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”…

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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.

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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. 

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BAIC B30e (2026) Review

The BAIC B30 has arrived in South Africa as a locally assembled contender in the rapidly growing lifestyle-SUV segment. While BAIC might not yet be a household name, the brand has been building momentum with its X55 and now looks to double down with a vehicle that blends rugged styling with a sophisticated hybrid powertrain.

We like: BAIC B30e offers impressive power and torque from the hybrid system, exceptionally comfortable and soft ride quality, clever lifestyle features like the picnic table and flat-folding seats.

We don’t like: Lack of Android Auto, infotainment menus can be slightly clunky, steering feels vague and slow at times.

FAST FACTS

  • Model: BAIC B30e 1.5T HEV Premium Adventure AWD
  • Price: R689 900
  • Engine: 1.5-litre 4-cylinder turbocharged petrol + electric motors
  • Transmission: Automatic
  • Power/Torque: 301 kW/685 Nm 
  • 0-100 kph: 7.0 seconds (claimed)
  • Claimed consumption: 6.5 L/100 km
  • Luggage capacity: up to 1 496 L

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Where does the BAIC B30 fit in?

Sold internationally as the BJ30, the B30 sits in a sweet spot for those who want the presence of an off-roader without the heavy fuel consumption typically associated with ladder-frame 4x4s. As we discovered during our test, it is a vehicle full of surprises, from its punchy performance to its clever interior party tricks.

Read more: How well did Omoda C7 and BAIC B30 sell in launch month?

Rugged styling & Mercedes-Benz roots

The first thing that strikes you about the B30 is its bold, boxy design. It looks every bit the modern adventurer thanks to high-profile tyres and generous ground clearance that hint at its capability beyond the tarmac.

Credit is due, this is one of the more interesting-looking offerings.

Interestingly, BAIC’s joint venture with Mercedes-Benz in China means that some of the interior components, such as the indicator and wiper stalks, are lifted directly from the German manufacturer’s parts bin.

The shape of this fob is familiar!

The cabin follows the modern Chinese trend of being dominated by a large, landscape-oriented touchscreen. The perceived build quality feels impressive and the materials are pleasantly plush for a vehicle at this price point.

A large landscape infotainment screen controls everything.

While it currently lacks Android Auto, it does offer Apple CarPlay and a variety of unique features. These include a customisable “welcome ceremony” light show and even a snack hook hidden behind the sun visor.

BAIC B30e: 300 kW hybrid punch

The BAIC B30e (the hybrid variant) features a complex but effective powertrain. A 1.5-litre turbocharged petrol engine is paired with two electric motors – 1 on each axle – creating an all-wheel-drive system without the need for a traditional mechanical linkage. Together, they produce a staggering 301 kW and over 680 Nm of torque.

Read more: BAIC B30 (2025) Specs & Price

The hybrid introduces all-wheel drive plus punchy and efficient performance.

On the road, this power translates into effortless overtaking and a “zippy” feel in urban environments. While its real-world 0-100 kph time sits in the unimpressive 7.0-second range, it is nonetheless one of the quickest vehicles in its class. Crucially, the hybrid system helps keep fuel consumption respectable, averaging around 7.3 L/100 km during our spirited test drive.

Our testing data highlighted just how complex and clever this hybrid system is. Featuring not one but two electric motors, acceleration was reasonably brisk with 0-100 kph dispatched in 7.56 seconds. It even featured launch control, humourously dubbed “Ejection mode.” Thankfully, no seats were jettisoned!

A lifestyle-focused cockpit

The aviation-style gear selector is a neat touch.

Practicality is a major drawcard for the B30. The rear cabin offers massive amounts of legroom, thanks to a wheelbase of over 2 800 mm. The rear seats can even be folded completely flat, transforming the interior into a sleeping area suitable for camping trips.

The highlight of the B30’s cabin.

The boot area is where the B30 truly leans into its “way of life” marketing. Not only is the tailgate automated, but the parcel shelf is designed to be removed and used as a sturdy picnic table. There is also a built-in power socket linked to the car’s battery, allowing you to charge devices or run small appliances while out in the wild.

Ride & Handling

Offroad talents require plump rubber.

BAIC has opted for a comfort-oriented suspension setup. The B30 offers a soft ride that excels at soaking up road imperfections and corrugated gravel tracks. While this does mean there is body roll in the corners and the steering is vague, it suits the relaxed, cruising nature of a family SUV.

