GWM SA introduces 7-year warranty for all models (except 1)…
GWM South Africa has announced the introduction of an extended 7-year/200 000 km warranty for all but 1 of the several models in its local range…
GWM South Africa has introduced an extended 7-year/200 000 km warranty for all models across its line-up – except one, that is.
Yes, the Chinese firm has ditched its previously standard 5-year/100 000 km arrangement in favour of a new 7-year/200 000 km warranty, applying the latter to the Haval Jolion, H6 and new H7 as well as the P-Series, Tank 300, Tank 500 and Ora 03 – but interestingly not to the long-in-the-tooth Steed bakkie.
The Steed misses out on GWM SA’s new extended warranty.
GWM SA describes this new extended warranty as “comprehensive and transferable”, seemingly in a thinly veiled swipe at rival firm Chery, which offers a 10-year/1-million km engine-specific warranty that is “exclusive to the original owner” (and is thus not transferable should the vehicle subsequently be sold).
Fully electric and hybrid derivatives in GWM’s range, meanwhile, still feature an additional 8-year/150 000 km warranty specific to the battery pack. As a reminder, the hybrid versions of the Jolion and H6 gained the 7-year/200 000 km new-vehicle warranty coverage back in February 2024.
The soon-to-be-facelifted P-Series has seemingly had its service plan downgraded.
Furthermore, GWM SA has now standardised its service-plan offering, meaning all models – again, bar the Steed – now ship with a 7-year/75 000 km service plan. Before this change, certain variants in GWM’s stable (such as petrol-powered versions of the Jolion and H6) featured a 5-year/100 000 km service plan, while the P-Series upgraded to a 10-year/100 000 km service plan about a year back. But the 7-year/75 000 km service plan now seemingly replaces these.
Having just launched the new H7 locally, GWM SA will soon roll out facelifted versions of the H6 and P-Series (the latter switching to the P300 badge), while a 2.4-litre turbodiesel version of the Tank 300 is also scheduled for a local introduction.
BMW vs Mercedes-Benz: 2024’s premium sales winner crowned!
BMW and Mercedes-Benz both suffered sales declines in 2024. But which of these German giants won the global premium sales race last year? Here are the figures…
With 2024 now firmly in the rearview mirror, it’s time to find out which automaker won the global premium sales race last year. As has been the case for some time now, it was a relatively close-fought affair between the 2 top dogs: BMW and Mercedes-Benz.
That said, both of these German automakers suffered year-on-year sales declines worldwide, with Munich blaming delivery stops related to a massive recall (as well as “subdued demand in China”) and Stuttgart pointing to “global macro-economic challenges”. But which company ended 2024 on top?
Well, the BMW Group – which, as a reminder, comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 2 450 804 units for 2024. For the record, that represents a 4.0% year-on-year decline.
Meanwhile, the Mercedes-Benz Group (which includes the Mercedes-Benz brand and the Smart marque as well as Mercedes-Benz Vans) ended the same 12-month reporting period on 2 389 000 units, likewise representing a 4.0% decrease compared with 2023. By our maths, that puts the Stuttgart-based group 61 804 units behind its Munich-based foe.
What happens if we compare only the 2 core brands? Well, the gulf is wider here, with the BMW marque ending 2024 on 2 200 177 units (a year-on-year fall of 2.3%), enough for the company to claim it “maintained its position as the global leader in its segment”. The Mercedes-Benz Cars brand came in at 1 983 400 units (a year-on-year drop of 3%), though keep in mind the latter figure includes Smart sales, which Mercedes has opted not to list separately. As an aside, Audi’s global sales were down 11.8% year on year to 1 671 218 units.
Meanwhile, the BMW Group says it registered 426 594 units in the fully electric segment in 2024 (a year-on-year improvement of 13.5%), with the Mercedes-Benz Group’s total EV sales dipping 22% year on year to 204 600 units (the company cited “slower EV adoption in core markets” as a reason).
In addition, the BMW M division grew its sales 2.1% year on year to finish 2024 on 206 582 units (note this includes not only full-fat M products but also M Performance models), an all-time high. Unfortunately, Mercedes-Benz no longer releases an AMG-specific figure, instead listing a sales total for “top-end” models (comprising Mercedes-AMG, Mercedes-Maybach, G-Class, S-Class, GLS, EQS and EQS SUV registrations). The latter number fell 14% year on year to 281 500 units.
For the record, the Mini brand contributed 244 915 units (down 17.1%, year on year) to the BMW Group’s overall tally, while Rolls-Royce added 5 712 units (down 5.3%, compared with 2023) and BMW Motorrad some 210 408 units (up 0.6%, year on year, for a new record). Meanwhile, Mercedes-Benz Vans accounted for 405 600 units of its Group’s 2024 total, down 9% year on year, with around 19 500 of those taking the form of electric vans.
In South Africa, it’s unfortunately not entirely clear how each firm performed in 2024, since BMW reports sales figures for only every 3rd month and Mercedes-Benz doesn’t share registrations with Naamsa at all. That said, based on the industry representative body’s “estimates”, the BMW Group (here including only the BMW and Mini brands, and not Rolls-Royce and BMW Motorrad) managed 12 477 units locally in 2024, while the Mercedes-Benz Group (including Mercedes-Benz Vans) finished on 6 401 units…
2026 Aston Martin Vantage Roadster Price Announced
The Aston Martin Vantage Roadster is confirmed for South Africa and we have pricing for the new convertible sportscar.
