Mercedes-Benz X-Class (2018) Launch Review

The arrival of Mercedes-Benz's eagerly awaited X-Class in the local market puts an official stamp on the advent of the luxury double-cab bakkie era in South Africa. But what of the new X-Class? Of course it’s similar to the Nissan Navara, but what’s bad about that?

There’s no point dancing around the one contentious issue of the new Mercedes-Benz double cab. So let’s unpack this right at the start so that we can better appreciate a really great bakkie. First, the chassis and componentry are shared with Nissan, as is the engine, the suspension and even some hard points on the bodywork have been carried over, most notably the greenhouse, especially apparent at the C-Pillar, where the door sill rises to meet it. Many vehicles share a lot more than this; proper sticker jobs, badge engineering. This is not that. This is Teutonic engineering and lots of it. Meet the Mercedes-Benz X-Class: a premium double-cab experience.

View the specs & price for the Mercedes-Benz X-Class in South Africa

Those rugged looks

Despite its Navara platform, there's no mistaking it for anything other than a Mercedes-Benz

The clearest point of distinction is in the aesthetic, in particular, the familiar GLE/GLC/GLA DNA in its front end. That’s bold grille dominated by two perforated lamellae rendered in chrome in our Power test unit, as is the bottom diffuser (or belt) and foglamp surrounds. Alternatively, you can have the more affordable Progressive model with body colour or dark plastics for similar surfaces. South Africa will not receive the bottom rung Pure models, which, to be fair, are workhorse-spec vehicles.

Towbars come standard at the rear, a bottom flanked by tall tail lamps and underscored by a chrome (also on Power models) rear bumper, and then – and this part is crucial, a Mercedes-Benz three-pointed star is placed dead centre beneath load bin’s handle. Out here at the back, traces of Navara are way less concealed than elsewhere, such as the cabin, where the Stuttgart firm has gone to great lengths to stamp its mark into everything from the Alcantara seats and 3-spoke steering wheel.

I miss a bit more stowage space in the space between the front seats… as it stands there’s enough for two cups and some loose change and that’s about it, unless you’re content with chucking the rest of your junk into the centre bin. It's hardly a fault, but it does take some getting used to if you’re the type of bakkie-enthusiast who packs a lot of small gear on your trips.

Safety technology and infotainment levels are at a level that you'd expect of a Mercedes-Benz, but that’s also par for the course considering how far double-cabs have come as lifestyle vehicles, or, in #CarsAwards parlance, Leisure Double-Cabs. The X-Class' meaty helm fills the palms well, the sign I hope of an engaging steering experience and since it will be the most direct connection between the front wheels and myself, we must talk about handling and performance next.

The cabin is upmarket, but lacking in stowage space

What's it like to drive?

Mercedes-Benz must be confident in the way its new bakkie handles as the firm constructed an interesting test route for the local media launch, replete with a compelling challenge. We covered a route of just under 200 km of asphalt and gravel sections, including the Montagu and the Outeniqua Passes, which the X-Class had little problem dispelling from the windscreen to the rearview mirror. It’s a tall "car" and handles as you’d expect, like a well-sorted bakkie and that’s just fine. But then we had the privilege of pointing our double-cab Benzes through the notorious Devil's Peak/Duiwel's Kop Pass, an old Voortrekker route that is both narrow and windy and here's the clincher, usually closed to the public. Also, it's a product of Thomas Bain, perhaps South Africa's most prolific builder of mountain passes.

Power is supplied from the same 2.3-litre turbodiesel engine in the Nissan Navara, but here it can be had in two outputs, 120 kW/403 Nm in the X220d or 140 kW and 450 Nm (X250d), all of which brings us neatly to that all-important sticker price.

Our test route covered many kilometres of gravel and tar, and we did some 4x4ing. The X-Class passes the first impression test.

So, how much will all this premium cost me?

Well, the entry level X220d 4×2 Progressive derivative can be had as "cheaply" as R624 103 – that’s a 2-wheel drive manual transmission bakkie – but even that can be optioned to the high heavens if you're not too careful. Pricing of the Progressive versions tops out at R696,785 before accessories. Opt for a Power X250d derivative, however and pay-to-play is a lofty R763 256, again without options, which, if added too liberally will take you frightfully close to a million-Rand bakkie. You can always have those accessories retrofitted, or spec them from a dealer. An automatic derivative will cost R791 315 and the V6-engined X350d is scheduled for later introduction.

It's nice, but it should be considering the price you're paying

View the specs & price for the Mercedes-Benz X-Class in South Africa

Summary

Mercedes-Benz claims “this is the first bakkie to convincingly combine the versatility of a double-cab with the luxury of a passenger car.” We don’t agree, the Volkswagen Amarok, of which the 3.0 V6 TDI 4Motion Highline Plus derivative is 2017/18 #CarsAwards Leisure Double-Cab Bakkie category champion, has long played this game and even the Navara has been a relatively premium affair, if only in comparison to its own NP300/Hardbody sibling.

The Benz offering is an expensive bakkie and much more than a "utility vehicle". It is refined, well-appointed, and for all intents and purposes a Mercedes-Benz. We have no doubt that it will sell well, and are watching closely to see if it overtakes the aforementioned more affordable Navara with which it shares its underpinnings. Should you buy it? Well yes, if you want a rugged Mercedes-Benz, a premium lifestyle-oriented one-tonner or both. And you're not afraid to spend whatever it takes to get one.

The good news is that there will be a brawny biturbo V6 diesel engine fitted to the X-Class. Watch this space.

Datsun Go Facelift Announced

Datsun has introduced a facelift of its Go and 7-seater Go+ budget cars. There are several changes, here's what the update entails.

Having just been launched in Indonesia, the 2018 Datsun Go and Go+ is expected to make landfall in South Africa before the end of the year. The changes are significant, with a smarter-looking exterior comprising new-look grille, tweaked headlights, sportier bumper with integrated daytime-running lights, side mirrors with built-in indicators and a revised rear bumper.

As far as cabin updates are concerned, the central console and air vents are new and a 6-inch touchscreen infotainment system has been added. Datsun claims that by optimising the backrest shape, seating comfort has been improved.

Datsun says it has rejigged the Go's suspension and fitted more insulation to improve on-road refinement. In terms of engine options, the Indonesian market has gained a CVT option mated to its 1.2-litre 3-cylinder naturally-aspirated petrol motor. The powerplant produces peak outputs of 50 kW and 104 Nm.

Strangely, there's no mention of any upgrades to the safety systems of the vehicle, which is odd considering its mechanically-similar cousin, the Renault Kwid, will see anti-lock brakes introduced in the near future. We'll update the story as more information comes to light.

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Volkswagen Arteon (2018) Launch Review

Volkswagen has launched a new flagship sedan in South Africa. The Arteon is a sharply-styled business class fastback and we drove the newcomer in Johannesburg this week. Should you consider the newcomer over its acclaimed rivals?

