BMW i3 electric sedan revealed – showcases new 3 Series design

The second model to be released in BMW’s Neue Klasse generation is none other than an electrified version of the all-new 3 Series, dubbed the BMW i3. 

When we were ushered into a secretive dark room in Spain during November last year, we did not yet know what BMW was planning to show us. After all, we were in Europe to sample the marque’s first Neue Klasse release, the iX3, which proved to be massively impressive (read that report here). But whatever BMW was going to show us next was still a secret, so we had to let go of our phones and camera equipment… 

Now, finally, almost four months later, we are able to share the first images and thoughts on BMW’s first all-electric 3 Series, the i3. Due to go into production later this year, and likely to arrive in South Africa shortly after, the first i3 launch model is the 50 xDrive, boasting a twin-motor set-up that delivers a whopping 345 kW and 645 Nm of torque – this is the same drivetrain used in the first iX3 we got to drive last year, and which will debut in South Africa during the third or fourth quarter of this year.

BMW i3 Exterior Design

BMW i3 Front
Does the new i3 mark the end of the big grille era?

Before we delve into the technical details of the i3, this preview is more important than usual, seeing as it also shows us what to expect, in terms of (visual) design at least, of the next-generation 3 Series (they will not share the same architecture, however). Although the new i3 is bigger than the G20 CLAR-based 3 Series in every dimension, it appears to be smaller. The stretched wheelbase (2 897mm), wide stance and chiselled exterior panels make it look more compact than it really is. 

The new i3 rolled onto the stage in Spain with a new M Le Castellet Blue metallic colour, highlighting its creases and sharp details. It is a very striking car indeed, and there are two things that may please critics of BMW’s more recent design attempts. Firstly, it seems like the big grille era, during which every subsequent model had a bigger grille design than its predecessor, is finally over and, secondly, BMW is not simply going to slap the vertical grille design of the iX3 onto all its Neue Klasse vehicles.

Flared wheel arches and short overhangs contribute to the i3’s new look.

Speaking to Anders Warming (Head of Advanced Design at BMW) at the event, he mentioned that the vertical grille will be used mainly on SUVs and crossovers, with the wider, sportier design (as shown here on the i3) destined for sedan, coupe and other sportier models. There will be more variations than those two, too (upcoming 7 Series facelift looks set to stick with its big grille, but it will likely become sharper-edged). 

As with the iX3, there isn’t really a traditional grille, but LEDs integrated into the blacked-out front panel create the signature look, along with the striking headlamps. He also pointed out the prominently flared wheel arches and short overhangs as being key contributors to the i3’s striking looks. The i3 appeared on stage riding on a brand new 21-inch wheel design (M 1067 M Aerodynamic).

Interior Design

BMW i3 interior
There will likely be a few steering wheel designs to choose from.

As is to be expected, the BMW i3 borrows a lot from the iX3 in terms of its interior design, including the impressive new Panoramic iDrive Vision display at the base of the windscreen. Essentially, important information is projected onto a base running the entire width of the bottom of the windscreen, and replaces the traditional instrument cluster. It works a treat – your eyes don’t have to travel as far as before to gather the necessary information. The projection is very crisp and some parts of it can be customised. 

Also borrowed from the iX3 is the so-called “free-cut” infotainment screen, which is positioned (and shaped) in a way to make it easier to access for the driver. Also note the new steering wheel design with its somewhat odd 12 o’clock centre spoke – as with the iX3 a range of steering wheel options will likely be offered. A quick sit in the back seat revealed excellent legroom.

BMW i3 Drivetrain

BMW i3 Rear
A maximum range of 900km is claimed for the i3 50 xDrive.

The first confirmed production model is the BMW i3 50 xDrive, which is powered by two electric motors, together generating an output of 345 kW and 645 Nm of torque. BMW has not issued performance claims for this model, but the iX3 with the same drivetrain can do the 0-100 kph sprint in 4.9 seconds and has a top speed of 210 kph. We expect the i3 to be even faster…

The high-voltage battery in the i3 50 xDrive makes possible a claimed range of up to 900 km in the WLTP cycle. Further boosting the i3’s long-distance capability is the fact that, with a maximum charge rate of 400kW, another 400km of range can be added during just 10 minutes of fast charging. Of course, such 800V direct current (DC) rapid charging stations are not yet exactly prevalent in South Africa.

The i3 can also be charged from 400 V DC stations or even an 11 kW AC charger. 

Summary

Lighter and lower than the iX3, could this be the new EV benchmark?

While we were only allowed to look at the BMW i3 and sit in it (no driving), the excellent impression left by the iX3, with which it shares so much, means that expectations are high for this new arrival. From an EV perspective, the newcomer is likely to set a new benchmark for driving dynamics, as it is both lighter and has a lower centre of gravity than the excellent iX3, which even raised eyebrows on the racing circuit. Production starts in August 2026, and we expect it to debut in South Africa during the first or second quarter of 2027.

Launching soon after the i3 is the rest of the new 3 Series line-up, but it may not quite be what you expect. Likely to use an updated version of the current CLAR platform, it sees BMW creating distinctly different underpinnings for electric and ICE versions, and not compromising one for the other. We do expect very similar exterior and interior treatments, however.

Search for a used BMW i3

Search for a used 3 Series

Frequently Asked Questions

When will the new BMW i3 sedan be available in South Africa?

The all-electric BMW i3 sedan (based on the “Neue Klasse” platform) is confirmed for a South African launch in the first quarter of 2027. While global production at the Munich plant begins in August 2026, local deliveries are expected to follow a few months later.

What is the range of the new BMW i3 sedan?

The launch model, the i3 50 xDrive, boasts an impressive estimated range of up to **900 km** on the WLTP cycle. This significant increase is due to BMW’s sixth-generation eDrive technology and new round-cell battery design, which offers 20% more energy density than previous generations.

How fast can the BMW i3 charge?

Utilizing a new 800-volt architecture, the i3 supports DC fast charging at speeds of up to **400 kW**. This allows the vehicle to add approximately **400 km of range in just 10 minutes**. A standard 10% to 80% charge can be completed in roughly 18 minutes at a compatible high-speed charger.

What are the performance specifications for the i3 50 xDrive?

The i3 50 xDrive features a dual-motor, all-wheel-drive system producing a combined **345 kW (469 hp)** and **645 Nm** of torque. It also debuts the “Heart of Joy” central control unit, which manages driving dynamics ten times faster than previous systems for superior handling and precision.

Does the new BMW i3 support bidirectional charging?

Yes, the BMW i3 is equipped with bidirectional charging capabilities. This includes **Vehicle-to-Load (V2L)** to power external devices, **Vehicle-to-Home (V2H)** to provide backup power to your residence, and **Vehicle-to-Grid (V2G)** functionality, which may allow owners to feed energy back into the grid.

Haval H6 PHEV (2026) Price & Specs

The new Haval H6 PHEV has arrived in South Africa, offering up to 268 kW and over 1 000 km of claimed range. Here’s what this Chinese plug-in hybrid costs in Mzansi…

  • H6 PHEV offered in 2WD & 4WD form
  • Claimed range of more than 1 000 km
  • Flagship all-paw version offers 268 kW

In February 2026, GWM confirmed the Haval H6 PHEV for South Africa. Now, the Chinese brand’s latest plug-in hybrid has officially arrived in Mzansi, available in both front- and all-wheel-drive form.

