SA’s best-selling double-cab bakkies halfway through 2025
Which bakkies are dominating South Africa’s double-cab sales charts at 2025’s halfway point? And what about the single- and extended-cab segments? We have the figures!
Since we’ve already identified South Africa’s best-selling bakkies for the opening half of 2025, it’s now time to drill down to sales by body style. That, of course, will allow us to see which bakkies are dominating the double-cab, extended-cab and single-cab sales charts at the year’s halfway point.
As a reminder, Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles available in Mzansi. However, our friends over at Lightstone Auto have again assisted us by providing these fascinating registration figures for H1 2025.
For the record, year to date at the end of June 2025, the Toyota Hilux (16 526 units) is at the top of the overall bakkie sales table in South Africa. The Ford Ranger (12 398 units) and Isuzu D-Max (9 846 units) are in 2nd and 3rd, respectively.
SA’s best-selling double-cab bakkies in H1 2025
At 2025’s halfway point, Toyota’s Hilux finds itself in 2nd in the double-cab sales race.
According to Lightstone Auto, the Ford Ranger leads SA’s double-cab bakkie sales charge after the first 6 months of 2025, with 10 262 units sold locally (1 884 of which were registered in June). Our calculations suggest that translates to a considerable 82.8% of the Silverton-built contender’s overall figure.
With 1 389 units sold in June 2025, the Toyota Hilux has a year-to-date double-cab tally of 7 717 units. That sees the Prospecton-made model place 2nd (some 2 545 units behind the dual-cab Ranger) at the year’s halfway mark. Fascinatingly, the double-cab body style therefore accounts for 46.7% of the Hilux’s overall figure for H1 2025.
Of course, that means the Struandale-made Isuzu D-Max again finds itself on the final step of the double-cab bakkie podium. With 746 registrations in this segment in June 2025, the D-Max’s H1 2025 double-cab tally moves to 4 023 units. For the record, that’s some 40.9% of its overall figure. Lightstone Auto’s figures further show all other 1-tonne double-cab bakkie derivatives have collectively managed 10 313 units, year to date.
Single- and extended-cab body style sales in H1 2025
Mahindra’s Pik Up is 3rd on the single-cab table, year to date.
Over in the single-cab segment, meanwhile, the Toyota Hilux continues to lead the pack, with 6 410units (including 1 054 units in June) registered during the opening half of 2025. According to our calculations, this represents 38.8% of the Japanese contender’s overall tally at the year’s halfway point.
The Isuzu D-Max sits in 2nd place on the single-cab rankings in H1 2025, with its sales figure gaining 808 units in June to reach 4 967 units (or 50.4% of the nameplate’s total). The KwaZulu-Natal-assembled Mahindra Pik Up retains 3rd on the single-cab table, with 4 209 units (or a whopping 82.9% of its total) sold, including 725 units in June.
The D-Max currently sits in 3rd in the extended-cab sales race.
Interestingly, Ford has registered just 468 units of the Ranger single cab over the opening half of 2025. That means this body style accounts for a mere 3.8% of the Ranger’s year-to-date total. Lightstone Auto’s figures show all other 1-tonne single-cab bakkie derivatives (excluding Hilux, D-Max, Pik Up and Ranger) collectively managed 5 425 units, year to date.
What about the extended-cab class? Well, the Toyota Hilux retains pole position here, adding 589 registrations in June to push its year-to-date tally to 2 382units (or 14.4% of its total). The Ford Ranger stays in 2nd on 1 667 units (including 368 sales in June), with the Isuzu D-Max (855 units, including 123 units last month) in 3rd. These are, of course, the only 3 bakkies offered locally in the “cab-and-a-half” body style.
The Lexus GX 550 Overtrail brings an admirable blend of luxury and off-road talent to the Adventure SUV segment, but is it more than just a rebadged Toyota Prado?
The GX is available in 2 trim grades: Overtrail, as shown here, and SE.
The Lexus GX is not a familiar name in South African motoring, and this 3rd-gen model is the first of its kind to go on sale in our new-vehicle market. If you think it’s just a Lexus-badged Toyota Land Cruiser Prado, you’re somewhat correct, as both ride on the same TNGA-F ladder-frame setup, but that’s pretty much where the similarity ends. The powertrain is the key differentiator, but more about that later.
The Lexus GX line-up comprises 2 variants: the Overtrail (tested here) and SE. While both are powered by a 3.4-litre V6 turbopetrol engine, each has its own identity. Overtrail is a 5-seater off-roader with all-terrain tyres and additional 4×4 hardware, while the SE is a 7-seater with a greater focus on luxury.
What else can you buy when you’re seeking a new vehicle with serious off-road talent, a luxurious cabin, and brand prestige for around R1.8 million? It stands to reason that the GX’s main rival is its Toyota Land Cruiser Prado cousin, but given its spectacular sales success and desirability, the 2024/25 Cars.co.za Awards Adventure SUV-category champion, Land Rover Defender also deserves to be in the reckoning.
If 4×4-ing isn’t your thing, but you want a premium full-size family car, then we would be remiss if we didn’t mention the German trio of the BMW X5, Audi Q7 and Mercedes-Benz GLE. Sure, they won’t be able to follow the GX 550 Overtrail into the wilderness, but their cabins are just as plush and appealing.
The GX 550 Overtrail is distinguishable from its SE sibling by its black detailing and off-road rims and tyres.
How the Lexus GX 550 Overtrail fares in terms of…
Performance and Efficiency
Family arguments are always awkward, and what could be more awkward than the young Lexus GX upstart boasting the same outputs as the 305 kW petrol-fed Toyota Land Cruiser 300? That would dent egos and sales, so the GX’s 3.4-litre twin-turbopetrol V6 has been slightly detuned. The numbers will make you do a double-take, nonetheless – the 550 Overtrail has peak outputs of 260 kW and 650 Nm.
Perhaps there are simply too many drive modes to choose from…
Power goes to all 4 wheels via a 10-speed automatic transmission. There’s an array of drive modes to choose from, but truth be told, we couldn’t work out the difference between Sport and Sport+.
With a creamy, turbopetrol V6 under the bonnet (as opposed to its Prado cousin’s workmanlike 2.8GD-6 4-cylinder turbodiesel), the GX 550 was always going to be quick, as its claimed 0–100 kph time (7 sec) suggests. However, in its sportiest drive mode, the test unit’s acceleration felt even stronger than that, and our test equipment confirmed that the 0-100 kph sprint had been dispatched in a rapid 6.58 sec.
Despite the numerous ratios (all 10 of them), the Lexus’ powertrain software was smart enough to find the right gear at the right time, but considering that a not-insubstantial 650 Nm of torque is available from 2 000 to 3 600 rpm, the transmission hardly, if ever, needs to go hunting for the appropriate ratio.
The GX 550 Overtrail’s fuel consumption is heavy, but its V6 emits a pleasing soundtrack.
There’s a downside to the majestic howl and generous in-gear acceleration (resulting in almost effortless overtaking ability) that the muscular V6 produces, and that’s less-than-stellar fuel consumption.
Lexus claims an average fuel consumption of 12.3 L/100 km, but despite our best efforts (including using Eco mode and adopting a very conservative driving style), we couldn’t get the test unit’s indicated return to dip below 15 L/100 km. And, given the 550 Overtrail’s target market, fuel-efficiency certainly matters.
The GX offers excellent stability and ride comfort on a gravel road.
The 550 Overtrail is packaged to appeal to off-road enthusiasts and adventurers, but while Lexus claims this variant could clock up 650 km from a full (80-litre tank), you’re more likely to need to fill up again after less than 500 km, which means you’ll have to plan your overlanding expeditions carefully.
