We list the most fuel-efficient budget-friendly cars currently available in South Africa!
Fuel prices in South Africa continue to negatively impact household budgets and new car buyers would be wise to consider fuel efficiency when considering purchasing a car.
By considering the most fuel-efficient budget cars, you can literally save thousands of Rands every year!
In an effort to assist you in your decision-making process, we have created a fuel efficiency list that’s not only more relevant but also more diverse. Considering that most people can’t afford expensive cars, we decided to list the most fuel-efficient cars with an asking price of under R300 000.
Note that claimed manufacturer fuel consumption figures are used here and that real-world consumption figures will differ depending on a number of factors such as driving style, road conditions and so forth.
Pricing is accurate as of February 2025.
Most Fuel Efficient Budget Cars in South Africa
4.2 L/100 km – Suzuki Celerio 1.0 GL Automatic
The new Suzuki Celerio is a popular choice in the budget car segment and the good news is that it’s more frugal than its predecessor. The Celerio 1.0 GL automatic claims 4.2 L/100km while the manual Celerio GA and Celerio GL claim a respectable 4.4 L/100km.
The Celerio makes use of a 3.-cylinder 1.0-litre petrol engine with 49 kW and 89 Nm and is paired with either 5-speed manual transmission or 5-speed automated manual transmission. Pricing for the Celerio automatic is R225 900 while the base Celerio GA starts from R188 900 and the Celerio GL is priced from R210 900.
The Toyota Vitz arrived in South Africa to replace the outgoing Agya as the firm’s budget car offering. The Vitz is based on the Suzuki Celerio as part of the Toyota-Suzuki product partnership and the Vitz is therefore powered by the same 3.-cylinder 1.0-litre petrol engine with 49 kW and 89 Nm and is paired with either 5-speed manual transmission or 5-speed automated manual transmission. The manual derivatives claim 4.4 L/100km.
Pricing for the Vitz starts from R189 900 while the Vitz Xr manual is priced from R219 900. The Vitz automatic is priced from R239 900.
The new Swift is more fuel-efficient than its predecessor thanks to its engine having one less cylinder. The Swift is now powered by a 3-cylinder, 1.2-litre petrol engine that develops 60 kW and 112Nm of torque and is paired to either a 5-speed manual or CVT. Note that an Automated Manual Transmission (AMT) is offered on the base Swift GA derivative. The manual Swift claims 4.4 L/100km while the Swift CVT claims 4.6 L/100km. Pricing for the new Suzuki Swift starts from R219 900 (Swift 1.2 GL) and tops out at R284 900 for the Swift 1.2 GLX automatic.
The Suzuki S-Presso is a familiar and popular budget car in South Africa and with its 4-speed automatic derivatives claiming 4.4 L/100km, it’s a frugal city car. Note that the S-Presso 5-speed manual derivatives claim 4.6 L/100km which is excellent!
The Suzuki S-Presso employs a 3-cylinder, 1.0-litre petrol engine with 49 kW and 89 Nm. Pricing for the Suzuki S-Presso starts from R178 900 for the S-Presso 1.0 GL manual and goes up to R219 900 for the S-Presso S-Edition automatic.
As this list highlights, Suzuki products are well known for delivering low real-world fuel consumption and the Dzire sedan (from R217 900) and Ignis (from R237 900) are no exception.
The Suzuki Dzire and Ignis share the same 1.2-litre petrol engine with 61 kW and 113 Nm on offer and all are offered with either a 5-speed manual or 5-speed automated manual transmission.
The Renault Kwid is a popular budget car in South Africa and fuel efficiency for both manual and automatic derivatives are claimed at 4.9L/100km. It’s powered by a 1.0-litre, 3-cylinder petrol engine with 50 kW and 91 Nm of torque. A 5-speed manual or automated manual (AMT) transmission drives the front wheels. There are 3 automatic Kwid derivatives on offer across 3 trim levels including Life, Zen and Climber. Pricing for the Kwid starts from R196 999.
A facelifted Kia Picanto recently arrived in South Africa with a revised look and updated feature specification. The Picanto range offers 2 engines for buyers to choose from including a 49 kW / 95 Nm 1.0-litre engine and a 1.25-litre engine with 62 kW and 122 Nm. Both engines can be had with a 5-speed manual transmission or a 4-speed automatic, but the manual derivatives are the most fuel-efficient with Kia claiming 5.0 – 5.1 L/100km.
Pricing for the Kia Picanto starts from R260 995 for the Picanto 1.0 LX manual while the Picanto 1.2 EX+ automatic is priced from R325 995.
It also happens to be quite fuel efficient with its 82kW / 200 Nm turbocharged 1.2-litre petrol engine claiming 5.3 L/100km when paired with a 6-speed manual transmission. If you’d prefer the 6-speed automatic transmission, fuel consumption increases slightly to a claimed 5.5L/100km.
Pricing for the new Mahindra 3XO starts from R254 999.
Unaudited fuel price data released by the Central Energy Fund (CEF) is pointing towards a potential increase for the petrol price while the price of diesel in South Africa is projected to decrease in March 2025.
With the final week of February 2025 ahead, the current fuel price projections are becoming increasingly more likely. The fuel price data is indicating that March 2025 will see a petrol price increase while diesel could see marginal price cuts.
According to the CEF, the price of Petrol 95 could see a slight increase of around 3 cents per litre while the price of Petrol 93 could see an increase of 16 cents per litre.
As for Diesel 0.05%, a price cut of around 6 cents per litre is on the cards while the price of Diesel 0.005% could see a cut of around 12 cents per litre.
Earlier in February 2025, the data indicated higher increases for March 2025 but a relatively stable international oil price and a stronger Rand-Dollar exchange rate has contributed towards a more palatable fuel price outlook.
Official fuel price adjustments are expected to be announced in early March 2025.
Fuel Price Forecast: March 2025
Fuel Type
Feb 25 Inland
Feb 25 Coast
Mar 25 Inland*
Mar 25 Coast*
Petrol Unleaded 93
R22.16
R21.37
R22.32
R21.53
Petrol Unleaded 95
R22.41
R21.62
R22.44
R21.65
Diesel 0.05%
R20.34
R19.55
R20.28
R19.49
Diesel 0.005%
R20.45
R19.69
R20.33
R19.57
* February 2025 figures are forecast figures and not official.
SA’s top-selling double-cab bakkies in January 2025
Was the Ford Ranger again SA’s top-selling double-cab bakkie in January 2025 or did the Toyota Hilux hit back in the opening month of the year? The latest sales figures by body style…
In 2024, the Ford Ranger took the title of South Africa’s top-selling double-cab bakkie, despite the Toyota Hilux remaining the most popular bakkie overall (that is, including all 3 body styles). So, what happened in January 2025?
First, a reminder: Naamsa’s monthly sales report unfortunately doesn’t include a breakdown of the 3 bakkie body styles (though be sure to check out the overall list of SA’s most popular bakkies for January 2025 anyway). Thankfully, however, the studious folks over at Lightstone Auto have again assisted us by providing these fascinating registration figures.
Isuzu’s D-Max again occupied the final step on the double-cab podium.
According to Lightstone Auto, the Ford Ranger picked up right where it left off, leading the double-cab sales race in January 2025 with 1 572 units sold. By our maths, that works out to a considerable 84.6% of the Silverton-built bakkie’s overall tally (1 858 units) for the year’s opening month.
That meant the Toyota Hilux again had to settle for 2nd place on the dual-cab standings, with 1 097 units – or 42.9% of the Prospecton-made stalwart’s 2 557-unit total for the month, including the other body styles – registered in January 2025.