For those curious about its off-road talent, the all-wheel-drive system and 215 mm of ground clearance are more than enough for most technical gravel roads and sandy tracks. It may not be a hardcore rock-crawler like a GWM Tank 300, but it handles the basics with confidence.

Verdict

The sub-R800k SUV market has been swamped with new arrivals.

The BAIC B30e is an underrated entrant in the lifestyle-SUV market. It offers a unique combination of high-tech hybrid power, local assembly, and genuine practicality that its rivals struggle to match at this price point.

Backed by a 7-year/200 000 km warranty and a comprehensive service plan, it presents a compelling case for the adventurous South African family.

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

All the latest BAIC news and reviews

Frequently Asked Questions (FAQ)

Q: What are the performance specifications of the BAIC B30e hybrid powertrain?

A: The BAIC B30e features a 1.5-litre turbocharged petrol engine paired with two electric motors, delivering a combined output of 301 kW and 685 Nm of torque, sent to all four wheels via an automatic transmission.

Q: What unique lifestyle features does the BAIC B30 offer for outdoor enthusiasts?

A: The B30 includes several “party tricks” for adventurers, such as rear seats that fold completely flat to create a sleeping area, a parcel shelf that doubles as a sturdy picnic table, and a built-in power socket for charging devices.

Q: What kind of warranty and after-sales support comes with the locally assembled BAIC B30?

A: The BAIC B30 is backed by an extensive 7-year/200 000 km warranty and a comprehensive service plan, providing significant peace of mind for South African buyers.

Toyota SA rolls out new LC79 DC derivative

Toyota SA Motors has added a new derivative to its Land Cruiser 79 double-cab range, now offering the 2.8GD-6 engine in conjunction with a 5-speed manual gearbox…

  • Toyota’s 4-pot LC79 DC now available with 5MT
  • New derivative positioned R30 400 below 6AT
  • 2.8GD-6 unit generates 450 Nm in manual guise

Back in February 2024, Toyota South Africa Motors launched the updated Land Cruiser 70 Series, handing the evergreen model the familiar 2.8 GD-6 engine and a 6-speed automatic gearbox. In December of that year, the Land Cruiser 79 2.8 GD-6 single cab derivative became available in manual form – and now that treatment has been extended to the double-cab body style, too.

Yes, thanks to a friendly heads-up from the sharp-eyed folks over at duoporta.com, we know the Toyota Land Cruiser 79 range – which lost the venerable 4.5D-4D V8 turbodiesel engine in August 2025 – has now gained a new 2.8GD-6 DC 5MT derivative, priced from R1 078 000. That sees it positioned R30 400 below the 2-pedal version as the 2nd priciest Land Cruiser 79 variant yet.

As a reminder, the 2.8-litre, 4-cylinder turbodiesel motor generates 150 kW in Land Cruiser 70 Series guise. However, when specified with the 5-speed manual cog-swapper, maximum torque falls to 450 Nm (from the auto version’s 500 Nm). Moreover, this peak twisting force is on tap over a narrower rev range: between 2 400 and 3 000 rpm in the case of the manual compared to bookends of 1 600 and 2 800 rpm for the auto.

In addition to this 2.8GD-6 powertrain – which is, of course, familiar from the likes of the Hilux, Fortuner and Land Cruiser Prado line-ups – the Land Cruiser 79 range still features a naturally aspirated 4.0-litre V6 petrol unit (170 kW/360 Nm) and a long-in-the-tooth 4.2-litre straight-6 diesel motor (96 kW/285 Nm).

Interestingly, while a service plan was previously optional for the Land Cruiser 70 Series, Toyota SA Motors recently added a 9-service/90 000 km service plan as standard (with 4.2D derivatives featuring an 18-service/90 000 km arrangement thanks to their 5 000 km service intervals).

What does the Toyota Land Cruiser 79 cost in SA?