The new Volkswagen Arteon joins a throng of business class sedans that are vying for attention in a segment seemingly in decline as a result of the growing popularity of SUVs. The Arteon faces off against well-entrenched competition in the shapes of the BMW 3 Series/4 Series Gran Coupe, the latter of which is a category winner in the 2017/18 Cars.co.za Consumer Awards – powered by WesBank, the Mercedes-Benz C-Class, Audi A4/A5, Alfa Romeo Giulia and Jaguar XE.

With the (Passat) CC now confined to the history books, the Arteon slots in above the Passat and assumes the throne as Volkswagen's new flagship sedan. Is it worthy of your attention? Click here to view specification and pricing details for the new Volkswagen Arteon

Looking Good

The Arteon is long and wide, offering a spacious cabin and high levels of occupant comfort and loading practicality.

The Arteon is undeniably a stylish-looking sedan. Its fastback styling, coupled with a long bonnet that culminates in a distinctive front visage with a plethora of chrome grille slats and full LED lighting treatment, make the Volkswagen particularly attractive at first glance. Many offerings in this segment suffer from "cookie-cutter syndrome" with generally bland, unexciting, run-of-the-mill designs and the Arteon is fortunate to differentiate itself in that regard. There’s much more to like about this Arteon…

It’s built on Volkswagen’s MQB platform and thanks to a wheelbase measuring 2 841 mm, the Arteon's interior space, particularly for rear passengers is truly generous. You can literally stretch out back there! By virtue of the liftback design, similar to that of the Audi A7, BMW 3 Series GT/4 Series Gran Coupe and Porsche Panamera (to name but a few examples), the newcomer's load bay is long, reasonably deep and easily accessible; the quoted 563-litre capacity is significantly more than its rivals.

Familiar interior

The Arteon's interior will be familiar to Golf drivers and it's well-equipped with an Active Info Display and large infotainment system.

The Arteon’s interior design will be familiar to those who've ensconced themselves in a well-specced Golf 7.5, with a clean and functional layout that has proved popular with the automotive media and general consumers alike. As you would expect, interior build quality is excellent with a suitably premium cabin ambience.

Although the Arteon can be had in Elegance or R-Line trim, all of the vehicles at the launch were kitted out in R-Line trim, which adds a multifunction R-Line leather steering wheel and Nappa leather carbon-style seats with full electric functionality for both the driver and front passenger. There’s climate control air conditioning for front as well as rear passengers and comfort levels are high with the aforementioned legroom for rear passengers being a boon in this segment.

Perhaps the biggest highlight inside the Arteon R-Line is the standard digital Active Info Display and 9.2-inch Navigation Pro infotainment system, which lifts the interior's premium appeal to new heights. Other features include adaptive cruise control with front assist and city emergency braking, head-up display and a 360-degree camera.

How does it drive?

While the 206 kW petrol boasts the most power, we think the 130 kW diesel strikes a better balance between performance and efficiency.

There are 2 engines on offer in the Arteon including the range-topping 206 kW/350 Nm 2.0-litre turbocharged petrol engine and a 130 kW/350 Nm 2.0-litre turbodiesel engine.

Our launch drive started behind the 'wheel of the 206 kW 4Motion R-Line. The Arteon is a comprehensive grand tourer and it displayed excellent ride quality during the drive; buyers can be assured of high levels of driving comfort, even in the sportiest derivative. The engine is paired with a slick 7-speed dual-clutch transmission and shift paddles allow the driver to extract the most from the motor, while the car's on-road characteristics can be toggled via the Comfort, Eco and Sport driving modes.

The R-Line 4Motion responds positively to throttle inputs, but its comfort belies its speed, which is to say it’s speedier than it feels and this particular derivative is capable of accelerating from 0 to 100 kph in 5.6 sec, which is respectable. The steering feel is light and relatively communicative and this range-topping derivative also features all-wheel drive (hence the 4Motion), which enhances handling and stability. With a kerb weight of 1 601 kg, the Arteon feels more like a sportier Passat rather than an enlarged Golf GTI. Volkswagen claims a fuel consumption figure of 7.3 L/100 km, but we expect figures of closer to 10.0 L/100 km in real-world driving situations.

The Arteon delivers excellent ride comfort, which makes it perfect for long-distance touring.

If you want to maximise efficiency, then the 130 kW turbodiesel-engined derivatives make more sense. Although the diesel R-Line DSG lacks the outright punch of its petrol-powered sibling, its engine still manages to deliver acceptable performance. The powerplant is pleasingly quiet and refined in operation and power is delivered to the front wheels via a 6-speed DSG transmission. Fuel efficiency is claimed at 5.6 L/100km.

This derivative displayed admirable cruising ability out on the highway, but lacks immediacy lower in the rev range. However, we feel that this turbodiesel engine strikes a good balance between efficiency and performance and if you cannot be bothered with dicing hot hatches then this is probably the Arteon to go for.

Final thoughts

Finding favour with brand-conscious buyers will be the Arteon's biggest challenge on local soil.

We came away impressed with what the Arteon brings to the table. It’s a rather unique and stylish offering that looks better than most in this segment and it’s spacious and elegantly designed interior should grab many buyers’ attention. Although its performance can’t be described as earth-shattering, the Arteon has sufficient grunt to fulfil its duty as a comfortable, long-distance grand tourer. Furthermore, standard specification is good, which makes the package even more attractive.

The Arteon is a difficult car to fault and even though direct comparisons may reveal that it is better than its rivals in crucial areas, brand perception in this segment may very well prevent the Volkswagen from realising its sales potential on local soil (after all, those who've driven the latest Passat will attest to the fact that it's a superb all-round package, yet the latter's poor sales figures suggest that consumers are not attracted to its nameplate, at least not in significant numbers). Brand power in this segment counts for a lot and consumers are more likely to stick to brands that have established reputations and snob appeal in this segment. If that is indeed the case, it’s a pity, because we think that if you are in the market for a business class sedan, the Arteon should be right up there near the top of your shopping list…

We will have the new Volkswagen Arteon on test soon, so look out for a thorough evaluation coming your way in the near future.

Volkswagen Arteon – price in SA (May 2018)

2.0 TDI 130 kW Elegance DSG R599 900
2.0 TDI 130 kW R-Line DSG R649 900
2.0 TSI 206 kW R-Line 4Motion DSG R699 900

The Arteon comes standard with a 5-year/90 000 km maintenance plan, 3-year/120 000 km warranty, 12-year anti-corrosion warranty and a space saver spare wheel.

Kia Stinger: 5 Rivals it Has to Beat

The Kia Stinger is the Korean's first attempt at a true performance sedan and much is expected of it when it arrives in South Africa. Here are five rivals it will have to beat.

