The freshly revealed iCaur V25 splits the family down the middle. It’s larger than the V23, but a tad smaller than the family-sized V27. Here are some early details.
The iCaur brand launched in South Africa in May 2026, bringing new-energy modern powertrains packed into retro-styled boxy compact SUVs. The novelty and charm factor is sky high and we understand that demand has been strong.
Fresh from patent filings comes the iCaur V25, a larger model positioned above the V23 yet slightly smaller than the flagship V27 SUV, which is confirmed for a South African market introduction before the end of 2026. The images you see here come from the Ministry of Industry and Information Technology (MIIT) as well as a recent iCaur event, held in China in October 2026.
Like its V23 sibling, the V25 will also be fully customisable and the recent announcement highlighted some of the accessories that customers can fit to their vehicles.
iCaur V25 powertrain
While its styling resembles the standard V23 with the major difference being the longer length, the powertrain is available in two flavours; with customers able to choose from a range-extender setup or a battery-electric powertrain.
The former comprises a 1.5-litre turbocharged petrol engine which makes 115 kW, but this doesn’t drive the wheels, but rather tops up the 33.7 kWh battery. The dual-motor electric motors offer up 335 kW and 505 Nm, and while not all specifications have been confirmed, the V25 is said to offer a rated towing capacity of 1.8 tonnes and up to 6 kW vehicle-to-load output. There was no mention of the BEV powertrain or its specs, but we’d assume it wouldn’t be too far removed from the V23’s 155 kW and 292 Nm.
The iCaur V25 is 4 636 mm long, 1 920 mm high and 1 920 mm wide, and has a wheelbase of 2 820 mm. In comparison to the V23, which is 4 220 mm long and has a wheelbase of 2 735 mm, it’s clear the V25 is a more substantial vehicle. The MIIT fillings claimed wheel sizes of 19 and 21 inches depending on trim.
iCaur V25 Confirmed for South Africa
iCaur South Africa has confirmed that the V25 will be launching in our market, with “details around the local launch timeline will be announced at a later date.”
iCAUR is an expressive, new-energy vehicle (NEV) brand globally backed by the Chery Group. Built on Chery’s extensive engineering expertise, the brand targets adventure seekers and urban drivers by offering uniquely styled, boxy, character-driven electric SUVs.
Which iCAUR models are available in South Africa?
iCAUR entered the South African market in 2026 with an initial lineup consisting of two compact electric SUVs:
iCAUR V23: A retro-inspired, value-focused electric SUV.
iCAUR 03T: A slightly larger, highly specified premium electric crossover offered in both RWD and AWD configurations.
What is the price of iCAUR vehicles in South Africa?
Local pricing starts at R519 900 for the entry-level iCAUR V23. The larger iCAUR 03T range starts from R639 900 for the rear-wheel-drive (RWD) version and goes up to R699 900 for the top-spec all-wheel-drive (AWD) model.
How long does it take to charge an iCAUR electric vehicle?
Equipped with modern battery tech, iCAUR vehicles are compatible with public DC fast charging. When plugged into a DC fast charger, the battery can replenish from 10% to 80% in approximately 30 minutes.
What standard warranties and backup do iCAUR vehicles receive locally?
To offer complete peace of mind, iCAUR packages its vehicles with a comprehensive 8-year / 200 000 km general vehicle warranty, a dedicated 8-year / 160 000 km battery warranty, an 8-year / 200 000 km roadside assistance plan, and a 5-year service plan.
Audi Q5 versus BMW X3 (2026) – Which midsize premium SUV makes the most sense in SA?
In the luxury midsize crossover SUV market, the rivalry between the Audi Q5 and BMW X3 has long been a defining decision point for South African buyers. But as both models evolve, what key differences should prospective owners actually understand?
When Audi was an emerging, alternative luxury brand in South Africa, much of its momentum was built by the Q5. Globally, the midsize SUV became a bestseller and a cornerstone of the brand.
However, Audi’s third-generation Q5 enters the local market at a time when traditional German brands face significant disruption, particularly around the concept of ‘new luxury’. Chinese rivals now offer abundant technology and features for substantially less money, influencing a new generation of buyers who prioritise value over the design heritage Audi was once celebrated for.
Audi Q5 versus the new competition
In a market where traditional German marques have lost market share, how does a match-up between the new Audi Q5 and its fiercest traditional rival, the BMW X3, play out?
The third-generation Q5 arrives during a turbulent era for Audi’s parent company, the VW Group. Yet beneath the surface, the Q5 retains a depth of engineering that sets it apart. Much like the BMW, in fact.
Admittedly, like most German rivals, the Q5 cannot match the price-to-feature ratio of Chinese alternatives. Where the Q5 and X3 compensate, however, is in their ability to crush the vast, single-day distances South African luxury SUV owners routinely drive – whether for business, long weekends or coastal holidays.
Built for long distances
Huge distances in a day? German luxury crossover SUVs do that with ease.
While there is a perception that German cars built their local reputation solely on prestige, their real strength lies in high-speed, long-distance composure.
Few global markets regularly subject luxury family vehicles to long trips at high cruising speeds. In these conditions – familiar to South Africans tackling inter-provincial journeys – the stability engineered into German platforms via Autobahn testing is invaluable, and something many Chinese rivals have yet to master.
In the latest Q5 and X3, the controls are weighted precisely for this environment. Their steering systems avoid being overly light, ensuring that if you need to execute an emergency avoidance manoeuvre for stray livestock, the chassis response remains predictable and controllable.
If you want a diesel Q5, you sacrifice a tiny amount of luggage space.
For a mid-size luxury SUV, load capacity is key – wealthier buyers tend to pack heavily for road trips.
While the sloping roofline of the Q5 Sportback body style offers undeniable kerb appeal outside trendy coffee shops, it typically compromises cargo volume. However, Audi’s cabin architects have minimised the penalty: the capacity difference between the standard wagon and the Sportback is a negligible five litres.
Because Audi expects significantly higher demand for the Sportback, the 2.0-litre turbodiesel engine is currently restricted to this body style. A diesel option for the standard wagon shape is only anticipated in 2027.
The BMW, meanwhile, offers the brand’s exceptional 2.0-litre turbodiesel in the SUV-only body shape. The rival to the Q5 Sportback, BMW’s X4, hasn’t been launched yet.
No PHEV for South Africa (for now)
South African PHEV demand is surging, but no Q5 PHEV is available locally.
