The risks associated with buying used rather than new are far greater for the unwary, but, if you do your homework properly, you’ll discover the problems and spare yourself a whole lot of drama.
With the weaker rand driving new car price inflation and living costs soaring, new cars sales in South Africa are declining sharply – WesBank predicts they’ll be down 12% this year, but used car sales are on the up and up as there’s generally lots of value to be had with cars that have been around the block a few times.
Unfortunately, many a seemingly good looking exterior hides a bad “haircut”: an odometer that's been fraudulently turned back, major accident damage, leaks and mechanical disasters. But even if you avoid those major pitfalls there are three simple questions you should still ask the salesman about a used car.
They are:
1. Does this car have its original service book?
2. Do you have its spare key?
3. Does the spare wheel (assuming it's a model that comes with a spare) match the car?
And here’s the thing: an answer of yes is not enough; you must demand proof.
Why a yes is not enough
If they can’t produce the spare key (and sorry to have to say this, but do check that it fits the car), and the service book (again, check that it’s the right one for the car, and that the service records don’t look like they’ve all been filled in with the same pen at the same time), do not proceed with the deal.
Just don’t. Do not fall for the “we just have to get it from the previous owner” line. You’ll probably never get that spare key and there’s no doubt a very good reason the service book is not made available to you at the time of the sale.
And then there’s the spare wheel issue. Don’t assume it’s a fit for the car.
Brett Hills bought a used Tata from a dealer in Umhlanga on Christmas Eve of 2014. Fast forward to March this year, when he awoke to find the right front tyre was flat.
An unpleasant surprise
But an even more unpleasant surprise awaited him inside the car’s boot. “The spanner was too large for the bolts of the wheel and the spare wheel bolt holes were not aligned to fit my wheels – a complete mismatch, despite them being brand new," he said.
He paid a local tyre dealer R592 to supply the correct tyre, and then asked the dealership to provide the correct spare tyre and spanner.
After a lengthy email exchange, he received the following response from the dealership: “Fourteen months have passed since the purchase of the vehicle. Unfortunately, it cannot be proven when the incorrect spare tyre and spanner were placed in the vehicle.
“Our offer still stands to assist you to get the best pricing for the parts you require."
'No proof of when incorrect spare and spanner were fitted'
Unsurprisingly, Hills didn’t take kindly to the insinuation.
“I feel like I am being accused of fraud,” he said in an email to me.
“Why would I go out and purchase the incorrect equipment for my vehicle?
“And how could this be overlooked in the COR (certificate of roadworthiness), which was supplied by the dealership?”
I put it to the dealer principle that if it is to be assumed that the dealership sold the car with the correct spare and tools to fit it, it follows that either Hills lied about what happened, or that at some point in those 14 months, for reasons unknown, some mystery person stole the original spare and tools and replaced them with another new, but mismatched tyre and tools.
The fact that Hills only raised the problem 14 months after buying the car was irrelevant, I said, as the same argument could have been made a day or a week after purchase if the problem had been raised then.
The balance of probabilities favoured Hills’ version of events, I ventured.
Ask the dealership to check, even if it sounds silly
“All he wants is for the tyre and tools in question to be taken back by the dealership and the correct ones supplied.
“Is the dealership really not willing to give him the benefit of the doubt in this matter?”
The response was brief: “I have spoken to Mr Hills. We have ordered the new parts, spanner and spare wheel for him.
“I will notify him when it has arrived on our premises.”
In his original email to me, Hills wrote: “I have never heard of any buyer asking the dealership to fit the spare wheel to confirm it's correct.”
Well, that sounds like a fine idea to me.
Any views or opinions expressed in this article are solely those of the author and do not represent those of Cars.co.za or its editorial content team.
The new Jaguar F-PACE SUV has officially launched in South Africa! Take a look at what you can expect to pay for the F-PACE…
It might be Jaguar’s first go at the SUV market, but the Coventry-based brand has a lot of expertise to call on from its sister company Land Rover! The newcomer rides on the new aluminium-intensive platform designed for the XE and has a double-wishbone front- and integral link rear suspension setup. It offers luxurious seating for five, measures 4 731 mm in length (with a wheelbase of 2 874 mm) and has a claimed luggage capacity of 650 litres.
Passengers will have access to heated- and electrically reclining rear seats, while drivers benefit from technologies such as the InControl Touch Pro infotainment system, a 12.3-inch HD virtual instrument cluster, and a laser head-up display. The F-PACE also introduces Jaguar’s revolutionary Activity Key – a wearable accessory that also serves as a key fob, designed for those with active lifestyles.
The range comprises 132 kW 2.0-litre turbodiesel, 220 kW 3.0-litre turbodiesel, as well as 250 kW and 280 kW 3.0-litre supercharged petrol models.The top-of-the-range F-PACE is equipped with an eight-speed automatic transmission, which offers drivers manual control through steering wheel-mounted paddles, and is claimed to accelerate from 0-100 kph in 5.5 seconds, while "Jaguar’s high-performance all-wheel drive system with Intelligent Driveline Dynamics and Torque Vectoring dynamic capabilities and traction in all road conditions, while retaining the rear-wheel drive feel of a sportscar", the firm says.
