Toyota Corolla Cross GR-Sport (2026) Price & Specs

The Toyota Corolla Cross GR-Sport has finally been refreshed, gaining a new look up front and a few tweaks inside. Here’s what this SA-built crossover now costs…

  • Refreshed Corolla Cross GR-Sport hits the market
  • Flagship grade gains new grille and cabin tweaks
  • Powertrain options for SA-built model unchanged

When the facelifted Toyota Corolla Cross launched in South Africa at the start of 2025, the GR-Sport derivatives curiously carried over without any styling changes (though did gain some extra standard features). Now, however, the redesigned version of this flagship grade has officially hit the market in Mzansi.

Previewed at the Japanese firm’s recent State of the Motoring Industry (SOMI) 2026 event in Gauteng, the refreshed Corolla Cross GR-Sport (or GR-S, for short) that is built at Toyota’s Prospecton plant for the local market interestingly differs markedly from the version unwrapped for Europe in May 2025.

A closer look at the revised front end.

The most obvious changes have been made up front. The Aichi-based automaker has introduced a new honeycomb-style grille, which does without contrasting surround trim and without the horizontal bars that flanked the Toyota badge on the previous version. This revised grille furthermore gains a “GR” badge (something that was missing on the original), while the headlamps feature a subtly reworked lighting signature.

In addition, the GR-Sport’s front and rear skidplates have been redesigned, while new dual-tone 18-inch alloy wheels have been introduced (replacing the previous all-black versions). The 3 paint-colour options are again Glacier White, Arizona Red and Chromium Silver, each paired with a black roof (and black side-mirror caps) as standard.

Toyota Corolla Cross GR-Sport seats
Note the red seatbelts.

Inside, the Corolla Cross GR-Sport’s front-seat headrests each gain a full-colour “GR” logo (now repeated on the steering wheel, too), while red seatbelts and additional red stitching have been incorporated (though the slim red trim strips on the dashboard are seemingly gone). We can also spot a redesigned gear lever.

So, what do the refreshed GR-S derivatives now cost in South Africa? Well, the updated Corolla Cross 1.8 GR-Sport is priced from R527 000 (up R8 800), while the revised Corolla Cross 1.8 HEV GR-Sport tops the range at R569 700 (up R8 000). Interestingly, prices across the broader Corolla Cross line-up have also increased – with hikes of between R5 900 and R8 800, depending on the derivative – seeing the portfolio’s XI-badged starting point climb to R420 700.

Pre-facelift GR-S at the top and updated version at the bottom.

The GR-Sport is available with a choice of 2 (unchanged) powertrains. The first is the naturally aspirated 1.8-litre, 4-cylinder petrol engine, which delivers 103 kW and 172 Nm to the front wheels via a continuously variable transmission (CVT). The other option is Toyota’s hybrid powertrain (based on a 1.8-litre mill), offering a combined system output of 90 kW, along with 142 Nm from the petrol engine and 163 Nm from the electric motor.

What does the updated Corolla Cross GR-Sport cost in SA?

DERIVATIVEPRICE
Toyota Corolla Cross 1.8 XIR420 700
Toyota Corolla Cross 1.8 XSR458 400
Toyota Corolla Cross 1.8 HEV XSR501 100
Toyota Corolla Cross 1.8 XRR508 200
Toyota Corolla Cross 1.8 GR-SportR527 000
Toyota Corolla Cross 1.8 HEV XRR552 400
Toyota Corolla Cross 1.8 HEV GR-SportR569 700

The prices above include Toyota’s 3-year/100 000 km warranty and a 6-service/90 000 km service plan. Hybrid derivatives furthermore benefit from an 8-year/195 000 km warranty specific to the battery pack.

Find a Toyota Corolla Cross on Cars.co.za!

Frequently Asked Questions (FAQ) About the Refreshed Corolla Cross GR-Sport

Q: What are the main styling differences on the refreshed GR-Sport?

 

A: The most significant change is the new honeycomb-style grille that does away with the old horizontal bars and adds a “GR” badge for the first time. You’ll also find redesigned front and rear skidplates and new dual-tone 18-inch alloy wheels that replace the previous all-black versions.

Q: Did Toyota make any mechanical or engine changes to the updated GR-S?

 

A: No, the powertrains remain identical. You can still choose between the 103 kW 1.8-litre petrol or the 90 kW 1.8-litre hybrid.

Q: What are the new interior “pop” features in the 2026 model?

 

A: Toyota has leaned into the racing aesthetic by adding bright red seatbelts and full-colour GR logos on the front headrests and steering wheel. A redesigned gear lever also makes an appearance, though the slim red decorative strips previously found on the dashboard have been removed for a cleaner look.

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Why Lexus EVs in SA might work

The idea of a Lexus EV might be niche. But for the brand, it’s a simple fulfilment of destiny that started in South Africa with hybrids a long time ago.  

EVs are not having their moment in South Africa. Beyond all the marketing hype and slick recharging campaigns, Cars.co.za’s statisticians have done the numbers and EV sales are down.

Only wealthy South African new-car buyers can afford EVs. BYD’s Dolphin Surf is an outlier, priced below R400k, but it’s not really representative of real EV demand or supply curves in South Africa. The truth is that most EVs are wildly expensive, and South Africans are choosing turbodiesel double cabs and SUVs instead – as they have for most of the last 2 decades.

The market for PHEVs was phenomenal last year but there aren’t many legacy OEMs marketing PHEVs. It’s a market segment almost completely dominated – predictably – by the Chinese.

If the EV market is weakening and South African buyers with the budgets to buy those R1m+ EVs are choosing turbodiesel luxury double cabs and SUVs, this would be a terrible time to introduce your first EV model, right? Yes. But Toyota, and by implication Lexus, doesn’t follow conventional automotive market trends. Or rules.

The original ZA “new energy” brand

Hybrid crossoves? Lexus had one 20 years ago already…

While many legacy car companies desperately tried to reposition their brands and marketing strategies a few years ago to appear like hybrid and EV powertrain innovators, Lexus didn’t. It didn’t have to.

Mute all the noise from industry consultants and policy advisors who have called the local EV demand market completely wrong since 2023 and you’ll sense the clarity from Lexus. It’s the only brand that has been marketing, selling, and servicing luxury hybrids in South Africa since the late 2000s. Don’t believe us? Here is a mint South African Lexus RX400h from 2009…

Toyota is an enormously powerful company. South Africans know that the Hilux dominates the new model market and that the Quantum moves more South Africans than any other mode of transport. There’s a broad misunderstanding of how deeply Toyota is invested in several powertrain technologies. Like a typical Japanese corporate entity, Toyota is more of a “show, don’t tell” kind of company.

