with a 2.9-litre twin-turbo V6 motor).
The 3rd-gen Audi RS6 debuted with a twin-turbo 4.0-litre V8, complemented by quattro AWD, of course.
Rejoice, wagon-loving petrolheads, because the South African market received all of those models, as well as the Ingolstadt-based marque’s halo ‘wagon – the RS6 Avant. Debuting as the C5-based Typ 4B in the early Noughties, the 1st-gen RS6 Avant was a hairy-chested roadgoing projectile courtesy of its 331 kW/580 Nm bi-turbo 4.2-litre V8 engine, 5-speed Tiptronic auto ‘box and quattro drivetrain.
In 2008, it was succeeded by, wait for it, a 426 kW/650 Nm 5.0-litre V10 turbopetrol-powered 2nd-gen RS6 Avant quattro (Typ 4F), which was made available only in Avant guise in Mzansi (I believe). The same applies to the 4.0-litre twin-turbo 3rd-gen model (Typ 4G) and, finally, the current iteration, of which Jacob Moshokoa recently reviewed the 445 kW/850 Nm Performance version. Watch that video below.
How many traditional hybrids, plug-in hybrids and fully electric vehicles were sold in South Africa in Q1 2024? Let’s take a closer look at the official sales figures…
Naamsa has released official sales figures for so-called new-energy vehicles (NEVs) – that is, traditional hybrids, plug-in hybrids (PHEVs) and fully electric vehicles (EVs) – for the opening quarter of the year. According to the industry representative body, NEV sales across the 15 brands active in this space increased 82.7% year on year to 3 042 units in Q1 2024.
This latest growth comes off the back of significant year-on-year increases of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023, though both instances admittedly came off low bases. In fact, electrified models still comprise only a small fraction of local registrations, with NEV sales – we believe Naamsa doesn’t include mild hybrids in this group – breaching the 1% barrier for the first time last year, comprising 1.45% of the total new-vehicle market.
According to figures reported to Naamsa, 82 units of the fully electric Volvo EX30 were sold in Q1 2024.
But back to the latest sales figures. Naamsa says EV registrations in Q1 2024 came in at 330 units, up from 232 units in the opening quarter of 2023. By our maths, that’s a year-on-year increase of 42.2%. For the record, the industry representative body says total EV sales for 2023 sat at 929 units (interestingly adjusted slightly downwards from its previous figure of 931 units).
Meanwhile, PHEVs were again less popular than fully electric models, with just 138 units sold in Mzansi in the opening quarter of 2024. That said, year-on-year growth in the plug-in hybrid market stood at a considerable 452%, leaving this segment well placed to beat its 2023 total of 333 units (a figure Naamsa previously reported as 267 units).
That leaves traditional hybrids, which accounted for the bulk of NEV registrations in Q1 2024 at 84.6%, reflecting a sales total of 2 574 units (up 82.8%, year on year). For the record, Naamsa’s latest dataset suggests traditional hybrid sales came in at 6 484 units last year, down slightly on its previously reported figure of 6 495 units.
VW Amarok Long Term Review: What we like and what we DON’T after 10 000km
Are you considering buying the VW Amarok? If so, you MUST watch this long-term video review covering everything you need to know about! Watch the video now!
We’ve had our long term Volkswagen Amarok 2.0 Style for 6 months and racked up 10 000 km! It’s been used as a crew car for filming equipment where our brave cameraman has hung out of the back of it more times than we can count. It’s been used to go to the dump, on mountain bike adventures and as a daily to get us into the city and back.
What is this new Amarok bakkie like to live with? And should you choose it over a Ford Ranger? We deep dive into some of the issues we’ve experienced, the fuel economy, and how well the vehicle has held up to our abuse.
The Mercedes-Benz GLB has been given an update and has just gone on sale in South Africa. Here’s how much you can expect to pay as well as the specs.
The Mercedes-Benz GLB has received some updates and enhancements, and has touched down in South Africa. As a reminder, the GLB is positioned as Merc’s ‘biggest’ SUV in its compact car lineup.
Visually, the updated GLB gets a new-look front bumper with underbody protection and full-LED headlights. Customers have the choice of four new wheel designs and the colour palette gains a Spectral Blue Metallic paint option. As standard, the GLB comes with 18-inch wheels, but 19- and 20-inch units are an option.