Look out for our first drive impressions coming your way soon!
Jaguar F-PACE prices in South Africa
2.0 I4D Diesel 132 kW Pure – R778 966
2.0 I4D Diesel 132 kW R-Sport – R871 226
3.0 TDV6 Diesel 220 kW Pure – R942 646
3.0 TDV6 Diesel 220 kW R-Sport – R1 034 846
3.0 TDV6 Diesel 220 kW S – R1 099 646
3.0 TDV6 Diesel 220 kW First Edition – R1 222 546
3.0 S/C Petrol 250 kW Pure – R992 846
3.0 S/C Petrol 250 kW R-Sport – R1 085 046
3.0 S/C Petrol 280 kW S – R1 201 426
3.0 S/C Petrol 280 kW First Edition – R1 331 146
5 reasons why the Volvo S90 matters
Volvo's executive sedans have never quite matched the popularity of their German-made rivals, at least not in South Africa. However, the new S90 is significant: it's not merely a boldly-designed newcomer, it demonstrates the Swedish marque's resurgence in terms of product development, technological features, powertrain efficiency, and, of course, safety.
1. It proves there’s life after the XC90
Volvo doesn’t want to be the motoring equivalent of Right Said Fred; a one hit wonder with no real future. The multi-award-winning XC90 (including the Best Premium SUV in the inaugural Cars.co.za Consumer Awards) laid down a market and now the S90 shows that the Swedish manufacturer can produce attractive, inspiring cars in all shapes and sizes. The bold styling of the XC90, both inside and out, has been successfully carried over into sedan form and importantly for the bean counters, the S90 proves that the highly modular chassis underpinning the XC90 and the S90 was a good idea.
2. It wants touchscreens to be the future
Volvo’s key rivals, Audi, BMW and Mercedes-Benz all offer comprehensive infotainment systems with one key characteristic in common: none of them use touchscreens. All the German systems employ a number of buttons, a jog wheel and, as of recently, a touch-sensitive interface positioned near the driver’s thigh.
As with the XC90, the S90 makes use of Volvo’s superb vertically-orientated touchscreen interface, mounted at an angle facing the driver, and a comfortable distance away. The system does away with any physical buttons, save for a volume knob and the hazards, which has to be a physical button for legal reasons. Volvo’s system is the best touch based-system we’ve come across, but it will be interesting to see if it’s good enough to turn the tide of opinion amongst the establishment.
Thanks to twin-charging technology, the S90 requires to bigger than a 2.0-litre engine.
3. It shows big cars don’t need big engines
The largest engine powering the S90 and V90 has a displacement of 2.0 litres. That’s it. Customers can choose from a turbopetrol or turbodiesel in various states of tune. All of Volvo’s petrol Drive-E engines develop their power via twin-charging: a belt-driven supercharger develops boost at low rpm until the turbocharger is up to speed and takes over. The result is a motor that is slightly down on torque compared to its rivals but offers similar or better power levels. The top of the range T6 engine develops 235 kW of power – closely matching the 6-cylinder engines of some competitors.
4. It represents one of the biggest advancements yet in turbo technology
Volvo has debuted a clever new technology on all diesel engines in the range, called PowerPulse. Put simply as possible, an electrically powered compressor forces air into a small vessel, constantly ensuring it is topped up. At standstill and low speeds when brisk acceleration is required, a high-pressure burst of air is released into the exhaust stream running through the turbocharger. This spins the turbo up much quicker at low rpm and helps reduce turbo lag. It’s brilliant in theory and in practice works very well, dealing with one of the more persistent downsides of otherwise refined turbodiesel engines.
5. True to Volvo, it’s full of safety tech
Volvo’s City Safety system now works in night and day time driving conditions, constantly monitoring the road ahead and auto-braking if a collision with a car, human or large animal is imminent. Volvo is working in countries around the world to train the system to better recognise the particular wildlife of that region.
The car will crawl in traffic automatically, which is a very handy feature, and the Pilot Assist function now works up to 130 kph, steering between the lines on highways and working with the radar-guided cruise control to provide a more relaxing motorway experience. We tested the system in Spain and while it certainly works, like most systems of its kind it can be easily confused and can deactivate mid-corner. The driver always needs to be alert.
Run-off road mitigation is a new feature which works by scanning for the edge of the tarmac and doesn’t rely on a painted line. If it detects the car is wandering off the road, the system will apply corrective steering inputs. Understandably, we didn’t put this system to the test.
The S90 will arrive in South Africa in October, with prices starting at around R650 000. Sadly the elegant V90 will not be brought in due to low demand, but Volvo SA has said they might review that decision if the demand grows.
The long-standing Mitsubishi Pajero is now available with more add-ons to improve its value offering.
