Toyota Land Cruiser 300: SA scores spec updates for 2025
The Toyota Land Cruiser 300 has quietly received a few specification updates for 2025. Here’s what has changed for SA as well as a look at the latest local pricing…
The Toyota Land Cruiser 300 range in South Africa has quietly received a handful of specification updates, with all derivatives in the local portfolio gaining some degree of extra standard kit.
As before, the local J300-series range – which hit the market back in September 2021 as a replacement for the long-running Land Cruiser 200 – comprises 5 derivatives, with the special-edition variant we reported on in mid-2024 since having come and gone.
Exterior styling is unaltered, while the pair of V6 powertrains on offer – a 3.3-litre turbodiesel engine (225 kW/700 Nm) and a 3.4-litre turbocharged petrol motor (305 kW/650 Nm), each driving all 4 wheels via a 10-speed automatic transmission – likewise carry over.
So, what has changed? Well, all derivatives gain “longitudinal vehicle control”, which Toyota SA Motors describes as “a system that helps to regulate the vehicle’s cruise velocity”. In addition, the Japanese automaker says the cover under the engine is now equipped with an “insulator”.
Again serving as the entry point to the line-up, the Land Cruiser 300 3.3D GX-R scores the most significant upgrades, moving from 4 audio-system speakers to 6, while also gaining an electro-chromatic rear-view mirror, wireless smartphone charging, a USB charger up front and Toyota’s Multi-Terrain Select system. That has, however, seen the GX-R’s price increase by R31 300 to R1 512 100.
From what we understand, the ZX and GR-Sport grades – which each attract a more marginal increase of either R3 400 or R3 500, depending on the derivative – now feature an additional HDMI port up front and upgrade from Toyota Safety Sense 2.0 (a suite of active-safety and driver-assistance systems) to Toyota Safety Sense 3.0. Finally, the Parking Support Brake Control function gains pedestrian detection.
For the record, the Land Cruiser 300 3.3D ZX now starts at R2 037 600, with the Land Cruiser 300 3.5T ZX coming in at R2 077 200, the Land Cruiser 300 3.3D GR-Sport at R2 094 400 and the range-topping Land Cruiser 300 3.5T GR-Sport at R2 130 000.
How much does the updated Land Cruiser 300 cost in SA?
Toyota Land Cruiser 300 3.3D GX-R – R1 512 100
Toyota Land Cruiser 300 3.3D ZX – R2 037 600
Toyota Land Cruiser 300 3.5T ZX – R2 077 200
Toyota Land Cruiser 300 3.3D GR-Sport – R2 094 400
Toyota Land Cruiser 300 3.5T GR-Sport – R2 130 000
The prices above include Toyota’s 3-year/100 000 km warranty and a 9-service/90 000 km service plan (with intervals of 10 000 km).
The mid-sized Volvo XC60 facelift has just been revealed. Here’s a first look at the changes, including the new Google infotainment system.
The Volvo XC60 facelift gets another update in an effort to keep it relevant. As a reminder, this second-generation XC60 has been the Swedish brand’s best-selling product in the world since its debut back in 2017.
Visually, the Volvo XC60 facelift gets the same stylish grille as the one seen on the updated XC90 as well as new-look alloy wheel designs, new paint options as well as darker taillamps. It has always been a striking car in terms of design and we don’t think much was needed in this department.
The cabin is where the biggest changes have occurred. There are new materials like Quilted Nordico and Navy Herringbone Weave, and if these sound fancy, well then mission success as Volvo say they’re used for a more premium ambience. There’s also a new and more powerful wireless phone charger and new cupholders.
The biggest change is the new infotainment system. The screen’s physical size has increased from 9 to 11.2-inches and there are more pixels for sharper graphics. Under the skin is Qualcomm’s Snapdragon Cockpit Platform which Volvo says offers faster processing speeds as the predecessor.
As before, Google services are included, things like Maps, Youtube and so on, and the new-look interface is not just reserved for this XC60 facelift and EX90/XC90 facelift. Volvo says it send this out via an over-the-air update to all Volvos newer than 2020.
It looks like the powertrains have been carried over and as a reminder, these comprise both mild-hybrid petrol engines with B-badging as well as the T-badged plug-in hybrids.
BMW Vision Driving Experience Previews Neue Klasse Production Cars
This radical-looking thing is the BMW Vision Driving Experience. Under the skin is a high-tech management computer and software which the German brand claims is 10 times faster than previous systems.
The BMW Vision Driving Experience is essentially a rolling test rig for a new-generation of computer management technology. BMW went to great lengths to point out that this creation won’t be put into production, but you can expect some of the design elements to reach the Neue Klasse series of vehicles.
The first of the fully-electric Neue Klasse units will be revealed towards the end of 2025 from our understanding and the production will be at the BMW Group Plant Debrecen which is in Hungary.
Back to this outrageous-looking thing. The BMW Vision Driving Experience has a piece of tech inside it known as the Heart of Joy. Essentially, this small black box is the control unit for the drivetrain, brakes, charging, brake recuperation and steering functionality. BMW claims it can process data and information 10 times quicker than the current systems. It’s able to compute the entire driving dynamic functionality with previously unheard of speed and precision.
The Heart of Joy allows four important control units to be brought together within a single high-performance computer. Functions like drivetrain, driving dynamics, braking were all previously separated and had their own algorithms.
Cynically, and based on current cars experiencing minor software glitches, you could be concerned that there’s too much digitalisation at play here – I know I am. Have we gone too far? What is the point of such advanced computing power in a car? BMW reckons that due to the Heart of Joy, the vehicle’s will be nicer to drive with more engagement in the sportier derivatives and lets not forget the efficiency benefits too.
As for the vehicle itself, there’s a crazy amount of grunt on offer as BMW is trying to push the limits. No power figure was given, but 18000 Nm was claimed with BMW saying that if the computers can process and handle these outrageous outputs, then it should be able to handle daily driving with ease.