Yes, the standard body H6 PHEV has joined its coupé-style H6 GT PHEV sibling, which hit the local market in mid-2025 as GWM SA’s very first plug-in hybrid. The new H6 1.5T PHEV Ultra Luxury 2WD is priced at R699 900 (not quite low enough to crack the top 5 on the list of SA’s most affordable PHEVs), while the new H6 1.5T PHEV Ultra Luxury 4WD comes in at R749 900.

The 2WD version generates peak outputs of 240 kW and 540 Nm, combining a turbocharged 1.5-litre, 4-cylinder petrol engine with a single electric motor and a 19.09 kWh battery pack. Interestingly, it’s positioned only slightly above the 179 kW traditional-hybrid H6 1.5T HEV Ultra Luxury, which currently retails for R686 500.

Meanwhile, the 4WD version (which wears the brand’s “Hi-4” badge) boasts another electric motor (meaning there is one on each axle), boosting its maximum figures to 268 kW and 760 Nm. This derivative comes in R50 000 below the 321 kW H6 GT 1.5T PHEV Ultra Luxury 4WD (R799 900).

Besides the extra electric motor, little appears to separate the H6 PHEV 2WD and 4WD derivatives. As standard, both “Ultra Luxury” variants ship with items like 19-inch alloy wheels, a powered tailgate, a panoramic sunroof, faux-leather upholstery, electrically adjustable front seats, wireless smartphone charging, a 14.6-inch touchscreen, a 540-degree camera, a head-up display, 6 airbags and all sorts of advanced driver assistance system (ADAS) features.

How much does the Haval H6 PHEV cost in SA?

DERIVATIVEPRICE
Haval H6 1.5T PHEV Ultra Luxury 2WDR699 900
Haval H6 1.5T PHEV Ultra Luxury 4WDR749 900

The prices above includes a 7-year/200 000 km vehicle warranty, an 8-year/150 000 km battery-pack warranty and a 7-year/75 000 km service plan.

Frequently Asked Questions (FAQ) About the New Haval H6 PHEV

Q: What is the difference between the 2WD and 4WD versions of the H6 PHEV?

 

A: The main difference lies in the electric-motor configuration and power output. The 2WD version uses a single electric motor to push total system outputs to 240 kW and 540 Nm. The 4WD version, which carries the Hi-4 badge, adds a second electric motor to the rear axle, moving total outputs to 268 kW and a massive 760 Nm of torque.

Q: How does the H6 PHEV achieve a claimed range of over 1 000 km?

 

A: This impressive range is a combined figure using both the 19.09 kWh battery pack and the petrol tank. By intelligently switching between pure electric driving for short trips and using the 1.5-litre turbocharged engine as both a power source and a generator for longer hauls, the system maximises efficiency to reach the 1 000 km mark.

Q: Does the H6 PHEV come with the same warranty as other Haval models?

 

A: Yes, it features Haval’s extensive 7-year/200 000 km vehicle warranty and a 7-year/75 000 km service plan. Specifically for this plug-in hybrid, GWM also includes a dedicated 8-year/150 000 km warranty on the battery pack to provide peace of mind regarding the electrified components.

Related content

GWM eyes top 5 spot in South Africa in 2026

Made in SA? GWM bidding to build new model

GWM developing new 3.0-litre turbodiesel engine

Why the VW Polo’s SA sales slide matters less than you think

The locally built Volkswagen Polo hatch may have tumbled from the top 10 in South Africa, but it’s still the Kariega factory’s financial bedrock – for now, anyway…

  • Polo hatch has tumbled down SA’s sales charts
  • Exports of the Kariega-built hatch have surged
  • Explaining the paradox of the SA-built VW Polo

Based on the Kariega-built Volkswagen Polo hatchback’s sustained slide down South Africa’s sales charts over the past few years, you might think members of the German firm’s local brains trust are currently huddled around the boardroom table, performing a series of deep-breathing exercises in a bid to settle their collective nerves. But there’s a reason they’re likely not panicking – well, not about Polo sales in SA, anyway.

Look, there’s no escaping the fact the Polo hatchback has endured a torrid time in Mzansi’s new passenger-vehicle market of late. This former favourite dropped clean out of the top 10 in 2025, plummeting 6 rankings to a lowly 13th as local sales slipped a considerable 23.4% year on year to 9 390 units.

Just how far have Polo hatch sales fallen in SA?

Volkswagen Polo hatchback front

While that’s certainly not a small number, it pales in comparison to this locally made model’s performances in years gone by. Yes, the Polo hatch was SA’s 2nd best-selling passenger vehicle as recently as 2021 (with 18 235 units), before it tumbled from the podium in 2022 (15 697 units), clung to 5th in 2023 (11 748 units), slipped further to 7th in 2024 (12 253 units) and finally settled for 13th last year. That has to sting.

But, despite this hatchback’s rapid sales decline on SA soil, the top dogs at the German brand’s local headquarters are likely not panicking about the Polo’s local performance. Why not? Well, there’s another significant part of the business that’s often overlooked by the public…

Polo leads SA’s export sales for 7 straight years

Yes, we’re talking about exports. Here the Polo continues to dominate, despite the seemingly endless challenges that come with building cars in South Africa. In fact, as the hatchback’s local registrations have slid, its export numbers (which naturally reach far greater volumes) have surged. It’s by no means a flash in the pan either; the Polo has led South Africa’s new-vehicle export charts for the past 7 years running.

Here’s a quick look at the recent numbers. Polo exports from Kariega dipped 15.7% year on year to 69 056 units in 2021, thanks largely to the lingering worldwide semiconductor shortage sparked by the COVID-19 pandemic. In 2022, as many as 98 312 units were shipped from local shores, representing a healthy 42.4% year-on-year recovery. A further 3.3% gain was realised in 2023, when a considerable 101 546 units were exported.

Then, in the very same year that the Polo dropped off the list of SA’s 5 best-selling passenger cars (that is, in 2024), the hatchback’s export numbers soared a further 29.5% year on year to a record 131 487 units – besting the previous high of 108 422 units set in 2019. Though the export number decreased 8.9% year on year to 119 770 units in 2025, that was still easily the nameplate’s 2nd best showing ever.

2026 marks 30 years of Polo production in SA

Why do exports matter so much? Well, in a market as comparatively small as ours, a major local manufacturer’s long-term profitability relies heavily on its export performance (just ask Nissan). So, if VW Group Africa could choose growth in just one of these two areas, it would surely go for exports every single time. In short, the Polo’s export performance is what makes the Kariega plant viable – for the time being, anyway.

While it’s worth keeping in mind that more exports equal more import-duty credits – also known as “production rebate certificates”, earned through the Automotive Production and Development Programme (APDP2) and serving to reduce the cost of importing other models – VW already has a substantial surplus of those.

YEARLOCAL SALESY-O-Y CHANGEEXPORTSY-O-Y CHANGE
202118 235 units+11.6%69 056 units-15.7%
202215 697 units-13.9%98 312 units+42.4%
202311 748 units-25.2%101 546 units+3.3%
202412 253 units+4.3%131 487 units+29.5%
20259 390 units-23.4%119 770 units-8.9%
Table collated by Cars.co.za based on Naamsa and VW Group Africa figures.

