Hyper hatches that keep the WRC spirit alive

Whereas the World Rally Championship used to inspire the creation of visceral road cars based on Subaru and Mitsubishi models, the spirit of the WRC now lives on thanks to European premium brands and Toyota, which has finally embraced its wild side.

Big air, shot soil, cars flung through forests at impossible angles, millimetres away from death-defying zealots and the pop-pop-pop of anti-lag systems echoing through the trees.

In the late 1990s to mid-2000s, the World Rally Championship’s (WRC) palette of pleasure practically played out as an exclusive intra-Nipponese technological arms race between Subaru and Mitsubishi, piloted by superstars Colin McRae and Tommi Mäkinen, respectively.

Watch Ciro De Siena compare current-gen Subaru WRX with the 2006 Subaru WRX Prodive:

It was very likely the zenith of the automotive industry’s (and most feverishly fought) manifestation of “win on Sunday, sell on Monday”; as iteration after iteration of the Impreza WRX STI and Lancer Evolution, respectively showcasing sexy race-bred innovations like the torque-adjusting DCCD or Super All-Wheel Control – the latter complete with active centre differential, yaw and stability control – found new fans indulgent on the physics-bending geekery (to say nothing of engine tuneability) on offer.

And the former’s iconography was ably abetted by exaltation into popular culture, courtesy of the Sony PlayStation’s Gran Turismo series, and to a lesser extent, the ridiculous Fast & Furious film franchise.

Watch Ash Oldfield’s full review of the Subaru WRX 2.4T tS ES:

Find a new/used Subaru WRX for sale on Cars.co.za

Financial determinations compelled Mitsubishi and Subaru to depart the WRC at the end of 2005 and 2008, respectively. Yet, the Lancer Evo and Impreza WRX STI soldiered on in the streets, albeit with fast-fading legacies and neutered dynamics (Subaru split the Impreza name from WRX and WRX STI in 2014).

Inevitably yet no less tragically – given their stillborn viability and zero profitability owed to their supreme levels of spend-sapping specialisation – the hardcore Japanese rally-repmobile died somewhere in the early 2010s. Now, the Impreza is a run-of-the-mill hatchback (although the 6th-gen model isn’t offered in South Africa), and the WRX range doesn’t offer a flagship that wears the hallowed STI badge. The latter may return in 2028 as an EV, but Subaru, now a niche brand, is notorious for changing its plans.

The 2016 Focus RS was the high-water mark for WRC-inspired Ford models:

It was – and remains – an impossibly depressing state of affairs that so many of the car brands that have entered the WRC after those heady days of Subaru and Mitsubishi domination have ultimately eschewed performance-oriented sedans and hatches (let alone hyper hatches) in favour of SUVs and crossovers.

Cue the arrival of all-wheel-drive hyper hatches

But something seen in the WRC did survive: the pairing of high-powered (usually 4-cylinder) turbopetrol engines in combination with all-wheel-drive. Hyper hatches didn’t come about because of marketing targets, but by engineering necessity: when you expect a car’s front wheels to cope with transferring upwards of 200 kW (even when those alloys are clad in sticky tyres), you’re begging for benediction.

The RS3 Sporback is the most powerful of Audi's hyper hatches

Audi is no stranger to all-wheel drive. Whereas the 44-year-old quattro descriptor used to be exclusive to a select handful of performance variants, the label’s remit has contemporarily been broadened and maximised to denote all-wheel traction across the entirety of its model line-up, including SUVs and EVs.

We compare the Mercedes-AMG A45 S with the Audi RS3 and the BMW M2 at Gerotek:

As far as the purity of its bloodline goes, the warbling 2.5-litre 5-cylinder-powered RS3 is the closest in spirit to its same-cylindered Group B rallying forebears from the 1980s. The RS3 and its arch-rival from Mercedes-AMG – the A45 S – are available as hyper hatches or sedans (RS3 sedan and CLA45).

Search for a new/used Audi RS3 listed on Cars.co.za

Find a new/used Mercedes-AMG A45 S for sale on Cars.co.za

The Golf 8 R sits at the summit of Volkswagen's hyper hatches.

The Audi RS3’s tamer sibling, the S3, was also all-wheel-driven since inception, though as a product of intensified platform sharing, it has been mechanically identical to the Volkswagen Golf R since 2013.

Read our review of the Audi S3 Sportback

Watch/Read our review of the Volkswagen Golf 8 R

Search for a new/used Audi S3 listed on Cars.co.za

Find a new/used Volkswagen Golf R for sale on Cars.co.za

The RS model based on the 3rd-gen Focus was Ford's final stab at the hyper hatches segment

Ford’s 3rd and final Focus RS (2016–2018), not only shared this tractive talent, but also pioneered a drift mode that sent 70% of torque to the rear axle on demand, with the reserve one-third being sent to the nannying front axle – allowed for fleeting, somewhat family-friendly sideways manoeuvres.

Read our review of the 2015 Ford Focus RS

Look for a Ford Focus RS listed for sale on Cars.co.za

It’s worth noting that the Haldex traction system used by the Volkswagen Group in its hyper hatches (and BMW in the variant now known as M135 xDrive), while having the potential to provide all-wheel drive, defaults to a front-wheel drive arrangement that only sends traction to the rear wheels when needed.

Find a new/used BMW M135(i) for sale on Cars.co.za

This is in contrast to the erstwhile Subaru WRX STI’s full-time AWD setup that continuously sent torque to all four wheels, with the added goodness of limited slip differentials (LSDs) on both axles and a driver-adjustable torque split between front and rear. The M135’s Haldex system mostly serves to improve the 233 kW/400 Nm Bavarian almost-hyper hatch’s drivability and provide “a safety net” on low-grip roads.