You could argue that Lexus knows more about luxury hybrid and battery-powered vehicles than all the other premium brands combined. Lexus dealers are renowned for their excellent after-sales and service. And because Lexus has always been a relatively small brand in South Africa, but links into the enormous Toyota technical and resource network, Lexus has better data awareness and clarity around customer needs than most.

Buy a new or used Lexus on Cars.co.za

It’s all about ownership

Nothing has ever set higher Japanese build quality and brand standards than this car, the LFA…

Lexus knows it can’t compete with BYD’s powertrain technology or the flood of Chery brands now marketing PHEVs and EVs in South Africa.

Engineers at all legacy car companies have obviously had the uncomfortable conversation with their boards. China has won the high-energy automotive battery war and has a technology advantage that won’t be matched, at an affordable cost, for decades.

So if Chinese EVs are so much better in terms of battery tech-to-cost, what is Lexus doing by launching a luxury crossover EV into a South African EV market that’s down more than 10% year-on-year? It’s all about that unquantifiable thing that automotive marketing people love to talk about but very few can explain: brand equity. Lexus has it in abundance.

“Luxury” Toyota means something

Conservative cabin architectures but unrivalled build quality.

Toyota’s immense success in South Africa, with 25% market share and dominance in many of the segments it sells into, has enabled it to carry low-volume Lexus as a niche brand. That’s meant that, even with trivial sales, Lexus still provides the calibre of luxury ownership and service experience that made it such a success in the world’s most demanding luxury car market: the USA.

Wealthy people without an image issue buy Lexus. They know you get Toyota-grade technical support and a luxury brand experience without the attitude of certain European brands. And that matters even more if you are a brand trying to move EVs in a market where only wealthy people can afford them.

Wealthy car buyers know they will suffer significant vehicle depreciation. But they don’t want to suffer vehicle downtime because of silly electronic or powertrain gremlins. And that’s where the Lexus confidence becomes a thing.

How many RX400/450h and LS600h nightmare stories do you know? Exactly – none. If there is resistance to owning a luxury vehicle with a battery powertrain or battery elements in the powertrain, it doesn’t really apply to the brand.

The RX400h proved what Lexus was capable of in terms of “new energy” vehicles. These were amazingly well-built crossovers and a true alternative to the very best BMW X5 and Mercedes-Benz ML. Technology has advanced dramatically since those first RX400h models. But has the South African luxury market advanced with it?

Buy a new or used Lexus on Cars.co.za

What is the first ZA Lexus EV about?

Sharp styling (literally). But there’s nothing class-leading about the battery or drivetrain.

As a product, there’s nothing spectacular about the RZ. You could argue that the GS450h from 2008 was a much more advanced car. When it was launched, there was nothing else with such an advanced powertrain and drivetrain. It offered exemplary Lexus build quality and a very differentiated driving experience: matchless roll-on overtaking acceleration on the highway and silent, high-efficiency driving economy in heavy traffic.

The RZ450e has a 77 kWh battery pack with a proven but not exceptional lithium-ion chemistry. It’s the default standard for most luxury brands outside China. But the latest Chinese automotive-grade battery chemistries have evolved to sodium-ion and blended LFP chemistries.

There’s nothing in the numbers that makes the RX 450e exceptional. Its claimed 500 km range is average for EVs of a similar price. Sure, the 0-100 kph acceleration is quick at 5.3 seconds, but that’s a given for any EV. And the top speed of 160 kph is similarly limited for most other luxury crossovers.  

What matters with the RX 450e is that it’s made by Lexus. Build quality is still a brand mission in a way that is absent in some other legacy luxury car brands.

The Lexus difference matters

You can get into a GS from a few years ago and the tactile experience still feels new.

Unless you are an industry expert, it’s difficult to understand how much European brands have cheapened the quality of interior trim, finishes and panel fixtures. But it’s telling after a few thousand kilometres, especially on rough South African roads, when creaks start to become annoying. Or you realise how cheap most of the cabin trim is when you are confronted with it daily.

Lexus isn’t like that. The design language might be a bit messy but what really matters is the cabin architecture and build quality. Spend time in a Lexus, even the smaller versions, and everything you touch feels like it’s quality and, more importantly, made to last for 20 years or more.

That’s why Lexus South Africa can be so boldly contrarian with its RX 450e. Launching a Lexus EV crossover into one of the world’s weakest EV markets with confidence. Because people who might be EV-curious want to buy one that feels like a quality luxury car, not a tactile-screen spacecraft that nobody knows how to deal with if it triggers an elementary error code.

Next-Generation Toyota Fortuner Spotted

The next-generation Toyota Fortuner will be revealed at some point in 2026, before going on sale in South Africa in 2027. Here’s what we know so far.

The next-generation Toyota Fortuner has been spotted in Thailand before its official reveal. Given how popular the 7-seater, bakkie-based SUV is in South Africa, we’re going to share what we know so far, plus make some educated estimations and guesses.

As a reminder, the Toyota Fortuner is assembled right here in South Africa at Toyota’s plant in Durban. It is still the segment leader, comfortably ahead of both its direct rivals; Ford Everest and Isuzu MU-X, as well as pretty much every other body-on-frame SUV. In 2025 it sold almost 10 000 units and was the 15th most popular passenger segment.

Next-Generation Toyota Fortuner
Credit: Car250/Rushlane

The criticisms of the current iteration of Fortuner are substantial as it lags behind rivals in terms of technology and cabin aesthetics. That said, there’s no denying the toughness, the rugged offroad talents and performance from the diesel powertrains.

Next-Generation Toyota Fortuner render
AI-generated 2027 Toyota Fortuner render

We’ve had some fun superimposing the front face of the new 9th-generation Hilux onto the body of the Fortuner and we think that’s a reasonably accurate assumption to make when it comes to the design of the all-new 3-row SUV.

For the next-generation Toyota Fortuner, we expect it to follow the same route as the new 9th-generation Toyota Hilux and utilise an updated version of the current model’s IMV platform instead of moving to the more premium TNGA-F setup, the one used in things like the Prado, Land Cruiser 300 and so on.

Toyota IMV platform

We already know why Toyota stuck to its IMV platform for the Hilux and it makes perfect sense to retain the chassis and current powertrain lineup. As a reminder, the current Fortuner makes use of 2.4-litre and 2.8-litre 4-cylinder turbocharged diesel engines with varying outputs and 48V mild-hybrid tech on some derivatives. Let’s not forget about the flagship Fortuner GR-Sport either, armed with 165 kW and 550 Nm.