The 2026 Aston Martin Vantage Roadster is powered by the same AMG-sourced 4.0-litre V8 turbocharged petrol engine with 489 kW and 800 Nm. Power drives the rear wheels via an 8-speed automatic gearbox and Aston reckons its newcomer can hit 100 kph in just 3.5 seconds, and run to a top speed of over 300 kph. If you’re keen, you’ll need over R5 million to secure one.
Some clever engineering by the Aston Martin engineers has insured that the Roadster is just 60 kg heavier than the coupe sibling, with the roof mechanism optimised to retain most of the structural rigidity.
The roof mechanism is of the Z-fold fabric roof design, which weighs less than the standard K-fold units found in conventional convertibles. This setup means the roof mechanism can be opened and closed quickly, with the brand claiming the new Vantage Roadster has the world’s fastest roof. It takes a fraction under 7 seconds to open and at up to speeds of 50 kph.
Aston Martin had to tweak the rear suspension software as well as the gearbox to account for the additional mass of the roof and weight distribution adjustments. Impressively, the vehicle has a 49:51 weight distribution. The downsides? The roof mechanism does impact the boot space slightly.
Customers can option niceties like carbon ceramic brakes and uprated Bowers & Wilkins audio system, and let’s not forget the extensive Q by Aston Martin customisation program either. There are three new paint finishes, four 21-inch alloy wheel designs and you can get even more granular with seven brake calliper colours and five roof colours to choose from.
How much does the 2026 Aston Martin Vantage Roadster cost in South Africa?
An Aston Martin South Africa representative confirmed to Cars.co.za the first units will be touching down in the second quarter of 2025, with a base price of R5 649 000.
The Haval H7 – aimed squarely at adventure-seekers – has debuted in South Africa with a 3-pronged line-up. We get behind the new model’s ‘wheel in Gauteng.
With plenty of features, a surprisingly large passenger area and a brand-new engine, the Haval H7 looks set to emulate the success of its H6 sibling, which is a more conventional medium SUV. It will be a busy year for GWM, with the facelifted H6, diesel-powered Tank 300 and an updated P300 bakkie to come.
What’s on offer?
Under the bonnet of the newcomer is a new-generation 2.0-litre 4-cylinder turbopetrol motor that develops 170 kW/380 Nm and is mated with a 9-speed dual-clutch automatic transmission. A 1.5-litre petrol-hybrid version, with outputs of 179 kW and 530 Nm, will go on sale in the 2nd quarter of 2025.
If you intend to go off-road often, the (for now, range-topping) 2.0T Super Luxury DCT 4WD’s ground clearance of 200 mm, lockable rear differential and 9 off-road modes, should fit the bill. But, if you seek serious 4×4 capability, consider the Tank 300, which has a low-range transfer case and a ladder-frame chassis. For what it’s worth, the H7 4WD has a 24-degree approach- and 30-degree departure angle.
That being said, the front-wheel-drive H7 2.0T Luxury DCT has the same ground clearance and plump 235/60 19-inch tyres, so it should be more than capable of facilitating slight to mild “gravel travel”.
There are 2 trim grades: Luxury and Super Luxury, the latter being exclusive to the 4WD and hybrid derivatives. As is usually the case with Chinese brands’ wares, the H7’s specification is comprehensive.
The entry-level variant features a 14.6-inch infotainment system, 12.3-inch digital instrument cluster, panoramic sunroof, wireless Apple CarPlay/Android Auto, heated seats and the usual complement of semi-autonomous safety tech, along with 6 airbags.
Super Luxury adds a head-up display, hands-free electric tailgate, 50W wireless charging pad, ventilated seats with memory function, and ambient LED interior lighting to name but a few features.
A quick look around the cabin highlights a utilitarian modern layout with some plush-feeling surfaces and fair ergonomics. There’s a good balance between responsive touchscreen functionality as well as physical buttons.
What’s the Haval H7 like to drive?
For our launch route, we drove on urban roads north of OR Tambo airport. While behind the ‘wheel of the 2.0T Luxury DCT, our first thought was: “Do you truly need all-wheel drive?” Granted, the additional spec offered in Super Luxury trim may sway you, but for day-to-day driving, the entry-level variant is just fine.
With numerous trucks on the road, we had opportunities to test the flexibility of the new powerplant, which proved responsive, especially in its Sport drive mode. In Eco mode, the motor still delivered a commendable performance, with the transmission proving responsive enough to shift down efficiently.
Performance aside, we were most impressed by the engine’s refinement/lack of mechanical noise. Haval’s turbopetrol motors have tended to be noisy at high revs, so it seems progress has been made.
Another prior criticism of Haval’s powerplants (and those of other Chinese car brands, for that matter) was less-than-stellar fuel economy and we feel the H7 has improved in this department as well.
Although we indulged in some spirited driving at times – when we made extensive use of the H7’s liberal overtaking urge – we saw an indicated consumption of around 9 L/100 km, which was quite reasonable.
Interestingly, our car suddenly went into limp mode and the GWM support team deserves kudos for assisting us promptly. We tried the usual reset procedures, but the H7 flatly refused to right itself.
Given the varying quality of fuel in South Africa and the fact that none of the other vehicles on the launch were affected by this glitch, we believe some contaminated fuel may have triggered the test car’s engine management system’s “protection mode”. Due to this issue, we were unable to test the H7 on the gravel section of the route – a pity, because the vehicle would probably have coped admirably with a dirt road.
