Toyota Hilux 48V (2024) Launch Review

By implementing mild-hybrid tech, Toyota South Africa Motors has improved the performance and efficiency of selected 2.8GD-6 variants of SA’s top-selling bakkie. Are the improvements notable enough? We drive a Toyota Hilux 48V to find out.

If you’re Toyota South Africa Motors (TSAM), good things come in, uhm, 19s. It was in 2005 that the Aichi-based manufacturer’s local subsidiary launched the Prius as the 1st hybrid in South Africa’s new passenger car market. With a paltry 1 200 units sold throughout its on-and-off tenure in Mzansi (it was discontinued in 2022), the Prius hardly set the sales charts alight. But what that model did achieve, on a global scale, was to open the floodgates to a raft of hybridised models from Toyota and Lexus’ stables.

If the segue of 19 years comes across as an incongruent marketing-unfriendly cacophony, that’s perhaps because the “48V” designation of the Japanese marque’s latest hybrid additions (electrically-assisted 2.8-litre Hiluxes and Fortuners) is, while descriptive, open to misinterpretation without more explanation.

The Hilux 48V is a mild-, not full hybrid

Unlike in the now-departed Prius, or perhaps more contemporarily – a Corolla hybrid or Corolla Cross hybrid – the petrol-electric addition to the Hilux and Fortuner ranges is only mild in application, meaning that the “48V” operates conventionally, but its diesel engine is aided by the electrical component of the powertrain in the background, with no switchable battery modes or interventions available to the driver.

So really, the 48V Hilux 48V (the “V” designates volts, not valves) is a hybrid that Toyota doesn’t want to call a hybrid.

The cleverer bits are the benefits that the electrical system offers. A motor generator unit fitted high in the engine bay (to allow for the bakkie’s 700 mm wading depth) provides seamless stop/start ability.

What’s more, it facilitates a lower idling speed (from 720 rpm to 600 rpm), while providing an additional 12 kW and 65 N.m of torque available across the entirety of the (otherwise unaltered) 150 kW/500 N.m GD-6 engine’s rev range – most crucially, for (otherwise diesel-wolving) pullaways and bursts of hard acceleration. Toyota says the system contributes to an efficiency improvement of between 7- and 11%.

Toyota Hilux 48V rear three-quarter view

The 48V battery after which the variants are named, is located beneath the rear seat and weighs 7.6 kg.

This part-electrified Raider 2.8 GD-6 RB double cab costs R785 400, a premium of R15 500 over its non-hybridised half-brother. As for the 4×4 iteration of the same variant, the price premium amounts to R18k.

The 48V-equipped Toyota Hilux and Fortuner derivatives are further enhanced to feature a multi-terrain select (MTS) mode that tailors torque and traction configurations for specific road surfaces.

Running updates to Raider variants

Along with launching the Hilux 48V, Toyota has taken the opportunity to visually update the entire Raider range with a restyled front bumper, honeycomb grille and foglamp surrounds. The side mirrors and door handles (on all 2.8-litre variants), rear bumper and tailgate handle are now also black.

Inside, the 2.8-litre Raiders get leather trim with an 8-way electrically adjustable driver seat, with 48V versions treated to remote jamming protection, a 1-touch function on all electric windows, keyless entry and -start. The upgrade to 2.4-litre versions is milder: electrically foldable mirrors have been added.

Toyota Hilux 48V transmission lever and centre console

And, after years of toing-and-froing with TSAM’s head office in Japan over the inclusion of warranty-shredding dealer-level aftermarket accessories, prospective customers can finally order a range of the latter in South Africa. And, for not only their new Hiluxes – but additionally for Fortuners, Prados, Land Cruiser 70s and 300s – as provided by several leading approved suppliers.

All available items are identically priced (across the brand’s respective model ranges), fitted at Toyota and can either be included in a new vehicle’s finance plan or invoiced for separately.

What is the Hilux 48V like to drive?

So, is the Toyota Hilux 48V the game-changing, system-shocking segment-first hybrid bakkie that its label promises? On paper, it’s hard to argue against the claimed improvements the system offers.

Contrarily, so imperceptible (or tame) is the electrical assistance that in real-world driving conditions, the advantages of better theoretical acceleration and enhanced fuel-saving are difficult to quantify without a stopwatch and a back-to-back stint in a non-hybrid equivalent Hilux that includes a stop at the pumps.

Still, the smoothness of the stop/start system is admirable and the ability to run the climate control in silence from the battery (while stationary at an intersection) is unprecedented in the 8th-gen Hilux.

How much does the Hilux 48V cost in South Africa?

Toyota Hilux 2.8GD-6 48V double cab Raider	R785 400
Toyota Hilux 2.8GD-6 48V double cab 4×4 Raider	R876 600
Toyota Hilux 2.8GD-6 48V double cab Legend	R869 100
Toyota Hilux 2.8GD-6 48V double cab 4×4 Legend	R921 800
Toyota Hilux 2.8GD-6 48V double cab Legend RS	R967 500
Toyota Hilux 2.8GD-6 48V double cab 4×4 Legend RS	R1 023 400

All derivatives are sold with a 3-year/100 000 warranty and a 9-service/90 000 km service plan.

New Toyota Hilux Specs & Prices in South Africa

Summary

While Toyota acolytes eagerly await official word about the release date of the next-gen Hilux, the introduction of 48V variants to the current range represents a much-needed inch forward (or fillip) for the 8-year-old Hilux until the new one finally arrives. As we reported recently, last month’s new vehicle sales figures showed that the Hilux remains locked in a fierce battle for supremacy with the Ford Ranger.

An all-new Hilux won’t arrive this year; however, what is known is that the 9th-gen model will be based on a modular platform capable of accommodating a wider variety of (alternative) fuel powertrains.

Smartly, Toyota has opted to supplement the Hilux range with what’s likely to remain nice-but-niche 48V variants without culling other derivatives from its labyrinthine line-up. Identifying the ideal mild-hybrid bakkie customer elicits a furrowed brow, especially when considering that traditionalists could perceive the inclusion of electrical hardware as adding unnecessary cost, complication and reliability challenges.

Still, as the company that made “hybrid” integral to the automotive lexicon, whose technology has gone on to surpass 15 million global sales and raked in no fewer than 5 Le Mans victories, Toyota has proved a point with the Hilux 48V: Even a perennial top-seller can gain new talents in the twilight of its model life.

