MG ZS Pro (2024) International Launch Review

While the ZS Core is the value-oriented compact family car offering in MG’s local line-up, the Chinese brand will slot the newer generation of the model, named the ZS Pro, above it in 2025. Our correspondent, who drove it in China, gives us a preview.

After sampling some of the new models that the returning Chinese brand offers/will offer in Mzansi, I reckon the MG ZS is the one (in Core and, later, Pro guise) that will find its way to many of our driveways.

See also: MG ZS (2024) Price & Specs (for the current ZS Core model)

Sure, the larger and slightly more impressive MG HS – MG’s 2nd-gen medium SUV – is already here and the MG3 hatchback – charming, intrinsically European in look/feel, and very likely to challenge hard in its segment – is coming, but the latter’s segment (compact 5-door cars) is but a shadow of its former self.

The MG ZS, however, is fighting other compact family cars/small crossovers and is looking to bloody the noses of not just the European, Korean and Japanese stalwarts, but also a glut of Chinese rivals.

Consider the Haval Jolion and Chery Tiggo Cross, plus their compatriots from BAIC (X55), GAC (GS3 Emzoom), Jaecoo (J7) and Omoda (C5) to have an idea of how vast the battlefield has become.

What MG arguably has going for it, is some pedigree and substantial financial backing. I won’t pretend that Morris Garages has a tonne of brand cachet in South Africa in 2024, but the British marque’s badge used to be synonymous with sportiness and innovation.

MG is exactly a century old, now the purveyor of the petrol-powered and hybridised models mentioned earlier, in addition to an electric sportscar: the Cyberster, which has also been launched in Mzansi.

More crucially, MG’s coffers are full and healthy since SAIC (China’s largest state-owned vehicle manufacturer) has acquired it. But, to quote Joe Pretorius, MG Motor SA’s Marketing Manager: “The ZS is the right product at the right price”. Well, time will tell, but first, allow me to clear up some confusion.

Indeed, our market will welcome the new ZS Pro in the first half of 2025, but the MG ZS Core is already in the Chinese brand’s local line-up. Before you run out and grab one, you should know that the MG Core model is meant to be an affordable small crossover offering, because it is the older iteration of the ZS.

Put another way, MG has rolled out the older model first and the newer one will follow next year, when MG Motor SA will sell them side-by-side at different price points – well, that is the plan, anyway.

A 2-pronged MG ZS line-up

Whereas the ZS Core (shown above) kind of resembles a 5-year-old Mazda CX-5, the MG ZS Pro features the same style signatures as its contemporary siblings, and it’s that model we’ll focus on here.

Design-wise, you can tell the ZS Pro is related to its bigger sibling (the MG HS); it looks more up-to-date and characterful than the ZS Core. MG says the headlamps are “feline-inspired”… I don’t know about all of that, but they’re attractive projector items with LED DRLs and they’re joined by a narrow bonnet line.

Beneath them, the bumper features a gaping (mesh) grille flanked by a pair of similarly finished air dams, which creates a floating graphic. It’s all underpinned by a silver diffuser for a bit of machismo and the result is attractive overall, if not quite striking enough to be noticed in a parking lot full of SUVs.

Then again, that was probably the brief. Move to the rear and it’s more of the same – inoffensive-looking, functional, and vaguely familiar ie. large wedge-shaped tail lamps and the obligatory tail-pipe finishers ensconced in a silver diffuser surrounded by the chunky black plastic – all classic softroader hallmarks.

The ZS Pro will also be available in Comfort and Luxury trim grades; whereas the former will be fitted with silver 17-inch alloys – they’re machine-finished on the Luxury.

Both iterations have a 1.5-litre 4-cylinder turbopetrol engine that produces 84 kW/150 Nm and is paired with a 4-speed automatic transmission. This enables the ZS Pro derivatives to have a top speed of 195 kph and an average fuel economy figure of 7.1 L/100 km, MG claims.

Globally, the ZS Pro receives a hybridised version of this drivetrain, but we don’t have confirmation on whether it will also be offered in our Chinese-built models – if so, it will be offered at a slight premium.

Clambering aboard reveals a handsome interior, with a stylish mix of dark surfaces, a restrained amount of silver accents and the bold MG badge on the helm, which sure looks the part. It feels right to have this brand back on our roads and, if I’m being honest, the ZS is making quite an impression on me so far.

The cabin is pleasingly ergonomic, well-lit and just as well-appointed, with an abundance of technology and safety systems in place. To earn its 5-star Euro NCAP crash safety rating, MG has deployed its full “Active Safety” package in the ZS Pro – ABS with EBD and brake assist, 6 airbags (dual front-, side- and curtain airbags), electronic stability control and a tyre-pressure monitoring system are standard.

The fascia is dominated by an 8-inch touchscreen infotainment system (equipped with a reverse-view camera on the Luxury variant). What’s more, virtually all the connectivity you could ask for (USB ports, Bluetooth telephony and streaming and Apple Carplay/Android Auto screen-mirroring tech) is provided.

For your added peace of mind, MG has fitted rear PDC, remote central locking, speed-activated door locking, electric windows (with one-touch for the driver), electrically folding and -heated side mirrors, remote steering wheel controls and a 4-speaker audio system (the latter on the Comfort derivative).

The top-of-the-range Luxury enjoys a 6-speaker system with 3D sound, plus cruise- and climate control.

What is the MG ZS Pro like to drive?

Our ZS Pro test car was a petrol-electric hybrid unit and even at pullaway, I was immediately – but pleasantly – surprised by a drivetrain that was eager to go places, albeit not terribly quickly. Once it was up to speed, the MG felt poised and would continue to do its part as the handling course got twistier.

No, this is not a sporty MG model by any means, but as a mildly athletic small crossover, the ZS Pro can hold its own – not that there’s any large enough amount of grunt here that could get you in any kind of trouble. I did miss reach adjustment on the steering column, so wasn’t able to get perfectly comfortable behind the ‘wheel and there was a fair bit of road-noise intrusion, but not so much as to be distracting.

Summary

There is a lot to like about the MG ZS Pro. Like its siblings, it will come with a competitive warranty (5 years/200 000 km vehicle & 7 years/unlimited km on the engine), plus a 5-year/60 000 km service plan. Pricing will be revealed shortly before launch (to reiterate, at some point before the middle of 2025), but MG Motor SA knows the ZS Pro will need to be keenly priced to be competitive in this cutthroat segment.

