The new Geely Coolray has officially launched in South Africa, available in 3 flavours. Here’s what this Chinese crossover will cost you in Mzansi…
Coolray officially touches down in SA
Trio of trim levels offered from launch
1.5T engine offers 128 kW & 290 Nm
Geely Auto South Africa has expanded its local portfolio with the launch of the Geely Coolray crossover, the 3rd model to be introduced since the Chinese automaker returned to Mzansi late in 2025.
The Coolray – known as the “Binyue” its domestic market of China – joins the Zhejiang-based company’s E5 (offered locally in fully electric and plug-in hybrid guise) and the battery-powered E2 (currently SA’s most affordable EV).
The local Coolray line-up comprises 3 derivatives at launch, each powered by a turbocharged 1.5-litre, 4-cylinder petrol engine that delivers 128 kW and 290 Nm to the front axle via a 7-speed dual-clutch transmission. According to Geely, the petrol-powered Coolray sees off the obligatory 0-100 kph sprint in 7.6 seconds, while its combined fuel economy comes in at a claimed 6.5 L/100 km.
For the record, the Coolray has been in production since 2018, but has been handed a few updates along the way. The model introduced to the South African market is interestingly not the latest Coolray (itself known in China as the “Binyue L”) that is listed on Geely’s global website.
So, what does it cost? Well, the entry-level Coolray 1.5T Nova 7DCT is priced at R369 900, while the mid-spec Coolray 1.5T Vanguard 7DCT comes in at R399 900 and the range-topping Coolray 1.5T Vertex 7DCT at R429 900.
Measuring 4 380 mm from snout to rump (with a wheelbase of 2 600 mm), the Coolray is 29 mm longer than the Chery Tiggo Cross and has a listed luggage capacity of 330 litres. If this model looks familiar, that’s because it provides the base for the Proton X50, which launched locally in 2022 (though the Malaysian brand’s local future looks uncertain).
From what we can tell, the Coolray’s entry-level Nova grade features 17-inch alloy wheels, cloth upholstery, an 8.8-inch instrument cluster, a 14.6-inch infotainment screen, a 4-speaker sound system, automatic LED headlamps, cruise control, rear parking sensors, a reverse-view camera, tyre-pressure monitoring and 4 airbags (missing out on curtain airbags).
The mid-spec Vanguard upgrades to 18-inch alloys, a black finish for the roof, black faux-leather upholstery, a powered driver’s seat, a 72-colour ambient-lighting system, a 6-speaker sound system, a 540-degree camera system and 6 airbags.
Finally, the range-topping Vertex trim level boasts features such as a panoramic sunroof, a powered tailgate, wireless smartphone charging, black-and-red faux-leather upholstery, a “motorsport-inspired” rear wing and a raft of advanced driver-assistance system (ADAS) functions.
What does the new Geely Coolray cost in South Africa?
DERIVATIVE
PRICE
Geely Coolray 1.5T Nova 7DCT
R369 900
Geely Coolray 1.5T Vanguard 7DCT
R399 900
Geely Coolray 1.5T Vertex 7DCT
R429 900
The prices above include a 5-year/150 000 km warranty and a 5-year/50 000 km service plan.
Frequently Asked Questions (FAQ)
Q: What is the launch pricing structure for the new Geely Coolray range in South Africa?
A: The Geely Coolray enters the South African market across three distinct trim levels. The entry-level Nova 7DCT is priced at R369 900, the mid-tier Vanguard 7DCT retails for R399 900, and the range-topping Vertex 7DCT caps the line-up at R429 900. All models come standard with a 5-year/150 000 km warranty and a 5-year/50 000 km service plan.
Q: What are the performance and mechanical specifications of the Coolray crossover?
A: All three derivatives share a common front-wheel-drive powertrain consisting of a turbocharged 1.5-litre, 4-cylinder petrol engine paired with a 7-speed dual-clutch transmission. The motor delivers peak outputs of 128 kW and 290 Nm, enabling the crossover to dispatch the 0-100 km/h sprint in a claimed 7.6 seconds while returning an average fuel consumption figure of 6.5 L/100 km.
Q: How do the standard comfort and safety features vary across the three available trim packages?
A: The base Nova grade includes cloth seats, dual cabin screens (8.8-inch driver display and 14.6-inch infotainment) and 4 airbags. Moving up to the Vanguard adds 18-inch wheels, black faux-leather upholstery, a 540-degree camera setup and 6 airbags. The flagship Vertex further separates itself with a panoramic sunroof, a powered tailgate, wireless smartphone charging, a larger rear wing and a complete suite of advanced driver-assistance system (ADAS) features.
Since you can no longer buy the Hyundai i30 N new in South Africa, should you consider purchasing a used version of the Korean firm’s first hot hatch?
It was a bold move from Hyundai. The South Korean firm pitched the very first mass-production model from its “N” sub-brand of high-performance vehicles squarely at the Volkswagen Golf GTI. Yes, the Hyundai i30 N had the segment’s archetypal front-wheel-drive hot hatch in its sights right from day one.
While the i30 N was never going to challenge its German rival in pure sales-volume terms here in South Africa – a market in which the GTI badge still holds exceedingly broad appeal – it nevertheless held its own in several key areas, proving itself a worthy contender despite its comparative lack of pedigree.
The first mass-production model to wear Hyundai’s “N” badge.
Of course, the N sub-brand’s godfather – and the man ultimately responsible for the i30 N – certainly wasn’t lacking in automotive lineage. Indeed, Albert Biermann spent a substantial chunk of his career heading up BMW’s M division, leading the development of several highly revered M cars.
The German’s influence on Hyundai’s maiden hot hatch was clear and extended to subsequent N-badged models, too. For the record, although a fastback version of the i30 N was available in certain overseas markets, only the hatchback body style was sold here in Mzansi. Furthermore, the smaller i20 N didn’t ever make it to local shores.
We believe about 300 units were registered in SA.
Although our sales records for 2020 and 2021 are unfortunately a little patchy, we’d speculate somewhere around 300 examples of the i30 N were sold in South Africa. From what we can tell, 2022 was this model’s strongest year, with 91 units registered. That figure fell to 60 units in 2023 and 56 units in 2024, with a further 18 units sold locally in 2025 before the hot hatch was quietly put out to pasture.
Hyundai i30 N model line-up in South Africa
South Africa had to wait nearly 3 years for the i30 N to arrive.
Based on the 3rd-generation (PD-series) hatchback, the 5-door Hyundai i30 N was revealed globally back in July 2017. However, South Africa had to wait quite some time for the hot hatch to arrive, eventually welcoming the C-segment contender in February 2020.