SINGLE-CAB DERIVATIVEPRICE
Toyota Land Cruiser 79 4.0 V6 SC 5MTR840 900
Toyota Land Cruiser 79 4.2D SC 5MTR910 600
Toyota Land Cruiser 79 2.8GD-6 SC 5MTR974 300
Toyota Land Cruiser 79 2.8GD-6 SC 6ATR1 007 600
DOUBLE-CAB DERIVATIVEPRICE
Toyota Land Cruiser 79 4.0 V6 DC 5MTR949 800
Toyota Land Cruiser 79 4.2D DC 5MTR1 011 500
Toyota Land Cruiser 79 2.8GD-6 DC 5MTR1 078 000
Toyota Land Cruiser 79 2.8GD-6 DC 6ATR1 108 400

The prices above include Toyota’s 3-year/100 000 km warranty and a newly added 9-service/90 000 km service plan (with 4.2D derivatives featuring an 18-service/90 000 km arrangement thanks to their 5 000 km service intervals).

Frequently Asked Questions (FAQ) About the New Land Cruiser 79 2.8GD-6 Manual

Q: How does the power and torque of the manual 2.8GD-6 compare to the automatic?

 

A: While both versions produce 150 kW, the manual derivative sees a drop in torque to 450 Nm, compared to the 500 Nm found in the automatic. This peak torque is also available over a narrower range (2 400 to 3 000 rpm), whereas the automatic provides its full 500 Nm from as low as 1 600 rpm up to 2 800 rpm.

Q: Is there a significant price difference between the manual and automatic double-cab?

 

A: The new Land Cruiser 79 2.8GD-6 double-cab manual is priced at R1 078 000, which makes it R30 400 more affordable than the 6-speed automatic flagship (R1 108 400).

Q: Does the Land Cruiser 79 come with a standard service plan?

 

A: Yes, the Land Cruiser 79 now comes standard with a 9-service/90 000 km service plan.

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Why crossovers are replacing sedans in SA

Most new family cars are crossovers. They used to be sedans. That body configuration change matters more than you think.

If you were a kid in the 1980s or 1990s and privileged enough to be taken in a private vehicle to school, your lift club car was a sedan. Lockable metal boot, where all the school suitcases and sports backpacks went, and one of many legendary nameplates on the back: Camry, Corolla, Cressida, Jetta, Passat, Maxima, Sentra. You get the idea.

But today, none of those brands really market a mid-size sedan anymore. Even the aspirational German compact sedans that defined the market for mid-sized four-door luxury cars for decades are now a niche. Here we include Audi’s A4/5, the BMW 3 Series and the Mercedes-Benz C-Class. Ironically, these models are now real head-turners, yet they sell in such low numbers.

Crossovers have replaced or displaced traditional sedans in the South African market in a dramatic market change. If you want to understand the development history of crossovers and SUV, we cover that here.

How did South African car buyers move away from sedans? Or have they been lured to crossovers for curious reasons? That’s an excellent question. And, as with many issues in the car industry, it’s a question of fashion, not function.

Crossovers are about aspiration & image

Suzuki’s crossover SUVs are very popular, but are they smarter to own than a sedan?

South Africans were very loyal to sedans, but also had exposure to large SUVs and double-cab bakkies before those 2 categories became globally trending. Why is that important? It meant that South African new-car buyers understood that there were real applications for a bodystyle beyond the sedan. These included adventure road trips, on rural dirt roads, where an SUV and a double-cab bakkie were far superior to a sedan.

Car company product planners realised that not everyone who aspired to an adventure road-trip lifestyle could afford a double-cab bakkie or a rugged, large SUV. Or have space to park one. However, parking is much less of an issue in South Africa than in Europe or large American urban centres.

The solution, between aspiration and product reality, was to create vehicles that looked like they could undertake an adventure journey despite not having the mechanical hardware you’d need: all-wheel drive, lockable differentials, or wheel-well room for large-volume tyres. Those vehicles were crossovers and they rapidly lured South Africans away from the proven practicality of sedans.

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

The driving-position fallacy

Does this Corolla Cross driving position really offer much better visibility than a Corolla sedan? No, not really…

The irony of the crossover models that replaced some of South Africa’s most popular family sedans in the Toyota, Nissan, and VW product lines was that they weren’t really capable of doing much more than a sedan. Especially in South African conditions, where an adventure road trip would include severely corrugated Karoo roads, the kind of roads that families in the 1980s and 1990s had regularly travelled slowly in sedans.

Compact and mid-size crossovers are evolutions of hatchbacks. They don’t give much more all-terrain driving ability. But they look like they do, and that’s all that matter to South African buyers.

