Hybrid Porsche 911 Teased Ahead of Imminent Reveal
The hybrid Porsche 911 is due for reveal at the end of May 2024. Here are some early details of what’s to come.
The hybrid Porsche 911 will be revealed on the 28th May 2024 and the brand has shared some early details and teaser images of what we can expect.
Porsche has been hard at work fine-tuning and refining what it terms “the new 911 with a performance-focused hybrid drive.” With more than 5 million kilometres of testing and development in extreme conditions, the hybrid Porsche 911 is claimed to be even more dynamic. We’re wondering if the hybrid tech will require a plug or if the setup is self-charging and gives extra power for a few seconds, like an F1 car.
The hybrid Porsche 911. Note the different wings.
“We left nothing to chance during development and tested the new 911 under all sorts of conditions all over the world. From the freezing cold to scorching heat, as was the case during the final stages of testing in Dubai. Whether at a high drivetrain load in the demanding conditions of mountain passes or in the stop-and-go traffic of an urban environment, the new 911 has mastered even the most difficult challenges with aplomb”, said Frank Moser, Vice President Model Line 911 and 718.
The official teaser images show off two camouflaged cars and we’re guessing these were a pair of 911 Carrera S prototypes and one had a delicious-looking rear wing. No engine or performance details accompanied the release, but as a hint of what’s to come, there was a Nurburgring lap time.
That’s some serious pace!
Conducted back in September 2023, a 911 prototype with Porsche pro driver Jorg Bergmeister lapped the circuit in 7:16.394 minutes, which the brand claims is 8.7 seconds faster than the preceding equivalent model. Now while we don’t know if this was a Carrera S or GTS, we know that’s quicker than the 991.2 Porsche 911 GT3’s time of 7:18 from 2017. Porsche claims its prototype was fitted with standard road rubber and the aero kit with fixed rear wing.
All the hybrid Porsche 911 details, including local availability will be released on the afternoon of the 28th May 2024.
Toyota SA ditches Hilux GR Sport III’s ‘aero’ styling bar
The SA-spec version of the widebody Toyota Hilux GR Sport III won’t come fitted with the distinctive “aero-styled” sports bar. Here’s why the Japanese brand says it’s decided to drop this appendage…
When the Toyota Hilux GR Sport III was first displayed in South Africa at SOMI 2024 in January, it wore a distinctive “aero-styled” sports bar. Now, however, Cars.co.za can confirm that this appendage will be dropped from the SA-spec widebody model, and replaced by a conventional tubular item.
As an aside, even though we unearthed local pricing for the Prospecton-built Hilux GR Sport III as long ago as the first week of March 2024 – the month in which this highly anticipated widebody bakkie was originally scheduled to launch in Mzansi – the new R999 000 model has yet to officially hit the market. The media launch, however, kicks off this week.
The SA-spec model will no longer feature this “aero-styled” bar.
But back to the styling bar switch. Why the change from the unusual aero version back to a tubular item, which looks decidedly similar to that employed by the outgoing Hilux GR Sport II? Well, we asked Toyota South Africa Motors that very question. According to a statement from the Japanese giant’s local division, it all boils down to the results of local market research.
“The decision to incorporate a tubular sports bar on our vehicle was driven by extensive market research and customer feedback analysis. Our primary goal is to ensure that our vehicles resonate with the preferences and needs of our local customer base,” Toyota SA Motors told Cars.co.za.
A comparison of the original “aero-styled” bar (top) and the conventional tubular item (bottom).
Interestingly, that’s not the reason put forward overseas. You see, Toyota’s division in Argentina also recently ditched the “aero-styled” bar, instead leaving its version of the Hilux GR Sport double-cab bakkie without a sports bar altogether (as is the case with the Thailand-built model offered in Australia). The company’s Argentinian arm told Motor1.com that it had detected a “possible durability problem with this part”, without going into more detail. Make of that what you will.
For the record, a Toyota engineer in Argentina earlier this year explained to Motor1.com that the aerodynamic sports bar was “functional” rather than included just for the sake of styling, as it helped to reduce the widebody Hilux’s drag co-efficient. In addition, translated press material from the South American country – which also builds the Hilux – suggested that the bar reduced turbulence, which in turn improved both refinement and fuel consumption.
Hilux GR-Sport III pictured with the tubular sports bar.