Climb inside and the cabin benefits from a revised screen setup. There’s a 7-inch instrument cluster and 10.25-inch infotainment screen, with Merc offering two 10.25-inch widescreen displays as an option. The standard offering is increased, with fewer options to choose from. Standard kit includes reverse camera, USB ports, high beam assist, leather steering wheel, parking package and mirror package.
The safety offering is enhanced with the addition of active steering control, 360-degree camera, trailer maneuvering on top of the driving assistance package.
Engines and Economy
Mercedes-Benz SA will be offering just the one powertrain for its GLB. Badged as the 220d, the 2.0-litre turbocharged diesel engine makes 140 kW and 400 Nm. An 8-speed dual-clutch gearbox is standard, and customers can choose from 5-seat or 7-seat configurations.
The vehicle features 4Matic all-wheel drive for those adventuring types and you can expect consumption between 5.7 and 6.4 L/100 km.
How much does the updated Mercedes-Benz GLB cost in South Africa?
Want in on 5-cylinder fun? Of course you do! Let’s examine the pros and cons of the 8V-generation Audi RS3 and find out what you can expect to pay for a tidy used example of the Ingolstadt-based brand’s compact high-performance model…
While the 8P-generation Audi RS3 was a limited-production halo hot hatch (just 174 units came to South Africa), its successor (also powered by a 2.5-litre 5-cylinder turbopetrol engine) was available in far greater numbers. As such, the Typ 8V RS3 represents an intriguing prospect on the used market.
For the record, the Typ 8V Audi RS3 was offered in 5-door Sportback guise – just like the original ‘bahnstormer – as well as 4-door Sedan guise, though the latter body style joined the range only at the mid-cycle update. In either case, power came from an engine configuration steeped in Audi quattro tradition; the “5-pot” made its comeback in 2009 under the bonnet of the since-discontinued TT RS.
Serving as a blisteringly quick entry point to Audi’s range of full-fat RS products, the 8V-gen RS3 found itself engaged in a fierce rivalry with the W176-series Mercedes-Benz A45 AMG (later renamed the Mercedes-AMG A45). Over the years, Ingolstadt and Affalterbach traded blows in a ding-dong power battle, though the 310 kW W177-gen A45 S eventually pushed decisively ahead of the apex A3.
Audi RS3 model line-up in South Africa
The 8V-gen Audi RS3 debuted in Sportback form late in 2014.
The 2nd iteration of the Audi RS3 Sportback was revealed in December 2014, endowed with what the German firm billed as the most powerful series-production 5-cylinder engine in RS history. With peak outputs of 270 kW and 465 Nm of torque delivered to all 4 corners via a quick-shifting 7-speed dual-clutch transmission, the RS3 Sportback was said to complete the 0-100 kph sprint in a mere 4.3 sec. Its top speed was electronically capped at 250 kph, though could be optionally raised to 280 kph.
Just under a year later, in November 2015, the RS3 Sportback touched down in Mzansi. Standard features for the SA-spec model included 19-inch alloy wheels, sports suspension, Xenon Plus headlights and Nappa leather upholstery with grey contrast stitching. There were also a few options available, such as a sports exhaust system, adaptive dampers, a carbon engine cover, carbon-shelled RS bucket seats and an interior design pack that added red accents to the cabin.
A sports exhaust was optional on the SA-spec (pre-facelift) model.
In August 2017, around 9 months after the facelifted A3 range had arrived in South Africa, the local market welcomed the RS3 Sedan, which became the first compact Audi sedan to wear the RS insignia. Interestingly, the refreshed RS3 Sportback followed only in November of that year.
The mid-cycle update for the RS3 Sportback included styling tweaks and choice upgrades to the already mighty 2.5 TFSI motor – for instance, the crankcase switched to aluminium from the earlier compacted graphite iron – which now generated a heady 294 kW (+24 kW) and 480 Nm (+15 Nm).
For the record, peak torque was on tap from a slightly higher engine speed than before, but remained constant from 1 700 to 5 850 rpm. The extra grunt, along with a minor weight reduction, saw the 0-100 kph sprint time fall to a claimed 4.1 sec (regardless of the body style), although the listed combined fuel-consumption figure increased slightly (from the pre-facelift model’s 8.1 L/100 km) to 8.3 L/100 km.