So, if you’re planning to head into the back and beyond, you’ll need to schedule an extra fuel stop or two, pack a couple of jerry cans… or just pick the GX 550’s cousin, the turbodiesel-powered Prado instead.
Features and Practicality
The Lexus cabin is well-finished and luxuriously appointed.
When you step inside the GX, Lexus’ restrained but upmarket fit-and-finish is immediately apparent. The Japanese premium brand knows how to deliver superb build quality, and our test unit was no exception.
The interiors of Lexus off-roaders have become notably more ergonomically efficient; the brand’s new Adventure SUV has an intuitive interface comprising both physical buttons and a 14-inch infotainment touchscreen, the latter replacing the infamous touchpad system that frustrated many users (and us).
As a full-size luxury family car, the Lexus GX comes equipped with a host of safety systems.
Consumers who are willing to spend R1.8 million on a new vehicle rightly expect a comprehensive list of standard luxury, tech, and convenience features – and that is where Lexus shines. Unlike the new GX’s German and British rivals, the 550 Overtrail has no optional extras or complicated spec packages. Okay, okay, a bi-tone exterior paint finish is available for an extra R10 400 (July 2025), but that’s it!
Heated and ventilated seats are standard on the GX 550 Overtrail.
Standard equipment highlights include a digital instrument cluster, heated, ventilated and faux leather and suede-trimmed front seats, USB charging ports, a wireless charging pad, Apple CarPlay/Android Auto smartphone mirroring, and a host of driver assistance and safety features, including 8 airbags.
Rear passengers get their own recharging ports and climate control console, plus there’s no shortage of head- and legroom for adult occupants. If you need extra seats, Lexus also offers the GX 550 in 3-row SE configuration, which offers a few more luxury appointments and features for its R65k premium, but foregoes Overtrail-specific off-road enhancements (we’ll discuss those under Ride & Handling below).
The load bay is capacious (a claimed 1 063 litres), plus you can fold down the 2nd row if required.
The new GX can seat 4 adults comfortably.
Ride and Handling
Apart from its beefed-up black roof rails and static side sills, the most noticeable features of the GX 550 Overtrail are its dark grey 18-inch rims shod with decidedly chunky 265/70 all-terrain tyres (with 20 mm wider tread); they’re not just for show, but facilitate genuine go-anywhere capability in combination with the variant’s extensive list of off-road hardware, which includes reinforced underbody protection.
These chunky tyres prove their worth off-road… but don’t detract much from on-road refinement.
Apart from its 220 mm of ground clearance, permanent 4-wheel drive with a low-range transfer case, and both rear and centre diff locks, the Overtrail comes equipped with Toyota Motor Corporation’s Electronic Kinetic Dynamic Suspension System (e-KDSS), which can automatically decouple the anti-roll bars to allow for more wheel articulation in off-road conditions – or stiffen them to aid on-road stability.
Complementing these mechanical features, the Multi-Terrain Select (MTS) system offers 6 selectable off-road drive modes (Auto, Dirt, Sand, Mud, Deep Snow, and Rock) to make it easier to venture off the beaten path. Also available is downhill-assist control and a Crawl mode, which automatically regulates speed over tricky terrain, allowing the driver to focus on steering without having to operate the pedals.
Drivers can switch between 4High and 4Low with a simple toggle.
After the new GX’s local product launch in April 2025, Cars.co.za track-test ace Ash Oldfield reported that the Overtrail easily handled everything on a reasonably challenging 4×4 course: “just as you’d expect from a fit-for-purpose Toyota model, only with more comfort and luxury from the Lexus badge.”
And, when we had this test unit in our Cape Town fleet, we put the Overtrail through its paces on gravel roads, where it performed with equal composure: its suspension and all-terrain tyres soaked up corrugations and loose stones with ease, and electronic aids only intervened when truly necessary.
Impressively, those chunky tyres don’t generate excessive road noise – or perhaps they do, but the Lexus’ cabin is so well insulated that you hardly notice. And although the Overtrail doesn’t get the SE’s 21-speaker Mark Levinson system, its standard 10-speaker audio setup still delivers rich, clear sound.
The GX 550 Overtrail’s Multi-Terrain Select system has 5 off-road modes to choose from.
Sure, the GX 550 Overtrail is marketed as a capable off-roader, but as an everyday family car, its on-road manners are quite exceptional for a premium ladder-frame-based Adventure SUV. The Lexus’ suspension setup is quite supple, or forgiving – it’s genuinely one of the most comfortable vehicles in the segment.
The Lexus’ off-road menu displays the GX’s pitch and roll angles.
Granted, there’s some body roll if you push hard in corners, yet that’s a small trade-off for what we’d argue is class-leading comfort and refinement. The steering is reasonably weighted, and you’ll especially appreciate its lightness at low speeds when manoeuvring this 5-metre Lexus in tight urban spaces.
Price and After-sales support
The Lexus GX 550 Overtrailcosts R1 801 300 (July 2025),which includesa 7-year/100 000km warranty and full maintenance plan. Vehicle service intervals are every 10 000 km, or yearly.
GX 550 is a highly impressive package. We just wish it had a larger fuel tank.
When we recently caught up with Lexus SA staff, they were quietly pleased with the interest and demand in the new GX. We understand that it took a substantial amount of convincing by the SA team to the global Lexus product planners to allocate some right-hand-drive units to our market, but the sales figures speak for themselves. Simply put, the GX is Lexus South Africa’s best-selling vehicle in years.
Should you buy a Lexus GX 550 Overtrail? We’d say the answer depends entirely on how you plan to use it. If you’re the adventuring type who routinely travels to remote corners of South Africa, the limited range may hamper your ambitions. But if your idea of a perfect getaway is a road trip on the national highways to a tranquil seaside town, then Lexus’ thirst becomes less of a problem.
We think the Overtrail is the GX model to have. It’s reasonably well specified, and even if you don’t fully use its 4×4 capability, those all-terrain tyres will traverse potholes like they’re not there.
Of course, as much as we adore the Lexus image, capabilities, and performance, the thirst and price premium dilute the overall appeal, which is why we’d lean towards the talented all-rounder, the Toyota Land Cruiser Prado VX-R. We’d miss the twin-turbo V6, sure, but double the usable range makes it a more sensible option. Now, if only the Land Rover Defender weren’t such an enticing prospect, too…
The Chinese onslaught 2.0 is now well under way and by all accounts, it will continue into 2026.
There are at least five more Chinese vehicle brands on their way to the country in the coming 12 months. Some of these brands are linked to an existing larger brand, and others, such as Changan, will start from scratch.
The market is deeply divided about the extra brands coming to Mzansi. Those against the introduction of new brands say that South Africa’s market is already deeply fragmented.
South Africa already counts among the vehicle markets with the most diverse vehicle brands, with all vehicle manufacturing regions represented and most brands selling in very small volumes.
Deepal, the new energy brand of Changan, will join Changan products in South Africa from late this year.
This camp is also quick to mention that the new brands do not grow the market but simply fragment sales further.
On the other side of the argument are those who welcome more competition and choice. Those on this side of the argument point to brands such as Chery and GWM have established themselves among the Top 10 with sales that have benefitted their dealers.
The entry of new Chinese brands does indeed offer an opportunity for dealers to grow their offering.
Changan is actively looking for new dealers, as are Geely and Dongfeng. Others, such as BYD, have indicated that they would be open to expanding their dealer network as their sales grow, although they seem to have chosen a small number of dealer groups to partner with.