The compact family car/small crossover market is massive – and bristles with talent. MG enters the local market when Western brands are struggling to do business, and new models from China and India have proliferated. I can’t pretend to imagine how different our roads will look in 2 years purely in terms of what cars will survive, but it wouldn’t surprise me if the MG ZS (Core and especially, -Pro) thrives.

Would you consider buying an MG in 2025?

MG HS (2024) Price & Specs

The new MG HS is the freshly relaunched brand’s take on a family SUV. Here’s what this 2nd-gen model – pitched against the likes of Haval H6 – costs in South Africa…

Officially relaunched in South Africa after an 8-year pause, the MG Motor range kicks off with the entry-level ZS (Core) crossover and tops out with the flagship Cyberster electric roadster. But what’s in the middle? Well, the MG HS family SUV neatly fills that slot.

Measuring 4 655 mm from front to back (with a wheelbase of 2 765 mm), the MG HS arrives in Mzansi in 2nd-generation form – sharing much with parent company SAIC Motor’s Chinese-market Roewe RX5 – and is quite close in size to the Haval H6. It’s also very similarly priced.

The 4-strong HS line-up starts with the MG HS 1.5T Comfort 7DCT, which is priced at R499 900, followed by the MG HS 1.5T Luxury 7DCT for R534 900. These derivatives are powered by a turbocharged 1.5-litre, 4-cylinder petrol motor delivering 125 kW and 275 Nm to the front wheels through a 7-speed dual-clutch transmission as standard. Maximum speed is a claimed 195 kph, while combined consumption is listed as 6.9 L/100 km.

In addition to the basic safety kit (including 7 airbags and rear parking sensors), the HS boasts plenty of driver-assistance technology, such as front-and-rear collision warning, lane-departure warning, emergency lane-keep assist, lane-change assist, blind-spot detection, rear cross traffic alert (and braking), a driver-monitoring system and intelligent cruise assist.

Inside, you’ll find items like 12.3-inch dual screens, a 360-degree camera system and perforated leatherette upholstery. The 1.5T Luxury variant furthermore scores a panoramic sunroof, rear privacy glass, an 8-speaker audio system (2 more than the 1.5T Comfort), front parking sensors, electrically adjustable (and heated) front seats, dual-zone climate control and a wireless smartphone charger.

Interestingly, MG Motor SA has also released pricing for a pair of more powerful 2.0T derivatives, which were initially expected to arrive only later. While official information on this larger-capacity engine is thin on the ground, we do know this likewise 4-cylinder motor generates 170 kW and 370 Nm, peak outputs that are delivered to the front wheels via a 9-speed torque-converter automatic transmission.

This engine – which has a claimed combined fuel consumption of 8.6 L/100 km – is likewise available in both the aforementioned trim levels, with the MG HS 2.0T Comfort AT priced at R629 900 and the MG HS 2.0T Luxury AT coming in at R665 900. All HS derivatives ship standard with a 5-year/200 000 km warranty on the vehicle, a 7-year/unlimited kilometre warranty on the engine and a 5-year/90 000 km service plan.

How much does the MG HS cost in South Africa?

MG HS 1.5T Comfort 7DCT – R499 900

MG HS 1.5T Luxury 7DCT – R534 900

MG HS 2.0T Comfort 9AT – R629 900

MG HS 2.0T Luxury 9AT – R665 900

The prices above include a 5-year/200 000 km warranty on the vehicle a 7-year/unlimited kilometre warranty on the engine, plus a 5-year/90 000 km service plan.

New Kia Syros revealed (but will it come to SA)?

This is the new Kia Syros, a small boxy model described as a “new species of SUV”. And, from where we’re sitting, it looks likely to be on the table for South Africa…

Meet the new Kia Syros, revealed in India and potentially in line for South Africa. Described as a “new species of SUV”, this boxy model is built on what the South Korean firm calls a “reinforced” version of the K1 platform, an architecture that also underpins pint-sized Hyundai siblings like the Grand i10 and Exter.

So, will we see this newcomer in Mzansi? Well, Kia South Africa earlier didn’t rule out the possibility, telling Cars.co.za in November 2024 that it “will look at all product made available to SA in right-hand drive and evaluate all possibilities” to ensure it brings in “the right product at the right price” for the local market.

Furthermore, it’s interesting to note the automaker’s head office in Seoul applied to trademark the “Syros” badge locally in March 2024, with the status currently listed as “pending”. Of course, we should point out that an application to protect a badge is no guarantee the brand will use the nameplate in question.

The new Syros is set to slot into the (narrow) gap between the likewise Indian-made Sonet and Seltos, though is very similar in size to the former. Indeed, the 3 995-mm-long Syros is only slightly wider and taller than the Sonet, while its 2 550 mm wheelbase is 50 mm lengthier.

Though the exterior design is seemingly inspired by the likes of the fully EV3 and EV9, the boxy silhouette is not dissimilar to that of the Soul (a model no longer built in right-hand drive). These proportions, however, unlock what appears to be a more practical cabin than that of the Sonet.

Indeed, Kia says the Syros boasts “first in-segment” sliding, reclining and ventilated 60:40-split seats at the rear, along with other big-car features, such as a dual-pane panoramic sunroof, a Harman Kardon sound system, wireless smartphone charging and various driver-assistance systems.

Standard safety features for the Syros in the world’s most populous nation include electronic stability control, hill-start assist and 6 airbags. The Indian-spec model’s cabin furthermore features a whopping 30-inch panoramic display panel along with 64-colour ambient lighting and a 4-way electrically adjustable driver’s seat.

What about engine options? Well, in India, Kia will offer the new Syros with the choice of 2 powertrains. The first is a turbocharged 1.0-litre petrol engine (1.0 T-GDi) sending 88 kW and 172 Nm to the front axle via either a 6-speed manual gearbox or a 7-speed dual-clutch transmission.

Buyers will also have the option of a 1.5-litre turbodiesel motor (1.5 CRDi VGT) directing 85 kW and 250 Nm to the front wheels through either a 6-speed manual cog-swapper or a torque-converter automatic ‘box with the same number of gears.

Customer deliveries in India are expected to start in February 2025, so if the Syros does end up getting the official nod for South Africa, we’d expect it to arrive towards the very end of 2025 or – perhaps more likely – only in 2026.