Search for a new/used Toyota Hilux listed for sale on Cars.co.za

Turbodiesel heroes you might have forgotten about

Before turbopetrols became all the rage, turbodiesel engines were favoured for providing torquey, yet fuel-frugal performance in passenger cars – diesel derivatives were often the top picks of their ranges. We pay homage to the turbodiesel heroes.

To mangle a metaphor: if no one is a prophet in their land, then there’s no better example of the fate of the turbodiesel-powered car over the years – first in Germany, then greater Europe, the United States and ultimately – globally.

*Audi built a roadgoing version of its Le Mans-winning 6.0-litre V12 turbodiesel into its 1st-gen Q7.*

After more than a century’s refinement, Rudolf Diesel’s process of mixing compressed air with recirculated exhaust gases turned turbodiesel engines into the torquiest and most economical of their type, owing to higher thermal efficiency (and each droplet of fuel having a higher energy density) than their petrol equivalents.

Diesel’s only drawback then, as it remains today – apart from an extremely narrow torque band – was only ever emissions control. The rise and fall of the VW Group’s desire to dominate the world’s diesel car market by eschewing the diesel emissions-killing AdBlue additive and fitting emissions-masking “defeat devices” to some of its models is well-documented. That’s why, in the aftermath of “Dieselgate”, myriad turbodiesel model designations – offered by a multitude of car brands – have thinned out dramatically.

‘Dieselgate’ destined turbodiesel cars for extinction

Before September 2015 (when “Dieselgate” was exposed), the automotive world was a better (and ignorantly happier) place. On one end of the scale, turbodiesel engines had transformed so-equipped hatchbacks into hypermilers. And on the other, it created a class of tar-shredding super-sleeper sedans.

Students could be sent off to university in a Ford Figo 1.4- or 1.5 TDCi, or a Fiesta 1.5- or 1.6 TDCi (if you lived on the right side of the railway line). The problem for car company product planners, though, was that for all their appeal, turbodiesel engines were (and are) more expensive to produce than petrol ones.

All of this meant that diesel derivatives that played in the cut-throat genre of affordable hatchbacks had to be specced to the level of entry-level variants to bear any semblance of price competitiveness.

Turbodiesels ‘de-specced to be more affordable’

Consequently, the Ford Figo turbodiesel was only available in Ambiente trim, which in the Blue Oval’s parlance is about as luxurious as a mobile SASSA cash payout office.

Ditto the Fiesta turbodiesel, whose line-up admittedly also sported a pricier Trend version, yet the latter still languished as laughably under-equipped against the petrol-powered Titanium or superb ST flagship.

Unsurprisingly, Volkswagen offered a variety of turbodiesels in its Polo range, including the 1.2-, 1.4-, 1.5-, 1.6- and 1.9 TDI. Even if punchier than their petrol counterparts, they were notably pricier when similarly specified. I recall that in 2014, you could have the 1.2 TDI Bluemotion, yet it was so spartanly specced that you’d have been grateful for merely receiving a body and 4 wheels; or a somewhat pricier 1.6 Comfortline that at least additionally netted you a spare wheel (well, in a manner of speaking).

Search for a used turbodiesel-powered Volkswagen Polo

Up a category in Golf-land, things weren’t rosy either. If you were after a Golf 2.0TDI Highline for Mom, you might as well have made the R23k stretch and bought a GTI, especially if it was being financed. Yes, there was the 2.0TDI Comfortline, but you’d have been lucky if it came with anything more than a radio.

The Wolfsburg-based brand also introduced the closest thing to a turbodiesel hot hatchback when the Golf GTD debuted as part of the “7.5” update in 2017; when reviewing the GTD, we found it refined and frugal, but unable to match the excitement of its GTI turbopetrol sibling. Watch or read our GTD review.

One would never dream of equating bread-and-butter Japanese family cars with hen’s teeth, but Honda and Toyota used to sell turbodiesel variants of the Civic and Corolla, but they were underappreciated.

Instead, the Aichi-based manufacturer focused on its commercial turbodiesels that powered everything from the Hilux to Land Cruiser 70 -series and the Fortuner to the Land Cruiser 200 and -300 SUVs.

Meanwhile, when the compact family car segment rose to prominence about a decade or so ago, the pioneering Renault Duster and Ford EcoSport fielded turbodiesel variants; such was the success of the former’s diesel motor that the outgoing version of the Duster is available exclusively in turbodiesel guise!

Search for a new/used turbodiesel Duster | Search for a used turbodiesel EcoSport

There were few other turbodiesels to speak of in this segment… You could have a diesel-sipping Nissan Juke, but only in premium economy Acenta+ grade – all the model’s fancy features were heaped into the GT and Tekna specifications. Kia, however, remains a notable champion of Rudolf Diesel’s creation – it offers a 1.5-litre 4-cylinder turbodiesel, with a claimed fuel consumption of 5.5 L/100 km, in the Seltos.

See also: Kia Seltos (2024) Launch Review

An antidote to breathless ‘atmo’ petrol engines

Perhaps Hyundai Kia had the European market in mind when it offered punchy 2.0-litre turbodiesel engines in the Tucson/iX35 and Sportage ranges, but we were grateful nonetheless. In the 3rd-gen iterations of those models, the 130 kW/383-393 Nm CRDi lump offered notably more pep than its 2.0- (122 kW/197 kW) and 2.4-litre (130 kW/227 Nm) naturally aspirated petrol-powered counterparts, which – not to be too unkind – needed to be whipped into a froth to summon urgent overtaking acceleration.

See also: Our Buyer’s Guides for Hyundai ix35 (2010-2016) and Kia Sportage (2010-2016)

To the Korean giant’s credit, it still offers turbodiesel powerplants in its Tucson and Sportage line-ups; The Toyota RAV4 and Mazda CX-5 were available in diesel guise, but alas, no longer are. And, I hardly need to say it: Volkswagen still offers a Tiguan 2.0 TDI… and the next Tiguan will again offer a diesel.

Search for a new/used turbodiesel Hyundai Tuscon, Kia Sportage or Volkswagen Tiguan.

SUV land is still turbodiesel country

As for any passenger car bigger than a family car/medium SUV, you are still likely to see turbodiesel engines on duty until they are voluntarily phased out by their makers – or legislated out of existence.

While there are some exceptions, such as the Ford-engineered 4.4-litre V8 turbodiesel in the larger Range Rover models, or the British brand’s newer mild-hybrid 3.0-litre inline-6 Ingenuim motor (as found in the Range Rover Sport D350 Autobiography), the true protagonists of turbodiesel propulsion, at least as far as luxury passenger cars are concerned, have been Audi, BMW and, to an extent, Mercedes-Benz.