The final place on the double-cab podium went to – yes, you guessed it – the Isuzu D-Max, which finished the year’s opening month with sales of 497 units for this body style. Our calculations suggest this translates to just 35.2% of the Struandale-manufactured model’s overall total of 1 413 units for January.
For the record, Lightstone Auto’s figures show that all other 1-tonne double-cab bakkie derivatives (over and above the Ranger, Hilux and D-Max) collectively managed 1 212 registrations last month.
SA’s top-selling single- and extended-cabs in January
The Hilux leads the single-cab race after the opening month of 2025.
What happened in the single-cab space in January 2025? Well, as it did across the whole of 2024, the Toyota Hilux again led the charge in the 1-tonne single-cab segment last month, with 1 090 units (or 42.6% of its overall tally) registered.
The Isuzu D-Max single cab was 2nd on 772 units (54.6% of the D-Max total), while the 2-door version of the KwaZulu-Natal-assembled Mahindra Pik Up wasn’t far behind in 3rd, with 661 units sold (82.5% of this nameplate’s total) in January.
Some 82.5% of all Mahindra Pik Up sales in January 2025 were single cabs.
The Ranger single cab, meanwhile, could muster only 62 units. Furthermore, Lightstone Auto’s dataset suggests that all other 1-tonne single-cab bakkie derivatives (other than the Hilux, D-Max, Pik Up and Ranger) collectively managed 825 units in January.
The Toyota Hilux also topped the charts in the extended-cab segment in January 2025, finishing the month on 367 units. Next came the Ford Ranger (224 units), followed by the Isuzu D-Max (144 units). These are, of course, the only 3 bakkies offered locally in this so-called “cab-and-a-half” body style.
The original Toyota C-HR was in South Africa’s new-car market for over 7 years. Now that it’s discontinued (and its successor is unlikely to be launched in Mzansi), should you consider a used version of the distinctly styled small crossover? Here’s our take…
Concept-car styling? Check. Downsized turbopetrol engine? Affirmative. Toyota badge? Wait, what? Yes, in 2016, the original Toyota C-HR, which favoured radical looks and forced induction over practicality and tried-and-tested atmospheric power, was quite a departure for the otherwise strait-laced Japanese firm.
Part SUV, part hatchback, with more than a dash of coupe-like styling courtesy of cleverly disguised rear door handles and a notably sloped roofline, the AX10-series C-HR was anything but typical Toyota fare.
The C-HR’s distinctive silhouette.
Still, there was plenty of substance beneath that dramatically surfaced sheet metal, thanks, in part, to the model’s TNGA-C underpinnings, which facilitated not only a lower-than-usual centre of gravity (for a crossover, anyway) but also a relatively sophisticated rear-suspension set-up.
As an aside, it’s interesting to note the Toyota C-HR was the first model locally to employ the Aichi-based automaker’s then-new 1.2-litre, 4-cylinder turbopetrol engine (while the model was never offered with a hybrid powertrain in our market). After all, Toyota SA Motors was deliberately late to the downsized turbo party, persisting with time-tested naturally aspirated motors longer than most of its rivals.
A look at the pre-facelift Luxury derivative’s interior.
While the 1st-gen C-HR was produced in Japan, China, Thailand and Turkey, it’s our understanding that all SA-spec units were sourced from the Sakarya plant in the latter country. Incidentally, the 2nd-gen model is now built exclusively at this factory.
So, why isn’t the 2nd-gen C-HR offered in Mzansi? Well, Toyota SA Motors told us the AX20-series model is available only in hybrid form, putting it at a “higher price point” than its predecessor. Bear in mind that if the latest C-HR were to be imported into South Africa, it would compete with petrol-electric versions of the larger, locally built Corolla Cross. There is a healthy demand for those variants already…
Toyota C-HR model line-up in South Africa
The 2nd concept was released in 2015.
Previewed by both the C-HR Concept of 2014 and a further-refined show car unveiled about a year thereafter, the production version of the coupe-style crossover was revealed in March 2016.
By February 2017, it had arrived in South Africa, powered by a 1.2-litre 4-cylinder turbopetrol mill and available with either a 6-speed manual gearbox (complete with iMT controls that automatically adjusted engine rotations when shifting) or a continuously variable transmission (CVT). At launch, just a base trim level and a Plus specification were on offer, resulting in a 3-derivative line-up:
C-HR 1.2T 6MT (85 kW/185 Nm)
C-HR 1.2T Plus 6MT (85 kW/185 Nm)
C-HR 1.2T Plus CVT (85 kW/185 Nm)
The Luxury flagship arrived in August 2018.
In August 2018, the long-awaited range-topping “Luxury” variant – not available locally right from launch ostensibly due to high global demand – touched down in South Africa, boasting a bi-tone exterior finish (effectively adding black finishes for the roof and side-mirror caps), LED head- and taillamps, leather upholstery, heated front seats, parking sensors, a parking-assist system and a raft of extra airbags.
C-HR 1.2T Luxury CVT (85 kW/185 Nm)
The C-HR received a facelift in February 2020, though stuck with the 1.2-litre engine and a 4-variant line-up. Styling revisions were implemented fore and aft, with the base derivative and the mid-tier Plus grade upgrading to LED headlights. Toyota said it tweaked the power steering to “improve feel” (feedback through the multifunction ‘wheel) and claimed to have raised refinement levels as well.
The facelifted version hit the local market in early 2020.
Inside, the old 6.1-inch infotainment system was ditched in favour of an 8-inch arrangement (replete with “full smartphone integration”), while the Plus variants’ instrument-cluster diameter grew to 4.2 inches.
However, perhaps the most significant mid-cycle upgrades came in the safety department, with the standard and Plus variants gaining extra airbags (and, in the case of the former, rear-seatbelt force limiters and pre-tensioners, too) and the Luxury derivative scoring blind-spot monitoring, lane-change assist, lane-keeping assist, rear cross-traffic alert and adaptive cruise control.
The Luxury range-topper was updated again in mid-2021.
In June 2021, the Luxury flagship derivative received further attention, adopting sequential indicators and unique light-cluster arrangements, front and rear. Meanwhile, the adaptive cruise-control system gained all-speed functionality and the lane-departure alert system now incorporated lane-trace assist.
The final tweaks to the local C-HR portfolio came in August 2022, when the Plus and Luxury variants switched to a new alloy-wheel design, while fresh exterior colours were rolled out. Production ended late in 2023, though Toyota SA Motors removed the C-HR from its price lists only in September 2024.
What are the Toyota C-HR’s strengths?
The punchy 1.2-litre 4-banger.
Punchy powertrain: Toyota’s 85 kW turbocharged 1.2-litre 4-pot (8NR-FTS) delivered its oomph in a pleasingly linear manner, with peak twisting force of 185 Nm on tap from 1 500- to 4 000 rpm. Though the C-HR’s kerb weight was about 1 400 kg, the refined little engine felt more than punchy enough.
Unusually, the 6-speed manual derivatives were slightly more efficient than their CVT-equipped siblings, with Toyota claiming combined figures of 6.3- and 6.4 L/100 km, respectively. As an aside, though some early units in North America were said to suffer from CVT issues, we could find no evidence of such maladies here in South Africa.
This crossover boasted a sophisticated rear-suspension set-up.
Well-sorted ride and handling: Endowed with a well-engineered chassis, the AX10-series Toyota C-HR was both dynamically adept (delivering impressive body control) and rode with a pleasing degree of pliancy. Much of this could be attributed to the crossover’s sophisticated double-wishbone rear suspension, which Toyota opted for over a more rudimentary torsion-beam arrangement.
