Veteran motoring journalist Calvin Fisher drives the plug-in hybrid and turbodiesel variants of the 2025 Range Rover Sport on a scenic journey from Cape Town to the Winelands – and back. Will he prefer the electrified turbopetrol P460e or the D350?
Saturday mornings in Cape Town are typically reserved for late starts – indulgent breakfasts, nature walks or leisurely pedals into our ample forests.
Not today, not when I have access to a pair of boisterous Range Rover Sports at my disposal: a P460e Dynamic HSE with its 3.0-litre inline-6 turbopetrol engine augmented with a plug-in hybrid powertrain and a fervent D350 Autobiography, powered by JLR’s Ingenium 3.0-litre inline-6 twin-turbodiesel motor.
Whereas the petrol-electric obelisk produces 338 kW and 550 Nm, the turbodiesel monolith churns out a comparatively modest 258 kW, but thanks to its wall of torque (700 Nm), it’s no slouch. Neither are.
And since I have the keys to both, it’s time to choose which one of the variants I’d live with. There was once a time when you could make a compelling argument for a Range Rover as the idyllic 1-car garage. That’s to say that if you only had room for 1 vehicle, few could rival it for space, pace and grace.
The Range Rover Sport has since taken over that mantle since it’s quicker, is hardly short of occupant space and is monumental to behold, even in traffic bristling with attractive machinery of similar stature.
In fact, I’d argue that the only ground the Range Rover Sport has lost over the decades is, well, “novelty”, because so many rivals have come to market: from the burly Teutons (such as the Audi Q7/Q8, BMW X5/X6, Mercedes-Benz GLE/GLE Coupe and the Porsche Cayenne/Cayenne coupe), to the newly minted offerings from fledgeling Chinese manufacturers that look the part, albeit chintzier and at half the scale.
Yet, settled into my plush drivers’ pew amid a technology-laden cabin, surfaced in premium textures and finishes, it’s hard not to defend this, the progenitor, well pedigreed and substantial as it is.
This is proper, this is genesis. I’ve opted for the P460e Dynamic HSE for my debut, gliding out of the estate’s parking lot entirely silently, thanks to its plug-in hybrid powertrain with a 48V electrical system.
Sink your right foot into the carpet, however, and the P460e Dynamic HSE has no trouble swelling with intent. Do this too gratuitously and you’ll seriously stunt the P460e’s claimed pure-electric range of 122 km, which can be brought back up to 80% in under an hour (if you have access to a rapid DC charger).
Which our destination in Stellenbosch has – allowing me to enjoy the coastal cruise without fussing with range anxiety. After navigating the beach-lined avenues and diving into the CBD and back out again, the level of performance here was admirable, but I was missing a soundtrack.
So I dialed the P460e Dynamic HSE into one of the more aggressive petrol-swilling modes and continued the trip to our destination with a guttural inline-6 turbopetrol motor barking at me. There, better.
The city once again gave way to sweeping bends as we entered the Winelands, replete with mountain passes and farm roads where I could get a better feel for the helm. In a word, flavourful.
In another, responsive. But also, it was well-weighted. The Range Rover Sport is a 2-tonne-plus SUV with a considerable footprint, but engineers didn’t try to overcompensate for that by making the steering feel overly light, allowing you to truly get to grips with the handling (soft on the straights, firm on the twisties).
Acceleration is copious, and generally, the P460e Dynamic HSE variant of the Range Rover Sport is a driver’s delight to operate. The passengers are hardly struggling either, as the cabin is awash with modcons and safety features, as well as a host of connectivity and charging points.
As we pulled into our overnight stop, my copilot was rested while I felt recharged; P460e Dynamic HSE may have benefitted from access to a rapid DC port, but I didn’t need one. The next day, we would repeat the adventure in reverse, but moving from the PHEV into the diesel-burning D350 Autobiography.
I won’t tease you – I loved the D350 at once. The turbodiesel variant is by no means emphatically the better car, but we gelled almost immediately. I appreciated the tractable and linear way it would deliver its full wad of 700 Nm, and whoever claimed that a diesel engine sounds agricultural should be forced to sit behind the exhaust pipe of an Ingenium-engined D350 derivative until they come to their senses.
It’s a primal “climbs up your spine” affair, especially when you’re leaning on the throttle. On that note – in the D350 Autobiography, zero to 100 kph can be conquered in 5.8 sec and it will max out at 234 kph.
You can compare that to the PHEV variant which accomplishes similar stats (0-100 kph in a claimed 5.5 sec before topping out at 225 kph). What followed was another 130 km trip across the Cape with a smile grafted firmly across my face. The D350 Autobiography is the one I’d have – no question about it.
Want a performance vehicle with space for the family? We take a closer look at the short-lived Volkswagen Tiguan R (based on the 2nd iteration of the Wolfsburg-based brand’s family car) and determine whether it’s a good proposition as a used buy…
When the wraps finally came off the Volkswagen Tiguan R in mid-2020, fast SUVs were hardly a novel concept. In fact, to many motoring enthusiasts, it was downright mind-boggling that the German auto giant had taken so long to roll out a spicier version of its exceedingly strong-selling family SUV.
So, the Wolfsburg-based brand was a little late to the performance-SUV game; the Tiguan had been around for some 13 years at that point! Well, tardy or not, Volkswagen R GmbH’s chosen formula was entirely familiar: drop the ubiquitous EA888 motor into the engine bay and direct drive to all 4 corners.
VW’s flagship Tiguan R featured relatively subtle exterior revisions.
The concomitant exterior makeover was similarly predictable, with VW’s designers taking a relatively restrained approach. Indeed, the flagship Tiguan derivative was visually set apart from its lesser siblings by little more than sportier bumpers, a gloss-black rear diffuser, quad tailpipes, subtle blue brake callipers, a matte-chrome finish for the side-mirror caps and 20-inch “Misano” alloy wheels.
Still, we suspect a large contingent of VW fans greatly appreciated the Tiguan R’s somewhat under-the-radar styling, which was emphasised when the variant was specified in white rather than the more head-turning “Lapiz Blue” hue seen here (a total of 6 exterior colours were available locally).
Quad tailpipes hinted at the performance on offer.
As an aside, the Tiguan R wasn’t the first VW-badged SUV to be handed the full-fat “R” treatment, with that honour instead going to the mighty Touareg R50. The latter model launched in Mzansi late in 2008, powered by a brawny 5.0-litre V10 turbodiesel engine that churned out a whopping 850 Nm.
In addition, the T-Roc R was revealed a little over a year before the Tiguan R, although it never made it to South Africa – despite being very much “under consideration”. Like the Golf R, Arteon R (another not-for-SA model) and indeed Tiguan R, the hottest T-Roc employed VW’s familiar 2.0-litre, 4-cylinder TSI motor.
Volkswagen Tiguan R in South Africa
SA fans waited long for the Tiguan R to arrive.