Toyota’s hyper hatches nail the brief

However, Toyota, which was kicked out of the WRC in ’95 and banned for the ’96 season over arguably the most ingenious cheat in motorsport history (its scrutineer-outfoxing undersize turbo restrictor plate), now sells inarguably the most authentic race-to-road models in its exhilarating GR Corolla and GR Yaris.

Watch Ciro De Siena and Ash Oldfield’s review of the Toyota GR Corolla:

Look for a Toyota GR Corolla listed for sale on Cars.co.za

The GR badge is not to be confused with the tamer GR-Sport (GR-S) suffix found on the Corolla Cross (see what the 2026 version of the Corolla Cross GR-S looks like), Hilux or Land Cruiser 300, although the latter 2 off-roaders do feature more advanced suspension setups than their standard brethren.

With underpinnings not dissimilar to the configuration found in the Subaru, Toyota’s GR-Four system comparably comprises a pair of LSDs; and offers a trio of driver-adjustable pre-configured torque split maps, varying between a 60% front bias to a 70% rear one.

Golf 8 R vs Toyota GR Yaris! Hot lap shootout… which is faster?

See also: Toyota GR Yaris (2021) Review

Although neither of Toyota’s GR hatches has the performance to seriously trouble other “overachievers” such as the Honda Civic Type R or Mercedes-AMG A45, no other contender offers as much mid-corner adjustability as the GR Yaris, which will soon be available in Mzansi with more power/torque and, if you like, in auto guise; much of which is owed to the combination of its short wheelbase and clever AWD.

Think you’re on the limit mid-corner? Just hoof it – counterintuitively, sit back and feel the diffs and electronics tucking the nose in even tighter. It’s pure voodoo… and the type of magic gleaned from lessons learnt in the WRC. Few would have expected that, in 2025, it would be usually-straight-laced Toyota that would champion the visceral driving experience that only “race-to-road” cars can offer…

Search for a new/used Toyota GR Yaris listed on Cars.co.za

SA’s EV sales dip in Q1 2025 but total NEV market grows

Sales of fully electric vehicles in South Africa dipped 16.4% year on year in Q1 2025, though total new-energy vehicle registrations climbed thanks to increased hybrid sales…

Naamsa has released official sales figures for new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids (HEVs) and plug-in hybrids (PHEVs) – in South Africa for Q1 2025. And the big news is that local EV registrations declined 16.4% year on year.

But before we dive into the details, let’s take a quick step back and consider how the overall market performed in the opening quarter of 2025. Based on figures reported to the industry representative body, SA’s total new-vehicle market registered year-on-year growth of 10.5% in Q1 2025, ending this reporting period on 144 426 units.

BMW X1 xDrive30e PHEV — *BMW’s X1 xDrive30e is thought to be one of the local market’s strongest-selling PHEVs.*

Meanwhile, NEV sales for the opening 3 months of the year came in at 3 487 units, up 14.0% compared with Q1 2024. By our maths, that figure represents approximately 2.4% of the total new-vehicle market. For the record, NEVs comprised 3.0% of Mzansi’s total new-vehicle sales in 2024, up from 1.47% in 2023.

The slowdown in NEV growth locally in Q1 2025 is thanks to the sales performance of purely battery-powered vehicles, with Naamsa’s figures showing that EV sales dipped 16.4% year on year to 276 units (or 0.19% of the total market). Take note, however, this figure excludes local sales from BYD, which unfortunately doesn’t yet report registrations to the industry representative body.

What about plug-in hybrids? Well, Naamsa’s figures show that local PHEV sales increased 70.9% year on year to 241 units in Q1 2025. As such, the PHEV segment already looks well positioned to exceed 2024’s record of 728 units (which itself was more than double 2023’s tally of 336 units) before the end of 2025.

Finally, traditional hybrids again accounted for the overwhelming majority of NEV registrations, thanks largely to sales of dual-powered versions of the Prospecton-built Corolla Cross. In Q1 2025, HEV sales in South Africa grew 14.8% year on year to 2 970 units, representing a whopping 85.2% of the NEV total.

*Toyota’s Corolla Cross HEV again accounted for much of SA’s NEV volume.*

As a reminder, 2024’s 15 611-unit performance (up 100.6%, year on year) was a record for NEV sales in South Africa. It followed this segment of the local market enjoying significant year-on-year gains of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023.

Fuel Price in SA: Consumers Hit with Higher Fuel Tax

As of June 2025, the fuel price in South Africa will be adjusted to include increases to the General Fuel Levy (GFL), which will see petrol and diesel consumers paying more for a litre of fuel.

The recent Budget Speech delivered by the South African Minister of Finance, Enoch Godongwana, was free of a VAT increase but instead announced an increase in the General Fuel Levy (GFL) in a bid to help fill the government’s ever-growing budget shortfall, which stands at almost R62 billion over the next 3 years!

National Treasury, however, says that the increase comes as a result of inflationary pressure and has not been implemented as a revenue-generating tool. The increase is expected to raise up to R4 billion in the 2025 financial year and further increases in the General Fuel Levy are expected in the next 2 years.

What does the General Fuel Levy increase mean for consumers?

Earlier in May 2025, we reported that sizable fuel price cuts were on the cards for June 2025 but these cuts will now be crushed by increases to the General Fuel Levy (GFL) which will see consumers pay 16 c/l more for petrol and 15 c/litre more for diesel, raising the GFL and RAF (Road Accident Fund) levies to over R6 per litre in some areas or over 30% per litre sold in South Africa.

Current fuel price data is showing potential decreases of up to 19c/l for petrol and 49 c/l for diesel, which will be reduced to about 3c/l and 34c/l respectively, considering the increase of the GFL.