And what about the newcomer’s ride quality? Seeing as the Haval H7 shares a platform with its H6 sibling (unfortunately named LEMON; it’s anything but that), we were satisfied with the way it coped with the (to be kind) inconsistent quality of the Gauteng province’s road surfaces. The monocoque (unibody) construction and slightly sporty suspension tune give it a slightly firm, but still comfortable, demeanour.
How much does the Haval H7 cost in South Africa?
Haval H7 2.0T Luxury DCT
R601 950
Haval H7 2.0T Super Luxury DCT 4WD
R671 950
Haval H7 1.5T HEV Super Luxury DHT
R730 950
Prices include a 7-year/200 000 km warranty, 7-year unlimited roadside assistance, and 7-year/75 000 km service plan. The hybrid derivative adds on an additional 8-year/150 000 km components warranty.
Verdict
The Haval H7 makes quite a bold statement, right from the get-go. It’s a distinctively styled family car with a new-gen engine that is sufficiently punchy, as well as refined. It’ll be fascinating to see if the H7’s fuel consumption figures will be on par with those of its legacy-brand rivals (we’ll test it in due course).
But, as is often the case with Chinese brands’ new vehicles, the Haval’s value proposition is strong. In today’s money, R600k (around the price of the entry-level H7 variant) barely gets you into a Volkswagen T-Roc and the Haval comfortably outguns that model in terms of size, specification and performance.
Cressida Town! We visit the South African town that runs on Toyota Cressidas
Cressida Town, a place where Toyota Cressidas rule the roads! Join Jacob Moshokoa as he explores this fascinating part of South African car culture. Watch the video!
For some time now, we’ve heard whispers of a small town in KwaZulu Natal that has become renowned for the startling numbers of Toyota Cressidas running around the area.
The town is called Bhamshela, situated about 2 hours outside of the provincial capital, the port city of Durban.
Our very own Jacob Moshokoa and our film crew travelled to the small town and met the owners and drivers of these now legendary cars. In a series of interviews, we were told why they love Cressidas so much, and just exactly what they do with them on a day-to-day basis.
The Cressida was cemented into South African car culture when Nelson Mandela was finally released from prison in 1991. Toyota SA provided the blue Cressida which was driven to pick Mandela up from Victor Voster prison in Cape Town. Sadly, the VIN was not recorded and that car is now lost to history, despite many attempts to track it down.
The Cressida has since become a living legend; very reliable, cheap to fix and as we found out, very good off-road!
We hope you enjoy watching this as much as we enjoyed making it.
We sample what is arguably one of the most exciting modern-classic Aston Martins: the 2009-2018 V12 Vantage – equipped with a manual transmission, no less!
Aston Martin is well-known for its gorgeous sportscars. We immediately associate the Gaydon-based brand with James Bond, as well as a strong racing pedigree. So, desirability is certainly strong. It can be argued, however, that most of the marque’s offerings fall more in the grand tourer category than being thrilling, engaging driver’s cars (excluding the likes of the super-exclusive Valour and Valkyrie, of course).
There are exceptions, though. If you’re looking for a fairly modern Aston Martin sportscar that is both good to look at and thrilling to drive, then the V12 Vantage, introduced in 2009, must rank at, or near, the top of the list. Besides… when last did you experience a V12 mated with a 6-speed manual gearbox?
The Details
Being the V12, this model is equipped with numerous model-specific addenda. Notice, for example, the carbon-fibre louvred bonnet, which is not just for show – it allows excess engine heat to dissipate.
You have to appreciate the 10-spoke alloy wheels and the small front splitter, to name a few other eye-catching details. It is not “over-the-top”, however, this car is still immediately recognisable as a Vantage.
The doors swing open (slightly upward) to reveal a cabin still in a near-pristine condition. When we took this car for a drive, it had less than 10 000 km on its odometer; unsurprisingly, the sportscar’s leather trim and the tastefully applied Alcantara inserts were in great condition.
When you’re ensconced behind the tiller, you are greeted by an anti-clockwise analogue rev counter and the clockwise speedometer behind a thick-rimmed (and Alcantara-trimmed) steering wheel. To your left is the most notable feature in the cabin, the stubby – and rather shiny – metal-capped gear lever.
This ornament gives you access to the car’s party piece: a 6-speed manual gearbox – not an automated manual, but a true stick-shift. Next, slot the crystal glass key fob into the dashboard. Press it and the 6.0-litre V12 engine erupts with a (very welcoming) deep burble from the pair of exhaust pipes at the back.
Specifications
Model: Aston Martin Vantage V12
Engine: 6.0-litre, 12-cylinder (V12), petrol
Power: 380 kW at 6 500 rpm
Torque: 570 Nm at 5 750 rpm
Transmission: 6-speed manual, AWD
Weight: 1 680 kg
0-100 kph: 4.34 sec (as tested by CAR magazine)
Top speed: 305 kph (claimed)
Behind the ‘wheel
Whether you’re parking the car or trundling through town at low speeds, the V12 Vantage feels relatively compact. At no time does it feel like a big, cumbersome GT, even if the expansive bonnet is pronounced.
In the bottom half of the rev range (at, say, 2 000 or 3 000 rpm), you can lean on the sizeable V12 motor’s torque, but the engine truly comes alive from there on out. If you push the revs past 6 000 rpm, the Aston feels like a true sports car in every way, accompanied by a magnificent soundtrack.