The Tiguan R was revealed in July 2020 alongside the facelifted 2nd-gen Tiguan range. Though the R-badged variant’s local launch was initially pencilled in for late in 2021, it ended up hitting the market in Mzansi only in October 2022 (we have a certain global pandemic to thank for that), priced at R999 900:
Tiguan R 2.0TSI DSG 4Motion (235 kW/400 Nm)
In SA-spec form, the Tiguan R’s 2.0-litre, 4-cylinder turbopetrol engine sent 235 kW and 400 Nm to all 4 wheels via VW’s 7-speed dual-clutch (DQ500) transmission. The Wolfsburg-based brand claimed the flagship Tiguan could sprint from zero to 100 kph in 5.1 seconds and achieve a top speed of 250 kph.
The Tiguan R had officially disappeared from local price lists by August 2024.
Little changed (other than the price) over the next couple of years. However, in March 2024, Cars.co.za noticed that the Tiguan R was no longer listed on the brand’s local configurator. Soon thereafter, VW Group Africa confirmed to us that its stock would last “until run-out in the 2nd half of 2024”.
The last base price we saw for this flagship derivative before it disappeared from the configurator was R1 080 200. By August 2024, the variant had been officially discontinued in Mzansi, meaning it was on the market for a shade under 2 years. From what we understand, fewer than 450 units were sold in SA.
What are the VW Tiguan R’s strengths?
Plenty of oomph from the familiar EA888 motor.
Easily accessible performance: The Tiguan R’s familiar 4-cylinder turbopetrol motor was a highly tractable thing, with peak twisting force on tap from 2 100- all the way to 5 350 rpm. It thus boasted plenty of in-gear shove. Coupled with a fast-shifting transmission (complete with paddle shifters) and lofty levels of grip, this surefooted performance SUV was an absolute cinch to drive quickly.
In fact, with launch control activated and “Race” mode selected, we managed to hustle the 1 600+ kg SUV from standstill to 100 kph in an impressive 5.0 sec, a 10th quicker than claimed. Furthermore, we saw the quarter mile dispatched in only 13.19 sec. Read our 2022 Volkswagen Tiguan R review.
Off-road mode would likely be seldom used.
For the record, the Tiguan R did not use a Haldex all-wheel-drive design, but rather what VW termed a then-new “4Motion with R-Performance Torque Vectoring” setup. The presence of a torque-vectoring rear differential with 2 multiplate clutches meant oomph was distributed not only between the front and rear axles, but also variably between the left and right rear wheels.
Interestingly, the SA-market Tiguan R was slightly detuned, losing 20 Nm compared with the (420 Nm) Euro-spec model. As a result, our version was said to be 2-tenths of a second slower to 100 kph.
Plenty of luggage space on offer (UK-spec model pictured).
More practical than a hot hatch: The flagship R retained virtually everything that made the 2nd-gen Tiguan such a compelling family vehicle – just with added performance. In short, it was more practical than a typical hot hatch, both in terms of its interior space and its modicum of extra ride height.
The Tiguan’s load bay – with a claimed capacity of 615 litres and a height-adjustable floor – was more capacious than most in the segment (with 1 655 litres of utility space available if you fold the split rear bench). What’s more, the rear occupant space was generous (the back seats could slide fore and aft).
A 9.2-inch touchscreen was standard.
Decent standard spec: In South Africa, the Tiguan R came relatively well specified as standard, shipping with features such as a tilt-and-slide panoramic roof, Nappa leather upholstery, the 9.2-inch “Discover Pro” infotainment system, built-in satellite navigation, a digital instrument cluster, keyless entry, parking sensors (front and rear), an electrically operated tailgate and the “Lights and Vision” package.
Other standard items included electrically adjustable (and heated) front seats, a heated steering wheel, automatic LED matrix headlamps, cruise control, 3-zone climate control, 30-colour ambient lighting and tyre-pressure monitoring. VW’s dynamic chassis control (DCC) system was also included in the price.
An Akrapovič exhaust system was available as an option.
That said, VW did offer several options, from uprated “IQ.Light” LED matrix headlights, an Akrapovič exhaust system (a box that was well worth ticking, if you ask us) and 21-inch “Estoril” alloy wheels to a head-up display, inductive smartphone charging, a Harman Kardon audio system, adaptive cruise control, an R-specific “Black Style” package, a trailer hitch and a reverse-view camera (we can’t help but feel the latter should’ve been standard, however).
What are the VW Tiguan R’s weaknesses?
Tellingly, VW has since scrapped these divisive touch controls.
Fiddly “touch” controls: Though the Tiguan R’s cabin was as an eminently upmarket space, the leather-trimmed ‘wheel was unfortunately saddled with VW’s decidedly fiddly “touch” controls. At the time, VW described these as a “highlight” of the broader Tiguan range, but we’d argue they were anything but.
In practice, the touch-sensitive controls on the tiller – which were designed to respond to both deliberate pushes and light swiping actions – were frustratingly imprecise to use, particularly when the vehicle was in motion. Drivers even sometimes found themselves unwittingly activating some or other function (unintentionally heating the steering wheel, for example).
Touch controls featured on the right and left spokes of the tiller.
VW likewise digitalised the climate-control functions in the facelifted Tiguan and Tiguan R by means of what it called “touch sliders” and “touch buttons” (rather than rotary knobs and standard buttons), which were equally awkward to use on the move. While a similar design has since been employed in the 3rd-gen Tiguan, it’s telling that VW reverted to physical buttons on the steering wheel for the newer model.
Firm ride quality: Like most stiffly-sprung performance vehicles, the Volkswagen Tiguan R demands some compromises in terms of its ride quality. Large alloy wheels, low-profile tyres (255/40 R20 in standard form and 255/35 R21 with the optional rims selected) and a suspension dropped by 10 mm conspired to add a degree of brittleness to the ride. That said, this was mitigated by the fact VW included adaptive dampers as standard, which certainly took the edge off in the comfiest of settings.
The large alloys were wrapped in low-profile rubber.
No spare wheel: Whereas every other facelifted 2nd-gen Tiguan variant came equipped with a space-saving spare wheel, the R flagship had to make do with a tyre-repair kit. This so-called “tyre mobility set” comprised a 12V compressor and tyre sealant, arguably not ideal for South Africa’s pothole-ridden roads.
As an aside, it’s difficult to comment definitively on the Tiguan R’s reliability in a local context since so few examples made it to local roads (and because this model hasn’t been around for all that long). Still, we could perhaps look to other applications of the ubiquitous EA888 motor for general clues on this engine’s dependability.
How much is a used VW Tiguan R in South Africa?
Tiguan R units are few and far between on the used market.
The Tiguan R came with a 3-year/120 000 km warranty, a 5-year/100 000 km maintenance plan (as opposed to the 5-year/90 000 km service plan of the standard variants) and a 12-year anti-corrosion warranty. Service intervals were set at 15 000 km.
At the time of writing, just 8 units of the Tiguan R were listed on Cars.co.za. Asking prices ran from R879 499 for a 2022 example to R999 990 for a model from the same year, though the latter had far fewer kilometres on its clock.
A digital instrument cluster was standard.
Interestingly, only the 2022 and 2023 model years were represented in this small group; mileages varied from a low of 3 000 km to a high of 43 000 km. Available colours included white, blue and black.
Considering very few examples of the Tiguan R were sold in South Africa, it’s perhaps not surprising this model appears to have retained its value very well. After all, demand outstripped supply on the new-vehicle market, a phenomenon that is now mirrored in the used space.
