2019 Kinsey Report: Which Are The Cheapest Cars to Service and Repair?
The 2019 Kinsey Report has been released and if you want to know what cars are cheapest to service and repair then check out the details below.
The Kinsey Report details costing for parts and servicing on a variety of popular vehicles sold in South Africa across 8 categories, giving consumers a good idea of what to expect when taking a vehicle in for repair or servicing.
Winners in each category are determined by costs of servicing parts (filters, spark plugs, wipers and brake pads), repair parts (cam belt, shocks, clutch plate, flywheel and fan belt) and finally crash parts (doors, fenders, bumpers, glass, lights and wheels etc.).
The winner is the cheapest in the 3 categories combined. While the report does its best to provide the consumer with accurate information, it does state that shopping around for parts can be beneficial as prices can and do vary. The Kinsey Report sources prices directly from dealers.
When we made the most of an unexpected opportunity to drive a Dodge Viper GTS, we found that the iconic American supercar is not the hairy-chested, one-dimensional brute many of us have been led to believe…
Photos by Justin Pinto
When I woke up this morning I would have never imagined that I would find myself getting behind the steering wheel of a 1997 Dodge Viper GTS. A month or so ago, I wasn't even aware that there was a Viper GTS in South Africa, let alone Cape Town!
But here I am, seated on the “wrong” side of the car, peering out over that curvy bonnet and all too aware of the stressed body language of the owner (Jess), who is seated next to me. Usually, I don’t get to drive cars when they're being filmed for SentiMETAL episodes, but Jess was happy to indulge me when I asked if I could accompany him to the next location of the shoot. I don't believe, however, that he expected me to say yes when he politely asked whether I'd prefer to drive myself. Right now he is probably as “surprised” by the turn of events as I am.
The Viper's shape is a mesmerizing combination of curves, slashes and bulges.
To be honest, it has been a day full of surprises. In the metal – or rather, a melange of composites – the Viper GTS is not nearly as bulky as I thought it would be. The supercar’s wide hips slim towards just aft of the front wheels, where deep scallops create a very neat “tucking-in” effect. In a way, the design is, well, quite… elegant. The Dofgot curves feature everywhere, including on the roof (those double-bubble bumps are there to create extra space inside for occupants, in case they're wearing safety helmets). And yeah… you can’t really escape the fact that this car was probably penned with a reference picture of a classic ‘60s Shelby Daytona within glancing distance of the designer's drawing board.
And boy, the Viper has an imposing presence, at least partly due to that iconic metallic-blue-with-white-racing-stripes paint job. Turn into a petrol station (which is fair to say is quite a regular occurrence with this 8.0-litre V10 monster) and crowds gather quickly. Surprisingly, Capetonians tend to recognise this rarefied machine immediately and they're often fascinated by the details. The third brake-light, for example, is an actual Viper logo on the rear spoiler, and the sheer size of those rear wheels never ceases to amaze people. Those tyres are the source of some concern for Jess, however. The Michelin Pilot MXX3s were made specifically for this car, and they’re no longer being produced. And it’s time for new rubber…
The cabin features an off-set driving position and adjustable pedal box. Mod-cons such as airbags and air-con are fitted.
Opening the hood, oh, I mean bonnet, leads to another episode of spectacle. There is no release inside the car… instead, you pull a latch hidden inside the front airdam, but then you have to move to the back of the bonnet to open it forwards. Doing it the wrong way can be a costly mistake – a new bonnet apparently costs $15 000! It's little wonder Jess sprints to the aid of the camera crew when they want to film the engine…
But how on earth did a left-hand drive beast such as the Dodge Viper GTS make it into South Africa in the first place? Well, back in the late ‘90s, an optimistic Durban-based dealer called Archie Sinclair brought in 2 Viper GTSs, one of which is featured here. Capetonian Jess Goedhals has owned it for the past 22 years. He calls it his pension plan, and he’s not going to let go of it, even though he’s been offered “silly money” by aspiring buyers.