Interior Updates

The cabin of the next-generation Toyota Fortuner will likely be the recipient of the biggest upgrade. While there’s nothing fundamentally and ergonomically wrong with the current model, it just doesn’t look or feel appropriate at this price point.

Hilux cabin

Our gutfeel suggests the interior from the new 9th-generation Toyota Hilux was serve as a basis for the new Fortuner, taking elements like the gear selector and switchgear from the higher-specced Land Cruiser.

While we’ve yet to have any face time with the new Hilux, first impressions from the photographs are positive. The retains a rugged and utilitarian ambience, without feeling cold and soulless. A digital instrument cluster and widescreen infotainment screen, as well as plenty of connectivity options should keep the tech-obsessed generation happy.

Hilux interior

When will the next-generation Toyota Fortuner go on sale in South Africa?

We’re yet to hear from Toyota South Africa Motors (TSAM) or Toyota global when it comes to official Fortuner timelines but based on the current spy shots, we estimate a global reveal will happen soon, with some publications suggesting the middle of 2026.

As far as a South Africa debut is concerned, there was no mention of Fortuner at TSAM’s State of the Motoring event held in February 2026 so we’re penciling this into our diary for the first quarter of 2027.

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All the latest Toyota news and reviews

Frequently Asked Questions

How much does the Toyota Fortuner cost in South Africa?

As of early 2026, the Toyota Fortuner range starts from approximately R685,900 for the 2.4 GD-6 manual. The top-of-the-range 2.8 GD-6 4×4 GR-Sport is priced at roughly R1,009,000. Pricing for the popular VX and 48V mild-hybrid variants falls between R870,000 and R975,000 depending on the drivetrain.

What are the engine and hybrid options for the Toyota Fortuner?

The South African Fortuner line-up includes:
  • 2.4 GD-6: Turbo-diesel producing 110 kW and 400 Nm.
  • 2.8 GD-6: Turbo-diesel producing 150 kW and 500 Nm (standard in VX models).
  • 2.8 GD-6 48V (Mild-Hybrid): Features a 48V system for improved stop-start smoothness and fuel efficiency.
  • 2.8 GD-6 GR-Sport: A high-output version delivering 165 kW and 550 Nm.

What is the fuel consumption of the Toyota Fortuner?

Claimed combined fuel consumption varies across the range:
  • 2.4 GD-6: Approximately 6.8 to 7.2 L/100 km.
  • 2.8 GD-6 48V (Mild-Hybrid): Approximately 7.3 to 7.6 L/100 km.
  • 2.8 GD-6 standard: Approximately 7.6 to 7.9 L/100 km.
  • 2.8 GD-6 GR-Sport: Approximately 8.4 L/100 km.

What warranty and service plan are included?

New Toyota Fortuners come standard with a 3-year/100,000 km warranty and a 9-service/90,000 km service plan. For hybrid models, the battery typically carries an 8-year/195,000 km warranty. Toyota also offers “EasyDrive” extensions to increase cover up to 10 years or 300,000 km.

Does the Fortuner have a 4×4 system across all models?

No, the Fortuner is available in both Raised Body (4×2) and 4×4 configurations. The 4×4 models feature a selectable part-time system with high and low-range gearing, along with a rear differential lock for serious off-road use.

GWM SA to launch new Ora 5 in petrol form?

GWM South Africa looks set to offer the new Ora 5 crossover in petrol form, with the once pure-electric Ora sub-brand transforming into a multi-powertrain marque…

  • GWM to relaunch Ora sub-brand in SA
  • Ora 5 looks set to arrive in petrol form
  • Similar in dimensions to Haval Jolion

Back in October 2025 at Naamsa’s South African Auto Week 2025, the head of GWM South Africa told Cars.co.za the Chinese firm planned to reboot its Ora sub-brand locally. And it seems that relaunch includes powertrain flavours that aren’t electric, with the new Ora 5 set to arrive in petrol form.

As a reminder, GWM entered the local electric vehicle (EV) space back in November 2023 with the introduction of the Ora 03 hatchback. While it launched as Mzansi’s most affordable EV, several cheaper options have since arrived on the market. Sales of the Ora 03 have been slow, with just 18 units registered in SA in 2025 (and only 83 examples sold since launch).

The Chinese-market version, pictured here in EV guise.

Conrad Groenewald, Chief Operating Officer of GWM SA, told us last year the firm had “not quite seen the traction on Ora that we wanted”, though added “we have a plan” for 2026, without going into further detail. At the time, we speculated the Ora 5 might be on the cards for Mzansi, though – seeing as Ora was initiated as a pure-electric brand – we assumed it would arrive in battery-powered form.

However, we now have information suggesting the Ora 5 crossover will hit the market in South Africa in petrol guise. Though this model launched in EV form in its domestic market of China late in 2025, GWM’s global division has since confirmed the crossover will be produced in BEV, PHEV, HEV and ICE guise.

One of 3 cabin colour schemes offered in China.

From what we understand, the petrol-powered Ora 5 will employ a version of GWM’s familiar turbocharged 1.5-litre, 4-cylinder engine (likely related to the unit used in the Haval Jolion range). We expect a peak power output of approximately 130 kW, delivered to the front axle via a 7-speed dual-clutch transmission. It’s not yet clear whether the hybrid, plug-in hybrid and EV versions of the Ora 5 are also on the cards for SA.

For the record, the Ora 5 crossover measures 4 471 mm from snout to rump, while offering a wheelbase of 2 720 mm. That makes it a single millimetre longer than the Haval Jolion Pro (and just a millimetre shorter than the standard Jolion), with an additional 20 mm between its axles, too.

The Ora 5 is around the size of the Haval Jolion.

What does the impending arrival of the petrol-powered Ora 5 mean for the slow-selling Ora 03? Well, while this battery-powered hatchback – which is known as the “Good Cat” in some markets – is still listed on GWM SA’s website, it’s our understanding this EV may soon fall away completely…

Frequently Asked Questions (FAQ) About GWM’s Ora Relaunch in SA

Q: Is GWM Ora still an electric-only brand in South Africa?

 

A: Not for long. While Ora was originally launched as a pure-electric (EV) brand, GWM is seemingly shifting its strategy in 2026 to include internal combustion engines (ICE).

Q: How does the new Ora 5 compare to the Haval Jolion?