Powered by a 3.3-litre twin-turbo V6 engine which packs a 272 kW and 510 Nm punch, the Kia Stinger has notable performance credentials. Power goes to the rear wheels via an eight-speed automatic gearbox. Kia claims a 0-100 kph time of 4.9 seconds and it'll run onto a top speed of 270 kph. Kia South Africa has confirmed a price tag of R859 995, which may seem a lot, but when compared to its rivals and spec-for-spec, it looks like quite reasonable bang for buck.

The Kia Stinger has the spec advantage as it comes fully loaded, whereas some of its rivals need optional extras that increase the total list price. On paper then, things look quite good for the Korean, but will this be enough to sway the South African buying public who are German car-obsessed?

Use our compare tool to see how these cars stack up against each other

Audi S5 Sportback (R936 000)

The first German out the block is the Audi S5 Sportback quattro, a stylish and luxurious offering. Powered by a 3.0-litre turbocharged V6 with 260 kW and 500 Nm, it's brisk to 100 kph, which Audi claims is dispatched in just 4.7 seconds. It also has all-wheel drive, meaning it's not going to be as hands-on as the Stinger, but it's still an admirable GT.

Audi S5 (2017) Review

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BMW 440i Gran Coupe (R929 501)

The stylish BMW 440i Gran Coupe M Sport is one devilishly handsome vehicle and based on looks alone, you wonder why people still buy the 3 Series. It features a 3.0-litre turbocharged straight-six motor which produces 240 kW and 450 Nm. Power goes to the rear wheels via an eight-speed automatic transmission, and it'll hurtle to 100 kph in a claimed 5.1 seconds. It's unusual for a BMW to be the slowest car amongst its competition, but in a straight line battle, it appears to be slightly outgunned.

BMW 440i Coupe M Sport (2016) Review

BMW 420i Gran Coupe (2017) Quick Review

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Mercedes-AMG C43 (R924 238)

Recently facelifted, the new Mercedes-AMG C43 has yet to reach our shores, but it's also promising brisk straight-line performance thanks to a 3.0-litre biturbo V6 engine mated to an all-wheel-drive setup. AMG claims the C43 will breach 100 kph in a claimed 4.7 seconds. We do expect that the updated C-Class will go on sale in SA during the second half of 2018.

Facelifted Mercedes-AMG C43 Announced

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Jaguar XE S (R1 014 161)

Unfortunately, the pricing of the Jaguar XE S really hurts it as on paper at least, it looks like a formidable offering. It too features a blown 3.0-litre V6. With 280 kW and 450 Nm, it'll race to 100 kph in a claimed 5 seconds. The Jag offers rear-driven handling dynamics and one of the most adaptable chassis in the segment, offering comfort and sportscar handling in the same package.

Jaguar XE (2018) Range Expansion

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Ford Mustang (R872 200)

While all of the above cars are four-door models, it's interesting to point out that for very similar money to the Kia Stinger, you can get behind the wheel of the iconic American muscle car. Admittedly it's a manual-equipped derivative, but when you fire up that 5.0-litre Coyote V8 motor with 306 kW and 530 Nm, you'll forget about having to row the gears yourself. Ford claims the Mustang will do 0-100 kph in 4.8 seconds. The Mustang also continues to be SA's best-selling sportscar, something the Stinger will be hoping it can eat away at.

Ford Mustang 5.0 GT Fastback Auto (2016) Review

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Toyota Etios Sport (2018) Specs & Price

Toyota adds a new Sport model to its Etios range. Expect it to join the fray during May 2018.

The Toyota Etios Sport is a new limited edition model bolstering the Etios range. The Sport moniker is used merely to describe the specific look the newcomer dons.

Special additions for the Etios Sport include a two-tone paint job, rear spoiler, special 15-inch alloy wheels and a digital rev-counter. Not to mention the new Sport badge plonked on the rear.

The Sport is only available in two colours, namely Retro Red and Glacier White. The two-tone aspect of the colours involves a black roof accompanying the red or white choice.

The Etios Sport is still powered by the same 1.5-litre naturally aspirated petrol engine. Complete with 66 kW and 132 Nm and a 5-speed manual gearbox, it makes reasonable forward progress.

Toyota’s new model sits plumb in the middle of the Etios range and comes standard with manual air-conditioning, 4 speaker sound system with USB, front fog lamps, dual airbags and ABS with EBD.

Pricing

Toyota Etios 1.5 Xi hatchback: R171 000

Toyota Etios 1.5 Sprint hatchback: R176 300

Toyota Etios 1.5 Sport hatchback: R178 800

Toyota Etios 1.5 Xi sedan: R179 500

Toyota Etios 1.5 Sprint sedan: R184 400

Toyota Etios Cross 1.5 Xs hatchback: R198 400

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Nissan Patrol 5.6 LE Premium (2018) Review

The Patrol is Nissan's top-tier SUV, replete with its go-anywhere-in-luxury attitude and a large-capacity V8 engine. Is this old-school behemoth still relevant amid the onslaught of premium SUVs on the new vehicle market?

We like: Effortless terrain-conquering ability, responsive V8, cocooning cabin.

We don’t like: Thirst, outdated infotainment system, kitsch interior trims.

Alternatives

The other luxury Japanese off-roader: Toyota’s Land Cruiser 200 is only available in a V8 diesel guise, but offers the same off-road bias and old-school luxury.
The modern take: Land Rover’s new Discovery features all the modern tech you need. It works both on-road and off-road, but more features means there are more things that can go wrong.

Compare the specs of the Patrol with the Toyota and Land Rover here

What is it?

The Nissan Patrol has been around for more than 60 years and suffice to say it has conquered landscapes all over the globe. This iteration encompasses everything Nissan has to offer in an SUV, both in terms of in-car technology and off-road ability. Seven seats are wrapped in 2.8-tons of metal and powered by the (seemingly) long lost art of natural aspiration… yes, a 5.6-litre petrol V8 sits under the bonnet, which powers all four wheels and enables the Patrol to tow a 3.5-tonne load with ease.

At 5.1-metres long and 2.0-metres wide, the Patrol casts an imposing figure on the road.

While most cars have been designed to conform with current trends, the Patrol stands out like a rock of ages, appearing as the same square giant it was 6 decades ago.

On the inside, and with this new model, the Patrol features a plethora of safety systems and updated onboard technology, all wrapped in a mix of leather and wood trim.

How does it fare in terms of…

Kerb presence?

As it weighs nearly 3-tonnes, there isn’t much in the way of SUVs that can match the presence of the Patrol – it’s a huge chunk of machinery. The metallic front grille makes a statement, but not quite as much as the solid-block side profile. It’s almost bus-like in appearance, with a long rectangular body and a horizontal tail.

The Nissan's ground clearance is 272 mm, therefore it takes a bit of effort to climb aboard and pull yourself into the capacious cabin. The seating position is commanding; you certainly sit on top, rather than in, the "captain's chair", but it would be preferable if the steering column offered a bit more reach adjustment.

Even in 7-seater configuration, all occupants are afforded good headroom.