At launch, the i30 N – which was available in some overseas markets in a milder 184 kW guise – was offered exclusively in “Performance Package” form in South Africa, seeing its turbocharged 2.0-litre, 4-cylinder petrol engine’s outputs come in at a heady 202 kW and 353 Nm. A 6-speed manual shipped standard.
i30 N 2.0 TDGi 6MT (202 kW/353 Nm)
The facelifted version arrived in Mzansi in April 2022.
Hyundai’s local distributor then switched to a refreshed version in April 2022, ditching the pre-facelift model’s manual cog-swapper in favour of an 8-speed dual-clutch transmission. The updated i30 N’s motor delivered improved outputs of 206 kW and 392 Nm to the front axle through this dual-clutch cog-swapper, with a manual gearbox no longer offered locally.
i30 N 2.0 TDGi 8DCT (206 kW/392 Nm)
In September 2025, Hyundai Automotive SA confirmed to Cars.co.za the i30 N was “no longer available in South Africa”. This was despite the fact production continued at the firm’s Nošovice plant in the Czech Republic, with an updated version of the hot hatch having launched in Australia in August 2024.
Stanley Anderson, CEO of Hyundai Automotive South Africa, then told us in October 2025 he was attempting to bring in this updated version of the i30 N, although he explained a certain driver-assistance safety system was standing in the way.
What are the Hyundai i30 N’s strengths?
“N” mode pushed every powertrain and chassis setting to its highest.
Highly customisable driving experience: As has become the norm with performance vehicles, the i30 N featured a raft of driving modes, each offering a distinctly different character. Still, in addition to the requisite “Eco”, “Normal” and “Sport” settings, Hyundai’s maiden hot hatch also scored “N” and “N Custom” modes.
Each one adjusted the vehicle’s throttle response, adaptive suspension, stability control, steering weight, electronic limited-slip differential, rev-matching function and exhaust note (the latter via a variable-valve system).
Access to “N” mode via this steering-wheel button.
While prodding the “N” mode on the steering wheel instantly pushed every powertrain and chassis setting to its angriest level, the “N Custom” option allowed the driver to fine-tune each to match their driving preferences. Handily, this preferred set-up could then be saved and later accessed via a 2nd press of the N button.
Note that we won’t delve into the driving experience here. Should you wish to read more about exactly how this hot hatch handles and rides, we’d point you in the direction of our comprehensive and insightful pre-facelift i30 N and refreshed i30 N reviews.
A look at the pre-facelift model’s cabin.
Crammed full of standard kit: While rivals of the era had lengthy lists of costly optional extras, the SA-spec i30 N was filled to the brim with standard equipment. In pre-facelift guise, for instance, this hot hatch shipped with a heated steering wheel, leather-and-suede upholstery, powered front seats, dual-zone climate control, a reverse-view camera, a panoramic sunroof and wireless smartphone charging.
Meanwhile, the refreshed version upgraded from an 8.0-inch infotainment screen to a 10.25-inch item and gained advanced driver-assistance system (ADAS) features like blind-spot collision-avoidance assist, lane-departure warning, lane-follow assist, forward collision-avoidance assist, rear cross-traffic alert and rear cross-traffic collision-avoidance assist.
The pre-facelift i30 N came with a 6-speed manual gearbox.
Choice of transmissions: Having copped criticism from some quarters for launching the i30 N exclusively with a manual gearbox, the Seoul-based firm responded by switching to a dual-clutch cog-swapper at the model’s mid-cycle update. And that means those shopping on the used market today handily have a choice of transmissions.
For the record, the manual-equipped (pre-facelift) i30 N had a claimed 0-100 kph time of 6.1 seconds and a listed combined fuel economy of 8.5 L/100 km. The former figure improved to 5.4 seconds in the more powerful DCT model, although claimed consumption came in at a slightly higher 8.9 L/100 km.
The refreshed i30 N switched to an 8-speed dual-clutch ‘box.
It’s also worth noting that, while both versions came standard with a launch-control function, the dual-clutch derivative also benefitted from 3 new performance modes. Hyundai called them N Power Shift (which ostensibly reduced torque loss), N Grin Shift (maximising performance for 20 seconds) and N Track Sense Shift (optimising gear changes when track driving was detected).
What are the Hyundai i30 N’s weaknesses?
The facelifted model’s interior.
Somewhat underwhelming cabin: While the Hyundai i30 N came fitted with tasty bucket seats, the cabin featured little else in the way of sporty detailing. In fact, when initially sampling the pre-facelift model, our testers noted the lack of a “sense of occasion” once behind the ‘wheel.
Although a tad unexciting, the cabin’s layout was at least ergonomically sound and the quality of its materials felt up to par, if somewhat basic. In addition, rear passenger space was adequate, while the luggage compartment could swallow a competitive 381 litres.
Competitively sized luggage compartment.
High-pressure fuel pump issues: Reports of mechanical issues are relatively uncommon, but there has been one particularly well documented problem. Yes, in some markets (including fellow right-hand-drive nation Australia), pre-facelift versions of the i30 N were recalled for what Hyundai described as a “potential concern” with the high-pressure fuel pump.
The company said a fuel control valve “could wear out over time, allowing too much fuel” into the pump. So, when viewing and test-driving a potential purchase, keep an eye out for sudden loss of engine power (or even stalling) at low speeds.
Some pre-facelift examples had problems with the high-pressure fuel pump.
Distinct lack of used stock: Perhaps we’re being a little unfair listing this as an i30 N weakness, but the fact that so few units were registered new in South Africa means choice on the used market is frustratingly limited (compared to the number of Golf GTIs available, for instance). That means prospective buyers will have to hunt long and hard.
How much is a used Hyundai i30 N in South Africa?
At the time of writing, pre-facelift units were even scarcer than refreshed examples.
In South Africa, the i30 N shipped standard with Hyundai Automotive SA’s 5-year/150 000 km vehicle warranty plus an additional 2-year/50 000 km powertrain warranty. A 7-year/150 000 km roadside-assistance package was also included in the price, along with a 5-year/75 000 km service plan (with intervals of 15 000 km).
At the time of writing, there were just 8 units of the Hyundai i30 N listed on Cars.co.za. Half were finished in “Polar White”, while 3 were painted in the hot hatch’s signature “Performance Blue” hue and a single unit in “Engine Red”. That meant no “Micron Grey” and “Phantom Black” examples were listed.
The i30 N in its signature “Performance Blue” hue.
The facelifted, DCT-equipped version accounted for 5 listings, while indicated mileage ranged from just under 4 000 km on a 2025 example to 107 000 km on a 2020 manual-equipped model. Most units were listed for sale in Gauteng, with just a single model available in the Western Cape.
Below R500 000: All 3 manual units were 2020 examples priced below R500 000. The cheapest i30 N listed at the time of writing was the highest-mileage unit mentioned above, priced at R419 900.
R500 000 and up: A budget of over R500 000 unlocked access to the remaining 5 facelifted models, each fitted with the dual-clutch ‘box. A 2024 unit showing 8 000 km was listed for R515 999, while the most expensive example was a 2025 unit up for R764 900.