The Mitsubishi Pajero has been around for a while; the current generation was introduced in South Africa back in 2007 and has had various additions and garnishes added to it since. What has always remained intact is its perceived off-road ability, so we headed to the outskirts of Pretoria to a 4×4 course to see what it was really capable of.
Legend II
The Legend II limited-edition adds several useful accessories to both the short- and long-wheelbase derivatives. Mitsubishi says its buyers are hardcore off-road fanatics and buy the Pajero because it can cope with almost any obstacle in its path. Pajero buyers also like to fit off-road accessories to their vehicles, but, in the past, some of the accessories were not always certified by Mitsubishi. The Legend II's accessories are all certified, which means the warranty covers the entire vehicle.
The additions include proper off-road tyres, engine/gearbox protection plate, rock sliders, nudge bar, tow bar, rubber mats and a Garmin nuviCam navigation unit. The short wheelbase model foregoes the rock sliders as Mitsubishi says the SWB doesn’t need them because it has an excellent break-over angle.
The extras are said to be valued at around R50 000, but Mitsubishi includes them on Legend II models for a premium of about R30 000. More accessories, such as a roof rack, spotlights, headlight and bonnet protectors, are extra-cost options.
Off-road time
We were set a number of tricky challenges in which to test the Pajero SWB, which included steep inclines/declines, dune sand and axle articulation scenarios. Changing between 2- and 4-wheel-drive is done simply with a lever that electronically engages the selected mode. The centre diff is also engaged with the lever and selecting low range requires a further push of the lever. Rear diff lock is engaged at the press of a button and can be engaged and disengaged at any time.
The Pajero coped with every obstacle that was thrown at it… and with ease. Even the tricky soft sand section that was turned into a gymkhana course didn't pose a problem. The Legend II confirmed its reputation on the dirty part of our drive.
The tar stretch
Out on the tarmac and freeways, the Pajero feels comfortable thanks to a (relatively) pliant suspension setup. There’s a bit of roll in the bends, but that’s hard to get away from when you’re driving a proper off-roader. The cabin is showing its age, but at least the leather seats (in tandem with cruise control) will make longer trips in the Mitsubishi pleasant.
From a technical point of view, the Pajero falls a bit behind the likes of the Ford Everest, Land Rover Discovery and Toyota Prado, all of which offer more updated cabins and features. The "dot-matrix" upper screen has interesting information, like altitude and fuel economy, but it looks dated. To the Legend II's credit, there is a touchscreen below the upper screen that deals with audio functions/media connections and turns into a reverse-view camera monitor when you engage reverse.
Summary
Mitsubishi has introduced the Legend II to add a bit of extra value for the Pajero's loyal following. The parts added will keep your warranty intact and make the SUV primed for bush explorations and other hardcore off-road activities. Even with the extras added to the price, the Pajero still offers excellent value compared with the Toyota Prado and Land Rover Discovery.
Mitsubishi Pajero Legend II prices in South Africa
The everyday supercar returns to the fray with a new transmission, the same engine and derivative styling. It's the same formula as before, so why do we still want one?
That V10!
If we start at the heart of the new Audi R8, you’ll find the very best reason to still want one. The powerplant in the R8 has managed to defy modern turbocharging trends and retains its natural aspiration. The 5.2-litre V10 unit howls all the way through 8 700 rpm and in the V10 Plus model, whips up 449 kW at a heady 8250 rpm with peak torque of 560 Nm at 6 500 rpm. The sound isn’t the only thing that benefits from natural aspiration, the R8 handles better because of it too but, more on that later…
V10 engine remains naturally aspirated and in the Plus model develops 449 kW
Two models
There are two types of R8 on the market, a standard R8 V10 and then the R8 V10 Plus. Power in the standard model is pegged at 397 kW and the torque is 20 Nm less at 540 Nm. The Plus gets a few neat additions such as carbon ceramic brakes, the fixed rear wing, carbon inlays, specially tuned RS suspension and more standard kit inside. The Plus seems like the model most buyers will go for as it’s not that much more expensive and comes with considerably more power and kit.
Our first sample of the R8 V10 Plus was on the all-new Kyalami circuit with fresh tar and a couple new corners to learn. Getting to grips with the R8 is not a difficult task, the ease with which its performance can be extracted is carried over from the previous generation and you can instantly go quickly. The handling remains neutral and any slide or breakaway of car's rear end is predictable and controllable. Down the front straight, where we were clipping 240 kph, the R8 feels stable and at ease.
Climb on the carbon brakes hard and it arrests the car's speed blindingly quickly. The track shows up the R8's front-end where it doesn’t bite as soon as you want and feels like it should turn in quicker, but then consider this is a mid-engined car (its weight bias is towards the rear). There’s absolute trust in the rear-end, where you can plant your foot and rocket out of corners. The natural aspiration plays beautifully to this strength, it doesn’t deliver a kick of power like a turbocharger, but delivers it gracefully and rapidly without the abruptness.