In short, from behind the steering wheel, the composed Toyota C-HR felt more like a slightly raised hatchback than a high-riding crossover (in fact, at the time of this model’s reveal, chief engineer Hiroyuki Koba said he had “wanted to achieve performance on a par with a good C-segment hatchback”).
The rear door handles were incorporated into the C-pillars.
Concept-car styling: Every now and then, it seems Toyota’s designers are given free rein, resulting in – rather uncommonly for the brand – a vehicle that favours bold character over outright practicality. The FJ Cruiser is one such example and the C-HR is another.
At the C-HR’s unveiling in 2016, the Japanese automaker said its newest model represented then-president Akio Toyoda’s “determination to allow greater stylistic freedom”. Featuring flared arches, a coupe-like roofline and what the brand described as an array of “gemstone-like shapes”, the C-HR stayed largely true to the concept that preceded it.
What are the Toyota C-HR’s weaknesses?
Note the high load floor in this example.
Below-average luggage space: Curiously, Toyota SA Motors claimed several separate luggage-capacity figures for the C-HR over the model’s local lifecycle. For instance, the 2017 spec sheet listed a figure of 377 litres, before this claim fell to 297 litres the following year and then further to 234 litres in 2021.
Regardless of the exact number, there was no escaping the fact the C-HR’s load bay was cramped compared with those of rivals. This was particularly evident at launch, when all derivatives shipped standard with a full-size spare wheel (wrapped in 215/60 R17 tyres) under the load floor, taking a substantial bite out of the compartment’s depth.
The rear quarters were a little claustrophobic, too.
Toyota did eventually switch to a space-saver spare wheel, though it’s not clear exactly when that happened. So, if you’re inspecting a potential buy before test driving, we’d suggest having a peek in the luggage compartment and, indeed, under the load floor.
Compromised outward visibility: As we noted in our Toyota FJ Cruiser Buyer’s Guide, compromised outward visibility is often one of the downsides of an unconventional exterior design. That was certainly the case with the C-HR, too, with its high beltline, chunky C-pillars and titchy (not to mention steeply raked) rear screen conspiring to create significant over-the-shoulder blind spots.
Outward visibility was somewhat compromised by the daring styling.
While early versions did without a reverse-view camera, this feature was thankfully rolled out across the range from August 2018. However, keep in mind that only the top-spec Luxury grade came with parking sensors. Also, note that the C-HR’s coupe-like design had a marked impact on rear passenger space (particularly headroom) and rendered the rear quarters more than a little claustrophobic.
Only 2 airbags for most pre-facelift variants: Though the C-HR wasn’t billed as a full-size family vehicle, it was nevertheless surprising – considering its positioning in the local market – that early versions shipped standard with just 2 (front) airbags. Of course, that changed when the Luxury derivative arrived in the 3rd quarter of 2018, which sported a full complement of 7 airbags, a treatment that was fortunately extended to all variants from the early 2020 facelift.
How much is a used Toyota C-HR in South Africa?
Perceived build quality was lofty.
At launch in 2017, the AX10-series C-HR came with a 3-year/100 000 km warranty and a 5-year/90 000 km service plan, with the latter featuring intervals of 15 000 km. However, in 2018, Toyota SA Motors revised the terms of its standard service plans, switching from the “number of years” parameter to “number of services” instead. At that point, the C-HR moved to a 6-service/90 000 km arrangement.
More than 70% of the Toyota C-HR units listed on Cars.co.za at the time of writing were specified with a CVT, while around 55% came in the form of mid-tier Plus derivatives. Interestingly, the flagship Luxury variant (34%) was more prevalent than the base derivative (11%).
Interestingly, the Luxury grade was more common than the base derivative.
Indicated mileages ranged from just 101 km on a virtually new model to 168 000 km on a 2020 C-HR 1.2 Plus 6MT. Only 10% of listed examples showed an odometer reading higher than 100 000 km.
Below R250 000: Slim pickings below this mark, where we found only 2018 and 2019 model years (though fascinatingly no examples from 2017). The split between manual and CVT was even here, though all but a single unit had covered more than 100 000 km.
R250 000 to R350 000: Approximately 35% of listings fell between these pricing bookends at the time of writing. All model years bar 2024 were represented, with the overwhelming majority featuring the Plus specification.
R350 000 to R450 000: Housing around 42% of all C-HR stock, this was the most popular pricing bracket. Facelifted examples dominated this space, with most having covered well under 50 000 km. Manual derivatives were few and far between here.
R450 000 and up: Every unit listed above R450 000 came from the final 2 model years, with most featuring the top-spec Luxury trim level. The most expensive example we discovered was a 2024 C-HR 1.2T Luxury CVT (a model that would have cost R612 000 new) with 9 800 km on the clock and priced at R589 990.
Which Toyota C-HR derivative should I buy?
We’d opt for a facelifted example, should your budget allow.
Since the C-HR was available in Mzansi exclusively with the 1.2-litre 4-cylinder turbopetrol engine, when it comes to the powertrain, used-car shoppers need only decide on their preferred transmission. Unless you regularly find yourself enduring bumper-to-bumper traffic, we’d suggest opting for the delightfully slick 6-speed manual gearbox over the CVT.
That, of course, would rule out the Luxury grade, which was offered only with the CVT. Still, we’d argue the Plus trim level covers all the basic specification requirements and more, particularly in the facelifted guise. The latter update, of course, included the full complement of airbags.
Is the Toyota C-HR a smart used purchase?
The C-HR spent more than 7 years in the local market.
Since the original Toyota C-HR stuck around for more than 7 years, it faced several so-called “boutique-crossover” rivals. For instance, buyers in this space might also have considered the likes of the original Hyundai Kona, the Mazda CX-30, the Volkswagen T-Roc and, latterly, even the more compact Ford Puma and likewise smaller 2nd-gen Opel Mokka.
More conventional – and thus somewhat more practical – competitors included the Nissan Qashqai (the J11 generation and briefly the J12, too, before the latter’s local axing), the Honda HR-V (both the RU- and RV-series models) and even the Mitsubishi Eclipse Cross.
Anything but conservatively styled.
That said, if it was relative spaciousness and versatility the buyer wanted, Toyota would have directed them swiftly towards the Prospecton-built Corolla Cross (though this model launched locally only late in 2021). In short, the original C-HR was obviously not designed for growing families; indeed, back in 2017, Toyota SA Motors described its targeted customer base as “image-conscious urbanites”.
While the Toyota C-HR’s uncharacteristically bold exterior styling won’t appeal to everyone, there are certainly many who appreciate it (we think it has aged quite well). Add a high-quality cabin, a surprisingly sprightly driving experience and the Japanese brand’s enduring reputation for reliability, and you have a compelling option for buyers who want a Toyota – though not a conservatively styled one.
Volkswagen T7 Transporter (2025) International Launch Review
The Volkswagen T7 Transporter is set to arrive in South Africa in the 2nd half of 2025. We recently got behind the ‘wheel of the latest iteration of VW’s iconic people-mover at its global media event in Athens, Greece and here’s what we think of it.
We’ve arrived in sunny Athens, Greece – the home of oranges and olive trees – to drive the latest Volkswagen Transporter, which is not a very romantic name for what is, in fact, an automotive icon; a brick of nostalgia; the latest iteration of the original People’s Bus. The “T” for Transporter has been the prefix since the original T1 Kombi, then the T2, T3 and so on culminating with this T7 version.