As a reminder, the new GR Sport III will retain the outgoing version’s uprated 2.8-litre, 4-cylinder turbodiesel engine (and 6-speed automatic transmission), which means peak outputs again sit at 165 kW and 550 Nm.
The most obvious change is the upgrade to a widebody configuration, courtesy of wider tracks. We can confirm that while the Prospecton-built newcomer will measure 5 325 mm from nose to tail (just like the standard double cab), its overall width will increase from 1 900 mm to 2 020 mm.
The tubular sports bar features GR branding.
At 1 865 mm, the GR Sport III will also stand 50 mm taller than standard, thanks to a combination of its revised suspension system (which includes new monotube dampers) and chunkier tyres. On the latter topic, we can also confirm that the SA-spec model will ride on BFGoodrich all-terrain rubber in 265/65 R17 size (compared with the standard Legend and Legend RS tyres, which measure 265/60 R18).
Mzansi has seen 2 versions of the Hilux GR Sport before now. The first came in mid-2019, with a revised iteration (complete with the aforementioned extra power and torque) hitting the local market in September 2022. Both, of course, featured standard bodies.
Volvo EX30 Review: It’s super fast, but is it super smart?
The new Volvo EX30 has joined the lower-priced end of the South African EV market and, in Twin Motor Performance guise, it’s the fastest accelerating new car priced under R1 million. Ashley Oldfield reviews the range-topping Ultra derivative.
Priced in South Africa from R775,000, which is in the ballpark of the GWM Ora 03 we reviewed earlier this year, the all-electric Volvo EX30 has proved a hit in Europe with its clever design, inside and out, but mostly because it seems to offer a lot of car for a very decent price.
The Volvo EX30 line-up comprises single-motor, rear-wheel-drive- and dual-motor, all-wheel-drive variants. Whereas the standard single-motor version produces 200 kW/343 Nm, has a 51-kWh lithium-ion phosphate battery and a claimed range of 343 km (based on the WLTP cycle), is it also available in Single Motor Extended Range guise, replete with a 69-kWh battery and a stated range of 480 km.
The range-topping Twin Motor Performance derivatives (available in Plus and Ultra trim grades) have peak outputs of 315 kW/543 Nm, a stated range of 460 km and a claimed 0-100 kph time of 3.6 sec. That means an apex Volvo EX30 – an all-wheel-drive battery-electric premium small crossover – is the most powerful and fastest-accelerating new car priced under R1 million on the local market (May 2024).
Of course, there is a lot more to the new Volvo EX30 than sheer performance capability and range; as opposed to models such as the Mercedes-Benz EQA and BMW iX1, the Swedish offering is based on a dedicated electric-vehicle platform – it has distinctive packaging, a decidedly highly interior (there’s no speedometer; speed is displayed on the infotainment screen) and, as such, a specific target market.
Ashley Oldfield discusses the Volvo EX30’s driving experience, interior layout, practicality, value for money and more. He also suggests which derivative you should prioritise if you’ve shortlisted the model.
Where do most of South Africa’s imported cars come from?
Imported vehicles made up nearly 60% of total light new-vehicle sales in South Africa in 2023. So, which countries ship over the majority of Mzansi’s imported cars? We have the numbers…
In 2023, imported cars represented 59.3% of South Africa’s total light new-vehicle sales, with 295 817 units (out of 498 880 units) shipped into Mzansi from 24 countries, according to Naamsa. Though that’s down on the 64.8% share achieved in 2022, it’s nevertheless a significant number.
Drilling down into the data, we see that passenger-vehicle imports accounted for 76.9% of total passenger-car sales in South Africa last year, while light-commercial vehicle (LCV) imports represented 18.8% of that segment’s sales total in 2023. So, which countries sent over the majority of SA’s imported vehicles in 2023?
The Indian-built Suzuki Swift was SA’s best-selling imported car in 2023.
Well, according to new information released by Naamsa, the top country of origin in pure volume terms was again India, which shipped over 157 326 units – or a whopping 53.2% of the total light vehicles imported – in 2023. For the record, that percentage is up slightly on 2022’s effort of 51.2%.
Meanwhile, China consolidated its 2nd position, accounting for 39 308 units or 13.3% of all light-vehicle imports in 2023 (up from 10.79% in 2022). The Chery Tiggo Pro and Haval Jolion were the biggest passenger-vehicle drivers of volume here, while the GWM P-Series played that role in the LCV space. Next came Japan, which retained 3rd position with 21 507 units, closely followed by Germany (21 017 units) in 4th.