But one of the coolest functions we’ve ever seen on a concept has to be the illuminated wheels which change colour based on current function. Acceleration is green, energy recuperation emits a blue colour and hard braking goes orange.
The camouflage of the BMW Vision Driving Experience will be removed at the Auto Shanghai 2025 which takes place at the end of April.
We’ve discovered a fresh trademark filing that suggests the BYD Seal 6 GT electric hot hatch – boasting up to 310 kW – could be in the Chinese firm’s plans for South Africa…
After a relatively subdued start in South Africa, BYD looks to be ramping up its local operations, with the Shark 6, Sealion 6 and Sealion 7 all set to launch soon. And, judging by recent trademark filings, yet more models are on the horizon, potentially including the BYD Seal 6 GT electric hot hatch.
Yes, Cars.co.za has discovered that BYD Auto’s global head office applied to trademark “BYD Seal 6 GT” in South Africa in early January 2025, with the status currently listed as “pending”. Interestingly, this badge is slightly different to the “Seal 06 GT” moniker used in China.
In China, this model wears the “Seal 06 GT” nameplate.
Of course, we should point out that a trademark application is by no means a guarantee the automaker will use the badge in question. But it certainly appears that this electric hot hatch is at least under consideration for Mzansi.
As an aside, the Shenzhen-based firm filed to protect several other nameplates locally late in 2024, including “M6”, “M9”, “e6” and “V9”. Then, in January 2025, it applied to trademark “BYD Seagull” in SA after doing the same with “BYD Dolphin Mini” – the export name for this model – about a year prior. Should the latter receive the green light for Mzansi, it would likely slot in below the Dolphin as the brand’s most affordable EV.
BYD’s 15.6-inch rotating infotainment screen, present and correct.
But back to the BYD Seal 6 GT. Measuring 4 630 mm from nose to tail, this battery-powered 5-door model is rather lengthy for a hatchback, coming in at a considerable 340 mm longer than the Volkswagen Golf 8 R, for instance. Its 2 820-mm wheelbase also promises plenty of interior space.
Revealed in its domestic market as recently as August 2024, the Chinese-spec Seal 06 GT is available in both rear- and all-wheel drive. The rear-driven version offers peak outputs of 160 kW and 310 Nm, with its single electric motor drawing urge from a 59.52 kWh battery pack. The listed 0-100 kph time is 7.5 seconds and the claimed range is around 505 km.
BYD says the all-paw version can reach 3 figures in under 5 seconds.
The dual-motor derivative, meanwhile, churns out a whopping 310 kW and 510 Nm, upgrading to a 72.96 kWh battery. As a result, the claimed 0-100 kph sprint time falls to 4.9 seconds (slightly slower than a Golf R, likely due to the weight penalty that comes with a hefty battery pack), while the listed range climbs to approximately 550 km.
If the Seal 6 GT were to come to South Africa, it would likely be positioned below the Seal sedan, which currently kicks off at R999 900. Currently, BYD markets only the Dolphin, Atto 3 and Seal electric vehicles in South Africa. However, the Shark 6 PHEV bakkie, Sealion 6 PHEV and the Sealion 7 EV are coming soon. Whether the Seal 6 GT will indeed follow them, of course, remains to be seen…
Previous generations of the Wolfsburg-based brand’s family car were very popular in South Africa. The 3rd-gen model again looks like a strong competitor, but given its stiff competition, is the 2025 Volkswagen Tiguan a class leader – or an also-ran?
More than 40 000 Tiguans had found homes in Mzansi before this 3rd-gen model was launched in 2024. Its predecessors were frontrunners in the medium SUV/family segment, but the 2025 Volkswagen Tiguan faces much stiffer competition than they did. The local arrivals of particularly high-value Chinese models (especially from GWM/Haval and Chery/Jaecoo/Omoda) have truly disrupted this sector of the market.
Our 2025 Volkswagen Tiguan test unit was specced up the Life Plus package. Onlookers praised the rear light bar design.
The 2025 Volkswagen Tiguan (in 1.4 TSI R-Line guise) is vying for a category win in the 2024/25 Cars.co.za Awards, sponsored by Absa. We recently spent a month with the 1.4 TSI Life derivative, taking in numerous long-distance trips, gravel-road driving along the Garden Route, and making full use of its cabin flexibility (and the fitment of a tow hitch) to discover the strengths and weaknesses of the model.
Stylish, but mind the options!
The 2025 Volkswagen Tiguan is a slightly bigger car than before, and features more rounded styling than its chiselled predecessor – it clearly borrows styling cues from the SA-bound ID.4 electric crossover.
18-inch Bologna alloy wheels are included in the Volkswagen Tiguan’s Life Plus trim pack.
Some will appreciate those aesthetic elements, and others won’t, but as a team, we feel the Tiguan has lost a bit of character. Then again, it is a design that “dresses up well”. Several onlookers commented favourably on the design, particularly the rear light bar, as well as the striking 18-inch Bologna alloys.
Our test unit was specified with the R18 000 (February 2025) panoramic sunroof.
Those attractive wheels are optional, however (17-inch Bari wheels are standard); they’re bundled with the Life Plus package (R20 700) that also includes Adaptive cruise control with forward-collision warning and brake reaction, rear-traffic alert, a lane-change system and a reverse-view camera.
The 2025 Volkswagen Tiguan is positioned as a tech leader in its segment; its fascia design certainly suggests as much.
You also have to consider that the desirable tilting and sliding panoramic sunroof is optional, specifying it will add another R18 000 to the base price of R716 900.
Move inside and the changes are very easy to spot. Tech is the dominant theme, with a large (12.9-inch as standard) central infotainment screen with crisp and clear graphics taking pride of place.
The 12.9-inch infotainment touchscreen looks very smart and has crisp, clear graphics.
Fronting the driver is a neat (and configurable) 10-inch digital instrument cluster. Available as an option is an even larger (15-inch) screen, which is combined with dual wireless charging pads.
VW has freed up centre console space by installing a column-mounted transmission lever in the Tiguan.
