The new Opel Corsa Irmscher Edition will soon hit the market in South Africa in limited numbers. Here’s how much this new flagship hatchback will cost you…
The Opel Corsa Irmscher Edition – a box-fresh flagship version of the German firm’s hatchback – is expected to launch in South Africa in the near future and we’ve managed to lay our hands on pricing.
Previewed by an example (which interestingly wore “Ultimate” branding on its scuff plates) displayed at the 2024 Festival of Motoring in Gauteng in late August last year, the Corsa Irmscher Edition was originally scheduled to hit the local market in the opening quarter of 2025.
A screenshot of a teaser image on Opel SA’s website.
However, the new derivative instead ended up making its official debut in early May at the 2025 Simola Hillclimb in Knysna, where it was driven up the hill by racer Siyabonga Mankonkwana (a former Formula 1600 and current South African Touring Cars driver) in the A1 class.
So, what will it cost? Well, according to our information, the Opel Corsa 1.2T Irmscher Edition will be priced at R534 900, representing a R65 400 premium over the Corsa 1.2T GS Line (R469 500) on which it appears to be based. From what we understand, just 40 units will be available in South Africa.
The front lip, as pictured on Irmscher’s global website.
While official details are still scarce, we believe the Irmscher Edition employs an unchanged version of the turbocharged 1.2-litre, 3-cylinder petrol mill used by the GS Line, in conjunction with a 6-speed automatic transmission. Peak outputs thus seemingly remain 96 kW and 230 Nm, while the 0-100 kph sprint sticks at a claimed 8.7 seconds.
As you’ve no doubt gleaned from the name, Opel SA appears to have sourced various components from German tuning company Irmscher (just as it did with Irmscher Edition versions of the 2nd-gen Astra and even the Rekord several years back). Based on the few official images out there, these items include a front spoiler lip, side-sill extensions, a rear diffuser and a rear spoiler, all finished in gloss black.
The 18-inch alloy wheels from Irmscher.
In addition, the sporty-looking hatchback rolls on black Irmscher-branded 18-inch alloy wheels in a “Turbo Star” design. The Corsa Irmscher Edition also appears to have a slightly lower-than-standard stance, suggesting a drop kit may be part of the package, though this remains unconfirmed. Inside, expect Irmscher-branded floor- and boot mats.
In terms of standard kit, the Irmscher Edition should feature all the equipment that comes with the GS Line grade, including a black roof, heated front seats, climate control, rain-sensing wipers and various driver-assistance safety features. Stay tuned for official details as we have them…
How much does the Opel Corsa Irmscher Edition cost in SA?
Opel Corsa 1.2T Irmscher Edition – R534 900
The price above likely includes Opel’s 5-year/100 000 km warranty and a 3-year/45 000 km service plan (with intervals of 15 000 km).
The 993-series Porsche 911 GT2 Clubsport may be close to the ultimate driver’s car, but what if the Zuffenhausen-based brand’s track special is also embellished with Evo modifications? Well, buckle up! We drive one of the “purest 911s” in existence.
I think it’s only appropriate to start this feature with the opening statement of this car’s custodian (at the time) – a Porsche collector and racer, no less. “It is the purest, most brutal, rawest production 911 I have ever driven,” he said – I couldn’t wait to find out if he was correct about the 911 GT2 Clubsport “Evo”.
IMAGES: Charles Pullen
This particular example started life as an original GT2 Clubsport version of the 993-series Porsche 911, and as many of you will know, the Clubsport is stripped of any unnecessary interior comforts. There are no carpets, aircon, or sound deadening.
GT2 Clubsport is a pukka track special
The interior and roll cage are painted the same colour as the exterior, while safety equipment includes a driver’s harness, a battery kill switch and racing bucket seats. In place of the dual-mass flywheel, the Clubsport came with a clutch disc with torsional dampers, all of which reduces weight even further.
Other standard Porsche 911 (993) GT2 fitments include the race-inspired, 3-piece, magnesium five-spoke Speedline alloy wheels. Bending down on my knees, I place my thumb between the extended wheel arch and the tyre, and it’s a snug fit – that’s all the clearance there is. The 993-series GT2 also featured power steering, but Porsche gave it a more direct ratio, which we will discuss shortly.
Up front, the suspension towers are connected with a strut brace (needed to keep this car stiff for the track), while the battery is mounted as low as possible to reduce the car’s centre of gravity. Yet, as this is supposedly also a car “for the road”, there’s a space-saver spare wheel fixed to the floor!
However, the single most important fact about the GT2 Clubsport is that its body shell is the same as the one used for the GT2 race car. And, as we mentioned earlier, this is no ordinary Clubsport; the 1st owner, who was a regular client of Porsche at the time, specified some Evo modifications to his car.
This particular specimen was ordered with the high rear wing and with an adjustable front anti-roll bar mounted beneath the front seats, rather than under the bonnet.
Of course, the true 993-series Porsche 911 GT2 Evo, which incorporated aerodynamic, software and mechanical updates for track racing, was offered from 1996 for owners of GT2 racing cars. Of these upgrades, the owner of this car opted to fit an Evo front bumper (with more vents offering better cooling) and a new splitter to improve airflow control, as well as the all-important suspension mods.
These are made up of fully adjustable Bilstein shock absorbers, and the rear suspension rebound adjusters are accessible via the cabin compartment.
As the owner drives the GT2 Clubsport up and down the mountain pass (for photography), I hear a turbo whistling sound from the engine. Later, I will discover that you can hear none of it while driving the car!