The Automobile Association (AA) has responded to the Fuel Levy increases, calling for transparency and structural reform.

“While acknowledging the government’s fiscal constraints, the AA warns that this increase will have immediate and far-reaching consequences for consumers and the economy.”

“This levy adjustment comes at a time when South Africans are already contending with high food prices, elevated interest rates, increased electricity tariffs and persistently high unemployment. Fuel is a critical input cost across all sectors of the economy; any increase inevitably drives up transport and operational costs, further intensifying inflation. Lower-income households, which spend a greater share of their income on transport, will be disproportionately affected by this rise”, says the AA.

“While the AA recognises the need to address fiscal pressures, continuously turning to fuel levies to fill budget gaps is unsustainable, especially in the absence of transparency on how these funds are allocated and used”.

As part of its response, the AA has called for a comprehensive and transparent review of South Africa’s fuel pricing model which should include the following:

A forensic audit of revenue generated from the GFL and RAF Levy, including its allocation and expenditure
Full transparency on the fuel price-setting formula published by the Department of Mineral Resources and Energy (DMRE)
Engagement with civil society, labour, and the transport sector to identify fair and sustainable revenue models
Exploration of alternative funding mechanisms that reduce reliance on fuel-based taxation.

In conclusion, the AA believes that broader engagement is needed.

“Although the latest increase may appear modest in isolation, it forms part of a broader trend where motorists and transport-reliant industries bear the brunt of fiscal policy changes. South Africa must have a broader conversation about funding infrastructure, road safety, and public transport in a way that doesn’t unduly burden citizens”, concludes the AA.

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New BMW Concept Speedtop: 70 units to be built

The new BMW Concept Speedtop has been revealed in Italy, with the Bavarian automaker confirming it will built 70 examples of this 2-seater shooting brake…

Meet the new BMW Concept Speedtop. Revealed at the Concorso d’Eleganza Villa d’Este 2025 on the shores of Lake Como in Italy, this effectively coach-built 2-seater shooting brake has been confirmed for production, with 70 units set to be built.

The Speedtop appears very closely related to the Skytop – a 2-seater convertible likewise based on the apex version of the 8 Series – that was introduced at the same event in 2024. In the end, the Bavarian firm produced 50 examples of the Skytop.

According to BMW, the 3-door Speedtop – which Adrian van Hooydonk, Head of BMW Group Design, says is “characterised first of all by its profile” – will be produced in Dingolfing and “offered to collectors and connoisseurs”. Van Hooydonk believes the newcomer functions as “an exclamation mark for our entire lineup of vehicles, especially for the Touring models”.

The German automaker describes the new Speedtop’s front end as having a “shark-nose design”, complete with slim headlamps and an illuminated grille. A central spline runs from the bonnet over the roof to the rear spoiler, while the roof itself features an interesting colour gradient to accentuate this shape. The shooting brake rides on model-specific 2-tone, 14-spoke wheels.

*The interior features 2-tone leather upholstery.*

Inside, you’ll find plenty of leather plus what BMW terms “traditional brogue-style details”. The 2-tone colour scheme comprises the “Sundown Maroon” hue and the lighter “Moonstone White” colour. The roof spline evident from the outside is mirrored as a light beam in the 2-tone leather headliner. The luggage compartment – which is divided into 2 sections – is likewise trimmed in leather.

The BMW Concept Speedtop furthermore comes with a pair of made-to-measure travel bags produced by Italian manufacturer Schedoni. These were designed specifically for the Speedtop to fit in with its colour scheme and slot in neatly behind the front seats. A matching weekend bag can also be accommodated in the luggage compartment.

*The Speedtop comes with Schedoni bags.*

So, what’s under the bonnet? Well, the German firm says only that the shooting brake is “fitted with the most powerful V8 engine currently offered by BMW”. While the company doesn’t list any technical details, it’s worth noting the BMW M8 Competition’s twin-turbo 4.4-litre powerplant holds that title, generating a heady 460 kW and 750 Nm…

Land Rover Series 1: Classic 4×4 Drive

Fitted with a slightly more modern drivetrain, this Land Rover Series 1 offers perhaps the best combination of a truly classic Landy experience with a touch of modern convenience. We drove the British icon along Cape Town’s scenic Clarence Drive.

I hadn’t even driven a kilometre down the road from the property where I collected the Land Rover Series 1, when a fellow Land Rover driver flashed his vehicle’s lights and waved at me. It doesn’t happen often when you’re going about your business, but it does to Defender drivers, and it’s only polite to wave back.

It’s as if driving a classic Land Rover immediately makes you friends with every other Landy owner, and it goes along with a sense of humour… Several owners have told me you need to wave “to show the other driver that your hands are clean” (as proof that you haven’t recently had to work on your Land Rover)!

Joking aside, within the 1st few hundred metres of driving this Series 1, I already felt part of the “club”.

Modernising the Land Rover Series 1

Six years ago, this Landy was not in this great condition, however. When the Series 1 arrived at Land Rover Worx in Helderberg, it needed a lot of attention. Then the team began restoring it piece by piece.

Stefan from Land Rover Worx explains: “The engine is the later 2.5-litre 4-cylinder petrol engine that was fitted to the Defender from around 1987 onwards. The synchromesh gearbox is from a Series III, just to make it a little more drivable. The brakes, wiring and body were redone, and the body was completely repainted. Often, when we receive these cars, there is very little you can use from the original sample.”

The team kindly removed the roof, which makes the Land Rover appear even more purposeful – and ready for action. Even though it is a chilly 14°C, I am wearing “long johns” underneath my jeans, am triple layered at the top and even have a woolly beanie on my head… The nip in the air won’t affect me today.