Another nice touch is the placement of the transmission stalk behind the steering wheel, which frees up space in the centre console. Speaking of which, here you can find a single rotary knob (called the Driving Experience Dial) to control both the volume of the audio system, as well as selecting driving modes.
If you specify Varenna leather trim, you also gain massage- and climatic functions for the front seats.
Overall, it’s an attractively designed cabin, but you must be mindful of the optional extras: what you see isn’t quite what you get (as standard). The lovely Varenna leather trim is optional (R24 800), but includes massage-, heating- and ventilation functions, plus electric adjustment (with memory) for the front seats.
Loading up
The 2025 Volkswagen Tiguan is 30 mm longer and 4 mm wider than its predecessor, but has a marginally shorter wheelbase. Nevertheless, the newcomer’s cabin packaging is impressive.
The test unit was specced-up to include electrically adjustable front seats (with memory and lumbar support).
The load-bay capacity is claimed to be 37 litres bigger than before (at 652 litres), making it one of the most capacious in its segment. The rear seatbacks can be tumbled forward by using levers mounted in the walls of the load bay, and they fold almost completely flat, which aids practicality.
Another plus is the fitment of an actual spare tyre underneath the boot floor, instead of a tyre repair kit.
Rear passengers are afforded more than enough head- and legroom in the 2025 Volkswagen Tiguan.
Our Tiguan test unit was also fitted with the optional mechanical swivelling and power-detachable trailer hitch (a R20 700 extra cost) as well as the electric Easy-Open tailgate (R11 700).
Even when the 2025 Volkswagen Tiguan was fully occupied during longer trips, there were no complaints from passengers: rear legroom is excellent, and rear ventilation outlets keep passengers seated in the back cool. And, at the front of the cabin, several more nice touches boost the VW’s overall practicality.
There is a large, configurable storage area between the front seats (as shown above – it’s located underneath a welcome armrest), and we love the flap over the charge pads, which creates a neat additional surface (rubberised, too) for storage of smaller items.
In addition to dual wireless charge pads fitted to our vehicle (shown below), there are also two USB-C ports to keep devices charged.
Performance and Efficiency
This Tiguan derivative is powered by Volkswagen’s well-known 1.4-litre 4-cylinder turbopetrol engine that delivers up to 110 kW and 250 Nm of torque. Both these outputs are on the low side, compared with those of its segment rivals, but the Tiguan is a significantly lighter vehicle: it tips the scales at 1 384 kg.
Consequently, its performance hasn’t been impacted too much, with the claimed 0-100 kph figure (9.2 seconds) being more or less on par with rivals.
Although the test unit didn’t match Volkswagen’s claimed fuel consumption for this model, it was not much thirstier either.
Mated with the brand’s 7-speed dual-clutch transmission, the focus has really been on delivering a balance of performance and efficiency, with the weighting slightly balanced towards the latter.
Volkswagen claims an average consumption of 7.6 L/100km, and we averaged about 8.4 L/100 km during the month-long test. Given the 55-litre tank, you should be able to travel around 650 km between refills.
These functions make parking and manoeuvring the Tiguan a cinch.
Under full load, there is a noticeable dip in performance at or near the speed limit, and it’s something to bear in mind especially if you are considering towing regularly. The tow rating is 1 900 kg (braked trailer).
General Driving Experience
There is a fairly noticeable difference in the driving experience provided by the new Tiguan vs that of the previous-gen model. The low-speed ride is not very supple, perhaps exacerbated by the bigger wheels.
The Tiguan has a less pliant ride quality than its predecessors, but the optional (bigger) wheels don’t help in that regard.
As a result, poor road surfaces can be felt (and heard) in the cabin. The 2025 Volkswagen Tiguan is also lighter than the previous model (even though it’s a bigger vehicle), pointing to potential weight-saving measures that could explain the “thinner” feel (in terms of cabin insulation).
Also, the 1.4 TSI Life’s throttle mapping is not ideal. The test unit exhibited significant lag, particularly in start-off/pull-away conditions, followed by a quick ramp-up in power delivery that sometimes resulted in undesired wheelspin (and traction problems on gravel/sand); remember, this variant is front-wheel drive.
You can switch between drive modes and adjust the audio by using the animated rotary controller (Driving Experience Dial).
That said, the Volkswagen’s throttle mapping is, however, something one can get used to with time.
Happily, both the ride comfort and throttle mapping issues largely disappear on the open road, where the Tiguan feels a lot more comfortable. In such conditions, it is a comfortable, refined cruiser.
On gravel, the Tiguan is a sure-footed companion (provided the surface is relatively good), but its firm ride quality does make it feel skittish on corrugations.
A few niggles
As stated earlier in this review, Volkswagen has positioned the 3rd-gen Tiguan as somewhat of a tech leader in the segment; it boasts various advanced safety features – some are standard, but some are not.
As part of the optional Life Plus Package, the Tiguan gains adaptive cruise control and forward-collision warning and braking reaction to vehicles, pedestrians and cyclists, as well as rear-traffic alert.
This package costs a not insignificant R20 700 and also includes a useful reverse-view camera and those lovely 18-inch wheels. Unfortunately, some of the tech features were problematic.
Very early during the 1.4 TSI Life‘s tenure in our fleet, the test unit’s Front Assist function failed, which made adaptive cruise control unavailable. This system would have been particularly helpful on the long-distance trips we were planning, but it remained unavailable for the duration of the evaluation.
Furthermore, the car’s assistance systems are way too sensitive in general, causing heartstopping braking situations when manoeuvring at low speeds. Of course, some of these features can be switched off, but then what would be the point of having them in the first place (let alone paying for them)?
Finally, the left centre ventilation outlet in the front of the car (shown above) “seized”, meaning that the horizontal direction of the airflow could no longer be altered.
Price and after-sales support
The Volkswagen Tiguan 1.4 TSI Life retails for R716 900, which includes a 3-year/120 000 km warranty and a 5-year/90 000 km service plan. Note, however, that the vehicle as tested (and fitted with the options outlined in this article) costs R812 800.
