10 best-selling bakkies in South Africa: June 2024
The sales figures are in! Here’s your monthly look at South Africa’s best-selling bakkies for June 2024. And we have a fresh entrant to the top 10…
In June 2024, South Africa’s new-vehicle market suffered another significant year-on-year decline, with total sales sliding 14.0% to 40 072 units. The light-commercial vehicle (LCV) segment’s dip was even more pronounced, with this sector of the market suffering a whopping 24.3% year-on-year loss to end the month on 13 937 units.
So, what happened on the list of South Africa’s best- and worst-selling bakkies in June 2024? Well, the Prospecton-built Toyota Hilux range – which recently gained both 48V mild-hybrid derivatives as well as refreshed Raider styling – remained at the very head of the pack, stretching its lead with a 2.9% month-on-month increase to 2 435 units. Toyota SA Motors says that figure includes 113 examples of the newly launched Hilux GR Sport III, along with 99 units of the Raider 48V.
As was the case in May 2024, the Ford Ranger (1 868 units) thus had to settle for the 2nd position, though the Silverton-made contender fell off the pace somewhat, with local registrations dipping 15.7% month on month. The Struandale-manufactured Isuzu D-Max was hot on the Blue Oval bakkie’s tail, just 74 sales behind having improved its performance 39.9% month on month to 1 794 units (596 of which came in the form of sales to government).
The KwaZulu-Natal-assembled Mahindra Pik Up (829 units) held steady in 4th position, while the Rosslyn-produced Nissan Navara (505 units) climbed a ranking to 5th. Interestingly, despite production having ended in March 2024, the Nissan NP200 jumped a couple of places to 6th, ending the month on 476 registrations (200 of which were sales to the rental industry).
The Peugeot Landtrek’s spike in sales saw it sneak into the top 10.
The Ford-built Volkswagen Amarok (334 units) remained in 7th spot, while the Toyota Land Cruiser 79 – having made the top 5 in May 2024 – slipped 3 positions to 8th, with 258 units sold. Despite local registrations falling to 162 units, the GWM P-Series line-up (which should benefit from both a facelift and the arrival of the long-awaited P500 in the next couple of months) held onto 9th place.
Fascinatingly, the Peugeot Landtrek managed to crack the top 10 in June with a tally of 137 units. That’s easily this bakkie’s best showing so far in 2024 and the first time this year – and indeed over the past 18 months – that the Landtrek has made it into 3 figures. As a reminder, Stellantis plans to start assembling the (currently imported) Landtrek at a new facility near Coega in the Eastern Cape from early in 2026.
Best of the rest in June 2024: bakkies outside the top 10
The GWM Steed 5 relinquished its top-10 spot last month.
What about the bakkies that failed to place inside the top 10 in June 2024? Well, having placed 10th in May, the GWM Steed (100 units) slipped off the table last month, though still finished ahead of the JAC T-Series (the Chinese firm unfortunately reported only a combined figure of 67 units for its T6, T8 and new T9 line-ups).
Jetour – described as a “sibling brand” of Chery – will soon launch in South Africa with the Dashing 5-seat and X70 Plus 7-seat medium SUVs. We spoke with the managing director of Jetour South Africa to find out about the brand’s plans for our market.
A handful of Chinese automakers have made their way onto the South African new-vehicle market in recent times. Following in the footsteps of Haval, came Chery (including Omoda its Jaecoo sub-brands), LDV and BYD, while JAC released the T9 and Foton is set to make a comeback with the Tunland G7.
Watch a promo video of the Jetour X7 Plus published by Jetour UAE
That list is about to grow with the imminent arrival of Jetour. We recently reported Jetour was bound for Mzansi and now we know with which models the brand will debut in September 2024, or soon after that.
Johnny Fang is at the helm of Jetour South Africa as it tries to gain a foothold in the domestic market.
Jetour is related to Chery, but not its sub-brand
“First of all, I want people to know that Jetour is an independent company (to Chery South Africa). The Chery Group owns our brand, but we are not like Omoda or Jaecoo,” Fang told Cars.co.za.
The Jetour X70 Plus 7-seater will debut in a few months’ time (around September 2024).
“This (the brand separation) is the same in China and all markets around the world. We are independent, with distinct R&D- and sales strategies. Jetour is a ‘brother’ brand to Chery,” he added.
When quizzed why Jetour chose to enter (an already tightly contested) South African new-vehicle market, Fang expressed optimism about the fledgeling Chinese brand’s prospects.
“We have seen other Chinese brands, (such as) Haval and our own ‘big brother’ (Chery) come to South Africa and become well-accepted in this market. That gave us the confidence to launch here.”
Fang has been doing his homework on the local market for some time and has often travelled between China and South Africa. He’s also been busy hiring staff for Jetour South Africa – the local headcount is said to be growing daily – and soon enough, the brand will announce itself via a marketing campaign.
“In a few days, we will invite the media to our new offices in Midrand. We see that people have been writing about Jetour and we don’t want the incorrect information to get out,” Fang said.
“The dealer nomination process is already complete. We will start to offer our products to the public by the third quarter of this year.”
The Jetour C70 Plus is luxuriously trimmed and equipped with a raft of technologies.
Fang wants to have 40 Jetour dealers up and running in Mzansi within the 1st year of operation. Many of these will be standalone premises. But there will be Jetour dealerships within multi-franchise premises.
Watch a promo video of the Jetour Dashing published by Jetour UAE
But what exactly will be on the showroom floors of these new dealerships over the next 12 months?
“We will start with 2 models: the Dashing and the X70 Plus (in September 2024, if all goes to plan). We will offer both in Momentum and Deluxe variants.” This will make for a 4-variant line-up from the start.
The Jetour Dashing looks set to be one of the most distinctively designed medium SUVs in our market.
The Dashing incorporates a futuristic design language – not too unlike those that we have seen in other Chinese crossover products – with skinny LED headlamps and creases down the flanks. The X70 Plus is more conventional in its appearance and offers seating for 7, while the Dashing can accommodate 5.
Fang also confirmed that the Dashing and X70 Plus will be powered by a 1.5-litre 4-cylinder turbopetrol engine. Unsurprisingly, this is a Chery Group engine, similar to that found in the Chery Tiggo 7 Pro.
In the 4 launch variants, the motor delivers 115 kW and 230 Nm of torque. Jetour will offer its products exclusively with dual-clutch auto transmissions and 4 launch derivatives will be front-wheel driven.
The powertrain may be borrowed from the factory parts bin, but Fang is quick to point out that the platform, which Jetour has dubbed its Kunlun architecture, is unique to the brand.
Following the initial launch, Jetour South Africa will roll out Pro variants of the Dashing and X70 Plus early next year. In Chery Group-speak “Pro” denotes a larger engine with higher outputs. In this case, it is most likely to be a 1.6-litre 4-cylinder turbopetrol that produces 145 kW with 290 Nm of torque.