Specifications:

Model: 1956 Land Rover Series 1, 86-inch (with upgraded drivetrain)
Engine: 2.5-litre, four-cylinder petrol
Power: 83 kW at 4 000 rpm
Torque: 265 Nm at 1 800 rpm
Transmission: 4-speed manual, with low-range transfer case
Weight: ± 1 100 kg

If you really want the full al fresco experience, the windscreen can be removed (or folded flat when the spare wheel is removed). Suffice it to say, it affords you a near 360-degree view from the driver’s seat.

What is the Land Rover Series 1 like to drive?

The more modern engine and gearbox are indeed welcome additions to this Series 1; they perfectly fit the model and also make it more drivable. Originally, this Landy was fitted with a 2.0-litre engine, as was the case with many later Series 1 Land Rovers. A 2.0-litre diesel motor was also available at the time.

The upgraded gearbox removes the hassle and challenges of a non-synchronous gearbox (also known as a crash box). The updated ‘box still feels its age, yet it shifts positively, with a short and mechanical action from 1st to 2nd gear. The up-right-up action when shifting from 2nd to 3rd takes slightly longer.

There is some play in the ‘wheel, which, to be fair, applies to most cars I’ve driven from this era, but the larger-displacement engine makes a significant difference: the Landy easily accelerates past 60 and on to 80 kph. Had it been powered by its original motor, this Series 1 would have delivered far more leisurely acceleration; it would have been more of a chore to drive (as it battled to keep up with traffic in town).

Make no mistake, there are rattles, and the off-road-biased tyres generate a lot of noise, but I wouldn’t want it any other way. As expected – again, as with other vehicles from the Fifties – you need to reduce speed and apply the brakes earlier than usual when you need to stop the Landy at an intersection.

As I head along the beautiful Clarence Drive in the Land Rover Series 1, I’m thankful that on this weekday in the heart of winter, there are no high-performance cars or motorcycles in a rush to overtake me.

The massive swells of the ocean make for a picturesque sight, and as the Landy trundles around bends, its knobbly tyres scrabble just to remind you that they’re there. It is quite strange to see the spare wheel in front of you, but after a while, you forget about it – or it simply becomes part of the scenery.

There is no rev counter, but knowing that the engine is a low-revving unit, you tend not to hang on gears for too long. I quickly change up into 4th gear to potter along as, well, “serenely” as possible.

In terms of kerb presence, there is no mistaking this vehicle for anything but an off-road Land Rover. There is ample space in the short load bin to load equipment/camping gear for an off-road excursion.

Occupant comfort is of little concern

If you are okay with sitting close to one another, there are 3 small seats up front. Embarrassingly, a fuel attendant had to show me how to move the driver’s seat to gain access to the fuel tank beneath it.

Halfway along Clarence Drive, I turn around and head back to Gordon’s Bay. I first pull over at the now well-known Pit Stop Lodge, where it comes as no surprise that a few of the visitors make some positive comments about the green Land Rover Series 1 – after all, it is not a car that you see on the road often.

Summary

On the final stretch back to Gordon’s Bay, I’m again reminded of how agricultural and military-grade the Land Rover Series 1 (and other vehicles of its type) are. It was built to be fit for purpose – a far cry from luxurious modern Land Rover models (even Defender variants) with all their soft creature comforts.

At the same time, I could have easily driven another 200 km (with a stop or 2 along the way) to enjoy the other talent (legendary off-road capability) the Series 1 offers. It is a back-to-basics driving experience, and the knowledge that you can tackle off-road routes with confidence only boosts the Landy’s allure.

Find a new or classic Land Rover listed for sale on Cars.co.za

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Is the Suzuki Swift an Ideal First Car for New Drivers?

So, you’re in the market for your first car. Here’s why we think the latest Suzuki Swift hatchback is the ideal choice for many new drivers in South Africa…

Considering the sheer volume of models and derivatives available on South Africa’s new- and used-vehicle markets, choosing your first car is by no means simple. But certain vehicles stand out as excellent choices for new drivers and the Suzuki Swift is one such example.

Suzuki is known as the industry’s small-car expert. While the Swift isn’t the most compact model in the Japanese automaker’s burgeoning range, we’d argue it is one of the very best options as a first car. After all, this model took the title of the Best Budget Car of the 2024/25 Cars.co.za Awards (CarsAwards), sponsored by Absa.

The AOL-series Suzuki Swift is far more spacious inside than traditional city cars, offering comfortable seating for 5 occupants. It also boasts a claimed luggage capacity of 265 litres, a figure that can be expanded to 948 litres by folding down the rear bench. Let’s take a closer look at why the Swift might just be your ideal first car…

4 reasons why the Suzuki Swift is an ideal first car

1. The Suzuki Swift is compact and easy to drive

Like its forebears, the AOL-series Suzuki Swift is simple to drive, making it perfect for new drivers. The 5-speed manual derivatives feature an easy-to-modulate clutch and a positive gearshift action. Variants equipped with a continuously variable transmission (CVT) are even more straightforward to pilot.

Most derivatives feature high-profile tyres and 145 mm of ground clearance, useful traits when traversing South Africa’s pothole-laden roads. Furthermore, this exceptionally manoeuvrable hatchback’s light steering, tight turning circle, good visibility and compact exterior dimensions make it a cinch to park.

2. The Swift offers good handling ability

Imagine a vehicle being conjured into a tyre-decimating drift. The model that popped into your head was likely some sort of high-powered, rear-driven sportscar, a configuration renowned for (sometimes uncontrolled) oversteer. In contrast, front-wheel-drive vehicles such as the Suzuki Swift generally exhibit entirely predictable handling characteristics. In fact, the Suzuki Swift is one of the best-handling cars in its class

The latter is exactly what you want as a new driver (snap oversteer, conversely, is precisely what you don’t want). In addition, the Swift’s modest peak outputs of 60 kW and 112 Nm won’t easily overwhelm the front wheels. That said, these maximum figures are more than sufficient for everyday use considering the vehicle’s sub-1-tonne kerb weight.