South Korea (13 771 units) held steady in 5th place, though Spain (13 650 units) was right on its tail in 6th spot. Interestingly, the United Kingdom climbed 3 rankings to 7th, having supplied 4 506 units to South Africa in 2023, while the United States (3 908 units) and Thailand (3 784 units) remained in 8th and 9th, respectively.
Premium cars like the Dingolfing-built BMW 5 Series helped Germany to 2nd place in Rand value terms.
Finally, France closed out the table with 2 228 units, pushing Indonesia out of the top 10. The remaining 14 countries of origin collectively accounted for a further 14 812 units last year. Interestingly, in Rand value terms (as opposed to pure volume), India was again the main country of origin, though Germany took 2nd place, with Japan completing the podium.
Top 10 countries of origin for SA’s imported light vehicles in 2023
On the hunt for a used compact hatchback that majors in versatility? Let’s examine the line-up of the 3rd-gen Honda Jazz and identify the model’s strengths and weaknesses.
As was the case with the original Honda Jazz that debuted in South Africa way back in 2003 and the 2nd-gen model that followed 5 years later, the defining quality of the 3rd generation of the Japanese firm’s mellifluously named B-segment hatchback was its standout (for the segment) cabin versatility.
But there were a few noteworthy changes. For instance, while its forebears were imported from Japan, the SA-market version of the 3rd-gen Jazz was built at Honda’s (then new) Tapukara facility in Rajasthan.
The SA-market 3rd-gen Jazz was built in India, rather than Japan.
In addition, entry-level variants ditched the trusty 1.3-litre 4-cylinder engine in favour of a 1.2-litre 4-cylinder unit familiar from another Indian-produced hatch, the (smaller) Brio.
While the GK-series Jazz was seemingly not quite as popular locally as its 2 predecessors, it nonetheless played a significant role in the model line-up of Honda Motor Southern Africa (SA). For the record, the Japanese-built 4th-gen model arrived in Mzansi in mid-2021 wearing the Fit badge (a moniker long used in other markets), marking the end of the line for the Jazz nameplate in Mzansi.
Honda Jazz model line-up in South Africa
The Mk3 Jazz made local landfall early in 2015.
In July 2013, Honda released the 1st official images of the 3rd-gen model. The 5-door Jazz’s local launch took place in January 2015, with the vehicle rolling onto dealership floors around South Africa the very next month.
The SA-spec Jazz was offered with the choice of 2 naturally aspirated 4-cylinder petrol engines (a new 1.2-litre motor and the familiar 1.5-litre mill, with each i-VTEC unit driving the hatchback’s front axle), 2 transmissions (a 5-speed manual and a constantly variable auto transmission with paddle shifters and 7 steps) and 4 trim levels. As a result, the local line-up comprised the following 7 derivatives at launch:
1.2 Trend 5MT (66 kW/110 Nm)
1.2 Comfort 5MT (66 kW/110 Nm)
1.2 Comfort CVT (66 kW/110 Nm)
1.5 Elegance 5MT (88 kW/145 Nm)
1.5 Elegance CVT (88 kW/145 Nm)
1.5 Dynamic 5MT (88 kW/145 Nm)
1.5 Dynamic CVT (88 kW/145 Nm)
The range didn’t change all that much over the next 6 years. In fact, despite the Jazz being treated to a mild facelift overseas in 2017, the refreshed range didn’t ever make it to local roads. However, Honda Motor SA did roll out a new Jazz Sport derivative – which supplanted the 1.5 Dynamic CVT as the line-up’s flagship – in February 2018, complete with “Type R-inspired” styling.
The Jazz Sport joined the range in February 2018.
Arriving alongside the FK8 Civic Type R, the Jazz Sport was set apart by its distinctive aero package (including a cheeky rear spoiler), 16-inch Berlina black alloy wheels, upgraded cabin, retuned suspension and uprated brakes (dropping drums at the rear in favour of discs).
Moreover, the 1.5-litre petrol unit was tweaked to deliver a somewhat healthier 97 kW and 155 Nm, peak outputs that were delivered to the front wheels via a CVT. Curiously, there was no option of a manual gearbox in South Africa, despite a 3-pedal version being offered overseas. Local sales of the GK-gen Jazz came to an end by June 2021, when the GR/GS-series Honda Fit arrived to take its place.
What are the advantages of a Honda Jazz?