The R8 remains a great everyday supercar with easily accessible thrills
The new transmission
The old R tronic transmission has been replaced with a fast-shifting S tronic shift-by-wire system meaning there’s no physical linkage between the lever and the gearbox. The shifts are ballistic when you go up the 'box and just as impressive going down. The shift paddles have a feature where you can just hold one down and it will either shift down to the lowest gear possible for your speed or shift into top gear depending on the lever you pull. Audi’s quattro system is also capable of sending 100% of the power to the front or rear wheels as required.
Step inside
Only the V10 Plus models were around to drive so we were greeted with Audi’s new sports steering wheel. It’s a deep-dish wheel (with loads of buttons to accidently press when hurtling through a bend!). New for the R8 V10 are four satellite buttons that include an engine start and stop button – it’s big and red, a Drive Select button, which will be familiar to many Audi drivers and allows for Comfort, Dynamic and Individual modes to be configured, a button to make the exhaust loud and a chequered flag button that puts the R8 into performance mode.
Satellite buttons on the steering wheel allow for easy and quick performance adjustments
Audi’s virtual cockpit sits in the instrument cluster and can be easily adjusted to your choice of what needs to be displayed. It’s a familiar interior with the odd smattering of Alcantara or carbon fibre to remind you that you are sitting in a supercar. The seating position feels better than that of its Huracan cousin and its array of sensible switchgear is more appealing.
Summary
The R8 V10 continues to deliver easily accessible thrills in a package that looks and sounds sensational. The handling remains neutral and safe at the expense of outright agility, but the R8 will engender a big enough sense of occasion to anyone who's lucky enough to get behind the wheel. The R8’s pricing has moved out of the bargain performance category and into the rarified atmosphere with the likes of Porsche, but, again, the Audi seems a veritable bargain compared to its similarly-configured (if more exotic) Lamborghini Hurucan cousin.
There's a new Nissan Pathfinder. Shown here in US spec, it features an updated motor, a new look and additional tech.
This new Nissan Pathfinder is powered by a new version of the 3.5-litre V6 petrol unit (with revised pistons, intake manifold and Direct Injection Gasoline technology) mated with the third-generation of Nissan's Xtronic gearbox. Power has increased to 211 kW from 190 kW and there's more torque. The vehicle is claimed to be capable of towing up to 2.7 tonnes, which Nissan says is a best-in-class capacity.
In terms of design, the Nissan Pathfinder has a new grille and redesigned headlights with daytime running lamps. There are some tasty 18-inch and 20-inch alloy wheels, while the rear benefits from changes to its tailights and bumper. This new model gains the motion-activated tailgate, which means that the driver can wave his/her foot under the bumper to automatically open the hatch. It's ideal if your hands are full of shopping bags, for example.
There is seating for 7 occupants and the Drive Assist Display has been tweaked. This display located between the rev counter and speedometer displays driver assistance info as well as trip computer info. There's satellite navigation with voice recognition and the 8-inch touchscreen infotainment system features connectivity to emergency services if the vehicle has been in an accident. Meanwhile, there's new driver assistance tech such as forward emergency braking and intelligent cruise control. Blind spot warning and rear cross-traffic alert have also been fitted.
South African availability
The new Nissan Pathfinder will probably make its way to South Africa, following on the heels of its Navara double-cab sibling early next year. This model is an American-spec version, so we'll keep an eye out for European-spec derivatives and update you as soon as more information becomes available.
Toyota recently introduced the fourth-generation Prius to the South African market and we put it to the test to see if the petrol-electric hybrid is as effective at being a fuel-saver as it is a family sedan…
We like: Fresh styling, spacious cabin, good ride quality, low fuel consumption
We don’t like: Pricey, annoying beeping while reversing
Alternatives:
Other hybrids: Consider the Toyota Auris hybrid priced at R403 400. It's not as spacious as the Prius, but it offers 100 kW and 142 Nm of torque. The Lexus CT 200h comes in at R484 500, also with 100 kW and 142 Nm of torque on offer (from the same engine as the Auris Hybrid). For something bigger and more upmarket, you can consider the Infiniti Q50 S Hybrid priced at R669 700 with 261 kW and 536 Nm. Similarly, the Lexus 300h EX offers 151 kW and 213 Nm and is priced at R599 800.
Similar-sized fuel-sipper: The Volkswagen Golf SV is similarly packaged to the Prius and is a very practical vehicle. The top-spec 2.0TDI Comfortline automatic derivative is priced at R402 700, produces 81 kW and 250 Nm of torque and is claimed an average of 4.6 L/100 km.
The new Toyota Prius is a vastly improved product with notable improvements in fuel consumption.
What is it?
The second-generation Prius was the first hybrid vehicle to hit the local market way back in 2005, but whereas the Toyota has been very successful in some foreign markets, it has never really taken off in South Africa – similar products from marques such as Honda and Lexus sell in small numbers too.