MG ZS (2024) Price & Specs

The MG ZS arrives in South Africa as the freshly relaunched brand’s most affordable crossover, kicking off at under R300k. Is this MG’s answer to the Chery Tiggo 4 Pro?

MG has officially returned to South Africa and its volume driver is expected to be this: the MG ZS. So, how much does this compact crossover cost in Mzansi?

Well, before we take a look at local pricing, it’s worth pointing out the ZS available at launch in South Africa is the 1st-generation model, which has been in production since 2017. The 2nd-gen version, however, is tipped to arrive in the opening half of 2025, likely wearing the “ZS Pro” badge and positioned above the older model (which we expect to soldier on as the “ZS Core”).

With that out of the way, back to the topic at hand. In South Africa, the original ZS launches in 2 flavours: the MG ZS 1.5 Comfort 4AT for R289 900 and the MG ZS 1.5 Luxury 4AT for R309 900. That sees this model debut with a foot in the highly competitive sub-R300k segment and the other just outside it.

So, where does this model fit into Mzansi’s broader crossover market? Well, measuring 4 314 mm from snout to rump, it’s very similar in length to the popular Chery Tiggo 4 Pro (which currently runs from R269 900 to R415 900). Though it interestingly undercuts the slightly larger Haval Jolion (currently priced from R345 950), it also finds itself competing with a throng of smaller Indian-built crossovers, based on price alone.

Both ZS derivatives employ a naturally aspirated 1.5-litre, 4-cylinder petrol engine, delivering 84 kW and 150 Nm to the front wheels via a 4-speed automatic transmission. MG Motor SA claims a top speed of 195 kph and a combined fuel economy of 7.1 L/100 km in each case. Luggage space is listed as 357 litres, expandable to 1 166 litres with the rear bench dropped.

The Comfort and Luxury trim levels both feature electronic stability control, 6 airbags, tyre-pressure monitoring and rear parking sensors as standard. The Comfort grade, however, comes with a 4-speaker sound system and cloth-trimmed seats, while the Luxury model upgrades to 6 speakers and leatherette upholstery. An 8-inch touchscreen is standard, with the Luxury grade furthermore featuring a reverse-view camera.

MG Motor SA is set to kick off its retail operations in the final few days of 2024, the year in which the brand celebrates its centenary. Founded 100 years ago as “Morris Garages” in the United Kingdom, MG is these days run by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque.

Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back, describing itself as “100% committed to the South African market”.

How much does the MG ZS cost in South Africa?

MG ZS 1.5 Comfort 4AT – R289 900

MG ZS 1.5 Luxury 4AT – R309 900

The prices above include a 5-year/200 000 km warranty on the vehicle and a 7-year/unlimited kilometre warranty on the engine, plus a 5-year/60 000 km service plan.

MG Cyberster (2024) Price & Specs

How much will the new MG Cyberster cost in SA? Well, the 100-year-old brand has released pricing for its 375 kW electric roadster, which comes complete with scissor doors…

Yes, MG is officially back in South Africa after an 8-year absence. While the launch line-up includes a pair of crossovers (the ZS and HS), the model hogging the headlines has been the flagship MG Cyberster. So, how much does this fully electric roadster cost?

Well, the Chinese-backed brand – which returns to Mzansi just in time to celebrate its centenary – has released pricing for its svelte 2-seater electric roadster. Slotting in at the very peak of MG’s local range, the Cyberster is priced from R1 399 900. In the local soft-top market, that sees it slot in between the 285 kW BMW Z4 M40i (R1 332 760) and 167 kW Mercedes-Benz CLE200 Cabriolet AMG Line (R1 527 271).

Interestingly, it seems only the full-fat, all-wheel-drive version (there’s also a lower-powered, rear-driven iteration offered in some markets) will be sold in South Africa, offering a whopping 375 kW and 725 Nm courtesy of dual electric motors.

The Cyberster draws its urge from a 77 kWh lithium-ion battery pack that accepts a maximum AC charge rate of 7 kW and maximum DC charge rate of 144 kW. MG claims a single-charge WLTP range of 443 km, a 0-100 kph time of just 3.2 seconds (using launch control) and a top speed of 208 kph.

The SA-spec Cyberster rides on 20-inch alloy wheels (framing Brembo brakes), while a quartet of drive modes (Comfort, Sport, Custom and Super Sport) along with 4 regenerative braking modes are standard. The roadster features an electrically operated fabric hood that can be opened or closed in 15 seconds at speeds up to about 50 kph.

Previewed by a concept released in 2021, the production Cyberster – complete with scissor doors – was revealed in 2023. Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back, with the halo Cyberster leading the charge…

How much does the MG Cyberster cost in South Africa?

MG Cyberster – R1 399 900

The price above includes a 5-year/200 000 km warranty on the vehicle a 7-year/250 000 km warranty on the powertrain, plus a 5-year/100 000 km maintenance plan.

One night stand with the new Mustang: Is old school still cool?

We get behind the wheel of the latest generation Ford Mustang for a night cruise on the busy streets. Is this the best version of the iconic muscle car?

The new Ford Mustang bucks the trend of downsizing and electrifying by sticking with its 5.0 V8 engine and rear-driven chassis. Whoever thought that old school thinking would be such a breath of fresh air in an ever-complicated motoring landscape?

In this video, Jacob Moshokoa drives the new Ford Mustang at night on the roads of Cape Town, blipping the V8 engine at every opportunity and listening to the crackle and backfire from the exhausts. Yes, it’s theatrical, but is the new Mustang any good? Or does it even need to be good for you to like it…?

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LDV D90’s launch in South Africa pushed back

The LDV D90 won’t launch in 2024 after all, with the fresh-faced 7-seater SUV’s scheduled arrival in South Africa having now been pushed to some point in 2025…

In June 2024, LDV South Africa said the first local deliveries of the D90 were scheduled for the start of the final quarter of this year. However, now the Chinese-owned brand has confirmed the 7-seater SUV won’t hit the local market until some point in 2025.

Though LDV SA told Cars.co.za it has no confirmed date for the D90’s official arrival on the local market, our understanding is that the automaker is targeting a launch date in the opening quarter of 2025.

There are at least 2 units of the ladder-frame SUV already in the country, with both having arrived earlier in 2024 for what LDV SA then described as “customer viewing and final homologation”. These examples each feature a turbodiesel engine, though the latest D90 that recently launched in Australia has interestingly ditched (perhaps temporarily) this oil-burning motor in favour of a turbocharged 2.0-litre petrol engine.