The clever Magic Seat configuration defined the Jazz’s interior.
Trademark versatility: In a certain sense, the Jazz was half hatchback, half mini-MPV. Boasting a 35 mm longer wheelbase (at 2 530 mm) than its predecessor, the 3rd-gen Jazz was certainly the most practical B-segment hatch of its era, chiefly thanks to Honda’s so-called “Magic Seat” system.
Smart packaging (the low-profile fuel tank was again centrally sited) allowed the Jazz to incorporate a highly configurable seating arrangement – the bases of the 60:40 split rear seats could independently tip up against their backrests, for instance. That facilitated the transport of all sorts of items that would usually be deemed too tall or bulky to shoehorn into such a compact car.
Courtesy of its updated design, the 3rd-gen Jazz offered notably more rear legroom than its forebear, while its load-bay capacity grew by 26 litres to 363 litres (despite the presence of a full-size spare wheel in all variants except the Jazz Sport). Folding the rear bench flat would free up 881 litres of utility space.
The SA-spec 3rd-gen Jazz was well-equipped in the safety department.
Lofty standard safety spec: At launch, all 7 derivatives in the 3rd-gen Jazz line-up shipped standard with numerous safety features, including ABS (with EBD and EBA), electronic stability control, 6 airbags, outer-rear ISOfix child-seat anchors, 3-point inertia-reel seatbelts (with height-adjustable anchor points) and hazard lights that triggered under hard braking. While all variants bar the Jazz Sport made do with rear drum brakes, top-spec Dynamic (and indeed Sport) versions also boasted rear parking sensors.
For the record, Global NCAP awarded a lower-spec Indian-market Jazz – which featured dual front airbags and a rear centre lap belt, while also lacking items such as electronic stability control and seatbelt pre-tensioners – 4 stars for adult occupancy- and 3 stars for child-occupant safety in 2020.
After being subjected to the standard 64 kph frontal crash test, the Jazz’s bodyshell was rated as “stable” and “capable of withstanding further loadings” by Global NCAP.
The 1.5-litre i-VTEC engine was a particularly well-proven unit.
Fuss-free atmospheric engines: Honda opted to eschew forced induction despite some of the Jazz’s rivals moving to downsized turbocharged petrol engines around this time. The Japanese firm stuck with the 1.5-litre i-VTEC unit (L15Z5) carried over from the 2nd-gen Jazz, while also introducing the 1.2-litre i-VTEC motor (L12B3) from the Brio. While neither rev-happy (chain-driven) motor was particularly well endowed in the low-down torque department (their respective peak figures arrived at 4 800 and 4 600 rpm, after all), both were known to be thoroughly reliable when maintained properly.
As an aside, though both the 2nd-gen Jazz and 4th-gen Fit were offered locally with the option of a hybrid powertrain, the 3rd-gen line-up interestingly did without a petrol-electric derivative. This was likely since it was sourced from India, where such a derivative was not produced.
What are the disadvantages of a Honda Jazz?
The cabin featured some scratchy plastics.
The decline in cabin quality: Though the Indian-produced GK-series Jazz was by no means poorly built, there was a definite drop in build quality compared with the preceding version. For instance, plenty of the interior plastics – including those used on areas such as the dashboard, centre console and interior door panels – were noticeably scratchier than before.
Moreover, some early versions were saddled with loose-fitting plastic trim and a surprisingly flimsy boot board in the luggage compartment. That said, the mid-tier Elegance and top-spec Dynamic grades did score leather trim on frequent touch points such as the steering wheel (which benefited from tilt-and-telescopic adjustment across the range) and gear knob, while the Sport had a soft-padded dashboard.
Honda attempted to market the 3rd-gen Jazz to a younger audience.
Pensioner persona: Honda once famously revealed that the average age of a Jazz owner was 61 years old. Despite an obvious attempt to style the 3rd-gen model to appeal to younger buyers (the press material was peppered with terms like “edgy”, “aspirational” and “sculpted”, while the launch images showed a brightly coloured example parked in front of a graffiti-covered building), the GK-series Jazz was not quite able to shake the perception it was the preferred transport of, well, “more mature” drivers.
Still, it could certainly be argued the sort of attributes that perpetuated such a viewpoint – such as the wide-opening doors, low load-bay loading lip, suitably raised seating positions, comfy ride and excellent outward visibility thanks to the thin pillars – were boons for drivers and passengers of all ages.