At its list price (pre-options), the 2025 Volkswagen 1.4 TSI Life looks like an attractive option in this segment, with a desirable badge, pleasing spaciousness and an admirable spread of features. At the price as tested, however, it is considerably more difficult to make an argument in the Tiguan’s favour.
As it stands, we think the 2025 Volkswagen Tiguan will continue to appeal to VW brand loyalists (of which there are MANY in Mzansi), but for brand-agnostic consumers, particularly those who prioritise value-for-money, the purchasing proposition offered by the Tiguan may no longer be strong enough.
Looking for the best new budget cars in Mzansi? Then consider the finalists in that category of the 2025 #CarsAwards, sponsored by Absa. This article examines the major differences between the Suzuki Swift, Hyundai Exter and Mahindra XUV 3XO.
The Budget Car segment is one of the most important sectors of the new-car market because it yields significant sales volumes. Budget Cars are likely to be the first new cars that many motoring consumers will buy; therefore, value for money, low running costs, good after-sales support and even safety features are important. The best budget cars each represent “as much new car as you can get for your money”.
Mahindra XUV 3XO 1.2T MX3: The Mahindra 3XO deserves its finalist position because it’s a strong buying proposition and proving to be popular on the local market. View the XUV 3XO’s price & specs
Watch Ciro De Siena compare these 3 budget cars at the Gerotek proving grounds:
This article aims to help you, the consumer, make an informed buying decision when shopping for the best budget cars. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.
This article will cover key aspects including Performance & Efficiency, Interior Features & Safety, Dimensions & Practicality, as well as Pricing & Warranty details.
If, at the end of this article, you are still undecided about what to buy, you are more than welcome to contact us for advice via X, Facebook or Instagram. Our experienced test team will gladly assist you.
What to buy? Suzuki Swift vs Hyundai Exter vs Mahindra XUV 3XO
Performance & Efficiency
Suzuki Swift 1.2 GLX
Hyundai Exter 1.2 Executive
Mahindra XUV 3XO 1.2T MX3
Powertrain
1.2-litre, naturally-aspirated, 3-cylinder, petrol
1.2-litre, naturally-aspirated, 4-cylinder, petrol
1.2-litre, turbocharged, 3-cylinder, petrol
Power Output
60 kW
61 kW
82 kW
Torque Output
112 Nm
114 Nm
200 Nm
Transmission
5-speed manual / CVT
5-speed manual
6-speed manual
Fuel Consumption
4.4 L/100 km
5.7 L/100 km
5.3 L/100 km
Suzuki Swift
Built on Suzuki’s Heartect platform, the 4th-gen Swift is still one of the most fun and engaging cars to drive in this segment. Under the bonnet is a 60 kW/112 Nm naturally-aspirated 3-cylinder 1.2-litre petrol engine paired with either a 5-speed manual- or continuously variable automatic transmission (CVT).
While its outputs on paper are average at best, the Swift’s performance delivery will surprise you and its low real-world fuel consumption makes it a strong buying proposition for budget-sensitive buyers.
Hyundai Exter
With similar outputs to the Swift, the Hyundai Exter offers a similar level of performance, but is perhaps less sporty or engaging to drive than its Japanese rival.
Nonetheless, the Exter is a capable urban runabout with good general driving dynamics and thanks to its low kerb weight, it can scoot around town with zeal, even if its performance wanes at highway speeds.
Mahindra 3XO
In this company, the Mahindra XUV 3XO’s 1.2-litre 3-cylinder turbopetrol engine stands out by virtue of its superior power and torque outputs (82 kW/200 Nm). As such, the XUV 3XO is a strong performer with its gutsy engine delivering a good turn of pace that many buyers in this segment will appreciate.
Even with more power, the XUV 3XO still manages to return good fuel economy, thereby striking an attractive balance between performance and economy (a claimed 5.3 L/100 km).
Interior Features and Safety
For this feature comparison, we will compare the finalist derivatives from each model range.
Bluetooth, Voice Control, USB-C, no wireless charging
Bluetooth, 2 USB (front and rear) front USB
Rear View Camera
Yes, rear
Yes, rear
None
Steering Adjustment: Rake / Reach
Yes, rake and reach
Yes, rake and reach
Yes, rake and reach
Cruise Control
Yes
Yes
Yes
Air Conditioning
Climate control
Manual air conditioning
Manual air conditioning
Panoramic Sunroof
No
No
No
Upholstery / electric seats
Fabric upholstery
Fabric upholstery
Fabric upholstery
Front / Rear Park Distance Control
Rear only
Rear only
Rear only
Safety Features
6 airbags, ABS with EBD, Brake Assist, Electronic Stability Control (no traction control).
6 airbags, ABS (no EBD), tyre pressure monitoring.
Note: No Brake Assist or ESP
6 airbags, ABS, Electronic Stability Control (no traction control)
Note: No EBD, Brake Assist
Interior features summary
As for the cars’ feature lists, the Swift 1.2 GLX offers an admirable array of standard equipment including safety features, which partly explains why the Suzuki is a popular choice in the budget segment.
The Hyundai Exter 1.2 Executive is also reasonably specced, but bear in mind that it doesn’t have climate control (automatic aircon) and, in terms of safety, it lacks brake assist and electronic stability control. If a (relatively) comprehensive safety spec is important to you, the Korean offering loses some points here.
Jumping inside the Mahindra, the XUV 3XO impresses with its tech-forward design approach with its large touchscreen and digital instrument cluster adding a more premium look and feel to the cabin.
Even so, a reverse-view camera is not included in the MX3 trim grade and buyers will have to live with manual- instead of auto aircon. Brake assist and EBD are also not fitted to this variant of the XUV 3XO.