And that just illustrates the company’s massive export volumes. Though these credits can be traded to rival importers, Volkswagen has been trying to convince government for some time to allow it to monetise them in some other way (after all, why help competitors eat further into your local market share?).

For the record, VW’s Kariega plant in the Eastern Cape has been building the Polo since 1996, with more than 2 million units produced over those 30 years. From the start of July 2024, the factory officially became the sole exporter – for left- and right-hand-drive European and Asia-Pacific markets – of the Polo (including the GTI), delivering the hatchback to 38 markets around the world.

Europe’s not ready to end Polo sales just yet

Volkswagen Polo badge

But isn’t Europe – including the SA-built Polo’s largest export markets of Germany, France and the United Kingdom – moving away from small petrol-powered hatchbacks, you ask? Well, though the Polo hatch very much appeared to be on the chopping block in the Old Continent back in 2022, Thomas Schäfer, CEO of the Volkswagen brand (and former head of VW here in SA), by the middle of 2024 suggested this model would continue “until the end of this decade”.

Then, another high-ranking VW executive revealed late in 2025 that “there will be an update to the combustion Polo”, adding that the Wolfsburg-based automaker could “continue to build combustion-powered cars for as long as we need to – there is no limit”. In effect, a significantly updated version of the SA-built hatchback – complete with a mild-hybrid powertrain – looks set to soldier on in Europe (alongside the upcoming fully electric ID Polo) for a good few years yet.

Volkswagen Polo hatchback rear

Sure, VW Group Africa would love to sell more Polo hatchbacks locally, but in the grander scheme of things, it’s the export market that matters more. So, while the likewise Kariega-built Polo Vivo attempts to hold off an influx of Chinese- and Indian-sourced budget models, VW’s local division will contently continue shipping thousands of Polo units from the Port of Gqeberha to the rest of the world every single month. While the global market – and primarily Europe – still wants them, that is.

What about life after the Polo hatch?

Besides, the future of Volkswagen’s local operations – including plans to expand its export reach into Africa, theoretically reducing its significant reliance on Europe as an export destination – lies on the shoulders of the upcoming Tengo crossover, which is set to join the production line towards the end of the year. And, indeed, the next potential production project planned for Kariega (likely a localised version of Brazil’s upcoming Tukan bakkie … if all goes to plan, anyway).

Volkswagen Tukan teaser

These plans are central to Volkswagen’s efforts to secure the long-term, post-Polo future of its Kariega plant, particularly as warnings of large-scale deindustrialisation in South Africa’s automotive manufacturing industry continue to grow louder (and sales of cut-price imported vehicles positively surge). And that’s the topic surely being feverishly discussed around VW Group Africa’s boardroom table right now…

Find a used VW Polo on Cars.co.za!

Related content

SA’s 10 best-selling hatchbacks in 2025

VW’s new small bakkie to be called ‘Tukan’

VW Polo GTI Edition 20 (2026) Price & Specs

Mitsubishi Destinator (2026) Price & Specs

Pricing scoop! The new Mitsubishi Destinator is set to launch in South Africa later this month, but we already know how much this 7-seater crossover will cost you…

  • Destinator range to comprise 2 derivatives at launch
  • 1.5T delivers 120 kW and 250 Nm to the front wheels
  • Crossover’s cabin offers 7 seats across a trio of rows

Designed specifically for emerging markets, the new Mitsubishi Destinator is scheduled to launch in South Africa towards the end of March 2026. However, Cars.co.za has already uncovered pricing for this fresh-faced 7-seater crossover.

Yes, we now know the new Destinator – which was revealed globally in July 2025 and is built in Indonesia – will be available in 2 forms at launch in Mzansi. Slotting in above the related Outlander Sport but below the larger Outlander, the 3-row crossover will be offered in the Japanese brand’s familiar GLS and Exceed grades.

Mitsubishi Destinator water

According to our information, the Destinator 1.5T GLS CVT will be priced from R489 990, while the Destinator 1.5T Exceed CVT will be available from R569 990. Both derivatives employ the Tokyo-based firm’s turbocharged 1.5-litre, 4-cylinder petrol engine, which here delivers peak outputs of 120 kW and 250 Nm to the front axle via a continuously variable transmission (CVT).

This 3-row model measures 4 680 mm from snout to rump (with a wheelbase of 2 815 mm), making it a considerable 120 mm longer than the likewise 7-seater Hyundai Alcazar but 40 mm shorter than the Chery Tiggo 8 Pro. Equipped with MacPherson struts up front and a torsion-beam suspension arrangement at the rear, the new Destinator offers a claimed 214 mm ground clearance.

Mitsubishi Destinator cabin

From what we understand, the GLS trim level will include items like 18-inch dark-grey alloy wheels, fabric upholstery, a reverse-view camera, a 4.2-inch instrument cluster, an 8.0-inch touchscreen, a 6-speaker sound system, rear parking sensors, 6 airbags and keyless entry.

The flagship Exceed grade, meanwhile, will be set apart by 18-inch machine-cut (dual-tone) alloys, a gloss-black finish for the grille, grey lower-bumper trim, rain-sensing wipers, roof rails, a panoramic sunroof and a powered tailgate, along with blind-spot warning, lane-change assist, rear cross-traffic alert and tyre-pressure monitoring.

In addition, the Exceed specification looks set to include faux-leather upholstery, a power-adjustable driver’s seat, an 8.0-inch digital instrument cluster, a 12.3-inch touchscreen, a 360-degree camera system, front parking sensors (in addition to the rear items), dual-zone automatic climate control, a Yamaha premium sound system, cruise control, wireless smartphone charging and ambient cabin lighting.

In South Africa, we expect the Destinator to be available in the following exterior paint colours: Quartz White Pearl, Blade Silver Metallic, Graphite Grey Metallic, Lunar Blue Mica, Red Metallic and Black Mica.

What does the Mitsubishi Destinator cost in South Africa?

DERIVATIVEPRICE
Mitsubishi Destinator 1.5T GLS CVTR489 990
Mitsubishi Destinator 1.5T Exceed CVTR569 990

From what we understand, the prices above include Mitsubishi’s 5-year/unlimited kilometre warranty and a 5-year/75 000 km service plan.

Frequently Asked Questions (FAQ) About the Mitsubishi Destinator

Q: Where does the Destinator fit into the local Mitsubishi SUV line-up?

 

A: The Destinator is a new 7-seater crossover that slots into the range above the 5-seater Outlander Sport but below the larger Outlander. It is imported from Indonesia and is designed specifically for markets that require a balance of family practicality and a compact footprint.

Q: How does its size compare to other 7-seater unibody crossovers in South Africa?

 

A: Measuring 4 680 mm in length, the Destinator is 120 mm longer than the Hyundai Alcazar. While it is about 40 mm shorter than the Chery Tiggo 8 Pro, its wheelbase is actually slightly longer than that of the latter, which helps maximise legroom for passengers in the 2nd and 3rd rows.

Q: What are the key interior technology highlights in the Exceed model?

 

A: The flagship Exceed grade is high-tech, featuring a 12.3-inch touchscreen infotainment system paired with an 8.0-inch digital instrument cluster. It also includes a premium Yamaha sound system, a 360-degree camera system and a 65-color customizable ambient lighting system to enhance the cabin atmosphere.