Although plug-in hybrid (PHEV) adoption is surging locally, no Q5 PHEV is currently offered in South Africa, but BMW boasts a plug-in X3 option – the 30e.
Audi manufactures an e-hybrid quattro variant globally, equipped with a 25.9 kWh lithium-ion battery pack offering around 100 km of pure-electric range. Yet despite strong local demand for Chinese luxury PHEVs and its rival offering an electrified option, Audi has opted not to introduce this powertrain locally for now.
Diesel engines remain one area where German brands maintain a clear advantage over Chinese competitors. However, the business case for turbodiesel is weakening in South Africa. Modern PHEVs offer a superior balance of performance and economy, while complex emission-control systems on diesel engines can become costly to maintain – especially given variable rural fuel quality.
Even so, many local buyers still favour diesel for its exceptional range and fewer refuelling stops. Thankfully, both the Q5 and X3 (as well as Mercedes-Benz’s GLC) offer this option.
X3’s paddle shifters actuate an automatic transmission, not a dual-clutch gearbox.
Transmission design is another crucial differentiator between the Audi and BMW, especially if your daily drive involves urban traffic congestion.
All versions of the new Q5 utilise the VW Group’s seven-speed dual-clutch (DSG) transmission. While brilliant for crisp, rapid downshifts when overtaking, dual-clutch setups can suffer increased wear over time when subjected to heavy, stop-and-go Gauteng or Cape Town traffic.
Conversely, BMW has phased out dual-clutch gearboxes across most of its mainstream line-up. The X3 range relies instead on the proven ZF eight-speed torque-converter automatic, providing smooth low-speed operation.
Turbodiesel, turbopetrol or PHEV. X3 offers more powertrain options.
Because the X3 is produced in South Africa, owners benefit from lower supply chain risks for maintenance parts and body panels. And, as mentioned, BMW provides a broader array of powertrains, including the xDrive30e and a fully electric iX3. For homeowners with rooftop solar, a PHEV or EV allow daily commute miles to be powered directly by home generation – a key selling point in the current market.
There’s no Q5 ‘AllRoad’ version to compete with this.
Another advantage BMW offers locally is the X3 Rugged variant. Equipped with 225/60 R18 General Grabber all-terrain tyres and revised suspension tuning, it is tailored for South African roads where pothole risks are severe.
Audi currently has no direct counterpart to the X3 Rugged, although its heritage with allroad models leaves room for a future A5 avant allroad derivative.
In South Africa, fitting higher-profile all-terrain tyres on smaller wheels is no longer just for off-grid trips to the Karoo or Namibia; given severe tar damage on national routes, it has become a practical vehicle safety consideration. While German luxury crossovers are built on sedan platforms, South African drivers expect them to handle harsher environments. Offering robust, rough-road wheel packages is becoming a vital factor in this head-to-head comparison.
So, which is better suited to local conditions?
Ultimately, the choice between these two legacy models comes down to how well they adapt to South Africa’s changing landscape. While the new Audi Q5 retains the refined, long-distance composure and engineering depth that built its reputation, its limited powertrain options and urban transmission quirks leave room for BMW to capitalise.
With local production advantages, a broader choice of hybrid powertrains and a rough-road-ready Rugged variant built for real-world potholes, the X3 currently feels better tailored to South African conditions. In a market rapidly being reshaped by value-packed Chinese rivals, both German crossovers remain unmatched on the open road – but BMW’s flexibility gives it the edge in meeting the everyday demands of local drivers.
Chery’s first bakkie, the Grootman, is due in South African showrooms in early 2027. We got a brief, muddy taste of it at the brand’s home base in Wuhu, China. Here are our first impressions.
Let’s be clear from the outset: this is not a full review. My time behind the wheel of the Chery Grootman amounted to a short stint on a muddy, heavily rutted test track in Wuhu, the Chinese city Chery calls home. That’s nowhere near enough seat time to deliver a verdict on a vehicle this important. However, it was enough exposure to form early impressions of a bakkie that is poised to shake up the double-cab segment when it arrives in Mzansi.
As a quick reminder, the Grootman (developed under the code name KP31) takes its local name from kasi slang that loosely translates to ‘big man’, but which also carries a sense of respect. Each market gets its own badge and the example I drove was in fact a Stockman, the name it will wear in Australia. Underneath, it’s the same vehicle.
The Stockman, which is the version Australians will get.
And big it is. In the metal, the Grootman has real presence. It’s a large bakkie that looks wide and purposeful, and that impression carries over to the cabin, which feels genuinely spacious.
The numbers back that up. The Grootman is slightly bigger in most dimensions than Ford’s Ranger. Based on the specifications published for the Australian-market Stockman, it measures 5 450 mm long and 1 890 mm tall, which makes it 100 mm longer and a touch taller than the Ranger, at 5 350 mm and 1 886 mm respectively.
If there’s one area where the Grootman made an immediate and lasting impression, it’s the interior. It’s very good indeed. Chery has struck a fine balance between a rugged, work-ready ambience and the modern tech that today’s double-cab buyers expect.
Thankfully, a good many of the controls are physical buttons and knobs rather than functions buried in sub-menus on a touchscreen. That’s exactly what you want when you’re bouncing along a farm road or wearing gloves. That said, there’s still a very big screen front and centre, and it’s loaded with features.
Practicality has clearly been given a lot of thought, too. There are numerous storage solutions dotted around the cabin, including a generous rubber-matted space beneath the transmission tunnel, as well as a large bin between the front seats.
Then there’s the build quality. The track surface was badly rutted, yet there wasn’t a single creak or rattle from the cabin, and the Grootman felt as firm and rigid as a good bakkie should. There’s also a satisfying heft and precision to the way the doors shut and the controls operate. It’s the kind of tactile solidity that signals quality before you’ve driven a metre.
What about the drivetrain?
The Grootman’s headline act is its diesel-electric hybrid powertrain, which pairs a 2.5-litre turbodiesel engine with electric assistance. Chery claims combined outputs of 350 kW and 800 Nm, an electric-only range of around 100 km, a towing capacity of up to 3.5 tonnes and 230 mm of ground clearance. There’s also vehicle-to-load functionality, so you can power camping gear or tools straight from the bakkie.