The beating heart of the Patrol is the 5.6-litre V8 under its bonnet, which is mated with a 7-speed automatic gearbox. The motor delivers peak outputs of 298 kW and 560 Nm of torque and because there’s no turbo to spool up, throttle response is quicker than you might expect and the thrum of the V8 is uninterrupted as it winds up its rev range. There’s also something to be said for the admiring glances that the Patrol attracts; people still show respect to a towering vehicle with a V8 badge on its back!

The drive for optimal fuel efficiency remains (and will remain) paramount to the automotive industry, which makes the Patrol's V8 (and others of its kind) seem anachronistic. Claimed fuel consumption is 14.6 L/100 km, but you are more likely to see 16L/100 km if you venture near a city or indulge in serious off-roading. On open stretches of freeway, we recorded 12.5L/100 km as our best return. At least you can get decent range thanks to the 140-litre capacity of the fuel tank.

Luxurious comfort?

Where the Patrol differs from models such as the Land Rover Discovery or Mercedes-Benz GLE is in the distances it will be required to cover. A Patrol is bought with plans to cross borders, wade into Africa and there’s a sense of dependability that 60 years of doing that brings.

Its off-road credentials are undeniable and things are made simpler with on-the-fly changes from auto(2h) to 4-high and 4-low modes. There is also a terrain selector switch that lets you adjust the traction control and off-road systems to deal with rocks, snow, sand and tarmac.

Actual refrigeration in the centre console with a big enough console to store 2 drinks bottles.

The leather seats are supportive and provide excellent comfort over long distances. There’s loads of space in the rear; in fact, even the 3rd row of seats can accommodate adults.

The wood panels that surround everything on the dashboard feel a little kitsch and overdone, however. It doesn’t exude a premium feel like wood trim does in a premium German sedan, it feels more like a glossy and chincy addition to the cabin. The DVD player in the centre of the dash alludes to the old school design of the Patrol. The rest of the cabin, wrapped in leather, is better to look at and touch, although the curtain-like ruffles on the door trim look old-fashioned, for what that's worth.

The refrigerated centre console is great for keeping drinks cold and having a total of 9(!) cup holders positioned throughout the cabin is certainly a boon. A pair of USB ports are provided up front and there is entertainment in the form of screens mounted in the headrests for rear passengers.

The infotainment system could benefit from a higher-resolution screen, but at least it comes with niceties such as navigation and displays 360-degree camera angles, the latter of which makes parking the mammoth Nissan a touch easier.

Driving comfort?

The suspension tuning on the Patrol is softer than you’ll get on almost any modern SUV, the off-road bias dictates that as there’s loads of wheel travel available in adverse conditions and with no air suspension, there’s less to go wrong. That means you hardly feel gravel roads as you power over them commandingly.

Leopard print wood anyone? The leather seats are particularly comfortable, however.

The steering is on the lighter side, again, because of the off-road bias where swinging the wheel, often while stationary, needs to be quick and easy. Out on the open road, the light steering doesn’t affect the Patrol as much as it does in the Land Cruiser or the FJ Cruiser, which seem to get their wobbles on at speed. The Patrol remains sturdy and controllable and now has added modern technology to make long-distance driving simpler.

Adaptive cruise control is probably the most useful feature you’ll use on long journeys and takes the hassle out of engaging and disengaging cruise control continuously. Then there are additions such as drowsiness detection, blind-spot detection, torque vectoring to help stabilize the Patrol around corners and lane departure warning –which you will probably turn off the moment the roads start to become devoid of visible markings.

Pricing and warranty

The Patrol SUV is only available in one model: this 5.6-litre V8 LE Premium. It retails for R1 31 0900 (May 2018), perfectly matching the Land Cruiser 200, which is only available as a diesel. The Patrol comes with a good 6-year/150 000 km warranty and a 3-year/90 000 km service plan. Service intervals are every 15 000 km.

Verdict

There's something to be said for the value of old-school mechanics should you get stranded in the middle of nowhere.

The Nissan Patrol is old school, but infused with a bit of new technology to keep the overlander contemporary. It’s no Land Rover Discovery when it comes to adaptability and modern city living, but, if you’re looking to do long distance and venture well beyond the beaten track then you want the reliability and dependability of something like a Patrol. And, they say that with fewer gimmicks and electronics, there’s less to go wrong, especially when you’re venturing deep into the bundu.

The Patrol offers excellent long-distance comfort and the addition of adaptive cruise control will no doubt serve you well on those many, many kilometres behind slow vehicles and trucks. The V8 under the bonnet offers responsive and brutish power, enough to tow whatever you want to the marshlands of the Okavango. The fuel consumption is significant, but that won't come as a surprise to this Nissan's target market…

The interior seems to have been slapped together as an afterthought, unfortunately. In order to endow the Patrol's cabin with a decidedly premium ambience, Nissan thought it best to scatter wood trim everywhere. It hasn't quite done the trick, but at least there’s still excellent space for people and things to be stored in the cabin.

It may be hard to fathom, but there is definitely a market for the Patrol… Land Cruiser 2000 sales show that around 100 people a month consistently buy into this type a vehicle and the Nissan, armed with the added modern comforts it offers, appears an excellent competitor to the Toyota…

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Volkswagen Arteon (2018) Specs & Price

The striking Volkswagen Arteon has landed in South Africa and we have specifications and pricing for this model. Here's what you need to know about the newcomer.

Volkswagen calls its new Arteon, which replaces the outgoing Passat CC, a 5-door grand tourer, which pitches the newcomer against the BMW 4 Series Gran Coupe, Audi A5 Sportback and a slew of other business class sedans, including the upcoming Kia Stinger.

Built on Volkswagen's lauded Modular Transverse Matrix (MQB) platform, the Arteon boasts a wheelbase of 2 841 mm, is 1 871 mm wide and 1 427 mm tall. The range comprises 4-cylinder engines only, with one turbodiesel and one turbopetrol motor, both of which are mated with a Volkswagen (DSG) dual-clutch transmission.

The 2.0 TDI DSG is available in Elegance and R-line trim lines. Its 2.0-litre turbodiesel has peak outputs of 130 kW and 350 Nm, with power going to the front wheels via a 6-speed DSG. It'll be the most frugal of the motors, with a claimed consumption figure of just 5.6 L/100 km.

The petrol engine, meanwhile, is a 2.0-litre turbocharged unit, which delivers 206 kW/350 Nm and is mated with a 7-speed DSG. The motor powers the top-of-the-range all-wheel-driven Arteon derivative that is claimed to complete the 0-100 kph sprint in 5.6 seconds before going on to a limited top speed of 250 kph. It's a little thirstier than its diesel sibling at 7.3 L/100 km.