 

A: They are almost identical in footprint. The Ora 5 measures 4 471 mm in length, which is nearly the same as a Haval Jolion (4 472 mm). However, the Ora 5 features a longer wheelbase (2 720 mm vs 2 700 mm), which typically results in better rear legroom.

Q: What will happen to the current Ora 03 (Good Cat) EV?

 

A: The Ora 03 remains on sale for now, but its future is uncertain given its low sales volume (just 18 units in 2025). With the arrival of significantly cheaper EVs like the BYD Dolphin (starting at R339 900), the Ora 03 at R686 950 has struggled to compete. GWM’s “aggressive plan” for 2026 might involve phasing out the high-priced 03 in favour of the more versatile Ora 5 line-up.

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Mazda 2 (2026) Review

The Mazda 2 soldiers on as the Japanese brand’s entry-level hatchback. In the face of more popular crossovers, is it still worth a look?

We like: Excellent ride and drive refinement, good blend of performance and efficiency, build quality.

We don’t like: Lacking features at this price point, showing its age.

FAST FACTS

  • Model: 2026 Mazda2 1.5 Dynamic auto
  • Price: R371 300
  • Engine: 1.5-litre 4-cylinder naturally-aspirated petrol
  • Transmission: 6-speed automatic
  • Power / Torque: 85 kW/148 Nm
  • Claimed fuel consumption: 6.0 L/100 km
  • 0-100 kph: 10.4 sec (claimed)

Where does the Mazda 2 fit in?

When you look at sub-R450k vehicles, the venerable hatchback’s sales numbers have been in decline for a number of years simply due to the broader appeal of crossovers and small SUVs. Understandable it is, too – there is a perception that you’re getting a more practical and bigger vehicle.

Old, but gold!

On the entry-level side of things, the hatchback market is still flourishing with the likes of the Volkswagen Polo Vivo selling in healthy numbers, followed by the likes of the Suzuki Baleno/Toyota Starlet.

Go a little more expensive and there are just a handful of hatchback rivals remaining, with the likes of the Kia Rio, Renault Clio and Ford Fiesta being discontinued for our market. When you remove the turbocharged rivals from the equation, there’s just a handful of B-segment vehicles chasing down this Mazda 2.

If you’re after sensible practicality, then look to the Honda Fit, née Jazz. Sadly, they’ve become quite pricey over the years and the entry point starts at R380 500. If you’re on a budget and happy to sacrifice some of that plush cabin feeling, then look at the Suzuki Baleno in GLX trim.

See how they compare: Mazda2 vs Honda Fit vs Suzuki Baleno

Other choices include the Hyundai i20, Opel Corsa, Citroën C3 Max, new-kid-on-the-block MG 3 hatchback and, if you’re willing to settle for a demo unit, a good old Volkswagen Polo will serve you nicely.

See how they compare: Mazda2 vs Hyundai i20 vs MG 3

The design remains neat, but it’s showing its (advanced) age…

How the Mazda 2 fares in terms of…

Design & Packaging

The Mazda 2 has been around for many years and yet its overall design hasn’t changed much. To be fair, it hasn’t needed to, offering an inoffensive and pleasant look. A variety of unique paint choices like Airstream Blue metallic helps make things a bit more interesting. Sadly, our Aero Grey unit blended in with some late afternoon fog.

An interesting design element on the nose

The Japanese have a stellar reputation for fit and finish, and this is echoed in the cabin. Granted, the cockpit of the Mazda 2 looks sparse and minimalist in the face of large-screen-obsessed rivals from the East. Yet, there’s something pleasant about an ergonomically designed and easy-to-understand driver’s interface.

The Mazda2 has a well-built interior.

Mazda has reversed its strategy of not offering touchscreens, citing safety concerns, but the caveat is the latest iteration of products will only allow this if the vehicle is stationary. Good thing we’re already well versed in the art of Mazda’s rotary controller!

Specification for the Dynamic trim covers all the bases, with two USB ports, wired Apple CarPlay/Android Auto connectivity, cruise control and steering wheel controls. Surprisingly, you’d think automatic lights, reverse camera, rear parking sensors and climate control would be present at this price point.

The rotary controller for the infotainment screen.

In terms of safety, stability control and 6 airbags are standard, but we would have liked to have seen some form of assist, like forward collision warning or semi-auto emergency braking.

Rear cabin space is a tight squeeze for 4 adults, but if its just 2 adults and 2 small children, the Mazda 2 is adequate. In Dynamic spec, the seat material is cloth, with only the flagship Individual offering leather seat trim.

Ride, Handling & Comfort

It should come as no surprise that the brand responsible for the MX-5 roadster has imbued some driving magic into its sensible city hatchback. Driving expectations for a vehicle in this class are comparatively low, yet the Mazda’s agility and engagement are possibly some of the highest in the segment. It didn’t need to drive well, and yet…

Sensible 185/65 R15 tyres on duty.

The ride quality is a solid blend of performance and comfort, with the suspension and 15-inch wheels soaking up the varying quality road surfaces of South Africa. The steering feel is excellent, being nicely weighted and accurate.

Performance & Efficiency

The Mazda 2 makes use of the tried-and-tested 1.5-litre naturally-aspirated petrol engine. In this application, there’s 85 kW and 185 Nm driving the front wheels via a 6-speed automatic gearbox. At sea level and once past the run-in period, we stretched the vehicle’s legs.

A digital rev counter makes the dashboard interesting.

Mazda claims 0-100 kph in 10.4 seconds, with our data logger recording a spritely 9.93! The vehicle does come with a discrete sport mode button, but we couldn’t notice a difference in performance with it on or off. We presume its just a bit of code to tell the gearbox software to change gears a little later. You can shift the cogs yourself but the car’s transmission mapping is more than good enough.

It is worth noting this engine won’t be as energetic at Gauteng altitudes due to the rarefied air. Expect a 17% reduction in engine outputs, something which the Mazda’s turbocharged rivals don’t suffer from.

A good blend of performance without compromising on economy.

Speaking of turbocharged engines, naturally-aspirated motors tend to be a bit more frugal and we managed a combined consumption figure of 7.1 L/100 km. Granted, that was some way off the car’s claim, but we were not holding back. A measured driving style should see around 6.5 L/100 km.

Price & Aftersales support

The Mazda 2 is sold with a 5-year/unlimited kilometre warranty, 3-year/unlimited kilometre service plan and 5 years of roadside assistance.