Related content

Sayonara! ASX departs SA after 15 years

Mitsubishi Outlander Sport (2025) Review

Mitsubishi Pajero successor locked in for SA

Volvo ES90 (2026) Launch Review

With the launch of the advanced new ES90, Volvo presents a fresh take on the traditional luxury sedan formula – so much so that you can’t really call it a sedan anymore!

For all intents and purposes, the ES90 is Volvo’s successor to the much-loved S90 sedan, a beautiful and superbly comfortable large luxury four-door that suffered the same fate (poor sales) as most of its ilk due to consumer preference for SUVs.

Volvo has moved on in recent years, however, with the firm goal of becoming an all-electric brand. And while the Swedish marque admits that the time to get to its all-EV future will not be as fast as it may have initially thought, and that it won’t be the same for all regions, it is pushing ahead with its EV rollout. 

The ES90 battles cars such as the BMW i5 and Mercedes-Benz EQE sedan, but given its significant range, traditionally-fuelled sedans may also be in its crosshairs. Three trim levels and only one drivetrain (for now) are offered, but more versions are under consideration. 

How the Volvo ES90 fares in terms of…

Design & Packaging

With its long wheelbase and chiselled surfacing, the Volvo ES90 actually looks smaller than it really is. But don’t be fooled, it’s every bit as big as its main rivals. Observe it from the side and you can see why there is some debate as to what it actually is. The roofline extends far back and slopes down gently into a fastback/liftback kind of shape with a very short rear deck. Access to the boot is actually via a “hatch” or tailgate. 

The wheel designs are striking, with even the entry-level model, the Core, equipped with 20-inch rims. The flagship Ultra rides on 21-inch wheels, but can optionally be fitted with 22-inch rims. 

Its design boasts a number of tantalising details, including those Thor’s hammer LED front lights (but now with a smaller continuation LED lower down the front end), more LEDs stacked up along the slope of the C-pillar and bracket-shaped rear lights. Driving around the KZN Midlands, it swivelled plenty of necks, and frequently had members of the public step forward to ask questions. The crisp shape has other benefits – with a drag coefficient of only 0.25, it slips through the air easily, resulting in not only better range, but also a quieter cabin.

It is arguably even prettier inside, with a typically minimalist Scandinavian design boasting beautiful finishes and great attention to detail. Of course, there is a very large tablet-style infotainment screen in the centre of the car, but thankfully there has been no attempt to make it the be-all and end-all of the cabin.

There is a digital instrumentation cluster in front of the driver as well, in addition to heads-up display, so you don’t need to monitor the centre screen all the time. And there are some welcome physical surprise-and-delight touches too, including a lovely, rolling cylindrical volume control. I also appreciated the fact that I could change the direction of the ventilation flow without having to use the infotainment screen. 

It is a very spacious, comfort-oriented car that places the emphasis on relaxation. Rear legroom (particularly kneeroom) is excellent, but I do feel that perhaps the elevated floor has impinged every so slightly on foot space (underneath the front seats). The specification of all three variants is generous (see detail elsewhere in this article), but the Ultra really lives up to its name by even boasting electrically reclining rear seats and an electrochromatic dimming panoramic sunroof, among many other features. Oh, and the Ultra also boasts rear seat heating and ventilation.

Open up the big rear “hatch”, and you have a capacious boot – claimed capacity is 446L. There is also a frunk (front storage space underneath the bonnet), but it’s tiny with just 27 L available. Perfect for an additional charging cable then. 

Performance & Efficiency

For now all three variants of the ES90 are powered by a single rear-mounted motor and a 92 kWh battery. Volvo claims a power output of 245 kW and 480 Nm of torque, figures that compare favorably with its rivals from BMW and Mercedes-Benz. Built on Volvo’s SPA2 dedicated electric architecture, it features an 800V electrical system, allowing for fast charging and greater efficiency.

Volvo claims a WLTP range of 755 km and consumption of 15.9 kWh/100 km, which during our test drive actually seemed to be within reach. It does appear to be the more efficient offering in its segment. Of course, charge speeds will depend on a number of factors, but should you be able to locate one of South Africa’s faster 350 kW DC chargers, you could potentially charge your ES90 from 10% to 80% in less than half an hour.

It is worth noting that Volvo has added two major “deal sweeteners” to the purchase of an ES90, including a GridCars wallbox (with installation), 2-years free public charging and also an 8-year battery warranty. 

On the road, the ES90 is as quiet as you’d expect from a luxury electric sedan and more than fast enough. Volvo claims a 0-100kph time of 6.6 seconds, which lags its rivals very slightly, but then of course it bests them in terms of range. The top speed is electronically limited to 180kph. I never felt it lacked power, and particularly enjoyed its throttle calibration.

Ride & Handling

Our launch route around KZN took in a mixed bag of surfaces – lovely smooth highways to some very badly potholded B-roads and even a spot of gravel. As you would expect on the smoother stuff, the Volvo is refined and quiet – we tested the Ultra variant, which comes standard with the adaptive air suspension (optional on other variants).

Although we obviously tried our best to miss the really bad broken surface areas, not all could be avoided but the ES90 never really felt troubled by the worst the KZN roads could throw at it. Yes, it has massive alloy wheels with relatively low-profile rubber, but it also has sensible ride height and the suspension appears to soak up major bumps really well. Even without raising the suspension it rides slightly higher than most luxury sedans – perhaps you could call it a Crossover-Sedan. 

But the suspension impressed beyond just bump absorption. This is a heavy car – around 2.4 tonnes – yet it feels agile and light on its feet when changing direction. I also appreciated the fact that it doesn’t have too many ride or drive settings – you get in and start driving without having to wade through menu after menu to find a setup that works well. For what it is – a luxury car – it rides, steers and handles very well. 

Trim Levels & Pricing

CORE – Priced at R1 590 000

  • Rear parking camera + sensors
  • LED headlights
  • Manually-adjustable steering column
  • Heated front seats
  • High performance audio
  • Air quality system
  • Panoramic sunroof
  • 20-inch alloy wheels
  • Four-zone climate control

PLUS (The above features plus:) – Priced at R1 655 000

  • Heads-up display
  • Power-adjustable steering column
  • Bose audio
  • Air purifier
  • Nordico upholstery with heated front + rear seats
  • Tailored steering wheel

ULTRA (The above features plus:) – Priced at R1 795 000

  • Soft-close doors
  • 360-degree camera
  • Pixel headlights
  • Active chassis
  • Bowers & Wilkins audio
  • Nordico upholstery with ventilated seats
  • Electrochromatic panoramic sunroof
  • 21-inch wheels 
  • Flush door handles with lighting
  • Front massage seats

As ever, safety is a key USP for Volvo, and the ES90 is loaded with such features. Even the entry-level Core variant features such systems as; Adaptive Cruise Control, Blind Spot Information with Cross Traffic Alert, Lane Keeping Aid, Collision Avoidance and Mitigation, Rear Parking Camera, Head-Up Display, Rain Sensor, Road Sign Information and more. The Plus variant adds Pilot Assist (steering support) and upgraded Park Assist functionality using 12 ultrasonic sensors. The Ultra boasts a further-enhanced parking assistance system with 360-degree camera views.