The massive 8.0L V10 was co-developed with Lamborghini, and punches as hard as you'd expect.
Jess has always had a thing for American musclecars and dropped his first V8 into a Bedford van in the '70s when he got caught up in the “Passion Wagon” craze. He’s also owned an ‘80s Camaro, but one look at his model car collection will convince any visitor that the love affair with this Viper GTS runs deep. Jess travelled to a Dodge Viper owner meet in Las Vegas some years back, and to this day counts those days spent with hundreds of other Viper aficionados as a highlight of his life. But here in South Africa, there are only 2… so support is limited. Using what information he can find online, he services the car himself, and says it’s been entirely reliable. Parts have not been too much of an issue… except for those tyres.
Settling into the Viper GTS and acclimatising to the left-hand drive setup is easier than I had expected. I’m 1.8m tall and there’s sufficient headroom. A nice touch is that the pedal box is manually adjustable – if slightly offset – and there’s a wide range of adjustment available from the steering column, too. What is bizarre, however, is that you sit very close to the door, and there’s a wide transmission tunnel that creates a chasm between driver and passenger. As if to highlight the fact that this is no regular American car, there are zero cupholders. The A-pillars are thin, so visibility out of the car is excellent, which is a real relief to me (and, undoubtedly, to Jess).
Jess Goedhals has owned this Viper GTS, one of only 2 in SA, since new.
Compared with the Vipers that preceded it, the GTS, which is based on the 2nd-generation car, was 90% new and featured conveniences such as air-conditioning, electric windows, ABS and even airbags. It’s admittedly pretty dull inside, but the strip of gauges on the fascia is cool, and the cabin’s better made than I had expected. Also… Jess has kept it looking pretty much like new.
Power comes from an 8.0-litre V10, co-developed with Lamborghini, which was a Chrysler subsidiary at the time. It packed 450 horsepower (336 kW) and 664 Nm of torque, the latter figure at 3 700 rpm. The Tremec 6-speed manual gearbox feels very mechanical and robust – shifts are accurate, but not lightning fast. The more observant local car spotters often enquired about the side-mounted exhausts that were such a unique characteristic of the earlier Viper RT/10s. On the GTS, the exhausts still run through the side sills (so they get hot), but the pipes exit at the back.
On the road, the Viper is direct and alive, with "darty" steering and good throttle response.\
Speaking of the pipes… Earlier in the day, I noticed that the Viper GTS was not nearly as loud as I had expected, but the sound that it makes is still pleasing… from the outside. Seated inside, it’s far more muted, which is a bit disappointing… I would have liked it to be a bit more brutal, aurally.
But perhaps I’m not really concentrating on the sound, because this is a machine that keeps the driver busy. I haven’t driven a car with such darty, direct steering in a long time and for a first timer this further heightens the perceived liveliness of the car. I expected it to be somewhat woolly and soft around the edges, and owner Jess believes it’s quite a good GT cruiser, but within the first few kilometres I’m of the impression that it’s more of a racing car let loose on the road. Jess wins the argument, though, seeing as he’s driven it down from Johannesburg with his wife and thought it was very comfortable on the near-2 000 km trip. It certainly has long legs: at 120 kph in sixth gear the engine is barely ticking over (1 500 rpm).
The Viper's exterior is littered with racecar details such as this fuel filler cap.
Put your foot down and you’ll experience the kind of forceful, yet beautifully linear power delivery that’s such a rarity in these days of forced-induction performance cars. The V10 punches hard from low revs, and the GTS picks up speed very, very quickly indeed. A 0-100 kph time of 4.6 seconds was claimed at the time of the launch, and I have no reason to doubt it. The GTS was faster over the benchmark quarter mile than a period Porsche 911 Turbo. It is said the Dodge Viper GTS can get close to 300 kph, and Jess nods in agreement. He’s taken it to those speeds on an airstrip and commented that it felt “very stable… I could probably have taken my hands off the wheel!” Jess is a braver man than me.