But, before I elaborate on the newcomer, I’d like to channel Maya Angelou for a moment. The famous poet once said, “you can’t really know where you’re going until you know where you have been.” So, when the opportunity to drive a classic T2 model from the ’60s presented itself during the launch, I snatched the keys and gave chase to a colleague who had commandeered a brand new T7 Caravelle.
What followed was a refreshing palate cleanser – an opportunity to shift through an old-school manual gate (albeit with my wrong hand), take in the views of the Saronic Gulf, twirl the ol’ Kombi’s great helm like the tiller of a yacht and dance on very loosely sprung metal pedals while copious amounts of sunlight (a feature that carries over into the new model) flooded into the air-cooled flat-4-engined bus’ cabin.
The Transporter’s design
When discussing the T7 Transporter, its designer Albert Kirzinger likes to compare the Wolfsburg-based brand’s latest MPV to a smartphone. Its basic shape is already perfect for the task at hand, so there’s no need to reinvent it with every iteration. That’s why the Volksiebus has one of the most navigable design histories; I’d argue that it is a perfect example of how a utilitarian, indistinct shape can become iconic.
Instead, it’s the space inside that has improved over time. If we refer back to the comparison, whereas smartphones can be filled with better tech, features and apps, Volkswagen has endowed and equipped its bus with more seats, sliding doors and dynamic accessories, such as tables and roofs, kitchens and partitions. It’s the furthest thing from a basic people-mover – but designed with this ideal still in mind.
Indeed, the first accolade that the Volkswagen Transporter garnered was “Classic car of the future”, which speaks to the timelessness of its styling. When originally penned, it was clever – made to be the best at its time, and to “enable people on a mission”. Like today, the MPV’s customers had a multitude of uses to put it to and the Transporter was made to fulfil their every need, whether for work or play.
The latest model may be designed from scratch, but it follows the same ideals, so let’s be brutally honest here and admit it: the Volkswagen T7 Transporter is familiar to the eye. It boasts a friendly face and a capacious living space floodlit with natural lighting – just another reason to make you smile.
What will South Africa get?
I spent some time behind the ‘wheel of a new (electric) Caravelle, as well as the panel van variant. The prior proved a great indication of what we’ll receive in South Africa in the form of a flagship Kombi Styl, but the latter (van) featured the 2.0-litre 4-cylinder turbodiesel (TDI) engine that’s destined for Mzansi.
To fill the ranks, Volkswagen South Africa will also sell a regular Kombi, Crew Bus and a Pick Up with various outputs ranging from 81 kW to 125 kW, depending on the derivative, of course. Drivetrains vary between manual and auto, 2-wheel drive and 4Motion, but we’ll elaborate on that in a moment.
First, there are numbers to discuss. Such as how this (largest yet) Transporter still manages to remain under 2 metres tall. It’s fundamentally a commercial vehicle, so has to fit comfortably into car parks and industrial locales to do its masters’ bidding.
The T7 Transporter is 2.032 metres wide and now features a 14.8-cm wider loading space. So, it’s roomier than before with the panel van capable of accommodating a Europallet. An overall vehicle length of 5.45 m helps endow it with a 2.6-metre loading length, yet it retains a handy 11.9-metre turning circle.
For context, its substantially smaller Golf 8.5 sibling’s turning circle is not much smaller (10.9 metres), so the easy manoeuvrability is useful in the commercial sector, and just as beneficial to the South African Kombi owners who choose one as their lifestyle partner. Plus, the Transporter has a 1 140-kg maximum payload, can tow up to 2.8 tonnes and has a roof load limit of 170 kg (roof-top campers, take note).
Life aboard the T7 is an ergonomic pleasure, with comfy living quarters, a floating dashboard and a wealth of connectivity and media options. The ride quality is smooth and the shunt from the range-topping 125 kW turbodiesel swells effortlessly. In the Kombi Style, the motor drives all 4 wheels (4Motion) whereas the regular Kombi is 2-wheel-driven. Both versions feature an 8-speed auto ‘box.
It’s only when you venture into the Commercial portfolio that you’ll encounter LWB (and wider-turning) variants in the Crew Bus, Panel Van and Pickup, as well as the less powerful 81 kW and 110 kW engines mated with 6-speed manual ‘boxes. The Crew Bus and Pickup are available with 4Motion drivetrains.
What is the new T7 Transporter like to drive?
On my trip into the heart of Athens, I had no problem navigating the teeming city’s tight, narrow roads, despite being in the longer Panel Van – and at speeds where an extra driven axle wouldn’t have helped.
This was also conducted from the wrong side of the car, on the wrong side of the road thanks to Greece being a left-hand-drive country. Still, and thanks in part to the slick-shifting auto ‘box, the mission was simple – and the coastal return road provided all the soothing I needed before I handed back the keys.
I tried explaining to my international colleagues that as much as we enjoy a great van in South Africa, we’re “a nation of bakkie lovers” and that we similarly use them for work and play. “But what do you do when it rains?” they asked, and “where do you put your groceries?”.
Summary
They had a point, of course, and I didn’t want to concede. But after 2 days of being “a man in a van”, I had to wonder: “Aren’t we missing a trick by preferring a double cab to a Kombi?” It’s incredibly versatile, easy to drive and can readily enhance your work-life balance, as well as be your road trip partner, bike carrier, camper and more. Plus, there’s space for your shopping. An entire month’s shopping, in fact.
If you are buying a second hand car, you’d be wise to use the checklist below to help you assess the car in the best way possible to ultimatelymake the best buying decision!
Buying a second hand car instead of a new car is a decision that can save you money. However, there is also a higher risk and if that risk isn’t managed properly, you can buy a lemon and lose money and that’s what you want to avoid at all costs!
This article aims to help you make the best buying decision possible when buying a second hand car.
Let’s assume that you’ve used the Cars.co.za Used Car Search Tool and managed to find a car that you might be interested in buying. What should you do next?
Buying a second hand car – What should you do?
1. Do Research
The Cars.co.za Used Car Search Tool will help you find what moves you!
Using the Cars.co.za Used Car Search Tool, take extra time to examine other car listings of the same model you are interested in with similar model year, mileage and condition. This exercise will help you determine if the listed price is in line with similar stock for sale.
If the price of the car is significantly lower than similar examples for sale then it’s likely that there’s either a mechanical or cosmetic reason for the variance, even if it’s not directly stated on the listing and it would be advisable to get clarity from the seller/dealer as to why that’s the case.
Similarly, if the price is significantly higher than other similar listings, further investigation is also necessary. The reasons for an inflated price can vary greatly from vehicle condition, added features or simply that the seller or dealer is overly ambitious with his or her pricing expectations. This scenario can be used to negotiate a better price that is more in line with the current market.
2. Arrange to view the car
Once you have shortlisted a second car to buy, you can contact the dealer or seller directly to set up a viewing appointment from the listing by either calling the dealer directly, connecting with the dealer via WhatsApp or filling out the Contact Form and sending it to the dealer.
If the vehicle is being sold privately, make sure that you meet the seller in a safe location to view the car and consider taking a friend or family member with you.
3. Do an exterior and interior inspection
Do a thorough exterior walk around of the car and take note of any major body damage, dents, scratches, paint defects and rust. Check the tyres for wear and also try look at the undercarriage by putting the car on a lift (if possible) which will give you the opportunity to check for underbody damage or rust.