All ES90 derivatives are sold with a five-year/100 000 km warranty and maintenance plan, an 8-year battery warranty and 5 years of unlimited roadside assistance.

Verdict

The Volvo ES90 is a top three finalist in the Luxury Car category of this year’s prestigious World Car Awards, which will be announced on the 1st of April. It is also a top three finalist in the Design category. Will it win? It’s hard to say… as its rivals are not available in South Africa.

What I can say, however, is that within its particular niche of the market (an admittedly small one, potentially), it presents a fresh take on the luxury sedan formula. If you want your next luxury car purchase to be electric, and you are open-minded enough to consider alternatives to the SUV, then you should consider the ES90 strongly. Besides, with its sexy fastback looks, you don’t even have to say you bought a “sedan”…

Want to buy a new or used Volvo? Browse vehicles for sale

All the latest Volvo news and reviews

Frequently Asked Questions

What is the price of the Volvo ES90 in South Africa?

As of its March 2026 launch, the Volvo ES90 pricing starts at R1,590,000 for the Core trim, R1,655,000 for the Plus, and R1,795,000 for the flagship Ultra model.

What is the electric range of the Volvo ES90?

The Volvo ES90 Single Motor features a 92 kWh battery providing a claimed WLTP driving range of up to 755 km on a single charge, making it one of the longest-range EVs available in South Africa.

How fast does the Volvo ES90 charge?

Equipped with an 800-volt electrical system, the ES90 supports DC fast charging up to 300 kW. This allows the battery to charge from 10% to 80% in approximately 25 minutes at a compatible station.

What warranty and maintenance plan is included?

The Volvo ES90 comes standard with a 5-year/100,000 km warranty and maintenance plan. Additionally, it features an 8-year/160,000 km battery warranty and 5 years of unlimited roadside assistance.

Does the Volvo ES90 come with a home charger in SA?

Yes, the purchase price includes a GridCars wallbox with free installation (up to R7,500), as well as 3 years of in-car data and two years of free public charging via the GridCars network.

Ford Ranger Tremor (2026) Long Term Review

As we reach the 20 000 km mark with our long-term Ford Ranger Tremor, it is time to reflect on what has been a busy and revealing few months. This vehicle has served as more than just a daily commuter; it has been a dedicated film support unit, an off-road explorer, and a practical companion for various lifestyle pursuits.

The Ford Ranger Tremor arrived as a rugged alternative within the local Ranger line-up, slotting in for those who find the Wildtrak too polished and the Raptor too extreme. With its specific mechanical upgrades and unmistakable presence, it quickly became a staple during video production for the Cars.co.za YouTube channel.

Rugged enhancements & Design

The Ranger Tremor is far more than just a sticker pack. It features genuine off-road hardware, most notably the Bilstein position-sensitive dampers that provide a significant step up in ride quality and control over standard units. It also boasts a 24 mm increase in ground clearance and a 30 mm wider track, giving it a purposeful stance that is backed up by 265/70 R17 General Grabber AT3 all-terrain tyres.

Visually, the Tremor is one of the most striking double cabs on the road. The dark grey exterior accents, heavy-duty side steps, and the distinctive long-leg tubular sports bar give it a “macho” aesthetic that resonates with the South African bakkie market. During its stay with us, its pothole resilience and ability to handle technical gravel sections with ease were frequently noted.

The 2.0-litre biturbo powertrain

Under the bonnet, our Tremor featured the familiar (although sadly, soon-to-be-discontinued) 2.0-litre bi-turbo diesel engine, producing 154 kW and 500 Nm of torque. Mated to Ford‘s 10-speed automatic transmission, the powertrain provides effortless progress, particularly in-gear, where the wave of torque makes overtaking a simple task.

While the 10-speed gearbox can occasionally exhibit a moment of indecision when searching for the right ratio in low-speed urban traffic, it excels on the open road. It keeps the engine in its sweet spot and contributes to a driving experience that remains one of the most refined in the segment.

Living with the Ranger Tremor

One of the standout features of the Tremor’s interior is its focus on durability. Instead of traditional carpets, the cabin is fitted with vinyl flooring. This might sound basic, but in a vehicle used for lifestyle activities like mountain biking and fishing, being able to simply wipe away mud and sand is a revelation.

The vertical 12-inch touchscreen remains a high point, offering seamless wireless Apple CarPlay and Android Auto connectivity. We experienced no connection drops during the 20 000 km stint, and the overall ergonomics of the cabin continue to set the benchmark for modern double cabs. While we missed the inclusion of heated seats during the winter months, the overall layout and technology feel significantly more contemporary than most of its rivals.

Reliability & Recalls

Accountability is a key part of the ownership experience. During our time with the Tremor, it was subject to a manufacturer recall regarding a software enhancement for the braking system. The process was handled efficiently by the Ford dealership network; the software was updated, and the first scheduled service was performed simultaneously, with the vehicle returned to us within a single day.

Despite the often-vocal online debates regarding bakkie reliability, our long-term unit did not skip a beat mechanically. The “wet belt” system, which is frequently discussed by owners, caused us no issues whatsoever, though Ford has confirmed that future iterations of the single-turbo diesel will move to a timing chain setup.

Verdict

The Ford Ranger Tremor has proven to be a versatile and highly capable tool. It bridges the gap between a workhorse and a lifestyle vehicle with more success than almost any other derivative in the range.

While the fuel consumption was slightly higher than the manufacturer’s ambitious claims, and the clip-on tonneau cover could be frustratingly fiddly, the overall package remains exceptionally strong. As the Ranger prepares for its next chapter, the Tremor leaves a lasting impression as one of the most well-judged 4x4s in the current market.

Renault Kiger (2026) Price & Specs

The refreshed Renault Kiger range in SA has welcomed a trio of turbocharged derivatives, which kick off a considerable R41 000 below the pre-facelift versions…

  • Turbocharged variants added to facelifted Kiger range
  • Priced between R30 000 & R41 000 lower than before
  • 1.0T engine generates unchanged 74 kW and 160 Nm

When the facelifted Renault Kiger crossover touched down in South Africa in November 2025, only naturally aspirated derivatives were available. Now, the Boulogne-Billancourt-based firm’s local division has added a trio of turbocharged variants to the mix, doubling the size of the range in the process.

As a reminder, the front-wheel-drive Kiger portfolio – like the repositioned Kwid and the facelifted Triber – has adopted the automaker’s latest trim-level naming convention, with Evolution and Techno replacing Life and Zen, respectively. The Iconic grade, meanwhile, supplants the Intens trim level now that the forced-induction variants have finally arrived.

Prices for the atmospheric Kiger 1.0 Evolution 5MT (R219 999), Kiger 1.0 Techno 5MT (R244 999) and Kiger 1.0 Techno 5AMT (R254 999) – which all use a naturally aspirated 1.0-litre petrol engine (52 kW and 96 Nm) in conjunction with either a 5-speed manual gearbox or a 5-speed automated manual cog-swapper – are unchanged, with the new turbocharged derivatives logically slotting in above these variants.

The freshly added Kiger 1.0T Techno 5MT instead employs a turbocharged 1.0-litre 3-pot, which delivers an unchanged 74 kW and 160 Nm to the front axle via a 5-speed manual ‘box and is available from R278 999, representing a significant R41 000 saving over the pre-facelift 1.0T Zen 5MT. Claimed consumption for this derivative is 5.0 L/100 km.