There are no airstrips for me today, but I do get the opportunity to put my foot down for a few brief moments, and the immediate surge forward is so addictive that I end up doing it too often… resulting in concerned downward glances at the plummeting fuel gauge needle.
When the road gets twistier, the surprises continue to roll in. I’ve already commented on the talkative steering, but there’s also very good resistance to body roll, and the lateral grip levels seem to be high too. Nevertheless, this is a car that demands respect and a fair degree of skill to drive with zeal… You sit just in front of the rear axle, but the interface between your "bum" and "brain" needs to be alert and fast to decipher the grip messages being relayed by those fat rear tyres. At the same time, the steering is super lively and direct. I’m also reminded that the Michelins at the back are not exactly factory fresh, so today is not a day for heroics, but the driving experience is sufficient to get a sense of the Viper GTS’s character.
Jess stalks the great driving roads around Cape Town these days – he moved down from Johannesburg some years ago.
This car rewards a smooth driving style and a steady hand – you can pile into a bend hard on the brakes, but be mindful to keep your steering position stable, then feed in the power smoothly on the exit to avoid what would definitely be fairly abrupt tail wag that would be hard to catch. Overall, however, the undeniably odd-ball Viper GTS serves up a superbly entertaining drive, for more traditional sportscar reasons than you’d expect. The drive to Jess’ house is over way too soon and ends just as I start relaxing behind the wheel. Perhaps it’s a decent GT after all?
As Jess recounts how his Viper GTS has lived up to all his fantasies, I’m reminded of fascination with TVR slightly more than a decade ago. Back then, the Blackpool-based marque was hero-worshipped by many, and I expected much from that yellow Tamora that I tested on the same roads as this Viper many years ago, yet that car under-delivered in almost every possible way; it literally fell to pieces during an hour of performance testing.
In many ways the Viper GTS reminds of me of the car I wanted that TVR to be – a giant-slayer from far left-field, bashful in character but able to live up to a petrolhead's giddy driving expectations. William Shakespeare said that “Expectation is the root of all heartache,” and if that TVR proved him right, then Jess's Dodge Viper GTS did the opposite. It rocks, even 20 years later.
The parent company of JLR is adding some entry-level spark to its own cars.
Indian automotive giant Tata has done the inevitable and electrified one of its budget vehicle offerings.
The Tigor sedan is amongst Tata’s most popular vehicles and a new version was introduced late last year. Now Tata has revealed a battery powered Tigor, which might become one of the first truly affordable electric vehicles to be marketed.
Electrification does not change the Tigor’s appearance much, although it does sacrifice some luggage space. The battery-powered Tigor has a boot capacity only 330-litres, which is 90-litres less than the petrol-powered version.
For that sacrifice in luggage space, you gain a 16.2kWh battery pack, powering a 30 kW electric motor which drives the front wheels. Peak torque output is 105 Nm.
Tata claims a range of 142 km for the Tigor EV and recharging efficiency depends on what you are plugging it into. A conventional wall socket will take six hours to charge the Tigor to full capacity, whilst a DC 15 kW fast charging unit reduces that to an hour and a half.
Pricing? The Tigor EV is positioned at an estimated R200 000, with India acting as its launch market. Tata has a small offering of just 3 cars in South Africa so it would be a bit optimistic to expect it to immediately jump on an electric vehicle option for SA.
The Huracan Evo is the very latest and greatest iteration of the Huracan. It's on its way to SA and here's what it will cost.
We spent a weekend in Bahrain at the beginning of this year getting to know the Huracan Evo intimately around the F1 circuit. It surprised us as to just how different it is to its forebears and the amount of tech thrown in to improve its handling and excitement levels.
Physically the changes are subtle but all with the aim of increasing downforce and getting more air into the cooling ducts. Most notable is the twin exhaust outlets, which flank the number plate, making room for a huge diffuser underneath that sucks the Evo to the ground.