Should I buy a Tiguan R or a Golf 8 R?
So, Golf R or Tiguan R?
While the Tiguan R and the Golf 8 R shared a potent powertrain, they were distinct in several ways. And that meant they may well have appealed to different sorts of buyers. So, which 1 should you consider?
Well, here’s how we would summarise the differences between the Rs: the Tiguan R offered more practicality and was better suited to general family duties (with the bonus of a braked towing capacity of 2 200 kg), while the Golf 8 R – though still relatively versatile – was more of an enthusiast’s choice.
There’s no denying the Golf 8 R was more exciting to drive quickly.
Yes, thanks largely to its lower centre of gravity (and the fact that it wasn’t quite as heavy as its family car sibling), the Golf 8 R made palpably fewer compromises in the performance department – which, in turn, rendered it not only quicker but also more exciting to drive quickly.
Another consideration, of course, is the fact the Golf 8 R is in far greater supply on the used market today, with nearly 6 times more on sale at the time of writing. That means it should be both easier to find a suitable example in the used space as well as potentially more affordable to buy it.
Is the VW Tiguan R a worthwhile used purchase?
The Tiguan R had surprisingly few direct rivals in SA.
Interestingly, though the Tiguan R joined a local market featuring numerous performance SUVs, hardly any were considered direct rivals. The 294 kW Audi RSQ3, for instance, offered substantially more power from its sonorous 5-cylinder engine, while Porsche’s Macan and Macan S were both likewise pricier.
The H247-gen Mercedes-AMG GLA35 (225 kW) never made it to South African shores, while the U11-series BMW X1 M35i (233 kW) arrived only in September 2024. Though the F39-gen BMW X2 M35i (225 kW) was on the market alongside the Tiguan R (and similarly priced), it was also far smaller/less practical.
The hottest version of the 2nd-gen Tiguan was around for only a short time.
The Hyundai Kona N, too, was a significantly more compact offering and effectively played in a segment below the VW, offering less power at a far lower price. So, in South Africa at least, the Tiguan R didn’t face much in the way of direct competition, but perhaps that mattered little considering its short stay.
Either way, we’ve no doubt VW Group Africa would’ve sold plenty more examples of this rapid SUV had supply to Mzansi been healthier. This was, after all, an excellent all-rounder, adding a properly zesty powertrain to a package already lauded for its overall competency.
A family vehicle with plenty of punch.
Viewed in this light, the Volkswagen Tiguan R made heaps of sense as a lively family vehicle. Sure, it wasn’t the last word in performance (particularly when juxtaposed with its more agile Golf 8 R sibling), but we should keep in mind that a hot medium SUV is by definition compromised. Moreover, the R-badged Tiguan’s duality was arguably at the very centre of its appeal.
So, we certainly wouldn’t blame you if the Volkswagen Tiguan R tickled your automotive fancy, particularly if you have a family to cart around. But if you’re ready to embark on a search for a used version, just be prepared to hunt high and low – and brace yourself for those lofty residual values…
The long-awaited Mitsubishi Xpander Cross has arrived in South Africa, based on the standard 7-seater MPV but with SUV-inspired styling. Here’s what it costs…
The Mitsubishi Xpander Cross has been on the cards for South Africa since at least 2019 – and now it’s finally arrived. Slotting in at the top of the local Xpander MPV line-up, the Cross derivative is set apart chiefly by its SUV-inspired exterior styling, though it also gains some extra standard equipment.
Back in November 2019, soon after the global reveal of the (pre-facelift) Xpander Cross, Mitsubishi Motors South Africa announced it had “started with the homologation process in preparation [for] the imminent launch of this vehicle in SA”.
However, for whatever reason – perhaps a certain global pandemic got in the way – the Indonesian-built Cross didn’t materialise in Mzansi (though the standard Xpander did touch down in mid-2021, with the refreshed version making local landfall in September 2022).
But now the facelifted Xpander Cross is finally available in Mzansi, with its arrival seeing the 7-seater Xpander portfolio, well, “expand” to 3 derivatives. Offered exclusively in automatic guise, the Xpander Cross 1.5 4AT is priced at R419 995. That makes it some R34 000 more expensive than the standard variant with the same powertrain and R54 000 pricier than the manual-equipped base derivative.
The Xpander Cross employs the Japanese firm’s familiar naturally aspirated 1.5-litre, 4-cylinder petrol engine, which sends 77 kW and 141 Nm to the front axle via a 4-speed torque-converter automatic transmission. Mitsubishi Motors SA claims a combined fuel-economy figure of 7.0 L/100 km for this derivative, along with a 0-100 kph time of 15.4 seconds and a top speed of 170 kph.
So, what sets the Cross apart from the standard Xpander? Well, the most obvious change is the addition of black-plastic cladding for the body (mostly around the wheel arches), while the grille gains a metallic black finish and the front foglamp bezels score silver-painted trim. The front and rear lower garnish are also finished in silver, while an extra 5 mm of ground clearance takes the listed figure to 225 mm.
Yet more silver-painted trim is found on the lower edges of the doors, while the exterior door handles and side-mirror caps are finished in chrome. The Cross furthermore features black roof rails as standard. Inside, this derivative upgrades to a 4-spoke leather-trimmed steering wheel and gains an electric parking brake, soft-touch dashboard, 2nd-row USB charging ports, cruise control and a storage tray under the front-passenger seat.
The Xpander Cross also scores a “new and easier-to-see” 8-inch colour instrument cluster, keyless entry, active stability control, hill-start assist and Mitsubishi’s “active yaw control”, with the latter ostensibly enhancing “cornering performance by optimally adjusting driving and front brake forces”, in the Japanese brand’s words.
What does the Mitsubishi Xpander Cross cost in SA?
Mitsubishi Xpander 1.5 5MT – R365 995
Mitsubishi Xpander 1.5 4AT – R385 995
Mitsubishi Xpander Cross 1.5 4AT – R419 995
The prices above include a 3-year/100 000 km warranty and a 2-year/30 000 km service plan.
The Mercedes-Benz CLE cabriolet has effectively replaced the Three-pointed Star’s C-Class and E-Class drop-tops, but as one of the last of its kind, how effectively does it deliver a wind-in-the-hair luxury grand-tourer experience? Let’s find out.
We like: Elegant design, surprisingly spacious cabin, impressive refinement
We don’t like: Cost of options quickly adds up, more of a cruiser than a sportscar
Where does the Mercedes-Benz CLE cabriolet fit in?
The Mercedes-Benz CLE cabriolet (A236) has debuted in a new-vehicle market in which business-class drop-top offerings are rare. Perhaps that is a sad reflection of the difficult economic climate; maybe consumers’ desire for wind-in-the-hair motoring has been superseded by their compulsion to purchase high-riding crossovers/SUVs that can mount kerbs. Either way, thanks to product line-up rationalisation, the days that a convertible variant would grace every business-class model’s line-up appear to be over.
The Mercedes-Benz CLE cabriolet looks striking from virtually every angle.