Those are big claims, and they’ll need to be verified in real-world testing on local roads. A short, slippery track simply wasn’t the place to judge a drivetrain this unusual. For what it’s worth, though, throttle response felt smooth and well calibrated, with none of the abruptness that can make low-speed, low-traction driving a chore.
Factory-fitted accessories
Two accessorised Grootman variants were also on display, and they highlighted how keen Chery is to push the customisation angle. The brand is taking a somewhat different approach to most, though: many of the accessories will be available to specify directly from the factory.
That’s convenient and the range of choice on offer is certainly wide. However, South African bakkie owners can be fiercely loyal to particular aftermarket accessory brands, so it will be interesting to see how well the factory-fit approach is received here.
Early verdict
It’s far too soon to say how the Chery Grootman will stack up against the established double-cab heavyweights. Key questions about real-world performance and efficiency, pricing and aftersales support remain unanswered. But on first acquaintance, it’s a big, solid and impressively finished bakkie with a standout interior. It’s a promising start.
When does the Chery Grootman go on sale in South Africa?
The Grootman is scheduled to arrive in local showrooms in the first quarter of 2027. Final pricing, model line-up and specifications will be confirmed closer to launch.
Significantly, the Grootman will eventually be manufactured in South Africa, at Chery’s plant in Rosslyn, Pretoria, which the company took over from Nissan. That makes it far more than just another imported newcomer, and it should strengthen Chery‘s hand in a segment where local production has long been a key part of the appeal.
Scoop! Toyota SA confirms ‘exciting’ new Hilux GR-Sport
The head of Toyota in South Africa has confirmed to Cars.co.za that a new Hilux GR-Sport flagship derivative – which has yet to be officially revealed – is due to arrive in 2027…
9th-gen Hilux set for GR-Sport treatment
Flagship derivative has yet to be revealed
Toyota SA boss promises “exciting” model
Expect local launch at some point in 2027
The head of Toyota South Africa Motors has confirmed to Cars.co.za that the locally built 9th-generation Hilux double-cab bakkie range will gain an as-yet-unrevealed GR-Sport flagship derivative – and that it’s due to launch at some point in 2027.
Andrew Kirby, President and CEO of Toyota SA Motors, revealed the news during a wide-ranging interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal earlier in October.
The 9th-gen Hilux range has yet to welcome a GR-Sport derivative.
When asked when the local market could expect a GR-Sport version of the new Prospecton-built Hilux double-cab bakkie, Kirby replied: “Next year sometime”. Though he promised the model would be “an exciting product”, he added “that’s about all I can say”.
While Kirby didn’t confirm whether the new Hilux GR-Sport – or “GR-S”, for short – would feature the widebody configuration of the previous iteration, it seems likely considering the popularity of that model (and indeed the investment made in developing the wide-track set-up).
The GR-Sport III based on the 8th-gen Hilux switched to a widebody configuration.
The powertrain has likewise yet to be confirmed, though it wouldn’t surprise us to see the uprated 165 kW/550 Nm version of Toyota’s 2.8-litre turbodiesel, 4-cylinder engine (which otherwise makes 150 kW and 500 Nm) carried over from the previous Hilux GR-Sport. Expect a 6-speed automatic transmission and 4×4 to again ship standard.
The upcoming GR-Sport version of the 9th-gen Hilux will in all likelihood feature bold over-fenders (matched to its likely widened track), model-specific wheels (no doubt wrapped in chunky tyres), upgraded suspension, a bespoke front-end design (perhaps featuring a unique grille treatment) and the requisite smattering of “GR” logos. The cabin will surely also score various upgrades.
The widebody Hilux GR-Sport III was on the market in SA for just over 2 years.
As a reminder, Mzansi has seen 3 versions of the Hilux GR Sport so far, all based on the 8th-gen bakkie. 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). Then, in March 2024, the widebody Hilux GR Sport III launched.
That derivative fell away in June 2026, when the first variants in the 9th-gen Hilux range went on sale. There were initially 7 derivatives – 5 double cabs and 2 extended cabs – all featuring the 2.8GD-6 engine and 6-speed auto, before an 8th double-cab variant was quietly added.
The current flagship of the 9th-gen Hilux range is the Legend 4×4 derivative.
A pair of 9th-gen single cabs hit the market in August 2026, while the familiar 2.4-litre turbodiesel engine is scheduled to join the local 9th-gen Hilux line-up in the opening quarter of 2027. And now we know that later next year the new GR-Sport will slot in towards the very top of the portfolio…
Frequently Asked Questions (FAQ)
Q: Is a new Toyota Hilux GR-Sport confirmed for South Africa?
A: Yes, Andrew Kirby, President and CEO of Toyota South Africa Motors, confirmed to Cars.co.za that a new GR-Sport flagship derivative based on the 9th-generation Hilux will arrive in South Africa in 2027.
Q: What engine and transmission can we expect in the new 9th-gen Hilux GR-Sport?
A: While official specs are still unrevealed, it is expected to retain the uprated 2.8-litre 4-cylinder turbodiesel engine producing 165 kW and 550 Nm, paired with a 6-speed automatic transmission and a 4×4 drivetrain.
Q: Where will the 9th-generation Toyota Hilux GR-Sport be produced?
A: Like the rest of the 9th-generation Hilux line-up sold locally, the new GR-Sport derivative will likely be produced locally at Toyota SA’s Prospecton plant in KwaZulu-Natal.
The Suzuki Swift Sport has quietly exited the local market. So, is the Japanese brand’s 3rd take on a warmed-up Swift hatchback worth considering as a used buy? Let’s find out…
The 3rd incarnation of the Suzuki Swift Sport represented a fundamental departure from the “warm hatch” recipe that effectively defined its cult-classic forebears – well, in the powertrain department, anyway.
Yes, the ZC33S-series Swift Sport traded a rev-happy naturally aspirated 1.6-litre engine for a considerably torquier turbocharged motor that displaced 1.4 litres. In some ways, that dialled out some of the Sport-badged Swift’s trademark feistiness, although it also made this model palpably less compromised as a daily.
The 3rd-gen Swift Sport switched to a turbopetrol engine.
Interestingly, European markets switched to a tweaked version of the Swift Sport in mid-2020, with that iteration featuring 48-volt mild hybrid technology (in a bid to meet tightening emissions targets on the Old Continent, which also meant less power and more weight). Mzansi, meanwhile, stuck with the original non-electrified powerplant.