The facelifted Audi RS3 arrived in Mzansi in the 3rd quarter of 2017.
While Audi South Africa opted to make the sports exhaust system standard at this point, it also lengthened the list of paid extras. For instance, new options included carbon-ceramic brakes, Audi’s virtual cockpit, MMI navigation Plus and a 14-speaker Bang & Olufsen sound system.
Towards the end of 2018, the supply of RS3 units to Mzansi was suddenly halted due to what Audi South Africa described as “limited production capacity”. Although the German firm’s local division didn’t provide any more detail on the topic, it’s thought the move was prompted by production delays involving the implementation of new WLTP emissions standards in Europe…
The sedan body style was available only from the mid-cycle update.
What followed was an almost 2-year hiatus for the RS3 Sportback and RS3 Sedan, which remained off the local market until August 2020. At that point, South Africa received what Audi billed as a “limited and final production allocation” (the SA-spec models were presumably also fitted with the WLTP-required petrol particulate filter), with pricing creeping beyond the 7-figure mark.
Our information suggests local 8V-gen stock had run dry by around August 2021, resulting in another supply interlude, with the next-gen Typ 8Y RS3 twins touching down in Mzansi in September 2022.
What are the strong points of an Audi RS3?
The centre of the RS3 experience: the 2.5 TFSI engine.
5-cylinder fury: There’s little doubt that the RS3’s pièce de resistance was the 2.5 TFSI engine wedged under its bonnet. Effectively half a V10, the single-turbo 5-cylinder – which won the International Engine of the Year award in its class for a whopping 9 consecutive years – served up a provocative soundtrack.
The powerplant’s fabled 1-2-4-5-3 firing sequence – with ignition alternating between directly adjacent cylinders and those further apart – resulted in an unmistakable warble at idle and a raspy roar as the revs rose (not to mention artillery-like backfires on the overrun). In short, it was an aural treat.
Remarkable cross-country pace: Endowed with that mighty powerplant, hefty brakes and Ingolstadt’s quattro all-wheel-drive system – here able to send between 50 and 100% of available torque to the rear axle – the RS3 was capable of hanging with far more expensive, more powerful machines during rapid cross-country jaunts. Lofty levels of traction made this model feel downright unflappable.
Top-notch cabin quality.
Practicality and cabin quality: Brisk as it was, the RS3 was also a fairly practical family vehicle. Sure, its ride quality was firm, but there was an underlying degree of compliancy amplified by the optional adaptive dampers (with the drive mode set to “Comfort”, of course). Cabin quality, meanwhile, was top-notch, even if special touches to denote the flagship RS status were unfortunately few and far between.
Of course, the 5-door hatchback was a little more versatile than the sedan, though both offered decent rear passenger space. Note, however, that the luggage compartments – measuring 335 litres and 315 litres, respectively – were slightly less spacious than the boots of the equivalent front-wheel-drive A3s.
What are the downsides to owning an Audi RS3?
The Audi RS3 wasn’t the most involving steer.
Not the most engaging to drive: It’s a criticism often levelled at Audi’s raciest wares and it remained relevant – to a degree, anyway – in the case of the 8V-generation twins. Yes, the somewhat nose-heavy RS3’s handling felt a touch inert (and its steering feel a bit dull), with both the hatchback and the sedan displaying a tendency to understeer. As such, the best approach to making rapid progress through bends involved a “slow in, fast out” strategy, taking advantage of high levels of grip on the corner exit.
That said, Audi claimed the electronic stability control system’s sportiest mode could see drive directed “sooner and in greater amounts” to the rear axle, even suggesting this enabled the driver to “perform controlled drifts on low-friction road surfaces”. In practice, however, the RS3 lacked some dynamic sparkle, though there’s an argument to be made that the noise alone came close to making up for this!
The presence of all-wheel-drive took a small bite out of luggage space.
Fuel-pump problems: Several owners of early model-year RS3s reported problems with the fuel pump, often accompanied by a “low fuel pressure” warning (even leading to the 5-pot cutting out at low engine speeds). From what we can tell, the issue could often be traced back to a faulty fuel pump module, with the Ingolstadt-based automaker even issuing a recall for this component in some parts of the world.