In Mzansi, however, the D90 line-up is expected to comprise Elite and Flagship derivatives, each powered by the same 2.0-litre biturbodiesel engine employed by top-spec versions of the T60 bakkie. This 4-cylinder oil-burner generates 160 kW and 500 Nm, peak outputs that are delivered to all 4 wheels via a ZF-sourced 8-speed automatic transmission. Braked towing capacity is listed as 3 100 kg.

Both derivatives will feature 4×4 with low range as standard, though the Flagship variant will add front and rear differential locks to the Elite’s central item. Other standard features will include climate control, leather upholstery, a 12.3-inch touchscreen infotainment system and dual smartphone-charging pads.

The D90 Flagship will furthermore score massaging- and heating functions for the front seats, while also upgrading from a standard sunroof to a panoramic version and from 18-inch gloss-black alloys wheels to 20-inch diamond-cut items. In addition, while the Elite uses an 8-speaker sound system, the Flagship boasts a 12-speaker JBL arrangement.

LDV South Africa also earlier confirmed that SA-spec D90 derivatives will be fitted with the “Black Package” as standard, adding a gloss-black finish for the exterior handles, side-mirror caps, roof rails and rear spoiler, along with black wheel-arch mouldings.

Measuring 5 046 mm from nose to tail, the 3-row D90 is 121 mm longer than the J250-generation Toyota Land Cruiser Prado, while its 2 950 mm wheelbase offers 100 mm more than that of the Japanese SUV. From what we understand, the D90 for the local market is effectively an LDV-badged version of the Chinese-market Maxus Lingdi (a name that translates to “Territory”).

As a reminder, LDV opened its doors in South Africa in May 2024, kicking off its local operations with the launch of the T60 range of double-cab bakkies. The company traces its roots all the way back to 1896, when it was founded in the United Kingdom. In the late 1980s, the marque transformed into Leyland DAF Vehicles (hence the “LDV” initialism), before becoming a wholly owned subsidiary of China’s SAIC Motor in 2010.

MG HS (2024) International Launch Review

MG has returned to the South African new-vehicle market! Our regular contributor, Calvin Fisher, recently travelled to China to spend some quality time at the helm of the MG HS – the Chinese brand’s family car that will take on segment mainstays and -newcomers alike.

We arrived in Zhengzhou not by ‘plane, but by high-speed train. The city, where we would sample the new hardware MG will release in Mzansi in early 2025, is a metropolis in every way, except vertically. Military bases in the area mean no building reaches beyond 280 metres.

It’s here where Apple builds its iPhones and more relevantly, where Chinese State-owned SAIC produces its MG-branded passenger cars. That’s the real reason I’ve arrived in the People’s Republic, to peek behind the red curtain at MG’s manufacturing plant and design studio and to ultimately test its wares at the proving grounds SAIC shares with VW. It’s here that I finally go hands-on with the 2nd-gen MG HS.

What is it? In short, it’s yet another Chinese SUV making its way to our shores, but this one comes with a more substantial backstory.

It’s an MG.

That very British marque, Morris Garages has been injected with a new lease on life (and cash). And, as I’ve already mentioned, this HS is the model’s 2nd iteration.

To put it another way, the MG HS has already enjoyed significant success in other markets, but we’ll get the new version that benefits from a bullish upgrade in aesthetics and practicality.

It’s a medium SUV (a compact family car will also ship in the form of the MG ZS) and now features more cabin space than its predecessor, achieves maximum safety standards and absolutely brims with mod-cons, comforts and technology.

Objectively, it’s impressive – but ultimately cars are still best appreciated subjectively when seen in the metal and experienced from the driver’s perforated leatherette-trimmed seat. I’ll start by eyeballing it.

Exterior Styling

The MG HS is easy on the eyes, but it will probably blend in with the rest of the non-descript parking lot fare: amorphous crossovers that seem to share a similar metallic palette. The stylists have opted for a “hammer-head shark” appearance at the front with slim LED clusters joined by a narrow bonnet line.

The front-end execution reminds me of Clint Eastwood staring into the sun from behind the brim of his cowboy hat in a classic Western’, but without the corresponding level of machismo. No, the MG HS is a people-mover and it knows it – despite the design team likening the headlamps to London’s famous Shard Building. Do you see it? I don’t either, but like Clint, I may have been squinting too hard.

I do, however, enjoy the 19-inch machined alloys tucked into each arch. Overall, the design is inoffensive, functional and simply par for the course in the segment it is due to compete in. Good job. No notes.

Upmarket interior

As soon as I drop into the cabin of the Luxury variant, it’s immediately apparent that the folks at MG have aimed high. The base Comfort variant has a raft of safety equipment and acronyms, plus a hearty spec level, but it’s been further enhanced here with an electric panoramic sunroof and rear privacy glass.

Perhaps more relevantly, it also includes an 8-speaker audio system for servicing all 5 of its occupants. There are also front parking sensors, electric seat adjustment with heating, dual-zone climate control plus a wireless charger.

I mentioned the safety acronyms, but won’t dare list them all because that would deplete your phone data, so here are a few highlights: electronic stability- and cornering control, dynamic and hazard control, hill-start assist, tyre pressure-, and even brake disc monitoring.

Only then do we get to the reams of driver aids including – but not limited to – collision warnings, lane assist, rear cross-traffic alert and -braking, driver monitoring, and intelligent (adaptive) cruise control.

Naturally, you’ll be able to adjust these settings in addition to your media modes and smartphone apps (Apple Carplay/Android Auto) via the large 12.3-inch touchscreen that dominates the dashboard.

Add to this the MG HS’ full complement of 7 airbags and you can see how it achieves its 5 stars for safety, and why the brand is being taken so seriously despite a market burgeoning with Chinese metal.

There’s also a virtual cockpit in this tech-forward, gadget-strewn cabin, as well as an electronic parking brake, rain-sensing and a 360-degree surround view camera.

What is the MG HS like to drive?

Both Comfort and Luxury derivatives share the same 1.5-litre 4-cylinder turbopetrol engine paired with a 7-speed dual-clutch transmission. The latter is a new wet-clutch system designed for smoother ‘shifts, has to contend with the motor’s 125 kW and 275 Nm peak outputs, and directs drive exclusively to the MG HS’ front wheels. Fuel consumption is rated at 6.9 L/100km, which is the norm in this segment.