1.5 ActiveR321 500
1.5 DynamicR351 200
1.5 Dynamic AutoR371 300
1.5 Individual AutoR417 300

Verdict

We can’t be distracted by the fact that the Mazda 2 is in its twilight years and a replacement is expected in the next few years. Rumours suggest production of this generation will be stopping around the middle of 2026.

Should you buy one? Certainly, it’s priced higher than some of its established rivals while offering less standard specification, but you might choose to prioritise build quality and driving engagement by opting for the Mazda. It’s a good car but comes at a price and it’s starting to show its age. Newer and fresher rivals simply offer more for less.

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Frequently Asked Questions

What is the price of the Mazda 2 in South Africa?

As of early 2026, pricing for the Mazda 2 lineup is approximately as follows:

  • Mazda 2 1.5 Active (Manual): R321 500
  • Mazda 2 1.5 Dynamic (Manual): R351 200
  • Mazda 2 1.5 Dynamic (Automatic): R371 300
  • Mazda 2 1.5 Individual (Automatic): R417 300

What engine does the Mazda 2 use?

All Mazda 2 models in South Africa are powered by a 1.5-litre naturally aspirated 4-cylinder petrol engine (SKYACTIV-G). It produces 85 kW of power and 148 Nm of torque, and can be paired with either a 6-speed manual or a 6-speed automatic transmission.

What are the different trim levels available for the Mazda 2?

The local Mazda 2 range is streamlined into three distinct trim levels:

  • Active: The entry-level model featuring push-button start, LED headlamps, and basic Bluetooth connectivity.
  • Dynamic: The mid-range model that adds a 7-inch infotainment screen with Apple CarPlay and Android Auto, cruise control, 15-inch alloy wheels, and a leather-wrapped steering wheel.
  • Individual: The flagship model offering premium features like 16-inch alloy wheels, a reverse camera, wireless smartphone charging, automatic headlights, rain-sensing wipers, and a heads-up display.

What warranty and service plan comes with the Mazda 2?

The Mazda 2 offers excellent peace of mind with a standard 5-year/unlimited kilometre vehicle warranty. The purchase price also includes a 3-year/unlimited kilometre service plan (with 15 000 km service intervals) and 5 years of roadside assistance.

What is the fuel consumption of the Mazda 2?

The Mazda 2 is known for its efficiency. The manual transmission models claim an average fuel consumption of 5.7 L/100 km, while the automatic variants claim approximately 6.0 L/100 km.

Chery’s diesel PHEV bakkie: initial details revealed

The Chery KP31 concept has been unveiled in Australia, with the Chinese firm revealing initial details about the upcoming diesel PHEV bakkie that’s likely coming to SA…

  • Chery’s new KP31 concept revealed in Australia
  • 2.5-litre turbodiesel PHEV powertrain confirmed
  • 1 000 kg payload and 3 500 kg towing capacity

This is the Chery KP31 concept, freshly unwrapped in Australia and officially previewing what the Chinese brand claims will be the “world’s first” bakkie to feature a diesel PHEV powertrain. And it’s very much on the cards for South Africa.

Interestingly, Chery appears to be taking a multi-pronged approach to entering the bakkie market, having unveiled the ladder-frame Himla in April 2025 and the unibody (transformable) T1TP concept in October of last year. Subsidiary Jetour, meanwhile, is set to reveal its new P5 bakkie soon.

But this latest KP31 concept – officially unveiled in Australia, where the production version is scheduled to launch in the final quarter of 2026, with a petrol PHEV option set to follow in 2027 – appears to be very closely related to the Rely P3X that debuted in China in September 2025. As a reminder, Chery revived its Rely pick-up brand last year.

So, what do we know about the KP31 double-cab concept? Well, the Chinese brand has confirmed the bakkie’s plug-in hybrid electric vehicle (PHEV) powertrain will be based on a 2.5-litre, 4-cylinder turbodiesel engine offering “class-leading thermal efficiency rated at 47%”. Official details about the electric motor(s) and battery have yet to be released, though earlier information from Chery relating to the Rely P3X suggested a “potential range exceeding 1 300 km”.

Chery furthermore claims this oil-burning mill will be “10% more fuel efficient” than the average diesel engine. It also suggests the production version of the body-on-frame bakkie concept (the latter shown Down Under wearing a snorkel and 285/70 R17 all-terrain tyres) will provide a “30% vibration reduction compared to the average diesel powertrain”.

In addition, the Wuhu-based automotive giant says the bakkie will offer a “competitive” 1 000 kg payload and 3 500 kg (braked) towing capacity. The concept vehicle measures 5 610 mm from front to back, while standing 1 920 mm wide and 1 925 mm tall. That said, Chery has confirmed the production version “will be slightly shorter with a length of 5 450 mm” (for the record, that’s 100 mm longer than a Ford Ranger double cab).

Chery’s Australian division says the bakkie’s new diesel PHEV powertrain will serve as a “key point of difference compared to the competition”. Interestingly, Tony Liu, Chief Executive Officer at Chery Group South Africa, mentioned to Cars.co.za back in October 2025 that the brand was developing this very powertrain.

So, will the production version of the KP31 concept come to South Africa? Well, though the Himla is scheduled for a local launch at some point in 2026 (with the production version of the T1TP on the cards, too), Chery SA told us the KP31 is “definitely most similar to what’s coming [to SA] at the end of 2026”. In addition, a high-ranking Chery engineer who spoke to Australian publication CarExpert at the KP31 reveal event specifically mentioned the SA market, which suggests Mzansi is very much in the plans…

Frequently Asked Questions (FAQ) About the Chery KP31 Bakkie Concept

Q: What is the Chery KP31 and how does it differ from the Chery Himla?

 

A: While the Chery Himla (KP11) is a traditional ladder-frame bakkie powered by 2.0- or 2.3-litre turbodiesel engines, the KP31 is a more advanced project designed specifically for export markets. The KP31 is slightly larger (5 450 mm in production form) and debuts a world-first diesel plug-in hybrid (PHEV) system, whereas the Himla focuses on traditional ICE powertrains for its initial launch.

Q: When will Chery’s diesel PHEV bakkie be available in South Africa?

 

A: Chery South Africa has confirmed the Himla will launch in 2026. While the KP31 production version is slated for an Australian release in late 2026, Chery SA officials have hinted that “two kinds of bakkies” are coming to our shores. The KP31 thus might join the local line-up in 2027.

Q: Can a hybrid bakkie really tow as much as a standard Hilux or Ranger?

 

A: Yes. Chery has specifically engineered the KP31 to meet the “gold standard” for double cabs, claiming a 3 500 kg braked towing capacity and a 1 000 kg payload. The 2.5-litre diesel PHEV system is designed to provide the low-down torque necessary for heavy work while delivering a total range that could exceed 1 300 km.