Performance wise the Evo is claimed to lap Lamborghini's test track a smidge faster than the much more track-focused Performante. That's a testament to just how much of an update this Evo is. Zero to 100 kph is done within 2.9 seconds and in 9.0 seconds it will be doing 200 kph. The 5.2-litre naturally aspirated V10 is good for 470 kW at 8 000 rpm and 600 Nm at 6 500 rpm.
The Huracan Evo is expected to be available in SA from the 4th quarter of 2019.
Fuel prices will drop in July mostly thanks to the drop in international oil prices.
Some good news for motorists is on the cards for July 2019 as the price of petrol and diesel is set to decrease. Petrol is likely to drop by 86 cents a litre and diesel by 68 cents per litre. The drop comes as a result of the crude oil price dropping substantially in June to around the $60 mark.
The AA has added that "renewed tensions in the Middle East and a downturn in USA oil inventories have put pressure on the commodity, which has ticked up over the past few days." This means that reductions may not be as big as expected at month end.
Our currency has also been on the downturn, mostly thanks to the Reserve Bank 'quantity easing' misinformation. "Although the currency re-strengthened against the dollar towards month-end, the exchange rate average for the month is negative by about 11 cents, meaning fuel users missed out on an even bigger drop.
Ceed crosses over into coupe territory with new XCeed.
Kia’s has applied pseudo-coupe styling and some gravel travel packaging to its premium hatchback, the Ceed.
This new version of the C-segment hatch is unsurprisingly called the XCeed and is a touch larger than the standard car. Measured bumper-to-bumper, the XCeed is 85 mm longer, stands 43 mm taller (thanks to additional ground clearance) and is also 26 mm wider across.
Those larger dimensions mean it is a bit bigger inside too, with luggage capacity growing by 31-litres over the Ceed hatch, to total 426-litres in the XCeed.
Kia’s engineers have made the XCeed slightly more adaptable to rough road use, by reducing suspension compression rates by a median 5%. Ground clearance also increases by 42 mm over the normal Ceed, to register 184 mm, if you specify the 18-inch wheel. That should be sufficient for travelling on less than perfect roads and off-the-map gravel tracks.
Powering Kia’s gravel travel capable crossover coupe is a range of turbocharged engines. The smallest of these is a 1-litre triple-cylinder turbo, good for 88 kW and 172 Nm.
There is a boosted 1.4, delivering 103 kW and 242 Nm and a powerful 1.6-litre turbo too, boosting 150 kW and 265 Nm.
For those who desire the range of a diesel, there’s a 1.6-litre TDi in two outputs, either 85- or 100 kW. All engines can be had with a six-speed manual or seven-speed dual-clutch transmission, but for the entry-level 1-litre, which is only configurable with the manual.
Need heavy protection against a ballistic or explosive attack? Volvo has developed a heavily armoured XC90 SUV that has full 360-degree ballistic resistance as well as explosive resistance.
Volvo says that there’s an increasing demand for armoured vehicles worldwide and due to this demand, it created this XC90 Armoured SUV which took over 2 years to create and carries a VPAM VR8 protection rating. This rating implies maximum 360-degree ballistic protection as well as explosive protection.
It may look like an ordinary XC90, which is a form of disguise in itself, but the XC90 Armoured is far from being ordinary. It’s based on the XC90 T6 AWD Inscription, manufactured at Torslanda plant in Sweden, where it then goes to TRASCO in Bremen, Germany for armour fitment.
The vehicle employs high-tensile steel that’s 10 mm thick and the glass is up to 50 mm thick. The additional armour adds approximately 1 400 kg, contributing to a total weight of 4 490 kg. An uprated suspension and new braking system are also fitted to cope with the increased weight of the vehicle.
The XC90 Armoured is designed to transport high-profile individuals while providing maximum safety in a discreet manner. Volvo also offers a ‘light’ armoured vehicle based on the XC60 T6 AWD Inscription.
Both versions are intended for Europe and Latin American markets such as Brazil. Customer deliveries for the XC90 Armoured will commence at the end of 2019 while the armoured XC60 is expected to go on sale in 2020.