Dimensions and Practicality
Suzuki Swift
Hyundai Exter
Mahindra XUV 3XO
Length
3 860 mm
3 815
3 990 mm
Width
1 735 mm
1 710 mm
1 821 mm
Height
1 520 mm
1 631 mm
1 647 mm
Wheelbase
2 450 mm
2 450 mm
2 600 mm
Ground Clearance
145 mm
185 mm
201 mm
Rear Seating Configuration
60:40 split
Single folding backrest
60:40 split
Load Bay Capacity
265-580-948 L
290-1275 L
364 L
Practicality Summary
The Exter and 3XO have higher ground clearance which is useful for gravel driving.
As highlighted in the table above, the Mahindra XUV 3XO is the largest of the 3 models and importantly, it also has the longest wheelbase. That translates into more space for luggage and passengers.
On the subject of luggage space, the XUV 3XO is claimed to have the largest load capacity at 364 litres. Note that the Exter’s practicality is impinged by its rear seatback that folds down, yes, but doesn’t split.
Finally, the XUV 3XO has the highest ground clearance, followed by the Exter – which will be useful if you plan on driving on gravel roads regularly. The Swift, by contrast, is more suited to driving on tar only.
All 3 finalists in the Budget Car category of the 2024/25 Cars.co.za Awards, sponsored by Absa are excellent choices in their own right and your final decision will depend on your needs and budget.
From an affordability perspective, the Suzuki Swift is a strong value proposition with the 1.2 GLX manual priced well below R300k. Similarly, the Hyundai Exter will appeal to buyers looking for a quirkily-styled compact crossover and Hyundai’s comprehensive vehicle and powertrain warranty sweetens the deal.
If you’re looking for a car with a larger footprint and, therefore a more spacious interior, the Mahindra XUV 3XO is certainly worth considering as it offers punchier performance and a modernised interior.
We hope that this article has helped you to make an informed car-buying decision.
Note that the #CarsAwards winners will be announced on 27 February 2025.
V8-powered Range Rover Sport P530 back in SA line-up!
The Range Rover Sport P530 has returned to the local line-up, offering 390 kW from its twin-turbo 4.4-litre V8 petrol engine with mild-hybrid assistance. Here’s what it costs…
When the 3rd-generation Range Rover Sport debuted in South Africa back in 2022, fewer than 60 units (all in “First Edition” guise) of the P530 flagship were allocated to Mzansi. Now, however, this V8 powertrain has quietly returned to the local line-up.
Yes, after a bit of a hiatus, the Range Rover Sport P530 is back, again powered by a twin-turbo 4.4-litre V8 petrol engine with mild-hybrid assistance. As a reminder, this BMW-sourced (N63) motor generates 390 kW and 750 Nm, peak outputs delivered to all 4 wheels via an 8-speed automatic transmission.
That’s enough, according to the British automaker, to propel the Solihull-built premium SUV from zero to 100 kph in 4.5 seconds. The powertrain’s listed combined fuel consumption, meanwhile, comes in at 11.8 L/ 100 km.
Thanks to the eagle-eyed folks over at duoporta.com, we can confirm this powertrain is again available locally, though now in the following 2 forms (with the “First Edition” having long since fallen away): the Range Rover Sport P530 Dynamic HSE starting at R2 859 000 and the Range Rover Sport P530 Autobiography kicking off at R2 928 200.
That sees the returning P530 slot in above the P360 (6-cylinder turbopetrol), D350 (6-cylinder turbodiesel) and P460e (6-cylinder plug-in hybrid) but below the likewise V8-powered P635 SV Edition Two. Of course, the latter – which costs R3 971 500 and generates an even headier 467 kW and 750 Nm – is a limited-run derivative, with very few units having been set aside for SA.
For the record, the Dynamic HSE grade includes features such as 22-inch “Satin Dark Grey” alloy wheels, Pixel LED headlights, a Meridian 3D surround-sound system, semi-aniline leather seats, 20-way adjustable (heated and ventilated) front seats, heated-and-ventilated power-reclining rear seats and the “Dynamic Exterior Pack”.
The Autobiography trim level, meanwhile, upgrades to 22-way power-adjustable front pews, complete with a massage function, plus “winged” headrests (front and rear). It furthermore scores a black contrast roof (with a sliding panoramic sunroof), an “SV Bespoke” leather upgrade and premium cabin lighting with illuminated treadplates featuring the “Autobiography” script.
How much does the Range Rover Sport P530 cost in SA?
Range Rover Sport P530 Dynamic HSE – R2 859 000
Range Rover Sport P530 Autobiography – R2 928 200
The prices above include a 5-year/100 000 km warranty and a maintenance plan with the same parameters.
Depending on your relationship with your needs, money, neighbours and approach to mobility – your experience as a car shopper could either be painless, even fun – or harrowing and unpleasant, especially if you make an unwise purchase. These tips may help you to avoid the common mistakes that too many car shoppers make.
Tech has come a long way towards empowering the car shopper, with online automotive retail portals such as Cars.co.za offering buyers thousands of new and used listed vehicles that are searchable by a range of user-defined criteria – and for which news stories and reviews can be found on the same site.
Combined with tools such as an affordability calculator and resources devoted to car finance, -insurance and -warranties, websites like Cars.co.za exist to inform and empower the car shopper (wherever they are on their car-buying journey) to ultimately make a smarter, well-informed purchasing decision.
Still, as the 2nd-biggest purchase most people will ever make, along with social pressures to manifest an aspirational aspect of upward mobility or portray a certain image, consumers are often (mis)guided by a range of emotional needs and responses to their tyre-kicking trip, ranging from to the rarely-rational to the all-too-often-ridiculous. Forethought and knowledge, however, will make you a smarter car shopper.
The feverish car-buying impulses I allude to are particularly prevalent among automotive enthusiasts and amplified in the realm of highly-sought-after models, where the temptation to buy a rare collectable paired with the prospect of the social status it would bring all too predictably steamrollers sensibility.
And all the more so when there are no alternatives to consider as a benchmark, or the purchase decision is rushed for fear of losing out. A smarter car shopper, by contrast, lets their head override their heart.