Elegance-spec

Exterior:

Chrome wing mirror caps
LED tail lights with dynamic indicator light function
18-inch 'Muscat' alloy wheels
Continuous chrome trim strip on lower bodywork
Heated windscreen washer jets
Chrome strips on side windows
LED tail lights
LED headlights with LED daytime running lights
Alloy wheels (from 18-inch)
Keyless Go locking system

Interior:

Aluminium pedals
Instruments, dashboard and door panels with individualised look and trim in brushed aluminium
Contrast stitching on seat covers and floor mats
Seat covers in Nappa leather
Stainless steel door tread plates, front and rear
Composition Media infotainment system, including eight loudspeakers, AUX-IN and USB (Apple-compatible)
3-zone electronically controlled air conditioning system
Multifunction steering wheel in leather (with shift paddles on DSG models)
Driver Alert System
Progressive steering

R-Line spec

Exterior

'C'-signature of the front air intakes in high-gloss black
19-inch 'Montevideo' alloy wheels
Heated windscreen washer jets
Unique R-Line bumpers
Continuous chrome trim strip on lower-bodywork
Chrome-plated exhaust system tailpipes
Black boot lid spoiler
Privacy glass
Power folding mirrors

Interior

Leather sports multi-function steering wheel in R-Line design
Aluminium pedals
Roof liner in 'Titanium Black'
Stainless steel door tread plates front and rear with R-Line logo on front plates
Nappa Leather/Carbon Style seats with R-Line logo
Front seat heating

Volkswagen Arteon Price in South Africa

The new Arteon comes standard with a 5-year/90 000 km maintenance plan, 3-year/120 000 km warranty, 12-year anti-corrosion warranty and space saver spare wheel. Service Interval is 15 000 km.

2.0 TDI 130 kW Elegance DSG R599 900
2.0 TDI 130 kW R-Line DSG R649 900
2.0 TSI 206 kW R-Line 4MOTION DSG R699 900

SA’s Fastest 4-Cylinder Cars

Downsizing doesn’t have to mean going slower. Here are South Africa’s fastest 4-cylinder cars in the new vehicle market… and some of the models on this list might surprise you.

Emissions regulations might have made engines smaller, but they haven’t made cars slower. Legislate a change and engineers simply show how much cleverer they are, by extracting more power and performance from engine sizes and configurations your grandparents could never imagine.

The result of downsizing has been a proliferation of exceptionally powerful 4-cylinder engines, produced mostly by German manufacturers. This was not always the case, of course. Fifteen years ago, the only true 4-cylinder performance cars you could buy – capable of annoying supercar owners for a few hundred meters – were Japanese, from Subaru and Mitsubishi. In 2018, even Subaru’s once unrivalled WRX STi is no longer a top-5 fastest 4-cylinder car in South Africa.

As the 2nd quarter of 2018 starts, the list of quickest 4-cylinder cars in South Africa has changed with the introduction of a new entity, disposing of some of the established 4-cylinder giant-killers which dominate braai-side arguments and online trolling. We have the list of South Africa’s fastest 4-cylinder cars all tidily detailed and tabulated for you below.

There are some curious omissions. Cars which appear for all the world to be incredibly fast, but just aren’t. There are some 4-cylinder transplants which have been less than successful, such as Jaguar’s F-Type and Ford’s EcoBoost powered Mustang. A notable exception is Ford’s Focus RS, which was destined for inclusion, but is ultimately a tenth off due to its 6-speed manual gearbox, whilst its rivals benefit from the immediacy of dual-clutch gear engagement.

5. Audi S3 Sportback R651 100

To access the full potential of VW’s Golf R, you amazingly pay a bit less and get Audi’s S3 Sportback, featuring the same engine, with its full complement of 228 kW. Somehow Audi technicians feel confident that they can deal with any ‘warm’ climate issues S3 customers could encounter in South Africa.

S3 Sportback is the litmus test for power outputs often being a comparative game of diminishing returns, as those 15 additional kilowatts net absolutely no gain in performance over a Golf R, which is marginally lighter. The Audi S3 runs a 0-100 kph time of 4.6 seconds and tops out at 250 kph.

Audi S3 Sedan (2017) Quick Review

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4. Golf R R664 400

Golf R’s always been a subject of contention locally, due to its feathering of power output: South African market Golf Rs peak at 213 kW, whilst right-hand-drive Golf Rs in the U.K. are good for 228 kW. Ostensibly it’s because of our ‘warmer’ climate conditions, but fuel quality is perhaps closer to the technical truth.

The presence of Audi’s S3 models creates a bit of product rivalry tension, but despite the power discrepancy, our ‘mellower’ Golf Rs are in no way shy when measured against performance benchmarks. A Mzansi-specification Golf R still runs 0-100 kph in 4.6 seconds and a true 250 kph top speed.

Volkswagen Golf R, GTI & GTD (2017) Track Comparison Video

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3. Mercedes-Benz A45 AMG R805 807

There is certainly an argument to be made that no other four-cylinder car has captured the imagination, and created expectation in quite the manner of AMG’s hatchback. It remains the most powerful four-cylinder car you can buy in South Africa, with the hand-built M133 engine boosting to 280 W.

A45 is not a study in how to build the lightest possible performance hatchback, it weighs 1 555 kg, heavier than either Golf R or S3 Sportback, but with an abundance of power and torque (475 Nm), AMG’s pocket rocket certainly does as it was intended to. The optional Drivers Package yields a 270 kph top speed and on a high-friction surface it will run an absolutely phenomenal 0-100 kph time of 4.2 seconds, which puts it very much in a class of its own. But not quite at the top of the four-cylinder class in South Africa.

Drag Race: Audi RS3 vs Mercedes-AMG A45

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2. Alfa Romeo 4C Spider R1 352 900

A forgotten car to most, but a very special one and if you have the money, Alfa Romeo South Africa can most certainly provide you with a new 4C. Exquisitely light, the Roadster weighs only 1 128 kg, making it the lightest car on our list, and the second fastest. Technically, it ties with our number one listing on acceleration, both running a 4.1 second elapsed time from 0-100kph, but the Alfa’s top speed is a touch more conservative, at 258 kph.

Outright speed was never Alfa’s intention with 4C. Featuring a carbon-fibre platform, compact dimensions and limited mass, this was always a car designed to provide unfiltered driver feedback, to explore the nuances of driving which have been forgotten in a world of algorithmic assistance systems. It doesn’t even have power steering… And at 177 kW and 350 Nm, it’s by quite some margin the least powerful car on our list. But its ranking as the near fastest four-cylinder car you can buy in South Africa pays credit to the belief that power is nothing if you don’t pay attention to how many kilograms you are trying to accelerate.

Alfa Romeo 4C (2014) Review

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1. Porsche 718 Cayman GTS R1 122 000

The latest four-cylinder performance car available in South Africa and right to the top of the list. For Porsche traditionalists, the four-cylinder Boxster/Cayman models are troublesome regarding their acoustics. There is simply no way of engineering a four-cylinder engine to replicate the sound generated by one with two additional pots. That said, the 2.5-litre flat-four powering the 718 Cayman GTS does arc some impressive outputs on a dyno graph: 269 kW and 430 Nm.