The Jetour Dashing features a sizeable infotainment touchscreen, but its layout is otherwise minimalist.
Jetour T2 compact off-roader coming to South Africa in 2025
Also, expect the Jetour T2 compact off-roader to appear on local showroom floors during the 1st half of 2025. The rugged-looking T2 looks like a pudgy Suzuki Jimny, but the model is bigger than it looks (it’s 4 785 mm long and has a 2 800 mm wheelbase) and will be offered in front- and all-wheel-drive configurations.
Under the bonnet is a 186 kW/390 Nm 2.0-litre 4-cylinder turbopetrol engine that drives either the T2’s front wheels or a 6th-gen BorgWarner all-wheel drive system via a 7-speed dual-clutch transmission.
Watch a promo video of the Jetour T2 published by Jetour UAE
Positioned as a serious off-roader (in AWD guise), the T2 has 220 mm of ground clearance, 39-degree approach and 30-degree departure angles. The cabin layout is minimalist, but a sizeable infotainment screen is fitted.
This will be followed by the T1, a brand-new product that was unveiled at the 2024 Beijing Auto Show.
When asked about the danger of cannibalising sales of other Chery Group brands, Fang emphasised that Jetour was determined to snaffle sales from legacy brands, not compete with Chery products.
“We want to cover the market areas that Chery does not. Our products have different DNA and designs. We want to take market share away from other, more established brands, not Chinese brands,” he said.
He is also bullish about his brand’s potential performance: “If you look at Chery, they are selling about 1 500 units per month. About half of that is Tiggo 4 Pro. We don’t have a model similar to Tiggo 4 Pro, so we should be looking at about 800 units per month once all 4 models are on sale.”
Fang is as optimistic about Jetour’s prospects in South Africa as he is about our country’s future.
“South Africa is the most stable economy in Africa. We believe this country will grow steadily and the trend here will be upward. This is also a very important RHD market for Chinese brands. We must succeed in South Africa,” he concluded.
BMW Group cracks top 10! SA’s best-selling brands in June 2024
South Africa’s new-vehicle market suffered another substantial year-on-year decline in June 2024, sinking by 14%. Here’s your market overview, with the BMW Group cracking the top 10 of Mzansi’s most popular brands…
The downward slope continues. Yes, South Africa’s new-vehicle market – which has experienced year-on-year growth in just a single month so far this year – suffered a 14.0% decline in June 2024, with total sales falling to 40 072 units, year on year. Still, at least that figure represents an 8% improvement over May 2024‘s even more modest effort.
According to Naamsa, this latest subdued sales performance “underscored the constrained economic environment in the country, amplified by weak consumer and business demand”. The only positive news was that export sales recorded a marginal 3.6% year-on-year increase, improving to 28 306 units last month.
Out of the total reported industry sales in June, Naamsa estimated that 82.5% represented registrations via the dealer channel, while a considerable 11% were sales to the vehicle-rental industry, 3.6% to government and 2.9% to industry corporate fleets.
All of the major local segments suffered pronounced declines in June 2024. The new passenger-vehicle market, for instance, slipped 9.0% year on year to 26 928 units (with rental sales accounting for a hefty 14.2% of that figure). Likely compounded by the departure of the Nissan NP200 earlier this year, the light-commercial vehicle segment recorded a whopping 24.3% year-on-year loss to end the month on 13 937 units.
Meanwhile, WesBank suggested that affordability was the “biggest factor limiting growth” in the local market. New-vehicle prices had increased in the 1st quarter of 2024, with the vehicle- and asset finance house’s dataset thus showing hikes in both the average loan amount on a new vehicle and the average deal duration. “These are all signs of affordability challenges that either indicate that consumers are holding onto their existing vehicles for longer or that they are forced to lower instalments by extending the loan period,” says Lebo Gaoaketse, Head of Marketing and Communication at WesBank.
“Layer in the other inflationary costs of living to [the average] consumer and you can imagine the pressure on household budgets. Those with an option to delay a purchase decision or opt for alternative mobility solutions, including e-hailing, sharing or the pre-owned market, are voting with their feet and exiting the new-vehicle market.”
Brandon Cohen, Chairperson of the National Automobile Dealers’ Association (NADA), described June as “another unsettled month for South Africa”, suggesting the delayed announcement of the Government of National Unity’s Cabinet impacted local business confidence and consumer decision-making regarding major purchases.
“It is tough out there. The few green shoots we saw after the elections dried up due to the time it took to appoint the Cabinet. The taxi market is slowly starting to recover, as sales over the past few months dropped from around 1 400 per month to almost zero. This decline is due to banks being risk-averse in this sector.
“This cautious approach has extended across the industry, with approval rates remaining under pressure. Additionally, the trend of approved loans not being taken up by consumers has increased, reflecting a lack of confidence in the market,” Cohen explained.
New-vehicle sales summary for June 2024
Aggregate new-vehicle sales of 40 072 units decreased by 14.0% (6 531 units) compared to June 2023.
New passenger-vehicle sales of 26 928 units decreased by 9.0% (2 671 units) compared to June 2023.
New light-commercial vehicle sales of 10 552 units decreased by 24.3% (3 385 units) compared to June 2023.
Export sales of 28 306 units increased by 3.6% (977 units) compared to June 2023.
10 best-selling automakers in South Africa in June 2024
Toyota remained at the summit of the market in June 2024.
Another month, another market-leading sales performance from Toyota. Yes, the Japanese giant’s local division – which also counts sales from the Lexus and Hino brands – came just short of moving back into 5 figures, ending June 2024 on 9 743 units. For the record, that’s a month-on-month increase of 10.8%.
The Volkswagen Group – which includes Audi sales in its tally – held strong in 2nd place, finishing the month on 5 514 units (its 2nd best effort of 2024 thus far, after January 2024). Having snaffled the runner-up position in April before returning to 3rd in May, Suzuki again completed the podium in June, with 4 297 units.
Despite suffering a 15.9% month-on-month fall, Ford (2 404 units) retained 4th place ahead of Hyundai (2 367 units) in a likewise unchanged 5th spot. Similarly, Isuzu – although having grown registrations 32.7% month on month to 2 157 units – held onto 6th position. Interestingly, Nissan (1 905 units) managed to climb a ranking to 7th, pushing Chery (1 653 units) down a spot to 8th.
GWM (which includes Haval sales) remained in 9th place with 1 307 units, while the BMW Group (which includes Mini sales) returned to the top 10 for the first time in recent memory, ending June 2024 on 1 104 units. That saw Mahindra (1 060 units) take 11th place, while Renault (1 030 units) and Kia (956 units) had to settle for lowly 12th and 13th, respectively. Mercedes-Benz (with a Naamsa-estimated 602 units) and Stellantis (571 units) rounded out the top 15.