What to keep top-of-mind when car shopping
Do proper research about a product – study its line-up and model-life evolution. From SUVs to sportscars, certain models are deemed more stylish or “must-have” than others. Alternately, stock shortages of new vehicles necessitate buyers to look to used units. In both cases, the hyped notion of “a must-have” limits the options available to the buyer, and crucially, in many cases, clouds their judgement.
By implication, even though a desirable model has been subject to a recall or is known to suffer from poor reliability, that fact matters little to an eager would-be buyer. Had the vehicle been a parlously-kept garden-variety Toyota Corolla or compact crossover, the car shopper wouldn’t have given it a 2nd look!
So would-be buyers may eye popular models such as Volkswagen’s Golf 5 and 1st-gen Tiguan oblivious to the fact the short-lived twin-charged 1.4 TFSI engine (with a super- and turbocharger) was a piston-muncher best avoided. Or, evolution-wise, that BMW’s B58 3.0-litre inline-6 that replaced the N55 was more economical and powerful; or that the VW Amarok V6 bakkie was offered with 3 outputs over time…
Choosing the wrong model, or even derivative, may result in buyer’s remorse down the line. A smarter car shopper should check out Cars.co.za Buyer’s Guides, which lists the entire line-ups (from early to late derivatives), expected asking prices, plus pros and cons of popular models, as part of their legwork.
Ask for honest advice, not for opinions that will confirm your bias(es). We all know that guy. The one that asks and gets a hundred people brawling over whether the Toyota Hilux or the Ford Ranger is best, but in the end, he buys a Nissan Navara because that’s all he truly wanted all along. And no matter what he’s told, he can’t be swayed, regardless of whether it’s factually the best buy in its segment or not.
Don’t overlook defects because a model is a “once-in-a-lifetime” find. The rarer the car, the higher the emotion. Oil puddles, smoky engines and rattly tappets are all red flags for high impending repair bills, but all downplayed in moments of besottedness. And, if only a handful of the specific model in question was sold, parts may be harder to source – locally or internationally. It’s not always easy, but keep a level head, or prepare to watch your wallet wilt and/or wait an eternity for parts to surface.
Test-drive more than 1 example of the model you’re considering. So you want a used Volkswagen Golf GTI. In white. With a sunroof. The problem is – so does everyone else; and just yesterday you heard your neighbour was ready to trade in his Polo GTI on the very same car that you’re after: that means you’re about to miss out if you don’t act fast. A smarter car shopper would cast their proverbial net wider.
Bear in mind the DSG ‘box in that Golf may have become jerky and could be days away from needing a rebuild, but you wouldn’t know that because you never even bothered looking at another model, or didn’t do the 1 thing so many itchy buyers can’t: wait for a better one. Even if it’s a bit pricier, it’ll be worth it.
Be prepared to walk away from a deal. The vehicle trade operates as much by selling mobility as it does fantasy. You’re not just buying a vehicle; you’re buying into a lifestyle – procuring “an extension of who you are”. Coke-and-brandy drinkers love big-engined Fords, 2-tone shirt wearers adore any off-roader whose name is prefixed by the word “Land” and BMW M car owners are unashamed of their heavy right feet: Such stereotypes are hackneyed, yet they persist and worse, some people gladly perpetuate them.
A Honda S2000 will forever be cooler than a Civic Type R, in the same way that a Black Series ‘Benz trumps a C63 and a Raptor a Wildtrak: these things matter to motoring enthusiasts; it keeps them up at night. Not grabbing a unicorn when it’s there for taking is sacrilege; conversely, buying (or overpaying for) a clunker simply because you “have to have it” (but you cannot really afford it) is a fool’s errand.
Don’t trade in while holding negative equity. Welcome to the everlasting torture of golden handcuffs. Let’s say you bought a new Hyundai i10 2 years ago when you got your 1st job. Now, you want Duduzile in Accounts to like you, so the humble i10 needs to go, and you’re hoping the local dealer will trade that as a deposit towards the demo i30N in Performance Blue you desire. Perhaps then she’ll notice you…
You’re in trouble, only you don’t know it yet. You’ve barely paid off the interest on the i10, so after signing for the i30N (provided your finance application is approved), you’re effectively paying off 2 cars at the same time. That translates to a lengthy downpayment period, and before the term of the loan agreement ends, you may need a family vehicle; so you’ll be back to square 1 in your search for a family-friendlier Staria bus even before the then-ragged i30N is paid off. And so it starts again: Bond? What bond?
Not considering the cost of ownership. Congratulations, you’ve scored a low-mileage out-of-warranty sportscar or performance SUV. You’re the (wo)man. You’re destroying GTIs at the traffic lights, the envy of almost every other road user (including supercar owners “who spent so much more to buy their cars”) and Panyaza Lesufi’s blue light brigade pulls over as soon as they see your car in their rear-view mirrors.
But then your freeway bruiser unexpectedly goes into limp mode, or needs new tyres, which go for about R7k or more each from a famous local rubber retailer whose 4-letter acronym spells a naughty word. Perhaps it has 2, 3, or in the case of a BMW X5 M50D, 4 turbochargers: that’s a lot that could go wrong, and none of it is ever going to be cheap, meaning you’ll also swear 4 times as much. Did you budget for that or take out a 2nd mortgage to ensure the prodigiously rapid vehicle gets parked on your driveway?
Lana del Rey sings that hope is a dangerous thing. Yet getting swept up by emotions when car shopping is even worse. Relish the joy of purchasing your dream wheels, but be calm and resolute before you do.
Visit Cars.co.za’s Car Finance page, where we provide you with explanations, advice, and guidance to help you better understand the world of vehicle finance.
The updated Lexus LX range has officially launched in South Africa, complete with a new LX 700h hybrid powertrain and a fresh “Overtrail” grade. Here’s local pricing…
The Lexus LX range has been updated in South Africa, gaining hybrid power thanks to a new LX 700h powertrain and a revised look courtesy of a fresh “Overtrail” grade (as applied to the incoming Lexus GX).