Similarly, inspect the interior and look for areas of wear and tear on the seats, door cards, upper and lower dashboard, switchgear, steering wheel and headliner. Check that all the controls work including lights, indicators, electric windows, air conditioning controls and radio functionality. Also, remember to check the boot as well as the spare wheel and tools (including car jack and wheel spanner).
4. Do an engine / mechanical inspection
Open the bonnet lid and carefully examine the engine bay. Look for general cleanliness but importantly look for any signs of leaks or seepage. Take note of any rusted components and also look carefully at the condition of pipes and hoses to make sure they’re not brittle or cracked.
Start the engine and observe the engine and components for leaks and listen for any unusual sounds that might point to further mechanical defects.
If at all possible, before you make any decision to buy any car, arrange to have a professional mechanic examine the car to make sure that you are in fact buying a car that’s in good working order. You might need to set up a seperate appointment for this purpose, but the effort will be worth it.
5. Take the car for a test drive
The test drive is one of the most important aspects of buying a car because the experience will ultimately determine whether you buy the car or not.
Things to check for include:
Engine noise. Is the engine running smoothly?
Ride quality. How comfortable is the ride? Is the ride to firm or too soft?
Transmission. Do all the gears change easily or is there resistance?
Acceleration. Does the car have enough acceleration for your needs? Remember, acceleration will be slower if you plan on carrying more people and goods.
Braking. Do the brakes offer good stopping power? Do you hear any noises while braking?
Steering. How responsive is the steering wheel to inputs? Is it light or difficult to turn?
Handling. How stable is the car during cornering?
Noise Vibration Harshness (NVH). Listen for wind noise, road noise and any harsh vibrations from the cabin.
Buying a car with all its paperwork in order will save you time and money.
Check the car’s service history booklet and make sure that, as far as possible, the car has been regularly serviced. Buying a car with a comprehensive service history is ideal, but if there are gaps in the service history then you should proceed with caution and it would be advisable to have the car inspected by a mechanic before making any purchasing decision.
Check that the car has a valid roadworthy certificate and make sure that the seller has the original Vehicle Registration Certificate. If the car has not been through a roadworthy, a Roadworthy Certificate can be obtained from any public or private Roadworthy testing stations around the country, at a fee.
The seller must complete and submit form NCO (Notification of Change of Ownership) and the buyer must complete form RLV (Application for Registration and Licensing of Motor Vehicle).
Note that if you decide to purchase the car, you will need Proof of Purchase and your Identity Document to register the car in your name.
Based on the information gathered from the experience above, you might be in a position to negotiate a better price with the dealer/seller. Be aware that dealerships will offer you added extras with the car such as extended warranty and service plans, paint protection, anti-theft protection, tyre insurance, privacy glass and so forth but choose wisely as these extras will inflate the overall cost of the purchase.
8. Decide how you’re going to pay for the car
Deciding how to pay for a car is an important step that deserves careful consideration.
Buying a car in cash is the best way to buy a car as you will avoid the cost of financing a car but most people simply don’t have large sums of cash for this purpose and so car finance makes buying a car far more accessible to many people, but only if you qualify!
If you qualify for car finance, consider putting down a deposit. A deposit is simply whatever amount you are able to afford but it’s important because it will reduce your overall cost and you will be able to reduce your monthly instalments.
The dealer will help you apply for finance and assist with curating a finance deal that is suitable for your particular budget and needs. Note that factors such as the interest rate you secure (Prime or Fixed), length of the contract term and a balloon payment will have a major impact on the overall cost of the car purchase.
Remember: Generally, the shorter the contract term, the higher your monthly instalment will be but you pay less interest over time. The longer the contract term, the less your instalment will be but you pay more interest over time.
Car finance is all about finding a manageable financial balance of what you’re able to afford but we would advise that you try and pay off your car loan as soon as possible to reduce the cost of interest over time.
If you’re blacklisted, you’re unlikely to qualify for car finance but buying a second hand car is still possible. You will therefore have to consider other options such as buying a cheaper used car in cash or opt for a rent-to-own option, but the latter option is expensive and not recommended if you’re already experiencing financial difficulties.
It’s important to remember that buying a car comes with additional financial responsibility and you also have to budget for car insurance, ongoing maintenance (regular servicing, tyres etc) and fuel.
Cars.co.za has a lot of useful resources to help you navigate the complexities of buying a car and we encourage you to read as much as possible so that you can make the best car buying decision possible.
Petrol-fed leisure double cabs used to rule the bakkie roost, but their prodigious thirst for 95 unleaded – and highly niche applications – greatly diminished their popularity. Now, thanks to plug-in hybrid tech, petrol bakkies are poised to proliferate again.
Over the past 20 years, luxuriously equipped leisure double-cab bakkies have replaced the BMW 3 Series and Mercedes-Benz C-Class as upper-middle-class South African families’ vehicles of choice.
Misunderstood by many, the leisure double cab is amazingly versatile. It combines a reasonably high spec with the ability to get your family to any venue – regardless of road conditions or route profile.
They work – everywhere
Is there no place to park outside Marble in Rosebank? It’s no problem if you drive a double cab; just hop over the kerb! Does the family want to go to an exclusive backcountry 4-star boutique hotel atop a hill, with the only access road being a shale-strewn dual track? A double cab, with its lockable rear differential and (often) 4-wheel drive, will oblige if an access road is a traction disaster…
The point is that double-cab bakkies enable true family adventure journeys. It’s not a marketing fallacy.
There’s the safety factor, too. Striking a pothole at 120 kph in a sedan or crossover can be a terrifying experience with horrible consequences. But in a bakkie? You’ll hear a thud and feel some shake through the cabin, but after making a slight steering correction, your journey will calmly continue. No dramas.
Twenty years ago, the apex Ford Ranger had a petrol engine… and a “4000 V6” badge on the tailgate.
Why are (nearly) all double cabs diesel-powered?
With South Africans willing to spend R1 million+ on double-cab bakkies, product planners are committed to ensuring they have many models to choose from. However, 1 peculiar issue is powertrain diversity.
Nearly all the leisure double cabs in the local market are (turbo)diesel-powered. South Africans prefer the range and balance of economy-to-performance that modern turbodiesel powertrains offer.
But what about PHEVs? This year, turbopetrol engines combined with plug-in hybrid tech will become available in the local bakkie market, which will test the turbodiesel’s status as the peak powertrain.
D40 Navara with its 198 kW 4.0-litre V6. Symbolic of what was on offer in the late 2000s.
In the late 2000s, all the core brands obliged with a petrol V6, if you wanted a range-topping double cab with linear power delivery, great overtaking acceleration, and garage-card-depleting fuel consumption.
The 7th-gen Toyota Hilux offered a 4.0-litre V6. So did the 2nd-gen Ford Ranger. And, of the group of petrol-powered V6 double-cabs available in South Africa during the late 2000s, the flagship Nissan Navara variant, with its 198 kW 4.0-litre V6, was the undisputed performance option. Even the brand renowned for its diesel engines, Isuzu, was in on the act with the 3.5-litre V6-powered KB350.
Why petrol double cabs waned in popularity
All these V6-powered double cabs had a very specific target market: drivers who needed bakkies that could easily cruise at high speeds and overtake long trains of slower traffic with confidence.
The idea of a V6 petrol being the apex engine choice appears almost counterintuitive in the current market dominated by turbodiesels.
For many South Africans who like to tow, the preference was (and is) for a naturally aspirated petrol engine with a linear, broad power delivery instead of the narrow powerband of a turbodiesel. That same powertrain characteristic makes petrol engines so much better for challenging sand and dune driving.