1. Toyota – 9 743 units
2. Volkswagen Group – 5 514 units
3. Suzuki – 4 297 units
4. Ford – 2 404 units
5. Hyundai – 2 367 units
6. Isuzu – 2 157 units
7. Nissan – 1 905 units
8. Chery – 1 653 units
9. GWM – 1 307 units
10. BMW Group – 1 104 units
Sales outlook in South Africa for 2nd half of 2024
Products that offer strong value will likely continue to find favour with cash-strapped local buyers.
So, what’s next for South Africa’s new-vehicle market? Well, Naamsa suggests households will continue to “grapple with consistent cost pressures in a weak economic environment, with affordability remaining a decisive factor in new-vehicle purchasing decisions”.
“Cumulative new-vehicle sales for the first 6 months of the year [are] now tracking 7.6% below the corresponding period [in] 2023, in line with industry expectations of a taxing 1st half of the year,” says the industry representative body.
“However, the markets seem to have responded positively to the announcement of the new [government] Cabinet and along with a 3rd month of no load-shedding, a further welcomed relief at the fuel pumps in July 2024 reducing inflationary pressure, and likely lower interest rates to commence before year-end, brighter economic prospects for the 2nd half of the year are steadily improving,” adds Naamsa.
Meanwhile, WesBank’s Gaoaketse points to the fact that year to date, new-vehicle sales in South Africa have declined 7.4% to 246 052 units, leaving a “possibility of the market failing to reach 500 000 units this year”.
“Vehicle-price inflation, high interest rates and the general rising costs of living are all impacting the ability of new-car buyers to enter or stay in the market. Until there is some relief in interest rates, greater incentive deals from manufacturers or a significant shift in general inflation or earnings, the new-vehicle market will continue to remain under pressure,” explains Gaoaketse.
NADA’s Cohen, meanwhile, says “there have been several positives of late which will help boost the economy”, though cautions “we will have to wait a while to gauge the effect of the new government”.
“These include more than 3 months of no load-shedding, with another 800 MW being added to the grid from the Kusile power station last week. Additionally, the rand has recovered against the dollar, now hovering between R17.90 and R18.20, compared to over R19 when the election results were announced. This recovery bodes well for inflation, which remains sticky and has needed good news in the market.”
“Dealers are the face of the industry and deal with the consumer directly, so we have a unique understanding of the financial pressures consumers are under and the issues they face. We do still have our ongoing longer-term battles like crime, corruption, as well as utility supply constraints, but all signs are pointing towards a brighter 2nd half of the year for consumers and dealers alike,” concludes Cohen.
South Africa has a colourful history with the Mercedes-Benz pick-up. We track down a fully restored 170 Da and compare it with the Stuttgart-based firm’s one and only LCV from the 21st century, the now-discontinued X-Class.
If you take a tour of the Mercedes-Benz Museum in Stuttgart (where you’ll probably see a 170 Da), you’ll quickly realise that the company’s founder had an aptitude for designing commercial vehicles. He could envision almost any kind of motorised utility vehicle, depending on the purpose he had in mind for it.
These creations morphed into large commercial vehicles, but also smaller ones built on platforms shared with other models, both for commercial and passenger applications. Today, automotive manufacturers share platforms and drivetrains to achieve economies of scale… so the trend started a long time ago!
After decades of being absent from the light-commercial market segment, Mercedes-Benz teamed up a few years ago with the Renault-Nissan Alliance to develop a double-cab bakkie: the X-Class, based on the ladder-frame chassis that underpins the Nissan Navara, as well as the Renault Alaskan. However, we’d soon find out that “commercial” is perhaps not the most appropriate adjective for the X-Class.
History
But first, let us trace the history of Mercedes-Benz light trucks and consider the 170 Da (the last letter of the name refers to the newer version of the 170 D).
This specific 170 Da – chassis number 05280/51– was produced in 1951, as indicated by its chassis plate. These bakkies were imported in semi-knocked-down condition and assembled in South Africa from where they were exported to other Southern African countries bordering South Africa.
The 170 Da has an unmistakably classic appearance. The front of the bakkie is pure Mercedes-Benz, replete with separate front lights and rounded fenders that merge into the running boards. The flat windscreen is adorned with a pair of simplistic window wipers that jut out from the edge of the cab’s roof, which has neat chrome gutters that funnel rainwater away from the door apertures.
A peek underneath the ladder frame reveals the front and rear coil-spring suspension with a de Dion rear axle, with drum brakes at all 4 corners. The front of the vehicle is pure passenger car and is reminiscent of cars Mercedes-Benz built at the time, but from the cabin backwards, it is a different story.
When you see the 170 Da from a distance you can sense that this classic vehicle may have undergone a full restoration, but when you see it up close, you’re left in no doubt about it. The beautiful black mudguards cup the very thin wheels (185/75 R16 tyres), while the bright yellow paintwork (on the body and the wheels) perfectly contrasts the black surfaces.
Furthermore, the owner has fashioned a very sturdy (and durable) loading bay cover that suits the bakkie to a tee… and makes it seem even more period-correct. The “Karoo Crossing III” refers to the 3rd road trip of its kind. Organised by the Mercedes-Benz Club of South Africa, it entailed driving several hundreds of kilometres across one of the most barren landscapes in South Africa.
After World War II, much of Mercedes-Benz’s equipment and tooling was damaged, but NOT for the 170, so this range was one of the first to be offered by the company after the war (up to the early 1950s).
Specifications
Model: 1951 Mercedes-Benz 170 Da (W136)
Engine: 1.8-litre, 4-cylinder, diesel
Power: 29 kW at 3 200 rpm
Torque: 96 Nm at 2 000 rpm
Transmission: 4-speed manual, RWD
0-100 kph: um, 50 sec!
Top speed: 104 kph
Behind the wheel of the Mercedes-Benz 170 Da
The doors are rear-hinged, which makes cabin entry and exit a cinch, almost easier than in modern cars, most of which, of course, have front-hinged items.
The bench has been reupholstered with perforated light-brown vinyl. Although there is little in the way of lateral support, the seating is comfortable enough with no divider or transmission tunnel between you and your passenger.
Behind the large steering wheel are 3 dials that supply fuel level and oil pressure readings, these include a speedometer (with an odometer) and a clock. The large grey lever forms part of the starting procedure, which is rather interesting in itself.
You first turn the short lever to the left of the steering wheel and wait for the U-shaped wire behind the small mesh grille, higher up on the dashboard, to glow red hot. This indicates that the glow-plugs in the engine are up to temperature and that you can start the engine.
Press the start button and the clattering from the diesel engine is immediately noticeable – it transports you, sitting behind the wheel, but also any bystanders, right back to the middle of the previous century.
To the left of your leg the long, bent gear lever is easily within reach. Changing gears is a very mechanical and, frankly, engrossing process. There are no synchromeshes in the gearbox, which means when you change from 1st to 2nd or into 3rd (top) gear, you need to preferably blip the throttle and have a feel for how and when the gears will engage.