Another brand from Chery, iCAUR, is expected in South Africa before the end of the year.
Of the expected new entrants, Changan is certainly the largest brand expected over the next few months.
The company was previously known as Chana and had a brief stint in South Africa between 2008 and 2013 when it sold cars such as the Chana Benni.
While its first round in the country was underwhelming, the company has changed dramatically in the last decade. It also counts among the four largest Chinese vehicle manufacturers, with a history stretching back further than Mercedes-Benz.
Changan is expected to introduce a range of cars and SUVs in the market, with its luxurious new energy range Deepal as its flagship and brand champion. The company is also expected to launch its Hunter, the bakkie that was the mechanical donor for the Peugeot Landtrek.
Geely is another brand that will soon make its return to South African roads. Like Chana, Chery, Dongfeng and others, the brand left South Africa around 10 years ago.
Dongfeng launched in South Africa around the same time as the Soccer World Cup and then left. This time, however, it is its compact electric vehicles that are leading the charge.
The first Dongfeng to be launched was the Box at the start of this year. The company is, however, still working on its sales and pricing strategy. It is expanding its dealer network and it is actively looking for retail partners.
The same applies to Geely, who came and went, but who is now returning to South Africa as a wholly owned Chinese subsidiary. The company has also undergone a major transformation from the brand that we saw a decade and a half ago, with modern new energy vehicles and SUVs on their way.
Dealers are also invited to look out for brands such as iCaur (an all-electric brand from Chery), Leapmotor (an electric brand represented by Stellantis), Denza, the luxury brand from BYD, and Foton Heavy Trucks.
From telephones to trucks: Gabisile’s story
Gabisile Fakude’s journey is nothing short of inspiring, especially for someone eyeing the automotive industry as a career path.
Gabisile is the Dealer Principal at McCarthy Commercial Vehicles Alrode, and she has just bagged the highly coveted title of UD Trucks Southern Africa Dealer of the Year. The dealership also walked away with gold in the large dealership category, making it one of the best years for the dealership.
It has been a while since the dealership last claimed such honours. Back in 2020, during the challenging COVID period, it secured the Dealer of the Year accolade when times were particularly tough for businesses everywhere. That first-place win back then gave Gabisile real insight into the quality of her team when she took the helm three years ago.
Her story began back in 2009/2010 at what was then Imperial Mitsubishi Boksburg, where she started as a receptionist. Within just a year, she was approached to join a cadet training programme and found herself heading to the UD Trucks assembly plant in Rosslyn, Pretoria.
It was there that she discovered her genuine passion for trucks and the automotive industry. After completing her cadet training, she joined Imperial UD Trucks Magnis Samrand (now part of Motus). What started as a part-time role quickly became a full-time opportunity as stock controller, and she was well and truly hooked.
She spent three years with Imperial as a Sales Executive before making the move to Bidvest McCarthy Commercial Vehicles Alrode, where her career really took off. From Sales Executive to Sales Manager, and ultimately to her current role as Dealer Principal, she’s broadened her horizons, gained invaluable experience and learnt the ins and outs of the business.
“I am a ‘one brand’ person through and through. UD Trucks is my forte,” she says enthusiastically. “To be part of the brand since my cadet training at UDTSA to various positions at the different dealerships mentioned, is of great assistance to me in my current position.
“It gave me a greater understanding of the dynamics at the factory, the various aspects of the business on the retail side, strategic planning and the very important aspect of building good relationships across the spectrum,” she says.
When you chat with Gabisile, her excitement, confidence and thorough understanding of the trucking industry are impossible to miss. She has clearly found her calling.
“For me as DP, it was important to learn the way every department operates and every manager’s leadership style to create an environment in which they can blossom. My role is to manage their expectations,” Gabisile says.
“We are so proud of winning the title as is shows the dedication of the team who carried the business shoulder high through the COVID period. If we could do it then, we can do it now. Don’t be fooled – business conditions are tough, and difficulties are anything but far and in-between. We operate in a very challenging environment with many newcomers, all competing for market share,” she says.
Gabisile points out that the automotive industry is remarkably resilient and adaptable, the main reasons it weathered storms like the 2008 economic crisis and the 2020 COVID period. “The UD brand is celebrating 90 years, a remarkable achievement for a remarkable brand. Over decades, we have established a footprint not only in South Africa but throughout southern Africa as well as globally and consolidated a solid reputation.
“We have to be agile, adapt to new technologies and use fresh innovations to drive our strategy moving forward. The customers’ experience is the crucial part of our business. How you take care of your customers is what sustains the 2nd and 3rd sales. We don’t sell luxury. We sell low operating costs, business partnerships and uptime,” Gabisile says.
She wraps up by saying that dealerships need to be proactive, focus on what they do best and always go that extra mile. Speaking specifically about Bidvest McCarthy Commercial Vehicles Alrode, she says: “We have won the title, so now the pressure is really on. But we’ll continue leading the way, that’s what we do.”
Gabisile’s story proves that with passion, dedication and the right attitude, you can climb from any starting point to reach the top of your game. Her journey from receptionist to award-winning Dealer Principal shows that the automotive industry truly rewards those who are willing to learn, adapt and put in the hard yards.
Social media use at the core of buying process
South African car buyers are among the most social media savvy in the world, and virtually all buyers spend some time on social media and the Internet prior to buying a car.
TransUnion and MSX International recently released their Mobility Shifts and Market Trends report for the first quarter of 2025.
In the report, the companies highlight the fact that customers are getting increasingly digitally savvy and comfortable with social media.
And while the report shows that this increased use of social media is strongest among the younger Gen Z and Millennials generations, it is clear that virtually all consumer groups are spending more time online and doing much of their browsing and research for a car on social media.
In one of the leading findings from the report, the researchers show that 63% of South Africans actively seek brand content on social media platforms (the fourth highest in the world).
Unlike traditional one-way advertising, social platforms enable two-way interactions between manufacturers, dealerships and finance institutions, engaging directly with potential customers in real time.
The report states that Facebook has a 59.9% Adult Reach Rate (the amount of adults who see the relevant content), and it remains one of the strongest platforms for social media marketing and advertising.
Facebook use in Mzansi is quite high when compared to a world average of only 39.4%. And locally it is still a more preferred platform than YouTube (52.7%), TikTok (52.5%) and Instagram (15.9%), the only platform with a lower uptake rate than the international norm.
And don’t be mistaken. South Africans are digitally savvy and smart shoppers, the Q1 2025 Mobility report shows:
South Africans spend 3.6 hours a day on social media.
76% use social platforms for product research.
92% research online before visiting a dealership.
TikTok ads grew 34% on a year-on-year (YoY) basis.
According to Meltwater’s 2025 Global Digital Report, South Africa has 50 million Internet users — equivalent to 78.9% of the population; 124 million active mobile connections (a penetration rate of approximately 193%); and 26.7 million active social media users.
South Africans spend an average of 9 hours and 37 minutes online each day, with work, movies, research and, of course, social media platforms taking up the 3.6 hours mentioned above. This figure puts South Africa in the number 3 spot in the world for time spent on social media platforms.
Of the social media engagement, 63% look at brands for more information; 75.9% follow influencers for product recommendations, and 33.6% do direct product and brand research.
This search pattern differs by age group. The report notes that:
Gen Z (born between 1997 and 2012) use social media and online news to focus on affordability and digital features, with TikTok, Instagram and YouTube being their channels of choice.
Millennials (also called Gen Y and born between 1981 and 1996) look at digital content for information on practicality and resale value, and they gravitate to Facebook and Instagram.