The resurgent Indian automotive brand Mahindra has carved itself a sizeable – and growing – niche in the local market. What's more, its rise is likely to gather further pace with the launch of the stylish, value-packed XUV300.
We like: Smart looks, good build quality, generous specification, fuel economy
We don't like: Some irritating quirks (white upholstery and overly talkative reverse-park assistant), gruff engine, smaller load bay than its rivals
Some Mahindra dealers regularly offer specials: Have look here.
Where does it fit in?
The XUV300 W8 is a highly-specced rival for the likes of the Opel Crossland X and Renault Captur.
Another day, another new small crossover… But in the case of the XUV300, the arrival of this new contender is arguably of greater significance than most, particularly for Mahindra itself. You see, for years the brand has been respected for producing tough and affordable products – buyers of the firm's products were apparently happy to stomach (at-times) bizarre designs because they were acquiring robust, reliable vehicles at good prices.
The XUV300, more than any other recent Mahindra, demonstrates that the brand wants to appeal on style and sophistication, as well as reliability. It competes with a wide range of contenders and while value for money remains a strong selling point, affordability is no longer the ace up its sleeve. Tested here in flagship turbodiesel form, this XUV300 has to contend with established players such as the Opel Crossland X and Renault Captur.
Compact and nicely detailed, the XUV300 is easily the most stylish Mahindra to date. It's based on the SsangYong Tivoli.
Based on the Mahindra group's X100 platform, the XUV300 is essentially a reskinned version of the SsangYong Tivoli (which has been well received in Europe). The Mahindra, however, is arguably better looking than its cousin – its overhangs are very short which, coupled with the raised ride height (180 mm), make it appear quite chunky. And the exterior detailing on this W8 version is particularly good: with LEDs front and rear, blacked-out pillars, stylish 17-inch wheels and silver front and rear skid plates. It received plenty of positive feedback during its tenure in our test fleet.
What's more, the cabin design is every bit as modern and stylish as the competitors' offerings. This unit's light leather upholstery contrasted smartly with the black trim on the fascia and elsewhere, but we're not convinced it's very practical for a supposed family car. But quality levels are excellent, with no rattles and squeaks from the plastics; the W8's solidity – and style – will pleasantly surprise those who are looking at the brand for the first time.
The XUV300 lags behind rivals in terms of luggage space and ultimate cargo-carrying versatility.
Given its stubby exterior appearance, the XUV300's interior is appreciably more spacious than we expected. In front, generous head- and shoulder-room is availed, and there are numerous storage spaces, including large door pockets and a handy tray for your smartphone, which is conveniently positioned close to the charge outlets (there are 2). Although the XUV300 is noticeably shorter than its 2 main rivals, it is wider, higher and its wheelbase length is similar. The result is that rear occupant space is actually very good, with especially the width being quite noticeable.
The only real packaging criticism we can level at the XUV300 pertain to its the load bay, which is relatively dinky. Mahindra claims a luggage capacity of 249 litres, which is significantly less than what is available in the Opel Crossland X and Renault Captur. It's also not as flexible – although the rear seatbacks can split/fold forward, you can't free up a completely flat floor, which means that loading bulkier items is a schlep.
Comfort & Features
A nicely sized tray is positioned close to the charging outlets, making it a convenient storage solution for smartphones.
Mahindra sent us this W8 flagship to review, and it simply blows the similarly-priced competition out of the water in terms of standard specification. Besides the leather upholstery, the top-spec XUV300 offers a height-adjustable driver seat and a leather-wrapped multifunction steering wheel (with 3 adjustable steering "feel" modes), dual-zone climate control, cruise control, auto lights/wipers and even a glass tilt/slide sunroof.
The highlight for many will be the standard 17.8-cm (Mahindra's measurement) full-colour touchscreen infotainment system that comes replete with Apple CarPlay and Android Auto compatibility. On the W8 derivative, it also features built-in turn-by-turn navigation, and there's a reverse-view camera as well. Unfortunately, when engaging reverse, a "voice" attempts to assist you in your manoeuvres, and this becomes rather annoying after a while. You can cancel the voice on start-up, but it will be activated again the next time you fire up of the Mahindra and engage reverse…
The system also features Mahindra's Bluesense app that allows a driver to track their driving patterns by pairing their smartwatch to the vehicle.