For context on the figures above, note that the i30 N 6MT launched at a price of R679 900 in 2020, with the i30 N 8DCT touching down at R749 900 in 2022. Meanwhile, the last price we saw for the hot hatch before its quiet departure from South Africa’s new-vehicle market in 2025 was R848 900.
Which Hyundai i30 N derivative should I choose?
The mid-cycle update saw the i30 N switch to a slightly larger 10.25-inch screen.
So, which derivative should top your shopping list? Well, your transmission preference will effectively make that decision for you. Purists might prefer the 3-pedal derivative, while buyers who place more emphasis on daily usability will naturally gravitate towards the DCT variant.
Regardless of which suits your needs better, take note of our usual caveat about buying a 2nd-hand hot hatch: bear in mind that models such as the Hyundai i30 N tend to be driven rather hard, which makes evidence of regular and fastidious maintenance all the more important.
What are the alternatives to Hyundai’s i30 N?
The i30 N’s 2.0-litre engine outpunched that of the Golf GTI.
When the i30 N arrived in SA, its most obvious front-driven rival was the 169 kW Volkswagen Golf 7.5 GTI – even though the latter had a lower starting price (but less standard equipment) and featured 2 pedals rather than 3. There was also the manual-only FK8-series Honda Civic Type R (228 kW), while Renault’s 221 kW Mégane RS 300 Trophy launched shortly after the Hyundai touched down.
By the time the refreshed i30 N was on sale in Mzansi, VW had rolled out its 180 kW Golf 8 GTI and BMW had introduced its 180 kW 128ti. Honda later added the FL5-series Civic Type R (235 kW) to the mix, although again offered this model exclusively in 6-speed manual guise.
The i30 N’s chief rivals were likewise front-wheel drive.
Various all-paw hot hatches – from VW’s Golf R (in both 7.5 and 8 guise) to Mercedes-AMG’s A35 and A45 S, Audi’s S3 and RS 3 Sportback, and Toyota’s GR Corolla – were also available during the i30 N’s local lifecycle, but we’d point to front-wheel-drive models as more relevant competitors.
Is the Hyundai i30 N a smart used purchase?
The i30 N was a great hot hatch, first attempt or not.
While it lacked the heritage of the multi-generational Golf GTI – and couldn’t quite match the more mature German in the day-to-day driveability stakes, even in DCT guise – the i30 N offered significantly more grunt, far more standard kit, oodles more character and ultimately a more involving driving experience.
Yes, Hyundai’s very first stab at a proper hot hatch was not only a serious statement of intent but also a highly accomplished contender in its own right. There was a palpable depth to its engineering, while its impressive breadth of abilities belied the fact it arrived as the N division’s debut production model. First attempt or not, the Hyundai i30 N was an absolute cracker of a hot hatch.
Q: What is the current market availability of the Hyundai i30 N hot hatch in South Africa?
A: In September 2025, Hyundai Automotive SA confirmed that the i30 N was officially discontinued and no longer available as a new model locally, closing out a production run that brought an estimated 300 units to South African roads. Consequently, buyers looking for this high-performance vehicle must now navigate a limited pre-owned market.
Q: Why did local operations halt new sales when production continues globally, and what is delaying a potential return?
A: While global production continues, a specific overbearing driver-assistance safety feature has prevented the local introduction of the latest facelifted model. The Australian-specification vehicle that Hyundai SA has attempted to secure comes standard with Intelligent Speed Limit Assist (ISLA). This software reads traffic signs and sounds a permanent, unmutable audible warning if local speeds are exceeded, a feature local leadership believes is entirely unsuited for the South African consumer environment.
Q: How do the pre-facelift and facelifted used iterations of the i30 N differ technically?
A: The pre-facelift model (launched locally in February 2020) came exclusively with a 6-speed manual transmission, delivering 202 kW and 353 Nm from its 2.0-litre turbopetrol engine. The refreshed version (arriving in April 2022) ditched the manual shifter for an 8-speed dual-clutch transmission (DCT) while pushing engine outputs up to 206 kW and 392 Nm, reducing the claimed 0-100 km/h sprint time from 6.1 seconds down to 5.4 seconds.
The facelifted Isuzu MU-X recently landed – how does it stack up against rivals?
The Isuzu MU-X was updated last year. How does the latest version of this adventure-focused, ladder-frame SUV compare to the Ford Everest and Mitsubishi Pajero Sport?
The amazing success of Toyota’s outgoing Fortuner is directly related to a missed opportunity by Isuzu South Africa with the MU-X.
Many South Africans forget Isuzu was the first brand to market a local bakkie-based body-on-frame SUV with a full-metal passenger and load area in a global spec. “But what about the second-generation Nissan Sani?” you may ask. The Sani did not feature full-length metal bodywork, only metal supports with glass-fibre panels.
When it was launched in the late 1990s, the Frontier – based on the excellent KB bakkie platform – was ahead of its time. Isuzu discontinued it after only a few years, which was a mistake. Toyota, with its deep understanding of South African buyer trends, launched the Fortuner in 2006. It proceeded to capture the developing body-on-frame family SUV market that Isuzu had created but abandoned.
Isuzu re-entered the body-on-frame 7-seater SUV space only in 2018 with the MU-X. With its proven reputation for rugged, durable bakkies, Isuzu had excellent brand equity to launch a Fortuner rival. Sales, however, have lagged far behind those of the Fortuner and Ford Everest. In 2026, what does the latest MU-X update offer to attract more buyers?
(As an aside, we’ve chosen not to focus on the Fortuner in this article, as a new model is on the horizon and the Toyota gets most of the coverage anyway…)
Onyx and oversized wheels…
These wheels do nothing for the MU-X’s ride quality and are easily damaged by potholes.
There are things the Isuzu SUV does very well, like a terrific ride on harsh dirt roads. This is no surprise – Isuzu South Africa is heavily invested in the D-Max and MU-X platforms, and has an excellent feedback loop on what customers experience in the real world. They integrate that feedback loop into product development, working with their Japanese technical partners.
The MU-X range’s absorbent ride on poor roads makes the Onyx version a bit of a paradox. Why? Because it combines part-time 4-wheel drive with 20-inch alloy wheels wrapped in low-profile, highway-specification tyres, a recipe for discomfort on a dirt road.
Fewer ADAS features, but the LSE has the more sensible wheel and tyre spec for SA conditions.
If you value durability, the fact that Isuzu’s engines and drivetrains are dated won’t bother you. Still, the 3.0-litre turbodiesel is down on power and performance compared to its rivals. And the only transmission option is a 6-speed automatic with a part-time 4-wheel-drive system. That means the MU-X doesn’t have all-wheel drive, like the Ford Everest and Mitsubishi Pajero Sport.