It is an utterly involving process, because it’s something that you will never experience on a modern car. After a few shifts, I started to acquire a better feel for the ‘box and eventually thought less about the process and, as a matter of fact, enjoyed the driving experience for what it is.
The Mercdes-Benz 170 Da’s 1.8-litre engine develops only 29 kW at 3 200 rpm, so it is a slow vehicle, but during one ascent of a downhill section of road, the ‘Benz was able to hit an indicated 80 kph.
Thankfully, however, you will never be in a rush when you drive this bakkie in this day and age. It is more comfortable to drive than I remember from a model I drove several years ago; the tyres, suspension and seat absorbed most of the bumps in the road…
Modern sibling
The more modern-day Mercedes-Benz X-Class X250d 4Matic is, as is to be expected, a vastly different vehicle to its ‘50s precursor – the Mercedes-Benz 170 Da. There are only 2 features that the vehicles have in common: both of them have loading bays and bear Mercedes-Benz badges.
Specifications
Model: 2018 Mercedes-Benz X250d 4 Matic
Engine: 2.3-litre, 4-cylinder, turbodiesel
Power: 142 kW at 3 750 rpm
Torque: 450 Nm between 1 500 – 2 500 rpm
Transmission: 6-speed manual, AWD
0-100 kph: 11 seconds (as tested by CAR)
Top speed: 175 kph (claimed)
Mercedes-Benz successfully incorporated its familial design on the front end of the X-Class and the interior incorporates cues of Benz’s passenger vehicles from the late 2010s. Although this X250d features a few options, such as a reverse camera, tow bar and the styling package, it is clearly a luxurious pick-up: the antithesis of a stripped-out pick-up that exists for purely commercial pursuits.
Under the bonnet is a Nissan-sourced 2.3-litre, four-cylinder turbodiesel engine that delivers 142 kW and 450 Nm, the latter between 1 500 and 2 500 rpm.
Mercedes-Benz claimed it optimised the engine characteristics and improved a few aspects of the bakkie’s packaging, but the X250d’s more luxurious cabin and extra sound insulation truly set it apart.
What’s more, all that extra sophistication adds a substantial 100 kg (as tested) to the kerb weight versus that of a similar-specced Navara. But that’s what buyers will expect: the X-Class should be quieter (and better overall) than the vehicle on which it is based.
Acceleration figures are not particularly important factors when considering a pick-up, but for the record, the X250d only hit 100 kp from a standstill in a tested 11 seconds.
However, the benefit of Mercedes-Benz’s additional R&D in its W470-generation bakkie shines through in the outright comfort that the X250d offers its driver and their fellow occupants. The ride quality is on the firm side, but at the same time, you experience a reassuringly solid feeling from behind the wheel.
The gearshift action is not ideal, however. Although the 6-speed manual gearbox shifts slickly, the COMAND system’s touchpad and large control knob are right behind the gear lever. Therefore, when you change to second, fourth or even sixth gear, one is quite prone to brush against these components. If you wear a watch on your left wrist, you may quickly damage the expensive parts.
The engine pulls best in its mid-range, from 2 000 rpm onwards. The redline is past 5 000 rpm, but there is little point in pushing the engine past this mark.
Although it ultimately failed, the X-Class was not a bad vehicle. After all, a Mercedes representative admitted the main reason the X-Class was developed on a partner’s platform was that the brand wanted to enter the luxury pick-up market segment sooner rather than later; cost-saving was of lesser concern.
The X-Class is a huge vehicle – that is if you discount the gargantuan heft of North American pick-ups. You sit high and have a commanding view of the road ahead of you. It was unquestionably one of the most car-like pick-ups on the market and it is no chore to spend a few hours behind its ‘wheel. It offers virtually all the luxury and convenience features that you’ll need.
Summary
Comparatively, the Mercedes-Benz 170 Da needs a lot more effort, in terms of physical exertion, to drive, and I can only presume that at the end of a day’s driving, you will be left in no doubt that you’ve spent a protracted period at the helm of a near-75-year old car.
But, there is more interaction between man and machine; you need to be more in tune with the car’s mechanical systems and, at the same time, be gentle with it.
At the time of my drive, the bold X-Class still received a lot of attention on the road, but the cheerful reactions from fellow road users to the 170 Da served as constant reminders that I was behind the wheel of something truly unique. Fellow road users were patient, cars gave the old Benz space on the road and when a hooter was pressed it was not in frustration, but to wave or give a thumbs up – what a pleasure!
By implementing mild-hybrid tech, Toyota South Africa Motors has improved the performance and efficiency of selected 2.8GD-6 variants of SA’s top-selling bakkie. Are the improvements notable enough? We drive a Toyota Hilux 48V to find out.
If you’re Toyota South Africa Motors (TSAM), good things come in, uhm, 19s. It was in 2005 that the Aichi-based manufacturer’s local subsidiary launched the Prius as the 1st hybrid in South Africa’s new passenger car market. With a paltry 1 200 units sold throughout its on-and-off tenure in Mzansi (it was discontinued in 2022), the Prius hardly set the sales charts alight. But what that model did achieve, on a global scale, was to open the floodgates to a raft of hybridised models from Toyota and Lexus’ stables.
If the segue of 19 years comes across as an incongruent marketing-unfriendly cacophony, that’s perhaps because the “48V” designation of the Japanese marque’s latest hybrid additions (electrically-assisted 2.8-litre Hiluxes and Fortuners) is, while descriptive, open to misinterpretation without more explanation.
The Hilux 48V is a mild-, not full hybrid
Unlike in the now-departed Prius, or perhaps more contemporarily – a Corolla hybrid or Corolla Cross hybrid – the petrol-electric addition to the Hilux and Fortuner ranges is only mild in application, meaning that the “48V” operates conventionally, but its diesel engine is aided by the electrical component of the powertrain in the background, with no switchable battery modes or interventions available to the driver.
So really, the 48V Hilux 48V (the “V” designates volts, not valves) is a hybrid that Toyota doesn’t want to call a hybrid.
The cleverer bits are the benefits that the electrical system offers. A motor generator unit fitted high in the engine bay (to allow for the bakkie’s 700 mm wading depth) provides seamless stop/start ability.
What’s more, it facilitates a lower idling speed (from 720 rpm to 600 rpm), while providing an additional 12 kW and 65 N.m of torque available across the entirety of the (otherwise unaltered) 150 kW/500 N.m GD-6 engine’s rev range – most crucially, for (otherwise diesel-wolving) pullaways and bursts of hard acceleration. Toyota says the system contributes to an efficiency improvement of between 7- and 11%.
The 48V battery after which the variants are named, is located beneath the rear seat and weighs 7.6 kg.
This part-electrified Raider 2.8 GD-6 RB double cab costs R785 400, a premium of R15 500 over its non-hybridised half-brother. As for the 4×4 iteration of the same variant, the price premium amounts to R18k.