Fitted with a CVT, the Jazz Sport (seen here alongside the FK8 Civic Type R) felt like a missed opportunity.
Jazz Sport a missed opportunity: While the Jazz Sport’s extra oomph wasn’t quite sufficient to push it into warm-hatch territory, it certainly held the potential to appeal to a younger audience. But items such as the Type R-mimicking body kit, red exterior detailing and firmer suspension were entirely at odds with the only transmission on offer: a “specially adapted” continuously variable automatic transmission.
We can’t help but feel the overall package would have been altogether sweeter had Honda Motor SA made the Jazz Sport – which wore the RS badge in certain markets – available with a manual gearbox.
How much does a used Honda Jazz cost in South Africa?
The Trend derivative did without a standard service plan.
At launch, all derivatives in the local GK-series Jazz line-up were covered by Honda’s 3-year/100 000 km warranty, but by January 2016, the company had upgraded its range-wide warranty to be valid for 5 years or 200 000 km. In addition, a 4-year/60 000 km service plan shipped standard on every variant bar the entry-level Trend. Scrutinise the maintenance history of any vehicle you’re considering purchasing, making sure routine services were carried out at least every 15 000 km.
Of the used 3rd-gen Jazz models listed on Cars.co.za at the time of writing, 53% were fitted with the 1.5-litre engine, with the remaining models employing the 1.2-litre motor. The split between transmissions was likewise almost even, with manual vehicles accounting for 55% of listings.
The Jazz Sport made up around 8% of listings.
Comfort was the most plentiful trim level (39%), though Elegance wasn’t far behind on 36%. The Trend, Dynamic and Sport grades each accounted for around 8% of all 3rd-gen Jazz listings. Interestingly, 2016 was the most popular model year, followed by 2018 and 2019.
Indicated mileages varied from just 17 000 km (on a 2020 1.5 Sport CVT) to 198 000 km (on a 2016 1.5 Dynamic CVT), while white (41%) and silver (32%) were the most common paint colours.
Below R150 000: Examples listed for under R150 000 were all from the opening 3 years of production, with most showing more than 125 000 km on their respective odometers. In addition, the smaller engine dominated this admittedly sparsely populated space.
From R150 000 to R200 000: At the time of writing, this was where most of the 3rd-gen Jazz units were positioned (with the 1.2-litre engine interestingly again listed in greater numbers). All model years bar the final were represented, with most vehicles having covered less than 100 000 km.
From R200 000 to R250 000: The 1.5-litre unit was the most common engine between these pricing bookends, while we found very few manual-equipped units here. Mileages were capped at about 75 000 km, though the model-year distribution was relatively even across 2017-2021.
R250 000 and up: Spending upwards of R250 000 would score you a late model-year Jazz with low mileage, though only CVT-equipped derivatives were listed above this mark. The priciest Jazz we uncovered was the low-mileage 2020 1.5 Sport CVT mentioned earlier, which was listed for R305 000 (for the record, it had a new-car sticker price of R338 900 in its year of registration).
Which Honda Jazz should I buy?
The 1.5-litre engine is best combined with the manual gearbox.
So, which GK-series Honda Jazz is the pick of the bunch? Well, let’s start with the powertrains. Although the 1.2-litre mill was the more fuel-efficient engine (sipping at a claimed 5.6 L/100 km), its relative lack of grunt meant it struggled with sharp inclines and brisk overtaking manoeuvres, particularly upcountry.
The 1.5-litre motor, meanwhile, offered an upgrade in oomph with only a minor fuel-consumption penalty (it used a claimed 6.0 L/100 km in manual guise and 5.8 litres in CVT form, with the latter figure falling to 5.6 litres in the case of the further-fettled Sport). We’d suggest sticking with the manual gearbox – even if it could have done with a 6th forward cog – as we have heard of a few instances of CVT problems.
The climate-control panel was a little fiddly to operate on the move.
That leaves us with the 1.5 Elegance and 1.5 Dynamic derivatives, each specified with 3 pedals (and, incidentally, each able to reach 100 kph from a standstill in under 10 seconds). For the record, the Elegance features standard items such as 15-inch alloy wheels, front fog lamps, colour-coded side-mirror caps, hill-start assist and a 5-inch touchscreen infotainment system.