Meanwhile, I try to understand and anticipate how a morning with such a unique 911 and its owner would pan out, but the car surpassed any preconceptions I may have had in the weeks leading up to this event.
Specifications:
Model: 1996 Porsche 993 911 GT2 Clubsport “Evo”
Engine: 3.6-litre, flat-6, naturally aspirated
Power: >335 kW at 5 750 rpm
Torque: >584 Nm at 4 500 rpm
Transmission: 6-speed, manual, RWD
Weight: 1 295 kg
0-100 km/h: 4.0 sec (claimed)
Top speed: 293 kph (claimed)
What the GT Clubsport “Evo” is like to drive
The moment I grip the driver’s door handle, I sense that it is no ordinary 993-series 911 door – or 993 GT2 door, for that matter. It is featherlight, and the minimal black door trim contrasts starkly with the blood-red metal throughout the cockpit. Because the roll cage and Schroth seatbelts are also red, it’s the black dashboard, seats, and the Momo logo on the 3-spoke steering wheel that stand out most.
Ingress is best executed by stepping in with your right leg first and then sliding off the roll cage’s cross member into the seat. Immediately, you have a sense of being in a secure and safe environment. Heh!
The bucket seat supports you from your upper thighs right up to your shoulders. Next, I get all the straps of the 4-point harness in place and click them into the central mount which is resting on my stomach.
The main part of the dashboard will be familiar to owners of 993-series 911 variants, but that is where the similarities with a standard car end. The gearknob is from a 962 race car; Porsche (that had some parts left over from its 962 sports prototype racing programme) fitted it as a kind gesture to the owner.
As I settle into the seat, I work the gearlever through the gate, just to get a feel for its throw before I set off. It is a 6-speed H-pattern ‘box with reverse gear hard left and up, but it shifts easier than I expected.
The moment I turn the key, the engine catches, and the rawness of a powerplant positioned on solid mounts (for the record) fills the cabin. Not only is it decidedly loud – I have never before had the sense that an engine is so directly connected with a car’s body shell as in this 911, not in a road car, anyway.
An ear-piercing sound engulfs the cabin
However, the moment I engage 1st gear and release the clutch pedal, a new, mechanical and shrill, ear-percing sound – one that overwhelms the engine’s cacophony, no less – engulfs the cabin.
The whine from the straight-cut gears (fitted by the previous owner for club-racing purposes) would probably have most people jumping on the brakes; it sounds harsh, almost as if something is broken.
The racket dissipates (a bit) as you press the accelerator pedal, but the moment you get off the throttle, the intensity of that gearbox whine returns. Owners and drivers of Cup cars will feel quite at home here…
A previous, but very brief, drive in the car (to prepare for the photoshoot) had readied me for today, but I never came close to the redline on that occasion, and barely nudged the car’s limits through a bend.
This morning, things are different, however. The owner of the GT2 Clubsport “Evo” has driven ahead, leaving the best part of a mountain pass to me at the helm of his car. There’s no chaperoning here.
Time to put my foot down…
I quick-shift to 2nd gear, and with 2 000 rpm on the rev counter, I put my foot down and the GT2 Clubsport “Evo” car starts hauling – there’s no turbo noise, only that gearbox… and the engine truly comes alive beyond 3 000 rpm. The needle sweeps past the dial markings faster, and during the ensuing 3 000 rpm, I am pushed back into the seat with a force that I’ve only experienced in hardcore sportscars.
Although there are still a few hundred rpm left, I shift at 6 000 rpm and the onslaught continues. It’s a brief joy, however, as I have to stab the brake pedal in a hurry. The centre pedal’s not so heavy that it needs heel-and-toe, but I blip the throttle before I depress the clutch and slot the gear lever into 2nd.
The brakes scrub off speed ably, but I must warn those who take the wheel of such a car: be wary of camber changes or braking when with lock on the ‘wheel – if it catches you out, you could be in trouble.
Having read about how notorious these 911s can be if you don’t respect the rightmost pedal, I can’t help but marvel at the way this engine hides its turbo lag. For a 20-year-old Porsche, I expected more ‘lag, but once you are driving the car as it is meant to be driven – high in the rev range – you will hardly notice it.
Sheer steering feel is integral to this GT2 Clubsport. Owing to the car’s track-oriented “Evo” setup, the front wheels show an insatiable appetite to dive into the next corner. In a straight line, the car is stable, but the slightest change in the camber of the road filters through the wheels to the steering wheel.
Instantaneous responses to steering inputs
Yet, with the slightest steering input, this Porsche will comply like no other 911 I’ve driven, perhaps apart from a Cup racing car. It is as if the moment that you guide the car into a corner, it is at its happiest.
I am only too aware that there is no body roll to speak of – not under braking, not under acceleration, and not when you turn the wheel, for that matter. With all that grunt on tap, you must be ready to anticipate any possible wayward movement from the rear axle, but the experience is mind-blowing – what a car!
Summary
The GT2 represented the peak of Porsche 911 development in the Nineties. For fans of air-cooled 911s, it is the apogee of 911 development. This is, without question, the most hardcore road car Porsche has ever built. Will we ever see another pop-riveted GT2 or GT3 model again? It’s highly unlikely, I believe.
Since the 993 GT2, Porsche has never gone to such lengths to offer such a raw driving machine. That’s what makes these cars so very special. And, as if the GT2 Clubsport wasn’t special enough, a Clubsport with Evo modifications in a road-legal Porsche is just about as raw as it gets for the wonderful 911.