All that was left at this point was to drive the thing, but luckily that was next. SAIC’s proving ground didn’t disappoint; it featured high-speed corners that tighten on themselves while undulating and articulating surfaces are designed to unsettle and wobble the bits for a thorough test.

Yet the MG HS remained composed throughout the experience, rewarding with a steering-wheel feel full of detail allowing you to navigate confidently. The ride quality impressed me, it weighted up satisfyingly in the lengthier bends and did a good job of soaking up the bumps when things went pear-shaped.

The widely variable conditions of South African roads won’t bother the MG HS. Acceleration felt brisk with responsive mid-gear acceleration and, overall, I give it a satisfactory report card. It’s great to drive.

Summary

While the MG HS represents yet another Chinese SUV set to make landfall in early 2025, it is bound to make quite a good impression. The MG badge still holds value, and SAIC has respected this fact by producing vehicles that don’t feel like exploitative cash grabs.

Instead, they feel well-built, nurtured and honed for a public that knows what they want in this segment. It looks great, albeit indistinct and is quite unlike the MGs you may remember: It conducts itself like the European cars that must certainly have been its inspiration at some point, but will now be its competition.

With a competitive pricing structure (see below), the MG HS appears to be a strong buying proposition for prospective family car buyers looking for a good balance between value, performance and practicality.

Watch this space, MG is back with a bang!

How much does the MG HS cost in South Africa?

MG HS 1.5T Comfort AT – R499 900

MG HS 1.5T Luxury AT – R534 900

MG HS 2.0T Comfort AT – R629 900

MG HS 2.0T Luxury AT – R665 900

The MG HS is sold with a 5-year / 200 000 km vehicle warranty and a 7-year / unlimited km engine warranty as well as a 5-year / 90 000 km service plan.

Ferrari 550 Barchetta vs 812 GTS: Classic Comparison

We drive a contemporary Ferrari 812 GTS and a modern classic (and quite rare) 550 Barchetta. They represent different eras of the Maranello-based brand’s front-engined V12 roadster, but can any parallels be drawn between these 2 machines?

Standing in the pits at Zwartkops Raceway outside Pretoria, while looking at these 2 magnificent V12 roadsters, I have to get a small bugbear off my chest. As a company, Ferrari hardly needs to promote its cars – they sort of “sell themselves”; not much in the way of conventional marketing is required, I’d say.

However, the storied brand does sometimes take liberties, particularly in its press releases, to ramp up the desirability of its products. A release (dated 9 September 2019) for the 812 GTS states: “Exactly 50 years on from the debut of the last spider in the Ferrari range to sport a front-mounted V12, the 812 GTS hails a triumphant return for a model type that has played a pivotal role in the marque’s history…”

Ferrari 550 Barchetta (front) and a Ferrari 812 GTS, rear tracking shot

It carries on: “The last in that long lineage was the 1969 365 GTS4, also known as the Daytona Spider…” It is at this stage where you might start to rub your chin, as you glance at the shapely 550 Barchetta…

But wait, Ferrari then continues with: “The front-mounted V12 architecture has not been used in a Ferrari series-production spider since the 365 GTS4.” That said, four special series limited editions have been launched: the 550 Barchetta Pininfarina in 2000, the Superamerica in 2005, the SA Aperta in 2010 and, most recently, the F60 America of which just 10 were built…

So, if you split standard series production and limited editions, this is indeed the 1st time such a model has been made available for 50 years. Clearly, one can spin virtually anything any which way you fancy!

From left: Ferrari 812 GTS and Ferrari 550 Barchetta

Modern siblings

Getting these 2 open-top V12s together was no small feat. The owners of these machines both live in Johannesburg, but our first attempt to get these cars side-by-side (in 2022) coincided with the owner of the 812 GTS taking delivery of the car – so, not the ideal moment to ask him to hand me the keys, then. A few months later, all was planned – including an empty track just for us – and then the rain came. But it was a case of 3rd time lucky – on a sunny autumn day it all worked out at Zwartkops Raceway.

A 2-decade advancement in Ferrari’s design language is immediately evident with these cars. The Ferrari 550 Barchetta has a very strong, detailed design, which it shares with the 550 Maranello, but the fact that it is essentially a permanent roadster makes it rather attractive. A cloth roof can be installed, but this takes rather a lot of time and effort. Even so, the owner admits that he loves the fact that the car is compromised and a full-blown roadster and that you must pick your days carefully to enjoy the car.

Both have the rear humps behind the occupants’ heads, while the Barchetta allows for a cleaner and more unobstructed design than the GTS since only the top part of the roof is stored behind the cabin.

Neither of these cars are garage queens, as both owners have set out to enjoy their V12s as often as possible. This example of the Ferrari 550 Barchetta has close to 49 000 km on the odo – a considerable number as the owner purchased it with only around 8 800 km back in 2006 in the UK.

The owner eagerly shares his experiences with the car since that day: “In 2008, I drove from London to Monza, on to Maranello and then watched the Grand Prix at Monza. I’ve had some great memories and experiences with the car in the UK and being part of the Ferrari Owners Club GB.

“Apart from that, the car has been on Killarney International Raceway in Cape Town, Kyalami Grand Prix Circuit in Johannesburg and even Silverstone in the UK. I believe the miles on the car just add to its provenance. My next aim is 100 000 km – after all, no one checks the mileage on a 250 GTO!”

To sum it up, the fact that he did 35 laps on this track where we are standing (during a Ferrari event a few weeks before our shoot) attests to his intent to enjoy the car to the fullest! He also customised it a little by painting the rims a slightly darker colour, as well as having a yellow stripe on the bonnet (as a tribute to #4153 GT, 250 GTO) and, finally, he got Mimmo Schiattarella to build a special exhaust for him.

The owner of the 812 GTS has also had an interesting journey that led him to some of Ferrari’s most exciting, modern cars. Since he purchased his Prancing Horse, he has made full use of it.

“I visited the Ferrari factory in 2008, however, I developed a strong interest in (the brand) even before that, when Michael Schumacher was racing F1 for them. At the factory, I was impressed with the way they built the cars, the trees in the factory and the cleanliness. I never thought I would own one, though.

“Shortly after I received the car, I did 2 800 km with it on a single journey during 8 days of driving. The car’s ability to cruise on the open road comfortably really impressed me. We also tackled several back roads, as well as mountain passes,” he adds.

The track is empty and at our exclusive disposal before the sun sets and I select to first slip into the modern classic. There is a level of simplicity around the cabin that modern cars lack.