*To demonstrate the might of the Touareg 5.0 V10 TDI, Volkswagen made it tow a Boeing 747-200 weighing about 155 tonnes.*

The Volkswagen Group, which was a rather cavalier multinational in the Noughties, took the turbodiesel genre from the sublime to the ridiculous when it launched the 1st-gen Touareg with a 5.0-litre V10 TDI that produced 230 kW/750 Nm and 1st-gen Audi Q7 6.0 V12 TDI that produced 368 kW/1 000 Nm. The latter, of which only a handful were imported into Mzansi, was said to blast from 0 to 100 kph in 5.5 sec.

BMW produced middle-management missiles such as BMW’s fabulous 330d to the thunderous 535d with 230 kW and 630 Nm (which eclipsed the F10-gen M5 in every respect other than dynamic ability).

See also: BMW 330d (2016) Review

The Bavarian marque’s twin- and tri-turbodiesel mills turned everything we thought we knew about performance engines on its head – they transformed steep torque curves into plateaus that made for eye-blinkingly rapid overtaking without the need to drop a gear, all with sane fuel economy to boot.

Following that spectacular Teutonic flex that was the Q7 6.0 V12 TDI, Audi applied its years of experience of winning the 24 Hours of Le Mans with diesel-powered engines to produce my favourite TDI engine of the era – the 230 kW/650 Nm bi-turbo 3.0-litre V6. It was wedged into the engine bay of the SQ5 and A7 and coupled with all-wheel-drive, transformed both into reluctant hot-hatch humiliators off the line.

See also: Audi SQ5 quattro (2017) Review

The sequential turbochargers were asynchronously sized so that once the (significant in its own right) torque peak plateaued, the 2nd turbocharger kicked in to deliver peak power over another band of 600 rpm, which was unusual, but devastatingly effective. Best of all? It sounded like Zeus with a sore tooth.

For those who may have found that motor too, um, weedy, the SQ8 – though powered by a 4.0-litre twin-turbo V8 petrol engine since its facelift – used to be powered by a turbodiesel of the same capacity, cylinder- and turbo configuration. We reviewed the 310 kW/900 Nm SQ8 in 2021 – it was a powerhouse.

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

Is the Quad Turbo the ultimate turbodiesel hero?

But BMW was not to be outdone by its rival based in Ingolstadt (and the latter’s Audi Sport division in Neckarsulm). In 2016, the Munich marque launched the 3.0-litre, inline-6-cylinder B57D30S0 engine that featured – wait for it – a quartet of turbochargers, for service in the X5-, X6- and X7 M50d variants.

Watch Ciro De Siena’s video review of the BMW X5 M50d:

See also: BMW X7 M50d (2019) Review

This meant that without gaining engine capacity or sprouting more cylinders, BMW’s apex turbodiesel-powered, 2.5-tonne premium SUVs could defy physics by their abilities to rocket from 0-100 kph in about 5 seconds, while still being capable of delivering 7 L/100 km and travelling 1 000 km on a single tank.

The timing of its arrival was all wrong, though. Post-Dieselgate, as far as the passenger-car market was concerned, anything to do with diesel became, in a word, dirty – which made it convenient for BMW to drop the expensive, über-niche B57D30S0 in September 2020 to instead focus on an electric future.

See also: BMW X6 M50d (2020) Review

Search for a new/used turbodiesel BMW listed on Cars.co.za

Besides, Dieselgate and its ramifications aren’t solely to blame for the demise of turbodiesel-powered passenger cars. Turbopetrols are now well entrenched and favoured by product planners and car buyers.

It does need to be mentioned that many of the turbodiesel heroes listed in this column are still likely to be pricier to service and maintain than their petrol contemporaries… Their fuel and lubrication systems need more regular attention by comparison and their emissions-reducing components (such as exhaust gas recirculation- and diesel particulate filter systems) tend to cause separate headaches as the cars age.

*In 2002, Mercedes-Benz produced a C30 CDI AMG with a 3.0-litre 5-cylinder turbodiesel (170 kW/540 Nm).*

Celebrate our (fallen) turbodiesel heroes

Sadly, the world will probably never see a high-performance turbodiesel motor in a road car again. It rapidly became the forbidden fruit of going fast – one that we will, one day, tell our astonished grandkids about. Little known even in petrolhead circles, today such talk only exists as if in fairytales: “I am legend.”

Find exclusive car-themed merchandise at the SentiMETAL Shop

Chery Tiggo 4 Pro DCT (2024) Review

Has Chery achieved a notable improvement in the Tiggo 4 Pro’s fuel consumption by equipping its small crossover with a dual-clutch automatic transmission? We put the updated Chery Tiggo 4 Pro DCT to the test.

We like: Punchy performance, excellent value

We don’t like: Still thirsty compared with rivals, low-speed jerkiness

FAST FACTS

Model: Chery Tiggo 4 Pro 1.5T Elite DCT auto
Price: R415 900 (June 2024, before options)
Engine: 1.5-litre 4-cylinder turbopetrol
Power/Torque: 108 kW/210 Nm
0-100 kph: 9.33 sec (tested)
Claimed fuel consumption: 6.7 L/100 km
Luggage capacity: 340-1 100 litres (approx. utility space)

Serious about buying/selling?

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

Looking to sell your car? Sell it on Cars.co.za for free

Where does the 2024 Chery Tiggo 4 Pro fit in?

*The Chery Tiggo 4 Pro has been a popular model since being launched in Mzansi in 2021.*

The diminutive Tiggo 4 Pro is the entry point to Chery’s rapidly expanding crossover/SUV line-up. The Chinese brand’s compact family car, which was launched in 2021, updated in 2022 and gained a LiT derivative in 2023, has been well received by South African motorists and it’s easy to see why.

At the price, few rivals can match this small crossover’s value proposition. With an enticing warranty and service plan for added peace of mind, it’s no surprise that Chery sold over 1 100 units in May 2024 alone.

That’s not to say that the model doesn’t have room for improvement – and one of the biggest criticisms levelled at the Chery is its high fuel consumption. When paired with a continuously variable automatic transmission (CVT), the 1.5-litre turbopetrol is quite thirsty. Read our 2021 Chery Tiggo 4 Pro CVT review

With this updated model, Chery has added a dual-clutch automatic transmission (DCT, as an alternative to the 6-speed manual or 9-step CVT); it’s claimed to improve economy and provide a sportier drive.