Cars.co.za launches new Listing Badges to help consumers
Cars.co.za is proud to announce new listing badges for its new and used car listings to better inform consumers about the cars they are browsing.
As a consumer champion, Cars.co.za is always striving to find useful solutions to make browsing for new and used cars easier and more practical for you, the consumer.
Cars.co.za has now introduced a new badging system for new and used car listings to help car buyers identify cars that deserve closer attention.
Here is a quick look at what new badges you can expect to see on Cars.co.za and what they mean.
Our Deal Badges will tell you what listings represent proposed deals that deserve closer attention. Deal ratings are generated by our advanced algorithms that leverage real-time market analytics.
There are 3 Deal Badges to look out for:
Great Deal: Based on market trends and buyer demand, listings that carry this badge represent a competitive option for buyers to consider.
Good Deal: Considering market trends and similar listings, listings with this badge offer solid overall value.
Fair Deal: In line with market trends, listings that carry this badge represent fair value within the typical range.
Fast Seller Badge
A Fast Seller badge is given to vehicles that are in high demand and priced to sell fast.
Price Drop Badges
Price Drop Badges highlight listings that recently received a price decrease, and the price decrease is shown as a percentage.
If you haven’t done so already, download the Cars.co.za app and let’s find what moves you!
Meet the new Toyota RAV4, the 6th generation of the Japanese automaker’s popular SUV (now also offered in GR Sport form). And it’s coming to South Africa in 2026…
Say hello to the new Toyota RAV4. Finally revealed after a string of teasers, the 6th generation of the Japanese firm’s SUV debuts on the global stage in Core, Adventure and GR Sport trim.
Toyota South Africa Motors has confirmed to Cars.co.za that the new RAV4 is scheduled to hit local roads in the opening half of 2026. At this stage, however, details on the local range have yet to be confirmed.
The new RAV4 in Core trim.
The RAV4, of course, is an incredibly popular nameplate worldwide, having placed 3rd on the list of the world’s best-selling vehicles in 2024. In South Africa, it’s not quite as strong-selling as it once was, with 1 174 units told locally last year. Over the opening 4 months of 2025, a further 525 examples have been registered in SA.
But back to the new RAV4. Unwrapped in Japan, the 6th-generation RAV4 sports new exterior styling (including a fresh model logo) and what Toyota describes as “similar dimensions” to those of its predecessor. Inside, you’ll find a redesigned cabin featuring the brand’s latest 12.9-inch multimedia system, a 12.3-inch digital instrument cluster as well as new safety technology.
The Adventure version revealed for Japan.
Three exterior “styles” are on the table (depending on the market): Core, Adventure and GR Sport. Each features a unique grille and front bumper design, along with derivative-specific alloy wheels. Toyota says Core is built for urban settings, while Adventure (or “Rugged” in North American markets) has more of an “off-road feel”.
The GR Sport grade, meanwhile, boasts more aggressive styling (including front and rear spoilers) along with “enhanced suspension tuning and body rigidity”. The Japanese automaker also says the new RAV4 GR Sport upgrades to a wider track, gaining some 20 mm of width.
The GR Sport features a 20 mm wider track.
The new GR Sport version of the RAV4 comes with high-performance dampers, strengthened rear bracing and retuned springs. Depending on the market, 20-inch black alloy wheels in a twin-spoke design are also standard, while the cabin scores console knee pads, an alloy pedal set and sports seats, plus plenty of “GR” logos.
While it’s not yet clear whether all powertrain options have been detailed, Toyota has confirmed the new RAV4 will be sold in both parallel-hybrid (HEV) form and plug-in electric vehicle (PHEV) guise. The automaker says the updated HEV powertrain features higher outputs “thanks to improvements to the transaxle, power control unit, battery and other components”. Peak figures appear to differ markedly by region, though Toyota Australia quotes an output of 143 kW.
Note the new 12.9-inch infotainment screen (GR Sport cabin pictured).
Seemingly again built around a naturally aspirated 2.5-litre petrol engine, the PHEV powertrain now offers a higher all-electric range (with Toyota targeting a figure of 100 km) thanks to the adoption of a new 22.7 kWh lithium-ion battery pack. In Australia, the AWD version of the new RAV4 PHEV will offer 227 kW and bear a claimed 0-100 kph time of 5.8 seconds. That market will also receive a “more affordable” front-drive PHEV derivative generating 201 kW.
As a reminder, the XA50-series RAV4 touched down in Mzansi in March 2019. The current line-up in South Africa comprises 6 derivatives (including the flagship PHEV variant that Toyota SA Motors is not actively marketing) priced from R712 700 to R989 800.
The new Honda Amaze small sedan has landed in SA. It has been Honda’s bestseller for some time, but can the new model replicate that success? We get behind the wheel.
Despite the popularity of compact crossovers/small SUVs in our market, the Honda Amaze small sedan is the Japanese brand’s best-selling model in SA (with more than 10 000 units sold in the past 10 years).
Now in its 3rd generation, the new Honda Amaze has arrived in Mzansi; it incorporates several revisions (more tech and convenience features have been added), but its price tag hasn’t increased substantially.
What exactly has changed?
It may be an all-new model, but given its predecessor’s success, Honda didn’t feel compelled to alter the Amaze’s packaging radically – after all, why would it reimagine a product that already fits the bill?