Note that, while the ZC33S was based on the A2L-series hatchback, it was sourced from Japan rather than built in India (the country from which Suzuki Auto South Africa imports most of its wares). The Hamamatsu-based brand has yet to confirm a new Swift Sport based on the current AOL-series hatchback, but rumours out of Japan suggest such a model might indeed be on the cards…
Suzuki Swift Sport model line-up in South Africa
This iteration of the Swift Sport arrived in SA towards the middle of 2019.
Suzuki whipped the wraps off the 3rd-gen Swift Sport at the 67th IAA Frankfurt Motor Show in September 2017. The flagship version of the Swift finally arrived in South Africa late in July 2019, offered with a choice of 6-speed transmissions: a manual gearbox and – for the first time in SA – an automatic of the torque-converter variety (featuring paddle shifters).
Swift Sport 1.4T 6MT (103 kW/230 Nm)
Swift Sport 1.4T 6AT (103 kW/230 Nm)
While the 5-door ZC33S was on the local market for some 7 years, very few changes – if any at all – were implemented. In fact, while the standard Swift was facelifted, the Sport did not benefit from an official mid-cycle update. Indeed, it even soldiered on unchanged when the AOL-series Swift launched locally in September 2024.
However, in December 2024, Suzuki announced a special “ZC33S Final Edition” derivative for the Japanese domestic market, effectively confirming that the end of production was indeed on the horizon. From what we can tell, the last Swift Sport rolled off the line at Suzuki’s Sagara Plant in Makinohara late in 2025, with local stock running dry at some point towards the middle of 2026.
What are the ZC33S-series Swift Sport’s strengths?
Forced induction resulted in a marked increase in torque.
Plenty of useable torque: The switch from natural aspiration to forced induction fundamentally altered the front-wheel-drive Swift Sport’s character. In short, the resulting increase in torque lent this warm hatch markedly improved in-gear responsiveness and new-found tractability. Compared to its forebears, that meant gearing down was far less frequently required.
While the 103 kW turbocharged 1.4-litre direct-injection “BoosterJet” petrol engine delivered a mere 3 kW more than its normally aspirated 1.6-litre predecessor, peak twisting force climbed a considerable 70 units to 230 Nm. This maximum torque figure was available from 2 500 to 3 500 rpm.
For the record, a version of this K14C motor was also available in South Africa in the Hungarian-built LY-generation Vitara, although in that model it generated 10 Nm fewer. Our research suggests there are few widespread reliability issues with this engine, but early Swift Sport units (from the first few model years) have been known to suffer cracked cylinder heads.
The ZC33S weighed under a tonne.
Low kerb weight: Despite the automotive industry’s trend towards generation-on-generation weight gains, the ZC33S-series Swift Sport was some 90 kg lighter than its predecessor. In fact, it tipped the scales at under a tonne, with Suzuki claiming a kerb weight of 970 kg for the manual version and 995 kg for the automatic-equipped derivative.
Of course, that meant the Swift Sport felt decidedly nippier than its fairly modest – by modern standards, anyway – peak outputs might have suggested. The benefits extended further than power-to-weight-ratio gains, with the Hamamatsu-based brand’s local division claiming a fuel-economy figure of just 6.1 L/100 km (regardless of the chosen transmission).
Right at home in the corners…
Well-sorted suspension: Suzuki partnered with Monroe to develop shock absorbers specifically for the Swift Sport, saying these items were “tuned for minimal body roll and progressive understeer in fast corners”. It’s a claim our experiences suggest was largely on the money. At the same time, the ride was firm without being crashy.
Compared to its predecessor, the ZC33S-series Swift Sport also gained thicker anti-roll bars as well as an integrated single-unit solution for the wheel hub and bearings, plus increased spring and damper rates on the front axle. Complemented by increased chassis rigidity, this bespoke suspension setup resulted in decidedly surefooted handling.
What are the ZC33S-series Swift Sport’s weaknesses?
The soundtrack was somewhat underwhelming.
Lack of aural drama: Despite sporting a pair of tailpipes (one integrated into each side of its faux-diffuser), the Swift Sport offered very little in the way of aural theatre. Suzuki claimed the exhaust system was “acoustically engineered for a deeper sound at low engine speeds”, yet in reality it unfortunately didn’t offer a very distinctive sound at all (in standard trim, anyway).
Outgunned in a straight line: Sure, you could argue that it would be missing the point to mark down the 3rd-gen Swift Sport – the quickest iteration yet – for a lack of raw straight-line speed. But there was no escaping the fact that, in the customary traffic-light duel, the little hatchback was susceptible to any number of mildly powerful family crossovers, never mind full-fat hot hatches.
Despite the extra oomph, the Swift Sport wasn’t built for drag racing.
For the record, Suzuki listed a 0-100 kph time of 8.0 seconds (for both the manual and auto derivatives), along with a maximum speed of 205 kph. Of course, while the Swift Sport wasn’t winning many Top Trumps battles, it quickly came into its own when the tarmac turned twisty, where it could keep up with far more powerful machines (particularly in the right hands).
Some iffy cabin materials: In our comprehensive review of the manual derivative, we noted that some of the interior finishes could have been better. For example, the plastic inlay on the steering wheel looked and felt cheap, as did the orange inlays on the dashboard, door trim and centre tunnel.
During our 2019 test, we noted a few iffy cabin materials.
Furthermore, the 7.0-inch infotainment system looked like something of an afterthought. Overall, considering this model’s flagship status in the Swift range, our testers felt Suzuki could have done a bit more to heighten the sense of occasion in the cabin. In addition, luggage space was a little tight at a claimed 242 litres, although that was largely a function of the Swift’s compact dimensions.
Recall note: In some parts of the world, early versions of this Swift Sport were recalled for what Suzuki described as “a manufacturing defect”. According to the Japanese automaker, the valve between the engine and the vacuum-assist brake booster “may swell under certain conditions”, potentially requiring “increased brake pedal effort” to achieve the expected stopping distance. However, we could find no official documentation confirming this recall campaign was run in South Africa.
How much is a used Suzuki Swift Sport in South Africa?
Interestingly, auto examples far outnumbered manual derivatives at the time of writing.
In Mzansi, the Swift Sport shipped standard with Suzuki Auto SA’s 5-year/200 000 km warranty and a 4-year/60 000 km service plan (note that the listed service interval came in at 10 000 km). The 7 exterior paint colours available locally were Burning Red, Speedy Blue, Pure White, Super Black, Premium Silver, Mineral Grey and Champion Yellow.