That is partly thanks to less technology being on offer at the time of manufacture – depending on your approach or need for technology, you will either appreciate or loathe it. I, for one, appreciate the lack of technology, as what is housed beneath the light-blue bonnet in front of me is of greater importance.

An interesting little fact is that the windscreen is not the same size as a standard 550 Maranello’s, but is specific (lower) to the Ferrari 550 Barchetta. That is a fact the owner was told when he bought the car, so he has been taking good care of the windscreen.

Behind the ‘wheel of the 550 Barchetta

The 4-point harness, which thankfully clips in like a normal seatbelt, has been used in several Ferraris since the Barchetta. It makes you feel much more secure than a standard seatbelt while doing away with the cumbersome machinations that a real harness, with its centre locking mechanism, requires. Needless to say, you know you are not driving an everyday Ferrari when it is equipped with one of these features.

Specifications

Model: Ferrari 550 Barchetta
Engine: 5.5-litre, V12, petrol
Power: 362 kW at 7 000 rpm
Torque: 568 N.m at 5 000 rpm
Transmission: 6-speed manual, RWD
Weight: 1 690 kg
0-100 kph: 4.4 sec (claimed)
Top speed: 300 kph (claimed)

Wilhelm Lutjeharms at the wheel of the Ferrari 550 Barchetta

Setting off, I immediately realise that this is no lightweight car. After all, the Ferrari 550 Barchetta tips the scales at 1 690 kg, but even so, with 362 kW and 568 Nm on tap, there is an immediate and noticeable amount of acceleration available thanks to plentiful low-down torque – as should be the case with a GT.

However, soon I start to rev out the gears and allow the needle to swing past 7 000 rpm. It is here where the liveliness of the engine can be intimately experienced. Zwartkops is not a long track (only 2.5 km) and has a combination of mostly shorter and lower-gear corners with 1 very fast and long right-hander.

It is through the latter that the Barchetta feels especially stable, but in the tighter corners, you can truly feel the outer tyres load up – where a brief push of the throttle pedal will easily allow the rear axle to break traction. This is also helped by the fact that the rear tyres are not that wide. You can also pay attention to the weight transfer once the car has settled in a corner, or is about to settle, as that is another factor to keep in mind if you want to break traction at the rear or just keep it close to the limit.

Take into account that more than 2 decades of development have transformed performance cars dramatically; you certainly need less skill to play with the Ferrari 550 Barchetta than I expected.

Having taken the Barchetta to numerous track days, the owner can easily drive his car on the limit most of the time, which he eagerly illustrates to me. From my drive but also during his drive, it is evident that on track you need to switch off ASR, as it inhibits your efforts to put down the power completely.

I don’t make use of all the braking force as I approach corners, but even so, the brake pedal is relatively firm and lowers the car’s speed with a good level of confidence. The steering provides decent feedback while the gears can be swapped faster than I expected.

At times you can hear the “clack” sound as the lever touches the edges of the metal open gate. Some blipping of the throttle makes the process even smoother and, after a couple of laps, I have a higher level of appreciation for the Ferrari 550 Barchetta. The track might not be its ideal environment, but the fun factor on track that it provides, together with its touring capability, makes it a very attractive proposition.

Behind the ‘wheel of the 812 GTS

If touring ability and entertaining dynamics are the aspects by which you rate a car, the 812 GTS should be up there as well. When I attended the launch of the 812 Superfast in Italy in 2017, I was enormously impressed. I’ll admit, it was my first Ferrari launch, but one must always try to stay objective.

In truth, the 812 Superfast is barely a GT – it’s more of a front/mid-engined supercar. Most of the time it was very difficult to put all that power and torque onto the Italian roads. On track, it was a different story.

Specifications

Model: Ferrari 812 GTS
Engine: 6.5-litre, V12, petrol
Power: 588 kW at 8 500 rpm
Torque: 718 N.m at 7 000 rpm
Transmission: 7-speed, dual-clutch automatic, RWD
Weight: 1 645 kg
0-100 kph: 3.0 sec (claimed)
Top speed: 340 kph (claimed)

Wilhelm Lutjeharms driving a Ferrari 812 GTS

With the introduction of the 812 GTS, Ferrari clearly wanted to lure customers who want the best of both worlds: touring, al fresco experiences but with nearly the same level of performance.

Make no mistake, Ferrari has smartly converted the 812 Superfast into a partial convertible. The same focused intention of the coupe is still evident in its overall design, especially in the sharply designed front lights, the side air outlets and the way the shoulder lines run towards and over the rear fenders. With the roof in place, there is barely any difference compared with the 812 Superfast. But today, the roof will be lowered and stowed so we can experience the GTS in the way its engineers and designers intended.

From behind the ‘wheel, it is a pure modern Ferrari. Having driven an 812 Competizione a few weeks earlier, the cabin feels immediately welcome and snug.

As I make myself comfortable, the kind owner tells me to enjoy the car to its fullest, and it is immediately noticeable that less effort is needed to pilot this GT than the 550. The start button lets the engine burst to life, the right-hand paddle engages 1st gear and I’m off. Leave it in Auto and the Sport drive mode and it feels like you could be heading to the shops. There is a clear raspy sound to the exhaust note, never leaving you in doubt as to what is available under your right foot.

With the Manettino knob dialled to Race, I pull the left paddle a few times and, with 2nd gear selected, I accelerate down the straight. In an instant, there is a very strong and urgent mechanical push from the engine and the next moment the rev lights illuminate at the top of the steering wheel. The first few LEDs light up close to 6 000 rpm and then the row lights up progressively as you approach the red line at 9 000 rpm, before the final blue light comes on. The engine truly comes on song in the last 1 000 rpm!

I pull the lever and select 3rd gear. Moments later the brakes feel very strong and sharp. With little input through the steering wheel, the nose darts into the corner and I confidently start to press the throttle pedal again. Even more so than in the Barchetta, overpowering the rear axle is not difficult, but the 812 GTS has more electronic systems (not to mention modern tyres) that can prevent this from happening.

The speed with which the engine revs is markedly quicker than in the Barchetta. It picks up speed very quickly in a smooth, yet potent, manner. It makes the car feel lighter than what it is. Although you can leave the gearbox in its automatic setting and allow it to give you a quicker time around the track, that is not as much fun as deciding when to shift gears yourself. The barking sound from the exhaust on each down change is a true joy while the engine – and its quartet of exhaust ends – inform your passenger and anyone else in the vicinity that the powertrain (with the F140 GA engine at its core) has dropped a cog.