Let’s face it, hybrids aren’t particularly popular in South Africa because of consumer ignorance (although that is gradually changing as more petrol-electric cars join the market), they're less effective outside of congested urban areas and consumers generally struggle to match the cars' claimed fuel consumption figures. Meanwhile, major improvements in petrol and diesel technology eg. "downsizing" has made it easy to overlook hybrids (such as the Prius) and, unfortunately, the “awkward-looking and boring treehugger's car" stigma remains.
However, with the introduction of the latest Prius, Toyota has gone to great lengths to challenge perceptions and prove a Prius can be a fun-to-drive practical family car. We recently had the new Prius on test to see if it delivers beyond general expectations.
How does it fare in terms of…
Kerb appeal?
The Prius exhibits sharper and sportier styling compared to its predecessor.
Toyota has infused some positive changes to the latest Prius to make it appear more attractive and “athletic” while retaining its instantly recognisable silhouette. Built on the Toyota New Global Architecture (TGNA), the Prius is longer and wider than its predecessor and sits 15 mm lower, enabling it to slice through the air more efficiently. Slim headlights and angular lines give the Prius a striking, modern appearance while 15-inch alloy wheels, in conjunction with a wider track, offer better road-holding.
The interior has a futuristic, airy feel to it. The integrated heated leather-trimmed seats look sporty and are particularly comfortable to sit in. Contrasting white trim on the steering wheel and the expansive centre console also add much-needed zest to an otherwise dark cabin.
In the looks department then, the Prius is certainly more attention-grabbing than before and its fresh styling also enhances overall aerodynamic performance to improve efficiency. Styling is always a subjective matter and if you never liked the Prius, this latest version may just sway your opinion. Love it or hate it, the Prius' progressive styling should broaden its appeal.
Performance and fuel consumption?
Low fuel consumption figures are easy to achieve in the new Toyota Prius.
In an effort to improve efficiency and performance of the Prius, substantial changes have been made to its hybrid powertrain, which is now lighter and more compact. The 1.8-litre Atkinson cycle motor is carried over from its predecessor, but it’s been extensively revised to achieve better efficiency. The petrol engine works in conjunction with two lightweight electric motor-generators (one serves as a primary generator, while the second is a drive motor) and the total system (powering the front wheels through a CVT transmission) produces 90 kW and 142 Nm of torque. A revised and faster-charging nickel-metal hydride battery is stored beneath the rear seats and it’s able to store energy more efficiently than before.
The Prius comes to life in total silence and when in reverse or travelling at low speed, the car runs in full electric mode. As the vehicle's speed increases, the engine kicks in and the motors take on an auxiliary role. We found the Prius' EV mode particularly useful in heavy, slow-moving traffic conditions, but bear in mind that it can only be engaged at lower speeds and for short distances at a time (it all depends on the battery's state of charge).
To get the most satisfying performance out of the Prius, a gentle and measured driving approach is required. With even, yet firm, pressure on the accelerator, the Prius builds momentum quickly and smoothly and it has no trouble keeping up with traffic flow or overtaking. The driver can also select between three additional driving modes, including ECO (emphasises fuel efficiency), Normal (balances efficiency and drivability and Power (for quicker throttle responses). The Prius is not fast by any means, but it’s well suited for commuting within the city.
How much fuel does the Prius consume? The answer will largely depend on you. In EV mode, no fuel is used, but with the engine engaged in most situations, consumption varies greatly depending on your driving style. Toyota claims 3.7 L/100 km and we averaged about 4.5 L/100 km (the lowest figure we achieved was an astonishing 2.8 L/100 km). Achieving low consumption figures is relatively easy in the Prius, providing you adapt your driving style… it can be fun to see how high you can raise the onboard ECO Score (out of a hundred).
Ride & handling?
Ride quality in the Toyota Prius is good and it handles well in the corners too.
The cumulative effect of the new rear (double wishbone) and revised front (McPherson strut) suspension, upgraded steering system and increased body rigidity is noticeably improved ride and handling characteristics. The suspension is supple and effectively absorbs the majority ruts and bumps in the road surface, while the steering wheel provides good feedback to the driver and the Prius feels relatively solid, confident and surefooted while cornering… it's not a sports sedan, but anything but a coach!
The cabin is also well insulated and perceived build quality is good. Only a small degree of wind noise is noticeable when travelling at highway speeds; otherwise, the Prius delivers a smooth and comfortable drive and the heated leather driver's seat provides additional comfort on longer journeys. The mid-mounted rear spoiler does, however, impinge on rear visibility.
Practicality?
The Prius offers good boot space, which expands considerably with the rear seats folded flat.
Stepping inside the Prius, you will notice a short, stubby drive lever positioned on the lower section of the dashboard. It may look awkward, but it frees up storage space below it, where you will find a large, white storage tray and two cupholders for the driver and front passenger. A USB port, auxiliary port and 12V socket are placed nearby for convenience.