The Japanese brand’s local division also offered a range of factory-backed accessories, from decals and side-body mouldings to roof racks and edge protection for the luggage compartment.
A touchscreen featuring smartphone connectivity shipped standard.
At the time of writing, we found just 11 units of ZC33S-series Suzuki Swift Sport units listed on Cars.co.za. Fascinatingly, as many as 8 of those featured the automatic transmission. Indicated mileage ranged from just 435 km on a virtually new example to 197 720 km achieved by a 2019 automatic derivative.
Below R300 000: At the time of writing, 5 of the 11 listed 3rd-gen models were priced below R300 000 (including all 3 manual units). The 2019 model year accounted for 4 of those, with a single 2021 example completing the set. The cheapest unit we found was the aforementioned high-mileage example, which was listed for R168 900.
R300 000 and up: The remaining 6 listings – 5 of which showed well under 30 000 km on their respective odometers – were priced above R300 000. The 2023, 2025 and 2026 model years were represented here, with the priciest example being the low-mileage unit mentioned above, listed for R439 950.
For context on the used-vehicle prices above, note that the Swift Sport launched in 2019 at R315 900 in manual guise and R335 900 in automatic form, while the last list prices we saw before this model was discontinued were R469 900 and R493 900, respectively.
Which derivative from the ZC33S series should I choose?
We’d opt for 3 pedals over 2…
Since Suzuki made virtually no changes to the Swift Sport over its local lifecycle, you need only decide on your preferred transmission (and model year). Though the automatic cog-swapper – which the Japanese brand included to broaden this model’s appeal – lacked the urgency of a dual-clutch set-up, it shifted smoothly enough and allowed the driver to take manual control via the paddles.
Still, unless you plan on using your Swift Sport as a commuter car largely confined to traffic-laden routes, we’d point to the manual-equipped derivative as the one to have (even though fewer are available in the used space). Delivering loftier levels of driver engagement, the 3-pedal version ultimately represented a more authentic warm-hatch experience than its auto-equipped sibling.
What are the alternatives to Suzuki’s Swift Sport?
Equipped with a similar powertrain configuration, the Opel Corsa 1.4T Sport was its nearest rival.
The ZC33S-series Swift Sport had few direct “warm hatch” rivals in South Africa, since it slotted in above standard B-segment hatchbacks but below more powerful hot hatches like the Volkswagen Polo GTI and Mini Cooper S (note that the Ford Fiesta ST exited SA a year before this version of the Swift arrived). There was also the diminutive Abarth 595, while our market unfortunately missed out on the Volkswagen Up GTI.
So, its closest competitor was the X15-series Opel Corsa 1.4T Sport that arrived in late 2015, set apart by its subtle OPC Line body kit and a turbocharged 1.4-litre petrol engine generating 110 kW and 220 Nm. That said, around the time of the Swift Sport’s launch in 2019, Opel SA replaced this derivative with the Corsa GSi, featuring the same engine and 6-speed manual gearbox but switching to a 3-door body shell.
Is the Swift Sport (ZC33S) a worthwhile used purchase?
The Swift Sport delivered easily accessible fun.
At the global reveal, Suzuki claimed the turbocharged Swift Sport’s favourable “torque-to-weight ratio” propelled the nameplate into “genuine hot-hatch territory”. While the ZC33S certainly felt energetic when driven with zeal – particularly through the bends – it simply didn’t have the grunt to justify such a title.
That said, the Swift Sport did offer something increasingly rare in a world of 300+ kW all-paw hyper hatches: accessible fun. While the power wars might suggest otherwise, there’s plenty of entertainment to be had thrashing a comparatively modestly powered yet dynamically sorted hatchback down a twisty road.
Rewarding near the limit, the Suzuki Swift Sport – ultimately defined by its tenacious cornering ability – delivered such enjoyment in spades. While it may not have possessed quite the character of its high-revving atmospheric forerunner, there’s no doubt it was a far more polished daily driver. Here’s hoping Suzuki builds a 4th generation.
Q: Is the ZC33S-generation Suzuki Swift Sport still available as a new car in South Africa?
A: No, the 3rd-generation (ZC33S) Suzuki Swift Sport has been discontinued locally, with official production ending in late 2025 and new stock running out around mid-2026.
Q: What engine and power outputs does the 3rd-gen Suzuki Swift Sport feature?
A: The ZC33S Swift Sport is powered by a 1.4-litre turbocharged 4-cylinder “BoosterJet” petrol engine producing 103 kW and 230 Nm of torque, paired with either a 6-speed manual or a 6-speed automatic transmission.
Q: What are the main strengths and weaknesses of the Suzuki Swift Sport as a used buy?
A: Key strengths include plenty of usable low-end torque, a lightweight sub-tonne kerb weight (970–995 kg) and a well-sorted Monroe suspension set-up. On the downside, it lacks a distinct exhaust soundtrack, features some hard cabin plastics and offers limited boot space (242 litres).
Chery Group ‘investigating’ Freelander brand for SA
The Chery Group says it is “investigating” the possibility of launching the reborn Freelander brand – built under its joint venture with Jaguar Land Rover – in South Africa…
Chery Group eyeing Freelander brand for SA?
Freelander 8 is the only model revealed thus far
Product of joint venture with Jaguar Land Rover
“Perfect” for SA’s premium buyers, says CEO
The head of the Chery Group in South Africa has confirmed to Cars.co.za that the Chinese company is currently “investigating” the possibility of launching the reborn Freelander brand locally.
While the Freelander badge was originally used on a Land Rover model (built over 2 generations between 1997 and 2015, and preceding the Discovery Sport), the name has since effectively been reborn as a standalone brand, under licence from Jaguar Land Rover.
The new Freelander 8 unibody SUV – the only model revealed thus far – is built by Chery Jaguar Land Rover, a 50:50 joint venture formed by the Chinese and British companies back in 2012. The Changshu plant in Jiangsu Province, China, is responsible for production.
Tony Liu, CEO of the Chery Group in South Africa, spoke to us about the Freelander marque during a wide-ranging interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal earlier in October.
“Freelander has just recently launched globally. Freelander is a brand reborn with Chery’s technology – we have a JV [joint venture] with Jaguar Land Rover,” Liu said, describing the marque as “quite a luxurious brand”.