In terms of competitors, the Mercedes-Benz CLE cabriolet has only one like-for-like rival: the BMW 4 Series convertible. Their predecessors used to compete with drop-top models from Audi (A4/A5), Lexus (IS) and Volvo (C70), but they’ve all been discontinued. You could consider a BMW Z4, Jaguar F-Type or Porsche 718 Boxster, but they’re comparatively dinky (and largely impractical) 2-seater roadsters.
This is a vehicle that will sell based on its head-turning looks alone, but it deserves more credit than that.
How the Mercedes-Benz CLE Cabriolet fares in terms of…
Design & Practicality
Just look at it! The Mercedes-Benz CLE cabriolet is sleek, elegant and no matter which angle you view it from, the Three-pointed star’s “A236” oozes (timeless?) style and urbane sophistication. It’s a little more attention grabbing than either of its predecessors and, unlike other convertibles that lose some aesthetic appeal when their roofs are up, the CLE drop-top looks great in any configuration.
Plus, it has exquisite detailing, such as the grille that appears to be made up of shiny 3-pointed stars and that seductively tapered rear end with its ornate LED tail lights. Bold red cabin trim adds to the drama.
We love this intricate detailing in the CLE cabriolet’s grille.
Under the shapely sheet metal is the 2nd-generation of ‘Benz’s Modular Rear Architecture (MRA), which underpins everything from the C-Class to the S-Class and a few SUVs in between, including the GLC. This model’s wheelbase is notably 25 mm longer than that of the outgoing C-Class cabriolet.
As a result, the CLE Cabriolet has enough space to seat 4 occupants. Granted, the 2nd row’s legroom is tight for taller adults, but they should be able to bear it for as long as gentle sunset cruises tend to last. Do note that it’s a strict 2+2: the space where a 5th person would sit is taken up by a centre console.
It’s rare to have a genuinely useful amount of rear legroom in a cabriolet.
As expected, the roof-folding mechanism eats into the boot space. Whereas the CLE coupe has a 420-litre capacity, the cabriolet musters just 295/385 litres (roof up/roof down), so you can’t pack much luggage for weekend getaways (limit your number of outfits). Otherwise, if you’re pressed for space and don’t have rear passengers, treat the 2nd row as a temporary storage shelf for your shopping bags.
Performance & Efficiency
The Mercedes-Benz CLE Cabriolet is designed to be – and positioned as – a stylish lifestyle vehicle; ‘Benz reserves its potent powertrains for performance derivatives, primarily in coupe guise. Even so, the CLE300 cabriolet can still deliver a decent turn of pace thanks to its 2.0-litre 4-cylinder turbopetrol mill.
These haptic touchpads on the steering-wheel spokes are not the most user-friendly.
The powerplant sounds a touch coarse when you rev it out, and the engine note is supplemented with “synthesised rortiness” through the cabin speakers, especially when the ‘Benz is in one of its sportier drive modes. Our testers didn’t care much for the aural augmentation, so stick with Comfort mode to keep things serene and peaceful. And, if all else fails, lean on that fantastic audio system.
With outputs of 190 kW and 400 Nm driving all 4 wheels via a 9-speed automatic transmission, the CLE300 cabriolet dashed from zero to 100 kph in 6.47 sec (better than its maker’s claim of 6.6-sec). Indeed, it proved quite fleet-footed, considering that the extra weight of the folding-roof mechanism (among other things) pushes up this variant’s kerb weight from 1 855 kg (coupe) to 2 005 kg.
The MBUX digital instrument cluster adds to the sophistication of the package.
This powertrain also features smart, unobtrusive 48V mild-hybrid tech. The integrated starter generator (ISG) can discreetly stop/restart the turbopetrol engine to save fuel and use the electric power stored in the hybrid battery to assist when the CLE300 cabriolet is required to pull away or executive overtaking manoeuvres; its operation is indicated by an EQ graphic on the digital instrument cluster (Power/Charge).
Does it work as an efficiency-enhancing measure? ‘Benz claims an average fuel consumption of 7.8 L/100 km, but our test unit’s indicated figure hovered around 10.4. Bear in mind, however, that we drove on congested urban roads (in Cape Town, at the start of the festive season) for most of the test.
Of course, the real-world fuel consumption should improve notably if you adopt a more conservative driving style, travel long(er) distances on open roads, and utilise the car’s Eco drive mode. Given the ‘Benz’s 66-like fuel tank capacity, you could travel about 800 km between fill-ups.
The driver can toggle between 4 drive modes; it’s a simple-to-understand setup.
Ride & Handling
Given that an array of AMG cars are underpinned by the same platform as the Mercedes-Benz CLE cabriolet, some would expect the newcomer’s driving experience to offer a modicum of sportiness. Yet, this model embodies “refined, restrained luxury”, therefore it cossets, rather than engages, its pilot.
The CLE cabriolet’s cabin makes quite the luxury statement.
To its credit, when you make the ‘Benz corner quickly (sigh, if you must), the hefty 4-seater cabriolet is neither cumbersome, nor sloppy. The all-wheel drive system adds a reassuring sure-footedness to the handling and the light steering setup is just quick/responsive enough to keep you interested.
Unlike some of its large-wheeled brethren, the CLE cabriolet’s ride quality is generally smooth and pliant; it’s arguably better at delivering “a gentle sunset cruise” than its Bavarian rival.
The 245/35 R20 wheels of our CLE300 cabriolet test unit.
And, although “roofless” vehicles tend to suffer from diminished torsional rigidity (because a “tin top” and B-pillars are usually key components of a vehicle’s overall structure), the CLE cabriolet’s body shell does not seem “floppy”; it exhibits very little of that “loose feeling”.
Features & Technology
At this price point, prospective buyers expect vehicles to offer a plethora of conversation-starting gadgetry and the CLE cabriolet delivers in that regard – without question. The folding roof, for example, can be electrically opened/closed in around 20 seconds at road speeds of up to 20 kph and its fabric structure offers plenty of audio insulation – you’ll struggle to hear wind- and road noise intrusions.
The folding-roof mechanism takes 20 seconds to deploy.
What’s more, the Aircap system utilises a pair of wind deflectors to effectively reduce turbulence in the cabin when the CLE cabriolet is travelling with its roof down.
The first of these, which is located on the leading edge of the windshield, re-directs airflow over the front occupants’ heads. The 2nd one is just behind the back row’s headrests (at the foot of the deck) to stop disturbed air from bothering the rear passengers. Both are controlled by a button in the centre console.
The 2nd of the 2 deployable Aircap air deflectors.
And don’t forget about ‘Benz’s proven Airscarf technology. Airscarf (which was ostensibly designed for those clear, frosty days in Europe when the temperature is under 10°C) is a climate-control function that is integrated into the front seats. It blows warm air onto the backs of the driver and front passenger’s necks, so that, in conjunction with heated seats, buyers can enjoy the cabriolet lifestyle year-round.
Besides, the South African sun is simply far too punishing at the height of summer; during those months, it would be prudent to “drop the top” either at night, or early in the morning.
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These seats are beautifully shaped – note the Airscarf vents in the headrests.