While the local portfolio – which is closely related to the Toyota Land Cruiser 300 – again comprises 5 derivatives, the new LX 700h interestingly replaces the purely petrol-powered LX 600. The diesel-driven LX 500d (225 kW and 700 Nm), however, carries over as the 4×4 range’s entry point.
Here’s the Lexus LX in F Sport trim.
As a reminder, the outgoing LX 600’s twin-turbocharged 3.4-litre V6 petrol motor generated maximum outputs of 305 kW and 650 Nm. In contrast, the box-fresh hybrid derivative predictably offers more oomph.
Indeed, its newly developed “1MT-HEV” powertrain – which integrates a motor generator with a clutch positioned between the twin-turbo 3.4-litre V6 petrol unit and the 10-speed automatic transmission – delivers peak system power of 341 kW. While the petrol engine alone generates 650 Nm, total system torque comes in at 790 Nm.
The LX 700h in Overtrail guise, as shown at SOMI 2025.
Claimed fuel consumption for this new LX 700h powertrain comes in at 10.0 L/100 km. The hybrid battery is located in the rear floor within a “waterproof tray” that is divided into upper and lower sections. This design, says the automaker, “effectively prevents water ingress during deep water crossings, ensuring a fording capability of 700 mm”.
So, what about local pricing (hat-tip to the ever-helpful folks over at duoporta.com for the timely heads-up)? Well, the LX 500d F Sport again kicks off the range, though now starts at R2 557 500 (some R40 000 more than before). Next comes at the LX 500d Overtrail at R2 577 400, representing a R58 400 increase over the outgoing “Urban” derivative (a grade that falls away).
Note the Overtrail derivative’s chunkier tyres.
The new LX 700h powertrain, meanwhile, is available in 3 forms. The LX 700h F Sport is priced at R2 666 500, while the LX 700h Overtrail comes in at R2 703 600. Finally, the LX 700h VIP tops the line-up at R3 092 100, becoming Mzansi’s most expensive Lexus SUV yet. For the record, the outgoing LX 600 variants ran from R2 553 600 to R2 997 400.
Interestingly, the F Sport derivatives come standard with 5 seats, while the Overtrail variants feature the full complement of 7 seats. Finally, the flagship VIP iteration again boasts a 4-seat cabin layout complete with independent, electrically adjustable 2nd-row pews offering plenty of legroom.
As many as 6 interior colours schemes are offered locally.
The fresh Overtrail grade is set apart by a dark grille and matte-grey alloy wheels (wrapped in chunkier, 265/70 R18 tyres), while various other exterior components – from the fog-lamp surrounds, roof rails, wheel-arch mouldings, door handles, side-mirror caps and rear-bumper garnish – likewise feature darkened tones.
A new “Moon Desert” paint colour is also exclusive to the Overtrail trim level. In addition, Overtrail derivatives ship standard with front- and rear differential locks, in additional to the centre diff lock. It also features an improved approach angle of 23 degrees (compared with the F Sport’s 21 degrees).
A dual screen arrangement.
Other updates to the broader LX line-up include various revised driver-assistance systems, a new 12.3-inch digital instrument cluster, an upgraded wireless smartphone charging pad and an “Advanced Park” system (complete with remote function) exclusive to the hybrid.
How much does the updated Lexus LX cost in SA?
Lexus LX 500d F Sport – R2 557 500
Lexus LX 500d Overtrail – R2 577 400
Lexus LX 700h F Sport – R2 666 500
Lexus LX 700h Overtrail – R2 703 600
Lexus LX 700h VIP – R3 092 100
The prices above include a vehicle warranty and maintenance plan each spanning 7 years or 105 000 km, along with an 8-year/195 000 km battery-specific warranty.
We track down a fully restored 1965 Porsche 911 2.0 SWB in Pretoria. In the more than 60 years since the first model made its debut, the 911 has become a true sportscar icon. But what is it like to drive in 2025?
It doesn’t take long to realise that the Porsche 911 is probably the only sportscar that has stayed so close to its roots for as long as 6 decades. The engine has the same number of cylinders and is positioned in the same location in the car – just to name just 2 examples. Of course, the car has grown (immensely) and never before has there been such a wide variety of new 911 variants as today, but there is a clear thread that runs from 1963 (when the car was unveiled at the Frankfurt Motor Show) to 2025.
If you’re an enthusiast, you’ve probably wondered about what an early 911 model is like to drive. Would it be fair to assume that such a car is painfully slow, cumbersome and has terrible handling? It depends on what you compare it with, but bear in mind, in its heyday, this car achieved much motorsport success.
The details
This 1965 Porsche 911 2.0 SWB has been with its current owner for 6 years. It is chassis number 300757 and appears to be 1 of only two 911s in South Africa that date from 1965. The Certificate of Authenticity from Porsche states that the heating system was the only option that the original owner specified for this vehicle. The system is installed at the front and can only be seen when you lift the carpet and open a small compartment. It makes sense, as the dealer that sold it was AMAG Suisse, located in Switzerland.
The owner found the car when it was in the middle of restoration at Bailey Cars in Johannesburg and immediately expressed interest in it. Following the restoration, the owner has been enjoying the car and maintaining it to perfection. Up close, and even from some distance, the car presents as if it’s “in perfect factory original condition”. At the rear is the gold-coloured Porsche script with the “911” towards the right side. Flip the engine cover open and the clean 2.0-litre flat-6 petrol engine presents itself. During the era before Fuchs wheels, Porsche fitted 10-hole wheels, which also featured on the earlier Porsche 356.
“I think the 911 had a very subdued start, but the 356 had to evolve. It might have been similar to when the 911 went from air-cooled to water-cooled in the Nineties – a lot of enthusiasts were unimpressed at the time,” says the owner. “If you park a late 356 next to this 911, you see the improvement it represents. Visually, there are a lot of similarities, but you can also immediately see all the design updates.”