Next up is the Kiger 1.0T Iconic 5MT, which uses the same powertrain and is priced from R298 999 (likewise R41 000 more affordable than the 1.0T Intens 5MT it replaces). Finally, the Kiger 1.0T Iconic CVT switches to a continuously variable transmission and comes in at R329 999, some R30 000 below the old 1.0T Intens CVT. This variant’s listed fuel economy is 6.0 L/100 km.

As we pointed in November 2025, the Evolution grade has gained items like tyre-pressure monitoring and a reverse-view camera, while the Techno specification has scored features like LED headlamps and a smart access card. In addition, all derivatives have upgraded to a full complement of 6 airbags, bar the base Evolution (which instead features 4).

Renault SA furthermore says the newly introduced Iconic grade boasts ventilated faux-leather seats, automatic (rather than manual) air conditioning, a “multi-view” camera system, dedicated drive modes, 16‑inch “Evasion” diamond‑cut alloy wheels, traction control and electronic stability control.

What does the facelifted Renault Kiger cost in SA?

DERIVATIVEPRICE
Renault Kiger 1.0 Evolution 5MTR219 999
Renault Kiger 1.0 Techno 5MTR244 999
Renault Kiger 1.0 Techno 5AMTR254 999
Renault Kiger 1.0T Techno 5MTR278 999
Renault Kiger 1.0T Iconic 5MTR298 999
Renault Kiger 1.0T Iconic CVTR329 999

The prices above include a 5-year/150 000 km warranty and a 2-year/30 000 km service plan.

Find a used Renault Kiger on Cars.co.za!

Frequently Asked Questions (FAQ) About the Refreshed Renault Kiger

Q: How does the pricing of the new turbocharged Kiger compare to the old models?

 

A: The turbocharged variants are significantly more affordable than before. The 1.0T Techno and Iconic manual models are priced R41 000 lower than the Zen and Intens derivatives they replace, while the Iconic CVT is R30 000 cheaper than the previous range-topper.

Q: What are the new trim levels and how have the features changed?

 

A: Renault has moved to a new naming convention: Evolution replaces Life, Techno replaces Zen and Iconic replaces Intens. Safety has been boosted across the range, with all models (except the base Evolution) now featuring 6 airbags as standard. New tech additions include tyre-pressure monitoring, a multi-view camera system and ventilated faux-leather seats on higher grades.

Q: Does the Kiger offer any service or warranty peace of mind?

 

A: Yes, every new Kiger comes standard with a 5-year/150 000 km warranty. Additionally, a 2-year/30 000 km service plan is included in the purchase price, helping to manage running costs for the first few years of ownership.

Related content

Renault Kiger 1.0 Techno 5MT (2026) Review

SA to switch to new Indian-built Renault Duster

New Gravite is Triber’s badge-engineered twin

Why the VW Golf 8.5 GTI is a great buy

The GTI might be niche, but it has a huge following. VW is only bringing in 300 of its Golf 8.5 GTIs, but the brand-building factor is massive.

What started as a humble go-faster family car, created by rogue VW engineers working overtime and in secret, has over the decades become a legitimate sub-brand for VW. As the Golf 8.5 GTI proves, a very successful one at that.

There is nothing to rival the GTI, especially in 2026 when the market for full-size five-door hot hatches has narrowed to nearly nothing. Expectations on each successive generation of GTI are massive. But on the 8.5, it’s bigger than ever before.

Loyal followers of all things GTI were annoyed by aspects of the Golf 8 GTI. And it wasn’t the driving experience, but rather the ergonomics and in-car UX. Infotainment systems and touchscreens have long been a weakness for VW and, in the Golf 8 GTI, glitchy software and the absence of proper physical controls on the steering wheel and centre stack infuriated local GTI owners.

But has VW listened? And made the upgrades and design refinements required to restore the faith of its very loyal GTI customers?

Golf 8.5 GTI powertrain

This effectively now has Golf 7 GTI Clubsport power. Not a bad deal.

Engine performance was not an issue with the Golf 8 GTI. But VW’s powertrain engineers and product planners knew they could not market a new(-ish) GTI with the same power.

Some engine-mapping trickery raises power from 180 kW to 195 kW. That means the new Golf 8.5 GTI makes the same power as the Golf 7 GTI Clubsport from 2015.

There’s no real change in the 7-speed dual-clutch transmission or the electronically simulated locking front differential. With 15 kW more power, the Golf 8.5 GTI is academically quicker from 0-100 kph. The difference? It’s half a second, with the new GTI doing 0-100 kph in 5.9 seconds.

Buy a new or used Golf GTI on Cars.co.za

Interior upgrades that matter

Screen lag and proper steering wheel satellite controls are the big issues VW has addressed, inside.

An 8% increase in engine power isn’t insignificant. But the most important upgrade from Golf 8 to 8.5 GTI is its cabin architecture – specifically, the infotainment and steering wheel ergonomics.

There’s been a lot of discussion around VW’s misadventure with the deletion of physical controls for haptics. Customer pushback has been real but VW wasn’t the only brand to remove physical controls.

On a car like the GTI, which is so driver-focused and positioned as a family car, the ergonomic annoyances on the Golf 8 compounded the issue. How? Because at low speeds, in traffic, or when navigating busy urban driving routes, shopping malls, or school zones, those in-car ergonomic issues degrade its function as a versatile family car. Then, at speed on a challenging road, they did the same.

Those haptic controls are a tiny detail but they made the entire Golf 8 GTI driving experience a little less than it should have been. VW’s interior architects have heeded customer feedback and that’s why the Golf 8.5 GTI cabin interface is so different. And in a sense, traditional. Gone are those annoying haptic steering-wheel slider controls; in their place are real physical buttons and touch controls that are much more intuitive and easy to use.

The infotainment suite is enhanced, too, addressing another issue with the Golf 8 GTI: glitchy, laggy infotainment. The new 12.9-inch infotainment screen has much better control software and is powered by VW’s MIB4 operating system. It’s got a more logical menu layout and navigation, with much less lag when selecting functions and options.

Buy a new or used Golf GTI on Cars.co.za

The goodbye GTI is a great buy

This is the last front-wheel drive GTI you’ll be able to buy that won’t have a hybrid powertrain.

South Africa is one of the world’s most loyal and entrenched GTI markets. VW’s manufacturing presence here, its motorsport history, and the legacy of GTI are immense. That means there is always a very healthy market for GTIs, which assures future values.

Then there’s the rarity issue of hatchbacks in general, and front-wheel drive performance hatchbacks, in particular. With the Golf and full-size hatchbacks now being a niche segment, displaced by crossovers, a performance five-door family car like the GTI is rare. Very rare.

With its powertrain and cabin upgrades, the Golf 8.5 GTI is inarguably a better car than its predecessor, the Golf 8. That in itself makes the new version desirable. But there is another reason why the Golf 8.5 GTI is a good buy, and will become one of the most collectable GTIs of all time. The reason? It might be the last one.

Read more: VW Golf 8.5 GTI Launch Review

VW’s managing an enormous transformation of its passenger-car product portfolio, which means the Golf might no longer have a future as a pure turbopetrol hatchback. Crossovers have decimated the full-size hatchback segment. There is a real point in the future where the Tiguan makes a lot more sense for VW to continue with, rather than both Tiguan and Golf, despite both being built on the same platform.