An upgrade from manual air-conditioning to climate control was also included, but keep in mind that the heating-and-ventilation control panel was a digital item – and not the simplest to operate while you’re driving. Those seeking a mite more standard specification would do well to consider the Dynamic, which gained 16-inch rims, a 7-inch touchscreen system, an HDMI port, rear parking sensors and privacy glass.
Is the Honda Jazz a good used buy?
The versatile Jazz battled both mini-MPVs and small hatchbacks.
Though the Honda Jazz was marketed as a B-segment hatchback, in some ways its closest rivals were largely under-appreciated small MPVs such as the 2nd-gen Opel Meriva (defined by its rear-hinged rear doors) and the Ford B-Max (featuring sliding rear doors and dispensing with a traditional B-pillar).
That said, the 3rd-gen Jazz still had to contend with conventional B-segment big hitters such as the 6th- and 7th-gen Ford Fiesta, as well as the locally produced 5th- and 6th-gen Volkswagen Polo hatchbacks.
The Jazz nameplate is no more in South Africa, having been replaced by the Fit.
So, does the GK-series Honda Jazz represent a compelling used-purchase proposition? Well, though previous iterations felt more solidly built inside, they’ve perhaps become a little long in the tooth for many buyers (while the latest Fit is considerably pricier and thus likely out of reach). So, if you’re able to look past this shortcoming, the 3rd-gen Jazz model makes a strong case for itself by virtue of its dependable engines, lofty safety specification and what is unquestionably the most versatile interior in its class.
Meet the 4th-generation Maruti Suzuki Swift, which was revealed in India in May 2024. While an SA arrival date has yet to be confirmed, we’re confident it will be landing this year. Here’s all you need to know.
You’re probably thinking you’ve seen this car before and you’d be correct. First seen in October 2023 as a concept at the Tokyo Motor Show, the 4th-generation Suzuki Swift has already gone on sale in its home market as well as a few European countries.
Why the fuss now? The Maruti Suzuki Swift is the South African-spec model and that’s assembled in India. Why India? See, if Suzuki SA had to source its vehicles from Japan, they’d come with all the European compulsory kit like semi-autonomous safety tech, hybrid powertrains and while these are nice-to-haves, they’d push the price of the Swift up considerably and it would no longer be the affordable superstar.
So, what’s new in the 4th-generation Maruti Suzuki Swift?
Visually, the design has not changed too radically and it feels more like an enhanced version of the outgoing model. There’s a new-look front bumper with radiator grille, revised headlights, tail lamps as well as new alloy wheel designs.
The Maruti Suzuki Swift hasn’t changed much under the skin. The Heartect platform and wheelbase hasn’t been changed, but the new model is 15 mm longer, 40 mm narrower, and 30 mm taller.
The biggest change is the engine, with the Swift adopting an even more efficient 1.2-litre 3-cylinder naturally-aspirated petrol engine. Codenamed Z12E, this engine makes 60 kW and 111.7 Nm. Customers will have the choice of either a 5-speed manual gearbox or a 5-speed Automated Manual Transmission (AMT). Our past experiences with the latter transmission have not been pleasant, and we hope Suzuki SA sticks to its tried-and-tested 4-speed automatic. Maruti Suzuki claims this new powertrain is a little cleaner and more efficient.
For the Indian market, Maruti is offering 9 exterior colours with dual-tone paint options and some sporty-looking accessories. Inside, the cabin is similarly styled to the Baleno and Fronx with a central 9-inch touchscreen infotainment screen. The flagship model for the Sub-Continent gets an impressive level of standard specification like wireless phone charger, LED fog lights, automatic climate control, steering-wheel controls and button start/stop.
When it comes to safety, the new-gen Suzuki Swift comes with six airbags, ISOFIX seat mounting points, rear parking sensors, anti-lock brakes and stability control.
When will the Maruti Suzuki Swift launch in South Africa?
We’re yet to hear from Suzuki South Africa as to when the new Swift will be launched locally. As soon as we do, we will update this article.
While not technically a facelift, the popular Land Rover Defender has been given enhancements for the 2025 model year. Here’s your first look.
The popular Land Rover Defender has been given some technical and mechanical updates for the 2025 model year. While Land Rover has not officially said this is a facelift, we think there are sufficient changes for it to qualify as one. Besides, the Defender officially launched locally in 2020, so it is technically due for a nip and tuck, based on product lifecycles.