The 48V-equipped Toyota Hilux and Fortuner derivatives are further enhanced to feature a multi-terrain select (MTS) mode that tailors torque and traction configurations for specific road surfaces.
Along with launching the Hilux 48V, Toyota has taken the opportunity to visually update the entire Raider range with a restyled front bumper, honeycomb grille and foglamp surrounds. The side mirrors and door handles (on all 2.8-litre variants), rear bumper and tailgate handle are now also black.
Inside, the 2.8-litre Raiders get leather trim with an 8-way electrically adjustable driver seat, with 48V versions treated to remote jamming protection, a 1-touch function on all electric windows, keyless entry and -start. The upgrade to 2.4-litre versions is milder: electrically foldable mirrors have been added.
And, after years of toing-and-froing with TSAM’s head office in Japan over the inclusion of warranty-shredding dealer-level aftermarket accessories, prospective customers can finally order a range of the latter in South Africa. And, for not only their new Hiluxes – but additionally for Fortuners, Prados, Land Cruiser 70s and 300s – as provided by several leading approved suppliers.
All available items are identically priced (across the brand’s respective model ranges), fitted at Toyota and can either be included in a new vehicle’s finance plan or invoiced for separately.
What is the Hilux 48V like to drive?
So, is the Toyota Hilux 48V the game-changing, system-shocking segment-first hybrid bakkie that its label promises? On paper, it’s hard to argue against the claimed improvements the system offers.
Contrarily, so imperceptible (or tame) is the electrical assistance that in real-world driving conditions, the advantages of better theoretical acceleration and enhanced fuel-saving are difficult to quantify without a stopwatch and a back-to-back stint in a non-hybrid equivalent Hilux that includes a stop at the pumps.
Still, the smoothness of the stop/start system is admirable and the ability to run the climate control in silence from the battery (while stationary at an intersection) is unprecedented in the 8th-gen Hilux.
While Toyota acolytes eagerly await official word about the release date of the next-gen Hilux, the introduction of 48V variants to the current range represents a much-needed inch forward (or fillip) for the 8-year-old Hilux until the new one finally arrives. As we reported recently, last month’s new vehicle sales figures showed that the Hilux remains locked in a fierce battle for supremacy with the Ford Ranger.
An all-new Hilux won’t arrive this year; however, what is known is that the 9th-gen model will be based on a modular platform capable of accommodating a wider variety of (alternative) fuel powertrains.
Smartly, Toyota has opted to supplement the Hilux range with what’s likely to remain nice-but-niche 48V variants without culling other derivatives from its labyrinthine line-up. Identifying the ideal mild-hybrid bakkie customer elicits a furrowed brow, especially when considering that traditionalists could perceive the inclusion of electrical hardware as adding unnecessary cost, complication and reliability challenges.
Still, as the company that made “hybrid” integral to the automotive lexicon, whose technology has gone on to surpass 15 million global sales and raked in no fewer than 5 Le Mans victories, Toyota has proved a point with the Hilux 48V: Even a perennial top-seller can gain new talents in the twilight of its model life.
Before turbopetrols became all the rage, turbodiesel engines were favoured for providing torquey, yet fuel-frugal performance in passenger cars – diesel derivatives were often the top picks of their ranges. We pay homage to the turbodiesel heroes.
To mangle a metaphor: if no one is a prophet in their land, then there’s no better example of the fate of the turbodiesel-powered car over the years – first in Germany, then greater Europe, the United States and ultimately – globally.
Audi built a roadgoing version of its Le Mans-winning 6.0-litre V12 turbodiesel into its 1st-gen Q7.
After more than a century’s refinement, Rudolf Diesel’s process of mixing compressed air with recirculated exhaust gases turned turbodiesel engines into the torquiest and most economical of their type, owing to higher thermal efficiency (and each droplet of fuel having a higher energy density) than their petrol equivalents.
Diesel’s only drawback then, as it remains today – apart from an extremely narrow torque band – was only ever emissions control. The rise and fall of the VW Group’s desire to dominate the world’s diesel car market by eschewing the diesel emissions-killing AdBlue additive and fitting emissions-masking “defeat devices” to some of its models is well-documented. That’s why, in the aftermath of “Dieselgate”, myriad turbodiesel model designations – offered by a multitude of car brands – have thinned out dramatically.
‘Dieselgate’ destined turbodiesel cars for extinction
Before September 2015 (when “Dieselgate” was exposed), the automotive world was a better (and ignorantly happier) place. On one end of the scale, turbodiesel engines had transformed so-equipped hatchbacks into hypermilers. And on the other, it created a class of tar-shredding super-sleeper sedans.
Students could be sent off to university in a Ford Figo 1.4- or 1.5 TDCi, or a Fiesta 1.5- or 1.6 TDCi (if you lived on the right side of the railway line). The problem for car company product planners, though, was that for all their appeal, turbodiesel engines were (and are) more expensive to produce than petrol ones.
All of this meant that diesel derivatives that played in the cut-throat genre of affordable hatchbacks had to be specced to the level of entry-level variants to bear any semblance of price competitiveness.
Turbodiesels ‘de-specced to be more affordable’
Consequently, the Ford Figo turbodiesel was only available in Ambiente trim, which in the Blue Oval’s parlance is about as luxurious as a mobile SASSA cash payout office.
Ditto the Fiesta turbodiesel, whose line-up admittedly also sported a pricier Trend version, yet the latter still languished as laughably under-equipped against the petrol-powered Titanium or superb ST flagship.
Unsurprisingly, Volkswagen offered a variety of turbodiesels in its Polo range, including the 1.2-, 1.4-, 1.5-, 1.6- and 1.9 TDI. Even if punchier than their petrol counterparts, they were notably pricier when similarly specified. I recall that in 2014, you could have the 1.2 TDI Bluemotion, yet it was so spartanly specced that you’d have been grateful for merely receiving a body and 4 wheels; or a somewhat pricier 1.6 Comfortline that at least additionally netted you a spare wheel (well, in a manner of speaking).
Up a category in Golf-land, things weren’t rosy either. If you were after a Golf 2.0TDI Highline for Mom, you might as well have made the R23k stretch and bought a GTI, especially if it was being financed. Yes, there was the 2.0TDI Comfortline, but you’d have been lucky if it came with anything more than a radio.
The Wolfsburg-based brand also introduced the closest thing to a turbodiesel hot hatchback when the Golf GTD debuted as part of the “7.5” update in 2017; when reviewing the GTD, we found it refined and frugal, but unable to match the excitement of its GTI turbopetrol sibling. Watch or read our GTD review.
One would never dream of equating bread-and-butter Japanese family cars with hen’s teeth, but Honda and Toyota used to sell turbodiesel variants of the Civic and Corolla, but they were underappreciated.