On the safety side, the XUV300 boasts a very comprehensive package of features, such as a class-leading 7 airbags, ABS with cornering brake control, ESP with rollover mitigation, hill-hold assist and tyre pressure monitoring. There are ISOfix child seat anchorage points on the outer rear seats. Incidentally, the aforementioned SsangYong Tivoli, on which the XUV300 is based, scored 4 stars in 2016 EuroNCAP crash testing.
Performance & Efficiency
Every bit as modern-looking and feature-packed as its rivals, the XUV300 is a good image builder for the Indian brand.
This XUV300 is powered by a 1.5-litre turbodiesel motor that pumps out significantly more power and torque than its 2 main rivals (listed in this article). Maximum power (86 kW) arrives at 3 750 rpm, while the impressive 300 Nm of peak torque is available between 1 500 and 2 500 rpm. Power goes to the front wheels via a 6-speed manual transmission (both rivals have 5-speed 'boxes).
The engine is quite a gruff unit by modern standards, particularly upon start-up, but it smoothes out nicely at higher revs. Mahindra says it has been extensively tested at Gerotek in Gauteng. On the road, the powerplant duly delivers the goods, with a strong surge in power when needed and well-spaced gear ratios for cruising – 1st gear is very short, it needs to be noted.
Mahindra claims a combined cycle fuel consumption figure of 4.8 L/100km (with the electronic start/stop activated), which translated into a real-world figure of around 6.0 L/100km during our test period.
Ride & Handling
The flagship XUV300 sports stylish 17-inch wheels – ride quality is good.
From behind the wheel the XUV300 delivers a class-competitive performance – that's no mean feat, seeing as the competition in the compact family car/small crossover segment is so stiff. Ride comfort is probably its strongest feature. Despite the relatively low profile rubber and the brand's promise of a "dynamic" drive, the Mahindra instead delivers a pleasingly absorbent ride on our deteriorating road surfaces and also put in a good performance on gravel. NVH (noise, vibration, harshness) suppression is good too, with only the slightly excessively engine noise (to reiterate, when the motor's cold and spinning at low revs) and heavy thuds from the suspension being particularly noticeable to the vehicle's occupants.
An interesting feature is the 3-mode adaptive steering, which allows the driver to set his/her preferred steering "feel". When set to "Comfort", it is lighter, making parking in town a cinch. Switch to "Sport" and there's more weight/directness to it. It's probably a little gimmicky for a vehicle in this segment, but one can definitely feel the difference between the modes.
Price and warranty
The flagship XUV300 1.5TD W8, as tested here, sells for R324 999 (May 2019) without options. The price includes an excellent 5-year/150 000 km warranty and 5-year/90 000 km service plan, adding considerable peace of mind.
Verdict
The first of a new generation of Mahindras, the XUV300 is a capable and surprisingly stylish compact crossover.
So, in summary, then… the Mahindra XUV300 beats its main rivals in terms of engine outputs, standard features, plus the warranty and service plan included in the purchase price. It might lag some rivals (particularly the Opel) in terms of overall perceived quality and refinement, but it's not a massive gap. Where it does fall behind, however, is in the area of luggage space and rear-cabin flexibility. If you're considering the XUV300 as a family car, you may have to make sure first that the load bay is big enough for you – the Opel and Renault are both significantly larger in the back.
We have no doubt, however, that the XUV300 will become an integral product for the Indian brand in the local market and that's not only related to projected sales volumes. During its stint in our test fleet, the Mahindra drew positive comments from onlookers for its design and quality, which indicates that, as an image builder, the newcomer has an important role to play. In our opinion, the XUV300 has the goods to do just that. If this offering is anything to go by, the days of simply ignoring Mahindra because of its awkward design or rough-around-the-edges interiors are over.