Gen X (born between 1965 and 1980) have a preference for information on reliability and brand loyalty, and their channels of choice are Facebook and YouTube.
Baby Boomers (born between 1946 and 1964) look for information on comfort, prestige and longevity, and they are the only group studied who prefer traditional media channels, including TV and news channels, for their information.
We drive the latest additions to the South African Mercedes-AMG line-up – the E53, CLE53, SL63 and GT63 S E Performance coupe – in the Western Cape.
Considering the less-than-enthusiastic reception to its complicated 4-cylinder turbopetrol PHEV powertrain, Mercedes-AMG is all too aware that its next product releases will be closely scrutinised.
Sure, the C63 S E Performance and its GLC63 S E Performance executive SUV sibling are brutally quick machines, but they lack character – a shortcoming that these new Mercedes-AMGs hope to address!
Mercedes-Benz South Africa recently hosted us at a 1-day event to showcase its latest performance vehicles; all of them are electrified Mercedes-AMGs, not to be confused with its EQ all-electric cars.
These still pack a punch from petrol powertrains, and there wasn’t a 4-cylinder engine in sight! Here are some quick thoughts on the Mercedes-AMG E53, CLE53, SL63, and GT63 S E Performance coupe.
Mercedes-AMG E53
Do you miss a thundering Mercedes-AMG E63 S with a mighty V8? Yep, so do we, but the Three-pointed Star’s Affalterbach division hopes its new E53 (pictured above, on the right) will win some fans with its 330 kW 3.0-litre inline-6 turbopetrol engine, which is augmented with a 120 kW electric motor.
The E53 is a proper plug-in hybrid (PHEV) with a 28.6 kWh battery, an impressive all-electric range of around 90 km. The newcomer produces total system outputs of 430 kW/750 Nm, and if you activate Race Start, the power climbs to 450 kW, good enough for a claimed 0-100 kph sprint time of 3.8 sec!
When the heavens opened while we piloted the E53 (as they’re wont to do in the heart of the Western Cape winter), we appreciated the abundant grip provided by the Benz’s 4Matic+ all-wheel drivetrain.
While the E53 cannot emulate the feral fury of the previous-gen E63 S, there’s a maturity to the way that the ‘Benz performs. If you utilise its sportiest drive mode, the E53 may surprise you with its instant urge, but because it’s a new E-Class, you get a refined ride and premium experience first and foremost.
We did note quite a lot of synthesised sound in the cabin, which gets piped in via the audio system; it detracts from the overall experience, because the inline-6 produces a satisfying soundtrack on its own.
The CLE is the result of the C-Class- and E-Class Coupe ranges being merged. The result is one of the prettier vehicles on the roads today, with a long bonnet, elegant side profile and fleshy rump with smart-looking taillights. Of course, the Mercedes-AMG CLE53 needs some glorious go to match the show…
To that end, the CLE53 coupe’s 3.0-litre inline-6 turbopetrol produces peak outputs of 330 kW and 560 Nm (with 600 Nm on overboost), giving the ‘Benz a claimed 0-100 kph time of 4.2 sec. That’s rapid, but best of all, the coupe makes a good noise, with great percussion courtesy of the quad exhaust system.
The CLE53 is refreshingly simple to drive too, with its all-wheel drive system allowing you to explore the limits of the car’s handling ability – and your driving talent – safely. Pity about the tyre/road noise filling the cabin, but perhaps we were spoilt by the excellent refinement of the E53 just a few minutes earlier…
Finally, the R323-series SL has the engine to match its breathtaking looks. We didn’t mind the SL43’s 2.0-litre 4-cylinder turbopetrol, but the 7th-gen SL, which was developed by Mercedes-AMG after all, was practically begging for a V8 powerplant – its storied lineage demanded it! So, in went the twin-turbocharged 4.0-litre V8 petrol engine that produces peak outputs of 430 kW and 800 Nm.
The SL63 is claimed to sprint from zero to 100 kph in 3.6 sec and go on a limited top speed of 315 kph. So it certainly has the necessary performance chops, but how does it perform as a reasonably practical proposition? Handily, you can open/close the roof in around 15 seconds and up to speeds of 60 kph.
While its direct predecessor was a rapid cruiser when needed, Mercedes-AMG has transformed the SL63 into a ballistically quick and luxurious sportscar. Granted, we’re not sure how many customers will make full use of the performance, but it is pretty special and involving car to drive quickly. Better yet, the ‘Benz can revert to a comfortable grand tourer if you’re simply out to admire the scenery.
The Mercedes-AMG GT63 S E Performance coupe is Mercedes-Benz’s Affalterbach-based division’s answer to the Porsche 911 Turbo, replete with active aerodynamics! Its outputs are simply mind-blowing: 600 kW and 1 420 Nm from a twin-turbocharged 4.0-litre V8 combined with a plug-in hybrid system.
The electric motor (fed by a 6.1 kWh battery) sits on the rear axle, complete with its own 2-speed gearbox. It sharpens throttle responses and fills any gaps before the petrol engine spools up. You get the bonus of some noise-free motoring for short stints, but let’s be honest – it’s all about the power.
AMG claims a 0-100 kph sprint in just 2.8 sec for the GT63 S coupe, and believe us, the ‘Benz feels – and sounds – that quick. Our short blast up and down Franschhoek Pass reminded us that our bravery topped out long before this machine ran out of talent. If you utilise Race Start, the apex Mercedes-AMG will hurtle toward the horizon like an interceptor jet, and the exhaust crackles are simply glorious.
It demolishes corners with precision – the steering setup is among the finest we’ve experienced in modern machinery. Yet the GT63 S coupe’s ride quality remains supple enough for real-world, day-to-day use. With this model, Mercedes-AMG has well and truly earned a place among the supercar elite.
Ferrari 550 Barchetta vs 575M Superamerica: Classic Comparison
Separated by only a few years, the Ferrari 550 Barchetta and 575M Superamerica have much in common, yet these limited-production open-top grand tourers from the Maranello-based marque offer markedly different driving experiences.
Autumn in Cape Town brings a pre-sunrise mist that makes the roads especially greasy. It’s not an ideal start to a morning drive with a pair of particularly special V12-powered Prancing Horses: a Ferrari 550 Barchetta Pininfarina and Ferrari 575M Superamerica, each of which delivers more than 350 kW.
Fortunately, we are heading out of the Mother City to the town of Franschhoek in the Cape Winelands, which is not only a renowned wine region, but home to some of the country’s most picturesque roads.
I decide to drive the older car – the Ferrari 550 Barchetta – first, which has no roof whatsoever, a 4-point harness and a beautiful carbon fibre-topped gear lever. The 550 Barchetta’s sport seat holds me in place from top to bottom, while the harness fortunately clips in place easily through a single buckle.
What the Ferrari 550 Barchetta is like to drive
I turn the key and, after a few turns of the starter, the 357 kW 5.5-litre V12 engine catches and settles into a deep-throated idle. The clutch is relatively heavy, and its spring action takes a while to get used to.
However, I soon forget about the clutch as my left hand starts to guide the shifter through the classic open gate. Second to 3rd, 4th to 5th, the metallic click-clack sound is the highlight of changing gears.
The Barchetta delivers generous torque from low revs, which makes it more exciting to drive through the city than I anticipated. Having said that, I would not want to be stuck in traffic with this Prancing Horse.
Out on the freeway, I sometimes switch down to 4th gear just to be able to go up through 5th to 6th gear once again. At an indicated 120 kph in top gear, the rev counter sits at a very relaxed 2 750 rpm.