Racking up the corners, the car also starts to feel more compact than it is. This is attributable to the pin-sharp handling, as the car does seem to shrink around you the more you experience it on track.

Things happen quicker in the 812 GTS – the speeds you carry towards and through corners are notably higher. As expected, less input is needed to keep the car on track. Having said that, if you want to deploy the full 588 kW with the nanny systems switched off, you’ll need to be handy behind the ‘wheel.

Summary

Ferrari 812 GTS (left) and Ferrari 550 Barchetta

On the highway back home, the Ferrari 550 Barchetta sits comfortably below 3 000 rpm at an indicated 120 kph – although I think it will cruise just as effortlessly at double this speed. Also keep in mind that only 448 units of this drop-top were produced, making this a semi-rare modern-classic Ferrari.

The 812 GTS will be more comfortable on longer journeys, is a less compromised package and offers its occupants all the creature comforts. Although not limited in production numbers, we can safely assume that not too many of them will be produced. So, a Ferraro 550 Barchetta or a 812 GTS? I guess one’s decision will be influenced by which other Ferraris are already in the garage…

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Honda Fit (2024) Review

The Honda Fit was updated earlier this year (2024). Can the flagship variant of the new-spec compact hatchback – a petrol-electric hybrid – justify its premium price tag?

We like: Build quality, comprehensive specification, ultra-efficient powertrain

We don’t like: Pricey, the learning curve required to get the best from it

FAST FACTS

Model: Honda Fit 1.5 Hybrid e.HEV
Price: R544 900 (November 2024)
Engine: 1.5-litre 4-cylinder petrol hybrid
Transmission: Continuously Variable Transmission (CVT)
Power/Torque: 90 kW/253 Nm
0-100 kph: 9.4 sec (claimed)
Claimed fuel consumption: 3.7 L/100 km
Luggage capacity: 298-838-1 199 litres

Serious about buying/selling?

Some dealerships regularly offer great deals. See our New Car Specials!

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Where does the Honda Fit fit in?

Honda-Fit-Hybrid-rear — *It’s the Honda Fit as you know it, but the addition of hybrid tech gives it another skill set entirely.*

The Honda Fit competes in the compact hatchback segment; its 1.5 Elegance Auto variant is a finalist in the 2024/25 #CarsAwards, sponsored by Absa. In this review, however, we focus on the hybrid flagship.

For 2024, the Honda Fit Hybrid received a model-year update that comprised a mild exterior redesign, with the more serious upgrades taking place under the sheet metal. The powertrain, for example, has been enhanced to produce more power from the internal combustion engine and the electric motor.

*The contrasting black and white, along with the LED lights give it a sporty look*

What other efficiency-focused models can you buy “out of the box” for half a million Rand? The 1.5 Hybrid’s direct rival is the Toyota Corolla hybrid, which is available in hatchback and sedan guises.

And, if you’re looking to save a few Rands, consider the locally-built Corolla Cross hybrid. If you are looking for a high-spec compact hatchback specifically, the Volkswagen Polo is still a frontrunner; the frugal Bluemotion turbodiesel engines have been shelved, so consider the 1.0TSI R-Line turbopetrol.

Compare the specs of the Honda Fit Hybrid with those of the Toyota Corolla and Volkswagen Polo

How the Honda Fit fares in terms of…

Performance and Efficiency

A clear and simple instrument cluster. The indicated average consumption (3.9 L/100 km) is impressive!

Seeing as the 1.5 Hybrid has received a power hike, we were keen to test it against the clock. The range-topper’s total system output has increased from 80 kW to 90 kW with plenty of torque (a peak of 253 Nm) available. According to the tech specs, Honda has upped the outputs of the naturally-aspirated 1.5-litre petrol engine (from 72 kW to 78 kW), as well as the electric motor, which produces 10 kW more.

While full-throttle acceleration runs are not the Fit’s forte, the Japanese brand’s claimed 0-100 kph time for this variant (9.4 sec) suggests that it’s one of the brisker city runabouts on the market. Before we conducted the acceleration test, we drove strategically to build up the hybrid battery’s state of charge and after that, the test unit delivered consistent acceleration runs – the quickest time was 9.17 sec.

*The multifunction steering wheel has slimline spokes, but they’re awash with remote-function buttons.*

Seeing as the Fit is a self-charging hybrid, fuel economy is its raison d’etre. Honda claims 3.7 L/100 km and, while that sounds almost too good to be true, we found that, after a week of driving in town, the test unit indicated 4.5 L/100 km – it dropped as low as 3.9 L/100 km (as shown above) on our fuel test route.

You’re probably thinking: “There must be a catch.” Well, there is. To achieve close to that claimed figure, you have to adjust your driving style notably. You can’t hurry the 1.5 Hybrid (even though it can deliver a spirited turn of pace) – if you do, you’re met with a coarse and unpleasant engine note. Because this car is optimised for the daily commute, it encourages gentle throttle inputs and a relaxed driving style.

So, how does it work? The car’s petrol engine and braking system recharge the hybrid battery (the ICE component via an electric generator motor) – in other words, there’s no need to “plug in” the vehicle.

What’s more, if you select the intensive regenerative braking setting via the transmission lever (when coasting on a long downhill section, for example), the 1.5 Hybrid’s rate of deceleration will increase when you lift off the accelerator pedal – and you might be surprised by how quickly that tops up the battery.

*You can see what the hybrid system is doing in real-time.*

It’s near-impossible to drain the hybrid battery because the car’s engine-driven electric generator motor and regenerative braking will automatically replenish the former. Once it has built up sufficient charge, it utilises the electric propulsion motor to propel the car and saves fuel by deactivating the engine.

Providing you gently apply the accelerator pedal, the car’s capable of accelerating to about 40 kph, after which the petrol engine will fire up to continue the acceleration process. In congested stop-start traffic, the petrol engine stays off most of the time, with the electric propulsion motor doing all the hard work.

Is the technology effective? Sometimes we were startled by the sound of the petrol engine firing up to charge the battery, but we’d say: “Yes,” provided that you’re measured with your throttle inputs. Given the 40-litre fuel tank capacity, the Fit’s theoretical full-to-empty range is above 1 000 km and, if you’re likely to spend most of your time driving on busy roads, that distance doesn’t sound far-fetched at all.