As with all its contemporary ‘Benz passenger cars, the CLE cabriolet is equipped with the advanced, smart-looking MBUX infotainment system, which comprises a digital instrument cluster and an iPad-style touchscreen. Its setup is similar to that of the C-Class sedan and CLE coupe, but in the drop-top the angle of the centre screen can be adjusted so that it won’t reflect sunlight into occupants’ eyes.
The large-screen MBUX system in the CLE cabriolet.
We have extensive experience with MBUX; it’s fairly easy to become familiar with just about all the functions it offers. Whether the majority of customers will use each and every feature remains to be seen, but like a Swiss army knife, you may not use all the tools, but it’s cool to know they’re there.
The CLE300 cabriolet’s multitude of standard features are packaged into a reasonably well-assembled product. We don’t take that for granted; we’ve criticised recent Benz models for their marginal build quality, but the test unit’s interior felt solidly made and neatly finished. Credit where credit’s due.
An extensive array of assistance technology
As for the options specified, our test unit featured quite a few additional features, such as climatised front seats (R17 200), 20-inch wheels (R17 000), red leather (R18 900), AMG carbon trim (R22 000), head-up display (R23 000) and Burmester audio (R26 000). The pricey extras add up quickly.
The Burmester audio system is a must-tick option in our books.
Price and After-Sales Support
The Mercedes-Benz CLE300 4Matic cabriolet AMG Lineretails for R1 587 251 (March 2025, before options. The price includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Verdict
If you seek a new premium top-down cruiser, you may battle to find a better option than the CLE cabriolet.
If a Mercedes-Benz CLE cabriolet is on your shopping list, look no further than the CLE300 variant. The CLE200 isn’t much cheaper and an extra R50k would get you more performance and all-wheel drive.
The CLE cabriolet may not be the most dynamic offering in its (tiny) segment – the 4 Series Convertible holds that title – but we couldn’t help but wonder: “Just how often do we drive enthusiastically?” And, the honest answer is “rarely”. Instead, cars such as these are most often driven on the daily commute, where comfort and refinement are the must-have attributes… and the CLE drop-top excels in those areas.
Admittedly, the market for business-class cabriolets may be small now (and it’s unlikely to rebound), but if a premium top-down cruiser is what you’re after, you’re going to struggle to beat the highly stylish CLE.
Farewell, Toyota Corolla Quest! SA-built sedan bows out
The locally built Toyota Corolla Quest has been discontinued in South Africa, bringing down the curtain on a nameplate that enjoyed a nearly 11-year production run…
The Toyota Corolla Quest is no more. Yes, Toyota South Africa Motors has confirmed to Cars.co.za that production of this prolonged-lifecycle sedan has officially ended at the Prospecton plant in KwaZulu-Natal.
As a reminder, what was effectively the 2nd iteration of the Corolla Quest was based on the 11th-generation Corolla Sedan. This model was, of course, preceded by the original Corolla Quest (itself derived from the 10th-gen saloon), with both Quest-badged models conceived primarily for Mzansi.
Toyota SA Motors confirmed to Cars.co.za that the Corolla Quest “came to the end of its production cycle” late in 2024, when the final examples rolled off the line at Prospecton, where it was built alongside the Hilux, Fortuner, Corolla Cross and Hiace Ses’fikile.
For now, it seems the 12th-gen Corolla Sedan remains on the market as Toyota SA Motors’ last saloon standing. Since this E210-series model is imported rather than made in South Africa, Prospecton will in all likelihood not have an opportunity to eventually repurpose it as a locally built 3rd-gen Corolla Quest.
Before its discontinuation, the Corolla Quest portfolio had comprised 6 derivatives across a trio of trim levels, with pricing bookends of R336 000 and R414 800. All variants employed the Japanese firm’s naturally aspirated 1.8-litre, 4-cylinder petrol engine (103 kW and 173 Nm), while there was a choice between a 6-speed manual gearbox and a continuously variable transmission (CVT).
The 2nd-gen Corolla Quest launched in South Africa in March 2020, meaning it was on the market for just shy of 5 years (its predecessor, of course, was available from 2014 until 2020). The line-up was updated a year later (in March 2021), with the base grade renamed “Plus” and a smattering of extra standard equipment added across the range.
In 2024, Toyota SA Motors registered 3 764 units of the Corolla Quest in South Africa, making it the market’s 2nd-best-selling sedan for the year (slightly behind only the Volkswagen Polo Sedan, which managed 3 798 units over the same period). A further 255 units were sold locally over the opening 2 months of 2025.
Interestingly, the future of the Suzuki Ciaz – regarded as something of a Corolla Quest rival, though a little more compact (and, incidentally, rebadged as the Toyota Belta in some markets) – is also in doubt, with Autocar India reporting that production of the budget sedan will end in that country in March 2025.
Suzuki Auto SA told Cars.co.za: “At this stage, we can’t comment on the changes to the production of the Ciaz, although Suzuki Auto South Africa continuously evaluates its product lineup to meet market demands, and any updates will be communicated in due course”.
The A2L-series Suzuki Swift played a critical role in the Hamamatsu-based brand’s meteoric rise to prominence in South Africa. So, does this budget hatchback make for a smart used buy? Let’s examine the model’s strengths and weaknesses…
Suzuki Auto South Africa’s recent history is downright fascinating. In a remarkably short time, Suzuki’s wholly owned local division transformed itself from a relative bit-part player to a firmly established top-3 brand. The driving force of that rapid rise? None other than the A2L-series (3rd-gen) Suzuki Swift.
Serving as Suzuki Auto SA’s chief volume driver – and thus, in the firm’s words, its “bread-and-butter model” – this 3rd (global) iteration of the Swift regularly elbowed its way towards the top of the monthly list of SA’s best-selling new vehicles, functioning as the very backbone of the brand’s local line-up.
The model that drove Suzuki’s remarkable success in South Africa.
In 2022, for instance, the budget hatchback ranked 2nd on the list of Mzansi’s top-selling new passenger vehicles (behind only the Kariega-built Volkswagen Polo Vivo), with its impressive tally of 17 282 units seeing it rocket up the table from an already credible 6th place in the prior year.
Though Suzuki – a 6-time Budget Car champion, 2-time Entry-Level Car winner and 2-time Brand of the Year of the Cars.co.za Awards – saw sales of its hatchback slip 7.6% year on year to 15 974 units in 2023, the Swift nevertheless placed a strong 3rd in the passenger-vehicle rankings and was again SA’s best-selling imported vehicle. During its time on the local market, more than 66 000 units were sold.
Mzansi sourced its (non-Sport) A2L-series Swift derivatives from India.
Built on Suzuki’s ubiquitous Heartect platform and available exclusively in the 5-door body style – note that the Dzire sedan dropped the “Swift” prefix in this generation – the A2L-series model offered locally was produced in Ahmedabad, India (Europe sourced its units from Japan). So, like the overwhelming majority of the firm’s wares in SA, the Swift came directly from manufacturing giant, Maruti Suzuki.
As an aside, we haven’t included the Swift Sport in this buyer’s guide since this standalone derivative – available in both manual and automatic guise – was imported from Japan rather than shipped over from the subcontinent. We do, however, plan on penning a separate guide on this characterful little warm hatch at a later stage.
Suzuki Swift model line-up in South Africa
The GA (left) and GL derivatives available at launch.