“There are plans to launch in the Middle East – the first [market] to launch globally – and then later [it] will be expanded to other countries. We are investigating the possibility of bringing [the Freelander brand] to the South African market,” he confirmed.
“So, South African consumers can wait a little bit and later we’ll announce what exact time [the brand is likely] to come into South Africa. But it is on the agenda to discuss the possibility of Freelander [launching locally],” he said, adding that “this type of vehicle is perfectly suited” to premium-vehicle buyers in SA.
Liu furthermore revealed that “there is already quite a lot of [local] interest” in the marque, saying he had recently been contacted by some of the Chinese firm’s “strongest” local dealer-group partners, who expressed keen interest in the Freelander brand.
Freelander – which plans to roll out 6 distinct models over its first 5 years – is slated to launch in fellow right-hand-drive market Australia at some point in 2027. According to Chery, Jaguar Land Rover leads the design, while the Chinese company provides “advanced intelligent technology and a top-tier global supply chain”.
The Freelander 8 is the brand’s first model. Measuring 5 118 mm long with a wheelbase stretching 3 040 mm, it is built in both 5- and 6-seater configurations. Described as an “upper-large family SUV” positioned to “compete with premium large SUVs from established European and Japanese brands”, the Freelander 8 is offered with new-energy vehicle (NEV) powertrains.
Frequently Asked Questions (FAQ)
Q: Is the Freelander brand coming to South Africa?
A: Chery Group South Africa CEO Tony Liu confirmed to Cars.co.za that the company is investigating bringing the reborn brand to the local market, targeting South Africa’s premium vehicle segment.
Q: What is the relationship between Chery, Jaguar Land Rover and the Freelander brand?
A: Freelander has been reborn as a standalone brand manufactured by Chery Jaguar Land Rover (a 50:50 joint venture). Jaguar Land Rover leads the vehicle design, while Chery supplies advanced intelligent technology and platform engineering.
Q: What are the specs of the first model?
A: The Freelander 8 is an upper-large family SUV measuring 5 118 mm long with a 3 040 mm wheelbase. Available in 5- and 6-seater layouts, it features new-energy vehicle (NEV) powertrains.
The Volkswagen T-Roc has been a runaway global success story for the German automaker. Now entering its second generation, the T-Roc arrives with sharpened styling and a roomier cabin, but just a single engine option. How does it compare against a plethora of new rivals?
We like: New T-Roc offers sharp, modern styling; refined ride quality; engaging driving dynamics; crisp infotainment interface; practical boot space.
We don’t like: Premium pricing puts it close to larger segment alternatives; rear legroom remains somewhat tight; options can inflate the final purchase price quickly.
The Volkswagen T-Roc has established itself as a runaway global success story, proving that the compact crossover recipe resonates with motorists worldwide. Now entering its second generation, the T-Roc arrives as a vital pillar in the German manufacturer’s local SUV stable, bridging the gap between smaller urban hatchbacks/crossovers and larger family haulers like the T-Cross and Tiguan.
Positioned in the upper echelon of the premium compact-crossover segment, the T-Roc targets lifestyle-focused buyers looking for distinctive styling, high-end technology and everyday usability. It goes head-to-head with a flood of formidable competitors, ranging from established premium rivals to a wave of high-value newcomers from Asia, making its blend of brand cachet and refined packaging more critical than ever.
How the VW T-Roc 1.4 TSI R Line Black Style fares in terms of…
Design & Packaging
Visually, the second-generation T-Roc adopts a much sharper, more purposeful aesthetic than its predecessor. The stance is bolder, featuring crisp body lines, slim LED headlight signatures and vibrant exterior paint options that give it genuine youth appeal. This flagship R-Line Black Style derivative further elevates its visual presence with darkened exterior trim elements and striking 19-inch alloy wheels.
Step inside, and the interior layout represents a massive leap forward in both digitisation and perceived quality. A large, responsive central touchscreen infotainment system dominates the dashboard, working in tandem with a customisable digital driver’s display. Volkswagen has also refined the ergonomics by bringing back physical toggle controls for core functions alongside a large rotary volume controller.
Packaging has improved noticeably, too. Thanks to an extended wheelbase over the first-generation model, rear passenger legroom is more accommodating (although hardly generous), while boot capacity has expanded to a practical 475 litres, offering decent space for family getaways.
Performance & Efficiency
Under the bonnet, the local T-Roc line-up relies on a familiar 1.4-litre four-cylinder turbocharged petrol engine that produces 110 kW and 250 Nm of torque. Gone is the GTI-lite 2.0 TSI option coupled with grippy 4Motion AWD. Abandoning the previous dual-clutch transmission in favour of a smooth-shifting 8-speed torque-converter automatic, power is sent exclusively to the front wheels.
On the move, the powertrain feels eager and responsive around town, offering sufficient mid-range grunt for effortless highway cruising. While it may not be a fiery performance machine, it delivers a composed, predictable drive that suits everyday commuting perfectly.
Volkswagen claims a combined fuel consumption figure of 6.6 L/100 km, though real-world testing typically sees figures settle closer to the mid-7.0 L/100 km range depending on driving conditions.
Ride, Handling & Comfort
Benefiting from Volkswagen’s latest MQB platform evolution, the T-Roc strikes an impressive balance between ride comfort and dynamic handling. The suspension setup is tuned with a slightly firm edge in keeping with the R-Line’s sporty styling (the entry-level Life model has a more compliant setup), yet it manages to soak up harsh asphalt imperfections and corrugated road surfaces with reassuring composure.
Cabin refinement is another strong suit, with effective insulation keeping wind and road noise well suppressed at national speed limits. The steering is direct and well-weighted, making tight parking manoeuvres effortless while retaining enough feedback to make twisty country roads genuinely enjoyable.
Price & After-sales support
The Volkswagen T-Roc range offers a 5-year/90 000 km service plan and a 3-year/120 000 km vehicle warranty.
The second-generation Volkswagen T-Roc builds comprehensively on the strengths of the original, offering polished road manners, high-end cabin technology and striking styling. While its pricing places it firmly at the premium end of the compact SUV spectrum – and some newcomers like the Kia Seltos arguably offer better value for money – its well-rounded packaging ensures it remains a desirable option in the local market.