The Ford Ranger PHEV is rated at 680 Nm; its towing performance should be amazing.
PHEVs alleviate the consumption problem
The major drawback of those petrol V6-powered Hilux, Ranger, Navara and KB double-cab derivatives was high fuel consumption and, therefore, reduced range.
If you think range anxiety is “an EV thing”, you’ve never been churning through deep sand tracks in Botswana or Northern Mozambique in a V6 bakkie and seen the fuel-gauge needle falling in real-time (while hoping that there won’t only be diesel at the next rural fuelling point).
At any sensible operating speed, or in low-range sand driving, V6 bakkies were too heavy on fuel. And in stop-start urban traffic, they were equally thirsty. Many of these models delivered true 13-15 L/100 km real-world driving experiences. Cost and range limitations became overwhelming ownership issues.
The Ford Ranger PHEV and BYD Shark plug-in hybrid bakkies promise terrific overtaking and sand-driving performance… in conjunction with the benefit of nearly zero fuel consumption on your daily inner-urban commute. These PHEV double cabs are also more viable for overnight home charging because their batteries are about half, or less, the size of conventional electric vehicle (EV) battery packs.
With nearly 30kWh of battery capacity, there’s a lot of expectation with Shark.
Does China Build Your Dream double cab?
Shenzhen-based Build Your Dreams (BYD) is unquestionably the world’s most exciting car company. It’s legitimately taken on Tesla’s EV dominance in a way no legacy car company has been able to.
South Africans are excitedly awaiting the introduction of the BYD Shark double cab this year. As the brand everyone is talking about, and in the configuration that many South African buyers are most interested in (double cabs), the BYD Shark will be the most interesting new vehicle launch of 2025.
However, double cab bakkies are an incredibly tough market, as the failure of the Mercedes-Benz X-Class proved. BYD isn’t chancing its luck or trying to leverage the brand’s excellent public perception with its first double cab. It has spent a lot of money to overengineer its new bakkie.
Have you seen a double cab with as oversized rear-section lateral beams as these?
The BYD Shark has a secret…
And it’s not the impressive PHEV powertrain, which pairs a 1.5-litre turbopetrol with 29.6 kWh of battery capacity for a peak system output of 320 kW. The real overengineering is hidden from view.
Scrutinise the BYD Shark’s chassis and you’ll notice huge rear longitudinal beams. There’s more material in the Chinese bakkie’s rear section beams than you’d see in a conventional double cab, with the promise of immense, dare we say, Land Cruiser-rivalling chassis toughness and durability.
South African double cabs might spend most of their driving mileage on highways and smooth security estate paving. But they also encounter B-road potholes and adventure routes – severe off-highway road conditions that thoroughly test the integrity of a double cab.
With its market momentum creating all the resources it requires, BYD has spent engineering funds where it matters: on the Shark’s chassis. Double-cab buyers might value luxury appointments such as quilted leather trim and advanced infotainment, but they demand nearly unbreakable chassis integrity/durability.
GWM’s impressive P500 PHEV
The most successful Chinese bakkie brand in South Africa, GWM, has a PHEV option available for its P500 double cab. The Hi4T powertrain promises 110 km of pure electric driving range and features a 37.1 kWh battery pack. The total range potential is 880 km, thanks to the 70-litre fuel tank.
Severe fuel consumption is the GWM P500’s single biggest drawback, but the Hi4T-powered variant, which has admittedly not been confirmed for the South African market (yet), could create a terrific model range upgrade if it arrives in Mzansi. With milder inner-city and urban fuel consumption and powertrain outputs of 300 kW/750 Nm, it’s bound to deliver tremendous highway and sand-driving performance.
Ranger PHEV’s 6.9 kW loadbox powerpoint. Brilliant for finishing jobs after hours, without running a noisy generator set.
How likely is a petrol double-cab revival?
Today (February 2025), the South African new-vehicle market is markedly different to what it was in the late 2000s, when petrol-powered V6 double cabs were still widely available.
The Eskom power crisis has made South Africans some of the world’s most skilled off-grid and semi-independent solar users. And that innovation in how your home, office or industrial building converts rooftop solar to potential vehicle charging has created an exciting opportunity for petrol double cabs to make a big comeback as PHEVs.
The BYD Shark and Ford Ranger PHEV have compact battery packs that can easily be charged at home – without requiring an elaborate garage-charging configuration.
“But their pure-electric ranges are less than 50 km,” you say. Yes, but if your daily commute is less than that – and for many urban-based South Africans it is – a luxurious PHEV double cab could combust very little (or no) fuel on weekdays yet be able to travel long distances (mixed energy driving) on weekends.
It’s a very tempting powertrain offering. Smoother and more economical than any turbodiesel on a close-range daily urban commute. With terrific overtaking and sand-driving performance when required. And with much better-recharging convenience than a pure BEV.
How many fully electric vehicles, traditional hybrids and plug-in hybrids were sold in South Africa in 2024? Let’s take a closer look at last year’s official NEV sales figures…
Naamsa has finally released official sales figures for new-energy vehicles (NEVs) – that is, fully electric vehicles (EVs), traditional hybrids (HEVs) and plug-in hybrids (PHEVs) – in South Africa for 2024. Here’s what happened in this steadily growing section of the market…
According to the industry representative body, collective NEV sales (note, Naamsa seemingly doesn’t include mild hybrids in this group) from the 21 brands active in this space last year increased 100.6% year on year to 15 611 units. That means NEVs comprised 3.0% of Mzansi’s total new-vehicle market for 2024 (515 853 units), up from 1.47% in 2023.
Volvo says it registered 406 units of the EX30 in 2024, making it SA’s best-selling EV.
Last year’s 15 611-unit performance was, of course, a record for NEV sales in South Africa. As a reminder, this part of the local market enjoyed significant year-on-year gains of 421.7% (to 4 674 units) in 2022 and 65.7% (to 7 746 units) in 2023, though obviously off comparatively low bases.
According to Naamsa, sales of fully electric vehicles for Q4 2024 came in at 184 units, down from 209 units in Q4 2023 and likewise down from 324 units in Q3 2024. By our maths, that puts South Africa’s EV sales total for 2024 at 1 257 units, up 35.3% year on year and eclipsing the previous high of 929 units achieved in 2023. Take note, however, that this figure excludes local sales from BYD, which unfortunately doesn’t currently report sales numbers to Naamsa.
Interestingly, sales of plug-in hybrids in Mzansi in Q4 2024 outstripped those of fully electric vehicles, ending the 3-month reporting period on 260 units (more than double Q4 2023’s effort). However, our calculations suggest plug-in hybrids were still outsold by EVs locally over the whole of 2024, with PHEVs ending the year on 728 units (again, more than doubling 2023’s tally of 336 units). It’s our understanding the BMW X1 xDrive30e was SA’s best-selling PHEV last year.
Finally, that brings us to traditional hybrids, which yet again accounted for the overwhelming majority of NEV registrations in 2024, mostly thanks to dual-powered versions of the Prospecton-built Corolla Cross (which we’d estimate represented nearly 75% of this segment’s sales). In the final quarter of the year, as many as 4 157 units were registered, which – based on our arithmetic – pushes the HEV figure for 2024 to 13 604 units (a 108.7% year-on-year improvement).
We spent a few months reviewing the Mercedes-Benz EQB. Here’s what we discovered about the electric premium crossover, including insights into its running costs.