As I head towards Kalk Bay along Boyes Drive, I revel in the V12 Vantage’s ample performance and can’t help but smile at the visceral driving experience that this British machine delivers. With 380 kW and 570 Nm of torque on tap, you quickly run out of road to experience all the performance that it has to offer.
Make no mistake: the V12 Vantage is a fast car. Its claimed 0-100 kph time is 3.9 sec (with a top speed of 305 kph), but you’ll need time to familiarise yourself with the car, so you can learn how to best launch it.
The steering wheel provides enough feedback, while the carbon-ceramic brakes work perfectly to brush off speed – and in a hurry, which may often be the case. The faster you drive the V12 Vantage, the more compact the car begins to feel. The ride quality is firm, but thankfully not crashy whatsoever.
You can also count on the car’s grip, which is immense, but should the situation allow – and you’re sufficiently skilled behind the wheel – you can get the back end to break away with ease (such fun!), even if the front tyres are 255/35 ZR19 in size and, at the rear, a more substantial 295/30 ZR19.
If you haven’t driven a hardcore manual sportscar for a while, the Aston’s clutch action might seem a trifle heavy, but after a few minutes, you forget about it and are simply absorbed in the experience.
Summary
This Aston Martin V12 Vantage has a split personality. I can imagine how one could spend a good few hours behind the ‘wheel while covering vast distances in relative comfort. At the same time, it’s a dyed-in-the-wool sportscar that invariably offers an exhilarating experience, even on a dash to the shops.
Seeing as it’s a modern classic, don’t forget to pack your CDs from a decade ago if you need musical accompaniment in the car, but for most enthusiasts, I suspect the sonorous V12 will more than suffice.
Trading at more than double the price of a manual Vantage V8 from the same era, a V8 Vantage in great condition might still be a better buy – a bargain, even. However, if you want the ultimate non-S Vantage variant – a driver’s car that will beguile and engage you – it is hard to fault the V12 Vantage manual.
Apart from those gorgeous looks, the combination of the performance and the practicality of being able to take on a road trip (with some luggage accommodated in the boot), makes it a great proposition as a weekend toy and grand tourer. Relative rarity should ensure values remain strong in the long term, too.
This car was sourced and sold by MotoVillage, located in Tokai, Cape Town.
SA’s top 10 automakers: 2024’s winners & losers by market share
We’ve crunched the numbers to calculate market share and see which of South Africa’s top 10 automakers grew and which ones shrunk in 2024. Here are your winners and losers…
South Africa’s new-vehicle market declined 3.0% year on year to 515 712 units in 2024. So, which of Mzansi’s mainstream automakers bucked the industry trend and grew their sales, year on year? And which ones actually shrunk (and perhaps even lost market share) compared with their 2023 performance?
Well, we’ve tallied up the sales figures – and calculated overall market share, too – to identify South Africa’s 10 best-selling automakers of 2024, allowing us to compare these numbers with 2023’s statistics.
So, here’s your comprehensive overview of the respective performances of the main players in the country’s new-vehicle market. For the record, the top 10 welcomed a new brand in 2024, which was 1 of 4 on the table that enjoyed some degree of year-on-year growth. Meanwhile, the remaining 6 automakers suffered sales declines compared with 2023.
Toyota still king as Suzuki closes on VW Group
While the podium was unchanged in 2024, sales from runaway leader Toyota (including its Lexus and Hino brands) interestingly slipped 9.8% year on year to 128 663 units. By our maths, that puts the Japanese automaker’s local market share at a still-heady 24.9% (down from 2023’s record of 26.8%). So, virtually 1 in every 4 new vehicles registered in Mzansi last year came from the Toyota stable.
Having now led South Africa’s new-vehicle market for 45 straight years, Toyota was again far ahead of the 2nd-placed Volkswagen Group, with the latter firm’s total – which includes Audi sales – falling 1.4% year on year to 66 486 units. Despite this marginal year-on-year decrease in volume, the VW Group marginally grew its market share in a declining industry, from 2023’s 12.7% to 12.9% in 2024.
However, the 3rd-placed Suzuki closed the gap on its German rival to just 6 912 units in 2024, with local sales of this increasingly popular Japanese brand surging 20.5% year on year (representing the 2nd-strongest instance of growth in the top 10) to 59 574 units. For the record, that translates to an impressive market share of 11.6%, up from 9.3% in the prior 12-month period. Will 2025 be the year Suzuki overtakes the VW Group?
Ford pushes past Hyundai (and Isuzu climbs, too)
Meanwhile, Ford ramped up its local sales by 6.7% year on year to finish on 32 766 units. In the process, the Blue Oval brand – which relied on its Silverton-built Ranger for a considerable 78% of its overall total – moved up a position to grab 4th place, while also growing its market share from 5.8% in 2023 to 6.4% in 2024.
That saw Hyundai slip a ranking to 5th, ending the year on 30 759 units (that’s 2 007 units behind Ford). Though the South Korean firm’s local sales dipped 3.7% year on year, its share of the total market interestingly held steady at 6.0%.
What about Isuzu? Well, the Japanese firm registered a 0.1% year-on-year gain, with its 2024 tally coming in at 23 290 units (a whopping 81.5% of which were D-Max sales). That was enough for the company to climb a spot to 6th place and inch forward its market share from 4.4% to 4.5%.