Revealed in Japan at the end of 2016 before making its European debut at the 87th Geneva International Motor Show in Switzerland in 2017, the 3rd-gen Swift finally arrived in South Africa in June 2018.
At launch, only 3 derivatives were available, each powered by the Japanese firm’s naturally aspirated 1.2-litre, 4-cylinder petrol engine (K12M), which drove the front wheels via either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
Initially, the line-up included just 2 trim levels.
Swift 1.2 GA 5MT (61 kW/113 Nm)
Swift 1.2 GL 5MT (61 kW/113 Nm)
Swift 1.2 GL 5AMT (61 kW/113 Nm)
The GLX grade arrived in August 2019.
With the Swift Sport having touched down in July 2019, Suzuki Auto SA further expanded the range the following month by adding a pair of top-spec Swift 1.2 GLX derivatives, offered with either of the above-mentioned transmissions. GLX trim included items like automatic climate control (as opposed to manual aircon) and a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto.
Swift 1.2 GLX 5MT (61 kW/113 Nm)
Swift 1.2 GLX 5AMT (61 kW/113 Nm)
Then, in November 2019, the Swift 1.2 GL Special Edition arrived, set apart by its “European-style” grille, body decals, a blue roof spoiler, blue side-mirror caps, wind deflectors and a touchscreen system (though it curiously retained steel wheels with plastic covers rather than upgrading to alloys). The production run comprised 50 units finished in Arctic White and another 50 units finished in Silky Silver.
The facelifted Swift made local landfall in the 2nd quarter of 2021.
In April 2021, the facelifted Swift debuted in Mzansi, sticking with the atmospheric K12M engine, but gaining what Suzuki termed “minor” styling updates and a smattering of extra standard equipment. For instance, the base GA grade and mid-tier GL trim levels both scored rear parking sensors, while the range-topping GLX added a reverse-view camera feeding the touchscreen display.
Moreover, AMT-equipped variants gained a hill-hold assist function, while – perhaps most notably – electronic stability control (ESC) was made standard across the range. Buyers of GL and GLX derivatives were further afforded the option of a trio of dual-tone paint schemes. This 5-strong range soldiered on unchanged until October 2024, when the AOL-series Swift arrived to supplant it in South Africa.
What are the Suzuki Swift’s strengths?
The 1.2-litre motor could return impressive fuel-economy figures.
Fuel efficiency: Aided by a claimed kerb weight of under 900 kg, the A2L-series Suzuki Swift’s small-capacity petrol engine had the potential to return seriously budget-friendly fuel-economy figures. The Japanese automaker listed a combined consumption of just 4.9 L/100 km for all derivatives, a figure that was (somewhat unusually) entirely achievable with a modicum of effort.
Keep in mind, though, that the SA-spec Swift’s fuel tank was relatively small at 37 litres. As an aside, Suzuki’s 1.0-litre, 3-cylinder “Boosterjet” turbopetrol engine never made it to South Africa in the Swift, while we likewise did without the mild-hybrid and diesel powertrains offered in several overseas markets.
The A2L-series model offered agile handling combined with a composed ride quality.
Great fun to drive: Budget cars have a reputation for being utterly bland to drive, but that certainly wasn’t the case with the Swift – or at least variants with manual ‘boxes. The rev-happy 1.2-litre motor – a well-proven engine that was carried over from the previous model – made the most of its decidedly modest outputs, benefitting from short gear ratios, a positive shift action and a distinct lack of lard.
As such, the Swift was an agile little car, composed and supple around town (and indeed on indifferent road surfaces), yet responsive and eminently keen to change direction when the mood struck. Note, however, that the aforementioned gearing meant the tachometer needle hovered at around the 3 000-rpm mark at 120 kph, which didn’t exactly make for the quietest cruising experience.
The A2L-series Swift’s load-bay capacity grew by 58 litres compared with the preceding model.
More practical than predecessor: Though the 3 840-mm long A2L-series (3rd-gen) model measured 10 mm shorter from nose to tail than its predecessor, its wheelbase was stretched by 20 mm (to 2 450 mm) and its width increased by 40 mm (to 1 735 mm). Thanks to this growth spurt, Suzuki’s designers managed to cram more space into the cabin, with rear passengers reaping the most significant rewards.
The enhanced practicality extended to the load bay, which grew by 58 litres generation-on-generation, to a claimed 268 litres. This 3rd iteration of the Swift further benefitted from a 60:40-split rear bench on all derivatives bar the base GA, which stuck with a single-piece item. In short, the Swift was a little larger and more practical than most similarly priced budget cars, effectively offering more space for the money.
What are the Suzuki Swift’s weaknesses?
Pre-facelift derivatives did without stability control.
Pre-facelift lacked ESC: The AZG-series Swift (2011-2018) included derivatives sourced from both India and Japan, with the latter variants featuring 6 airbags and ESC (not to mention superior build quality). So, it was somewhat disappointing that the A2L-series model arrived without any form of stability control.
But let’s give credit where credit is due: Suzuki Auto SA put this right at the facelift, handing all variants ESC feature as part of the mid-cycle update. However, keep in mind that the SA-spec A2L-series Swift (excluding the Japanese-built Swift Sport, that is) was locally only ever offered with dual front airbags.
Isolated rust issues: As with the AZG-series Swift, we’ve noted some local instances of A2L-series units – plus a few other Indian-sourced Suzukis, it must be said – suffering from premature rust. This early oxidation could affect both the vehicle’s body and its chassis, with the latter not typically covered by the manufacturer’s warranty. So, make sure to inspect any potential used-car buy for early signs of rot.
The only automatic option was AMT.
AMT the only “auto” option: To reiterate: in practice, the automated manual transmission – which is effectively a robotised manual gearbox and thus a more cost-effective option than a traditional torque converter – is a downright unsophisticated piece of kit, generally delivering painfully sluggish shifts.
Though the AMT was on offer throughout the A2L-series Swift’s local lifecycle, it’s perhaps telling that Suzuki Auto SA has swapped to a continuously variable transmission (CVT) for the current (March 2025) AOL-series Swift, despite the fact this model still features an AMT in India.
How much is a used Suzuki Swift in South Africa?
The A2L-gen Swift shipped standard with a generous 5-year/200 000 km mechanical warranty.
From launch, the 3rd-gen Swift came standard with a 5-year/200 000 km mechanical warranty and a 2-year/30 000 km service plan, with the latter featuring intervals of 15 000 km. Suzuki dealers offered a wide range of factory-backed accessories, from exterior styling components such as lips, spoilers, grille garnish and body decals to interior upgrades like a console-box centre armrest.
Approximately 80% of the A2L-series Suzuki Swift models listed on Cars.co.zaat the time of writing were specified with a manual gearbox, while the mid-tier GL grade represented around 63% of all listings. The base GA came in at about 20%, while the range-topping GLX accounted for the remaining 17%.
Refreshed examples are more plentiful than pre-facelift derivatives.
Indicated mileages ran from virtually zero (on new examples), through to 186 000 km achieved by a 2020 1.2 GL 5MT. Interestingly, the 2024 model year accounted for a whopping 45% of all listings.