As for rivals, the Tiggo 4 Pro’s natural competitor is its Haval Jolion (itself refreshed for 2024) compatriot as well as several legacy brands’ models, such as the Toyota Urban Cruiser, Suzuki Grand Vitara, Kia Sonet, Hyundai Venue and Honda Elevate.

Compare the specs of Chery Tiggo 4 Pro DCT with those of its Kia Sonet and Haval Jolion rivals

How the Tiggo 4 Pro DCT fares in terms of…

Performance and Efficiency

Given that the 2024 update focuses on the Tiggo 4 Pro’s transmission, let’s discuss the merits of the revised powertrain first. While fledgling Chinese brands’ models tend to offer excellent value, consumers have found some of those vehicles’ real-world fuel consumption figures notably higher than expected.

If you haven’t read it already, in our review of a CVT-equipped Chery Tiggo 4 Pro (December 2021), we found that the test unit’s fuel economy hovered around 8.8 L/100 km in mixed driving conditions, which was a trifle thirsty for a 1.5-litre 4-cylinder turbopetrol derivative (the claimed figure is 6.8 L/100 km).

*In May 2024, Chery sold more than 1 100 new units of the Tiggo 4 Pro in South Africa.*

To be fair, most brands’ claimed economy figures are to be taken with a pinch of salt. They’re optimistic by design, often based on software modelling and don’t always take into account real-world conditions.

We took the DCT-equipped Chery Tiggo 4 Pro on an extended drive on the open road, which served dual purposes: First, to find out the minimum indicated consumption figure that we could achieve and second, to put some miles on the clock (the test unit was delivered with only about 180 km on its odometer).

*8.33 L/100 km in Eco mode. It’s a modest improvement on the CVT-equipped version’s return.*

After we’d completed 410 km, the trip computer indicated 12 km/L (8.33 L/100 km): a slight improvement on 2021’s return. Note that we utilised the car’s Eco Mode and drove in a fairly conservative manner.

Perhaps if the car had been run in, it would’ve performed better. That being said, we still believe that the manufacturer’s revised claim of 6.7 L/100 km is optimistic. The Chery has a 51-litre fuel tank capacity.

Does the DCT improve the Tiggo 4 Pro’s performance? Yes, certainly. We recorded a 0-100 kph time of 9.33 sec with our test gear and while we didn’t use that equipment with the CVT version in 2021, we’re confident that the newcomer is fractionally quicker and feels more energetic in its sportiest drive mode.

Gripes? We have just the one, there can be some jerkiness, hesitation even when reversing or pulling away from standstill slowly. You gently apply the accelerator pedal and nothing happens, so you accelerate a bit more strongly and the car can suddenly lurch. We think, in time, you’ll learn to modulate the throttle, but it was initially a little stressful.

Design, Features and Practicality

*The new-look infotainment screen boasts crisp graphics*.

There is a pair of DCT-equipped variants – the LiT and Elite (featured here) – but the 2024 update was not just about installing a dual-clutch transmission; Chery also equipped the Tiggo 4 Pro with extra kit.

The 1.5T Elite DCT auto gains a 15W wireless charging pad, a secondary climate-control touchscreen (borrowed from the Tiggo 7 Pro model) and what Chery claims is a higher-res infotainment panel. All high-end Tiggo 4 Pro derivatives come with Apple CarPlay/Android Auto connectivity and satnav.

*The cabin of the DCT-equipped Chery Tiggo 4 Pro. Note the new-look climate controls screen.*

As before, the Tiggo 4 Pro also comes with a smart voice control system that allows you to request functions (such as “Open the sunroof”, for example), as well as a dual-zone automatic aircon system. Buyers will appreciate the premium feel of the leather trim on the Chery’s seats and steering wheel.

When it comes to safety, there are 6 airbags in the high-spec variants (the others offer 4). ABS, electronic stability control, hill assist, tyre pressure sensors and hill descent control are standard.

Ride and Handling

As before, the Tiggo 4 Pro 1.5T Elite DCT auto is fitted with 17-inch alloy wheels wrapped in 215/60 tyres and its ride quality is acceptable at this price point. Granted, the Chery’s damping is on the firm side of pliant, but that’s par in a segment in which brands are so determined to make crossovers feel “sporty”.

Refinement suffers a little because of tyre rumble (especially noticeable when the Tiggo 4 Pro traverses coarse tarmac roads at triple-digit speeds), but it can be drowned out with the lovely Sony audio system.

*Red brake callipers are a sporty touch*.

The rest of the driving experience is, by the segment’s standards, difficult to fault. Keep in mind that very few models that retail from R280k (when new) will exhibit luxury-car-like road manners. That being said, the Chery’s relative lankiness does make it touch more susceptible to body roll when cornering quickly.

The ‘wheel has a pleasant, light action, which is ideal when you’re manoeuvring into tight parking spaces that require full lock-to-lock turns. We’d like a bit more feel and feedback from the Tiggo 4 Pro’s steering setup, but perhaps it’s unfair to expect those traits from a model that costs under R300k in base spec.

*The fit-and-finish level is more than acceptable at this price point*.

Price and After-sales support

The Tiggo 4 Pro 1.5T Elite DCT retails for R415 900 (June 2024), which includes a 5-year/150 000 km warranty, 10-year/1-million km engine warranty (linked to the 1st owner) and 5-year/60 000 km service plan.

Verdict

*The DCT broadens the appeal of the Tiggo 4 Pro and enhances its driving experience.*

The incorporation of a dual-clutch transmission has undoubtedly enhanced the Tiggo 4 Pro. Thanks to the auto box’s prompt shifting (you can even actuate manual shifts via the transmission lever if you like), the Chery is a bit more engaging to drive – and the powertrain’s in-gear urge feels more accessible.

Critically, the DCT-equipped derivative’s fuel economy has improved from that of the CVT version, but not by as much as we hoped. Still, it’s promising and shows that a brand can listen to its customers.

Plus, there’s good news if you own a CVT-equipped Tiggo 4 Pro… Chery SA says it’s working on a software upgrade that will improve fuel economy and it will be rolled out to existing customers.

Should you buy one? The Tiggo 4 Pro is not a flawless small crossover, but it’s hard to ignore the Chery’s sheer value-for-money proposition. Some rivals are more refined, but they’re smaller and cost a bit more.

Want to buy a new or used Chery Tiggo 4 Pro? Browse vehicles for sale

Mini Cooper (2024) Price & Specs

Turbopetrol-powered variants of the 2024 Mini Cooper 3-door hatchback have quietly arrived in South Africa. Here’s how much you can expect to pay for the newcomers.