The all-electric Mercedes-Benz EQB is the zero-emission sibling of the Mercedes-Benz GLB, which is a surprisingly well-packaged and efficient premium crossover in and of itself. And, like its internal combustion engine (ICE) sibling, the all-electric EQB (350) is underpinned by the MFA2 compact car platform. Mercedes-Benz South Africa offers the model in 2 trim levels: Progressive and AMG Line.
The EQB also closely resembles a turbodiesel-powered GLB, but if you look closer you’ll spot EV design cues such as the closed-off grille and front bumper. The headlight and taillamp clusters are sleeker too, and the AMG Line alloy wheels look sensational; it’s one of the most stylish rim designs on the market.
The all-wheel-drive (4Matic) Mercedes-Benz EQB acquits itself well on sandy or gravel roads.
Automotive manufacturers’ sentiments towards electric cars have shifted from “everything must go electric” by [insert date] to “let’s roll out new EVs gradually”. And why? Supply now outstrips demand.
In mature markets (such as Europe), EV sales initially soared because early adopters took advantage of subsidies and killer deals, but when some of those incentives fell away, the take-up of EVs stalled. Cynics would say if products can’t sell well without subsidies, they’re simply not competitive or good enough, but fortunately, the input costs of electric vehicles (especially batteries) are trending down.
The Mercedes-Benz EQB’s taillamp arrangement is to different to the GLB’s.
But enough 2025 global market context, let’s focus on the Mercedes-Benz EQB 350 4Matic AMG Line. We’ve driven most of the battery-electric vehicle models on sale in Mzansi, but a standard 14-day test only covers the basics. By conducting this extended review, we gained an appreciation of the Benz’s talents, plus a better understanding of its quirks and, critically, its running costs (more about that later).
What we like about the Mercedes-Benz EQB
Performance and Economy
So, what have we learnt after a few months of electric vehicle “ownership” (during which we travelled about 4 500 km)? Well, right away, EVs make great commuter cars – if you do a lot of driving in dense traffic, you’re bound to use very little of your battery’s charge at city speeds, unlike petrol/diesel cars, which are more efficient on the open road. The overall driving experience is a little quieter and relaxing.
Some shopping centres have complimentary solar-powered EV-charging bays.
The performance-economy balance is both a positive and a negative. Like all electric cars, straight-line performance is zippy with instant response. When we tested this unit against the clock, it zipped from zero to 100 kph in 5.78 sec, which was quicker than Benz’s claimed time. Maybe the car was feeling inspired, but that’s pretty brisk for a baby SUV. Top speed is limited to 160 kph in the pursuit of efficiency (EV range is compromised by drag resistance).
Making use of one of the many public fast chargers. You pay for the speed and convenience, however.
While the Three-pointed Star claims the EQB can travel between 395–423 km on a fully charged battery, these numbers are subject to speed, temperature, wind, traffic and so on. What’s it like in the real world? Once charged to 100%, we were seeing around 325 km, which was disappointing. This range will erode if you’re playing with the drive modes and driving enthusiastically, but if you drive in Eco mode, you can go a bit further. Still, for most testers, 325 km was comfortably more than enough for the daily commute.
How much has it cost us to run the Mercedes-Benz EQB? You’ll need to multiply the cost of electricity in kilowatt hour by the car’s battery capacity. In the case of this EQB, that’s 66 kWh and my last home electricity bill stated a cost of R2.67 a unit. Our maths says that’s R176 to “fill up” the battery.
But, remember your kWh cost increases after the first 600 kWh purchased in a single calendar month. We checked an old electricity slip and were charged R3.78 a unit and, under that rate, the EQB would cost R251 to fully recharge.
Soaking up 85 kW of charging power!
Then there’s the cost of fast-charging stations, which are around R7/kWh, which, if you charge from fully depleted (which you’ll obviously never do) you’re looking at R400 per tank of charge. We are fortunate to have our own 22 kW AC charger at the office, which makes life a lot easier. Come to the office, plug in, work for a few hours, and return to the car with a full battery.
Recharging the Mercedes-Benz EQB at the Cars.co.za office.
In terms of consumption, we averaged 22 kWh/100 km, so based on the battery size, we were getting around 300 km of range. If you’re shopping for an electric car from one of the premium brands, it’s highly likely you’ll be getting a slightly quicker home charger too as part of your deal, and our attitude for EVs is that if you’re not driving it, you should be charging. In theory, you’d come home from work, plug it in your garage and the next morning, you have enough range to get to work and back.
My ABC rule applies to EVs: Always Be Charging.
Surprising Offroad Capability
While the Mercedes-Benz EQB spent most its time on the daily commute, its 165 mm of ground clearance and 4Matic all-wheel drivetrain made us wonder: “Could the EQB be useful off-road?”
Granted, we suspect the all-wheel-drive setup was more aimed at providing stability on snowy European winter roads, but could it truly offer off-road ability in South Africa?
Although the Mercedes-Benz EQB has better-than-expected off-road ability, dirt-tracking is not its forte.
To find the answer to that question, we headed for our local 4×4 course, which, after some recent rains was muddy and waterlogged in most places. With some bravery and careful planning, we managed to complete the basic course with the ‘Benz, with 1 tester noting that the Mercedes-Benz EQB offered a reasonable level of suspension travel and plenty of all-wheel drive traction.
That being said, the ‘Benz’s ride height (165 mm) is probably the bare minimum for a vehicle to be considered off-road-capable, and while our little dirt-track test satisfied our curiosity, we can’t in good conscience recommend using an EQB to traverse anything worse than an average gravel road.
Features and Comfort
But let’s forget about the EV stuff for a moment; does the Mercedes-Benz EQB tick all of the boxes as a premium crossover? Let’s take a look inside.
Right at the outset, the interior build quality of this model felt notably better than that of previous-gen Mercedes-Benz compact cars, which seemed too (hard) plasticky inside. This cabin feels solidly made, with tasteful materials and a premium feel to touchpoints. Benz owners will be instantly familiar with the controls and the perched driving position is great.
Our EQB felt a bit better assembled than some of the other compact ‘Benz models.
The MBUX touchscreen infotainment system is suitably sophisticated, with clear, high-res graphics and yes, you get Apple CarPlay and Android Auto, but only via a wired connection, which is a pity.
Nevertheless, a few USB-C ports are fitted (it’s time to recycle that trusty USB-A cable!) and the instrument cluster offers attractive display themes; we favoured the classy old-school look.
The MBUX system continues to receive praise from us thanks to its user-friendliness.
The Mercedes-Benz GLB and EQB are reasonably practical premium crossovers and, while they can be specified with a 3rd row of seats (for 2 small occupants), we’d say the models work better as 5-seaters. I’m 1.9 metres tall and when I sat at the back, I had just about enough legroom, but plenty of headroom.
We loaded up fishing gear, clothes and a 24-inch iMac computer for a remote working trip.
Meanwhile, the EQB’s load bay is one of the biggest in its class. We loaded it up for weekend getaways, as well as transporting a large oil painting and other bulky objects. You can operate the electric tailgate remotely via the key fob, but we would have liked a spare wheel instead of just a repair kit.
Dislikes?
Our biggest issue with the EQB is its price. Mercedes-Benz’s market strategy is to price its products around 10% higher than their rivals because ‘Benz “is transitioning from the premium to luxury market”.
Okay, but when customers do like-for-like comparisons, they’ll find they can buy an (also all-electric) BMW iX3 executive SUV for similar money, or a BMW iX1 (also the 2023/24 #CarsAwards EV category winner and pocket the change.