It’s not the most powerful four-cylinder you can buy, but it is the fastest. Whereas the four-cylinder hot hatches harness their engine performance with all-wheel drive, Porsche prefers rear-wheel drive only for its mid-engined cars, such as 718. The PDK dual-clutch transmission can change gears better than any human, and with the benefit of Porsche’s Sport Chrono package – which sharpens engine and transmission interaction on request – 718 GTS is good for a 0-100 kph run in 4.1 seconds.

True, that 0-100 kph time merely equals the Alfa 4C, but what ranks the latest 718 above all is its runaway top speed of 290 kph. The Porsche might have a lower roofline than any performance hatchback, only two-seats and dedicated aerodynamics, but to extract 290 kph from a four-cylinder engined vehicle, that does take some very committed – and clever – engineering.

Porsche 718 Cayman & Boxster GTS (2018) Launch Review

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Jaguar E-Pace D240 R-Dynamic HSE (2018) Review

Jaguar’s eye-catching new premium compact family car brims with technology, but its arrival in the South African market coincides with the introduction of rival products such as the BMW X2 and Volvo XC40, all of which leaves buyers with some tough decisions to make. We recently tested the top-spec turbodiesel-powered D240 AWD R-Dynamic HSE derivative. How good is it and should you consider it?

We Like: Styling, good build quality, performance and handling, standard features

We Don’t Like: Pricey, thirsty, harsh ride on poor surfaces

Alternatives (prices as of April 2018):

Swedish style: Consider the Volvo XC40 D4 AWD R-Design priced at R639 200.This XC40 is considerably cheaper than the E-Pace D240 R-Dynamic HSE, but it’s not quite as powerful – the Volvo's 2.0-litre turbodiesel delivers peak outputs of 140 kW and 400 Nm. There are a number of options available, but you could spec them additionally and still undercut the baby Jag on price.
German class: Consider our Cars.co.za Consumer Awards – powered by Wesbank Executive SUV category champion, the Mercedes-Benz GLC250d 4Matic AMG Line priced from R782 590. The GLC is technically in another segment to the E-Pace, but its cheaper than its British rival in standard guise. The Benz's 2.1-litre turbodiesel engine offers outputs of 150 kW and 500 Nm. Its standard specification is not as comprehensive as its British rival, so you may have to spend extra to have nice-to-have features too.
Bavarian accessory: Consider the BMW X2 xDrive20d M Sport sports automatic priced from R702 792. The lower-riding X2 offers 140 kW and 400 Nm from its 2.0-litre turbodiesel engine and many desirable features are optional, so, again, you'll need to spend every extra penny to kit it out to the same level as the E-Pace.

Compare the Jaguar E-Pace D240 AWD R-Dynamic HSE with the Volvo XC40 D4 AWD R-Design and the Mercedes-Benz GLC250d 4Matic AMG Line

What is it?

Jag's baby SUV joins a competitive segment where it will rival new models such as BMW's fashionable X2 and Volvo's suave XC40.

The new E-Pace is the latest addition to Jaguar’s growing SUV family. It’s a premium compact family car/small luxury SUV that slots in below the larger F-Pace and serves to not only bolster local sales and attract new clientele to the Jaguar brand, but to boost public perception of the famed Coventry-based marque, especially in a segment that’s becoming increasingly crowded. The E-Pace has some convincing to do, however, as buyers are simply spoilt for choice with a range of attractive competitor products on offer, most notably the new Volvo XC40 and BMW X2. Should the E-Pace deserve to be on your shortlist? We sampled the sporty E-Pace D240 AWD R-Dynamic in HSE trim to find out…

How does it fare in terms of…

Visual attraction?

Slick and powerful styling makes the E-Pace a stylish choice in the compact luxury SUV segment.

The test team members were unanimous in their assessment: the E-Pace's design is strikingly attractive. It shares some design cues with the F-Type (which is a good thing) and it looks powerfully athletic with its high, bulging hindquarters. The E-Pace in R-Dynamic guise adds attractive touches such as an imposing gloss-black grille with the grille surround and side vents finished in satin chrome, while bumper-integrated twin tailpipes emphasise the Jaguar's sporty bent.

Products in this segment are associated with elegance, style and class – and the E-Pace is no different, but the newcomer also communicates power and performance better than any of its rivals… If overt sportiness is what you're looking for, the E-Pace hits the mark. This Jaguar will definitely draw admiring glances, which, some buyers may argue, is its primary purpose.

Performance and efficiency?

You may ask: Is the E-Pace as fast as it looks? The short answer is yes, but not in a "performance SUV" kind of way. This E-Pace builds its momentum quickly and confidently and it has more than enough shove to facilitate high-speed cruising and enable punchy overtaking manoeuvres. There is the initial lag when you hammer the accelerator, but with a claimed acceleration time of 0 to 100 kph pegged at 7.4 seconds, the Jaguar's quicker than most of its rivals in this segment, barring the turbopetrol-engined Alfa Romeo Stelvio.

That’s because the D240 R-Dynamic HSE has a particularly powerful 2.0-litre turbodiesel engine that directs 177 kW and 500 Nm of torque to all 4 of the E-Pace's wheels via a slick 9-speed automatic transmission. The engine has a distinct turbodiesel note at start-up and at higher revs it’s perhaps not the most refined engine in terms of noise, but it’s not an overbearing bin.

The E-Pace D240 offers powerful performance but it's a thirsty option.

The driver can use the steering wheel-mounted paddles to flick through the ratios on spirited runs or simply let the transmission do all the work, which it does well. There are various driving modes at your disposal such as Dynamic, Normal, Eco and Rain/Ice/Snow, the latter of which deals with extra slippery surfaces. The driver can also configure the settings for the steering, throttle and engine depending on their preference. A few added sporty touches include a G-force meter and a lap timer, because, well, why not?

This E-Pace feels brisk and largely unflustered on the road, but fuel efficiency is not its strength. Jaguar claims an optimistic 6.2 L/100 km, but we didn't see indicated figures below 11.0 L/100k m during our test, which was rather disappointing. We drove the rivalling BMW X2 xDrive20d recently too and it returned far better figures (in the region of 7.0L/100 km).

Ride and handling?

The E-Pace is built on the same platform as the ageing Range Rover Evoque and, consequently, employs less lightweight material in its construction than some of its contemporary premium compact family cars. Despite its relatively truncated dimensions, the Jaguar has some surprising heft (it weighs about 1 843 kg) which is, interestingly, heavier than its larger F-Pace sibling. That's also a good explanation for why it "drinks" so much fuel – the engine simply has to work harder to move all that mass. The weight is felt through the steering, but it’s still pleasingly responsive with a solid, planted feel. It feels quite sporty and handles corners with assurance and poise.