Why does the difference between 4-wheel drive and all-wheel drive matter? Well, you can’t use the Isuzu in 4-wheel-drive mode on a tar road when you need to tow something heavy up a tight, steep mountain pass.
The 4-wheel-drive system is also locked in 50:50, which means that on a dirt road at high speed, the Isuzu is more prone to understeer. An Everest or Pajero Sport’s all-wheel-drive system can vary the torque proportionally between the front and rear axles. That creates superior steering control and traction through a long, sweeping dirt-road corner.
With that in mind, Isuzu’s best-balanced MU-X is the LSE 3.0 4×4. It rolls on sensible 18-inch wheels with tyres better suited to off-road travel. Versus the Onyx, you’ll forego seat heating and several driver-assistance features, like adaptive cruise control, autonomous emergency braking, lane keep assist, and forward collision warning.
Everest 2.0
The Ford Everest needs AdBlue. Top-up fluid can be difficult to find if you run out in a rural area.
The Ford Everest is better to drive on-road than a Fortuner and a real rival to the more expensive Prado. The Ford’s excellent highway-cruising stability and cabin sound insulation make this a terrific long-distance family touring vehicle, more so than the Isuzu.
However, the Everest is larger than the MU-X. And those dimensions can be tricky to master in city traffic or covered underground parking garages.
The Ford’s 3rd-row seating stows into the floor, creating a huge luggage area. The Everest’s 12-inch infotainment system and Sync4 rival the best Chinese infotainment systems and are superior to the Isuzu’s.
The Everest is very capable as an off-road touring vehicle and handles heavy loads with ease. However, it’s worth keeping in mind Ford’s powertrain reconfiguration earlier this year changed the Everest offering a lot.
Proper all-terrain tyres and excellent ride and cabin comfort. But the power-to-weight ratio of the Everest Sport is low.
The change from 2.0 BiT to 2.0 SiT has had a bigger influence on the Everest’s performance than Ford’s Ranger double cabs. The Everest is about 100 kg heavier per comparable trim level and that means the power downgrade from 154 kW to 125 kW has had a greater real-world influence on acceleration and overtaking performance.
So, you either need to pay a lot more for a 3.0 V6 turbodiesel, or have less performance than the MU-X in an Everest powered by the 2.0 SiT engine. The only Everest grade that competes on price with the Isuzu LSE and Onyx spec SUVs is the Active 2.0 SiT.
If you want one of the V6 Everests, it’s a big price jump over even the Onyx-grade MU-X. The Everest is the class leader in cabin space, comfort, infotainment, and all-terrain driving dynamics. But Ford’s discontinuation of the 2.0 BiT engine has left a significant performance-to-price gap in the local Everest line-up.
Pajero Sport
The body-on-frame SUV that Toyota Fortuner owners respect…
This is probably South Africa’s most underrated all-terrain family car. The Mitsubishi Pajero Sport has real off-road pedigree, outstanding mechanical build quality and almost no risk of theft or hijacking.
The Pajero Sport is a 7-seater SUV with real all-terrain ability. It uses Mitsubishi’s proven and brilliant SuperSelect transfer case, which means it can drive with all-wheel-drive traction and steering confidence on high-speed, corrugated dirt roads. And you can use it in all-wheel drive if you need to get a watercraft trailer up a tricky slipway.
The Pajero Sport’s cabin is nothing special, but it’s well built. Third-row seating folds flat into the floor, like the Everest’s.
Mitsubishi’s 2.4-litre turbodiesel is a touch less powerful than Isuzu’s 3.0 engine, but it has a much better 8-speed automatic transmission.
All the off-road kit you need, and it all comes with a factory warranty.
The Pajero Sport to have is the Shogun, which is based on the pre-facelift model, but there are still some models available.
The Shogun features proper all-terrain tyres on 18-inch wheels, a snorkel, rock sliders and a front nudge bar. This special-edition Pajero Sport adds everything you really need to create the perfect 7-seater family SUV.
The Shogun is rare, too. That increases its appeal for some buyers. Is it South Africa’s best-kept body-on-frame-SUV secret?
Chery’s upcoming small bakkie exposed!
Global scoop! Chery has registered a new small bakkie’s exterior design in South Africa and certain other markets. Here’s your first look at the Chinese firm’s upcoming compact pick-up…
Chery registers small bakkie’s design in SA
Applications also filed in Thailand and NZ
Sketches point to crossover-based pick-up
Brand first mentioned “Tiggo Pup” in 2021
One of many planned Chery Group bakkies?
Chinese automaker Chery appears to be preparing to launch a new small bakkie – and we’ve uncovered official design sketches that provide the first glimpse of this upcoming compact pick-up’s exterior design. Could this be the crossover-based Chery Tiggo Pup that was first mentioned way back in 2021?
In a global scoop, Cars.co.za has discovered that Chery’s head office applied to register this as-yet-unnamed small bakkie’s exterior design with South Africa’s patent authorities in November 2025. The design registration was granted in early June 2026. Our investigation suggests the design has likewise been registered in markets such as Thailand, Indonesia, New Zealand and the Philippines.
Yes, Chery South Africa – which is currently recommissioning the Rosslyn manufacturing facility it recently purchased from Nissan, a plant with the capacity to build multiple models – looks to be taking a multi-pronged approach to the bakkie market, seemingly including this unibody newcomer. The latter is likely to be positioned as the automaker’s entry point to pick-up ownership, whether it wears the Chery badge or that of one of the manufacturer’s many subsidiaries.
Double-cab body style and compact load bin
Note the double-cab body style.
Judging by the design sketches we’ve unearthed, this compact model will serve as a so-called “lifestyle” bakkie rather than an out-and-out workhorse. Indeed, the illustrations show a double-cab body style and a decidedly short load bay, suggesting this new model won’t quite fill the single-cab half-tonne bakkie void left by the likes of the since-departed Nissan NP200 (a space Volkswagen has an eye on with its upcoming Tukan, too).
Interestingly, the description that accompanied Chery’s official design-registration application in South Africa described the vehicle as a “crossover pick-up, functionally merging a fully enclosed passenger cabin with an open or semi-enclosed rear cargo deck”.
New bakkie seemingly based on crossover
A view of the upcoming small bakkie’s front end.
From what we can glean, the new small bakkie will be based on a likewise box-fresh compact crossover. In fact, the Wuhu-based automaker filed an application to protect another design on the very same day in November 2025, submitting sketches that depict a remarkably similarly styled crossover.
Based on these sketches, the small bakkie and the crossover will share several body panels, while both will also feature roof rails and chunky extensions for the squared-off wheel arches. However, these two models will ostensibly employ distinct lower front-bumper and skidplate designs. Of course, the bakkie will also gain a bespoke rear end, complete with buttress-like supports running from the top of the C-pillar.