Related content

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Chery plans ‘7-seater bakkie’ for South Africa

New Jetour P5 bakkie’s design registered in SA

BMW M2 LCI (2026) Review

The BMW M2 is regarded by many as the spiritual successor to the legendary M cars of old, offering a compact footprint and a pure focus on driving dynamics. Now, BMW has introduced the Life Cycle Impulse (LCI) update for the G87 generation, ensuring its bestseller remains at the sharp end of the performance car market.

We like: Fantastic performance, live-wire dynamics, beautifully finished cabin.

We don’t like: Intimidating for the uninitiated, the price is edging towards R2 million with some choice extras, over-reliance on touchscreen for basic functions.

FAST FACTS

  • Model: BMW M2 coupé AT
  • Price: R1 597 888
  • Engine: 3.0-litre, 6-cylinder turbopetrol
  • Transmission: 8-speed automatic
  • Power / Torque: 353 kW/600 Nm
  • Claimed fuel consumption: 9.7 L/100 km
  • 0-100 kph: 4.0 sec (claimed)

Where does the BMW M2 coupé AT fit in?

With over 350 kW, the BMW M2 LCI is one ballistic machine

First launched in 2016, the F87-generation BMW M2 quickly captured M GmbH fans’ attention and attained cult status among tuners and the like.

Buyer’s Guide: F87 BMW M2

The blockier, current-gen G87 followed in 2023. While it perhaps hasn’t set hearts aflutter as much as its predecessor, there’s no doubting its M4-lite status.

That giant-slaying ability has been hiked up several notches with the introduction of the facelifted G87 BMW M2 LCI…

The styling won’t win over everyone, but it’s all about the performance.

While the aesthetic changes are subtle, the core of the update lies beneath the skin. In an era moving rapidly towards electrification, the M2 stands as a defiant, straight-6 powered reminder of what a thoroughbred M product should feel like. It remains a car that demands respect, offering a level of charisma and raw power that is becoming increasingly rare.

Read more: BMW M2 CS (2025) Price & Specs

More power for the BMW M2 LCI S58 engine

The heart of the M2 continues to be BMW‘s renowned 3.0-litre twin-turbocharged straight-6 engine, but for the LCI model, BMW has turned up the wick. Power has been increased to 353 kW, while torque has seen a significant jump from 550 to 600 Nm. This extra 50 Nm of twisting force is immediately apparent when accelerating in-gear, providing resounding mid-range punch.

The adjustability turns the M2 from enthusiast to deranged.

Drive is sent exclusively to the rear wheels via a recalibrated 8-speed ZF automatic gearbox, although a manual remains an option for the purists (curiously, more expensive that the auto). The software enhancements have also focused on throttle response, making the car feel even more energetic and alert, particularly when cycling through the more aggressive driving modes.

Launch control active, just hold on!

The power bump is noticeable, with BMW M claiming a 0-100 kph time of just 4 seconds flat. In reality, with optimal tyre temperatures and conditions, we managed 4.08 to 100, thanks to the vehicle’s launch control functionality.

Subtle visual & tech tweaks

One of the finest M products ever made.

At a glance, the M2 LCI retains its muscular (and divisive) wide-body stance. The changes are minor, consisting of revised badging with a fresh font and subtle colour updates.

The cabin, meanwhile, retains its driver-centric layout, featuring the signature curved display that now runs the latest BMW Operating System 8.5.

Over-the-air update downloaded.

This updated system offers a more intuitive interface and supports over-the-air updates, allowing for seamless improvements to digital services. Despite the tech upgrade, the M2 avoids the trap of over-complicating the cockpit; the focus remains firmly on the thick-rimmed steering wheel and the carbon fibre gearshift paddles. It’s a pity, though, that pretty much every control is accessed via the touchscreen system.

A wild & untamed experience

It’s uncomfortably easy to spin those rear wheels.

Piloting the RWD M2 remains an intimidating yet deeply rewarding experience. Because it shares much of its chassis and suspension hardware with its larger M3 and M4 siblings, it possesses a level of capability that can easily overwhelm the uninitiated. The steering is incredibly precise, and the rear-wheel-drive layout ensures that the driver is always an active participant in the process.

The carbon fiber shifters are a lovely touch.

The M2 is often described as having a dual personality. In its default settings, it is a relatively composed (if firm) daily driver. However, engaging Sport or Sport Plus modes transforms it into a “menace” on the road. It is a car that thrives on being pushed, yet it never lets the driver forget that it has the potential to bite if treated with too much overconfidence.

Value for money & options

M Sports seats are supportive and offer heating functionality.

In a surprising move for a premium German performance car, the M2 LCI comes with a very high level of standard equipment. Included in the base price are features that are often relegated to the options list, such as the Harman Kardon audio system and the M Driver’s Package (which increases the top speed).

Buyers can still personalise their vehicles with a choice of striking paint colours, such as Zandvoort Blue or Brooklyn Grey, and various interior trims. Performance-focused options like M Sport bucket seats and an Alcantara-trimmed steering wheel are available for those looking to further enhance the track-ready feel of the cabin.

Summary

Sheer driving pleasure just got even better.

The BMW M2 LCI arrives as a refined but no less wild version of an already iconic performance machine. It offers more power, improved technology and a driving experience that remains one of the most engaging in the segment.

Cars like the M2 are becoming something to be cherished with the performance car market shifting away from pure internal combustion. Does the added torque make it the definitive compact sports car, or is it now a little too intimidating for the average enthusiast? Watch the full video to see our final verdict.

Read more:

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Frequently Asked Questions (FAQ)

Q: What are the performance upgrades for the BMW M2 LCI (G87) compared to the previous model?

A: The BMW M2 LCI features an upgraded 3.0-litre straight-6 S58 engine that now produces 353 kW (up from 338 kW) and 600 Nm of torque (up from 550 Nm) in the automatic derivative, resulting in a 0-100 kph sprint time of 4.0 seconds.

Q: What standard equipment is included in the base price of the BMW M2 LCI in South Africa?

A: The M2 LCI arrives with a high level of standard features, including the Harman Kardon audio system, M Sport seats, M Carbon roof, and the M Driver’s Package, which increases the vehicle’s top speed to 285 kph.

Q: How has the interior technology been updated in the facelifted BMW M2?

A: The cabin now features the latest BMW Operating System 8.5 housed within the signature curved display, offering a more intuitive interface and support for over-the-air updates, though most climate and core functions are now accessed via the touchscreen.