The Amaze is 3 995 mm long and has a 2 470-mm wheelbase (the same as before), but the model has grown slightly in terms of width and height. The real strength of a vehicle like this is luggage capacity (boot space), which is rated at 416 litres, if slightly down on the previous Amaze’s 420 litres.
The Honda Amaze’s line-up comprises 3 derivatives, each of which is powered by a naturally-aspirated (non-turbocharged) 1.2-litre 4-cylinder petrol engine. The motor, which produces peak outputs of 66 kW and 110 Nm of torque, is paired with either a 5-speed manual gearbox or a continuously variable automatic transmission (CVT, with 7 steps that simulate gearshifts).
The Amaze is renowned for its fuel efficiency, and the new model is claimed to consume 5.5 L/100 km.
There are 2 trim grades: Trend and Comfort; both seem well specified for their respective price points.
The top-spec Comfort appears to offer the best value, it features additional airbags (taking the total to 6), auto headlamps, a 15W wireless phone charger, LED front foglamps and smarter-looking 15-inch alloy wheels. The CVT version further has steering-wheel-mounted paddle shifters and remote engine start.
This discreetly placed charger keeps your phone out of sight.
But, if your budget can’t quite reach the top tier, the Trend ticks most of the boxes with keyless entry, a reverse-view camera, parking sensors, climate control, wireless Apple CarPlay and Android Auto, USB-A and -C ports, LED headlamps, an 8-inch touchscreen and vehicle stability control, among other features.
What is the Honda Amaze like to drive?
The new Honda Amaze is a well-sorted B-segment sedan.
We drove the Honda Amaze from Cape Town’s CBD, past Cape Point and back to town via Hout Bay, but because an early-winter cold front was lashing the Western Cape, driving conditions were exceptionally poor. The rain and gale-force winds were so intense that a portion of the evaluation route was closed.
Despite the soaked roads, we were happy with the Amaze’s reassuring roadholding and abundant front-end grip. Just because the car is relatively inexpensive, it doesn’t mean that it lacks driving refinement.
We were satisfied with the motor’s performance (with 2 occupants in the car), both from a standstill and in terms of in-gear acceleration. The indicated fuel consumption was under 7 L/100 km, which is fair.
Ride quality is good on these newly designed 15-inch alloys.
The ride quality was good too, thanks to a pliant suspension setup and 15-inch wheels wrapped in plump 185/60 tyres. The Amaze dealt well with the variable quality of the road, which is well-used by locals and tourists. The steering setup is on the lighter side, but it gives the vehicle a feeling of “light-footedness”.
As for the Honda’s performance, it wasn’t exactly energetic. It’s notable because the Amaze’s launch was at sea level, where naturally-aspirated petrol engines don’t lose 17% of their peak power outputs (as they do in the thinner air of Gauteng). Granted, the slick-shifting 5-speed manual gearbox is effortless to use, but we got the impression that comfortable commuting is the sedan’s forte; dynamism matters little.
The instrument cluster combines digital and analogue elements.
The CVT drones (accompanied by a strained engine note) when hard acceleration is required, but that scenario is well outside the sedan’s comfort zone (the model was designed with efficiency in mind). Yet, given gentle accelerator inputs, the Honda is a comfortable and, importantly, easy-to-drive proposition.
It’s concerning that most of the model’s customers will be based in Gauteng, where the Amaze’s 66 kW is reduced to 55 kW. That, in combination with 4 adults on board, may result in lethargic performance.
To be fair to Honda, the drawback of utilising a small-capacity, non-turbocharged engine “upcountry” is not exclusive to the Amaze. My colleague Ashley Oldfield, who recently drove the Suzuki Dzire, voiced the same concern about the Amaze’s rival, which musters just 60 kW from its 1.2-litre 3-cylinder mill.
The Amaze is happiest when cruising around in town, but it should be reasonably competent on the open road.
How much does the new Honda Amaze cost in South Africa?
Amaze 1.2 Trend MT
R254 900
Amaze 1.2 Comfort MT
R274 900
Amaze 1.2 Comfort CVT
R294 900
The prices of the Honda Amaze have not increased radically compared with those of its predecessor. Prices for the same derivatives were R253 600, R272 900, and R292 900, which we find impressive.
Honda includes a 5-year/200 000 km warranty, 3 years of AA roadside assistance and a new 4-year/60 000 km service plan, which is twice as long as the previous model’s 2-year/30 000 km plan. Impressive.
Summary
B-segment sedans aren’t as popular as they were – some would argue that they primarily serve e-hailing and fleet operators – but the Amaze’s new-vehicle sales figures suggest the model has broader appeal.
The new-gen Honda Amaze has not changed radically, but it didn’t need to. This time, Honda looked beyond the model’s traditional pillars of efficiency and low running costs, and sought to optimise value by cramming even more tech and convenience features into its product, to the benefit of consumers.
We look forward to putting the Honda’s small sedan through its paces for an in-depth assessment soon.
Hilux vs Ranger vs D-Max: sales by body style in 2025 so far
Which models are leading the single-, extended- and double-cab bakkie charts in South Africa after the first 4 months of 2025? Here are the sales by body style…
With the opening 4 months of 2025 gone, it’s time to look at which models are leading the single-, extended- and double-cab bakkie sales charts in South Africa. We’ll focus on the top 3 sellers for each body style.
As a reminder, Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles. However, the helpful folks over at Lightstone Auto have once again assisted us by providing these fascinating registration figures.