As the sun starts to peek over the horizon, the mist clears and the roads are dry. The 550 Barchetta’s low windshield and open rear deck allow more wind to blast through the cabin than in a modern convertible.
There is an upside to this al fresco experience, however: This is a proper roofless car, with a greater sense of open-air connection than the Ferrari 575M Superamerica that sits in my rear-view mirror.
After a quick stop, the 575M Superamerica takes over the lead. The driver pulls away with vigour, and I notice how the car’s rear momentarily squats. Until now, I haven’t tasked the free-breathing V12 to rev hard to its redline, because using 2 thirds of the rev range rewards with more than ample progress.
But now that the 550 Barchetta is warmed up and the road is quiet, I plant the accelerator pedal in 1st gear. For a moment, the power delivery is paused as the ASR traction control warning illuminates on the instrument cluster. When I shift up to 2nd and plant my right foot again, it lights up again. Any time I put my foot down, the Ferrari’s long nose lifts slightly and the tachometer needle starts chasing the redline.
This is an Italian muscle car if there ever was one. How I wish this road were long enough to slot through all 6 gears up to the 550 Barchetta’s claimed 300 kph top speed! The wind noise does soften the engine and exhaust sound, but the experience remains intense and immersive.
When I steer the 550 Barchetta through a few corners, I can sense that the open-top Ferrari is hefty, which underlines that this is a very fast GT rather than an outright sportscar. That’s not all bad, however, because the weight transition gives me more, and earlier, warning signals before I breach the car’s limits.
Once we arrive at the location for the photoshoot, I have a chance to look at the 2 cars in detail. Although they likely share some parts – the Ferrari 575M Superamerica is, after all, based on the 550 – and could appear quite similar to the untrained eye, there are major differences between them.
Ferrari’s chairman from that period, Luca di Montezemolo, commissioned the 550 Barchetta to celebrate design house Pininfarina’s 70th anniversary (hence the model’s full name).
The car, based on the 550 Maranello coupe, debuted at the 2000 Paris Auto Show. It was the first front-engined V12-powered open-top Ferrari since the Daytona Spyder. Barchetta was, and still is, an evocative name, harkening back to the famous Touring-bodied 166 MM roadsters.
While the first Barchettas were mostly racing cars, invoking the moniker for the open-top 550 reveals Ferrari’s intentions: This is a true roadster for the ultimate open-top thrills, with only a fiddly canvas roof to use in emergencies.
Although more than 50 years separate the 2 Barchettas, they do have a few things in common. The most significant is the famous V12, although the 166 MM’s motor displaces just 2.0 litres and produces, perhaps, 100 kW. Both Ferraris also utilise a manual gearbox, with the earlier version featuring a remarkable-for-the-era 5 forward speeds.
In the book Ferrari 550 Barchetta Pininfarina, by Automobilia, former Pininfarina design director Lorenzo Ramaciotti explained the timing of this project. “Ferrari asked us to supplement the range of the 550 Maranello with an open car, to be built in limited numbers. The project required little time: No more than 3 to 4 months passed from concept to final model. The development time was longer, though.”
Only 448 Barchettas were manufactured, versus about 3 600 coupes. That is why they’re so collectable.
Two years after the 550 Barchetta was introduced, the 575M Maranello replaced the ageing 550. Three years after that, in 2005, Ferrari unveiled the 575M Superamerica at the Los Angeles Auto Show.
The car’s name comes from a small run of two very exclusive 12-cylinder models built between 1956 and ’64 (82 examples of the 400 and 410 Superamericas to 559 of the 575M version). It also reflects Ferrari’s respect for its largest market, then and now, which made Los Angeles a fitting launch venue.
Watch Ciro De Siena drive a manual-shift Ferrari 575M Maranello at Killarney:
The concept for the Ferrari 575M Superamerica was different to that of the 550 Barchetta, with the newer car tailored more to the luxury market.
Ferrari 575M Superamerica feels more resolved
Where the open-top 550 Barchetta makes do with fully exposed roll-over bars, the 575M Superamerica feels more like a coupe, with its bodywork flowing upwards towards the electrochromic glass roof, called “revocromico” by Ferrari. This roof, framed with carbon fibre, was the 1st of its kind to be used on a car.
The glass offers 5 levels of driver-selectable tint. At its lightest setting, the glass will allow the same amount of light into the cabin as a standard glass roof; in its darkest setting, it allows only 1% of the light through. This marvel of a roof has another trick up its sleeve: It flips backwards to lie flush with the rear deck. (To protect the glass, customers were supplied with a cover made of canvas and carbon fibre.)
With the roof out of the way, the 575M Superamerica creates the sensation of a huge open area above my head, even if the tall windshield, rear roof supports and the frame of the revocromico roof remain. By contrast, in the 550 Barchetta, the only thing between the cockpit and the sky is a tiny windscreen.
The Superamerica’s cabin feels ever so slightly more modern than the Barchetta’s, although they are very similar. There are a few very noticeable differences, however. Whereas the 550 has an Alcantara covering on the dashboard, which further enhances the racy feel, the 575 uses soft-touch materials.
The Superamerica also does away with the Barchetta’s hard plastic trim and controls, while its seats are slightly more comfortable, but less supportive. And, in this car at least, the classic gear lever has been replaced by the F1 transmission’s tiny pull switch in the centre console and 2 paddles behind the ‘wheel.
As we head back to Cape Town, the easier nature of the 575M Superamerica or, to be more specific, the easier nature of its F1 transmission, is immediately noticeable. In standard mode, the semi-auto shifts rather lazily, but it makes the Ferrari effortless to drive sedately. Traffic would be no concern at all.
I expected Sport mode to affect the newer Superamerica’s driving experience more than it did in the Barchetta, and I’m not disappointed. Pressing the Sport button (located below the central air vents) elicits an immediate change in the drivetrain’s responses. The 6-speed transmission shifts more crisply (with changes reduced to about 180 milliseconds), which was quite impressive when the car was new.
It’s not nearly as quick as a modern dual-clutch transmission, of course, but taking into account the Ferrari’s age, the F1 ’box does a fine job, with only a slight dip in power when it selects the next gear.
There’s more urgency to the 575M Superamerica’s engine. It’s V12 produces 40 kW more than the 550 Barchetta’s and revs even higher, and you could never tire of watching the needle swing to 7 500 rpm on the red (yellow was an option) rev counter. The exhaust system emits intermit pops when I ease off on the throttle – a wicked crackle that can be enjoyed by the driver, passenger and fortunate bystanders.
Unsurprisingly, the 575M Superamerica feels quite similar to the 550 Barchetta in terms of braking performance (both machines utilise traditional steel discs) and dynamic handling ability. The former feels a smidge more sophisticated to pilot, however, owing to the newer car’s extra few years of development.
In terms of ride quality, the Ferraris are on equal terms. Both absorb most road irregularities with aplomb, which is impressive when you consider their outright performance and skinny high-performance tyres (30- and 40-profile 18-inchers on the Barchetta, 30- and 35-profile 19-inchers on the Superamerica).
Verdict
I didn’t set out with the intent of declaring a “winner” between these 2 Prancing Horses (the cop-out is to say “the winner is the person who owns both of them”), but I did come away with a personal favourite.
While these limited-production Ferraris generally clock up fewer kilometres than their coupe siblings, the Ferrari 575M Superamerica is unquestionably the more versatile offering. It’s a car for any situation and, especially, any weather, and it feels quicker and more refined than the 550 Barchetta.
But I’d rather have more interaction, and have every drive be memorable; that puts the 550 Barchetta on top. The combination of a completely roofless cockpit and an open-gate manual gearbox connected to a V12 engine is something Ferrari doesn’t offer any more, and will most probably never offer again.