Codenamed F66, the 2024 Mini Cooper 3-door has quietly arrived in South Africa, with the first units already in dealerships. Like their predecessors, ICE versions of the Cooper are produced in Oxford.

Visually, the 2024 Mini Cooper has a minimalist look and while it’s polarising, there’s no denying this is any brand other than Mini. The new-look rear taillights are interesting as they’re full LED units.

The 2024 Mini Cooper is available with either a 1.5-litre 3-cylinder- or a 2.0-litre 4-cylinder turbopetrol.

Badged as the Cooper C, the base model’s 1.5-litre engine produces peak outputs of 115 kW and 230 Nm of torque and that’s enough to see it dash from zero to 100 kph in 7.7 sec. The punchier Cooper S’ 2.0-litre motor develops 150 kW and 300 Nm and the variant is said to scamper to 100 kph in 6.6 sec.

The Cooper C is the more efficient of the two, with claims of 6.2–5.9 L/100 km, while the Cooper S consumes 6.4–6.1 L/100 km. The 6-speed manual gearbox has been ditched in favour of convenience – both variants make use of a 7-speed automatic dual-clutch transmission.

Inside, the cabin has been given a minimalist design and there’s a focus on new materials. The central circular infotainment system features the new Mini Operating System 9 and we’ve already had a first taste from our Munich visit back in September 2023.

Read more: New-Gen Mini Cooper Unveiled

It’s sensational, both in terms of usability and visual appeal. You’ll also notice there’s no gear selector –instead, you’ll select your gear via a neat and discreet drive selector integrated into the dashboard.

How much does the all-new Mini Cooper cost in South Africa?

The below prices include a 5-year/100 000 km maintenance plan and VAT, but exclude CO2 tax.

Mini Cooper C 3-door hatch	R595 000
Mini Cooper S 3-door hatch	R638 000

JMC Grand Avenue: Ford-powered Chinese bakkie for SA?

Cars.co.za has discovered trademark filings that suggest the JMC Grand Avenue could be on its way to SA, with this Chinese bakkie intriguingly powered by Ford engines…

Yes, yet another Chinese contender could be gearing up to enter South Africa’s bustling bakkie segment. Cars.co.za has discovered local trademark applications suggesting the JMC Grand Avenue might be on the cards for Mzansi, complete with Ford power.

Before we dive into the details, let’s take a step back. Jiangling Motors Corporation (JMC) certainly isn’t a new marque to South Africans, having over the years offered passenger vehicles like the Landwind, bakkies such as the Vigus and larger commercial vehicles like the Carrying.

But, as things stand, there are currently no JMC products on SA’s new-vehicle market. In fact, as reported by IOL Motoring, WilGin Holdings (which incidentally distributes DFSK products locally) has taken over the parts, servicing and warranty responsibilities of the JMC brand in Mzansi.

And that brings us neatly to the JMC Grand Avenue ladder-frame bakkie, which could be on WilGin’s radar. Cars.co.za did some digging and discovered that in July 2023, JMC’s head office in Nanchang applied to register the “Grand Avenue” badge here in South Africa, with the application accepted in May 2024 and the trademark advertised in June 2024. If unopposed, registration should be complete later this year.

JMC Grand Avenue badge — *JMC in the process of registering the “Grand Avenue” trademark in Mzansi.*

At the same time, JMC also filed to trademark the “Dadao” nameplate (as well as the corresponding logo) in Mzansi, with this word mark likewise still listed as pending at the time of writing. For context, Dadao was officially launched in China in 2023 as a standalone pick-up brand under the JMC umbrella. So, in China, the JMC Grand Avenue is also offered as the Dadao Mohe.

Available exclusively in double-cab form, the Grand Avenue measures 5 450 mm from nose to tail and has a wheelbase of 3 270 mm. While that makes it 100 mm longer than a Ford Ranger double cab, the JMC’s wheelbase is exactly the same as that of the Blue Oval bakkie. For the record, JMC builds the Chinese-spec Ranger at its Xiaolan assembly plant (the same production site of the Grand Avenue, we suspect) as part of its joint venture with the Dearborn-based automotive giant.

As a reminder, the Ford Territory that recently launched in South Africa is also built by JMC, though at its Fushan facility. So, considering these 2 companies’ extensive joint-venture relationship as well as the fact Ford actually owns a stake in JMC, it’s perhaps not surprising the Grand Avenue is powered by engines from the American automaker.

Which motors exactly? Well, the JMC Grand Avenue (and thus Dadao Mohe) is produced in both petrol and diesel form, each available in 4×2 and 4×4 guise. The petrol engine is a version of Ford’s turbocharged 2.3-litre, 4-cylinder EcoBoost unit, which in (detuned) JMC guise offers 180 kW and 400 Nm through either a Getrag (MT82) 6-speed manual gearbox or a ZF-supplied 8-speed automatic transmission.

There’s also a 2.3-litre, 4-cylinder turbodiesel motor that JMC describes as the 5th generation of Ford’s “Puma” engine series (though its displacement of 2 296 cc doesn’t quite line up with any Blue Oval mills we can find). This oil-burning powerplant churns out 130 kW, while peak torque is listed as 400 Nm for the manual model and 450 Nm in the case of the self-shifting version.

Of course, we should point out that a trademark application is by no means a guarantee the automaker will use the badge in question. But there’s at least a chance that WilGin has plans to revive the JMC brand in South Africa, with the Grand Avenue – or Dadao Mohe, if it ends up wearing that badge here – perhaps the most likely candidate.

*JMC has also renewed its Vigus trademark in South Africa.*

Finally, it’s also worth noting that JMC’s head office in China renewed its “Vigus” trademark in South Africa as recently as January 2024, leaving the door open for the latest version of this bakkie to come to Mzansi, too…

Hyundai Inster Could be the Brand’s Cheapest EV

The Hyundai Inster is an electric compact crossover which has just been revealed. It’s a global model, meaning it could come to SA.

The Hyundai Inster is a cute-looking electric crossover and the brand has confirmed its going global with this one, with retail operations already confirmed for Europe, Middle East and Asia, and there’s a good chance a few might come out way. It appears it’s Hyundai’s cheapest electric car, which is refreshing.

There are two powertrain options; Standard and Long Range. The base Standard uses a single electric motor with 71 kW and 147 Nm, and thanks to a 42 kWh battery pack, a range of just over 300 km is claimed.

For those wanting a bit more range and punch, there’s an 85 kW option paired to a 49 kWh battery that’s good for a claimed range of around 355 km. The vehicle supports 120 kW DC fast charging and that means top-ups from 10-80% take around 30 minutes. AC charging at 11 kW will take around 4.5 hours. The car also supports Vehicle2Load and that means you can charge things like e-bikes from your car.