A marginal advantage of crossovers, which has been wildly inflated in its importance, is the slightly elevated driving position. As vehicle crash regulations have required engineers to create oversized A-pillars to prevent roof crush during rollover accidents, visibility has decreased as A-pillars have grown bigger.

Most drivers feel they can “see” more if they are seated slightly higher, but they’re still staring at the same size A-pillars in their corner view. It’s a bit of a fallacy to imagine crossovers have better visibility. Why? Because crossovers have only slightly larger wheels than comparable sedans, giving them a few millimetres more ground clearance and a very slightly elevated driving position.

That idea of a crossover having a higher, better driving position and visibility doesn’t make the real-world difference people assume it should. Why? Because the A-pillars aren’t smaller than those in a sedan, and that’s what blocks most of your front corner awareness.

Crossovers can’t do everything sedans can

When you close that metal boot, it’s a lot more theft-proof than a crossover’s tailgate.

Compact and mid-size crossovers now outsell sedans by an enormous margin in South Africa.

For some brands that had popular sedan lineups, like Hyundai (remember the Elantra?), they have now become crossover brands. It’s the same for VW, which marketed some of South Africa’s most revered sedans like the Jumbo Jetta with its legendary boot size. Today, VW’s compact and mid-size product portfolio is essentially all-crossover.

But have South African family car buyers who have embraced the crossover really received a better deal than they would have with sedans? When you do the deep technical and engineering analysis, the answers are interesting.

Sedans are much better than crossovers at solving one of South African car owners’ most intractable issues: luggage compartment intrusion and theft. Crossovers have a tailgate and its glass panel is easily broken, allowing access to valuables stored under that parcel shelf. Sedans? They have a lockable steel boot structure that’s much harder to break through to get at laptops or anything else you’ve locked in the back.

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

Sedans are better in hot weather

Without wasting efficiency to cool that volume area above the parcel shelf and rear roof liner, a sedan’s cabin is more climate-control effective.

South Africa is a warm-weather automotive market. The summers are long and temperatures are routinely extreme. South African drivers know this and appreciate in-car thermal regulation and cooling.

Guess what? Sedans are much better at cooling and heating their cabins and passengers than crossovers. Why? Because the cabin space, regarding legroom and headroom, might be similar between a crossover and sedan, but the sedan doesn’t have that open rear space above the parcel shelf and tailgate. That’s volume that also needs to be cooled, but for absolutely no reason. Sedans use their air-conditioning much more effectively and efficiently than a similarly sized crossover.

Another engineering feature where sedans are superior to crossovers for South African families? Road noise. Crossovers have rear-wheel wells that are part of the cabin and that means all that rear tyre road noise and resonance transfer into the cabin, increasing overall noise levels. With a sedan? The wheel wells and arches extend into the boot area, where the noise they generate is contained and doesn’t bother anyone.

Crossovers might look cool, but in real-world driving conditions, sedans are often better for South African families. It is both ironic and sad that marketing momentum and product planning have lured South African buyers away from dependable sedans towards crossovers. But you can’t blame the car companies because buyers have bought into the dream that crossovers are adventure vehicles.

See more: Family sedans under R300k

Chery Tiggo Cross LiT (2026) Price & Specs

Chery South Africa looks set to introduce the new Tiggo Cross LiT as the revised entry point to its crossover range. Is the popular Tiggo 4 Pro on the way out?

  • Fresh Tiggo Cross LiT variants set to launch
  • Is this the end of the line for the Tiggo 4 Pro?
  • 1.5-litre NA powertrain likely to carry over

Chery South Africa is poised to introduce new Tiggo Cross LiT derivatives, which will seemingly replace the Chinese firm’s Tiggo 4 Pro LiT variants as the entry point to its broader range.

As a reminder, though the Tiggo Cross has been positioned above the older Tiggo 4 Pro since its arrival in South Africa back in November 2024, it has outright replaced the latter (effectively as a facelifted version) in many other markets around the world. And now it seems the Tiggo 4 Pro’s time in Mzansi could be running out, too.

From what we understand, the new Tiggo Cross 1.5 LiT 5MT will be priced at R279 900, effectively dropping the Tiggo Cross line-up’s starting price by R80 000. That also makes this entry-level derivative R10 000 more expensive than the Tiggo 4 Pro 1.5 LiT 5MT it will seemingly supplant. We expect the latter’s powertrain to carry over, meaning the new LiT-badged Tiggo Cross will offer 83 kW and 138 Nm from a naturally aspirated 1.5-litre, 4-cylinder petrol engine.