Chery cracks top 10 as Nissan tries to limit damage
Despite losing what was its chief volume driver relatively early in the year – with production of the NP200 having ceased in March 2024 – Nissan managed to limit the inevitable sales damage that would come with its half-tonne bakkie’s discontinuation… to some degree, at least.
In the end, the Japanese brand slipped just a single ranking to 7th in 2024, even though its overall sales fell a considerable 23.6% year on year to 22 284 units (and its market share slipped from 5.5% to 4.3%). Ultimately, the Magnite picked up much of the slack in the absence of the now-defunct NP200, accounting for a hefty 45.1% of its maker’s total.
In contrast, Chery broke into the top 10 for the very first time, climbing 3 places to end in 8th. The Chinese firm improved its local sales performance by a hefty 22.4% year on year – representing the strongest growth in the top 10 – to finish the year on 19 971 units (a figure that excludes sales from Chery Group subsidiaries, Omoda, Jaecoo and Jetour). According to our calculations, that gives Chery a 3.9% share of the total SA market (up from 3.1% in 2023).
GWM hangs onto 9th as Renault tumbles to 10th
What about Chery’s main Chinese rival, GWM? Well, the broader Great Wall Motor family (which includes the Haval, P-Series, Tank and Ora sub-brands) fascinatingly endured its 2nd straight year of sales decline, with local registrations slipping 4.9% year on year to 18 927 units. GWM nevertheless retained 9th position, while its market share held steady at 3.7%.
Meanwhile, Renault suffered the sharpest year-on-year sales drop in the top 10 (even more significant than Nissan’s fall), with local registrations plunging 27.1% to 15 822 units (this after recording a 20.4% decline in 2023). As such, the French automaker slid 2 rankings to finish in 10th, with its share of SA’s total market contracting from 4.1% to just 3.1%.
So, which brand was booted out of the top 10 in 2024? Well, with the rise of Chery, Kia had to settle for 11th place, ending the year on 14 778 units. That represents a year-on-year decline of 22.6%, with the South Korean firm’s market share shrinking from 3.6% to 2.9%.
South Africa’s 10 best-selling automakers of 2024
AUTOMAKER
2024 SALES
Y-ON-Y CHANGE
MARKET SHARE
1
Toyota
128 663 units
-9.8%
24.9%
2
VW Group
66 486 units
-1.4%
12.9%
3
Suzuki
59 574 units
+20.5%
11.6%
4
Ford
32 766 units
+6.7%
6.4%
5
Hyundai
30 759 units
-3.7%
6.0%
6
Isuzu
23 290 units
+0.1%
4.5%
7
Nissan
22 284 units
-23.6%
4.3%
8
Chery
19 971 units
+22.4%
3.9%
9
GWM
18 927 units
-4.9%
3.7%
10
Renault
15 822 units
-27.1%
3.1%
*collated by Cars.co.za based on figures reported to Naamsa
Pricing scoop! We’ve unearthed local details on the new Haval H7, which is now available in South Africa. Here’s what this boxy SUV costs in Mzansi…
GWM South Africa has launched the new Haval H7 in South Africa. The new 5-seater SUV – which features a boxier design and more rugged styling than the closely related H6 – will be available in a trio of derivatives. The Chinese firm’s local division is offering a turbopetrol engine in both front- and all-wheel-drive guise, along with a flagship hybrid variant.
Note the GWM (rather than Haval) badge on the tailgate.
The range kicks off with the Haval H7 2.0T Luxury DCT, which is priced from R601 950. This derivative employs a turbocharged 2.0-litre, 4-cylinder petrol engine, which sends 170 kW and 380 Nm to the front wheels through a 9-speed dual-clutch transmission.
This 4-pot motor – which offers 20 kW and 60 Nm more than the equivalent engine in the H6 underpinned by the same platform – will also power the Haval H7 2.0T Super Luxury DCT 4WD, though here drive is delivered to all 4 corners. This all-paw derivative is priced from R671 950.
The Haval H7 HEV tops the local range.
Finally, the Haval H7 1.5T HEV Super Luxury DHT tops the line-up (though will arrive only in the 2nd quarter of 2025), priced from R730 950 and inheriting the H6 HEV’s powertrain. As a reminder, this dual-powered set-up combines a turbocharged 1.5-litre, 4-cylinder petrol mill with hybrid gubbins (an electric motor and battery pack), resulting in total system outputs of 179 kW and 530 Nm.
As anticipated, the H7’s pricing sees it overlap with high-spec variants of the H6 (which currently runs from R492 050 to R679 950) and the entry versions of the Tank 300 (from R725 950 to R925 000), though the latter range is set to expand with the scheduled arrival of a turbodiesel engine later in the opening quarter of 2025.
Here’s a look at the SA-spec H7’s interior.
Interestingly, though the new SUV wears the “Big Dog” nameplate in its domestic market of China, it will be badged as the H7 here in Mzansi. This is despite GWM having earlier applied to protect the “Haval Dargo” moniker (another export name for this model) in South Africa, a trademark that was officially registered in March 2024.
Featuring a unibody configuration, the 2nd-generation Haval H7 (the first having never made it to local shores) measures 4 705 mm from nose to tail, with a wheelbase of 2 810 mm. That makes it some 52 mm longer than the H6, a facelifted version of which is expected to arrive in South Africa in the 2nd quarter of this year. The luggage compartment comes in at a claimed 483 litres, expandable to 1 362 litres with the rear seats folded down.