In terms of size, the Hyundai Inster is 3 825 mm long, putting it slightly bigger than a Suzuki Ignis. A wheelbase of 2 580 means there should just be about enough cabin space for four adults. For the adventuring types, the Korean brand has already confirmed a more rugged version called the Hyundai Inster Cross is on its way.

Hyundai claims all the seats can be folded flat and the second row can slide forwards and backwards for additional practicality options. A boot space of 280 litres and 351 litres is claimed, depending on where you positioned that rear sliding bench.

Will the Hyundai Inster come to South Africa?

The world needs fewer electric cars that are capable of eye-watering performance priced beyond the reach of most motorists. We think that if customers want an electric car, surely affordability and daily-driving range should be the focus?

Hyundai South Africa has already imported a handful of Ioniq 5 units for local testing and homologation, so some progress is being made. The biggest stumbling block to electric cars in South Africa is the import duties which make them prohibitively expensive, in comparison to the petrol-powered equivalent. Still, if this vehicle is available in right-hand drive, we suspect Hyundai SA might bring a few in to test the waters.

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

Toyota Hilux 48V (2024) Price & Specs

Pricing scoop! We’ve uncovered local prices for the new Toyota Hilux 48V derivatives ahead of the market launch in South Africa. Here’s how much these fresh mild-hybrid double-cab bakkie variants will cost you…

Yes, the Toyota Hilux is set to be lightly electrified. The venerable 8th-generation bakkie range – which was again South Africa’s best-selling nameplate last year – will soon be bolstered with a raft of fresh 48V mild-hybrid derivatives. And Cars.co.za has unearthed local pricing for these Toyota Hilux 48V double-cab variants ahead of the official market launch.

Expected to go on sale at some point in March 2024, the 6 new mild-hybrid derivatives (3 rear-driven and 3 featuring 4×4) will each feature the double-cab body style and an automatic transmission as standard. By our maths, that means the Prospecton-built Hilux portfolio will swell to as many as 45 variants, though Toyota SA Motors may well use this as an opportunity to rejig the line-up slightly. On that front, we’ll simply have to wait and see.

Toyota Hilux MHEV at SOMI 2024 — *The Hilux 48V was displayed at Toyota’s SOMI 2024 event in January.*

The 48V mild-hybrid package – which ostensibly brings both acceleration and efficiency gains – will be available on all auto-equipped Hilux 2.8 GD-6 Raider, Legend and Legend RS models. According to our information, the least-expensive electrified derivative will be the Hilux 2.8 GD-6 Raider 6AT 4×2 48V, which will be priced from R774 800. For the record, that’s R20 600 more than the non-MHEV version (based on current pricing for the latter; whether a general price increase will be implemented across the range at the time of the 48V launch remains to be seen).

Upgrading to 4×4 will push the Hilux Raider 6AT 48V’s price to R866 000 (or R23 100 more than the non-electrified version), while the Hilux Legend 6AT 4×2 48V will cost R869 100 (a premium of R15 900) and the Hilux Legend 6AT 4×4 48V will be pegged R921 800 (up R18 400).

Finally, the Hilux Legend RS 6AT 4×2 48V will kick off at R967 500 (again representing a R15 900 premium over the non-electrified equivalent), with the Hilux Legend RS 6AT 4×4 48V taking its place at the very summit of the line-up, priced at R1 023 400 (R18 400 up on the standard Legend RS 6AT 4×4). That makes the latter the priciest Hilux in the current range, though the upcoming widebody Hilux GR Sport III may well grab that title in the coming weeks.

As a reminder, 48V models feature Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel engine, though here it also drives a compact motor generator using a belt system, which in turn charges the lithium battery installed under the rear seats. Toyota says the position of the battery pack helps “minimise” any impact on cabin space.

Toyota Hilux MHEV engine bay — *The familiar 2.8 GD-6 engine gains a 48V mild-hybrid system.*

The 48V battery weighs 7.6 kg and also supplies the vehicle’s 12V system via a new DC-DC converter. The battery pack is charged during deceleration, effectively regenerating braking energy that would otherwise be lost, while also ostensibly adding braking performance. When fully charged, the 48V battery can deliver up to 12 kW and 65 Nm through the motor generator to the engine, in addition to the 4-pot’s standard outputs of 150 kW and 500 Nm.

The Japanese automaker claims the lightly electrified models thus gain “improved acceleration and fuel efficiency” (the latter by about 5%, though official fuel-economy figures have yet to be released). In addition, the mild-hybrid gubbins allow the oil-burning engine’s idle speed to be reduced from the standard 720 r/min to 600 r/min, while an engine start-stop system is also introduced.

According to Toyota, the hybrid components don’t compromise the Hilux’s towing and payload capacities, which are expected to remain unchanged. In addition, the company claims the Hilux 48V is capable of driving through water “up to 700 mm deep” thanks to “waterproofing of the 48V battery and DC-DC converter”.

While Toyota SA Motors has seemingly opted to badge the new mild-hybrid powertrain option simply as the “Hilux 48V”, it’s interesting to note the United Kingdom (which sources its Hilux units from the Prospecton facility in KwaZulu-Natal) calls it the “Hilux Hybrid 48V”, while the Thailand-sourced Australian version is known as the “Hilux V-Active Technology”.

How much does the new Toyota Hilux 48V cost in SA?

Toyota Hilux 2.8 GD-6 RB Raider DC 6AT 4×2 48V – R785 400 (R774 800 in earlier Raider form)

Toyota Hilux 2.8 GD-6 RB Raider DC 6AT 4×4 48V – R876 600 (R866 000 in earlier Raider form)

Toyota Hilux 2.8 GD-6 RB Legend DC 6AT 4×2 48V – R869 100

Toyota Hilux 2.8 GD-6 RB Legend DC 6AT 4×4 48V – R921 800

Toyota Hilux 2.8 GD-6 RB Legend RS DC 6AT 4×2 48V – R967 500

Toyota Hilux 2.8 GD-6 RB Legend RS DC 6AT 4×4 48V – R1 023 400

While we expect the new Hilux 48V to ship standard with the same 9-service/90 000 km service plan (with intervals of 10 000 km) and 3-year/100 000 km vehicle warranty as the standard models, it’s not yet clear whether Toyota SA Motors will also offer a warranty specific to the battery pack.