Meanwhile, the likewise front-wheel-drive Tiggo Cross 1.5 LiT CVT looks set to be priced at R309 900, again R10 000 more than the Tiggo 4 Pro derivative it will apparently replace. As the name suggests, this also atmospheric variant comes with a continuously variable transmission (CVT) rather than a 5-speed manual gearbox.

Though not yet confirmed, the Tiggo 4 Pro 1.5T Elite 7DCT (R384 900) may well also fall away, considering the existing Tiggo Cross 1.5T Comfort 6DCT is similarly priced at R399 900. Such a move would, of course, seemingly signal the end of the line for the highly popular Tiggo 4 Pro, which spearheaded Chery’s return to South Africa back in 2021.

While we don’t yet have an official specification sheet, it’s our understanding the Tiggo Cross LiT will feature several upgrades over the Tiggo 4 Pro LiT, gaining items like LED headlamps, full-width LED taillamps, additional airbags, faux-leather upholstery (rather than cloth), cruise control, voice control, a reverse-view camera, dual 10.25-inch displays and wireless Apple CarPlay/Android Auto.

The CVT derivative will furthermore score a driver’s footrest. We expect the following 5 exterior paint colours to be available locally: Khaki White, Carbon Black, Gradient Silver, Bloodstone Red and Phantom Grey.

The rest of the Tiggo Cross portfolio will likely carry on unchanged, with the celebratory “Million Edition” still priced at R359 900 and the Tiggo Cross 1.5T Elite 6DCT still available for R449 900. These derivatives are powered by a turbocharged 1.5-litre petrol motor generating 108 kW and 210 Nm. The Chinese firm also offers a pair of traditional hybrid derivatives in the form of the Tiggo Cross 1.5 CSH HEV Comfort (R439 900) and the range-topping Tiggo Cross 1.5 CSH HEV Elite (R469 900).

What does the Chery Tiggo Cross LiT cost in SA?

DERIVATIVEPRICE
Chery Tiggo Cross 1.5 LiT 5MTR279 900
Chery Tiggo Cross 1.5 LiT CVTR309 900
Chery Tiggo Cross 1.5T ME 6DCTR359 900
Chery Tiggo Cross 1.5T Comfort 6DCTR399 900
Chery Tiggo Cross 1.5 CSH HEV ComfortR439 900
Chery Tiggo Cross 1.5T Elite 6DCTR449 900
Chery Tiggo Cross 1.5 CSH HEV EliteR469 900

The prices above include Chery’s 5-year/150 000 km warranty (as well as a 10-year/1-million km engine warranty for ICE derivatives and a 10-year/unlimited mileage battery warranty for HEV variants, both limited to the 1st owner). While the turbocharged and hybrid variants come with a 5-year/60 000 km service plan, details for the new LiT derivatives are not yet clear.

Find a Tiggo 4 Pro or Tiggo Cross on Cars.co.za!

Frequently Asked Questions (FAQ) About the New Chery Tiggo Cross LiT

Q: Is Chery discontinuing the Tiggo 4 Pro in South Africa?

 

A: While not yet officially confirmed as a total phase-out, the introduction of the Tiggo Cross LiT at a R279 900 starting price strongly suggests it will replace the Tiggo 4 Pro as the entry point to the brand. The Tiggo Cross has already replaced the Tiggo 4 in several international markets, and the local line-up appears to now be aligning with that global strategy.

Q: How does the Tiggo Cross LiT compare to the Tiggo 4 Pro LiT it replaces?

 

A: The Tiggo Cross LiT is R10 000 more expensive than its predecessor, but it offers a more modern design and significant equipment upgrades. These include LED headlamps, full-width LED taillamps, additional airbags and dual 10.25-inch digital displays with wireless smartphone integration.

Q: What engine and transmission options are available for the new LiT models?

 

A: The LiT derivatives carry over the familiar 1.5-litre naturally aspirated petrol engine, producing 83 kW and 138 Nm. Buyers can choose between a 5-speed manual gearbox (R279 900) or a continuously variable transmission (CVT) for R309 900. If you need more power, you would need to look further up the range at the 1.5T turbocharged or 1.5 CSH hybrid variants.

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