3. Plenty of standard safety kit

Safety equipment is an important consideration with any vehicle purchase. But we’d argue it’s even more crucial when it comes to your first car. Thankfully, all derivatives in the AOL-series Swift come standard with the safety essentials, including 6 airbags, ABS with EBD, Brake Assist, electronic stability control, rear ISOfix child-seat anchors, 3-point seatbelts (with audible and visual reminders) and even rear parking sensors.

4. The Swift is affordable to buy and run

Price is another key consideration when shopping for your first car. Since most new drivers are relatively young, affordability is particularly important. Just like earlier versions of Suzuki’s popular hatchback, the current Swift offers strong value on both the new- and used-car markets.

This hatchback also holds the potential for impressive fuel economy. Suzuki claims a figure as low as 4.4 L/100 km in the case of the manual derivatives and 4.6 L/100 km for the CVT-equipped variants.

Though the latest Z12E engine – a naturally aspirated 1.2-litre, 3-cylinder unit – is not yet as well-proven as the ubiquitous K12M 4-pot motor used in the A2L-series predecessor, Suzuki Auto SA does offer a lengthy 5-year/200 000 km warranty (plus a 2-year/30 000 km) service plan for peace of mind. In addition, Suzuki these days boasts an extensive local dealer network.

Finally, while insurance premiums will obviously depend on the driver’s specific circumstances, the Swift’s affordable price-tag means it should be relatively inexpensive to insure for the average owner.

Find a Suzuki Swift on Cars.co.za!

Which Chery Tiggo 4 Pro Derivative is the Most Fuel Efficient?

Which derivative of the Chery Tiggo 4 Pro – South Africa’s most popular Chinese car – is most fuel efficient? Let’s take a closer look at the numbers…

Though vehicles from Chinese brands are increasingly finding favour in South Africa, fuel consumption remains a largely common point of concern. So, just how efficient is the Chery Tiggo 4 Pro – which ranked as Mzansi’s best-selling Chinese car in 2024 – and which derivative in the range uses the least fuel?

Well, we’ll answer those questions below, based both on claimed figures from the manufacturer as well as our real-world experiences with various Tiggo 4 Pro derivatives. We’ll examine the 6 variants that currently make up the range, excluding the pair of panel-van derivatives doing duty in the light-commercial vehicle segment.

Chery Tiggo 4 Pro Engines and Transmissions

In South Africa, entry-level versions of the Tiggo 4 Pro are powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine. Sending 83 kW and 138 Nm to the front axle, this engine can be specified with either a 5-speed manual gearbox or a continuously variable transmission (CVT).

The big-on-value small crossover is also available with a turbocharged 1.5-litre petrol mill that generates 108 kW and 210 Nm. This zestier motor drives the front wheels through either a CVT or a 7-speed dual-clutch transmission (DCT).

Chery’s Claimed Fuel Economy for Tiggo 4 Pro

So, which of the Tiggo 4 Pro powertrains outlined above is the most fuel efficient? Based on Chery’s claims, combining the 1.5T engine with the DCT results in the best economy. In this case, that’s a figure of 6.7 L/100 km. For the record, that translates to a theoretical 761 km from the 51-litre tank.

Tiggo 4 Pro 1.5 LiT 5MT – 7.0 L/100 km
Tiggo 4 Pro 1.5 LiT CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5 Comfort CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T LiT DCT – 6.7 L/100 km
Tiggo 4 Pro 1.5T Elite CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T Elite DCT – 6.7 L/100 km

Interestingly, the naturally aspirated 1.5 linked to the CVT isn’t far behind on a claimed 6.8 L/100 km. The entry-level 1.5 5MT, meanwhile, is seemingly the least efficient Tiggo 4 Pro derivative, with a listed 7.0 L/100 km.

Tiggo 4 Pro 1.5T: Real-World Fuel Efficiency

Those are the claimed figures but what about real-world fuel efficiency? Well, we’ve tested the turbocharged 1.5-litre petrol engine in combination with both the CVT and the DCT. In 2021, we drove the CVT-equipped derivative and ended up with an indicated figure of 8.8 L/100 km. Note that this was before the powertrain received a software update that Chery promised would result in a “significant improvement in fuel consumption”.

In 2024, meanwhile, we sampled the range-topping 1.5T Elite DCT. The indicated consumption after 410 km of mixed driving? Some 8.3 L/100 km, though we should point out the test unit arrived with only about 180 km on its odometer, meaning the engine was perhaps still a little tight. In both instances, though, we made liberal use of each vehicle’s Eco Mode.

Conclusion on Tiggo 4 Pro’s Fuel Consumption

Based on the above, it seems the Chery Tiggo 4 is a little thirsty compared with direct rivals, though this model certainly still offers strong value overall. In addition, we’ve heard of several local owners seeing indicated tank-to-tank figures of approximately 7.5 L/100 km, suggesting somewhat more palatable returns are indeed possible.

And, of course, we must keep in mind that various external factors can have a marked impact on real-world fuel consumption. For instance, simple adjustments to your driving style can save you plenty of fuel in the long run, regardless of the vehicle you drive. It’s worth adopting fuel-efficient driving techniques to improve your overall fuel consumption.

Find a Chery Tiggo 4 Pro on Cars.co.za!

Mercedes-Benz 170S: Classic Drive

The gentle pace and easy elegance of this 1950 Mercedes-Benz 170S make it the perfect classic car for a scenic drive in the Winelands.