Buyers looking to purchase a new Prius will be happy to know that it offers ample space for rear passengers, making it particularly suitable for transporting a family. Leg-, head- and shoulder room is generous and the 60:40 split rear seat also features a central armrest with two cupholders. ISOfix mounting points are also present in the rear to secure child seats.
The boot offers a sizeable 502 litres of space, which increases substantially with the rear seats folded flat. The boot aperture is wide and low making loading items easy. It must be noted, however, that the sloping rear windscreen does cut into the boot space, and with a flat boot floor, the area is longer, not taller. A full-sized spare wheel is found beneath the boot floor.
Standard features?
The interior of the Prius is modern and comfortable with a decent level of specification.
The Prius is generously equipped with features. A 7-inch touchscreen has a sharp resolution and simple, intuitive design. It allows you to operate a number of onboard functions and is Bluetooth-compatible, but, unfortunately, navigation is not offered. Like most touchscreens, fingerprints are visible after excessive use; it will require regular cleaning.
The top of the dashboard is home to a dual 4.2-inch TFT display that provides a host of useful information to the driver such as speed, fuel gauge, odometer, trip meter, fuel consumption, air temperature and so forth. A second display shows information pertaining to the hybrid system and also communicates driving tips to the driver to improve efficiency. The climate control air conditioning and media settings can also be adjusted on this screen via buttons on the steering wheel. A configurable head-up display and cruise control are also standard.
The windows and side mirrors are electrically operated while the heated front seats are manually adjustable with electric lumbar adjustment for the driver. In terms of safety, the Prius is well equipped with seven airbags, ABS with EBD, traction control and stability control. A rear reversing camera is also fitted, improving safety when backing out of a parking bay.
Pricing & Warranty
The Toyota Prius is priced from R427 200 and is sold with a 3-year/100 000 km warranty and 5-year/90 000 km. The hybrid battery carries an 8-year/195 000 km warranty. Service intervals are set at 15 000 km.
The Prius impresses with its refined on-road demeanour and spacious, comfortable and upmarket cabin. It’s a good overall product that's perfectly suited for life in the city and owners should be able to achieve relatively low fuel consumption figures on a daily basis. It may be efficiency-oriented, but it feels fun to drive and although not fast, it's not sluggish either.
Despite this praise, the Prius’ price point places it among a host of other family-friendly products with strengths of their own. A wide range of practical and strong performing vehicles (sedans, crossovers, SUVs) are available at or below the Prius’ asking price. Excellent fuel consumption is a major reason for anyone to consider the Prius, but when you factor in the asking price, the benefits of burning less fuel become less pressing. Nonetheless, should you settle behind the wheel of a Prius, many comfortable and frugal kilometres lie ahead of you.
Online car configurators have come to the fore and the principle is simple: you customise your car to suit your style and budget, then sit back in eager anticipation while the manufacturer builds it. For South Africans the wait can be quite long, but as you'll shortly see, the degree of personalisation on offer is staggering (and addictive). We choose five of the best. Have fun!
Car manufacturers are increasingly promoting the concept of individualisation, with the idea being that no two cars should be the same. This is a rapidly growing trend worldwide and no longer restricted to only quirky or top-end cars. In South Africa there is even an online configurator for the Volkswagen Vivo! While some people will just pick a unique colour scheme for their vehicle in an effort to stand out from the crowd, manufacturers have gone to great lengths to ensure that you can really customise your car to new levels of crazy!
An online car configurator is a great way to start. Simply log onto the manufacturer's website, select a model and then the words 'Build' or 'Configure' are likely to appear. You'll be presented with a basic shell of a car and you can change the vehicle's colour, size and design of the wheels and then add on some features that you really like, but don't come standard with your vehicle. Some manufacturers even give you the option for custom decals and a key in your choice of colours. Once the car has been ordered, it gets built and some brands even offer customers the opportunity to track the assembly process.
We've had some fun trawling the world of online car configurators and enjoyed digitally building our dream wheels. The degree of customisation is simply mind blowing and if you follow through and land up taking delivery of your vehicle, there's a good chance it will be a one-of-a-kind package. While this all sounds great, be mindful that piling on the extras will add a considerable number of Rands onto your final bill.
Land Rover Discovery Sport
Land Rover South Africa's website takes you to a dedicated configurator server and visually you can play with alloy wheel design and colours as well as exterior colours. The cabin configurator has simplified items into packs so you don't have to be meticulous and go through each and every feature. Sadly the one fault of this configurator is that there's no pricing and you're going to have to make contact with a dealer to find out the final cost.
Porsche's configurator is simple to use and comes with a crisp layout. You can play with colours, choose one of five wheel designs, throw in some extra features and even listen to "your" car's engine sound. It's interesting to note that you can delete the badging on your Porsche at no cost. Perhaps the best part is that you can tick the box called 'Factory collection' which means you can fetch your car as it rolls off the production line in Germany. We started off with a R1 559 000 vehicle and landed up with this beauty costing R1 764 120.