For the record, the Toyota Hilux (10 943 units) is currently winning the overall bakkie sales race in SA, year to date at the end of April 2025. The Ford Ranger (7 933 units) and Isuzu D-Max (6 695 units) are in 2nd and 3rd, respectively.
South Africa’s best-selling double-cab bakkies
However, according to Lightstone Auto, the Ford Ranger is leading Mzansi’s double-cab bakkie sales race after the first 4 months of 2025, with 6 600 units sold locally. That translates to a considerable 83.2% of the Silverton-built contender’s overall tally.
The Toyota Hilux double cab is thus 1 416 sales off the pace after 4 months of the year, with 5 184 units registered. According to our maths, the double-cab body style thus accounts for 47.4% of the Prospecton-produced stalwart’s total.
As you’ve no doubt guessed, the Struandale-made Isuzu D-Max occupies the final double-cab bakkie podium position. Some 40% (or 2680 units) of the D-Max’s total have come from sales of the double-cab body style. For the record, Lightstone Auto’s figures suggest all other 1-tonne double-cab bakkie derivatives collectively managed 6 784 units, year to date.
Single- and extended-cab body style sales
Meanwhile, the Toyota Hilux is leading the charge in the single-cab space, with 4 342 units registered during the first 4 months of the year. Our calculations suggest this represents 39.7% of the Japanese bakkie’s overall figure.
The Isuzu D-Max finds itself in 2nd place on the single-cab table, with a year-to-date registration figure of 3 438 units. Interestingly, the KwaZulu-Natal-assembled Mahindra Pik Up ranks 3rd on the single-cab list, with 2 833 units (or a whopping 82.5% of its total) sold.
For the record, just 306 units of the Ranger single cab were sold locally over the first 4 months of 2025. Lightstone Auto’s figures further show that all other 1-tonne single-cab bakkie derivatives (excluding Hilux, D-Max, Pik Up and Ranger, that is) managed 3 601 units, year to date.
The Toyota Hilux is also in pole position in the extended-cab race on 1 404 units or approximately 12.8% of its total. The Ford Ranger is in 2nd on 1 026 units, with the Isuzu D-Max (577 units) having to settle for a relatively distant 3rd. Of course, these are the only 3 bakkies offered locally in the so-called “cab-and-a-half” body style.
This new Suzuki Dzire looks suited and booted to take on the ride-sharing market, but it has a hint of design flair that may endear it to consumers who are looking for a small family car. We attended the model’s launch on the Highveld to see what it can do.
What is a Suzuki Dzire?
The Suzuki Dzire GL+ features black alloy wheels and a boot-lid spoiler.
The new Suzuki Dzire is based on the Suzuki Swift (which regularly tops monthly new-car sales charts in Mzansi), but the newcomer features a capacious boot. You’d assume the fact that the Dzire has a bootlid rather than a tailgate limits its practicality, but the Indian-built sedan has a stated load capacity of 378 litres, which is more than the Swift’s claimed luggage space (265 litres, when all seats are occupied).
The Dzire uses the same 3-cylinder petrol engine as the Swift and is offered in manual and automatic guises. There are 2 trim grades: the entry-level GA, which is only available with a 5-speed manual ‘box, and the range-topping GL+, which can be had with either a manual- or (CVT) automatic transmission.
Fuel economy is one of the major strengths of the Suzuki brand.
Suzuki has become renowned for its models’ impressive fuel economy. The brand has stuck mostly with natural aspiration (non-turbo engines) in its range, with a focus on optimising its small powerplants’ fuel efficiency. The 1.2-litre 3-cylinder in the Dzire produces 60 kW/112 Nm and is claimed to consume just 4.4 L/100 km. Our drive around the outskirts of Joburg, with 4 people in the car (as many as an Uber driver is likely to transport), returned 6 L/100 km (we drove the manual), which was deeply impressive.
I wouldn’t say that the sedan carried its 4 occupants with ease, however. The engine does struggle in the thin air of Gauteng (which saps about 17% of the power that a non-turbo engine would develop at sea level) and, when you require the Dzire to ascend a steep hill under load, you need to be prepared to downshift a few times – and task the engine to deliver whatever it can – to sustain momentum.
The Top Deck interior
Cloth seats and a dashboard that is a mixture of beige and black plastic.
South Africans prefer black interiors, but consumers on the subcontinent seem to favour beige interiors; that’s why many Indian-built vehicles that have been sold in the Republic feature beige cloth interiors (the Honda Brio, plus the previous-gen Suzuki Ertiga and Mahindra XUV300, are examples).
The new Dzire’s interior combines the 2 in a Cadbury’s Top Deck style mixture of black and beige. The seats are beige too, and that doesn’t bode well for those who like to keep a clean-looking interior.
The cabin’s fit-and-finish seems fine, but it’s no surprise that all the panels are made of hard plastic. The GL+ has a few upgrades that include cruise control, reverse-view camera, multifunction steering wheel, an extra USB port (front) and a 7-inch touchscreen infotainment system. The latter looks small compared with the plastic that surrounds it, but at least it has wireless Apple CarPlay and Android Auto capability.
The infotainment screen looks small in its housing, but has all modern connectivity features.
In terms of passenger space, we found there was enough legroom in the back (even when seated behind tall drivers) and the headroom only became a problem for aft passengers taller than, say, 1.85 metres.