It is hard to believe, but before this 1965 Porsche 911 was restored, a previous owner was modifying it into a Turbo-bodied 911. Thankfully, it ended up in the right hands!
“The main reason I bought the project was that I always wanted a 911 – the pinnacle of the Porsche brand. It was coincidently sold in Switzerland by the same firm that sold my 356 A. At first, the owner of Bailey Cars wasn’t interested in selling it, but we eventually struck a deal. That happened in 2018.
“Elements that stand out for me are the original 2.0-litre flat-6 engine and this very basic off-white paint finish, which is reminiscent of early 911s; in terms of their colours, the early 911 looked quite bland.”
Specifications:
Model: 1965 Porsche 911 2.0 SWB
Engine: 2.0-litre, flat-6 petrol
Power: 95 kW at 6 100 rpm
Torque: 174 Nm at 4 200 rpm
Transmission: 5-speed manual
Weight: 1 080 kg
0-100 kph: 8.7 seconds (claimed)
Top Speed: 210 kph (claimed)
Behind the wheel
The 1st thing that grabs your attention is the car’s small footprint; the 1965 Porsche 911 truly represents a “narrow body”. The moment you lower yourself into the comfy driver’s seat, the cabin feels snug, as if the car wraps itself around you. Outward visibility is great – only the thin pillars interrupt your view.
The cabin is a cosy and intimate space, for both the driver and the passengers. The instruments are very basic, but you have 5 dials in front of you, which is such an iconic element of the Porsche 911. The rev counter is marked to a redline just below 7 000 rpm.
In the centre of the steering wheel is the Porsche crest and, apart from the partially wooden rim, there is real wood along the lower part of the dashboard. To my right (this is a left-hand drive car, remember) is the radio and, lower down, the bent gear lever for the 5-speed, dog-leg manual gearbox.
The 1965 Porsche 911’s large-diameter steering wheel has a thin rim – and spokes. Furthermore, there is abundant floor space because there is no transmission tunnel to effectively bisect the cabin.
It is important to remember how different these early days of Porsche were compared to the – relatively – large car manufacturing company it is today. In 1960, according to The Porsche Book (by Jürgen Barth and Gustav Büsing), Porsche had only 1 250 employees, while of these 172 engineers and draftsmen were deployed in the design office and 204 carried out experimental work.
Back on the road, it doesn’t take long to get acquainted with the 1965 Porsche 911. To say that its driving experience is completely different to that of a late-60s or early-70s 911 model would be incorrect, but from behind the 2.0 SWB’s tiller, there is a clear relationship with some of the very last 356s.
However, the view from the driver’s seat is typical of a 911. The bonnet that dips down in the middle, plus the 2 fenders that house the headlamps (and indicate the front extremities of the car) are prominent.
As with most Porsches, the boxer engine dominates the on-road experience. It can easily be driven calmly with the rev needle moving between 2 500 and 3 000 rpm. Changing gears is relatively effortless – once you shift up and to the right from 1st gear, it’s easy to shift up and down between 2nd and 3rd.
These early transmissions can be tricky to operate if you have not driven an early 911 before. It only takes a few shifts to realise how easy it is to direct the bent gear lever through each shift up to top gear. You still can’t rush ‘shifts like you would in a modern Porsche, but you can change up/down without worrying that you’d miss a gear. It is an easy car to drive, both at speed and at a leisurely pace.
I realise this car does not have to be driven as sedately as we are often inclined to do with older cars. I pick up my pace and, within a few moments, I quickly understand why even this era’s Porsche 911 was campaigned in several rallies and other racing events – and achieved so many successes in a multitude of those races. For a car of this vintage, the steering wheel is also quite sensitive to minor inputs.
Within the first few turns the lightweight and compact nature of the 911 becomes clear. Because things happen slowly in and with the car, you can spend more time appreciating the steering feedback, the balanced suspension and the willing engine. Even from 3 000 rpm, the engine is eager to rev and past 4 000 rpm even more so. Although there is still around 2 000 rpm left, I change up shortly after 5 000 rpm.
As this is an extremely hot summer’s day in Pretoria, we have the front quarter windows open to direct air into the cabin, while the 2 rear pop-out windows have been opened to allow air to flow out of the back, which does make a difference! It also makes me much more aware of all the noises that enter the cabin.
Apply the brakes and the 911 easily scrubs off speed, giving you even more confidence to drive the car in the way it was intended. On a busy road, there’s no chance to test the car’s peak cornering capability, but period reports do point out its on-the-edge handling quirks. When production of the B-Series began in 1969, these cars’ wheelbases increased by 57 mm, which apparently improved on-the-limit handling.
Even though it rides on plump, modestly sized tyres (165/80 R15 front and rear) the 1965 Porsche 911 changes direction with conviction and relatively little body roll – overall, it is a much more settled and involving driving experience than I expected. Considering the driving dynamics of some other European cars of the era, the 911 was one of the best sportscars, and that rings true for its successors as well.
Because the 1965 Porsche 911 tips the scales at only 1 080 kg, there is an honest level of enthusiasm from the engine that can certainly put a smile on your face. The claimed top speed of this model is 210 kph, which sounds a bit ambitious, but it could just be achievable…
Summary
Porsche quickly made some updates after the launch of the 911. For example, if you look at this car’s engine bay and compare it with pictures of the original launch model, the air intake system was changed.
This 1st-gen (1965) Porsche 911 is a true classic in every sense of the word. Whether you’ve driven or owned a 911 from as late as 1980, you will feel at home in its cabin and savour the driving experience.
Even with all the technological advancements that contemporary Porsche 911 models offer, I can fully understand why retro-, outlaw and restomod 911s have such a huge following among enthusiasts around the globe. For some of us, an elemental and analogue driving experience is sorely missing from new cars.
A lot of research, maintenance experience and plain old effort is required to enjoy these older cars, but then again, that is surely part of the classic car ownership experience. Needless to say, it is because of these first Porsche 911s that we can today enjoy some of the best sportscars on the planet.