Meanwhile, when the compact family car segment rose to prominence about a decade or so ago, the pioneering Renault Duster and Ford EcoSport fielded turbodiesel variants; such was the success of the former’s diesel motor that the outgoing version of the Duster is available exclusively in turbodiesel guise!
There were few other turbodiesels to speak of in this segment… You could have a diesel-sipping Nissan Juke, but only in premium economy Acenta+ grade – all the model’s fancy features were heaped into the GT and Tekna specifications. Kia, however, remains a notable champion of Rudolf Diesel’s creation – it offers a 1.5-litre 4-cylinder turbodiesel, with a claimed fuel consumption of 5.5 L/100 km, in the Seltos.
Perhaps Hyundai Kia had the European market in mind when it offered punchy 2.0-litre turbodiesel engines in the Tucson/iX35 and Sportage ranges, but we were grateful nonetheless. In the 3rd-gen iterations of those models, the 130 kW/383-393 Nm CRDi lump offered notably more pep than its 2.0- (122 kW/197 kW) and 2.4-litre (130 kW/227 Nm) naturally aspirated petrol-powered counterparts, which – not to be too unkind – needed to be whipped into a froth to summon urgent overtaking acceleration.
To the Korean giant’s credit, it still offers turbodiesel powerplants in its Tucson and Sportage line-ups; The Toyota RAV4 and Mazda CX-5 were available in diesel guise, but alas, no longer are. And, I hardly need to say it: Volkswagen still offers a Tiguan 2.0 TDI… and the next Tiguan will again offer a diesel.
As for any passenger car bigger than a family car/medium SUV, you are still likely to see turbodiesel engines on duty until they are voluntarily phased out by their makers – or legislated out of existence.
While there are some exceptions, such as the Ford-engineered 4.4-litre V8 turbodiesel in the larger Range Rover models, or the British brand’s newer mild-hybrid 3.0-litre inline-6 Ingenuim motor (as found in the Range Rover Sport D350 Autobiography), the true protagonists of turbodiesel propulsion, at least as far as luxury passenger cars are concerned, have been Audi, BMW and, to an extent, Mercedes-Benz.
To demonstrate the might of the Touareg 5.0 V10 TDI, Volkswagen made it tow a Boeing 747-200 weighing about 155 tonnes.
The Volkswagen Group, which was a rather cavalier multinational in the Noughties, took the turbodiesel genre from the sublime to the ridiculous when it launched the 1st-gen Touareg with a 5.0-litre V10 TDI that produced 230 kW/750 Nm and 1st-gen Audi Q7 6.0 V12 TDI that produced 368 kW/1 000 Nm. The latter, of which only a handful were imported into Mzansi, was said to blast from 0 to 100 kph in 5.5 sec.
BMW produced middle-management missiles such as BMW’s fabulous 330d to the thunderous 535d with 230 kW and 630 Nm (which eclipsed the F10-gen M5 in every respect other than dynamic ability).
The Bavarian marque’s twin- and tri-turbodiesel mills turned everything we thought we knew about performance engines on its head – they transformed steep torque curves into plateaus that made for eye-blinkingly rapid overtaking without the need to drop a gear, all with sane fuel economy to boot.
Following that spectacular Teutonic flex that was the Q7 6.0 V12 TDI, Audi applied its years of experience of winning the 24 Hours of Le Mans with diesel-powered engines to produce my favourite TDI engine of the era – the 230 kW/650 Nm bi-turbo 3.0-litre V6. It was wedged into the engine bay of the SQ5 and A7 and coupled with all-wheel-drive, transformed both into reluctant hot-hatch humiliators off the line.
The sequential turbochargers were asynchronously sized so that once the (significant in its own right) torque peak plateaued, the 2nd turbocharger kicked in to deliver peak power over another band of 600 rpm, which was unusual, but devastatingly effective. Best of all? It sounded like Zeus with a sore tooth.
For those who may have found that motor too, um, weedy, the SQ8 – though powered by a 4.0-litre twin-turbo V8 petrol engine since its facelift – used to be powered by a turbodiesel of the same capacity, cylinder- and turbo configuration. We reviewed the 310 kW/900 Nm SQ8 in 2021 – it was a powerhouse.
But BMW was not to be outdone by its rival based in Ingolstadt (and the latter’s Audi Sport division in Neckarsulm). In 2016, the Munich marque launched the 3.0-litre, inline-6-cylinder B57D30S0 engine that featured – wait for it – a quartet of turbochargers, for service in the X5-, X6- and X7 M50d variants.
Watch Ciro De Siena’s video review of the BMW X5 M50d:
This meant that without gaining engine capacity or sprouting more cylinders, BMW’s apex turbodiesel-powered, 2.5-tonne premium SUVs could defy physics by their abilities to rocket from 0-100 kph in about 5 seconds, while still being capable of delivering 7 L/100 km and travelling 1 000 km on a single tank.
The timing of its arrival was all wrong, though. Post-Dieselgate, as far as the passenger-car market was concerned, anything to do with diesel became, in a word, dirty – which made it convenient for BMW to drop the expensive, über-niche B57D30S0 in September 2020 to instead focus on an electric future.
Besides, Dieselgate and its ramifications aren’t solely to blame for the demise of turbodiesel-powered passenger cars. Turbopetrols are now well entrenched and favoured by product planners and car buyers.
It does need to be mentioned that many of the turbodiesel heroes listed in this column are still likely to be pricier to service and maintain than their petrol contemporaries… Their fuel and lubrication systems need more regular attention by comparison and their emissions-reducing components (such as exhaust gas recirculation- and diesel particulate filter systems) tend to cause separate headaches as the cars age.
In 2002, Mercedes-Benz produced a C30 CDI AMG with a 3.0-litre 5-cylinder turbodiesel (170 kW/540 Nm).
Celebrate our (fallen) turbodiesel heroes
Sadly, the world will probably never see a high-performance turbodiesel motor in a road car again. It rapidly became the forbidden fruit of going fast – one that we will, one day, tell our astonished grandkids about. Little known even in petrolhead circles, today such talk only exists as if in fairytales: “I am legend.”
Has Chery achieved a notable improvement in the Tiggo 4 Pro’s fuel consumption by equipping its small crossover with a dual-clutch automatic transmission? We put the updated Chery Tiggo 4 Pro DCT to the test.
We like: Punchy performance, excellent value
We don’t like: Still thirsty compared with rivals, low-speed jerkiness
At the price, few rivals can match this small crossover’s value proposition. With an enticing warranty and service plan for added peace of mind, it’s no surprise that Chery sold over 1 100 units in May 2024 alone.
That’s not to say that the model doesn’t have room for improvement – and one of the biggest criticisms levelled at the Chery is its high fuel consumption. When paired with a continuously variable automatic transmission (CVT), the 1.5-litre turbopetrol is quite thirsty. Read our 2021 Chery Tiggo 4 Pro CVT review
With this updated model, Chery has added a dual-clutch automatic transmission (DCT, as an alternative to the 6-speed manual or 9-step CVT); it’s claimed to improve economy and provide a sportier drive.