There are 3 proper seatbelts at the back (even for the middle occupant), which is commendable, but I couldn’t find a way to fold down the rear seats, which leads me to believe they can’t be folded; that may disappoint aspiring owners who thought they could occasionally use the Dzire to transport long items.
Suzuki Dzire pricing and after-sales
The Suzuki Dzire 1.2 GA costs R7 000 more than its predecessor, while the GL+ is R12 000 pricier than the previous-gen GL. All variants are sold with a 5-year/200 000 km warranty and a 4-year/60 000 km service plan (the service plan has been increased from the previous model’s 3 years or 45 000 km).
The new model also comes with far more safety equipment as standard, including ABS, EBD and electronic stability control (ESC), 6 airbags, rear parking sensors and -ISOfix anchor points.
The Suzuki Dzire caters to a market that (now almost exclusively) serves ride-sharing operators. To service that market, the GA variant has the basics for comfort without frills that would hike the price.
The GL+ seems to cater for the ride-sharing market and general consumers who want a cheap sedan, but don’t want it to look like an Uber car. It has black wheels, a boot spoiler and some extra goodies that make it a little less plain than the other small sedans on the market. The Swift will certainly remain the volume seller, but if a small sedan piques your interest, the Dzire has a little something going for it.
The new Honda Amaze has arrived in South Africa, ready to pick up where its predecessor left off last year as the brand’s top seller. Here’s what this diminutive sedan costs…
The new Honda Amaze has officially touched down in South Africa, with the local line-up again comprising a trio of derivatives. This 3rd-generation small sedan’s new front-end styling brings it neatly in line with siblings such as the likewise Indian-built Elevate.
Though it’s billed as an all-new model, plenty appears to carry over from the outgoing version. For instance, this diminutive sedan again measures 3 995 mm long, while its wheelbase is unchanged at 2 470 mm (though the little saloon is slightly wider and taller than before). The luggage capacity, meanwhile, is 416 litres, down slightly on the 420-litre claim for the outgoing model.
SA-spec derivatives don’t feature chrome-effect exterior door handles.
In addition, the newcomer employs the same powertrain as before, with the naturally aspirated 1.2-litre, 4-cylinder petrol engine again sending 66 kW and 110 Nm to the front wheels via either a 5-speed manual gearbox or a continuously variable transmission (CVT). Fuel economy is listed as 5.5 L/100 km (a marginal improvement) regardless of the chosen transmission.
So, what does it cost in South Africa? Well, we can confirm that the Amaze 1.2 Trend 5MT starts at R254 900. For the record, that represents a relatively modest R1 300 premium over the outgoing entry-level derivative of the same name.
Front-end styling neatly in line with that of the Elevate.
The Amaze 1.2 Comfort 5MT comes in at R274 900 (up R2 900), while the Amaze 1.2 Comfort CVT again tops the range, now priced at R294 900 (an increase of R2 500). While the 2nd-gen model shipped with a 2-year/30 000 km service plan, the new model has had this arrangement doubled to 4 years or 60 000 km.
The Trend grade includes dual front airbags, ABS with EBD, electronic stability control (a feature not included on its predecessor), hill-start assist, 15-inch alloy wheels, a reverse-view camera, rear parking sensors, electric windows all round, electrically operated side mirrors, smart keyless entry, automatic air-conditioning, an 8-inch touchscreen (with Apple CarPlay and Android Auto) and a 4-speaker audio system with Bluetooth.
SA-spec variants feature an all-black interior.
The Comfort trim level, meanwhile, upgrades to 6 airbags, 2-tone alloy wheels and a 6-speaker sound system, while also gaining wireless smartphone charging, LED front foglamps, automatic headlamps, a painted grille and seatback pockets (on the rear of the driver’s pew). The CVT derivative furthermore scores paddle shifters and a remote engine-start function.
While the Indian-spec Amaze features a dual-tone colour scheme inside – combining beige and black trim – the SA-spec model sticks with an all-black colour scheme inside. In Mzansi, the Amaze is available in a choice of 5 exterior colours: Lunar Silver Metallic, Radiant Red Metallic, Meteoroid Grey Metallic, Platinum White Pearlescent and Obsidian Blue Pearlescent.
In SA, the new Amaze comes in a choice of 5 exterior colours.
In 2024, Honda Motor Southern Africa registered 1 001 units of the outgoing Amaze locally, making it the brand’s best seller last year and the only model in the Honda range to crack 4 figures. The new Amaze will again compete against the Suzuki Dzire (the 4th-gen version of which has just launched in SA) and the Hyundai Grand i10 Sedan (which wears the “Aura” badge in India)
How much is the new Honda Amaze in South Africa?
Honda Amaze 1.2 Trend 5MT – R254 900
Honda Amaze 1.2 Comfort 5MT– R274 900
Honda Amaze 1.2 Comfort CVT – R294 900
The prices above include a 5-year/200 000 km warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km).
Small dog, big bark. We travelled to the UK to drive the latest and fieriest iteration of the Mini JCW, which will debut in South Africa soon, in the picturesque Cotswolds.
The John Cooper Works badge on the 2025 Mini JCW has always been synonymous with the British marque’s most athletic performer. You already know that Sir Alec Issigonis designed the iconic Mini, but his friend John Cooper is the man who made it go quickly – he was an ex-F1 team principal, after all.
And while every original Mini Cooper was conceived with the ability to go racing (if needed), the JCW nameplate was founded much, much later. In 2002, Michael Cooper (son of John) established it as a tuning firm delivering OEM-friendly performance upgrades for Cooper S variants of the R50 series.