All H7 derivatives ride on 19-inch alloy wheels as standard, while all driving lights are LED-powered. There’s a choice of 4 exterior paint colours – Hamilton White, Sun Black, Grey and Orange – while roof rails are included as standard.
Inside, you’ll find a 14.6-inch infotainment system a the 12.3-inch instrument cluster, with the latter complemented by a head-up display system on the Super Luxury grade. Standard features across the range include a panoramic sunroof, electrically adjustable front seats and leather upholstery (with synthetic trim on the Luxury model).
Standard safety features include 6 airbags, seatbelt safety warnings (for both rows), electronic stability control, traction control, cornering brake control, ABS with EBA, tyre-pressure monitoring hill-descent control, hill-hold control and a 360-degree camera system (with an additional 180-degree “electronically created” view of the surface beneath the vehicle).
How much will the new Haval H7 cost in SA?
Haval H7 2.0T Luxury DCT – R601 950
Haval H7 2.0T Super Luxury DCT 4WD – R671 950
Haval H7 1.5T HEV Super Luxury DHT – R730 950
The prices above include a 7-year/200 000 km warranty (plus an 8-year/150 000 km battery-specific warranty for the hybrid derivative) and 7-year/75 000 km service plan.
If you’re in the market for a used car, but shopping on a tight budget of under R100 000, what are the best used cars to consider? Let’s take a closer look!
Finding the best used cars under R100 000 is a challenge, but if you search for a car on Cars.co.za, nothing is impossible!
If you are shopping in the lower end of the used car market, below R100 000, you need to be prepared to face up to and accept a few truths.
Generally speaking, the cars in this bracket of the market are older models that have lived a hard life and exhibit higher mileage. More often than not, general vehicle condition, including bodywork and interior finishing is average to poor as you reach the bottom end of the market.
Despite this truth, there are still good used car buys to be had in this end of the market and if you are patient, shop smartly and exercise a thorough, committed search, you can buy a good used car for under R100 000.
Before we dive in, let’s outline a strong buying strategy to ensure that you isolate the best-used cars under R100 000. As a rule of thumb, whenever you’re shopping for a used car, try and find cars that are in the best condition possible, with the lowest mileage and for the best price. This general strategy will ensure that you are considering cars that will offer the best value-for-money.
More than this, it’s also worth considering well-known brands with a strong reputation for reliability and parts availability which will help to reduce your overall running costs, including ongoing maintenance.
With the above in mind, here are our recommendations for the best used cars to buy under R100 000 in South Africa. Note that this list is not exhaustive or definitive, but these cars are merely suggestions for you to consider, representing a good starting point in your journey to find what moves you.
Please reach out on either Facebook or X if you have any particular questions or if you require further guidance. Our experienced team are ready to assist you!
Be sure to do your own research and be as thorough as possible. You can read up on what to look out for and tips on buying a used or new car here.
Suzuki Swift
We get asked about budget-car candidates quite often and, in response, we invariably point people to the Suzuki Swift. Note that a new Suzuki Swift recently arrived in South Africa.
It’s reliable, fuel efficient and quite fun to drive. Suzuki specs it quite well too and we suggest that you look at either a Swift GL or GLS. You can look for an older Swift with a 1.4 or 1.5-litre petrol engine, which was built in Japan, or you can look for a newer model with a 1.2-litre engine that was built in India.
The Japanese-built units offer better all-round quality and also look a bit better on the road – their wheels seem to fit better into the arches. But the previous-generation Indian-built Swift is perfectly fine – Suzuki sold thousands of them in India and the model is hugely popular in South Africa.
The Volkswagen Polo Vivo is South Africa’s budget car champion and used car buyers have many examples to choose from below R100 000.
Parts are widely available and the Polo Vivo is a reliable and efficient daily runner that’s fairly economical to maintain. The Polo Vivo can be had as a hatchback or sedan and engine choices include a naturally-aspirated 1.6 or 1.4-litre petrol engine.
There are numerous examples on offer with mileage below 100 000 km and we suggest that you look at these cars first in your search.
The Kia Picanto is another easy-to-recommend budget hatchback. Granted, the Korean offering is a little smaller than some of the other options on the list, but it offers good general build quality for the price.
At under R100k, you’ll have to decide between a 1.0-litre, 1.1-litre and a 1.2-litre engine. The bigger engine has obvious benefits, such as better freeway and acceleration behaviour, but if you plan on using the Picanto purely for city slicking, then the 1.0 and 1.1-litre powertrain are sufficient while also offering good fuel consumption.
The Toyota Corolla is a household name in South Africa and if you are looking for something that offers more space than a hatchback, then the Corolla sedan is well worth a closer look.
The Corolla and the Corolla Quest are both worth considering and because the Corolla is now in its 12th generation, there are also some older Corolla models available that might appeal to some people. With a range of engine options on offer, the Corolla has a strong reputation for reliability backed by the biggest car brand in the world. There’s a reason why the Corolla has found millions of homes worldwide…
The Hyundai Grand i10 is another excellent used car to consider under R100 000. In addition to the Grand i10, the older i10 is also a possibility.
The Grand i10 offers good reliability and low maintenance cost while also being fuel efficient. Small capacity, naturally-aspirated 1.0-litre, 1.2-litre and 1.25-litre petrol engines are available.
The Honda Brio is another Indian-made Japanese hatch. The Brio uses a basic 1.2-litre petrol engine that appears to offer typical Honda bulletproof reliability. It’s a similar size as the Picanto and has an equally small load bay. It can’t match the Picanto for quality feel and cabin materials, but there are some good used examples available for under R100 000.