In today’s tech-driven world, it is difficult to imagine what driving a car must have felt like during the 1st half of the 20th century, when roads were rudimentary and automotive development was in its infancy.

Today, we don’t think twice about grabbing the stylish key fob of our modern car and driving into town –or across the country. And if the car develops any technical problem, help is usually a phone call away.

But during the late 1940s, such assistance was non-existent. You had to be very brave to take your car on an extended road trip, but this 1950 Mercedes-Benz 170S proves that it was, indeed, possible.

The developments we have seen in cars over the past 50 to 60 years are not remotely comparable to those in the first half of the 20th century, and due to the outbreak of World War II, progress slowed significantly. Cars in Europe, especially, changed little from the late 1930s to around the late 50s.

During World War II, Mercedes-Benz produced mainly military vehicles and aircraft engines; after that, the Three-pointed Star took a while to restart car production. The Mercedes-Benz 170S, produced only 6 years after the Allies achieved victory in Europe, is a magnificent example of an early post-war model.

Mercedes-Benz 170S has a hand-finished feel

Mercedes-Benz 170S rear three-quarter view

The owner of this car started his collection with Mercedes-Benz Pontons (read our classic drive of a 190b), but soon his passion for the brand expanded, and his interest in older models, more specifically this post-war 170S, took hold. Whereas Mercedes-Benz 170V was built from 1946, the 170S debuted in 1949 and featured improved suspension and engines that used carburettors, to name a few things.

Interestingly, the body of the Mercedes-Benz 170S dates back to the late Thirties, and its ladderframe chassis – something that the Ponton did away with – goes back even further than that.

Mercedes-Benz 170S reverse-opening driver's door

“But why utilise a chassis that was over 10 years old?”, you ask. Mercedes-Benz found a way to safely store the rigs and moulds during World War II, which the firm could repurpose after the war ended.

As the predecessor of the Ponton, the 170S also features quite a lot of ash wood in its cabin, and particularly around the windows, which are neatly framed and give the car an almost organic feel. The upholstery isn’t original, but the front seats still offer a degree of comfort, even without headrests.

Specifications:

Model: 1950 Mercedes-Benz (W136) 170S
Years produced: 1949-1952
Engine: M136 1.8-litre 4-cylinder, petrol
Power: 38 kW at 4 000 rpm
Torque: 111 Nm at 1 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 220kg
0-100 kph: 32 seconds (claimed)
Top speed: 120kph (claimed)

The view from the driver’s seat is unlike that in any other Mercedes-Benz that followed, but is similar to cars of the era (and older ones). These include the rounded front wings, the indicator lights (not original, but installed for safety reasons), and to your right, at the end of the bonnet, the Three-pointed Star.

What is the Mercedes-Benz 170S like to drive?

To start the 170S, you switch on the ignition, press the accelerator pedal, and then press it a little harder to activate the starter switch with your foot. The clutch isn’t as tricky as I expected it to be, but the gear lever, which you’d expect to find in an old pickup truck, not an elegant and curvy post-war sedan, is truly something from yesteryear. It is long and has a huge bend halfway between the floor and the gear knob.

The travel between each of the 4 forward gears is as long as the lever suggests, but after a few (clunky) changes, I become familiarised with how it operates, and start to relax behind the huge 3-spoke steering wheel. Before I stepped into the car and closed the front door (its pivot point is on the B-pillar), the owner said there was little point in revving the engine – it is only a 1.8-litre motor with 38 kW, after all.

When I lean on the accelerator, which is situated close to the transmission tunnel, I discover that the owner was not exaggerating about the ‘Benz’s languid throttle response – and leisurely acceleration. Little happens apart from the speedometer needle slowly, but surely, climbing past the 60 kph mark.

But there is enjoyment to be had from the engine’s sound. From the moment you press the accelerator pedal, the engine develops a deeper resonance, and the moment you lift off, it disappears. I will even go as far as describing it as being quite pleasing, especially when one takes the car’s vintage into account.

If you want to do an extended road trip with the 170S, there are a few things to keep in mind. As was the case with the later Type 300s, the 170S’ suspension has a central lubrication system. An oil reservoir – located on the right-hand side of the engine bay – has pipes running to every moving part of the chassis.

Once every 200 km, an indicator pops up on the instrument panel that alerts the driver to press a small pedal in the footwell. That action makes the car dispense oil to suspension joints that need it. However, the system wasn’t very efficient – much of the oil ended up on the road – and ‘Benz soon discarded it.

A few slight changes have been made to this car, but nothing that deviates substantially from its classic status. When the Mercedes-Benz 170S was purchased 19 years ago, the engine was overhauled as it was found to consume far too much oil and had little oil pressure – the piston rings had disintegrated.

Some patchwork was done to the body, but other than that, this Mercedes-Benz still proudly wears its original colour, with a deeper patina than you would expect from even a 71-year-old vehicle.

Bringing the ‘Benz into the 21st century

The electrical system was upgraded from 6V to 12V, mostly for safety reasons, as the car’s stock system could not always cope with feeding power to features such as the windscreen wipers, headlights and indicators simultaneously. The latter were neatly mounted on the front wings, also for safety reasons.

They’ve been so neatly integrated that if you’re not a Mercedes-Benz enthusiast, you would think they were fitted as standard. The original side pop-up indicator arms, situated in the middle of the B-pillars, were not in place when the owner bought the car. He had to rebuild this system and add new arms.

They were tricky to find, but fortunately the owner was able to purchase original Bosch items at a swap meet of the Mercedes-Benz Club. Eagle-eyed readers may notice that the discreet brake lights are also aftermarket units. The previous owner had them installed, and according to the current owner, they look out of place, but he admits they make the ‘Benz more visible to other road users, especially at night.