After the electrified Opel Corsa was leaked, we were impressed with what the 6th generation Corsa looked like. However, electrified cars aren't big in SA, so our interest turned to the conventionally-powered model which has now just been revealed. Here are some engine details and more information about the all-new Opel Corsa.
Since Opel was taken over by the PSA Group (Peugeot/Citroen), we've been expecting the new Opel Corsa to share more than a handful of components with the all-new Peugeot 208. With today's reveal, we can confirm that the newcomer is available with both petrol and diesel engines, and in Edition, Elegance and GS line trims.
"The reaction to the presentation of the all-electric Corsa-e – an electric car for everyone -is phenomenal", said Opel CEO Michael Lohscheller. "The Corsa with classic combustion engines will follow in its wheel tracks. Combustion engine or electric drive? At Opel, thanks to the multi-energy platform, both are possible in one model. The customer decides."
Let's get to those engines. With outputs ranging from 55 kW to 96 kW, there appears to be a good balance of performance and economy. The entry-level model is a naturally-aspirated 1.2-litre petrol engine with 55 kW (up 4 kW in comparison to the previous model) and is claimed to consume just 4.1 L/100 km. The next engine up is the excellent 1.2-litre turbocharged engine which is available in 2 power outputs (74 kW / 205 Nm and 96 kW / 230 Nm) and consumes 4.4 L/100 km. For those wanting a diesel option, there is the 1.5-litre turbocharged motor with 75 kW and 250 Nm. In terms of transmissions, there's a 5-speed manual gearbox, 6-speed manual gearbox and there's also the option of an all-new 8-speed automatic gearbox.
The new Opel Corsa makes clever use of lightweight materials to keep it under 1 000kg. This means that it'll be frugal as the engines don't need to work as hard and it should be quite nimble to drive. Opel Germany says the vehicle will be available to order from July 2019 and will go on sale from €17 850, with this top-spec GS Line pictured going for €19 880.
The local Unitrans Opel Distributor is working with Adam Opel Automobile GmbH on bringing the new Opel Corsa to South Africa with an expected late 2020 introduction.
The new Opel Corsa cabin features a few bits from PSA Group, like the gear selector, but it's still quite a distinctive interior
BMW M Performance Treatment Applied to 8 GC, 3 Touring and X1
The options and customisation of BMW's M Performance Parts have been rolled out to even more of the Munich-based manufacturer's products.
BMW's M Performance Parts catalogue has to be one of the most comprehensive of its kind and there's pretty much everything and anything to make your BMW different. Now its the turn of the BMW 8 Series Gran Coupe, BMW 3 Series Touring and BMW X1 LCI to receive some goodies.
BMW 8 Series Gran Coupe
Did a car this striking even need some visual upgrades? Some would argue no, it's already very pretty. However, for those wanting more, you can get an M Performance carbon fibre front grille, side grille and mirror caps. There are also some gorgeous 20-inch M Performance forged wheels and a brake upgrade. Inside, the M Performance steering wheel features Alcantara grips and carbon fibre shift paddles.
BMW 3 Series Touring
While the Touring/estate model of the new BMW 3 Series is not on sale in South Africa, you can still admire what M Performance has done to it. There are carbon fibre wings, a neat rear diffuser, and some gloss black detailing. A nice touch is the M Performance decals on the side sills and of course you can get uprated alloy wheels. For the 3 Series Touring, you can get these tasty 18-inch M Performance light alloy wheels, which also come with nice wheel bags. For the cabin, look no further than the M Performance Alcantara-equipped steering wheel.
BMW X1 LCI
The recently facelifted BMW X1 has also received some upgrades. Again, carbon fibre mirror caps and an M front grille in gloss black. There are also these striking 20-inch alloy wheels, but these are marketed as summer wheels and taking them offroad is probably not a good idea. The cabin of the BMW X1 also has the option of the M Performance steering wheel, M-branded floor mats as well as an M Performance key holder.