Features and Practicality

The Honda Jazz (as the Fit was previously known in our market) is renowned for being one of the most practical and well-thought-out of all the compact hatchbacks, and this 4th-gen model is no exception.

*Honda Magic Seats – awesome since 2001*!

In terms of load-bay capacity, the 1.5 Hybrid loses a few litres to the additional hardware required by the petrol-electric powertrain. For the number-obsessed readers, the flagship offers up 298-838-1 199 litres in comparison with its ICE siblings’ 309-849-1 210 litres. There’s still adequate space for cabin baggage-style suitcases, but if you want to load in larger items, you may need to fold the rear seats flat.

*The Fit’s load-bay capacity is slightly reduced due to the location of the hybrid system’s hardware.*

As before, the clever Magic Seats are fitted in the 2nd row. Not only do they fold flat, but you can lift and flip the bases and seatbacks forward to effectively turn the Fit into a ‘van. This author recalls moving house with a previous-gen Jazz – it accommodated a particularly stubbornly-sized bookcase with ease!

At this price point, buyers will expect a comprehensive standard equipment list and indeed, the 1.5 Hybrid comes fitted with the majority of features that you would expect to find in a flagship variant. In terms of specification updates for 2024, the Honda Fit has gained a wireless charging pad.

*Wireless charging makes its debut in this updated Fit*.

The 9-inch infotainment system reminds us of a tablet – it’s simple to operate and its functions are easy to access. If only all infotainment systems could be this intuitive, instead of overcomplicated and fussy.

Connectivity features, such as Bluetooth telephony and streaming, USB-A ports at the front and USB-C equivalents at the rear are included, along with Apple CarPlay and Android Auto. The climate control is efficient and the car features heated seats for those chilly mornings. The switchgear has a pleasant tactile quality and you get the impression this vehicle was assembled with quality and longevity in mind.

*The infotainment screen’s interface is an exercise in simplicity*.

Apart from ABS with EBD and brake assist, plus 6 airbags, the Honda Fit has numerous safety assistance systems, including adaptive cruise control, lane-keeping assist and autonomous emergency braking.

*The digital instrument cluster shows that all safety assistance systems are active!*

Compare the Honda Fit range. Which derivative is best for you?

Ride and Handling

If you’re looking for an engaging driving experience, the Honda Fit is not for you – it’s focused on comfort and efficiency. To that end, the driver’s seat position is perched and all-round visibility is best-in-class, thanks to a humungous windscreen, clever triangular portholes in the A-pillars and chunky side mirrors. The reverse-view camera has a reasonably clear display, plus fore- and aft parking sensors are standard.

Honda-Fit-Hybrid-camera — *A reverse*-view camera with guidelines is standard equipment.

The 1.5 Hybrid rides on 16-inch alloy wheels wrapped in eco-optimised 185/55 tyres from Yokohama, which are claimed to offer lower rolling resistance, which should enhance the vehicle’s fuel economy.

As for the ride quality, the Fit’s suspension setup is, somewhat surprisingly, on the slightly firmer side of pliant, but the tyres’ relatively thick sidewalls do their bit to soften the impacts of road imperfections that would otherwise be jarring. We also noticed the Honda rides a bit higher than most compact hatchbacks and, as a result, it will exhibit a fair degree of body roll (or lean) if you corner at unusually brisk speeds.

The steering wheel action is light and direct, making the Fit quite wieldy. If we had to describe the driving experience in 1 word, it would be “relaxed” – the Honda is tailor-made for wading through dense traffic.

Honda-Fit-Hybrid-wheel — *The Honda Fit is fitted with eco-optimised Yokohama tyres.*

Price and After-sales support

The Honda Fit 1.5 Hybrid e.HEV retails for R544 900 (December 2024), which includes a 5-year/200 000 km warranty (plus an 8-year/200 000 km warranty for the battery and other hybrid components) and a 4-year/60 000 km service plan.

Verdict

Honda-Fit-Hybrid-front — *Brilliant urban runabout, but its price tag pushes it out of reach for many consumers.*

The Honda Fit 1.5 Hybrid is a truly impressive compact new-energy vehicle, but its biggest stumbling block is its price tag. It may fall under the carbon-tax threshold, but it’s pricier to produce than its ICE equivalents (because of the hybrid drivetrain) and cannot escape the 25% (as opposed to 18%) import duty that our Government levels on electrified cars and EVs. Plus, because Honda does not build cars in Mzansi, it doesn’t earn credits with which to reduce duties on imported vehicles, as some of its rivals do.

It’s expected that South Africa will incentivise the uptake of “greener” vehicles soon – we live in hope –but as things are, it will take quite a while for the 1.5 Hybrid’s fuel savings to cancel out its price premium.

Should you buy one? The Honda Fit is an exceptionally practical, comfortable and sensible compact hatchback. The standard (ICE) version is excellent, but (provided you can afford it) the 1.5 Hybrid makes even more sense for the daily commute: its hybrid powertrain excels in congested traffic conditions and, if you to adapt your driving style to suit, it will reward you with deeply impressive fuel efficiency.

Dare we ask: How much does a low-mileage Fit 1.5 Hybrid demo’ go for these days?

MG ZS Pro (2024) International Launch Review

While the ZS Core is the value-oriented compact family car offering in MG’s local line-up, the Chinese brand will slot the newer generation of the model, named the ZS Pro, above it in 2025. Our correspondent, who drove it in China, gives us a preview.

A 2-pronged MG ZS line-up

What is the MG ZS Pro like to drive?

Summary

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Upmarket interior

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Summary

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Ferrari 550 Barchetta vs 812 GTS: Classic Comparison

We drive a contemporary Ferrari 812 GTS and a modern classic (and quite rare) 550 Barchetta. They represent different eras of the Maranello-based brand’s front-engined V12 roadster, but can any parallels be drawn between these 2 machines?

Modern siblings

Behind the ‘wheel of the 550 Barchetta

Specifications

Behind the ‘wheel of the 812 GTS

Specifications

Summary

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Honda Fit (2024) Review

The Honda Fit was updated earlier this year (2024). Can the flagship variant of the new-spec compact hatchback – a petrol-electric hybrid – justify its premium price tag?

FAST FACTS

Serious about buying/selling?

Where does the Honda Fit fit in?

How the Honda Fit fares in terms of…

Price and After-sales support

Verdict

Further Reading