*This article was originally published on 29 February 2024

Foton Tunland G7 (2024) Price & Specs

Yet another Chinese contender has entered – or, in this case, returned to – South Africa’s bakkie market, with prices kicking off at R319 900. Here’s what we know about the Foton Tunland G7...

The Foton Tunland G7 has officially hit the market in South Africa, arriving as the latest Chinese contender in Mzansi’s bustling bakkie space. At launch, Foton SA is offering 5 double-cab derivatives along with a solitary single-cab variant.

As you might remember, the Tunland is a nameplate that has featured in South Africa before (it was quietly put out to pasture in 2018, though Foton itself remained), so this is the badge’s 2nd stab at the market.

*Foton SA will be hoping to make a splash with its G7 Tunland.*

This G7 iteration is priced from R319 900 in single-cab workhorse guise and R399 900 in double-cab form. That latter starting price puts the dual-cab Tunland G7 right in line with base double-cab versions of the JAC T6, GWM Steed 5 and Mahindra Pik Up.

All derivatives are powered by a 2.0-litre, 4-cylinder turbodiesel engine developing 120 kW and 390 Nm. The single cab (4×2 only) and the cheapest version of the double cab each employ a 6-speed manual gearbox, while all other derivatives use a ZF-sourced 8-speed automatic transmission. The double-cab line-up includes both 4×2 and 4×4 configurations, with trim levels choices being TL, TLX and Limited.

*The single cab’s cabin doesn’t exactly scream “workhorse”, does it?*

Every model measures 5 340 mm long, 1 940 mm wide and stands 1 870 mm tall, with a wheelbase of 3 110 mm. The ground clearance and braked towing capacity come in at 210 mm and 3 000 kg respectively, across the board, while Foton SA unfortunately doesn’t list any payload capacities (but we’re guessing they’re in the region of 1 000 kg). Standard features for the single cab include items like a 12.3-inch infotainment screen, a digital instrument cluster, electric windows, automatic air conditioning, ABS with EBD and rear parking sensors.

In the Tunland G7 double-cab portfolio, the TL grade adds features such as 17-inch alloy wheels (as opposed to the single cab’s 16-inch steelies), cruise control, an electronic parking brake, 2 extra speakers (for a total of 4), electronic stability control and tyre-pressure monitoring.

Foton Tunland G7 — *Headlights bear more than just a passing resemblance to those of the current-gen Hilux.*

Meanwhile, the TLX specification gains running boards, dual-zone air conditioning, automatic headlamps, keyless entry, 6 speakers, front-seat heating, cloth-and-leatherette upholstery and extra airbags (side and curtain, for a total of 6). In addition, the automatic-equipped TLX features a mechanical differential lock.

Finally, the flagship Limited model, which is priced at R599 900, scores 18-inch alloys, extra chrome exterior trim, a sunroof, front collision warning, blind-spot detection, rear cross traffic alert, a 360-degree camera system and wireless smartphone charging.

Other Foton light-commercial vehicles introduced at the same time as the Tunland G7 include the Miler 2.1-tonne chassis-cab truck (R339 900), the 16-seater Asambe minibus taxi (from R439 900), the fully electric eTruckmate 1.2-tonne mini truck (R575 000), the 15-seater View Minibus (R599 900), the fully electric eView Panel Van (R850 000) and the fully electric eAumark 4-tonne chassis-cab truck (R1 199 900).

How much does the Foton Tunland G7 cost in SA?

Foton Tunland G7 Single Cab 4×2 Hi-Rider 6MT – R319 900

Foton Tunland G7 Double Cab 4×2 TL 6MT – R399 900

Foton Tunland G7 Double Cab 4×2 TL 8AT – R469 900

Foton Tunland G7 Double Cab 4×2 TLX 8AT – R499 900

Foton Tunland G7 Double Cab 4×4 TL 8AT – R559 900

Foton Tunland G7 Double Cab 4×4 LTD 8AT – R599 900

According to Foton SA’s website, the single-cab model ships with a 3-year/100 000 km warranty and does without a standard service plan, while the double-cab derivatives upgrade to a 5-year/unlimited kilometre warranty and a 3-year/50 000 km service plan.

Volkswagen Golf R 8.5 Unleashed with 245 kW

Meet the Volkswagen Golf R 8.5, the most powerful version of the all-wheel-drive hatchback thus far!

After a lengthy teaser campaign, the Wolfsburg-based brand has showcased the updated Volkswagen Golf R 8.5. Headline updates include enhanced styling, new technology and a bump in power.

Naturally, Volkswagen fans will be most interested about the power upgrade, so let’s start there. The 2.0-litre turbocharged engine now makes 245 kW and 420 Nm, which is 10 kW and 20 Nm more than the outgoing model.

As a result, the car is quicker to 100 kph than before, with VW claiming 4.6 seconds with launch control. Power goes to all four wheels via 7-speed dual-clutch transmission and a top speed of 270 kph is touted.

We like the enhanced looks too, the Volkswagen Golf R 8.5 looks slicker and cleaner with a new bumper and neater headlights. As is the trend with all new Volkswagens, the logo is illuminated.

Customers can choose from 18-inch units, but based on these pics, you’d be mad to not take the new-look 19-inch Warmenau forged alloys, they’re stunning! VW says these new wheels are lighter and help aid brake cooling.

Volkswagen has also enhanced the rear with new-look taillights and a gloss-black diffuser. As before, the four-pipe exhaust setup has been carried over, but Volkswagen says it has made the car sound a bit more interesting. Akrapovic pipes are available as an option, as are IQ.Light LED matric headlights and dynamic 3D flashing taillights.

Climb inside and the Volkswagen Golf R 8.5 features a new 12.9-inch infotainment system that has a larger display, new menu setup and enhanced graphics. The digital dashboard has been upgraded too and now features a GPS lap timer and G-meter. The voice control system has ChatGPT connectivity and the climate control functionality has been improved.

When is the Volkswagen Golf R 8.5 coming to South Africa?

We’re yet to hear any solid confirmations from Volkswagen SA about the performance Golfs and right now, even the standard 8.5 GTI’s availability is not yet confirmed. Volkswagen Europe says the new model sales will kick off immediately.

New BMW M5 revealed: 535 kW and locked in for SA!

Meet the new BMW M5. The latest version of Munich’s super-sedan debuts with an electrified V8 boasting 535 kW and 1 000 Nm. And it’ll be in SA before the end of 2024…

Heads up, super-sedan fans: the new BMW M5 has been revealed, powered by an electrified V8 engine churning out a whopping 535 kW and 1 000 Nm (up from the previous-generation M5 Competition‘s 460 kW and 750 Nm).