Given that the 2024 update focuses on the Tiggo 4 Pro’s transmission, let’s discuss the merits of the revised powertrain first. While fledgling Chinese brands’ models tend to offer excellent value, consumers have found some of those vehicles’ real-world fuel consumption figures notably higher than expected.
If you haven’t read it already, in our review of a CVT-equipped Chery Tiggo 4 Pro (December 2021), we found that the test unit’s fuel economy hovered around 8.8 L/100 km in mixed driving conditions, which was a trifle thirsty for a 1.5-litre 4-cylinder turbopetrol derivative (the claimed figure is 6.8 L/100 km).
In May 2024, Chery sold more than 1 100 new units of the Tiggo 4 Pro in South Africa.
To be fair, most brands’ claimed economy figures are to be taken with a pinch of salt. They’re optimistic by design, often based on software modelling and don’t always take into account real-world conditions.
We took the DCT-equipped Chery Tiggo 4 Pro on an extended drive on the open road, which served dual purposes: First, to find out the minimum indicated consumption figure that we could achieve and second, to put some miles on the clock (the test unit was delivered with only about 180 km on its odometer).
8.33 L/100 km in Eco mode. It’s a modest improvement on the CVT-equipped version’s return.
After we’d completed 410 km, the trip computer indicated 12 km/L (8.33 L/100 km): a slight improvement on 2021’s return. Note that we utilised the car’s Eco Mode and drove in a fairly conservative manner.
Perhaps if the car had been run in, it would’ve performed better. That being said, we still believe that the manufacturer’s revised claim of 6.7 L/100 km is optimistic. The Chery has a 51-litre fuel tank capacity.
Does the DCT improve the Tiggo 4 Pro’s performance? Yes, certainly. We recorded a 0-100 kph time of 9.33 sec with our test gear and while we didn’t use that equipment with the CVT version in 2021, we’re confident that the newcomer is fractionally quicker and feels more energetic in its sportiest drive mode.
Gripes? We have just the one, there can be some jerkiness, hesitation even when reversing or pulling away from standstill slowly. You gently apply the accelerator pedal and nothing happens, so you accelerate a bit more strongly and the car can suddenly lurch. We think, in time, you’ll learn to modulate the throttle, but it was initially a little stressful.
Design, Features and Practicality
The new-look infotainment screen boasts crisp graphics.
There is a pair of DCT-equipped variants – the LiT and Elite (featured here) – but the 2024 update was not just about installing a dual-clutch transmission; Chery also equipped the Tiggo 4 Pro with extra kit.
The 1.5T Elite DCT auto gains a 15W wireless charging pad, a secondary climate-control touchscreen (borrowed from the Tiggo 7 Pro model) and what Chery claims is a higher-res infotainment panel. All high-end Tiggo 4 Pro derivatives come with Apple CarPlay/Android Auto connectivity and satnav.
The cabin of the DCT-equipped Chery Tiggo 4 Pro. Note the new-look climate controls screen.
As before, the Tiggo 4 Pro also comes with a smart voice control system that allows you to request functions (such as “Open the sunroof”, for example), as well as a dual-zone automatic aircon system. Buyers will appreciate the premium feel of the leather trim on the Chery’s seats and steering wheel.
When it comes to safety, there are 6 airbags in the high-spec variants (the others offer 4). ABS, electronic stability control, hill assist, tyre pressure sensors and hill descent control are standard.
Ride and Handling
As before, the Tiggo 4 Pro 1.5T Elite DCT auto is fitted with 17-inch alloy wheels wrapped in 215/60 tyres and its ride quality is acceptable at this price point. Granted, the Chery’s damping is on the firm side of pliant, but that’s par in a segment in which brands are so determined to make crossovers feel “sporty”.
Refinement suffers a little because of tyre rumble (especially noticeable when the Tiggo 4 Pro traverses coarse tarmac roads at triple-digit speeds), but it can be drowned out with the lovely Sony audio system.
Red brake callipers are a sporty touch.
The rest of the driving experience is, by the segment’s standards, difficult to fault. Keep in mind that very few models that retail from R280k (when new) will exhibit luxury-car-like road manners. That being said, the Chery’s relative lankiness does make it touch more susceptible to body roll when cornering quickly.
The ‘wheel has a pleasant, light action, which is ideal when you’re manoeuvring into tight parking spaces that require full lock-to-lock turns. We’d like a bit more feel and feedback from the Tiggo 4 Pro’s steering setup, but perhaps it’s unfair to expect those traits from a model that costs under R300k in base spec.
The fit-and-finish level is more than acceptable at this price point.
Price and After-sales support
The Tiggo 4 Pro 1.5T Elite DCT retails for R415 900 (June 2024), which includes a 5-year/150 000 km warranty, 10-year/1-million km engine warranty (linked to the 1st owner) and 5-year/60 000 km service plan.
The DCT broadens the appeal of the Tiggo 4 Pro and enhances its driving experience.
The incorporation of a dual-clutch transmission has undoubtedly enhanced the Tiggo 4 Pro. Thanks to the auto box’s prompt shifting (you can even actuate manual shifts via the transmission lever if you like), the Chery is a bit more engaging to drive – and the powertrain’s in-gear urge feels more accessible.
Critically, the DCT-equipped derivative’s fuel economy has improved from that of the CVT version, but not by as much as we hoped. Still, it’s promising and shows that a brand can listen to its customers.
Plus, there’s good news if you own a CVT-equipped Tiggo 4 Pro… Chery SA says it’s working on a software upgrade that will improve fuel economy and it will be rolled out to existing customers.
Should you buy one? The Tiggo 4 Pro is not a flawless small crossover, but it’s hard to ignore the Chery’s sheer value-for-money proposition. Some rivals are more refined, but they’re smaller and cost a bit more.
Turbopetrol-powered variants of the 2024 Mini Cooper 3-door hatchback have quietly arrived in South Africa. Here’s how much you can expect to pay for the newcomers.
Codenamed F66, the 2024 Mini Cooper 3-door has quietly arrived in South Africa, with the first units already in dealerships. Like their predecessors, ICE versions of the Cooper are produced in Oxford.
Visually, the 2024 Mini Cooper has a minimalist look and while it’s polarising, there’s no denying this is any brand other than Mini. The new-look rear taillights are interesting as they’re full LED units.
The 2024 Mini Cooper is available with either a 1.5-litre 3-cylinder- or a 2.0-litre 4-cylinder turbopetrol.
Badged as the Cooper C, the base model’s 1.5-litre engine produces peak outputs of 115 kW and 230 Nm of torque and that’s enough to see it dash from zero to 100 kph in 7.7 sec. The punchier Cooper S’ 2.0-litre motor develops 150 kW and 300 Nm and the variant is said to scamper to 100 kph in 6.6 sec.