Below R150 000: Though just 6% of listings were priced below R150 000, all model years bar 2024 were represented here. Predictably, the entry-level GA grade dominated this space, with all but a single example featuring a manual gearbox.
R150 000 to R200 000: A little over 40% of A2L-series Swifts listed were priced in this bracket, with refreshed models far more prevalent than pre-facelift examples. The overwhelming majority of used Swifts positioned here had under 10 000 km on their respective odometers.
R200 000 to R250 000: This pricing category housed around 46% of listed 3rd-gen Swifts, with most from the final couple of model years. This was also where we found many of the GLX derivatives, along with a far higher-than-average concentration of AMT variants.
R250 000 and up: Considering this gen’s pricing bookends were R213 900 and R272 900 when it exited SA’s new-vehicle market, spending upwards of R250 000 in the used space should get you into a virtually new model. For the record, the most-expensive example we found was a 2024 1.2 GLX fitted with various accessories and priced at R279 990.
Which Suzuki Swift derivative should I buy?
A look at the mid-tier GL’s cabin (facelifted model pictured).
So, which A2L-series Suzuki Swift derivative is the pick of the bunch? Well, we’d first suggest steering well clear of AMT versions/shortlisting only manual-equipped examples. Then, we’d advise you to narrow your search to a facelifted example (should your budget allow, that is), since the mid-cycle update brought not only more standard kit but also the roll-out of electronic stability control.
That leaves us to decide only on trim level. Keep in mind that, in facelifted form, the entry-level GA made do with steel wheels, single-piece front seats (they didn’t have separate head restraints) and a decidedly rudimentary audio system (without mobile connectivity options), while also missing out on items such as front foglamps, electrically adjustable side mirrors and a tachometer.
Note the touchscreen and climate controls in this facelifted GLX derivative.
As such, we’d argue the mid-spec GL – which, rather handily, is seemingly the most prevalent grade on the used market – offered enough equipment to satisfy most requirements, upgrading to more versatile front seats and a CD player audio system (with Bluetooth), while also scoring various features missing from the GA spec sheet.
Of course, there’s also the flagship GLX, which added items such as 15-inch alloy wheels, a leather-trimmed steering wheel, a stop-start button, an upgraded climate-control system, a 7.0-inch touchscreen, driver’s seat-height adjustment and a luggage-compartment light.
Is the Suzuki Swift a worthwhile used purchase?
The Swift was something of a new-car bargain.
Since the Baleno compact hatchback was tasked with taking on the likes of the 6th-gen Volkswagen Polo hatch, the since-discontinued 7th-gen Ford Fiesta, the Hyundai i20 (IB- and BI3-series models) and the Renault Clio 4 and -5, the Swift was instead positioned in the so-called “sub-B-segment” space.
As such, its chief rival was the Kariega-built Volkswagen Polo Vivo (the only hatchback to regularly outsell the A2L-series Swift in the latter’s twilight years), while local buyers might also have considered the now-defunct B562-series Ford Figo, B52-series Renault Sandero or single-generation Toyota Etios and certainly the AI3-series Hyundai Grand i10.
Big on value, including on the used market.
Still, when new, the A2L-series Suzuki Swift was particularly sharply priced, offering arguably unmatched value in its class and no doubt pinching several sales from the A-segment offerings below it. In fact, we might even go as far as suggesting it was something of a new-car bargain.
Providing polished driving dynamics, returning impressive fuel consumption and boasting a larger footprint than many similarly priced models, the 3rd-gen Suzuki Swift – in manual guise, that is – remains a budget-car winner on the used market today. After all, there’s a reason it served as the cornerstone of Suzuki’s recent success in South Africa.
The new BMW 2 Series Gran Coupé line-up – now comprising the 218 and the flagship M235 – has debuted in South Africa. Here’s what the F74-gen sedan will cost you…
Local pricing for the new BMW 2 Series Gran Coupé has been released, with the F74-generation line-up seemingly comprising only a pair of petrol derivatives – the 218 and M235 (yes, sans the old “i” suffix) – at launch in South Africa.
According to BMW SA’s online configurator, the 2nd-gen 2 Series Gran Coupé portfolio kicks off with the 218 Gran Coupé, which is priced from R733 559. For the record, that’s R16 843 more than the outgoing, 1st-gen 218i. The new 218 is furthermore available in M Sport guise, which pushes the price to R773 559.
The 218 in base form.
Like its forebear, the 218 employs a turbocharged 1.5-litre, 3-cylinder petrol engine driving the front axle via a 7-speed dual-clutch transmission, though here the motor has been uprated to produce 115 kW and 230 Nm (up from 103 kW and 220 Nm). The 0-100 kph time thus improves by a tenth to a claimed 8.6 seconds.
Interestingly, there’s no sign of a 218d in the local line-up, despite the outgoing range having included this turbodiesel derivative. In Europe, the latest version of the 218d’s 2.0-litre oil-burner offers the same 110 kW as before, but with slightly higher torque of 360 Nm.
The M235 xDrive now makes 233 kW (but loses 50 Nm).
What about the M Performance derivative, you ask? Well, the new M235 xDrive Gran Coupé kicks off at R1 043 100, which makes it some R61 004 pricier than the M235i variant it replaces.
The M235 xDrive Gran Coupé’s turbocharged 2.0-litre, 4-cylinder petrol engine sends 233 kW (up 7 kW) and 400 Nm (down 50 Nm) to all 4 corners through a 7-speed automatic gearbox. Despite the torque deficit compared with the original M235i, the 2nd-gen version again takes a claimed 4.9 seconds to reach 100 kph from standstill, before topping out at 250 kph.
BMW iDrive based on the BMW Operating System 9.
Of course, various options are available for both the 218 and the M235, including the Equipment Package (R24 500), the Equipment Package Professional (R47 000) and the M Sport Package Pro (R30 000).
Meanwhile, the 218 can further be specified with the R24 000 “Pure Design Edition” package (adding 18-inch 2-tone, Y-spoke alloy wheels and a black finish for the roof) and the Deluxe Package (R32 000). Some individual optional extras are also on offer.
The latest 2 Series Gran Coupé was unveiled in October last year.
Revealed in October 2024, the new Leipzig-built 2 Series Gran Coupé is 20 mm longer than the original (at 4 546 mm), while its wheelbase is unchanged at 2 670 mm. The Munich-based firm claims the 4-door sedan – which shares its platform with the F70-gen 1 Series hatchback – benefits from “extensively enhanced suspension technology” and a redesigned interior with an emphasis on digitalisation.
What does the new BMW 2 Series Gran Coupé cost in SA?
BMW 218 Gran Coupé – R733 559
BMW 218 Gran Coupé M Sport – R773 559
BMW M235 xDrive Gran Coupé – R1 043 100
The price above includes BMW’s 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
The Mercedes-Benz G450d has quietly arrived in South Africa. Here’s how much this mildly electrified turbodiesel version of the latest G-Class will cost you…
The Mercedes-Benz G450d has touched down in South Africa, with this mild-hybrid turbodiesel derivative slotting into the latest G-Class range below the battery-powered G580 and the Mercedes-AMG G63.