Toyota SA Motors ‘won’t get into price wars’

A high-ranking Toyota SA Motors executive says the Japanese brand’s local division won’t get into “price wars” with rivals, adding “we are not scared of our competitors”…

  • “We don’t drop the prices on our vehicles”
  • Toyota SA is “not scared” of its competitors
  • Alliance with Suzuki has “worked very well”

Toyota South Africa Motors – which has been Mzansi’s best-selling automaker for 46 consecutive years now – says it won’t get into “price wars” with brands playing in the local entry-level vehicle market, adding it is “not scared” of its competitors.

Leon Theron, Senior Vice President of Sales & Marketing for Toyota SA Motors, made the comments during the Japanese firm’s recent State of the Motoring Industry (SOMI) 2026 event in Gauteng.

Toyota Vitz

“We’ve been very successful in the entry market and, of course, we can see the price war that’s going on in the entry market. We don’t play price wars. We don’t drop the prices on our vehicles, because that’s the wrong strategy. You simply hurt your brand; you hurt the retail value of your brand.

“I just want to put it out there – we are not scared of our competitors. We’re not. We do welcome it [competition]. We like it, because it makes us better and at the end of the day, we have to sharpen our game. That’s the role that we have to play as the leading brand in the South African context. And that’s what we’re going to be doing this year,” Theron said.

Toyota Urban Cruiser

Seemingly making reference to the recent influx of Chinese brands into South Africa’s new-vehicle market, Theron said Toyota SA Motors foresaw back in 2016 (around the time alliance discussions started with Suzuki) “what was going to come our way”.

“We’re the only OEM [original equipment manufacturer] in this country that competes in every segment of our market – from A-segment right up to premium, plus we have the [Hino] truck division. This was strategic intent to play in every single segment of the market, because we knew what was going to come to the South African market.

“To be honest, I didn’t see the scale that we’re seeing now, but we knew it was going to happen. The scale we’re seeing is automotive insanity – absolute automotive insanity. It’s coming at us so fast even we’re sitting here looking at this, saying: “what’s next?’,” he added.

Theron said Toyota SA Motors secured 20% of the so-called “small car” market in 2025, thanks largely to the Indian-sourced Starlet (16 281 units), Starlet Cross (10 439 units), Urban Cruiser (10 277 units), Vitz (9 436 units) and Rumion (5 999 units). He added “the alliance [with Suzuki] has worked very well for us” as well as for Suzuki.

In 2025, Toyota SA Motors (including Lexus and Hino sales) registered 148 122 units in South Africa, its highest total since 2007. The figure represents a 15.1% increase compared with 2024 and translates to a total market share of 24.8%. The company says it’s targeting a total of 153 000 units in 2026.

Frequently Asked Questions (FAQ) About Toyota SA’s 2026 Strategy

Q: Why is Toyota refusing to lower its prices to compete with new Chinese brands?

 

A: Toyota believes that “price wars” ultimately damage a brand’s long-term health and the resale value for existing owners. Instead of dropping prices, Toyota is banking on its massive dealer network, established reliability and “multi-pathway” strategy (offering Hybrids, Plug-in Hybrids and EVs) to retain customers who prioritise long-term peace of mind over a lower initial purchase price.

Q: How has the alliance with Suzuki benefitted Toyota in South Africa?

 

A: The alliance has been a massive volume driver. In 2025, Suzuki-sourced models like the Starlet, Starlet Cross, Urban Cruiser, Vitz and Rumion accounted for a significant portion of Toyota’s passenger car sales. This partnership allowed Toyota to capture 20% of the “small car” market quickly without having to develop its own entry-level platforms from scratch, effectively acting as a shield against affordable Chinese imports.

Q: What is Toyota’s plan for 2026 to stay ahead of the “automotive insanity” mentioned?

 

A: Toyota plans to go on a “New Energy Vehicle” offensive in 2026, launching its first fully electric models (the bZ4X and Lexus RZ) alongside more hybrids like the Land Cruiser 300 HEV and RAV4 PHEV. Additionally, the brand is seemingly exploring a return of the Daihatsu nameplate or products to further bolster its “budget” offering, ensuring they have a vehicle for every single segment of the South African market.

Related content

Toyota SA Motors hints at fresh Daihatsu plans

Toyota Corolla hatch & sedan go hybrid-only in SA

Ford won’t get into “price war” with Chinese brands

2027 Audi RS5 Revealed with 470 kW

The brand-new 2027 Audi RS5 has broken cover, introducing a 470 kW plug-in hybrid powertrain … and it will be touching down in South Africa this year!

The 2027 Audi RS5 has broken cover after a short teaser campaign, and the new-generation model introduces a number of cool things. This will be Audi Sport’s first-ever performance plug-in hybrid and the powertrain delivers big numbers.

From a 2.9-litre twin-turbocharged V6 petrol engine and a single rear motor comes peak outputs of 470 kW and 825 Nm! The 2027 Audi RS5 is claimed to bolt to 100 kph from standstill in just 3.6 seconds and there’s an 8-speed auto transmission on duty. The petrol engine output is 375 kW alone, with a 130 kW electric motor bolstering both performance and low-emission urban driving.

2027 Audi RS5 exhausts

There’s a brand-new RS suspension setup, completely new quattro drivetrain and Audi Sport has introduced electromechanical torque vectoring at the rear. Thanks to the electric setup, the Audi RS5 is claimed to have a zero-emission range of about 85 km, with the battery capacity rated at 22 kWh (net).

The new RS5 Avant and sedan are quite aggressive looking, with gaping grilles, flared wheel arches and large oval tailpipes. As is the case with every modern Audi, there are light signatures for the matrix LED headlights. Customers will have the choice of either steel or carbon-ceramic brakes.

2027 Audi RS5 cabin

Climb inside and the cabin gains a sporty theme, with bold red stitching, sports seats as well as a multitude of driving modes and configurable dynamics. There’ll be your usual motorsport telemetry like laptimes, too.

2027 Audi RS5 interior
Audi RS 5 Avant

Going the plug-in hybrid route was also going to mean some fuel economy improvements in comparison to the outgoing model, with a new claim of just 4.5 L/100 km. Once the battery has depleted, that’ll increase to around 10 L/100 km, says Audi.

When will the 2027 Audi RS5 arrive in South Africa?