The Brio’s 1.2-litre engine is one of the better offerings in the segment, because it offers decent performance and a quick-shifting manual ‘box which is preferable over the automatic transmission option.
Now that the Platinum trim grade is offered in Ford’s Ranger and Everest line-ups, has that diminished the allure of the Wildtrak spec? We took the Ford Everest Wildtrak on a family holiday to Knysna to gain an appreciation for its talents… and price positioning.
It’s easy to imagine that middle-child syndrome may extend to the car world’s “price, performance and specification” hierarchy. Sandwiched in between entry-level and flagship variants are often-overlooked mid-rangers that live in the shadows of their better-priced or flashier peers. Based on my experience over the December holidays, the Ford Everest Wildtrak (launched in May 2023) is one such example.
Even when clad in a practical, if a bit drab, white paint finish, the Everest Wildtrak has an imposing presence.
The 3.0TD V6 4WD Wildtrak is one of just two 6-cylinder derivatives in the Everest range; it’s positioned above the priciest 4-pot Sport, but crucially, below the range-topping V6 Platinum – and shorn of some of the latter’s tastiest treats – priced at a marginally more cents-saving R1 199 500 (almost R80k less).
Confession time. Truthfully, the prospect of having to hypermile the “2nd from the top” Everest variant with an expected drinking problem (only owing to its large-capacity engine) during my family’s annual pilgrimage to Knysna, when Ford’s more suitably configured and economically engined 2.0-litre people-carrier would have sufficed – read our Tourneo Custom (2024) Review – did not immediately appeal.
The Everest Wildtrak comes fitted with eye-catching 20-inch alloys that blend with the black detailing, plus side steps.
That’s because not only would spacial capacity (think everything from body boards to inflatable toys) be severely compromised in the Everest against the Tourneo’s desired fling-and-forget Boeing-beating belly, but so too would be the fuel budget. What a delight, then, to be proven wrong. On both counts.
Pack your bags… and everything else!
On the day of departure, adopting some cursory (and accompanying cursing) Courier Guy tactics, only a quartet of foldable beach chairs ultimately had to be sacrificed against a week’s worth of luggage and provisions for four – all of which was jammed into the back of the “fallback” Ford.
Although this generation of the Everest is an (uprated) evolution of its predecessor, it feels more SUV- than bakkie-like.
And on a day when every square millimetre of load-bay capacity counted, the 2nd-row seat’s sliding function of the Ford Everest Wildtrak – intended for access to the 3rd-row seats – was a godsend.
The Wildtrak hits the (long) road
Google Maps says a mere 13 km separates the 2 routes to Knysna from Cape Town’s northern suburbs when sticking to the N2 (484 Km); or my preferred and shorter pairing of following the N1 to Worcester before tranquilly tacking back towards the N2 through Robertson before re-joining at Swellendam.
If you have a family of 4, the flat-folding 3rd-row seats free up plenty of utility space to accommodate family holiday detritus.
The extended seat time facilitated revealing observations about the Ford Everest Wildtrak. Sharing its upgraded T6 platform with the Ranger (though swapping the rear leaf springs for coils), from mechanical advancement to tech trickery and NVH control, Ford’s Fortuner rival is – hardly surprisingly – easily one generation ahead of any of its ladder-frame SUV contemporaries, including the top-selling Toyota.
Wind noise is minimal and not unlike the Ranger, given its character the 184 kW/600 Nm V6 – solely throaty on demand – is perhaps more subdued than enthusiasts would appreciate at highway speeds.
The torquey 3.0-litre V6 turbodiesel delivers plenty of in-gear acceleration but is pleasantly muted on the open road.
Much of the engine’s Jekyll-and-Hyde persona is managed by Ford’s 10-speed automatic transmission, which, apart from being identical to the one in the Mustang, is arguably the star of the powertrain.
This ’box of tricks glides through the gears with the effortlessness of a cube of ice slithering into a glass of brandy-and-Coke (this is a 3.0-litre Ford, lest one forgets), as ratios are almost imperceptibly licked and skipped according to the torque demanded.
The Everest Wildtrak’s transmission lever proved quite a handful – literally.
10-speed auto ‘box revels in the V6’s torque
There’s no point in trying to keep track of which gear you’re in because there are simply too many – and why one doesn’t miss the presence of paddles (although the Ranger Raptor has them): it’s best to just trust the process.
Back in the real world, it’s also why Wildtrak drivers would be happy to select and forget, as groping the gargantuan transmission lever is a less gratifying affair. A literal handful that’s impossible to palm unless you’re Bigfoot, it’s a good-looking – but cumbersome – toggle that also finds Park too easily when one is only looking for reverse gear.
The contrast-stitched multifunction steering wheel is chunky, but the author noticed the absence of an audio mute button.
Other ergonomic shortcomings pertain to the absence of a mute button on the steering wheel to instantly silence the brain cell-brutalising jabbering of morning drive-time radio DJs and their ever-repeating songs (there’s a drinking game somewhere in correctly counting the repeats – provided you’re a passenger, of course); and there are no roof-mounted grab handles for the rear passengers.
Eminently comfortable cabin
On the plus side, the view from behind the wheel is suitably panoramic; on the open road, it adds a premium feel that’s absent in similar-styled rivals. The latter is aided by the front seats (finished with Wildtrak-specific orange stitching) providing terrific long-distance comfort that allows for above-average manspreading, unencumbered by the ungainly wide transmission tunnel present in said adversaries.