Pininfarina’s Ramaciotti best summed up the 550 Barchetta. “This is not a GT for long journeys, but a car that responds to a specific demand,” he said. “In this sense, it can be viewed as product virtuosity, since it is constructed in a very limited numbers for a highly particular market niche.” I couldn’t agree more.
The facelifted Chery Tiggo 7 has arrived in South Africa, with 3 refreshed derivatives slotting in below the recently launched PHEV versions. Here’s what they cost…
The facelifted Chery Tiggo 7 has touched down in South Africa, dropping the “Pro” and “Pro Max” suffixes and slotting in below the recently launched plug-in hybrid electric vehicle (PHEV) derivatives.
Interestingly, the Chinese automaker’s local division has effectively trimmed its Tiggo 7 line-up from 6 variants (2 having worn the “Pro” suffix and 4 having used the “Pro Max” moniker) to 5 derivatives (including the aforementioned pair of CSH-badged PHEV flagships, that is).
So, in refreshed form, the purely petrol-powered Tiggo 7 portfolio now comprises just a trio of variants. Both engine options carry over from the pre-facelift range, though are now available exclusively in the front-wheel-drive configuration (the pricier AWD versions have seemingly fallen away, at least at launch). Chery has also switched to a new trim-level naming conversion.
As such, the revised range now kicks off with the Tiggo 7 1.5T Prime, which is priced at R429 900 (some R40 000 more than the outgoing Distinction grade, which is now pegged at R389 900). Here, the turbocharged 1.5-litre, 4-cylinder petrol engine sends an unchanged 108 kW and 210 Nm to the front axle via a 6-speed dual-clutch transmission. The brand claims a fuel-economy figure of 6.9 L/100 km.
Next comes the mid-tier Tiggo 7 1.6T Prestige, priced at R499 900 and upgrading to the turbocharged 1.6-litre, 4-cylinder petrol engine. This motor delivers 145 kW and 290 Nm to the front wheels via a 7-speed dual-clutch transmission. The listed combined fuel-consumption figure is 7.2 L/100 km.
Finally, the Tiggo 7 1.6T Legacy is priced at R549 900, employing the same powertrain as its Prestige sibling. This derivative is positioned R50 000 below the plug-in Tiggo 7 1.5T CSH PHEV Plus, which has an “introductory launch price” of R599 900 until October 2025 (when it’s due to rise to R619 900).
In terms of standard equipment, the base Prime grade comes with features like 18-inch alloy wheels, dual-zone climate control, automatic wipers, a reverse-view camera, keyless start and tyre-pressure monitoring, along with dual 12.3-inch displays.
The Prestige scores 19-inch wheels, a 540-degree camera system, faux-leather upholstery, a 6-way power-adjustable driver’s seat and multi-coloured ambient lighting. The Legacy furthermore boasts heated front seats, a panoramic sunroof, a power-operated tailgate and an 8-speaker Sony sound system (as opposed to the 6-speaker audio system in the Prime and Prestige variants).
All facelifted Tiggo 7 derivatives come standard with traction control, stability control, brake assist, rear parking sensors and at least 4 airbags (with the Prestige and Legacy variants boasting 8 airbags apiece). The Prestige grade additionally features blind-spot detection, rear-collision warning and rear cross-traffic alert.
The top-spec Legacy, meanwhile, is set apart by yet more driver-assistance systems, including lane-departure warning, lane-keep assist, adaptive cruise control, integrated cruise assist, front-collision warning, automatic emergency braking, emergency lane keeping, lane-change assist, intelligent headlamp control and traffic-jam assist.
What does the facelifted Chery Tiggo 7 cost in SA?
Chery Tiggo 7 1.5T Prime – R429 900
Chery Tiggo 7 1.6T Prestige – R499 900
Chery Tiggo 7 1.6T Legacy – R549 900
Chery Tiggo 7 1.5T CSH PHEV Plus – R619 900*
Chery Tiggo 7 1.5T CSH PHEV Ultra – R679 900
*introductory launch price of R599 900 valid until October 2025
The prices above include a 5-year/60 000 km service plan and a 5-year/150 000 km vehicle warranty, along with a 10-year/1-million km engine warranty for the purely petrol-powered derivatives (for the 1st owner, though Chery SA now says this “can be transferred to the 2nd owner if the vehicle is purchased from a ‘Cherished’ pre-owned dealership”). The PHEVs, meanwhile, come with a 10-year/unlimited kilometre battery warranty, limited to the 1st owner.
Since being superseded by the more smartly styled XUV 3XO, does the Mahindra XUV300 budget crossover make sense as a used buy? Let’s take a closer look…
It’s not often that an entirely new nameplate gets applied to a facelifted model, but that’s exactly what happened with the replacement for the Mahindra XUV300. Indeed, when the Indian automaker launched a “refreshed XUV300” in South Africa late in 2024, it rebranded its budget crossover the XUV 3XO.
While many will consider the updated model’s exterior styling considerably snappier, the original iteration nevertheless had its virtues. We’ll explore those below – along with a few weaknesses, of course – to help you determine whether the Mahindra XUV300 makes for a value-packed used purchase.
Mahindra revealed the XUV300 late in 2018.
For the record, the Mahindra XUV300 – note that the numerical suffix is pronounced “3 Double Oh” – shared much with the SsangYong Tivoli, which itself dates back to 2014. As a reminder, Mumbai-based Mahindra & Mahindra became a majority shareholder in SsangYong (which has since been renamed KG Mobility) back in 2011, although it split from the South Korean marque about a decade later.
Mahindra squeezed the S201-series XUV300 into India’s all-important sub-4-metre segment, making it shorter than its South Korean cousin. The resulting stubby derriere (and particularly the distinct lack of a rear overhang) meant the budget crossover took on somewhat awkward proportions from certain angles.
The lack of rear overhang is hard to miss.
Though it’s not clear exactly how many units of the Nasik-built XUV300 were sold in South Africa in total, we do have accurate records for the final 3 years of its half-decade lifecycle. Our calculations (based on sales numbers reported to naamsa | The Automotive Business Council) show that 2 093 examples were registered locally in 2022, a figure that fell to 1 438 units in 2023 and finally to 704 units in 2024.
Mahindra XUV300 model line-up in South Africa
SA was the 1st market outside of India to launch the XUV300.
At launch, the local Mahindra XUV300 portfolio included a 3-cylinder turbopetrol engine (co-developed with SsangYong) and a 4-cylinder turbodiesel motor (Mahindra’s own), along with a duo of trim levels (W6 and W8):
XUV300 W6 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W6 1.5 Diesel 6MT (86 kW/300 Nm)
XUV300 W8 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W8 1.5 Diesel 6MT (86 kW/300 Nm)
In January 2020, Mahindra South Africa expanded the line-up to 5 variants with the launch of the entry-level W4 1.5 Diesel 6MT. The W4 grade missed out on features like (decorative) roof rails, a multifunction steering wheel and satnav, while also downgrading from a 7-inch touchscreen to a 3.5-inch display.
Mahindra updated the XUV300 range in March 2022.
Then, in March 2022, a lightly updated version of the XUV300 made local landfall. At the same time, the range grew to 6 derivatives, with the W4 grade interestingly swapping from diesel to petrol power.
Though exterior styling was largely unchanged (bar the roll-out of a new alloy-wheel design for W6 and W8 variants), the Indian-built budget crossover gained some extra equipment, with mid-tier and top-spec derivatives dropping the old 7-inch touchscreen in favour of a 9-inch version.