So, what’s new? The big change is the addition of a brand-new engine, badged as the D350 and it replaces the D300. The 3.0-litre turbocharged diesel engine has power outputs are rated at 257 kW and 700 Nm, which are increases of 36 kW and 50 Nm, and Land Rover claims the Defender now offers greater flexibility and responsiveness, meaning punchier overtakes. No performance figures were issued, but we suspect it’ll shave a tenth or two off of its claimed 0-100 kph time.
Also new is the 110 Sedona Edition, which will be on sale for just one year. It features a unique colour inspired by the sands of Sedona, Arizona and comes with a raft of additional specification and option packs.
The extra-length Defender 130 gains the Captain Chairs Pack, which deletes the 2nd row’s bench and replaces it with two individual seats with arm rests and heating functionality. With the middle seat gone, access to the 3rd row is now easier.
Customers have three body styles to choose from: 90, 110, 130, and five trim levels: S, X-Dynamic SE, X-Dynamic HSE, X and V8.
The Chery Tiggo 4 Pro range in SA has gained 2 new DCT derivatives, taking the number of transmission options to 4. Here’s how much these fresh dual-clutch variants cost…
Chery South Africa has expanded its popular Tiggo 4 Pro small crossover line-up by adding a pair of new dual-clutch transmission (DCT) derivatives. The local range thus now features 9 variants and includes as many as 4 gearbox options.
According to the Chinese firm, the decision to introduce a DCT option was in direct response to local customer demand. The company says it has been in “constant contact” with existing Tiggo 4 Pro owners, many of who ostensibly want to upgrade to a “sportier transmission” while also seeking improved fuel economy.
Interestingly, it seems the existing continuously variable transmission (CVT) derivatives will solider on alongside the dual-clutch variants, and even soon benefit from a “software update”. As a reminder, the Tiggo 4 Pro range also includes 5- and 6-speed manual cog-swappers.
Though Chery SA doesn’t explicitly state the number of gears employed by the new DCT – the press material is light and detailed specifications are not yet available on the automaker’s local website – we suspect it’s a 7-speeder, as used in other Chery products. While entry-level versions of the Tiggo 4 Pro are powered by a naturally aspirated 1.5-litre petrol engine (83 kW/138 Nm), the DCT has been reserved for the most powerful forced-induction motor.
As such, it’s offered only in conjunction with the turbocharged 1.5-litre, 4-cylinder engine, which generates 108 kW and 210 Nm. The Tiggo 4 Pro 1.5 LiT DCT is priced at R382 900, while the Tiggo 4 Pro 1.5T Elite DCT slots in at the summit of the portfolio with a price-tag of R415 900.
Chery SA has yet to reveal an official consumption figure for this powertrain, instead saying its local testing suggests a saving of “close to 1.6 litres of fuel per 100 km” (depending on driving style and conditions, of course).
The exclusively front-wheel-drive Tiggo 4 Pro is currently Chery SA’s most popular model, ranking as high as 5th (with 976 registrations) on the list of Mzansi’s best-selling passenger vehicles in April 2024. That performance helped the Chinese firm to a record total of 2 009 sales last month, seeing it finish in 6th place overall (and 4th in the passenger-vehicle segment).
How much does the Chery Tiggo 4 Pro cost in South Africa?
Chery Tiggo 4 Pro 1.5 LiT 5MT – R279 900
Chery Tiggo 4 Pro 1.5 LiT CVT – R314 900
Chery Tiggo 4 Pro 1.5 Urban 5MT – R318 900
Chery Tiggo 4 Pro 1.5 Comfort CVT – R355 900
Chery Tiggo 4 Pro 1.5T Elite 6MT – R365 900
Chery Tiggo 4 Pro 1.5 LiT DCT – R382 900
Chery Tiggo 4 Pro 1.5T Elite CVT – R386 900
Chery Tiggo 4 Pro 1.5T Elite SE CVT – R408 900
Chery Tiggo 4 Pro 1.5T Elite DCT – R415 900
The purchase price includes a 5-year/150 000 km warranty, a 10-year/1-million km engine warranty (linked to the first owner) and a 5-year/60 000 km service plan.
SA-built Volkswagen Polo ‘will carry on’ in Europe
Volkswagen’s CEO confirms that the SA-built Volkswagen Polo hatchback is no longer facing the axe in Europe, saying it could survive “until the end of this decade”…
In November 2022, Thomas Schäfer, CEO of the Volkswagen brand, said there would be “no point carrying on” with small combustion-engined cars like the Polo – a hatchback built in South Africa – in Europe in light of the proposed Euro 7 emissions regulations. However, these rules have since been relaxed, which could allow the petrol-powered Polo to “carry on” in Europe until 2030, according to Schäfer.