The ‘Benz’s shock absorbers were also scrutinised after purchase, but instead of shelling out a small fortune for Bilstein dampers from Germany, it was decided to overhaul and update the original items.

The Three-pointed Star atop the Mercedes-Benz 170S’ grille is mounted on a substantial circular base, which also serves as the radiator cap! Mercedes-Benz kept this design as a decorative feature for a long time before the simpler star and flat logo, here situated below the Three-pointed Star, took over.

As for improvements to the sedan’s interior, the grab handles (mounted on the insides of the B-pillars) also needed attention, so the owner made them look as close to the period items as possible. The Becker radio was one of the 1st units of its kind installed in a production car, and above it on the dashboard, the windscreen wiper switch sits to the left, with a cigarette lighter to the right, of a small lidded ashtray.

Summary

As a classic car, the Mercedes-Benz 170S – the predecessor of the Ponton and other ‘Benz models that precede the E-Class – is still a charming and reliable proposition. After we drove this car, it was exported from South Africa… and is understood to currently reside at the Mercedes-Benz Museum in Stuttgart!

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Omoda C5 (2025) Review

The updated Omoda C5 X Series, which recently arrived in South Africa, ushers in useful enhancements to a model that is already popular in our market. Gero Lilleike reviews the 1.5T 230T Lux X to determine if those changes warrant your attention.

This Omoda C5 review covers key topics that will help you make a more informed buying decision.

We Like: Futuristic design, good perceived build quality, enlarged load bay

We Don’t Like: Bad rearward visibility, higher-than-expected fuel consumption

Fast Facts

Model: 2025 Omoda C5 1.5T 230T Lux X
Price: R425 900 (May 2025)
Engine: 1.5-litre 4-cylinder turbopetrol
Transmission: 6-speed dual-clutch automatic
Power/Torque: 115 kW/230 Nm
0-100 kph: 9.0 sec (claimed)
Fuel consumption: 6.9 L/100 km (claimed)
Luggage capacity: 667-1 941 litres

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What is the Omoda C5?

Omoda C5 review — *The C5 X Series gains a revised grille that sets it apart from the rest of the C5 range.*

Omoda (the “O” in the Chery Group’s O&J division) arrived in South Africa in 2023 and has gone on to claim a sizable foothold in the crossover segment, with impressive sales in our market. In the 1st quarter of 2025, the C5 made Omoda the 3rd-best-selling Chinese car brand in Mzansi behind Haval and Chery.

As a reminder, Omoda targets a younger, sophisticated and fashion-forward clientele, and the brand’s local line-up comprises the C5 small crossover/compact family car and the larger C9 executive SUV.

The revised C5 X Series (offered in Lux or Elegance trim – the former of which is reviewed here) features a host of new improvements, including a revised grille and black alloy wheels, a new 6-speed dual-clutch transmission, an uprated suspension, improved practicality and enhanced interior features and finishes.

The Omoda C5 competes with other “boutique crossover” products such as the Haval Jolion Pro and BAIC Beijing X55, both of which offer elevated levels of perceived style coupled with a good level of standard features. In a constrained economic environment where car buyers are prioritising value of money, the Omoda C5 has some convincing to do!

Take a look at this useful comparison between the Omoda C5 X, Haval Jolion and BAIC Beijing X55 using our handy Car Comparison Tool.

How the Omoda C5 performs in terms of…

Performance and Economy

The Omoda C5 X Series is powered by the Chery Group’s 1.5-litre 4-cylinder turbopetrol engine that produces 115 kW/230 Nm, but is now paired with a new 6-speed dual-clutch transmission. The new auto ‘box is more responsive than the continuously variable transmission (CVT) offered on lesser C5 variants.

While the powerplant still exhibits notable turbo lag when you floor the accelerator pedal, the Omoda’s transmission changes gears smoothly… and when you expect it to. The powertrain provides adequate overtaking acceleration, but the biggest benefit of the 6-speed auto is that it elevates driver engagement (we think prospective buyers will appreciate “feeling” gear shifts over the “elastic” sensation of a CVT).

Omoda claims the C5’s fuel consumption has improved (from 7.4 L/100 km to 6.9 L/100km), so we were disappointed to see a real-world return of 10.5 L/100 km on our test drive through the Cape Winelands.

Omoda C5 rear — *A multi-link rear suspension has softened the C5’s ride quality.*

Ride quality and on-road refinement

The Omoda X Series now rides on a multi-link rear suspension (in place of a torsion-beam setup) in aid of improved ride comfort. Whereas the Omoda C5 1.5T 230T Lux X is still thirsty for a vehicle of its size, the new suspension has made a noticeable difference. Whereas the C5 does retain a degree of firmness to its ride quality, it’s now more forgiving over a variety of road surfaces, which will broaden its appeal.

We have found that several new models from Chinese car brands feature annoying visual and audible alerts related to safety systems (perhaps the sensitivity of those features requires fine-tuning?), but we’re happy to report the C5 X Series’ electronic safety aids (and their signals) aren’t overly intrusive.

However, the Start Stop system engaged at peculiar moments (such as in the middle of intersections). We also noticed the car tended to roll back when its engine restarted, requiring care when pulling away.

Interior execution and features

Omoda C5 Lux X Interior — *Perceived interior build quality is good with a premium look and feel.*

The Omoda C5 Lux X’s cabin is well-equipped with standard features, but note that its specification is not comprehensive. If you want a 50W wireless charger and ventilated seats, buy the Elegance X variant.