Miscellaneous potential issues: What else did we unearth during our research? Well, early versions of the 8V-series RS3 Sportback were known to suffer from squeaky brakes (admittedly a minor irritant), while the rear suspension’s top mounts were sometimes a little noisy (solved by a simple replacement of these items). In addition, we noted several reports of an annoying rattle emanating from the exhaust flap, though various, relatively simple DIY solutions are available.
Finally, we should point out that the RS3’s Haldex all-wheel-drive system, as well as its DQ500 dual-clutch transmission, required routine maintenance to function optimally. In both cases, many enthusiasts advise fluid changes should take place at even earlier intervals than Audi’s standard recommendations.
How much is a used Audi RS3 in South Africa?
On the used market, the split between body styles is almost even.
The Audi RS3 shipped with a 1-year/unlimited mileage warranty and a 5-year/100 000 km Audi Freeway Plan. However, the latter could be optionally extended to a maximum of 10 years or 300 000 km.
When sorting through Typ 8VAudi RS3 units listed on Cars.co.za at the time of writing, we discovered that the split between the 5-door hatchback and the 4-door sedan body styles was surprisingly even (with the Sportback slightly ahead on 53%). Interestingly, 2018 was the most common model year, accounting for a 3rd of all units listed.
The facelifted models could be specified with Audi’s virtual cockpit.
A whopping 92% of listings showed under 100 000 km on their respective odometers, with indicated mileage ranging from just 9 700 km (on a 2021 RS3 Sportback) to 119 000 km (on a 2018 RS3 Sedan). Some 78% of listed RS3 models were located in Gauteng.
Below R600 000: Around 20% of the 8V-gen models on offer were listed for under R600 000, with most being early model-year units. The cheapest one we found was a 2015 RS3 Sportback priced at R550 000. We discovered just a single sedan in this space, which makes sense considering this body style arrived only in 2018.
From R600 000 to R800 000: Fascinatingly, between these pricing bookends, sedan examples were more plentiful than hatchbacks. Despite this, the latest model year we found here was 2019, while mileage ranged from about 21 000 km through to 104 000 km.
R800 000 and up: All units priced above R800 000 at the time of writing were facelifted models, with half of the listings in this space taking the form of 2021 model-year cars (with the sedan body style again dominating). The most expensive 8V-generation RS3 we unearthed was a 2020 saloon with 20 000 km on the clock and priced at R999 995.
Which Audi RS3 derivative should I buy?
Sedan or hatch? The choice is yours.
So, which Audi RS3 variant should be at the top of your shopping list? Well, whether you choose the hatchback or the sedan will be dictated by your requirements – or indeed simply by your body-style preference. Either way, we’d suggest searching for a model fitted with the optional adaptive dampers.
If you opt for the sedan, you’ll be limited to facelifted models (obviously). Still, regardless of your preferred body style, there’s certainly an argument to be made that the upgrades (including that considerable power hike) implemented at the mid-cycle update render the later versions more attractive. However, keep in mind that models in the final production allocation were likely fitted with petrol particulate filters, which tend to restrict the exhaust sound.
Of course, we should add our usual caveat about buying a 2nd-hand performance car: bear in mind that models such as the Audi RS3 tend to be driven extremely hard, which makes evidence of regular and fastidious maintenance all the more important. As always, it’s a classic case of “buyer beware”.
Is the Audi RS3 a smart used buy?
During its time on the local market, the Audi RS3 twins had to contend with some pretty accomplished rivals. The RS3 Sportback’s main competitor, of course, was the 2.0-litre 4-cylinder turbopetrol-engined Mercedes-AMG A45 – first in W176 form (initially known as the A45 AMG) and later in W177 guise – while the RS3 Sedan stood toe to toe with the Mercedes-AMG CLA45.
Though the original F87-generation BMW M2 was an entirely different animal (featuring a coupe body style, 3.0-litre 6-cylinder turbopetrol power, rear-wheel drive and the option of a manual gearbox), it nevertheless represented a compelling alternative for keener drivers. There was also the final Ford Focus RS (which made do with 4 cylinders as opposed to the 5 employed by its forebear) as well as the Volkswagen Golf 7 R, although the latter was more closely related to its Audi S3 cousin.