The Porsche 911 rival from Mercedes-AMG features a neat configurator which is effortless to use. We 'built' this AMG GT in about a minute and then spent ten minutes admiring our handiwork. The only downside here is the price of the options. R7 000 for red seat belts? R125 000 for AMG Solarbeam paint? Our vehicle costs R2 142 600 as standard and we landed up with a bill of R2 271 700.
Mini's pint-sized little rocket ship is a joy to pilot and fun to configure. Mini's configurator reflects the brand: fun, quirky and like a toy. There are animations showing the car being jacked up and new wheels being bolted on, for example. It's a little confusing to navigate your way around the configurator and there are a few options that can't be selected individually, meaning you have to purchase something else along with it which adds to the cost. Still, we feel that our JCW is unlike any other JCW out there. Success! The Mini JCW retails for R439 000 and after we were done, we'd jumped the price to R467 050.
This configurator is the daddy of them all! Ferrari is proud of what it can offer to customers in terms of options and variations, with likely only Rolls-Royce surpassing the Italians. We got stuck into building a Ferrari 488 GTB and were blown away. For colours you get solid, metallic and can even dip into the historical colours used by the classic cars. The configurator allows you to adjust the angle of the sun to see how the light and reflections will make your car look. Talk about attention to detail!
You can pick wheel design, wheel colour and brake calliper colour and Ferrari plays you an animation of what that wheel looks like while the car is moving. It gets even more detailed when you customise the cabin. You can choose the colour of the stitching used on the leather and there are five seat designs to choose from. It's eye opening how many accessories and personal touches can be selected, but at the price you're paying for a Ferrari, you expect this attention to detail. Doesn't our Giallo Modena 488 look lovely?
Any views or opinions expressed in this article are solely those of the author and do not represent those of Cars.co.za or its editorial content team.
Is The Golf Segment Dying?
While much has been said and many long tears cried (mostly by yours truly) over the death of the station wagon and the decline of the sedan, there appears to be another vehicle type on the brink of the abyss in South Africa: the so-called “Golf class”.
The seemingly unstoppable rise of the crossover/SUV has resulted in a number of high-profile casualties in the past decade. First, this “new” type of vehicle essentially wiped an old family favourite – stations wagons – off the map in South Africa… Only a handful estate derivatives remain available locally, and those are niche or expensive vehicles such as the crossover-oriented Subaru Outback and Volvo V60 Cross Country, or the Mercedes-Benz C-Class and Audi RS6 Avant.
Next to fall was the MPV (multi-purpose vehicle), once the darling of the car world; models such as the Renault Scenic and Opel Zafira scooped awards (and sales) around the globe. But these days, traditional MPVs are few and far between and most have also morphed into more niche/expensive offerings, such as the BMW 2 Series Active Tourer and Mercedes-Benz B-Class, or utility-vehicle based vehicles like the VW Caddy and Ford Tourneo Connect. At least, that's the case in South Africa.
And what of compact (known in the industry as C-segment) sedans, once the staple of the South African market? At the moment most of those vehicles are sold to fleets, rental agencies or Uber operators.
The rise in prominence of the crossover/SUV has evidently had a dramatic effect on buying trends and product offerings. I spent some quality time with data supplied by Lightstone recently and noticed some startling shifts.
Rise of the crossover
Crossovers such as the Ford EcoSport basically didn't exist 15 years ago, now they rule the sales charts.
In 2000, the compact SUV/crossover segment accounted for only roughly 1.7% of the total passenger vehicle market in South Africa. It’s not hard to believe, as there were very few players back then. Fast forward to 2015, however, and the situation is starkly different. Last year the compact crossover/SUV segment (only those fitting roughly in the Golf-sized segment, or competing on price), represented nearly 15.5% of the total passenger vehicle market. From less than 2% to more than 15% in 15 years…
Sales statistics show that the growth has come at the cost of the aforementioned segments, but that's not the end of it…
The bigger surprise is the shift that’s happening in the traditional C-segment hatchback market – a development that can only partly be explained by the rise of the crossover/SUV. This is where popular vehicles such as the Volkswagen Golf, Ford Focus, Auris (previously RunX and Corolla/Conquest), Nissan Tiida, Mazda3, Opel Astra and others compete.
No love for the traditional hatchback?
The Golf and Astra are old foes, but in non-performance (GTI vs OPC) trim face a bigger battle – survival.
In the year 2000, this segment accounted for nearly 9% of the total passenger vehicle market. Of that 9%, approximately 38% of the share belonged to the Volkswagen Golf, making it a comfortable market leader, way ahead of the second-placed Opel Astra/Kadett and third-placed Renault Megane.
And what is the situation now? Last year C-segment hatches accounted for roughly 6.5% of the total passenger car market in South Africa, but bear in mind that it represent a more significant decline as it appears on the surface, seeing that in excess of 150 000 more passenger vehicles were sold locally in 2015 than in 2000…
The Golf remains the comfortable segment leader, with just over 28% of that market.