It might be compact but the E-Pace is not a lightweight, it weighs more than the larger F-Pace.

The driver’s seating position is elevated and consequently, it feels like you sit on, and not in, the seat, which creates the sensation that the E-Pace is top-heavy, even though it remains mostly stable when cornering at higher speeds. Handling is optimised by virtue of Jaguar’s Active Driveline AWD system, which can split torque between the front and rear axles depending on driving conditions – all torque can be delivered to the rear wheels if required. Under normal cruising conditions, the AWD disengages and the E-Pace is driven via the front wheels until its needed for cornering or slippery conditions. These changes happen quickly and are mostly imperceptible to the driver.

In terms of ride comfort, the E-Pace’s suspension setup is on the firmer side, which suits its sportiness. However, riding on large 20-inch wheels, we did find the ride to be crashier/harsher on bumpy, uneven sections of tar, but, for the most part, comfort levels are good; the E-Pace is well suited to everyday driving on most surfaces.

Interior comfort and features?

Standard specification is good but there's also a myriad of desirable options to choose from. The 12.3-inch digital instrument cluster is worth the extra spend.

The E-Pace’s interior is solidly constructed and although much of the cabin is hewn from premium quality materials, some harder plastic trim elements (around the instrument cluster, for example) are a little less desirable, but that is perhaps where the criticism ends.

The leather-clad dashboard is vast in size and some might appreciate the passenger grab handle that’s familiar from the F-Type. In terms of occupant comfort, the E-Pace does not disappoint; the 18-way electrically adjustable heated/cooled (optional) sports (front) seats, which are wrapped in Ebony Windsor leather, are a particular delight for weary bones. The steering wheel is also adjustable for rake and reach, which makes it easy to find a comfortable driving position.

The infotainment system is easy to use but it can be slow to upload information.

The Jaguar's 12.3-inch digital instrument cluster instantly creates the impression of class and sophistication; infotainment comes courtesy of a 10-inch Touch Pro touchscreen with voice control and the interface has a tiled layout (much like a smartphone) and is therefore reasonably easy to use. Pinch and zoom functionality is also particularly useful when using the standard navigation. Although the system is intuitive and easy enough to use, it can be a bit slow to load information. Furthermore, a wifi hotspot can be created to connect up to 8 devices and up to 5 USB ports are on offer as an option (2 are standard).

Standard equipment includes dual-zone climate control, adaptive cruise control, front and rear park distance control with rear camera, parking pilot, lane keep assist, blind spot monitoring and a 380W Meridian sound system with 11 speakers as standard. Nice-to-have optional features fitted include a 360-degree surround camera system (R4 700), head-up display (R15 700) and panoramic sunroof (R14 900).

Practicality?

The E-Pace is a practical choice with a spacious loading bay, which expands substantially with the rear seatback folded down.

The E-Pace fares well in terms of practicality. Load space is claimed at 577-litres, which is substantial, while the 60/40 split rear seats can be folded down to access the full 1 234-litres of utility space. As part our test, we put the E-Pace to work by loading it to the brim with 15 bags of compost as well as larger items such as wooden pallets and surfboards. Needless to say, the E-Pace coped well with a variety of load sizes and the electrically-operated tailgate makes loading a bit easier too.

Passengers will find comfort in the rear, but taller passengers might find the head and legroom to be unsatisfactory.

Rear passenger space is average, with just about enough leg, head and shoulder room for an average-sized adult. What's more, the roofline slopes down towards the rear, which means headroom might be tight for taller aft occupants.

Ample storage spaces are availed around the cabin. The central storage bin is deep and capacious and so are the door pocket mouldings, which can store bottles and other goods. There are also 2 cup holders for front passengers, which can be removed for more oddment space. Rear passengers can also make use of the central armrest, which houses 2 cup holders and a small tray to place oddments while in transit.

Pricing and warranty

Although pricing for the E-Pace starts at a competitive R608 516 for the entry-level D150 AWD derivative, this E-Pace D240 AWD R-Dynamic HSE is priced from R858 213. However, with a number of optional extras fitted, this test unit’s total price comes in at a heady R954 000!

The E-Pace is sold with a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan.

Verdict

Th E-Pace D240 R-Dynamic HSE has its appeal, but its steep pricing might force buyers to consider other options.

This E-Pace D240 R-Dynamic HSE, from a product perspective, is quite difficult to fault as it does so much really well. It has attractive styling inside and out and delivers good overall performance and handling while also displaying relatively high levels of comfort and practicality.

However, its poorer-than-expected fuel efficiency is a drawback that buyers will have to factor in, but we also suspect that this engine might not represent the sweet spot in the E-Pace range. We have yet to test other engine derivatives in the E-Pace range so we reserve judgement in that regard for now…

The chink in this particular E-Pace’s armour is its pricing. Although its standard specification is generous compared to those of its rivals, its base price is lofty and further compounded when you indulge in extra options. It’s expensive, but bear in mind that its seemingly cheaper rivals will require a fair amount of speccing-up to match the of this E-Pace. However, if you are looking for a premium compact family car with an emphasis on performance and handling ability, then this E-Pace is well worth a closer look.

Buy a new or used Jaguar E-Pace on Cars.co.za

Effects of 1% VAT Increase on Vehicle Sales

The VAT increase was supposed to have a huge effect on vehicle sales in April 2018… but what really happened?

If you service the bond on a property, you’ll be very aware of the difference a 1% financing surge makes to your monthly financial health. The month of April 2018 was no joke for South Africans as government’s first VAT increase since 1993 took effect, with the value-added tax rate increasing from 14% to 15%.

During April, signs informed grocery and consumer goods shoppers that their purchases had increased by no mandate of management, yet the VAT burden on a tube of whitening toothpaste is incomparable to that of a new automobile. South Africans are voracious new vehicle buyers and the industry feared that an increase in VAT would lead to a market retraction in April. Were they right?

Did a percentile make a difference?

After national sales statistics for April had been tabulated and collated, the numbers were ripe for analysis. On a simple month to month comparison, the influence of government’s new VAT rate would appear obvious: it repelled a great deal of new car purchasing momentum.

For April, new car purchases shrank from 32 176 in March to only 23 928. That’s a startling 25% less activity and in a market where single-digit percentage movements up or down are considered radical. And those are for new passenger cars, excluding South Africa’s huge bakkie market.

The Ranger and Hilux are consistently the 2 best-selling vehicles in the country.

The single- and double-cab market proved even less resilient to the 1% VAT increase. In March it was worth 14 701 new units, decreasing to 10 580 in April, registering a 28% retraction. Again, an absolutely massive downturn.

Although the data appears to tell a quite convincing truth, could the VAT increase solely be to blame for this abrupt retraction in South African new vehicle sales? Comparing these two sequential months, one must be open to the possibility that March could have harvested unnaturally intense sales activity as buyers were actively bringing their purchase decision forward, to avoid the VAT increase. There is no perfect statistical test for whether this was the case, but by comparing April and March sales year on year, there should be a trendline revealing any discrepancy.