All about the noise…
Ultimately, however, the 8V-generation Audi RS3 managed to set itself apart from its competition in several ways. Compared with the tail-happy M2, for instance, the Ingolstadt-based brand’s contender was relatively simple to drive quickly – and indeed far easier to live with on a day-to-day basis.
Though this model’s heady mix of everyday versatility and all-weather unflappability lent it broad appeal, it was the brand-defining 2.5-litre 5-cylinder turbopetrol powerplant (still alive and well in the current 8Y-series version) under the Typ 8V RS3’s bonnet that made it truly stand out. As aurally charismatic as it was downright potent, the 2.5 TFSI motor was what made the RS3 feel exceptionally special.
Motorists in South Africa will be rejoicing in June 2024 as fuel prices are expected to be slashed across the board according to fuel price data released by the Central Energy Fund (CEF).
With the 2024 South African Elections around the corner, there’s an air of uncertainty across the Republic but regardless of the outcome, motorists will at the very least get some relief at the pumps.
During May, international oil prices dropped further, with Brent Crude Oil currently trading at around $81.50 per barrel. During the same period, the South African Rand strengthened significantly against the US Dollar, currently trading at R18.30 to the Dollar, down from R18.80 at the beginning of May 2024. These 2 factors have contributed towards a positive fuel price outlook for June 2024.
The latest unaudited data published by the CEF indicates potential petrol price cuts of 89 c/l and 87 c/l for ULP 93 and ULP 95 grade petrol respectively.
Similarly, the price of 0.05% diesel could be slashed by as much as 92 c/l and the price of 0.005% diesel could be reduced by 87 c/l. Illuminating Paraffin is also expected to be about 78 c/l cheaper come June 2024.
The fuel price cuts are certainly welcome as South African household budgets remain under considerable pressure in a high-inflation environment.
We will keep you updated as official fuel price adjustments are announced towards the end of May 2024.
Fuel Price Forecast for South Africa in June 2024
Fuel Type
May’ 24 Inland
May’ 24 Coast
June 24 Inland*
June 24 Coast*
Petrol Unleaded 93
R25.15
R24.36
R24.26
R23.47
Petrol Unleaded 95
R25.49
R24.70
R24.62
R23.83
Diesel 0.05%
R22.15
R21.36
R21.23
R20.44
Diesel 0.005%
R22.24
R21.48
R21.34
R20.61
*June 2024 figures are forecast figures and not official.
The new Hyundai Exter – set to arrive as the brand’s smallest and most affordable crossover – has been confirmed for South Africa. Here’s when it’s due to launch…
It’s official: the new Hyundai Exter is coming to South Africa. Yes, the Korean firm’s local distributor has confirmed to Cars.co.za that the new small crossover is scheduled to arrive in Mzansi towards the final quarter of 2024.
Though an exact date has not yet been nailed down, Hyundai Automotive SA told us that it’s targeting a local launch in September or October 2024. As an aside, Hyundai’s global office in Seoul applied to register the “Exter” badge in South Africa in October 2022, with the local registration of this trademark taking effect in December 2023.
Boxy, off-road-inspired styling includes faux skid-plates, fore and aft.
Poised to arrive as the smallest and most affordable crossover in the automaker’s local range, the Exter will surely slot in below the Venue, which currently kicks off at R328 900. We’d speculate that the newcomer will be priced just above the Grand i10, which took over as the entry point to Hyundai’s local line-up with the discontinuation of the Atos.
Revealed a year ago (in May 2023), the Exter employs the same platform underpinning the Grand i10 hatchback and sedan twins, and is likewise produced in India at Hyundai’s plant in Sriperumbudur near Chennai. Exter demand in that country has been strong from the outset, prompting the firm to prioritise Indian sales over export markets. Now, however, with production seemingly having ramped up sufficiently, the Exter has finally been locked in for SA.
The Exter is a little shorter than most Indian-made small crossovers currently offered in SA.
The boxy little crossover measures 3 815 mm long (incidentally, exactly the same length as the Grand i10 hatch), with a wheelbase of 2 450 mm, a width of 1 710 mm, a height of 1 631 mm (including roof rails) and a ground clearance of 185 mm. That makes it around 180 mm shorter from nose to tail than the likes of the Venue, Nissan Magnite and Renault Kiger (and 166 mm stubbier than the CC21-generation Citroën C3, too), but about 115 mm longer than the Suzuki Ignis.