It’s official: Chery Group to build new Omoda C4 in SA
The head of the Chery Group in South Africa has confirmed to Cars.co.za that the new Omoda C4 will be built at the firm’s Rosslyn factory, initially in hybrid guise…
Omoda C4 to be built in South Africa
Will initially launch in imported form
SA production set to start in Q3 2027
ICE, HEV and BEV derivatives planned
The head of the Chery Group in South Africa has confirmed to Cars.co.za that the new Omoda C4 will be one of several models built at the Chinese firm’s freshly purchased Rosslyn factory – initially in hybrid guise but with petrol and electric powertrains set to follow.
Tony Liu, CEO of the Chery Group in South Africa, made the comments during a wide-ranging interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 gathering in Durban, KwaZulu-Natal earlier in October.
As a reminder, the Wuhu-based automaker acquired the Rosslyn facility from Nissan earlier this year, with plans to kick off production in the 2nd half of 2027. Of course, the Chery Group includes not only the core Chery brand but also various sub-brands, such as Omoda & Jaecoo, Jetour, iCaur and Lepas.
“The current timeline is that we are going to roll out the first cars from the Rosslyn plant in probably Q3 [2027]. Before that, we need to do a lot of preparation. Considering NEV [new energy vehicle] adoption is getting quicker and quicker, the first car to be rolled out is definitely going to be an NEV – that is for sure,” Liu told us.
Rosslyn to make ICE, HEV and BEV variants
Back in mid-July 2026, Chery announced that the Tiggo 4 would be the first model to be built at the Rosslyn factory, with local production “scheduled to begin in the 2nd half of 2027”. The company said both internal combustion engine (ICE) and hybrid electric vehicle (HEV) derivatives were planned.
However, now it seems the Omoda C4 will beat the Tiggo 4 to the punch, with Liu revealing the Chery Group planned to be produce this newcomer locally initially in traditional hybrid form, before adding petrol and battery electric vehicle (BEV) derivatives to the line at a later stage.
“Our first roll-out plan for Omoda in the Rosslyn plant will be the Omoda C4 hybrid. The C4 is the very latest Omoda on the latest platform. We’re going to have hybrid and also BEV versions. Later we’ll introduce the BEV version in the plant; ICE [production] is also a little bit later,” he told us.
“But considering the trend of NEV adoption, this is definitely something that is planned. The South African consumers can expect this model on the CBU [“Completely Built Up” or fully imported] side early next year and on the CKD [“Completely Knocked Down” or locally assembled] side later, in Q3.”
Revealed as C3 but renamed Omoda C4
“The first step is recommissioning the factory and making sure the factory starts operating. As the volume ramps up, localisation is going to come,” Liu said, making reference to earlier announced plans to launch a full “localisation programme” to increase local vehicle content.
Revealed late in April 2025 as the C3, the Chinese automaker’s crossover was later renamed the C4 – though is also known as the “Omoda 4” and “Omoda O4”, depending on the market. Measuring 4 424 mm from front to back, the C4 is intriguingly some 24 mm longer than the current C5, the model below which it is expected to be positioned.
So, what else will be built at the Rosslyn plant? Well, in April 2026, Jetour suggested its T-Series would be produced in Rosslyn (seemingly in the form of the particularly popular T2), before Omoda & Jaecoo announced its Jaecoo J5 would “form part of the core production line-up”. The new Chery Grootman double-cab bakkie is in line for local production, while the Lepas L4 could also be considered. Production timelines for these models, however, have yet to be confirmed.
Frequently Asked Questions (FAQ)
Q: Will the new Omoda C4 be built in South Africa?
A: Yes, Tony Liu (CEO of Chery Group SA) confirmed to Cars.co.za that the Omoda C4 will be locally assembled at Chery’s freshly acquired Rosslyn factory, with local production scheduled to begin in Q3 2027.
Q: Which powertrains will be available for the SA-built Omoda C4?
A: Local production of the Omoda C4 will launch initially in hybrid electric (HEV) guise, with pure petrol (ICE) and fully electric (BEV) variants scheduled to join the assembly line at a later stage.
Q: What other models are planned for production at Chery’s Rosslyn plant?
A: Alongside the Omoda C4, Chery plans to produce the Chery Tiggo 4, Jaecoo J5, Jetour T-Series (T2) and the upcoming Chery Grootman double-cab bakkie at its Rosslyn facility.
Isuzu D-Max 1.9 vs 3.0: Which engine makes the most sense for your budget?
The Isuzu D-Max is a firm favourite on South African roads, but deciding between the punchy 1.9-litre and the muscular 3.0-litre turbodiesel models can be tricky. We weigh up purchase costs, real-world fuel consumption and performance to help you choose the right engine for your lifestyle.
The Isuzu D-Max is South Africa’s stealth success story. Built in the Eastern Cape, these bakkies are immensely popular and regularly rank among the bestselling model ranges in the local market.
While Toyota boasts a larger dealership network alongside the financial gravity-defying residuals of the Hilux, and Ford brings more technology and power to the table with the Ranger, Isuzu has become the default choice for buyers seeking a trusted alternative.
The local family vehicle market has evolved dramatically over the last decade, with double cabs now firmly established as the transport of choice for many middle-class households. However, with record-high diesel prices placing pressure on household budgets, buyers need to scrutinise their running costs more carefully than ever.
If you are eyeing a D-Max for family duty but worry about the fuel bill, we have compared Isuzu‘s two diesel engines to see how they stack up in the real world – and how your choice will impact your wallet.
Big or small? Rethinking engine capacity for the city
If it’s essentially a city car, should you rethink the engine-size needs?
When looking at the competition, Toyota keeps the difference between its double-cab engine options tight, offering 2.4-litre and 2.8-litre variants with a narrow theoretical gap in performance and fuel consumption.
However, engine capacity alone does not tell the whole story. Real-world efficiency also relies on turbocharger design, mechanical friction and thermal efficiency.
Isuzu takes a different approach, offering a substantial 57% jump in displacement between its two double-cab powerplants: the 1.9-litre and the 3.0-litre. That is a massive gap in engine capacity, translating directly into big differences in performance, fuel consumption and overall running costs.
Isuzu’s smallest engine is engineered with all the ultra-durability the brand is renowned for.
Isuzu‘s smallest engine is engineered with the rugged durability the brand is famous for. While Volkswagen pioneered small-capacity turbodiesels in South Africa when the original Amarok debuted with a passenger-car 2.0-litre engine, local buyers were initially sceptical. That first-generation Amarok proved, however, that advanced engineering could allow a smaller engine to compete with larger rivals.