There's a new entrant coming the local bakkie market in May 2018, will it make a dent in sales?

When the 2017-to-2018 data is correlated it – amazingly – shows a negligible difference between the months a year apart. In 2017 new car sales fell from 31 034 units in March to 22 452 in April, a decrease of 27%. For bakkies the pattern was similar, volumes contracting from 14 882 to 10 592 which rounds off to 29%. The contraction from March to April in 2018, despite the VAT increase, is almost unbelievably less severe by 1-2%. A year on with a new President and much economic optimism, the VAT increase appears to have virtually no influence on new vehicle purchases if year-on-year pattern data is compared.

What is bizarre, beyond the issue of VAT increases, is why there is such a precipitous drop-off in sales each year from March to April. The only explanation appears to be that South Africans accept that the multitude of public holidays in April destroys trading volumes by about 25% each year.

Are bakkie VAT claims that influential?

Having established that there was no deviation in the year-on-year sales momentum due to government’s 2018 VAT increase, the question remains whether this 1% VAT adjustment, billed as something severe to automotive consumers, has passed completely without consequence.

For the passenger car market, it appears to be the case, with buyers apparently absorbing any price increase. In the bakkie market, VAT is a completely different scenario. SARS allows for a tax benefit where VAT can be claimed back on bakkies – but not all configurations. The issue is that double-cab bakkies fall beyond the realm of a SARS VAT claim, although a coherent argument can be made that not all South African double-cabs are family vehicles (Mining geologists, forestry contractors, civil engineers, hunting and game lodge logistics etc.). SARS remains steadfast that it will not allow double-cab bakkie VAT exemptions. For single- and extended cab bakkies, the incentive remains.

Vat can't be claimed back on a double cab, despite their obvious use in the workplace.

Following this logic, one would imagine that any local bakkie brand with a higher proportion of double-cabs in its sales volume, would suffer due to the VAT increase making the elusiveness of that claim more annoying. Run the numbers and quite the opposite is true.

Consider 2 main rival offerings, who also happen to dominate South Africa’s bakkie market, the Toyota Hilux and Ford Ranger. Both bakkies saw sales slow from March to April this year, for reasons we’ve explored earlier. The year-on-year numbers tell a slightly different story.

Although the total light commercial market was up by a mere 0.1% year on year in April, Ranger sales were more robust by 19% and Hilux even stronger at 35%. Those are astounding numbers which make a mockery of any VAT increase issue. It also explains the relative superiority of Hilux, which sold 307 more bakkies than Ford last month, illustrating the benefit of trading in bakkie sales volumes which have a greater proportion of VAT claim eligible single-cabs.

The Isuzu KB remains a top-seller in SA with both single cab and double cab offerings.

Perhaps the best example of how immune bakkie trading has been to the VAT increase is the case of Mazda’s BT-50, a bakkie model which is only available in double-cab and has benefitted from no significant upgrade in the more than a year. BT-50 sales increased from 19 units in April 2017 to 106 last month, despite the consequences of a 1% VAT increase being almost unavoidable for Mazda’s bakkie business as it comprises only double-cabs.

Bakkies are the true barometer of South African economic optimism, and not even a 1% VAT increase (on double-cabs) has stalled demand for them. The only deduction to be made is that a great many small business owners and contractors are anticipating a spectacular South African economic recovery in 2018. If South Africa’s most popular vehicle is up by more than a third, year-on-year, despite some VAT increases being levied on the double-cab proportion of Hilux sales, it reveals that South African economic confidence is rebuilding. You can calculate fancy econometric models, or you can simply run some Hilux sales numbers if you really want to know what the state of SA Inc’s business confidence is.

Mercedes-Benz X-Class (2018) Launch Review

The arrival of Mercedes-Benz's eagerly awaited X-Class in the local market puts an official stamp on the advent of the luxury double-cab bakkie era in South Africa. But what of the new X-Class? Of course it’s similar to the Nissan Navara, but what’s bad about that?

Those rugged looks

What's it like to drive?

So, how much will all this premium cost me?

Summary

Further Reading

2016 Toyota Hilux vs Ford Ranger – Offroad & Review In-Depth Comparison: New Hilux vs Ranger vs KB vs Amarok (video)?

Datsun Go Facelift Announced

Datsun has introduced a facelift of its Go and 7-seater Go+ budget cars. There are several changes, here's what the update entails.

Further reading:

Interested in buying a Datsun?

Volkswagen Arteon (2018) Launch Review

Volkswagen has launched a new flagship sedan in South Africa. The Arteon is a sharply-styled business class fastback and we drove the newcomer in Johannesburg this week. Should you consider the newcomer over its acclaimed rivals?

Looking Good

Familiar interior

How does it drive?

Final thoughts

Volkswagen Arteon – price in SA (May 2018)

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Kia Stinger: 5 Rivals it Has to Beat

The Kia Stinger is the Korean's first attempt at a true performance sedan and much is expected of it when it arrives in South Africa. Here are five rivals it will have to beat.

Audi S5 Sportback (R936 000)

BMW 440i Gran Coupe (R929 501)

Mercedes-AMG C43 (R924 238)

Jaguar XE S (R1 014 161)

Ford Mustang (R872 200)

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Toyota adds a new Sport model to its Etios range. Expect it to join the fray during May 2018.

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The Patrol is Nissan's top-tier SUV, replete with its go-anywhere-in-luxury attitude and a large-capacity V8 engine. Is this old-school behemoth still relevant amid the onslaught of premium SUVs on the new vehicle market?

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Volkswagen Arteon (2018) Specs & Price

The striking Volkswagen Arteon has landed in South Africa and we have specifications and pricing for this model. Here's what you need to know about the newcomer.

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Volkswagen Arteon Price in South Africa

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SA’s Fastest 4-Cylinder Cars

Downsizing doesn’t have to mean going slower. Here are South Africa’s fastest 4-cylinder cars in the new vehicle market… and some of the models on this list might surprise you.

5. Audi S3 Sportback R651 100

4. Golf R R664 400

3. Mercedes-Benz A45 AMG R805 807

2. Alfa Romeo 4C Spider R1 352 900

1. Porsche 718 Cayman GTS R1 122 000

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Jaguar E-Pace D240 R-Dynamic HSE (2018) Review

Alternatives (prices as of April 2018):

What is it?

How does it fare in terms of…

Pricing and warranty

Verdict

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Effects of 1% VAT Increase on Vehicle Sales

The VAT increase was supposed to have a huge effect on vehicle sales in April 2018… but what really happened?

Did a percentile make a difference?

Are bakkie VAT claims that influential?

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2016 Toyota Hilux vs Ford Ranger – Offroad & Review
In-Depth Comparison: New Hilux vs Ranger vs KB vs Amarok (video)
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