While local specifications have yet to be determined, in India the Exter is offered with the automaker’s ubiquitous naturally aspirated 1.2-litre, 4-cylinder petrol engine. Familiar from the likes of the Grand i10, i20 hatch and Venue, this “Kappa” motor delivers 61 kW and 114 Nm to the front axle. In its country of manufacture, the Exter is available with either a 5-speed manual gearbox or a 5-speed automated manual transmission (AMT).
In India, the Exter is available with an 8.0-inch touchscreen.
The Indian-spec model can furthermore be specified in dual-tone form (effectively adding a black finish for the roof), while all derivatives in that market ship standard with items like a digital instrument cluster and a full complement of 6 airbags. Other interesting features available on high-spec derivatives in India include an 8.0-inch touchscreen system, wireless smartphone charging, 15-inch alloy wheels and what Hyundai describes as a segment-first sunroof.
We’ll keep our ears open and eyes peeled for fresh information as the local Hyundai Exter launch draws closer…
A fresh report says there will be a production version of the electric Toyota Hilux. Here are some early details.
A report from Reuters has confirmed the electric Toyota Hilux will be going into production in Thailand at the end of 2025. “Our intention is to be producing the Hilux BEV over here,” Pras Ganesh, executive vice president of Toyota Motor Asia told Reuters. Primarily focused on the Thailand market, the electric Hilux could be exported too.
Now whether we’ll get this electric Hilux locally remains to be seen as firstly, electric cars are subject to unique import duties that make them costly and secondly, there’s a Toyota factory in South Africa, located near Durban, KwaZulu-Natal. While its too early in the production tale to make accurate predictions, the option of taking the know-how/recipe of the Thai electric Hilux and building it right here in SA is on the table.
In the greater scheme of things, Toyota has taken the decision to not fully commit to an all-electric future, with petrol-hybrid technology taking priority. Interestingly, Toyota is not the only brand going down the electric bakkie route as Isuzu has confirmed an electric D-Max is in the works and will also be assembled in Thailand.
While not all technical details are known, Toyota has already suggested that its electric Hilux will offer a range of around 200 km, which we think is adequate for around town usage. The concept that was revealed a few years ago had a floor-mounted battery in a single-cab configuration.
We’re expecting an all-new 9th-generation Toyota Hilux to be revealed globally next year and it will be fascinating to see where an electric derivative fits into the hierarchy. All we can say right now is watch this space, the bakkie segment is going to be very interesting over the next few years.
BMW is a sought-after luxury car brand and, if you’re looking to buy a used example of one of the Bavarian brand’s SUVs for less than R300 000, Cars.co.za has a wide selection of used BMW SUVs for you to consider. Take a look at what’s on offer!
Are you looking for a used BMW SUV priced under R300 000? BMW, the Munich-based luxury car brand, is a popular car brand for new- and used car buyers in South Africa.
The SUV body shape is hugely popular and buyers looking to buy a used BMW SUV for under R300 000 have quite a few options to consider…
Searching for used cars is easy using the Cars.co.za Search Tool. Find your next car on Cars.co.za!
Used BMW SUV for sale under R300 000
BMW X1
* Second generation BMW X1 pictured.
The 1st-gen BMW X1 was produced from 2009 to 2015 with the facelifted X1 arriving in South Africa in 2012. The first X1 was offered locally in both front-wheel-drive and all-wheel-drive guise with both petrol (18i, 20i, 28i) and diesel (20d, 25d) powertrains on offer as well as manual and automatic transmissions.
The new 3rd-gen BMW X1 arrived locally in 2023 with 1.5-litre turbopetrol (18i) and 2.0-litre turbodiesel (18d) derivatives fitted with a 7-speed dual-clutch- and 8-speed automatic transmission respectively.
Both the 1st- and 2nd-gen BMW X1 models are available in the used car market for under R300 000 with numerous examples with mileage well under 200 000 km.
The 1st-gen BMW X3 (E83) was produced from 2003 to 2010 and was offered with 3 petrol engines (2.0-litre, 2.5-litre and 3.0-litre) and 2 turbodiesel engines (2.0-litre and 3.0-litre). All derivatives featured BMW’s xDrive all-wheel-drive system.