In 2007, BMW acquired the name and subsequently the company; the roots of this new union finally took hold a year later (in 2008) when the R56-series Mini JCW was unveiled. This model was turbocharged (prior derivatives had been supercharged) and boasted 155 kW and 260 Nm (280 Nm on overboost).
But this was the past, and I’m currently seated in the future: a 2025 Mini JCW 3-door hatchback finished in “Icy Sunshine Blue”. It’s a clear day in the UK, brrr, so the name of the colour makes perfect sense.
I set the test unit’s climate control to simulate a mild sauna and survey the contemporary Mini JCW’s cabin. If you’ve been in any of the Oxford-based brand’s cars recently, you’ll know to expect plenty of circles and a massive AI-charged infotainment touchscreen. From the circular screen, you can mount your multimedia offensive and engage with your Mini on many levels, some of which feel quite personal.
You see, it’s a car that will talk to you at every opportunity if you engage in conversation about controls, multimedia and navigation. Without all the conversation, I still find navigating the multiple menus quite intuitive – ditto gleaning at-a-glance information required to get on the job the JCW was meant for.
I feel immediately at home behind the tiller; the only adjustment I need to make before engaging Sport Mode is changing the speedometer’s unit of measurement from kph to mph (seeing as I’m not prepared to risk incurring a speeding fine payable in GBP). It’s worth noting that Mini still employs a knob for audio volume, plus a bank of toggles that control the ignition, transmission and selection of drive experiences.
Surfaces are pleasantly textured, and there’s a curious leather strap on the dashboard for those who choose to err, bond with their cars. There’s also little mystery as to which 3-door variant you’ve chosen, because the cabin is littered with John Cooper Works logos (from the seats to the door sills, and the heated steering wheel, with red stitching and stylised chequered flag motifs in abundance).
Behind the aforementioned multifunction ‘wheel, you’ll find a pair of paddle shifters; the left one is also home to an exciting boost function, which I’ll elaborate on a bit later.
But one of my favourite features is how flooded with sunlight the interior is, thanks to a panoramic roof. This isn’t usually something I crave on a performance car, but when the environment is so picturesque (with tree-lined lanes and country roads), the feeling as you whip by is glorious. Okay, here it comes.
What is the 2025 Mini JCW like to drive?
Feeling nice and toasty in my bucket seat, and with the crunch-crunch noise of gravel under the Mini JCW’s tyres finally giving way to smooth asphalt, I was ready to lean on the pedal on the right.
But let’s talk numbers real quick: 170 kW and 380 Nm. In a 3-door hatch like the one I’m piloting, those figures are good for a 0-100 kph sprint of just 6.1 sec and a maximum speed of 250 kph.
If the panoramic roof isn’t alfresco enough for you, the JCW Convertible will do it in 6.4 sec and 245 kph respectively. Either way, these are quick little beasts, but straight line shove still only tells half the story.
We’re navigating the winding tarmac of the Cotswolds, less than 30 minutes from Mini’s Oxford plant and the birthplace of this icon, where every road is a squiggle flanked by tall oak trees that bend and blur in my windscreen and stretch overhead into my peripheral view of the roof.
For decades, we’ve accused Minis of having go-kart-like handling and, for the 2025 Mini JCW, in which the wick is fully turned up, I’m compelled to trot out that cliche again. Direct feedback from the front wheels to my forearms, a barking 4-pot (mated with a sporty 6-speed dual-clutch auto transmission), and my head being pinned against the seatrest on acceleration are signature traits of the newcomer.
Also valuable here is the JCW Adaptive Sports Suspension and a raft of aerodynamics addenda that keep the hatcback pinned to the asphalt. What followed was countless miles of apexes being gobbled up at maximum speed (helped partly by sticking a thumb to that boost button), before scrubbing off enough velocity (via uprated JCW brakes) to pass through yet another picturesque town or village.
Most of these lanes top out at a legal maximum speed of (well, the equivalent of) 90 kph, but they’re so twisted in places that even this feat will plant a massive smile on your face and put your resolve to the test. Indeed, a John Cooper Works-fettled Mini still delivers an emphatically enjoyable driving experience.
There’s something I haven’t told you…
The local release of the turbopetrol JCW is imminent, and I’m pleased to say that the car remains a joy to drive. But I’m here to tell you that Mini has found another way. And it’s electric. I cannot tell you what the Mini JCW Electric is like to drive (yet) as there is an embargo until 28 May 2025, but I can reveal that it produces 190 kW/350 Nm and that the electrification will extend to the Aceman JCW (shown below).
I wasn’t ready for this news, but in my defence, the Mini is rather personal to me. My 1st car was a classic 1100 Mini Cooper finished in British Racing Green. It was tactile and pure and had handling ability that surpassed my driving talent in 1993. I loved the look of it, stocky and purposeful but undeniably cute and plucky, which the new car (adorned with more JCW badges) absolutely remains to be!
Our contributor also drove the Mini JCW Electric on his visit to the UK, but more about that in an upcoming article.
Full disclosure: During my short dalliance in the Mini JCW Electric, I went off route and visited a local farm owned by one of the most prolific motoring journalists in… the… world. Immediately upon pulling in, I was met with “Is that the new JCW?” and “Oh, I didn’t know they made an electric one”.
How much does the 2025 Mini JCW cost in South Africa?