Apart from offering a host of connectivity options, the Ranger Wildtrak comes equipped with a wireless charging pad.
A wireless charging pad ahead of the gear selector allows for a less cluttered front cabin, freeing up the available USB-A and -C ports for the front passenger (there’s also a pair at the back – they’re essential to pacify itchy young travellers with mobile devices); the former enabling smartphones to pair seamlessly with the Wildtrak’s 12-inch SYNC 4 infotainment touchscreen through Android Auto or Apple CarPlay.
Not that thirsty, after all
And what of the 3.0-litre V6 turbodiesel’s dreaded thirst? Ford claims a combined consumption figure of 8.5 L/100 km that comprises a mix of urban and highway cycles. More often than not, such claims are marketing-driven pie-in-sky figures that are impossible to attain in the real world, however.
Rear occupants can utilise a USB-A and/or -C port, a separate ventilation control, as well as an AC outlet.
Yet after 5 and a half hours, the 3.0-litre Wildtrak covered the 468 km-long trek to Knysna by averaging 84 kph and a reasonable 8.6 litres/100 km. Although I wasn’t (and still am not) crazy about the lack of granular detail provided by 10 vertically stacked bars indicating the fuel level, the estimated range readout is a far more accurate and confidence-inspiring indicator of the distance to the next fill-up.
Over its 4-week-long stay, which included several short town-based trips, the average fuel consumption levelled out at 9.2 L/100 km, which is fair, considering the vehicle’s size, heft and family-hauling ability.
The Everest Wildtrak made a handful of shorter trips too, its fuel consumption levelled out at 9.2 L/100 km.
But do you really need a V6?
Unless you plan to utilise all of its 3 500 kg (braked) towing ability; and against the next-best 2.0-litre Everest Sport, which retails for R120k less – yeah, probably not. But when trundling around town, the faint hiss of the turbo masks the thrum of the throbbing V6 is a (nearly) priceless feel-good folly.
Although the fuel bar (far right) is a little imprecise, the digital instrument cluster is clear and easy to understand.
And, the steering-wheel-mounted speed limiter button is a countermeasure against the notoriously ferocious appetite of the Eden District’s authorities for year-end-party-funding speeding fines – it is so satisfying to press that button at the sight of one of many poorly camouflaged speed cameras.
During our stay, the Wildtrak embarked on several trips along the Cape South Coast and inland to the Cango Caves, where – when filling up for the first time since our departure – we incidentally discovered that the fuel flap was positioned opposite to the directional icon as indicated on the fuel gauge.
The (large) fuel flap is located on the left side of the vehicle; remember to check the vehicle’s AdBlue levels habitually.
Other idiosyncracies – good and less good – include the quietest windscreen wiper operation this side of a Rolls-Royce, but on the debit side, the indicator stalk is on the wrong side of the steering wheel and there is no retractable parcel shelf to block out the prying eyes of passers-by into the load area.
And, in the same vein, the removable towbar would be laughably easy to re-appropriate (thankfully it wasn’t) owing to its split-pin attachment setup.
Ford Motor Company of Southern Africa may want to beef up the security system on the Everest Wildtrak’s (standard) tow bar.
Don’t forget about AdBlue
Most importantly, though (and too rarely reported on) is the need for owners to keep an eye on the AdBlue level indicator, which is hidden away in the Everest Wildtrak’s sub-menu.
In our case, the Everest was delivered with around 7 800 km on the odo while displaying a warning about the remaining estimated 1 500 km of range before requiring a top-up of the emissions-emasculating extract (AdBlue) – just hours before the start of the mid-December long weekend; by which time most businesses had already or were about to close up shop for the rest of the year.
The Everest Wildtrak in its very element… a coastal town during the holiday season.
While Ford’s fast-moving fleet folk could swiftly provide a top-up before our Knysna sojourn began, the experience highlighted the need for owners to be vigilant about their turbodiesel vehicles’ AdBlue levels.
Price and after-sales support
The Ford Everest 3.0TD V6 4WD Wildtrak retails for R1 199 500, which includes a 4-year/120 000 km warranty, 4-year/unlimited distance Roadside Assistance and 5-year/unlimited distance corrosion warranty. The recommended service interval is 15 000 km or annually, whichever occurs first.
In line with the Right to Repair legislation, customers can purchase service or maintenance plans of up to 8 years or 165 000 km, and the warranty can be extended to 7 years/200 000 km.
Summary
By adding V6 options to its ladder-frame-based SUV lineup, Ford has bestowed the Everest range with halo products that neither Toyota, Mitsubishi, nor Isuzu respectively provide in their Adventure SUVs.
The Everest sits atop the Adventure SUV pile, but are you willing to spend R1.2 million to get a V6-powered one?
There’s something as innately South African about a 3.0-litre 6-cylinder SUV that bears a Blue Oval on its nose as braaiing and beers in the bushveld. To be fair, given its R240k-or-so price premium, the Everest Wildtrak V6 doesn’t truly compete with the flagship Toyota Fortuner – it’s a more upmarket product.
The Ford Everest Wildtrak may be the lower-specced V6-engined derivative in its line-up, but it’s no piecemeal offering. Ignoring the heart-or-head-conundrum demanded by its lofty price point, it’s still the cheapest new V6-powered Adventure SUV you can buy in SA. Now that’s an overachieving middle child.