2027 Audi RS5 driving
Audi RS 5 Avant

The new RS5 is scheduled to arrive in South Africa before the end of 2026. At this stage, it’s unclear whether we’ll be getting both the Avant wagon and sedan body styles, or just one. We speculate pricing will be around the R2.3-million mark…

Want to purchase a new or used Audi? Browse vehicles for sale

Read all the latest Audi news and reviews now

Mercedes-Benz (W121) 190SL: Classic Drive

We go for a drive in one of the most timeless and elegant roadsters of all time, the Mercedes-Benz 190SL.

The Outeniqua Mountains running parallel to South Africa’s South Coast block our view of the rising sun. For now, at least. We have been on this road before – with three SELs. Today, however, we are focusing on one car, and a rather significant one – the Mercedes-Benz 190SL Roadster. 

The owner is behind the wheel and working the 4-speed manual gearbox. The mountain pass is not particularly steep but, with only 78 kW on tap from the 1.9-litre engine under the ‘Benz’s elegantly styled hood, and 2 adults on board, 4th gear simply doesn’t offer the necessary torque to power us up the hill.

Wisely, he keeps the car in 3rd. As the crisp morning air barrels into the cabin, I rest my left arm on the door and begin to absorb the details of the 1959 Mercedes-Benz 190SL. 

The interior is snug but it does offer an intimate connection with the car, even from the passenger seat, and a sensation that only small cars can achieve. The solid feel of the dashboard controls is in stark contrast to the thin rimmed steering wheel and dinky gearlever, but with tidy operation, all gain your admiration. 

The back story of this Mercedes-Benz 190SL

The current owner purchased the car in 1991. He is a true Mercedes-Benz enthusiast and drives this 190SL regularly, while maintaining all of his collection to the same high standard.

For instance, this 190SL received a full respray a number of years ago. It was the first time that a respray was needed and the paint was removed down to bare metal. The suspension has also received attention, and the result is a 190SL that you can’t really fault. 

The dark red hue contrasts vividly with the grey, brown and green landscape we find ourselves in now. Fortunately, there is no need for the cream hardtop this morning, although it does transform the look of the car to a true coupé without robbing the SL of its delicate lines. 

Although a roadster’s practicality is naturally limited, this SL does offer some form of compensation. Behind the driver’s seat is a small, side-facing chair. It is only ideal for a toddler, though – at a push.

Should you wish to have a roof over your head, you had better attach the cream fixed roof before you leave home. Once the roof is fitted, the car resembles the more expensive 300SL, which made its New York Motor Show debut alongside the 190SL in February 1954.

Other highlights of this car’s interior include the colour scheme. The combination of a cream steering wheel and red dashboard and carpets is as indulgent as eating strawberries and cream at Wimbledon. The rest of the dashboard and facia are graced with a plethora of levers and switches. There are levers for operating the cabin’s hot and cold air flow for both driver and passenger.

Specifications:

  • Model: Mercedes-Benz (W121) 190SL
  • Years produced: 1955–1963
  • Engine: M121 1,9-litre, in-line 4-cylinder petrol
  • Power: 78 kW at 5 700 rpm
  • Torque: 155 Nm at 3 200 rpm 
  • Transmission: 4-speed manual, RWD
  • Weight: 1 160 kg
  • 0-100 kph: 14,5 sec (claimed)
  • Top speed: 170 kph (claimed)

There is also a pull switch for the blower, a clearance lights selector switch, and button for the main lights. Not forgetting a starting device for when the engine is warm (similar to that offered in the 300SL), and the choke. The clock still works, but needs to be manually wound up to start ticking. 

What is the Mercedes-Benz 190SL like to drive?

Finally, it is time to slip behind the steering wheel. As I found with the passenger side, the driver’s seat is cramped. But, if you like the compactness and involvement this provides, then you won’t complain – although the top of the windscreen does obscure my line of vision by a surprising amount. 

The clutch is easy to modulate, the gearlever less so because it doesn’t want to be rushed. Take your time, however, and you will quickly learn to point the gearlever in the correct direction.

The rather huge circumference of the steering wheel means it is easy to place and manoeuvre the car through the pass, as well as at parking speeds. But make no mistake, you can’t expect sports car performance from this engine. At the time of release, journalists remarked how the smaller engine (compared to the 300SL) and the heavy chassis deprived it of true sports car ability. 

Reviews at the time were quite damning, with statements by Road & Track such as, “First, this is not a sports car,” and, “For a 1.9-litre car, it is certainly not particularly light – it weighs 1 160 kg and, while that’s not bad for a very deluxe convertible coupé, it’s not light, let alone super light.”

One test figure came in at over or 1 360kg (about 200 kg above the claimed weight). Another review concurred: “This is no racing car – although it could probably be made into one if the factory were inclined to peel off a few hundred pounds in weight, close up the ratios and stiffen the springs and shocks.” 

However, it does depend on your definition of a sports car. Even though the 190SL was not known for being the lightest car at the time, it turns into corners with great enthusiasm. The steering is quite slow but very easy to master with a few miles under your belt. 

The engine revs with relative ease. As is typical of most Mercedes-Benz cars from the era, it is the dominating sound. The car’s sporty appearance owes much to the bonnet bulge, which can be seen from the upright and comfortable driver’s seat.

At an indicated 90 km/h, the engine sits at 2 700 rpm. That’s owing to the long gearing, which some testers took issue with when the car was new. But we are not chasing lap times or dicing with other cars today – the gear ratios have little negative effect on the driving experience. 

Each gearshift needs to be executed with precision. Yet, you need only two or three fingers to do so. The engine sound is deeper than I imagined it would be, especially if you consider its modest cubic capacity. Once you get into a rhythm, you realise how well judged the ride is. 

Watch: Episode 6 of the SentiMETAL video series, featuring a stunning silver 190SL

The 190SL’s double-wishbone front suspension and single joint swing-axle, with coil springs front and rear, offers a remarkably comfortable ride.

Summary

In total, 25 881 190SLs were produced. Of that number, 3 949 units were built in the year this car rolled off the production line – 1959.

That may seem like a relatively big figure but they are much more scarce now.

While the 190SL will always remain in the shadow of the 300SL Gullwing, Mercedes-Benz hit the nail on the head with this car. Its lines are timelessly elegant, with flair not too far removed from the iconic 300SL. The performance lacks the visceral sparkle of a true sports car, but that seems to matter little to classic car buyers today. 

“It comes near to being the ideal car for going to and coming from races,” said another review at the time. I think that captures the essence of the 190SL perfectly. And so does Mercedes-Benz’s very own, original 190SL brochure: “The car for sporty driving and enjoyable travelling.”

IMAGES: Charles Russell