I realise that the latest iteration of the beloved Mini JCW was on home turf when I drove it, but the attention it received was a stark reminder that Minis are affable, lovable things. And the JCW has a bonus element: a fighting spirit that remains present whether it’s got petrol – or electricity – in its veins.
Suzuki Swift vs Volkswagen Polo Vivo – What to Buy
The Suzuki Swift and Volkswagen Polo Vivo are popular choices in the Budget Hatchback segment but if you’re considering buying one of these cars then this quick comparison will provide you with some key insight to help you on your car buying journey.
In South Africa’s fiercely competitive compact hatchback segment, the Suzuki Swift and Volkswagen Polo Vivo consistently top the sales charts. Both models offer affordability, reliability, and practicality but they cater to slightly different buyer needs.
This comparison unpacks how the Swift stacks up against the Polo Vivo in terms of driving experience, engine specs, interior features, and overall practicality. Let’s dive into the details!
Suzuki Swift vs Volkswagen Polo Vivo: What to Buy
Driving Experience
The Swift is renowned for its lightweight agility and urban-friendly dynamics. Powered by a 1.2-litre 3-cylinder petrol engine producing 60 kW and 112 Nm, the Swift feels peppy in city traffic and offers excellent fuel economy, with consumption figures between 4.4 and 4.6 L/100km. The Swift’s manual gearbox is engaging, while the CVT variant provides smooth, fuss-free driving, which is ideal for daily commutes.
In contrast, the Polo Vivo offers a more planted and refined ride, especially at higher speeds. The range includes several engine options, including a 1.4-litre petrol engine with either 55 kW / 130 Nm or 63 kW /132 Nm ), a 1.6-litre petrol engine with 77kW and 153 Nm and a range-topping 1.0-litre turbopetrol engine with 81 kW and 200 Nm of torque in the Polo Vivo GT derivative. The turbocharged Polo Vivo offers punchier performance than its naturally aspirated counterparts with fuel consumption claimed from 4.8 L/100km in the Polo Vivo GT to 6.5 L/100km in the Polo Vivo 1.6 Life.
Engine & Performance Comparison
Model
Engine
Power
Torque
Transmission Options
Fuel Consumption (L/100km)
Suzuki Swift 1.2
1.2L 3-cylinder
60kW
112Nm
5MT / CVT
4.4 – 4.6
VW Polo Vivo 1.4
1.4L 4-cylinder
55kW 63kW
130 Nm 132 Nm
5MT
5.5 – 5.9
VW Polo Vivo 1.6
1.6L 4-cylinder
77kW
132 Nm
5MT / 6AT
6.2 – 6.5
VW Polo Vivo 1.0 TSI GT
1.0L 3-cylinder turbocharged
81kW
200Nm
5MT
4.8
Interior Features & Technology
The Swift punches above its weight in terms of interior tech. Even the mid-tier GL+ offers a 7-inch touchscreen with Apple CarPlay and Android Auto, rear parking sensors, and electric windows all around. The top-spec GLX adds a 9-inch infotainment system, automatic LED headlights, keyless entry, cruise control, and climate control. These features are typically found in more expensive vehicles.
The Polo Vivo’s interior is more conservative but solidly built. The base Vivo trim includes a 9-inch display with App Connect, Bluetooth, and USB support. Higher trims like the Life and Style add optional features such as cruise control, rear-view camera, and LED headlights, but many of these are cost extras. Notably, the Vivo GT comes with sporty touches like a leather gear knob and anthracite alloy wheels.
The Swift is slightly shorter and narrower but offers a marginally better ground clearance. The Polo Vivo, however, has a larger load bay. Both cars offer decent rear legroom for their class, though taller passengers may find the Vivo slightly more accommodating.
Suzuki Swift and Volkswagen Polo Vivo: Price in South Africa
Model
Price (May 2025)
Volkswagen Polo Vivo
Price (May 2025)
Swift 1.2 GL
R219 900
Polo Vivo 1.4 Vivo
R266 600
Swift 1.2 GL+
R239 900
Polo Vivo 1.4 Life
R288 500
Swift 1.2 GL+ CVT
R259 900
Polo Vivo 1.6 Life Tiptronic
R320 200
Swift 1.2 GLX
R264 900
Polo Vivo 1.6 Style
R318 000
Swift 1.2 GLX CVT
R284 900
Polo Vivo 1.0 TSI GT
R356 000
The Swift offers exceptional value, especially in its GL and GL+ trims, undercutting the base Polo Vivo by nearly R47,000. Even the range-topping Swift GLX CVT is more affordable than the mid-range Polo Vivo Style. Suzuki also includes a 5-year/200 000 km warranty and a 2-year/30 000 km service plan, enhancing its value proposition.
Comparatively, the Polo Vivo is sold with a 3-year/12 000 km warranty but a service plan is optional.
Verdict: Which One Should You Buy?
If your priorities are affordability, fuel efficiency, and a feature-rich package, the Swift is the clear winner! It’s worth reiterating that the Swift 1.2 GLX is the 2024/25 Budget Car champion in the Cars.co.za Awards offering modern technology, generous warranty, and nimble driving dynamics make it ideal for young professionals and first-time buyers.
However, if you value a more substantial feel, stronger highway performance, and a broader engine lineup, the Polo Vivo remains a solid choice. It offers a more mature driving experience and a reputation for durability, albeit at a higher price point.
Ultimately, the Swift stands out as South Africa’s best-value compact hatchback in 2025.