Design sketches show the crossover on which the small bakkie will seemingly be based.
While official details are still decidedly thin on the ground, we’d speculate this new small bakkie might eventually be offered locally with petrol power, likely in the 1.5-litre, 4-cylinder configuration favoured by many Chinese brands. We’d guess drive would be delivered to the front axle as standard. It’s not yet clear what sort of payload Chery might be targeting.
Fascinatingly, a compact pick-up from Chery has been on the cards for some time, with the Chinese automaker in 2021 having mentioned plans to launch a half-tonne bakkie – then tipped to be called the “Tiggo Pup” – in South Africa. The brand again hinted at a small bakkie in October 2024 during a presentation to South African motoring journalists in Wuhu.
This bird’s eye view provides an idea of the small bakkie’s load-bay size.
Considering an official reveal has yet to take place, it’s perhaps too early to speculate on exactly when such a model might come to market. It’s also not yet clear whether this upcoming small bakkie will be imported or built locally, though we should keep in mind Chery plans to start producing vehicles at its newly acquired Rosslyn factory from around mid-2027. More info as we have it…
Frequently Asked Questions (FAQ)
Q: What evidence suggests Chery is developing a new compact unibody bakkie for South Africa?
A: According to Cars.co.za, Chery’s global headquarters officially applied to register the exterior design of an unnamed compact pick-up with South African patent authorities in November 2025, with the registration granted in early June 2026. Similar intellectual property protection applications have been filed in markets including Thailand, Indonesia, New Zealand and the Philippines.
Q: What type of body style and utility focus does this new Chery pick-up feature?
A: Design sketches unearthed by Cars.co.za reveal a unibody (crossover-based) double-cab layout with a distinctly short load bay, identifying it functionally as a lifestyle vehicle rather than a traditional workhorse. Official application documents describe the vehicle as a “crossover pick-up” that merges a fully enclosed passenger cabin with an open or semi-enclosed cargo deck. It appears to share key body panels and structural elements with a closely related compact crossover model.
Q: How does this small bakkie fit into Chery’s broader product plans and local manufacturing strategy?
A: This entry-level unibody newcomer (conceptually linked to the “Tiggo Pup” moniker first teased by the brand in 2021) forms part of a multi-prong utility vehicle offensive. Chery’s local roadmap also includes the production version of the KP31 concept, the body-on-frame Himla (KP11), the shape-shifting Tiggo V and the Jetour P5. This extensive line-up could potentially leverage production capacity at the Rosslyn assembly plant that Chery South Africa is currently recommissioning.
It’s the halfway point in June and the mid-month fuel price prediction has just come in. It looks like good news at the pumps is likely for July…
Mid-month data from the Central Energy Fund (CEF) reveals a sharp turnaround in international petroleum markets. While substantial market over-recoveries point toward a massive potential drop in the basic fuel price, the scheduled reapplication of the General Fuel Levy at the end of June will offset most of these gains for July 2026.
Here is the mid-month data breakdown, based on averages from 29 May 2026 to 16 June 2026.
The drivers: Stronger Rand and collapsing oil prices
The extreme price spikes seen in May, which were driven by the Iran crisis and the closure of the Strait of Hormuz, have eased significantly. International product prices have plunged, driving the bulk of the current over-recovery.
International product prices: Lower global oil and refined product costs contribute between R2.57 and R4.80 per litre to the positive over-recovery.
The exchange rate: The Rand has strengthened, averaging R16.18 to the US Dollar over the review period. This adds an extra 15 to 19 cents per litre to the price reduction.
Without regulatory intervention, motorists would be looking at a basic fuel price drop of over R2.70 for petrol and over R4.40 for diesel.
The General Fuel Levy factor
The temporary relief measures introduced by the government, which slashed the General Fuel Levy by R3.00/l for petrol and R3.93/l for diesel, expired at the end of May. Half of the levy was reintroduced at the beginning of June, with the remainder to be implemented at the beginning of July.
Despite this, fuel prices are on track for a reasonable decrease at the end of the month.
Projected July 2026 fuel price changes (mid-month outlook)
The table below calculates the net projected adjustments for Gauteng pump prices (petrol) and wholesale prices (diesel and paraffin) based on the 16 June data.
Fuel type
Current price
Over-recovery
Levy reapplication
Projected change
Projected July price
Petrol 95 ULP (Gauteng pump)
R28.06
-R2.73
+R1.50
R1.23 decrease
R26.83
Petrol 93 ULP (Gauteng pump)
R27.95
-R2.77
+R1.50
R1.27decrease
R26.68
Diesel 0.05% (Wholesale)
R27.93
-R4.40
+R1.96
R2.44decrease
R25.49
Diesel 0.005% (Wholesale)
R28.76
-R4.76
+R1.96
R2.80decrease
R25.96
Illuminating paraffin
R22.47
-R4.98
R0.00
R4.98decrease
R17.49
Note: These figures are a mid-month predictive snapshot based on data up to 16 June 2026. The final fuel price adjustment will depend on market performance and exchange rate stability through to the end of the month.
The 5 most affordable 7-seater adventure SUVs in SA (2026)
Looking for a new ladder-frame SUV with 7 seats? Here are the 5 most affordable 7-seater adventure SUVs on South Africa’s new-vehicle market right now…
We’ve sorted through South Africa’s new-vehicle market to identify the 5 most affordable 7-seater adventure SUVs. Keep in mind we’ve restricted this list to ladder-frame vehicles with 3 rows of seats. As such, rugged 5-seater SUVs such as the Suzuki Jimny, GWM Tank 300 and Toyota Land Cruiser FJ aren’t eligible for inclusion. In addition, note all derivatives below feature 4×2 set-ups, with 4×4 variants obviously costing more. All pricing is correct in June 2026.
1. Mahindra Scorpio-N 2.2D Z4 6AT 4×2 – R489 999
The most affordable 7-seater adventure SUV on the market right now is the base “Z4” version of Mahindra’s Scorpio-N. Equipped with the Indian brand’s proven 2.2-litre turbodiesel engine (and a 6-speed automatic transmission as standard), this derivative has peak outputs of 129 kW and 400 Nm.
Although a significant step up in price compared to the Indian-built Scorpio-N, the entry-level version of Toyota’s Prospecton-produced Fortuner takes 2nd place on this list. This variant comes with a 6-speed manual gearbox, while its 2.4-litre turbodiesel motor offers maximum outputs of 110 kW and 400 Nm.
The only derivative in Isuzu’s Thai-built MU-X portfolio not fitted with the Japanese brand’s 3.0-litre oil-burner, the entry-level variant (featuring the LS grade) instead makes do with a 1.9-litre turbodiesel unit. Driving the rear axle via a 6-speed automatic cog-swapper as standard, this motor generates 110 kW and 350 Nm.