Yes, the Geländewagen is now offered locally in 3 distinct flavours. We already know the fully electric G580 Edition One (432 kW/1 164 Nm) starts at R4 647 456 and Affalterbach’s V8-powered G63 kicks off at R4 673 415, but now we can tell you the price of the G450d, too.
The G450d arrives as the 3rd derivative in the latest G-Class range.
Thanks to the ever-on-the-ball folks over at duoporta.com, we know the latest G450d – which is available exclusively in AMG Line guise in Mzansi – is priced from R3 590 303. For the record, that’s around R200 000 more than the G400d that did duty in the preceding G-Class range.
Of course, the G450d offers a fair bit more grunt that its 243 kW/700 Nm predecessor, with its 3.0-litre inline-6 turbodiesel motor now generating 270 kW and 750 Nm. Thanks to a new mild-hybrid system, there’s additional 15 kW/200 Nm available for short bursts, too.
A look at the cabin (UK-spec model pictured).
Fitted with a 9-speed automatic transmission (with low-range) as standard, the G450d 4×4 will complete the 0-100 kph dash in a claimed 5.8 seconds, making it some 6-tenths quicker than the old G400d. Maximum speed is again limited to 210 kph, while the claimed combined fuel consumption figure stands at 9.4 L/100 km.
While Mercedes-Benz SA has yet to release a detailed specification list for the G450d (or indeed add this derivative to the local configurator), we do know from duoporta.com that it will ship standard with items like 20-inch alloy wheels (wrapped in 275/50 R20 tyres), adaptive suspension, adaptive cruise control, 9 airbags and a trio of differential locks (front, centre and rear).
What does the Mercedes-Benz G450d cost in South Africa?
Mercedes-Benz G450d AMG Line – R3 590 303
The price above includes Mercedes-Benz’s 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Pricing for the facelifted Audi RS3 – again offered in Sportback and Sedan forms – has been released for South Africa. Here’s what these 5-cylinder performance cars cost…
Wondering what the facelifted Audi RS3 Sportback and RS3 Sedan will cost in South Africa? Well, wonder no more: the Ingolstadt-based automaker’s local division has released pricing for its high-performance 5-cylinder twins.
According to Audi SA, the refreshed RS3 Sportback is priced from R1 498 200. By our maths, that represents a considerable R167 400 premium over the pre-facelift version. The German firm has also added a new “Carbon Edition” variant to the mix, priced from R1 591 900 and described as “bespoke” to the local market.
Meanwhile, the updated RS3 Sedan kicks off at R1 528 200, likewise R167 400 more than the pre-facelift iteration. The Carbon Edition version of this 4-door model comes in at R1 610 700. It’s not exactly clear what set the Carbon Edition derivatives apart, but we’ll update this article should Audi SA release more details (curiously, these variants are more expensive than even the 331 kW Audi RS4 Avant, which is currently pegged at R1 562 600).
As a reminder, the facelifted RS3 twins were revealed in August 2024, featuring tweaked exterior styling, a smattering of cabin updates and a few under-the-skin upgrades (such as a new tune for the chassis control systems). However, the powertrain carries over unchanged.
That means the RS3 twins again draw their urge from Audi’s turbocharged 2.5-litre, 5-cylinder petrol engine, which sends 294 kW and 500 Nm to all 4 corners via a 7-speed dual-clutch transmission. That’s enough, says the German manufacturer, for a 0-100 kph sprint in just 3.8 seconds (regardless of the body style) and a top speed of 290 kph.
The arrival of the refreshed RS3 twins comes just as the likewise facelifted A3 Sportback and A3 Sedan touch down in South Africa. Interestingly, Audi SA has done away with the base and mid-tier A3 derivatives, which means the range kicks off at R808 200 for the A3 Sportback 35 TFSI S line. The S3 Sportback and S3 Sedan, meanwhile, are scheduled to make local landfall “later this year”.
What does the facelifted Audi RS3 cost in SA?
Audi RS3 Sportback – R1 498 200
Audi RS3 Sedan – R1 528 200
Audi RS3 Sportback Carbon Edition – R1 591 900
Audi RS3 Sedan Carbon Edition – R1 610 700
The prices above include Audi’s 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Swift leads, Fronx climbs: SA passenger-car sales for February 2025
The Suzuki Swift was SA’s most popular passenger car for the 2nd straight month, while the Fronx cracked the top 10 in February 2025. Here are Mzansi’s best-selling cars and crossovers…
In February 2025, sales in South Africa’s new-vehicle market increased 7.3% year on year to 47 978 units. As has been the case for several months now, the local passenger-vehicle segment powered this overall industry growth, with registrations in this part of the market climbing a significant 17.0% year on year to 33 757 units.
For the record, the rental channel accounted for a considerable 14.6% of the latter total. While Toyota Motors SA again ranked 1st both overall and in the passenger-vehicle segment, Suzuki Auto SA retained the runner-up position it grabbed from Volkswagen Group Africa in January 2025.
Suzuki’s Swift was again SA’s best-selling passenger vehicle in February.
This feat was partly thanks to the Indian-built Suzuki Swift hatchback, which earned the title of Mzansi’s best-selling passenger car for the 2nd consecutive month, this time with 2 351 units (down 10.5%, month on month) registered in February 2025. Some 923 of those sales – equating to roughly 40% of the nameplate’s total – came courtesy of the rental industry.
Therefore, the Volkswagen Polo Vivoagain had to settle for 2nd place, with 2 187 units (some 25.4% of which went to rental-vehicle buyers) of the Kariega-produced hatch sold locally in 2025’s 2nd month. That total represents a 14.2% decline compared to January’s effort.
Toyota’s refreshed Corolla Cross returned to the passenger-vehicle podium.
Meanwhile, the Toyota Corolla Cross – which received a facelift early this year – gained a position to complete the podium. Sales of the Prospecton-produced crossover increased 17.0% month on month to 1 435 units, which saw the Indian-made Toyota Starlet (1 279 units, of which 458 represented rental-industry sales) slide a ranking to 4th.
The Hyundai Grand i10 (available in both hatchback and sedan body styles) held steady in 5th place, with 1 253 units sold in February. Note this figure excludes the 128 Cargo-badged panel-van units Hyundai furthermore registered in the light-commercial vehicle (LCV) space last month. Meanwhile, the Chinese-built Chery Tiggo 4 Pro (1 147 units) likewise retained 6th position.
Chery’s Tiggo 4 Pro kept 6th position in February.
With local registrations surging 45.7% month on month to 1 123 units, the Suzuki Fronx was the only new entrant to the table in February 2025, claiming a strong 7th place. Interestingly, this performance saw the Fronx rank just ahead of the Toyota Starlet Cross (the latter is, of course, based on the former), which nevertheless retained 8th with a total of 1 003 units.
The Haval Jolion – the 2nd Chinese-built model in the top 10 – slipped back into 3 figures in February 2025, with its tally of 982 units ultimately seeing it fall 2 positions to 9th. Finally, the Toyota Urban Cruiser slid a ranking to 10th, with 875 units registered last month. That meant the Kia Sonet was relegated from the table in February, despite sales increasing 5.2% month on month to 873 units (excluding 4 registrations in the LCV segment).
SA’s 10 best-selling passenger vehicles in February 2025