True to form, BMW Group South Africa will waste no time in bringing this freshly revealed high-performance model to local shores, promising the new Dingolfing-built M5 will launch in Mzansi as early as the 4th quarter of 2024.

So, let’s break down those headline numbers. The G90-generation M5 – the 7th iteration of a storied nameplate that traces its roots all the way back to 1984 – is powered by a “model-specific” version of the M division’s plug-in hybrid electric vehicle (PHEV) powertrain, which debuted in the XM.

As a reminder, this PHEV configuration combines what the Munich-based firm describes as a “high-revving” twin-turbo 4.4-litre V8 petrol engine (spinning to 7 200 r/min) with an electric motor integrated into the 8-speed automatic transmission and an 18.6 kWh battery pack positioned “low in the car’s underbody”.

*Each of the 4 tailpipes measures 100 mm in diameter.*

In the hottest version of the 5 Series yet, the V8 engine develops 430 kW and 750 Nm, while the electric motor’s maximum output is listed as 145 kW. The latter’s “nominal torque” comes in at 280 Nm, though BMW says a pre-gearing stage “allows effective torque at the transmission input to be increased to 450 Nm”.

What’s the result, when combined with the rear-biased M xDrive all-wheel-drive system? Well, the obligatory 0-100 kph sprint is done and dusted in a claimed in 3.5 seconds, while top speed is limited to 250 kph. In South Africa, however, the M Driver’s Package will ship standard, raising maximum speed to a heady 305 kph.

*Fully charged, the battery pack offers nearly 70 km of electric range, says BMW.*

In fully electric mode, the new BMW M5 is limited to 140 kph, with the battery pack offering a claimed all-electric range of up to 69 km on the WLTP cycle. AC charging speeds top out at 7.4 kW. Of course, electrification often brings a weight penalty and that’s certainly the case here, with the German automaker listing an unladen (EU) weight of 2 510 kg…

Design highlights include an embossed “M5” logo on the C-pillar, along with prominent wheel-arch- and side-skirt extensions. There’s also a standard sports exhaust system (featuring electrically controlled, continuously adjustable flaps) that culminates in 4 Black Chrome tailpipes, each with a diameter of 100 mm.

Neat embossed logo on the C-pillar.

Other standard features include adaptive M suspension (with electronically controlled dampers) and rear-wheel steering, along with M Compound brakes (M Carbon ceramic items are optional) and M light-alloy wheels (measuring 20 inches in diameter at the front and 21 inches at the rear) wrapped in high-performance tyres.

Inside the new BMW M5, you’ll find an M-specific control panel on the centre console and a newly designed, flat-bottomed M leather steering wheel, complete with illuminated M buttons. Other cabin highlights include electrically adjustable M seats, the now-familiar BMW Curved Display, a head-up display (with M-specific content) and BMW Live Cockpit Professional.

The G90-series M5 furthermore scores an upgraded version of BMW iDrive, based on BMW Operating System 8.5 and “designed squarely for use via touch control and natural speech”. Yes, that means digital tech rather than physical buttons now cover the controls for the climate-control functions.

While exact specifications for the new super-sedan have yet to be confirmed for South Africa, expect to see 4-zone air conditioning, heated front seats, ambient lighting and a panoramic glass sunroof as standard, along with a Bowers & Wilkins surround-sound system, a wireless charging tray and automatic tailgate operation.

*M Performance Parts will also be available.*

The options list, meanwhile, should include items like the M Carbon exterior package, Alcantara headliner, steering-wheel heating, active seat ventilation and even a trailer tow hitch. Of course, M Performance Parts will also be offered, ranging from forged light-alloy wheels to various body addenda fashioned from carbon-fibre-reinforced plastic.

Check back later in the year for local pricing details…

Toyota Hilux 48V (2024) Launch Review

By implementing mild-hybrid tech, Toyota South Africa Motors has improved the performance and efficiency of selected 2.8GD-6 variants of SA’s top-selling bakkie. Are the improvements notable enough? We drive a Toyota Hilux 48V to find out.

The Hilux 48V is a mild-, not full hybrid

Running updates to Raider variants

What is the Hilux 48V like to drive?

How much does the Hilux 48V cost in South Africa?

Summary

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Turbodiesel heroes you might have forgotten about

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Chery Tiggo 4 Pro DCT (2024) Review

Has Chery achieved a notable improvement in the Tiggo 4 Pro’s fuel consumption by equipping its small crossover with a dual-clutch automatic transmission? We put the updated Chery Tiggo 4 Pro DCT to the test.

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Where does the 2024 Chery Tiggo 4 Pro fit in?

How the Tiggo 4 Pro DCT fares in terms of…

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Mini Cooper (2024) Price & Specs

Turbopetrol-powered variants of the 2024 Mini Cooper 3-door hatchback have quietly arrived in South Africa. Here’s how much you can expect to pay for the newcomers.

How much does the all-new Mini Cooper cost in South Africa?

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JMC Grand Avenue: Ford-powered Chinese bakkie for SA?

Cars.co.za has discovered trademark filings that suggest the JMC Grand Avenue could be on its way to SA, with this Chinese bakkie intriguingly powered by Ford engines…

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Hyundai Inster Could be the Brand’s Cheapest EV

The Hyundai Inster is an electric compact crossover which has just been revealed. It’s a global model, meaning it could come to SA.

Will the Hyundai Inster come to South Africa?

Toyota Hilux 48V (2024) Price & Specs

Pricing scoop! We’ve uncovered local prices for the new Toyota Hilux 48V derivatives ahead of the market launch in South Africa. Here’s how much these fresh mild-hybrid double-cab bakkie variants will cost you…

How much does the new Toyota Hilux 48V cost in SA?

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Foton Tunland G7 (2024) Price & Specs

Yet another Chinese contender has entered – or, in this case, returned to – South Africa’s bakkie market, with prices kicking off at R319 900. Here’s what we know about the Foton Tunland G7...

How much does the Foton Tunland G7 cost in SA?

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Volkswagen Golf R 8.5 Unleashed with 245 kW

Meet the Volkswagen Golf R 8.5, the most powerful version of the all-wheel-drive hatchback thus far!

When is the Volkswagen Golf R 8.5 coming to South Africa?

Further Reading

New BMW M5 revealed: 535 kW and locked in for SA!

Meet the new BMW M5. The latest version of Munich’s super-sedan debuts with an electrified V8 boasting 535 kW and 1 000 Nm. And it’ll be in SA before the end of 2024…

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