A year-and-a-half ago, VW’s global CEO suggested it would be too costly to re-engineer small petrol- and diesel-powered vehicles to meet the then-looming European regulations, with the German firm poised to replace such models with small electric cars instead. But Schäfer has now told Autocar that the new rules – which are set to come into effect at the start of September 2024 – are “not as crazy [as] it was posited initially”.
At the end of 2022, VW’s Kariega plant built its 2-millionth Polo-badged model (including Vivo).
“EU7 has been done in a reasonable way; it adds costs to the vehicle but not too crazily,” Schäfer said, before suggesting the Kariega-built model could thus survive on the Old Continent “until the end of this decade”. He furthermore told the British publication “we will keep [the Polo] fresh”, adding that the hatchback “runs well” and represents “a good entry into the brand”.
However, Schäfer cautioned that “General Safety Regulation 2, [which mandates] interior cameras and a couple of things you need to add to the platform”, had the potential to bump up costs “tremendously”. As a reminder, the current-generation Polo was revealed in 2017, before receiving a mid-cycle update in 2021. Based on the VW CEO’s latest comments, the hatchback could be in line for a 2nd facelift at some point.
Of course, this is significant news for South Africa, since Volkswagen’s Kariega facility is set to become the sole producer of the Polo hatchback worldwide from July 2024. Considering Europe is the factory’s main export market, the Polo’s apparent stay of execution on that continent will surely allow VW Group Africa’s plant in the Eastern Cape to retain significant production volumes.
Kariega plans to add a 3rd model to its production line from 2027.
Schäfer’s comments come less than a month after Volkswagen announced a fresh R4-billion investment in the Kariega facility, which is set to start producing a new small SUV from 2027. The mystery model – which is being developed in Brazil, based on the ubiquitous MQB-A0 platform, and could also spawn a new small bakkie – will be manufactured on the same production line as the Polo hatch and Polo Vivo.
This as-yet-unrevealed model will be sold in South Africa as well as shipped to other African markets, seemingly allowing VW’s local division to reduce its reliance on exports to Europe. However, with sales of the Polo hatch now potentially continuing on the Old Continent until 2030, Kariega is likely facing a busy few years.
Jetour is another of Chery’s sub-brands and a source has confirmed it will be setting up operations in South Africa in the near future!
Another Chinese brand is set to touch down in South Africa in the near future. A well-placed source has confirmed that Chery’s Jetour brand is confirmed for South Africa, although it’s not clear when we can expect retail operations to commence.
We can confirm that Chery Commercial Vehicle (Anhui) Co. Ltd submitted registration documents for Jetour back in 2022, and the trademark was officially registered in South Africa towards the end of April 2024.
We already know the brand is in the process of starting to build right-hand-drive vehicles with Jacky Chen, General Manager of Jetour’s international business telling the South China Morning Post that, “Right-hand drive cars will be the new growth engine for us in the coming three to five years.” Markets like South Africa, Malaysia, Australia have already seen huge sales from the Chinese brands. Mr Chen confirmed to the publication that the first right-hand drive products will have internal combustion power, followed by electric powertrains.
These comments suggest that South Africa may only receive new generation Jetour products, but we do have our eye on this, the T2. Positioned as a serious offroading SUV, the T2 offers up 220 mm of ground clearance, 39-degree approach and 30-degree departure angles.
It’s not a small vehicle either, at 4 785 mm long and has a wheelbase of 2 800 mm. Inside, it adopts a minimalist approach with a large infotainment screen. Power for the T2 comes from a 2.0-litre turbocharged petrol engine which makes 186 kW and 390 Nm. Power goes to a sixth-generation BorgWarner all-wheel drive system via a 7-speed dual-clutch transmission.
We do wonder if the Chery portfolio is now too big and potentially overlapping with each other. As a reminder, Chery itself offers the Tiggo (4, 7, 8 and soon 9) SUV range, with Omoda’s C5 being joined by the C9, E5, C7 and newcomer offroad brand Jaecoo has the J7 (and soon J8 and J6). Chery is your middle-of-the-road SUV brand, Omoda is positioned as a youthful fashionable brand, and Jaecoo is your offroad adventurer product.