The 2nd-gen BMX X3 (F25) arrived locally late in 2010 with a 3.0-litre turbopetrol engine (xDrive35i) and a 2.0-litre turbodiesel (xDrive20d), both paired with an 8-speed automatic transmission. The range was expanded in 2011 with the addition of the xDrive20i (petrol) and a more powerful xDrive30d (diesel).
Production of the 3rd-generation BMW X3 commenced at BMW South Africa’s Rosslyn Plant in Gauteng in 2018. This generation offers 3 petrol powertrains (xDrive20i, M40i and X3 M) as well as 2 turbodiesel engines (xDrive20d and xDrive 30d), all paired with an 8-speed automatic transmission.
There is a wide selection of 1st and 2nd-gen used BMW X3 units for sale under R300 000 with many examples with low to medium mileage.
For those seeking a sleeker and sportier X3 SUV experience, perhaps consider the BMW X4. The X4 came to market in 2014 with a range of turbopetrol and turbodiesel engines on offer. The X4 M was introduced as the flagship of the 2nd-generation X4 in 2018.
There are a handful of BMW X4s available on Cars.co.za for under R300 000.
If you’re looking for a larger BMW SUV, then the X5 is the sweet spot. The 1st-gen BMW X5 (E53) was produced between 1999 and 2006 and powered by 3.0-litre inline-6-cylinder petrol and turbodiesel engines, as well as a 4.8-litre V8 engine.
The 2nd-gen X5 (E70) made its debut in 2006 and remained in production until 2013. With familiar but revised engines (30d and 4.8i) carried over from the 1st-gen model, the X5’s popularity grew. The 4.4-litre V8-powered X5 M made its first appearance in 2009, while the Life Cycle Impulse (LCI) update followed in 2011.
The 3rd-gen BMW X5 (F15/F85) arrived in 2013 with a 4.4-litre petrol V8 xDrive50i as well as 2 turbodiesel variants: a 3.0-litre 6-cylinder engine, as well as a -tri-turbodiesel version (in the muscular M50d) while the X5 M topped the range. All engines were mated with 8-speed automatic ‘boxes.
The 4th-gen BMW X5 (G05/G18) came to market in 2018 with the two 3.0-litre 6-cylinder turbodiesel engines on offer (30d and M50d) with a 3.0L turbopetrol X5 40i and 4.4L V8 X5 M50i following later. The potent X5 M Competition was revealed in 2019 and the first X5 xDrive45e PHEV arrived locally in 2020.
The LCI update arrived in 2023 with all engines featuring 48V mild-hybrid technology, including the range-topping X5 M Competition and X6 M Competition derivatives.
Cars.co.za has a large selection of 2nd and 3rd-gen BMW X5 SUVs listed for sale under R300 000.
The Sport Activity Coupe (SAC) version of the X5 is the X6.
The 1st-gen BMW X6 (E71) was launched in 2007 and came to market with a 3.0-litre 6-cylinder engine in turbopetrol and -diesel guises. A 4.4-litre V8 xDrive50i was also available, while the X6 M – with a 4.4-litre V8 turbopetrol engine – topped the range. The diesel range was headlined by the X6 M50d.
The 2nd-gen BMW X6 (F16) came to market in 2015 with BMW’s tried-and-tested 3.0-litre 6-cylinder turbopetrol (xDrive35i) and turbodiesel engines (xDrive40d), while also including an updated version of the previously mentioned 4.4-litre V8 petrol engine in the xDrive50i. The tri-turbocharged X6 M50d topped the diesel range. The performance-oriented M model – the X6 M – arrived later in 2015.
The 3rd-gen BMW X6 (G06) was revealed in 2019 and arrived in South Africa in 2020. At launch, 3 derivatives were offered including the 3.0-litre 6-cylinder xDrive40i, a twin-turbocharged 4.4-litre V8 M50i as well as the quad-turbo 3.0-litre 6-cylinder diesel M50d, which was later discontinued. The high-powered X6 M arrived in 2020. An update in 2023 saw the introduction of 48V mild-hybrid technology.
Quite a few examples of the 1st and 2nd-gen BMW X6 models are listed for sale under R300 000.