The Cooper C is the more efficient of the two, with claims of 6.2–5.9 L/100 km, while the Cooper S consumes 6.4–6.1 L/100 km. The 6-speed manual gearbox has been ditched in favour of convenience – both variants make use of a 7-speed automatic dual-clutch transmission.
Inside, the cabin has been given a minimalist design and there’s a focus on new materials. The central circular infotainment system features the new Mini Operating System 9 and we’ve already had a first taste from our Munich visit back in September 2023.
It’s sensational, both in terms of usability and visual appeal. You’ll also notice there’s no gear selector –instead, you’ll select your gear via a neat and discreet drive selector integrated into the dashboard.
How much does the all-new Mini Cooper cost in South Africa?
The below prices include a 5-year/100 000 km maintenance plan and VAT, but exclude CO2 tax.
JMC Grand Avenue: Ford-powered Chinese bakkie for SA?
Cars.co.za has discovered trademark filings that suggest the JMC Grand Avenue could be on its way to SA, with this Chinese bakkie intriguingly powered by Ford engines…
Yes, yet another Chinese contender could be gearing up to enter South Africa’s bustling bakkie segment. Cars.co.za has discovered local trademark applications suggesting the JMC Grand Avenue might be on the cards for Mzansi, complete with Ford power.
Before we dive into the details, let’s take a step back. Jiangling Motors Corporation (JMC) certainly isn’t a new marque to South Africans, having over the years offered passenger vehicles like the Landwind, bakkies such as the Vigus and larger commercial vehicles like the Carrying.
See any Ford resemblance?
But, as things stand, there are currently no JMC products on SA’s new-vehicle market. In fact, as reported by IOL Motoring, WilGin Holdings (which incidentally distributes DFSK products locally) has taken over the parts, servicing and warranty responsibilities of the JMC brand in Mzansi.
And that brings us neatly to the JMC Grand Avenue ladder-frame bakkie, which could be on WilGin’s radar. Cars.co.za did some digging and discovered that in July 2023, JMC’s head office in Nanchang applied to register the “Grand Avenue” badge here in South Africa, with the application accepted in May 2024 and the trademark advertised in June 2024. If unopposed, registration should be complete later this year.
JMC in the process of registering the “Grand Avenue” trademark in Mzansi.
At the same time, JMC also filed to trademark the “Dadao” nameplate (as well as the corresponding logo) in Mzansi, with this word mark likewise still listed as pending at the time of writing. For context, Dadao was officially launched in China in 2023 as a standalone pick-up brand under the JMC umbrella. So, in China, the JMC Grand Avenue is also offered as the Dadao Mohe.
Available exclusively in double-cab form, the Grand Avenue measures 5 450 mm from nose to tail and has a wheelbase of 3 270 mm. While that makes it 100 mm longer than a Ford Ranger double cab, the JMC’s wheelbase is exactly the same as that of the Blue Oval bakkie. For the record, JMC builds the Chinese-spec Ranger at its Xiaolan assembly plant (the same production site of the Grand Avenue, we suspect) as part of its joint venture with the Dearborn-based automotive giant.
A Dadao-badged version of the Grand Avenue was launched in China in 2023.
As a reminder, the Ford Territory that recently launched in South Africa is also built by JMC, though at its Fushan facility. So, considering these 2 companies’ extensive joint-venture relationship as well as the fact Ford actually owns a stake in JMC, it’s perhaps not surprising the Grand Avenue is powered by engines from the American automaker.
Which motors exactly? Well, the JMC Grand Avenue (and thus Dadao Mohe) is produced in both petrol and diesel form, each available in 4×2 and 4×4 guise. The petrol engine is a version of Ford’s turbocharged 2.3-litre, 4-cylinder EcoBoost unit, which in (detuned) JMC guise offers 180 kW and 400 Nm through either a Getrag (MT82) 6-speed manual gearbox or a ZF-supplied 8-speed automatic transmission.
The Grand Avenue is offered with Ford’s 2.3-litre EcoBoost engine.
There’s also a 2.3-litre, 4-cylinder turbodiesel motor that JMC describes as the 5th generation of Ford’s “Puma” engine series (though its displacement of 2 296 cc doesn’t quite line up with any Blue Oval mills we can find). This oil-burning powerplant churns out 130 kW, while peak torque is listed as 400 Nm for the manual model and 450 Nm in the case of the self-shifting version.
Of course, we should point out that a trademark application is by no means a guarantee the automaker will use the badge in question. But there’s at least a chance that WilGin has plans to revive the JMC brand in South Africa, with the Grand Avenue – or Dadao Mohe, if it ends up wearing that badge here – perhaps the most likely candidate.
JMC has also renewed its Vigus trademark in South Africa.
Finally, it’s also worth noting that JMC’s head office in China renewed its “Vigus” trademark in South Africa as recently as January 2024, leaving the door open for the latest version of this bakkie to come to Mzansi, too…
The Hyundai Inster is an electric compact crossover which has just been revealed. It’s a global model, meaning it could come to SA.
The Hyundai Inster is a cute-looking electric crossover and the brand has confirmed its going global with this one, with retail operations already confirmed for Europe, Middle East and Asia, and there’s a good chance a few might come out way. It appears it’s Hyundai’s cheapest electric car, which is refreshing.
There are two powertrain options; Standard and Long Range. The base Standard uses a single electric motor with 71 kW and 147 Nm, and thanks to a 42 kWh battery pack, a range of just over 300 km is claimed.
For those wanting a bit more range and punch, there’s an 85 kW option paired to a 49 kWh battery that’s good for a claimed range of around 355 km. The vehicle supports 120 kW DC fast charging and that means top-ups from 10-80% take around 30 minutes. AC charging at 11 kW will take around 4.5 hours. The car also supports Vehicle2Load and that means you can charge things like e-bikes from your car.
In terms of size, the Hyundai Inster is 3 825 mm long, putting it slightly bigger than a Suzuki Ignis. A wheelbase of 2 580 means there should just be about enough cabin space for four adults. For the adventuring types, the Korean brand has already confirmed a more rugged version called the Hyundai Inster Cross is on its way.
Hyundai claims all the seats can be folded flat and the second row can slide forwards and backwards for additional practicality options. A boot space of 280 litres and 351 litres is claimed, depending on where you positioned that rear sliding bench.
Will the Hyundai Inster come to South Africa?
The world needs fewer electric cars that are capable of eye-watering performance priced beyond the reach of most motorists. We think that if customers want an electric car, surely affordability and daily-driving range should be the focus?
Hyundai South Africa has already imported a handful of Ioniq 5 units for local testing and homologation, so some progress is being made. The biggest stumbling block to electric cars in South Africa is the import duties which make them prohibitively expensive, in comparison to the petrol-powered equivalent. Still, if this vehicle is available in right-hand drive, we suspect Hyundai SA might bring a few in to test the waters.