But let’s look a little deeper for a moment…
Performance and prestige
If you strip away the premium-badged C-segment vehicles (Audi A3, BMW 1 Series, Mercedes A-Class, Lexus CT200h and Volvo V40), the remainder of the competitors only account for 4.1% of the total market. And let’s not take into account the predominantly performance-oriented offerings (such as GTI/R, OPC, RenaultSport, MPS etc) as well… then the market share drops down to an astonishingly low 2.9%. Do the same exercise in 2000 and the market share was 6.5%.
It is clear, then, that the “meat-and-potato” offerings of these model ranges no longer find favour in the South African car market. Consider this: in 2015 Volkswagen sold more GTI and R-badged models, than traditional Golf derivatives in South Africa. So, even the Golf, as a mainstream hatchback, is in decline, with a segment share (without performance derivatives/premium badge offerings) of 27% as opposed to around 40% in 2000.
What do I see happening as a result of all of this?
The popular BMW 1 Series appears to perfectly encapsulate where this segment is headed.
Your move, VW and Toyota…
Before I start, just a note of caution. I do not have access to similarly detailed sales statistics of other world markets. And one must always keep in mind that South Africa is a small market and that the products sold here are not necessarily developed with our own unique demands in mind. In my view, South Africans have just been particularly accepting of the crossover genre, and the highly competitive local market perhaps previews major shifts yet to come in the world markets.
Firstly, and based on the above, the current emphasis on performance derivatives in the Golf line-up is completely understandable. As compact crossovers continue to erode the appeal of the Golf as a traditional family/do-everything car, the Golf will continue to move upmarket and more performance derivatives will be pursued. We are also likely to see further splintering (the Golf SV is an interesting and excellent offering, but given the crossover obsession of our local market, arguably not what buyers are looking for). Instead, a more compact VW crossover (below the Tiguan) makes a lot of sense. Volkswagen knows this and is working on a solution: enter the Taigun. It should do very well indeed in South Africa.
In a way, Volkswagen is in a fortunate position as it already occupies a near-premium positioning, so moving up the ladder is easier. For other brands, those stuck in the heartland of the C-segment, the chances for success appear slim.
Behind the Golf, the German premium offerings from Audi, BMW and Mercedes-Benz demand a giant share of the market, with only Ford (Focus) and Mazda (3) achieving reasonable sales. And keep in mind that Focus sales are significantly inflated by ST derivatives and that there have been major sales incentives for both those models. You have to feel for the product planners at the likes of Peugeot, Renault, and other fringe brands. They have brilliant products to offer in this segment, but seemingly a fast-shrinking pool of buyers – plus, they lack the size of the big brands' dealership networks.
I predict that more brands will follow the "Nissan approach", which is to abandon the segment altogether. We are unlikely to see successors to the Almera hatch and Tiida; Nissan now focuses on its crossover/SUVs (Juke, Qashqai and X-Trail) and is doing well. You could say Nissan anticipated the market shift better than its rivals, including Volkswagen and Toyota.
The latter (Toyota), has a lot riding on the prospects of the upcoming C-HR crossover, but seeing as it is likely to be priced relatively close to the RAV4, making it a Nissan Qashqai rival, there is a clear opportunity for a smaller (and cheaper) Juke/Renault Captur/Ford EcoSport offering. After all, as good a car as the Auris is, it not achieving the market penetration of its RunX/Conquest predecessors and, at the same time, Toyota is not yet cashing in on the crossover boom.
The upcoming C-HR will do wonders for Toyota, but what is needed is another crossover, positioned below it.
Verdict
So, to answer the question posed by the headline… Is the Golf segment dying in South Africa? I’d say “no”, but that it is dying as a source of mainstream/relatively affordable do-it-all motoring. As executive sedans become increasingly expensive and unfashionable, and performance cars few and far between at this price level, the “executive performance hatchback” appears to be an apt description of the niche where this once dominating segment’s future lies. So let's just call it the GTI class from now on…
Any views or opinions expressed in this article are solely those of the author and do not represent those of Cars.co.za or its editorial content team.
How does the idea of a 700 kW convertible grab you? Ferrari has turned its hypercar into a convertible and sold every one of them.
These are the first images that have been released of Ferrari's ultimate convertible creation. Official details and specifications will be revealed at the Paris Show later this year.
Creating the Ferrari LaFerrari Spider seems to have been quite a difficult task. The convertible roof has to be removed from the car manually and doesn’t fold away like most droptops. Apparently, this is due to the compact design of the hypercar and snug fit of the V12 engine. The removable roof is available as a carbon-fibre hard- or soft top piece.
Particular attention was paid to maintaining the Spider's torsional rigidity… Ferrari claims that it maintains the same level of rigidity as the Coupe and, courtesy of a few aerodynamic modifications, it has the same drag coefficient as well.
The 6.3-litre V12 engine and battery pack perform deliver a total of 708 kW. Ferrari hasn’t said how many it is going to build, but already confirmed that they are all sold out.