W8 derivatives upgraded to an all-black interior.
The W6 trim level furthermore scored cruise control, while the W8 made the welcome switch from a 2-tone cabin to an all-black interior colour scheme.
In addition, Mahindra SA launched a W4 Special Edition (SE) variant at this point, handing it the 9-inch touchscreen, as well as derivative-specific 16-inch alloys with black-and-silver detailing.
XUV300 W4 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W4 1.2 Petrol SE 6MT (81 kW/200 Nm)
XUV300 W6 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W6 1.5 Diesel 6MT (86 kW/300 Nm)
XUV300 W8 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W8 1.5 Diesel 6MT (86 kW/300 Nm)
In October 2023, the XUV300 range dipped a toe into the light-commercial vehicle (LCV) waters, with the Indian automaker’s local division launching the “Xprez” panel van. With the rear bench ditched to create a load bay, the 2-seater Xprez featured a payload capacity somewhere in the region of 320 kg.
The following month, SE versions of the W6 (petrol and diesel) were quietly added to the line-up. In October 2024, the XUV 3XO arrived – with South Africa again serving as the 1st nation outside of India to introduce this model – bringing down the curtain on the XUV300’s 5-year run on the local market.
What are the Mahindra XUV300’s strengths?
The XUV300 scored highly in its Global NCAP crash test.
Impressive safety-test score: From early 2020, Mahindra SA’s XUV300 marketing drive turned to the topic of “safety”. The reason? Well, Global NCAP – which, we should point out, employs far less stringent protocols than Euro NCAP – had just crash-tested the entry-level Indian-spec derivative (with 2 airbags), awarding it 5 stars for adult-occupant protection and 4 stars for child-occupant protection.
At the time, the XUV300 boasted the highest combined result in Global NCAP’s “Safer Cars For India” programme. A year later (following a “production compliance review”), the organisation extended this rating to the SA-spec model, meaning it became the first Global NCAP-tested 5-star vehicle in Africa.
The XUV300 was Africa’s first Global NCAP-tested 5-star vehicle.
Despite Mahindra SA’s dubious claim that the XUV300 was “Africa’s safest car” – it was instead simply the highest-rated contender from a tiny pool of budget cars tested by Global NCAP – the fact that its body shell was rated as “stable” and “capable of withstanding further loadings” held plenty of weight.
For the record, the W4 and W6 grades came standard with 2 airbags, ABS with EBD and ISOfix child-seat anchors, with the latter trim level furthermore featuring “corner braking control” (though curiously losing this feature at the March 2022 update). Finally, the W8 specification upgraded to 7 airbags, electronic stability control (with roll-over stabilisation) and hill-hold assist.
W8 derivatives were generously equipped.
Generous specification (W8): While the XUV300’s W4 grade was a bit spartan and the W6 somewhere around average, the W8 trim level featured a very generous list of standard equipment. For instance, the top-spec variant came with 17-inch alloy wheels (as opposed to steel wheels), keyless entry (with push-button start), dual-zone climate control (rather than manual aircon) and even a sunroof.
In addition to its extra safety kit, the W8 boasted features such as cruise control, leatherette upholstery, a height-adjustable driver’s seat, tyre-pressure monitoring, automatic headlights, foglamps (fore and aft), an electro-chromatic rear-view mirror, parking sensors (front and rear) and a reverse-view camera.
Turbodiesel engines were rare at this end of the market.
Availability of diesel engine: Buyers at this end of the market who were keen on a turbodiesel engine had very few choices, so the availability of oil-burning derivatives certainly helped to set the XUV300 apart. While the 1.5-litre motor was a little gruff by modern standards (particularly at start-up), it smoothed out at higher revs.
More importantly, the 86 kW engine generated a peak torque figure as lofty as 300 Nm (on tap between 1 500- and 2 500 rpm), which endowed this budget crossover with rather punchy in-gear acceleration. Moreover, the turbodiesel powerplant held the potential for impressive fuel efficiency, with Mahindra initially claiming a combined figure of just 4.8 L/100 km (though later revising this to 5.0 L/100 km).
As an aside, the 1.2-litre turbopetrol mill was similarly spirited, particularly when compared with the naturally aspirated motors employed by most rivals (and especially at altitude, where atmospheric engines suffer a distinct drop-off in power).
What are the Mahindra XUV300’s weaknesses?
The only transmission available locally was a 6-speed manual ‘box.
No auto transmission: While the XUV300’s engines were right at the top of the class in terms of their peak outputs, there was an important ingredient missing from the powertrain mix: the option of an automatic transmission.
Yes, the only cog-swapper on offer locally was a 6-speed manual gearbox, meaning potential buyers with their hearts set on an automatic transmission were forced to look elsewhere (the automated manual transmission offered in India never made it to Mzansi).
Thankfully, Mahindra corrected this oversight with the launch of the XUV 3XO, which became available with a conventional torque-converter automatic ‘box.
Luggage space was below average.
Below-par luggage space: Though the XUV300’s cabin was surprisingly spacious – with relatively roomy rear quarters considering the vehicle’s compact exterior dimensions – the trade-off was a particularly tight luggage compartment. Courtesy of that short rear overhang (and the presence of a full-size spare wheel), the split-level load bay could accommodate only 249 litres.
Curiously, the parcel shelf was not attached to the tailgate, meaning it remained in place (and sometimes got in the way) when the tailgate was opened. And, although the rear seatbacks could split in a 60:40 ratio and fold forward, the resulting load floor was not completely flat, which made loading bulky items somewhat tricky.
Before the March 2022 update, W8 derivatives featured light-coloured trim.
Miscellaneous potential issues: So, did the Mahindra XUV300 have any other foibles? Well, keep in mind the earlier versions of the W8 came with light-coloured leatherette upholstery that wasn’t exactly practical for a family vehicle. To Mahindra Auto SA’s credit, however, it switched the W8’s interior colour scheme to black from March 2022.
Far more annoying, however, was that each time reverse gear was engaged in the W8 derivative, a disembodied voice would announce: “Please select the parking mode if you need assistance”. Thankfully, this function could be deactivated using a setting buried deep within the touchscreen’s menu system.
Another quirk was the less-than-refined stop-start system, which could be turned off (using a button to the right of the steering column) but defaulted back to “on” upon ignition. We’ve also heard complaints of noisy brakes. Finally, our research led us to reports of clogged diesel particulate filters (DPF) in India, though we could find no compelling evidence this was a widespread problem in SA.
How much is a used Mahindra XUV300 in South Africa?
All derivatives were covered by a 5-year/150 000 km warranty.
At launch in South Africa, the W6 and W8 derivatives of the Mahindra XUV300 shipped with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan. However, a service plan was listed as optional for the W4 1.5 Diesel that followed in early 2020. Then, at the range update in March 2022, the W4 grade gained a 3-year/50 000 km service plan. As always, check for evidence of regular maintenance.
Several dealer-fitted accessories were available for the Mahindra XUV300, including mudflaps, door-sill protectors, additional (silver-painted) bumper cladding, seat-cover sets (only for the W6 grade) and even a tablet holder that attached to the rear of the front-passenger seat.
The range-topping W8 trim level was popular.
Of the Mahindra XUV300 listings on Cars.co.za at the time of writing, 63% featured the turbopetrol engine. Fascinatingly, the flagship W8 trim level was the most popular by some margin, accounting for half of all units for sale (followed by W6 on 27% and W4 on 23%).