And this is the irony. Without the standard Golf, there can be no GTI. While as a standalone brand the GTI is strong enough to continue, its low production volumes could never make the tooling and component sourcing numbers work.

So if you want a GTI, you’d best buy one of these Golf 8.5 versions. It’s unlikely there will be another one offering a turbopetrol engine without batteries, front-wheel drive and a dual-clutch transmission. Quite fittingly, the Golf 8.5 GTI – if it is the last – is going out in Clubsport powertrain specification.

Frequently Asked Questions

What is the price of the Volkswagen Golf 8.5 GTI in South Africa?

As of March 2026, the Volkswagen Golf 8.5 GTI is priced at R908,000. This price includes a comprehensive standard specification list, as the current local model is offered in a “fully loaded” configuration.

How much power does the Golf 8.5 GTI have?

The Golf 8.5 GTI features an uprated 2.0-litre EA888 turbocharged engine producing 195 kW and 370 Nm of torque. This is a 15 kW increase over the previous Golf 8 GTI.

What is the 0-100 km/h time for the new Golf GTI?

The Volkswagen Golf 8.5 GTI accelerates from 0 to 100 km/h in 5.9 seconds, making it the first standard GTI to break the 6-second barrier. Its top speed is electronically limited to 250 km/h.

What warranty and service plan is included?

The Golf 8.5 GTI comes standard with a 3-year/120,000 km warranty and a 5-year/90,000 km EasyDrive Service Plan. It also includes a 12-year anti-corrosion warranty.

What are the main interior changes in the Golf 8.5?

The most significant interior updates include the return of physical buttons on the steering wheel (replacing haptic sliders) and a new 12.9-inch infotainment screen running the improved MIB4 software for better responsiveness.

Volkswagen Golf GTI (2026) Launch Review

The original hot hatch returns with a performance boost and a digital polish. While the price tag is loftier than ever, the Golf 8.5 GTI remains the undisputed icon of Mzansi’s performance car culture.

Where does the Golf GTI fit in?

New VW badge lights up as an LED.

The Volkswagen Golf GTI is no longer the “attainable” performance hero it once was, with emissions regulations and inflation pushing it toward the R1-million mark. However, its status in South Africa remains unparalleled; it is a vehicle that generates fandom from kasi streets to coastal highways.

This 8.5 generation update seeks to rectify the technological “glitches” of its predecessor while offering a significant mechanical bump to 195 kW, ensuring it stays ahead of the pack in a segment that is becoming increasingly niche and expensive.

How the Golf GTI fares in terms of…

Design & Packaging

The improved infotainment screen seems less glitchy.

The 8.5 GTI features a sleeker, sharper design, highlighted by new LED Plus headlights and standard 19-inch “telephone dial” alloy wheels, while maintaining its signature aesthetic. Inside, the cabin receives a much-needed tech overhaul with a more responsive 12.9-inch infotainment system and a Digital Cockpit.

While the new seats are aesthetically pleasing and supportive, they are physically bulky, which noticeably eats into rear legroom. Quality remains high, but those iconic wheels wrapped in low-profile rubber do result in increased road noise on harsher South African tarmac.

Ride, Handling & Comfort

VW Golf GTI interior
Bucket seats are very comfortable but compromise rear legroom.

The GTI has traditionally been the “goldilocks” of hot hatches – the best daily driver of the bunch – but the 8.5 feels slightly firmer than before. It isn’t “back-breaking” in the way an old Mégane RS might be, and the Adaptive Chassis Control (DCC) still offers a range of driving profiles from Comfort to Sport to help mitigate the edge.

The running gear, featuring a MacPherson front axle and four-link rear, remains sophisticated, providing excellent steering precision and high-speed stability even if the ride has moved a few notches toward the “stiff” side of the spectrum.

Performance & Efficiency

Classic ‘vrrpah’ sound is muted due to emissions regulations.

The 195 kW output from the 2.0 TSI engine is the headline act, representing a 15 kW increase over the previous model. Mated to a 7-speed DSG, it hits 100 kph in just 5.9 seconds. You definitely feel that extra “kick” when you put your foot down, though the experience is surprisingly isolated. From the driver’s seat, the engine and exhaust note – the legendary “Vrrpah” – feels a bit muted compared to previous generations, likely a result of tightening emissions and noise regulations. Efficiency remains respectable for a performance car, with an Eco mode available for tamer commutes.

Golf GTI Price & After-sales support

The new Volkswagen Golf GTI is priced at R908 000, which includes VAT and emissions tax. This reflects the modern reality of performance motoring in South Africa.

Volkswagen Golf GTI – R908 000 (pricing correct as of March 2026)

Search for a used GTI here

The vehicle is sold with a 3-year/120 000 km warranty, a 5-year/90 000 km EasyDrive Service Plan, and a 12-year anti-corrosion warranty. Service intervals are set at 15 000 km.

Verdict

GTI is the last of a dying breed.

The Golf 8.5 GTI is a more polished, powerful version of a South African legend. It addresses the software frustrations of the Golf 8 and provides the kind of straight-line performance that GTI fans crave. However, the evolution comes with trade-offs: the ride is firmer, the soundtrack is more subdued, and the price tag puts it out of reach for many who previously saw the GTI as an attainable goal.

Despite these shifts, its combination of heritage, revised tech, and 195 kW of punch ensures it remains the benchmark by which all other front-wheel-drive performance cars are measured. It is still the king of the “fast hatch” hill.

MG ZS Pro 1.5T Luxury (2025) Living With It

We spent an extended test period with MG’s stylish ZS Pro recently, covering roughly 3 000km on all kinds of roads (including extensive gravel driving). We came away very impressed… to the point that we think consumers might be “sleeping on” one of the segment’s best-value buys.

Competing in arguably the most densely populated segment of the market (compact crossover), the MG ZS Pro arrived in October last year to add much-needed impetus to the SAIC-owned brand’s local challenge. Available in two trim levels (Comfort and Luxury) it has to face not only the top-selling Toyota Cross, but just about every other mainstream brand on the market, including other strong sellers like Haval Jolion Pro and Volkswagen T-Cross. 

For our extended test period over December 2025, we took “ownership” of the top-of-the-line ZS Pro Luxury, and immediately hit the long road, fully loaded, for a festive season breakaway. 

What we like about the MG ZS Pro Luxury

A focus on substance over flash

There are many (mostly Chinese) cars in this segment that rely on so-called showroom appeal for sales – glitzy features (and many of them) taking preference over, dare we say, engineering and attention to detail. The MG ZS Pro does not come across as one of those “boutique cars”. While its exterior design is neat and modern, with nice finishes (including striking 18-inch wheels and crisp LED detailing), it’s not a shouty design. This conservative approach is continued in the cabin, where it is devoid of the “screen-obsessed / ambience-lighting / funky materials” approach. 

Spend more time with it, however, and you start to understand (and appreciate) MG’s approach here. The build quality is excellent, with not a rattle or a squeak evident during our test period, which took in roughly 3 000km, and a lot of that was spent on gravel. It is also worth noting that there was no dust-ingress at any point into the cabin, with the rubber seals working properly to keep the cabin (including the boot area) free of any fine dust. Speaking of the boot, load volume is just about identical to the Corolla Cross’s and there is a space-saver spare located underneath the boot floor.