Compared to the other models on this list, Mitsubishi’s Pajero Sport range is relatively narrow, featuring only a trio of derivatives. The base version slips in under the R800 000 mark, with its 2.4-litre turbodiesel heart sending 133 kW and 430 Nm (the loftiest peak outputs here) to the rear wheels through an 8-speed automatic transmission.
5. Ford Everest 2.0 SiT Active 10AT 4×2 – R825 000
In May 2026, Ford revised its Everest line-up, discontinuing the 2.0 BiT turbodiesel engine and replacing it with the single-turbo version of the 4-cylinder oil-burning motor (now with a timing chain rather than wet belt). The switch to this engine and the return of the Active grade saw the starting price fall R128 000. For the record, the 2.0 SiT mill delivers 125 kW and 405 Nm via the Blue Oval brand’s 10-speed automatic gearbox.
Q: What are the entry points for the most affordable 7-seater ladder-frame adventure SUVs in South Africa?
A: As of June 2026, the local entry point sits under the R500 000 mark. The Mahindra Scorpio-N 2.2D Z4 4×2 leads as South Africa’s most accessible ladder-frame 7-seater starting at R489 999. The next closest rival is the locally produced Toyota Fortuner 2.4GD-6 4×2, which requires a significant step up in budget to start at R685 900.
Q: How do the engine sizes and power outputs compare among these entry-level adventure SUVs?
A: All five vehicles leverage turbodiesel power and 4×2 set-ups at these baseline price points. The Mitsubishi Pajero Sport 2.4DI-D delivers the highest peak performance figures at 133 kW and 430 Nm, paired with an 8-speed automatic. In comparison, the Isuzu MU-X 1.9TD LS is the smallest-displacement option on the list, offering 110 kW and 350 Nm of torque via a 6-speed automatic transmission.
Q: What recent line-up changes have impacted the pricing of the premium options on this list?
A: In May 2026, Ford heavily revised its Everest line-up by re-introducing the Active trim grade and replacing the previous 2.0 BiT turbodiesel engine with a new 2.0 SiT single-turbo engine (featuring a timing chain). This mechanical and specification realignment dropped the entry-level price threshold of the Everest family down by R128 000, bringing the Everest 2.0 SiT Active 4×2 onto the list at R825 000.
The new Hyundai i20 revealed in Brazil switches to the K3 platform, features crossover-inspired exterior styling and boasts dual screens in its cabin…
New Hyundai i20 hatchback shown in Brazil
Exterior scores crossover-inspired makeover
Hatchback switches to evolved K3 platform
The new Hyundai i20 has been officially revealed in Brazil, billed as a “bridge” between a traditional hatchback and a compact SUV thanks to its crossover-inspired black-plastic cladding and added ride height.
Still, it remains to be seen whether the upcoming version for India – the country from which Hyundai Automotive South Africa imports its i20 units – will stick with this slightly raised ride height or pivot to a more traditional, lower-riding iteration.
So, what do we know about the BC4-series Hyundai i20, which is based on an “evolved” version of the K3 platform (rather than the current model’s K2 architecture)? Well, measuring 4 130 mm from front to back, the new-generation hatchback is some 135 mm longer than the model offered in South Africa today.
However, the wheelbase is unchanged at 2 580 mm. Still, we should keep in mind the current Indian-built version is restricted to under 4 metres (measuring 3 995 mm long, to be exact) to allow it to qualify for reduced taxes in that market.
According to Hyundai’s Brazilian division, the new i20’s luggage compartment can swallow some 346 litres (measured using the VDA method), expandable to 1 152 litres with the rear seats folded down. The South Korean firm claims rear-seat space is a “strong point”, saying the bench offers 917 mm of legroom, 961 mm of headroom and 1 391 mm of shoulder room.
In Brazil, the new i20 is available with a 12.3-inch digital instrument cluster and an infotainment screen of the same size. Other cabin highlights for the South American market include vertical air vents, a 6-speaker sound system, paddle shifters, a reverse-view camera and a raft of advanced driver-assistance system (ADAS) features.
Engine options in Brazil include a 1.0-litre, 3-cylinder petrol engine available in naturally aspirated and turbocharged form. The latter configuration is, of course, familiar from the current flagship in the local i20 line-up, the 1.0T N Line (90 kW and 172 Nm). We’d speculate this engine and indeed the atmospheric 1.2-litre 4-pot from the current Indian-built range would carry over to the new line-up in Mzansi.
In 2025, local sales of the 3rd-generation Hyundai i20 – which arrived back in May 2021 – dipped 19.3% year on year to 3 819 units, though this model still cracked the list of South Africa’s 10 best-selling hatchbacks for the year. Over the opening 5 months of 2026, Hyundai Automotive SA has registered a further 2 409 units.
Frequently Asked Questions (FAQ)
Q: What are the key architectural and design upgrades featured on the newly revealed Hyundai i20?
A: The new-generation Hyundai i20 transitions from the previous K2 architecture to an evolved version of the K3 platform. Visually, the model embraces a crossover-inspired aesthetic, utilising raised ride height and protective black-plastic exterior cladding to act as a bridge between a conventional hatchback and a compact SUV.
Q: How do the dimensions of the new K3-platform i20 compare to the model currently sold in South Africa?
A: The new hatchback measures 4 130 mm from nose to tail, making it 135 mm longer than the model currently available on the South African market. Despite this growth in overall length, the wheelbase remains identical at 2 580 mm. The increased footprint yields an expanded luggage capacity of 346 litres (VDA), which opens up to 1 152 litres with the rear bench folded down.
Q: What powertrain options are expected for the local market?
A: The South African line-up is expected to retain its familiar engine choices. This includes the entry-level atmospheric 1.2-litre four-cylinder engine and the top-spec 1.0-litre three-cylinder turbopetrol motor, which currently delivers 90 kW and 172 Nm in the local N Line flagship variant.
Which Toyota Hilux model is the best overall package?
Now that we know what the new Hilux costs, it’s time to dissect this highly anticipated new Toyota’s spec sheet and find the variant that represents the best package.
Although Toyota has unrivalled brand equity in South Africa, and the Hilux has an incredibly loyal fanbase, the brand has been careful to keep pricing of the new model in check at launch. Toyota’s product planners know that the VW Amarok and Ford Ranger offer more powerful, sophisticated luxury double cabs with 3.0 V6 turbodiesel engines. These bakkie twins also have an automatic transmission with many more gears than the new Hilux.
That’s not to say that we won’t soon see more expensive versions of the new Toyota. You can be sure there will be Dakar and GR-S versions of the new Hilux coming to fulfil halo bakkie needs. But, for now, the interesting things to note are the return of the SRX trim at the entry level, plus the fact that only the 2.8-litre turbodiesel is offered, and only in 6-speed auto form.
Right, let’s look at the range and where you should ideally spend your money.
Why no manual gearbox?