See specification details for the Omoda C5 Lux X here

Soft-touch surfaces abound in the C5 X, and comfort levels are high thanks to comfortable, contoured seats. Dual 10.25-inch screens (for the infotainment system and digital instrument cluster) are fitted, and the former’s menus are easy to navigate. Gloss black panels give the cabin a premium look, but they do attract fingerprints (you’ll have to keep a soft cloth at hand to keep the cabin free of dust and marks).

Practicality

A major improvement for the C5 X Series is the larger and more practical load bay, which sees the small crossover’s load volume increase to 442 litres (previously 378 litres). With the 60:40 split seats folded, up to 1 149 litres of utility space is available. In terms of rear occupant comfort, legroom is adequate.

Omdoa C5 Lux X — *A larger load bay is a welcome enhancement for the C5 X Series.*

Our biggest gripe with the Omoda C5 is its poor rearward visibility. The 1.5T 230T Lux X‘s raised hip line and tiny rear windows make it very difficult to check the vehicle’s blind spots when driving on a freeway; the driver is therefore entirely reliant on the Blind Spot Alert monitoring system to safely change lanes. This fact proved challenging in Cape Town traffic, where motorcycles are often cruising between lanes.

Omoda C5 price, warranty & after-sales support

The Omoda C5 1.5T 230T Lux X retails for R425 900 (May 2025), which includes a 5-year/150 000 km warranty, a 10-year/1-million km engine warranty (for 1st owner) and a 5-year/70 000 km service plan.

New Omoda C5 Specs & Prices in South Africa
Search for a new/used Omoda C5 listed on Cars.co.za

Verdict

The Omoda C5 continues to make a strong case for itself as a stylish, capable and well-specified small crossover/compact family car, and the C5 X Series upgrade adds further value to the package.

The C5 1.5T 230T Lux X, however, isn’t perfect. Its prospective buyers will have to be willing to make some compromises in terms of efficiency and practicality. While the new dual-clutch transmission does improve the C5’s general on-road demeanour, we found the variant’s fuel efficiency was disappointing.

Also, if good rearward visibility is a must-have feature in your next car, the C5 will likely be an unsuitable option. Perhaps consider a more “visually forgiving” design, such as the Haval Jolion Pro, for example.

Nonetheless, at R425 900, this C5 Lux variant’s strongest USP is sheer value for money… Even with all the upgrades, the Omoda still comfortably undercuts legacy brands’ boutique small crossovers on price and arguably offers more distinctiveness/kerb appeal than its fellow Chinese brands’ rival products.

Ford SA recalls 2024 Ranger: 25 units affected

Ford has issued a recall over potential suspension faults on the MY2024 Ranger bakkie in Southern Africa, though the action affects just 25 units in SA and Botswana…

Ford Motor Company of Southern Africa has issued a recall regarding potential suspension problems for 2024 model year Ranger bakkies, though Cars.co.za can confirm that just 25 units sold across South Africa and Botswana are affected.

The National Consumer Commission (NCC) of South Africa released a short statement on 22 May 2025, though failed to mention how many units were included in the Dearborn-based automaker’s recall action. Instead, the NCC said only that Ranger bakkies “made available for sale in 2024” were affected.

So, Cars.co.za asked Ford Motor Company of Southern Africa for clarity on the matter. The Blue Oval brand confirmed to us that the recall included “certain Ford Ranger models built between October 29 2024 through November 7 2024 at the Silverton Assembly Plant in Pretoria”.

“Ford has identified that in some of the affected vehicles, an incorrect Front Lower Control Arm (FLCA) may have been fitted on the left-hand side of the vehicle. An incorrect FLCA may cause a degradation in wheel control and related suspension/underbody noise, i.e. knocking or clunking.

“Separation of the joint may result in loss of control of the affected wheel with a corresponding effect on vehicle handling increasing the risk of crash or injury,” Ford said in its statement, without indicating whether the potential issue was specific to any of the 3 body styles (the single-, extended- and double-cab shapes).

“Approximately 25 vehicles are affected in Southern Africa (South Africa and Botswana). Customers of affected vehicles should contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and make the necessary repairs. This service will be performed on all affected vehicles at no charge to the vehicle owner,” Ford Motor Company of SA concluded.

As a reminder, all derivatives in the local Ranger line-up (bar the flagship Raptor, which is instead imported from Thailand) are produced at Ford’s Silverton facility in Gauteng. In 2024, the Ranger placed 2nd on the list of Mzansi’s best-selling bakkies (behind the Toyota Hilux), with local registrations improving 3.8% year-on-year to 25 553 units. Furthermore, the Ranger was crowned SA’s most popular double-cab bakkie in 2024, attracting 20 078 sales in this segment last year.

Hyper hatches that keep the WRC spirit alive

Whereas the World Rally Championship used to inspire the creation of visceral road cars based on Subaru and Mitsubishi models, the spirit of the WRC now lives on thanks to European premium brands and Toyota, which has finally embraced its wild side.

Cue the arrival of all-wheel-drive hyper hatches

Toyota’s hyper hatches nail the brief

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Mercedes-Benz 170S: Classic Drive

The gentle pace and easy elegance of this 1950 Mercedes-Benz 170S make it the perfect classic car for a scenic drive in the Winelands.

Mercedes-Benz 170S has a hand-finished feel

Specifications:

What is the Mercedes-Benz 170S like to drive?

Bringing the ‘Benz into the 21st century

Summary

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Omoda C5 (2025) Review

The updated Omoda C5 X Series, which recently arrived in South Africa, ushers in useful enhancements to a model that is already popular in our market. Gero Lilleike reviews the 1.5T 230T Lux X to determine if those changes warrant your attention.

Fast Facts

Serious about buying/selling?

What is the Omoda C5?

How the Omoda C5 performs in terms of…

Omoda C5 price, warranty & after-sales support

Verdict

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