Isuzu updated its 1.9 Ddi (used in the mu-X, too) with a larger turbo featuring an electric actuator to minimise turbo lag. Producing 110 kW and 350 Nm, the D-Max 1.9 does not chase headline power figures.
Smaller turbodiesels can suffer from low-speed lag because they rely on a specific volume and velocity of exhaust gas to spool the turbocharger. When paired with a heavy bakkie, there is inevitably more inertia to overcome from a standstill and during gearchanges.
The 3.0 Ddi: Built for longevity over raw power
For a 3.0-litre, the Isuzu turbodiesel has average power and torque outputs.
Displacing 3.0 litres, Isuzu’s four-cylinder diesel is one of the largest in its class locally, eclipsing Ford‘s 2.0-litre engines and Toyota’s 2.8-litre unit. Yet, it does not chase class-leading power density. For context, GWM’s newer 3.0-litre, four-cylinder diesel pushes out 170 kW and 620 Nm, whereas the Isuzu four-cylinder produces a more modest 140 kW and 450 Nm.
Why the discrepancy? Isuzu produces more diesel engines globally than almost any other manufacturer, meaning it certainly has the engineering prowess to extract higher outputs. Instead, the brand prioritises long-term durability and reliability. This is a crucial engineering philosophy given South Africa’s variable fuel quality. Isuzu’s conservative tuning is backed by decades of local operating data and extensive diesel sampling from across the country.
How far you can go on half a tank of diesel matters more than ever.
To put the two engines to a fair test, we can look at the popular X-Rider 4×2 automatic specification. The price difference between the 1.9 Ddi X-Rider 4×2 auto and its 3.0-litre counterpart is R101 660.
With all double-cab D-Max variants sharing a 76-litre fuel tank, filling up with 50 ppm low-sulphur diesel costs a significant sum.
Isuzu D-Max 1.9 Ddi: Achieves an optimal claim of around 7.3 L/100 km, translating to a theoretical range of approximately 1 041 km on a single tank.
Isuzu D-Max 3.0 Ddi: Manages an optimal claim of around 7.9 L/100 km, yielding a theoretical range of approximately 962 km.
If value for money and fuel efficiency are your main buying criteria, the 1.9 Ddi wins.
The verdict: Power-to-economy sacrifice
All-urban D-Max driver? Never tow or load much? Then the 1.9 Ddi makes sense.
If your daily commute is strictly urban, with little to no towing and only occasional holiday road trips, the 1.9 Ddi makes a compelling case. Choosing the smaller engine yields a notable boost in fuel efficiency, traded against a drop in high-load performance.
For drivers who tow heavy loads regularly or demand effortless high-speed overtaking, however, the 3.0-litre’s extra grunt remains worth the higher running costs.
Yet, if you primarily use your double-cab as an urban runabout, the financial savings are hard to ignore. Pocketing the roughly R100 000 purchase-price difference between the 1.9 and 3.0 models gives you a massive buffer. That price gap is equivalent to roughly 40 full tanks of diesel – enough to cover about a year and a half of fuel for the average motorist.
For city-bound families who rarely tax their bakkie’s towing capacity, the Isuzu D-Max 1.9 Ddi strikes the smartest balance between purchase price and operational efficiency.
Supersize me! 5 longest double-cab bakkies in SA (2026)
Dwarfing segment stalwarts like the Hilux and Ranger, these are the 5 longest double-cab bakkies currently available on South Africa’s new-vehicle market…
The likes of the Toyota Hilux and Ford Ranger have long set the size benchmark in South Africa’s double-cab bakkie market. But that informal rulebook has been thrown out, largely thanks to an influx of full-size Chinese entrants. So, what are the 5 longest double-cab bakkies currently on the local market?
Well, we’ve sorted through the specifications and picked out the double cabs that have pushed bumper-to-bumper dimensions towards or even past the 5.5-metre mark. So, for those for whom parking garage clearances are a secondary concern, these are the 5 longest double-cab bakkies you can currently buy in SA (pricing correct in October 2026).
1. Foton Tunland V7 and V9 – 5 617 mm
Foton’s Tunland V7 and Tunland V9 twins are currently the lengthiest double-cab bakkies in South Africa. Measuring a whopping 5 617 mm front to back, these Chinese contenders each employ a 2.0-litre, 4-cylinder turbodiesel engine – generating 120 kW and 450 Nm – along with a 48V mild-hybrid system. An 8-speed automatic transmission (with paddle shifters) is standard across the range.
The only model on this list not from a Chinese automaker, the Jeep Gladiator‘s listed length is a mere 26 mm down on that of the Foton twins above. As a reminder, the American brand’s big bakkie is powered by a naturally aspirated 3.6-litre V6 petrol engine, which sends peak outputs of 209 kW and 347 Nm to all 4 wheels via an 8-speed automatic transmission.
Coming in at a whopping 5 500 mm, LDV’s Terron 9 is a considerable 150 mm longer than a standard Ford Ranger double cab and some 55 mm lengthier than even the GWM P500 (which doesn’t crack this list). Both derivatives in the local Terron 9 range use a 2.5-litre, 4-cylinder turbodiesel engine that delivers 164 kW and 520 Nm to all 4 corners via an 8-speed automatic transmission.
Falling just short of the 5.5-metre mark, BYD’s Shark 6 takes 4th place on the list of SA’s longest double-cab bakkies. The Performance version makes 350 kW and 700 Nm courtesy of a PHEV powertrain that combines a turbocharged 2.0-litre, 4-cylinder petrol engine with a 29.6 kWh battery pack and an electric motor on each axle. Meanwhile, the Premium-badged derivative (which uses a 1.5T in its PHEV set-up) generates 321 kW and 650 Nm.
Wheelbase: 3 260 mm
Payload: 790 kg
Towing capacity (braked): 2 500 kg (Premium)/3 500 kg (Performance)
The final spot on the list goes to JMC’s Grand Avenue, which measures 5 450 mm from bumper to bumper – and is comfortably the most affordable model here. Both derivatives in the local Grand Avenue portfolio feature a 2.5-litre, 4-cylinder turbodiesel engine that offers 155 kW and 500 Nm (to either the rear or all 4 wheels) via an 8-speed automatic transmission.