Want a manual gearbox for precision dune driving? That’s not an option anymore.
More people spec their leisure bakkies with autos instead of manuals. The former transmission type is less taxing to use in traffic because the manual gearboxes used in bakkies are engineered for heavy towing and hard off-road work, with resultant heavy shifts and long throws.
That said, hardcore 4×4 double-cab owners still prefer a manual gearbox for simplicity and ultimate control in sand driving.
Similarly, there was a time when most double-cab 4×4 drivers preferred manual gearboxes for controlled descents using engine compression. However, since electronic hill-descent control has become standard, the benefit of a manual gearbox over an automatic in technical off-road driving is negligible. And for nervous or inexperienced off-roaders, an automatic is easier to operate.
A manual gearbox does exist in the Hilux…
Toyota South Africa Motors does not offer a Hilux 2.8GD-6 manual in its new line-up. And that might annoy some hardcore commercial users, but it makes sense. The mid- to high-spec double-cab bakkie market, including Hilux rivals like the Ranger and Isuzu D-Max, don’t offer manual gearboxes.
Ford does sell a base-spec Ranger XL double cab with a 6-speed manual. Toyota will likely have to counter that with a manual version of the new Hilux. This should form part of the model range’s growth over the next year.
There is a manual option available in other markets (like Australia). The likelihood of that being introduced as the South African range expands is almost a certainty.
SRX returns
SRX spec at the top. Note the absence of a bash plate.
If you live and breathe everything Toyota and body-on-frame bakkies, you’ll be familiar with the entry-level SRX badge. It has a longer legacy than many of Toyota’s other Hilux trim levels.
For farmers and commercial fleet owners, this is the ideal Hilux. SRX equipment levels are “functional”, with manual air-conditioning and a reverse camera (now indispensable in any bakkie).
The SRX rolls on 17-inch steel wheels, the hardier choice for Hilux owners who are actually going to use their bakkies’ maximum payload on punishing roads.
Strangely, despite its billing as a utilitarian option that will work harder than the more luxurious Hilux grades, the SRX does not appear to have a front bash plate, unlike the Raider.
Ford’s retirement of the Ranger 2.0 BiT has given Toyota’s 2.8 the price-to-power advantage.
The Hilux SRX’s 8-inch infotainment system can’t compete with the Ranger’s 12-inch touchscreen in size, graphics quality, processing power, or UX. This is standard across the Ford bakkie line-up, even on the base XL and XLT double cab models. It remains the best infotainment system in a legacy double cab.
The SRX might not have the biggest touchscreen, but Toyota has been clever; all current Hilux models feature the 2.8 GD-6 engine. That makes the SRX more powerful than Ford’s 2.0 SiT engine, which now power all entry-level and mid-grade Rangers. Toyota is exploiting the Ranger’s powertrain gap after the retirement of the 2.0 BiT.
Is the Toyota Hilux Raider the ideal spec?
Look at that rear corner: the Hilux now has a clever step bumper slot like the Ford Ranger…
Mid-grade is usually the best value in any extensive model line-up. And when you consider the size of what the new Hilux’s line-up will grow into, we reckon the best-value offering is the Raider.
Firstly, Raider upgrades to a 12.3-inch touchscreen system. It also has wireless charging, which is a useful feature for more than 1 reason: it’s a handy storage spot to keep your smartphone secure when traversing corrugated roads.
The Raider models now feature tyre-pressure monitoring as standard.
A small sensor upgrade on the Raider representing a big win for Toyota drivers is the inclusion of tyre-pressure monitoring. Road works and construction projects mean lots of nails and screws spilling onto the road. And those fasteners can become embedded in your tyres, creating a slow air leak and pressure loss. Knowing about a leak before it becomes a major problem is a big win.
Toyota’s product planners have also wisely resisted the trend of bigger wheels on lower-profile tyres. Bakkie tyres with a larger-profile sidewall absorb pothole impacts and corrugated dirt roads. That’s why the new Raider rolls on 17-inch alloy wheels instead of 18s.
The top-spec Hilux undercuts the Ranger V6 4×4 Sport.
Legend is peak-spec Hilux at launch and likely the ideal choice for affluent buyers of leisure bakkies. Spec highlights include myriad driver-assistance systems and a 9-speaker JBL audio system, which upgrades from the Raider’s 6 speakers.
While the Legend trim might not be the first choice in the Hilux range for Richtersveld exploration, Toyota has again been sensible with the wheel choice. The Legend remains on 18-inch alloy wheels when rivals fit 19s or even 20s, often wrapped in low-profile rubber.
Double cab bakkies are large and cumbersome in traffic. They can be a bit of a nightmare to park, too. That’s why the Legend trim features Toyota’s comprehensive driver-assist suite with rear cross-traffic alert and 360-degree cameras.
Now 48 V only on the Legend
A 48 V integrated starter motor/generator is great for overtaking but tricky for overlanding-fridge configurations.
The Hilux Legend range is available only with the 2.8-litre turbodiesel engine in mild-hybrid (MHEV) configuration with a 48 V integrated starter-generator system as standard. It’s not really a true hybrid; it’s more of a compliance feature for markets with severe emissions tax laws.
The mild-hybrid system’s influence on consumption is negligible. The claim is an improvement of 10%, but that is in an ideal, almost-impossible-to-replicate driving cycle. The MHEV’s greatest benefit is the 12 kW/65 Nm momentary boost when you need to overtake.
The other consideration with the MHEV is running a secondary battery system. Many Hilux double-cab owners fit such a system for overlanding or 4×4 adventure driving. However, it’s much more costly and complicated to set up a dual-battery system on a MHEV vehicle.
For the aforementioned reason, plus its excellent balance of spec versus price, our recommendation of the ideal Hilux is the Raider … for now.
Chinese firm Nio seemingly has plans to introduce its fully electric Firefly hatchback in South Africa, though says launch timing has yet to be determined…
Firefly trademark application pending in SA
Various social-media pages set up locally
Firefly hatch similar in size to Dongfeng Box
Will Chinese automaker Nio launch its new Firefly electric vehicle – which was recently named 2026 World Urban Car – in South Africa? Well, the evidence certainly suggests the battery-powered hatchback is planned for Mzansi, though the company’s head office in China told Cars.co.za that launch timing is “still to be determined”.
For the record, Shanghai-based Nio was founded back in 2014. The Chinese automaker unveiled Firefly as its 3rd brand as recently as November 2024, before revealing the eponymous 5-door hatchback the following month.
The Firefly’s exterior styling is similar to that of the since-discontinued Honda e.
A year later, Nio displayed a right-hand-drive version of the Firefly at Auto Guangzhou in China, before launching this model in Singapore in January 2026 and then entering fellow right-hand-drive market Thailand in March 2026. That had us wondering whether SA was also being lined up.