The most prevalent model year was 2022 with 30% of all listed units, though 2024 wasn’t far behind on 25% (interestingly, hardly any 2021 examples were up for grabs). Indicated mileages ran from just 41 km on a 2024 model listed as “new” to 118 000 km on a 2022 W6 1.5 Diesel.
Below R200 000: We found just 14% of used XUV300s in this sub-R200 000 space, including several examples that had clocked up over 100 000 km (though very few turbodiesels). Predictably, many were from the first couple of model years, though we also discovered a few 2023 and 2024 W4 derivatives here.
R200 000 to R250 000: This relatively narrow pricing bracket housed a considerable 43% of listed examples. Interestingly, the split between the 3 trim levels was virtually even here, while 2019 was the most common model year. The petrol motor outnumbered the diesel engine by more than 2 to 1.
R250 000 and up: At the time of writing, the remaining 43% of listed Mahindra XUV300 units were priced above R250 000. The ratio between petrol and diesel engines here was almost 1 to 1, while most units featured the W8 grade. The priciest example we unearthed was a 2024 W8 1.5 Diesel (with 55 000 km on its odometer) listed for R349 900.
Which Mahindra XUV300 variant should I buy?
We’d point to the W8 as the grade to have.
Which Mahindra XUV300 derivative is the best of the bunch? Well, while all featured a pleasingly absorbent ride quality (and decent gravel-travel ability thanks to 180 mm of ground clearance), there’s little doubt in our mind that the generously equipped W8 offered the best value for money.
It’s not often we recommend the highest grade in the range, but since the W4 was relatively meagrely specified and the W6 only adequate at best, we’d point to the W8 as our pick. Besides, this flagship grade benefitted not only from extra standard kit but also from loftier levels of safety (thanks to the inclusion of stability control and a full complement of 7 airbags).
While each engine had its merits, we’d argue the turbodiesel motor held the edge over the turbopetrol mill, offering a superior combination of in-gear shove and potential for fuel efficiency.
As such, we’d opt for the W8 1.5 Diesel, preferably an updated version (offered from March 2022) with the black interior and the larger touchscreen.
Is the Mahindra XUV300 a smart used purchase?
The XUV300 faced several likewise sub-4-metre, Indian-made rivals.
It’s perhaps unsurprising that the majority of the S201-series XUV300’s direct (sub-4-metre) rivals were likewise sourced from India. Key examples here included the 1st-gen Toyota Urban Cruiser as well as the Suzuki Vitara Brezza on which it was based, along with the Nissan Magnite and Renault Kiger.
Somewhat more polished Indian-built contenders included the Kia Sonet and Hyundai Venue, while the B515-series Ford EcoSport – note some derivatives came from the subcontinent while others were sourced from Romania – was another strong-selling competitor. High-spec W8 derivatives likely pinched a few sales from the larger models such as the SU2-series Hyundai Creta, too.
Worth a test drive? We think so.
Crowded segment or not, there was plenty to like about the Mahindra XUV300, from its punchy powertrains and solid build quality (for this decidedly “budget” end of the market, that is) to its comparatively lofty safety credentials (particularly in range-topping W8 guise).
So, if you’re looking for a used small crossover and don’t require oodles of luggage space or an automatic transmission, you’d be remiss if you didn’t test-drive a Mahindra XUV300. We suspect many shoppers would be pleasantly surprised.
Mazda quietly launched the facelifted Mazda2 in South Africa in 2023 and it’s offered with a choice of front-end designs. Here’s what you’ll pay for this refreshed B-segment hatch…
Mazda South Africa welcomed the refreshed Mazda2 hatchback in South Africa in 2023, sporting a choice of new front-end designs and a slightly truncated line-up.
How old is the Mazda2?
Of course, this 3rd-generation Mazda2 is one of the oldest contenders in the local B-segment hatchback game, having been revealed as long ago as 2014 (and launching in South Africa early the following year). For the record, the DJ-generation Mazda2 received what we thought would be a mid-cycle refresh in 2019, effectively making this its 2nd facelift.
Note the 2 distinct front-end treatments.
What engine is offered for the Mazda 2?
The updated Mazda2 is mechanically unchanged, which means all models are still powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine, which delivers an unchanged 85 kW and 148 Nm to the front axle via either a 6-speed manual gearbox or a torque-converter automatic transmission with the same number of cogs.
What trim lines are offered for the Mazda2?
However, the range has been trimmed slightly, since the previous flagship derivative – badged as the Hazumi – has seemingly fallen away, along with the manual version of the Individual grade. That means the local line-up now comprises 4 variants, starting with the 1.5 Active, which is offered exclusively in 3-pedal form and kicks off at R321 500.
Next up is the mid-tier Dynamic grade, which comes in from R351 200 in manual guise and R371 300 in self-shifting form. Finally, the Individual trim level will cost you from R417 300 and now comes exclusively with an auto cog-swapper.
From left to right: the Active, Dynamic and Individual grades.
So, what about those new front-end designs? Well, the base Active model ships standard with what appears to be a flat black grille panel, while the Dynamic features a distinctive body-coloured version (along with subtle yellow detailing). The flagship Individual, meanwhile, comes with a more conventional honeycomb-effect black grille, complete with red detailing. New exterior paint colours include Airstream Blue and Aero Grey.
What features are offered for the Mazda 2?
The Active’s standard-features list includes items such as LED headlamps, 15-inch steel wheels (with plastic covers), keyless entry, push-button ignition, electric windows, a 4-speaker sound system (with Bluetooth), manual air conditioning, black cloth upholstery, dual front airbags and ABS (with EBD and EBA).
The top-spec Individual grade features leather and cloth inside.
Meanwhile, the Dynamic specification adds 15-inch silver-coloured alloy wheels, a 7-inch infotainment display (featuring Apple CarPlay and Android Auto, run through a console-mounted dial and linked to 6 speakers), cruise control, an electro-chromatic rear-view mirror, power-folding side mirrors, extra airbags (side and curtain), stability control and leather trim for the steering wheel, gearknob and handbrake lever.
Finally, the Individual trim level boasts items such as 16-inch 2-tone alloys, smart keyless entry, automatic headlamps, rain-sensing wipers, automatic air conditioning, rear parking sensors, a reverse-view camera, wireless charging, a head-up display, leather-and-cloth upholstery, black side-mirror caps, a black roof decal, privacy glass and paddles for its automatic transmission.
How much does the updated Mazda 2 cost in South Africa?
Model
Price
Mazda2 1.5 Active 6MT
R321 500
Mazda2 1.5 Dynamic 6MT
R351 200
Mazda2 1.5 Dynamic 6AT
R371 300
Mazda2 1.5 Individual 6AT
R417 300
The prices above include a 5-year/unlimited kilometre warranty and a 3-year/unlimited km service plan.
Yes, the Mazda2 is still sold new in South Africa. The facelifted model was launched locally in 2023 with an updated design and a streamlined model lineup.
What engine is in the South African Mazda2?
All models of the Mazda2 in South Africa are powered by a 1.5-litre, naturally aspirated petrol engine that delivers 85 kW and 148 Nm of torque. This engine is paired with either a 6-speed manual or a 6-speed automatic transmission.
What is the safety rating of the Mazda2?
The Mazda2 has a 4-star Global NCAP safety rating for adult occupant protection and a 3-star rating for child occupant protection. The car comes with standard safety features like driver and passenger airbags, ABS with EBD, and stability control.
What are the main competitors of the Mazda2 in South Africa?
The Mazda2 competes in the B-segment hatchback market against rivals such as the Volkswagen Polo, Toyota Yaris, and Suzuki Swift. It is often praised for its upmarket feel and stylish design.