Purchasing considerations
An EV is a pricey proposition in Mzansi because of the higher import duty and additional tax that our Government levies on them. As a reminder, a petrol/diesel car gets hit with 18% import duty, whereas the rate for an electric car sits at around 25%. If you buy a Mercedes-Benz EQB and compare it with a turbodiesel-powered GLB, well, the former’s “Rands for range” ratio doesn’t look all that rosy.
A turbodiesel GLB makes more sense if you intend to travel long distances often.
Mercedes-Benz GLB 220d 4Matic AMG Line
Mercedes-Benz EQB 350 4Matic AMG Line
Price
R1 187 299
R1 437 300
Power + torque
140 kW + 400 Nm
215 kW + 520 Nm
0-100 kph
7.8 seconds
6.2 seconds
Claimed range
1 177 km
395–423 km
Tank size
60 litres
66 kWh battery
Claimed fuel/energy Consumption
5.1 L/100 km
19.7-18.1 kWh/100 km
Cost to fill/charge
R1 166.40 R19.44 diesel 50ppm Wholesale price
R176 at R2.67 per kWh R251 at R3.78 per kWh Public DC charging: R462 at R7 per kWh
Note that despite its higher list price, the electric-powered EQB is cheaper to run on a day-to-day basis, even with the higher-priced DC public charging factored in. The real kicker is that if you charge at home (using a 2- or 3-phase AC power outlet), you’ll save even more. Besides, if you can afford an EQB, it is highly likely you’ve got an array of solar panels installed to supplement your energy requirements.
If you’re considering going electric, another aspect to bear in mind is that EVs seem to depreciate steeply. We’ve noted that (lightly) used EVs are priced considerably lower than when they were new (usually with a higher percentage drop-off compared with ICE models). Much like with 1st-class sedans, for which demand is low, buyers prefer to buy EVs brand new, so demand for used examples is poor.
The Mercedes-Benz EQB looks like a shrunken off-roader but offers only 165 mm of ground clearance.
But what if there was a way to avoid a mortifying trade-in offer when the time comes to replace your EV? Perhaps you should consider a lease deal, which is perhaps the more astute path to EV “ownership”.
Through Mercedes-Benz Financial Services SA’s Agility Finance (if you qualify and pay a 10% deposit), you can drive an EQB for 3 years, to quote the standard agreement, on a GFV deal (based on 20 000 km per annum) and, at the end of the period, simply return the car. Essentially, you can enjoy a brand new EV for a number of years and not be saddled with a car that dealers may refuse to trade in (or offer very little for it) at the end of ownership. If you’d like to know more, click below.
The EQB 350 4Matic AMG Line retails for R1 437 300 (February 2025), which includes a 5-year/100 000 km maintenance plan, a 2-year/unlimited km vehicle- and an 8-year/160 000 km battery warranty.
Whereas South African new-car buyers have warmed somewhat to new-energy vehicles (petrol-electric hybrids, even of the plug-in variety) electric cars still are widely regarded as accessories for the wealthy.
Until the landed costs of electric cars can be improved, that perception is unlikely to change, but if you want to “make the switch” and are prepared to shop around for low-mileage demo EVs, you can still find value. Alternatively, a lease deal can help you to avoid being married to a steeply depreciating asset.
As for our time with the Mercedes-Benz EQB, we thoroughly enjoyed travelling 4 500 km in the Three-pointed Star’s electric premium crossover. It was enlightening to adjust to the “electric-car way of life” on the daily commute and occasional remote-working excursions. While there’s not much to fault with the EQB; it does bring a lot to the table. However, our biggest concern is what you get for the price.
Why? Right now, other EVs that offer more range than, and similar performance to, the EQB for a bit less money, include the Mini Countryman, Volvo EX30, BMW iX1 and others, but in the ‘Benz’s defence, none of them can match its luggage capacity and, subjectively, (dare we say “cute”?) baby off-roader looks.
The Ford Transit Custom Sport has touched down in South Africa. Here’s pricing and specifications for this sporty-looking van.
The Ford Transit range has been expanded with the Sport derivative which adds some flair and personality into the commercial space.
“The all-new Transit Custom introduced new levels of comfort, safety, technology and versatility to the van segment when it went on sale earlier this year. We are further expanding its appeal with the addition of the Sport version, which is a unique offering in the market that enables customers to stand out from the typical ‘white van’ crowd,” says Sunil Sewmohan Executive Director, Product Marketing Ford South Africa.
Impressively, the Ford Transit Custom is Europe’s best-selling 1-ton van and a repeat winner of the International Van of the Year. This generation model claimed the 2024 title.
The Ford Transit Custom Sport is available in a short wheelbase body style and features some eye-catching design elements like a sporty grille in honeycomb pattern, body kit, rear roof spoiler and 17-inch alloy wheels finished in matte black.
There are some cool racing stripes on the front bumper which go over the roof and down the rear doors, and the sharp-looking LED daytime running lights further add to its presence.
The sporty theme continues inside the cabin with blue accent stripes on the seats. These offer heating functionality while the driver gets 6-way power adjustment and lumbar support.
Customers will benefit from a 13-inch landscape touchscreen infotainment system which features Ford’s SYNC 4 operating system with wireless Apple CarPlay and Android Auto. The driver gets a 12-inch instrument cluster with an 8-inch configurable display. Further connectivity is provided by numerous USB-A and USB-C ports dotted around the cabin.
Of course, this van needs to work and Ford says the new platform “provides improved space and packaging, along with a lower floor height for easier loading and an overall vehicle height of under two metres to improve access.” The load compartment has a length measuring 2 602mm up to the bulkhead and a width of 1 392mm between the wheel arches.
With a maximum load volume of 5.8m3, it can carry up to three standard Euro pallets with a payload up to 1 023kg. Both rear doors open to 180-degrees while the side doors have soft-close functionality and are powered.
Further clever touches include the tilting steering wheel which doubles as a table when you’re not driving. A good place to put your lunch or sign paperwork then. Interestingly, this will be an added-cost option and is only available from the 2nd quarter of 2025.
Under the bonnet is an updated version of Ford’s 2.0-litre Single Turbo EcoBlue diesel four-cylinder engine and it makes 125 kW and 390 Nm. An 8-speed automatic transmission sends this to the front wheels and the vehicle features five driving modes (Normal, Eco, Slippery, Tow/Haul, Sport).
There’s a 55-litre fuel tank as well as an additional 20-litre tank for AdBlue diesel exhaust fluid. There are 6 airbags, anti-lock brakes, stability control as well as an assortment of semi-autonomous systems like Evasive Steer Assist, Pre-Collision Assist with Autonomous Emergency Braking, Intelligent Adaptive Cruise Control, Blind Spot Monitoring and Assist, Driver Alert with Impairment Monitor, Lane Keeping Aid, Roll Over Mitigation, Intelligent Speed Assistance with Speed Sign Recognition and we’re happy to see a tyre pressure monitoring system.
How much does the Ford Transit Custom Sport cost in South Africa?
Ford Transit Custom Sport Short Wheelbase Van 2.0L SiT 8AT
R938 000
The recommended Retail Price includes a 6 year/90 000km Ford Optional Service Plan, four-year/120 000km Ford warranty, four-year/unlimited distance Roadside Assistance and five-year/unlimited distance corrosion warranty. In addition, over the counter (OTC) parts and service parts warranty (SPW) are covered for two-year/unlimited distance. The recommended service interval is 15 000km or annually, whichever occurs first.
Customers have the option of purchasing Ford Protect Service or Maintenance Plan upgrades up to eight years or 165 000km. The warranty can be extended up to seven years or 200 000km, while the Roadside Assistance can be extended for an additional one or two years.