So, we started digging. We soon discovered that Nio had filed to trademark its logo in South Africa as long ago as June 2021, with registration taking place in April 2024. Then, in May 2024, the company applied to protect the Firefly badge here in Mzansi.
The vehicle has already launched in certain right-hand-drive markets.
Next, we came across the “www.niosouthafrica.co.za” domain, which was set up in July 2025 though has yet to go live (at the time of writing, anyway). Interestingly, a Johannesburg-based company called the Lebano Group is listed as the domain’s registrant organisation.
We then discovered Facebook pages created in the names of “Nio South Africa” (likewise set up in July 2025) and “Firefly South Africa” (established the following month), plus similar accounts on other social-media platforms. However, the last posts from the Firefly South Africa account went out in November 2025 – yes, some 7 months ago – suggesting the EV hatch was “coming soon”.
One of the last posts (at the time of writing) from the seemingly unofficial “Firefly South Africa” Facebook page.
So, we sent queries to the listed local email address and WhatsApp number, asking approximately when the vehicle was due to hit the market in SA. However, these questions went unanswered. Further investigation suggested the WhatsApp number shown on the “Firefly SA” Facebook page was also linked to the Lebano Group.
Next we made contact with Nio’s global division, which referred us to a senior key account manager based at the company’s headquarters in Shanghai. This executive suggested to us that the “Firefly South Africa” Facebook page was “not [an] official channel”, adding that “expected launching time is still to be determined”.
Basic cabin layout featuring a pair of screens.
So, for now, it remains unclear precisely when this new model is due to arrive. But what do we know about the Firefly itself? Well, this battery-powered hatchback measures 4 003 mm from front to back, making it 78 mm longer than the BYD Dolphin Surf but 17 mm and 132 mm shorter than the Dongfeng Box and Geely E2, respectively.
Based on overseas specification lists, the 5-seater Firefly employs a rear-mounted electric motor that generates peak outputs of 105 kW and 200 Nm. It draws its urge from a 41.2 kWh (net) battery pack that offers a claimed WLTP range of up to 330 km. The Chinese company claims a 0-100 kph time of 8.1 seconds and a top speed of 150 kph.
Frequently Asked Questions (FAQ)
Q: What is the official status of Nio’s Firefly electric vehicle launch in South Africa?
A: While localised trademark applications, social media pages and a web domain point to infrastructure preparations, Nio’s global headquarters in Shanghai has clarified that the official launch timing for South Africa is “still to be determined”. Furthermore, the global division indicated that the existing “Firefly South Africa” Facebook page is not an official company channel.
Q: What right-hand-drive market progress has the Firefly made ahead of its potential SA arrival?
A: Nio has actively targeted right-hand-drive regions with the Firefly hatchback (the recipient of the 2026 World Urban Car award). Following its right-hand-drive showcase at Auto Guangzhou in late 2025, the vehicle officially launched in Singapore in January 2026 and expanded into Thailand in March 2026, paving the logistical path for other right-hand-drive markets like South Africa.
Q: How does the Nio Firefly compare to competitor models in terms of dimensions and drivetrain performance?
A: Measuring 4 003 mm long, the Firefly sits comfortably within the compact urban EV space, tracking slightly longer than the BYD Dolphin Surf but remaining shorter than the Dongfeng Box and Geely E2. It utilises a rear-mounted electric motor producing 105 kW and 200 Nm of torque, powered by a 41.2 kWh battery pack that delivers a claimed WLTP driving range of up to 330 km.
The new Mercedes-Benz CLA 200 has officially hit the market in South Africa. Here’s what this petrol-powered (with mild-hybrid assistance) sedan will cost you…
New CLA 200 makes landfall in SA
1.5-litre petrol mill with 48V tech
0-100 kph in claimed 8.0 seconds
The new Mercedes-Benz CLA 200 has officially touched down in South Africa. Revealed back in March 2025, the 3rd-generation (C178) version of the sleek sedan will be available – initially, at least – in just a single derivative in Mzansi.
According to Mercedes-Benz SA, the CLA 200’s base price is R937 000, though this excludes emissions tax. Once the latter is factored in, the starting price comes in at R939 519. For the record, that’s R36 645 more than the outgoing CLA 200 and just R3 987 short of the base C-Class (the C200 Avantgarde, from R943 506).
The new CLA 200 is powered by a turbocharged 1.5-litre, 4-cylinder petrol engine with 48V mild-hybrid assistance (via a 22 kW/200 Nm electric motor integrated into the 8-speed dual-clutch transmission). The petrol engine delivers 120 kW and 250 Nm to the front axle, while the international specification sheet lists total system outputs as 135 kW and 330 Nm.
That sees the CLA 200’s claimed 0-100 kph time fall to a claimed 8.0 seconds and top speed climb slightly to 232 kph, while CO2 emissions improve from 154 g/km to 123 g/km. The listed combined fuel consumption, meanwhile, comes in at 5.4 L/100 km.
Locally, the CLA 200 is offered in Progressive guise as standard, with the AMG Line package costing R47 400 and the AMG Line Plus package some R111 100. There’s also the Night Package (R19 000), along with the AMG Line Sports Seat Package (R16 000).
Other options listed on the configurator include Multibeam LED headlamps (R11 200), a head-up display (R17 800), MBUX augmented reality for navigation (R10 000) and a Burmester 3D surround-sound system (R21 500).
What does the new Mercedes-Benz CLA 200 cost in SA?
DERIVATIVE
PRICE
Mercedes-Benz CLA 200
R939 519
The price above includes a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What is the launch pricing for the new Mercedes-Benz CLA 200 in South Africa?
A: The 3rd-generation (C178) Mercedes-Benz CLA 200 launches with a base price of R937 000. Once emissions tax is factored in, the final starting price is R939 519. This places the sleek sedan R36 645 above the previous-generation model and slightly under the entry-level C-Class (C200 Avantgarde) pricing threshold.
Q: What are the engine specifications, performance metrics, and efficiency figures for the new CLA 200?
A: The sedan is powered by a turbocharged 1.5-litre, 4-cylinder petrol engine featuring 48V mild-hybrid technology. The hybrid setup integrates a 22 kW/200 Nm electric motor into an 8-speed dual-clutch transmission, resulting in total system outputs of 135 kW and 330 Nm. It achieves a 0-100 km/h sprint in 8.0 seconds, a top speed of 232 km/h and a claimed average fuel consumption of 5.4 L/100 km.
Q: What trim packages and optional extras are available for the new CLA 200 locally?
A: The CLA 200 comes standard in Progressive trim. Buyers can customize the vehicle with cosmetic and performance packages including the AMG Line (R47 400), AMG Line Plus (R111 100) or the Night Package (R19 000). Premium optional extras featured on the local configurator include a Burmester 3D surround-sound system (R21 500), a head-up display (R17 800) and Multibeam LED headlamps (R11 200).