Secondly, in terms of look and feel, the MG ZS Pro reminds of Mazdas and Hondas of a generation or so ago, with soft-touch materials where it matters, neat, visible stitching on the dashboard, and a cabin finished almost exclusively in black, with only satin silver accents (and the screens) to accentuate design details or features. There is a solidity and lack of play in the major controls that imbue a sense of real, underlying quality, even if the plastics themselves are, occasionally, hard-wearing rather than “premium”. 

This relatively conservative approach to the ZS Pro’s design and finish may be the aspect we highlight here (because it’s counter to the trend of flashiness in the automotive industry at the moment) but that doesn’t mean it is not attractive or doesn’t offer the features that its rivals boast – far from it, in fact. The Luxury spec variant tested here costs just over R30 000 more than the Comfort version, and the extra spend certainly seems worth it. It also compared very well with the competition.

Some of the features you get additionally (over and above the Comfort variant) include the previously-mentioned 18-inch wheels, heated front seats, automatic climate control, keyless entry and push-button start, a larger info-tainment screen, 360-degree camera, panoramic sunroof, auto wipers/headlamps and, of course, a more comprehensive Advanced Driver Assistance Systems (ADAS) package – including autonomous emergency braking, lane-departure warning, blind-spot detection, forward-collision warning and two additional airbags (total of 6).

A feature we particularly appreciated out on the open road was adaptive cruise control. On these trips occupants also commented favourably on the comfort of the seats (driver’s is 6-way electrically adjustable). It is worth noting that, even though the steering wheel is not reach-adjustable, this did not impact driving comfort for the car’s driver (1.8 m tall).

Impressive ride and handling

It would appear that some MG DNA, and also some of the talents for suspension tuning that the British brands have historically displayed, are still to be found on this modern compact crossover. It’s probably fair to say that some Chinese brands still struggle to get ride composure right, though it has improved markedly over the past few years for most of them.

That said, there is still a prevalence of harshness in the segment, accompanied by a rapid deterioration in comfort levels when the road surface is anything but smooth. Once again, the MG appears to be a step or two ahead of its compatriots in this regard, offering real composure as opposed to a veneer of (initial) ride comfort. 

Consequently, and even on the relatively large 18-inch wheels, its ride remains absorbent and controlled on poor surfaces, and vibration and noise are also well-damped. While the steering is by no means “sporty”, there is greater precision to it than in most other cars in this segment, and also less of an artificial feel. We particularly enjoyed this aspect of the car on the poorer (including gravel/corrugated) surfaces we had to cross during our test period. It’s a car that instills confidence dynamically.

Thankfully, the suppleness over the bumps does not translate into sloppiness in the corners, with the MG ZS Pro exhibiting good body control, even when pushed, not that this is something most owners will be doing very often. 

On the subject of safety, there is no current Global NCAP (relevant to South Africa) crash rating for the MG ZS Pro. Other international tests have, however, shown the ZS Pro’s structure to be robust. The latest, Australian-spec ZS Pro (with a new front-centre airbag) achieved a five-star rating in Australian NCAP crash testing late last year. Note, however, that crash test results are heavily dependent on the specification of the vehicle tested.  

Performance and Economy balance

Both ZS Pro variants are powered by a 1.5L turbocharged four-cylinder engine that develops 125kW and 275Nm of torque, figures that compare very favorably with, for example, the Toyota Corolla Cross (non-hybrid) and Haval Jolion Pro. The engine is mated with a CVT (continuously-variable transmission), which in practice turned out to be one of the better calibrated examples we have come across in this segment.

MG claims a 0-100kph time of 8.5 seconds, but in our own testing, we found that claim to be conservative, and achieved a sprint time of 7.73 seconds – certainly lively enough for a compact family car. There are three drivetrain modes (Eco, Sport and Normal), but no gearshift paddles. 

Beyond straight-line performance, which is ultimately not that important in this category, there were two other aspects which further seemed to contribute to the perception that, when it comes to underlying engineering and fine-tuning, the MG ZS Pro appears to be ahead of its compatriots in this segment. We appreciate the refined, quiet manner in which the drivetrain goes about its business – some drone is to be expected under load as it’s typical from CVT drivetrains.

When it comes to throttle mapping, this is a Chinese offering that seems to have hit the sweet-spot – no lag off the line, and no chirping tyres due to power suddenly arriving. During our initial road test of the MG ZS Pro we reported on higher-than-expected fuel consumption. Perhaps due to having more mileage on the engine, as well as a different usage pattern (more long-distance cruising etc.), we achieved significantly better efficiency this time round, averaging around 8.0 L/100km (from a claim of 6.9 L/100km).

During the period where we really tried to drive as efficiently as possible, and used the Eco engine mode, we saw averages dip to around 7.5 L/100km. The tank size is 55L, translating to a usable range of just under 700 km.

Dislikes?

After an overwhelmingly positive test period we are left to highlight a few smaller gripes, none of which are deal breakers. 

Firstly, there is a general dislike in our test team of ventilation controls being embedded in the infotainment screen, and it’s not restricted to the MG ZS Pro in this segment, but during a particularly hot summer on the Cape South Coast, we found the car’s climate control system slightly lacking in punch, which translated into having to use those controls quite often, which is fiddly on the one hand, but also frustrating because the fiddling didn’t always result in a sufficiently cooler cabin.

Another minor gripe is that while in-car connectivity options are good (Apple CarPlay/Android Auto standard) and USB-A and USB-C ports at the front (and another USB-A at the rear), there is no wireless charging pad, even though there definitely is a suitable space for one. 

Finally, while it is possible to deactivate some of the car’s at-times intrusive active assistance features, you have to do so at every start-up. During our test we found that it occasionally missed changes in speed limits, leading to irritating alerts. And when this happens you have to delve into the screen’s sub-menus to find the settings to deactivate it. Compounding this issue slightly is the layout/design of the digital instrumentation, which puts an image of a MG ZS Pro at its centre, rather than useful information.   

Warranty and backup

The MG ZS Pro has an impressive 5-years/150 000 km warranty as standard, but there is currently still an introductory (free) bonus of two years/50 000 km on top of that, taking the warranty to 7-years/200 000 km at the time of writing this report (but check availability of the extension when purchasing). The ZS Pro is also backed with a 5-years/60 000 km service plan. MG’s local footprint has expanded rapidly, now approaching 50 dealerships. 

Verdict

MG has built a very compelling alternative to the top sellers in this segment and, to be fair, based on its merits as a product, the ZS Pro should start selling in much more impressive numbers. It clearly offers a well-sorted, solid and refined base to start from, and on top of that MG has delivered a spacious and practical (excellent rear legroom and class-competitive boot space) family crossover and equipped it to make long-term ownership pleasurable. 

It is a very serious alternative to the likes of the Toyota Corolla Cross/Haval Jolion Pro/Chery Tiggo Cross. It’s one of those cars that doesn’t shout at you with frilly design and features, and some of its best talents are not visible in a brochure or even when parked on the showroom floor (built quality, ride control, refinement etc.). If you’re shopping for a compact crossover at around R450 000, it needs serious consideration. 

Want to buy a new or used MG? Browse vehicles for sale

The latest MG news and reviews