Suzuki Swift Sport (1st-, 2nd- & 3rd-gen): Classic Comparison

Many petrolheads begin their driver’s car ownership journeys with these diminutive hot hatches, which are quite affordable to buy and maintain. We head to the twisty roads outside of Cape Town to sample all 3 generations of the Suzuki Swift Sport.

Is the Suzuki Swift Sport the most affordable fun car you can buy in the used car market?

If you had to put a price on the most affordable “fun car” on the used-car market, what would that be? Maybe half a million rand, which would buy you a 15-year-old Porsche Boxster or Cayman? There are several examples of the BMW M3 available at that price point as well. You will also be able to find a variety of hot hatches, not to mention several classic cars. It all depends on what you prefer…

Images by: Warren Wilson

But what if I told you that, for around R100 000 to R130 000, you can buy a reliable, inexpensive-to-maintain hot hatch that will offer tonnes of thrills through the corners and on the occasional track day?

To demonstrate how much goodness is available at the entry point of the used driver’s car market, a passionate Suzuki Swift Sport owner (and member of the local Swift Speed club), Warren Wilson, helped us to bring together 1 example each of all 3 iterations of the underrated, pint-sized Japanese hot hatch.

The Suzuki Swift Sport has been a long-time favourite among motoring enthusiasts. This has been the case from the 1st-gen 3-door, of which only 100 were imported into South Africa, to the 2nd- and the most recent 3rd-gen model. Suzuki has stayed true to the general concept of this hot hatch, with only the 3rd iteration eschewing a naturally-aspirated engine in favour of a turbopetrol powerplant.

To see all 3 generations of the Suzuki Swift Sport together on a crisp autumn morning is a truly special experience. To begin this classic comparison, I honour tradition by driving the OG (1st-gen model) first.

Suzuki Swift Sport: What’s the difference between generations?

1st-gen Suzuki Swift Sport

“I’ve owned examples of all 3 generations of the Suzuki Swift Sport, but I have owned them backwards. I started with a 2021 model, followed by a 2nd-gen 2017 model a year later,” says Badee Samsodien.

Specifications:

Model: 1st-gen Suzuki Swift Sport
Introduction date: 2006
Engine: 1.6-litre, 4-cylinder, petrol
Power: 92 kW at 6 800 rpm
Torque: 148 Nm at 4 800 rpm
Transmission: 5-speed manual
Weight: 1 060 kg
0-100 kph: 8.9 sec (claimed)
Top speed: 200 kph (claimed)

“That car was subsequently sold, but both my wife and I loved the platform so much that I began looking for a 1st-gen model (If you’ve never met a completist, Badee is one!). But, as only 100 were imported into South Africa, they are very hard to find. When they do pop up, they usually have bits missing. I located this 2010 car in Vanderbijlpark earlier this year. It is the first 1st-gen model I have owned,” he adds.

Some updates have been done by the previous owner of the blue car, however. They include, but are not limited to, a cone filter, cat-back exhaust system, coil over suspension and different rims. The upgrades are not just for show, though: they make the apex Swift more focused and build on what it already offers.

Stepping into this car “takes you back” nearly 2 decades. The basic nature of the cabin is a refreshing throwback to when hatchbacks were more utilitarian – the clean layout of the dashboard and simple controls remind me of how basic cars used to be. The plaque confirms this is number 82 of 100.

When I start the free-breathing 1.6-litre 4-pot engine, the engine and exhaust system immediately emit a raw, rorty sound. I have a perfect view over the flat dashboard and the stumpy bonnet, which makes placing the car on the road palpably easy. It truly feels as if you are sitting in the corner of the car.

Considering that the 1st-gen model weighs so little, the engine doesn’t need to work hard at all, but when you start to carry more speed into and out of corners, it becomes abundantly clear that driving enjoyment is at the core of the Swift Sport; it car has such a small footprint that it never feels lumbering.

You can shift gears early, but when you get the chance to use the engine’s full potential, it will easily rev to the 7 200-rpm redline. Saying that, there is a surprising level of torque around 2 000 to 3 500 rpm. There are only 5 forward gears, so you shift less often than in the newer models (with 6-speed ‘boxes).

All the upgrades make this a slightly more hardcore version of the original Suzuki Swift Sport, but if you found the standard unit lacking in some departments, you will thoroughly enjoy these modifications.

2nd-gen Suzuki Swift Sport

“As is the case with Badee’s car, I fetched mine, a 2012 model, in Johannesburg around a year ago. We drove it down to the Cape, and the closer I got to the coast, the better the car started to run. I’ve had the engine remapped, but I did that only to improve the car’s throttle response,” says Warren Wilson.

Specifications:

Model: 2nd-gen Suzuki Swift Sport
Introduction date: 2011
Engine: 1.6-litre, four-cylinder, petrol
Power: 100 kW at 6 900 rpm
Torque: 160 Nm at 4 400 rpm
Transmission: 6-speed manual
Weight: 1 065 kg
0-100 kph: 8.7 sec (claimed)
Top speed: 195 kph (claimed)

“Since I’ve had the car, I’ve driven most of the ‘fun roads’ in and around the Cape. The first road trip I did with the car after it arrived in the Western Cape was a journey to Tradouw Pass (located between the N2 and Barrydale), which is my favourite mountain pass,” he adds.

This car is Warren’s 4th Swift Sport and also his second 2nd-gen model. Needless to say, he has built up a wealth of knowledge about these cars. His car used to be a Suzuki Auto South Africa demo vehicle.

Therefore, it was fitted with several optional extras, such as sports bumper, side sills, special fuel cap, and 17-inch wheels. No wonder that it looks rather more purposeful than a stock standard example!

As I expected, the 2nd-gen Swift fits in perfectly (in terms of what it offers) between the 1st- and 3rd-gen iterations of the affordable Japanese hot hatch. Overall, its driving experience is closer to that of the 1st-gen than the 3rd-gen model. However, there is a noticeable step up in terms of the cabin execution; this car certainly offers a few more luxuries, features and, obviously, an additional set of rear doors.

This particular car has also been fitted with a Remus exhaust system (shown below), which makes its presence known through a slightly deeper exhaust note when I start the yellow Swift Sport’s engine.

The cloth seats are very comfortable, and for a hot hatch, they offer a fine balance between daily comfort and support (for when you take corners at a brisk pace), compared with the seats in the 1st-gen model.

As I pull away, the character of the 1.6-litre 4-pot engine is much the same as that of its predecessor. In this case, it does feel slightly more refined and marginally more powerful. But, if you close your eyes and rev it out, the difference would be minimal, if it wasn’t for the custom parts fitted to Badee’s blue car.

The engine remains happy to be revved, and will do so willingly to just past 7 000 rpm. At the same time, this Swift Sport feels thoroughly planted. You might now be slightly busier with the gear lever, owing to the additional ratio. The gearlever still clicks effortlessly between its respective slots as the Swift eagerly darts into and out of corners, all of which inspires confidence in the 2nd-gen model’s handling prowess.

In essence, the 2nd-gen Suzuki Swift Sport feels a more substantial car than the 1st-gen model, and is a little bit more polished overall, which also means the driving experience is slightly less unfiltered.

3rd-gen Suzuki Swift Sport

When the Swift Sport adopted turbocharging, its engine size decreased, but (especially) torque went up. The 1.4-litre, 4-cylinder turbopetrol engine develops 103 kW and 230 Nm. With a kerb weight of 970 kg, the model’s claimed 0-100 kph time is around 8.0 sec, while the top speed is still around 200 kph.

Specifications:

Model: 3rd-gen Suzuki Swift Sport
Date of introduction: 2017
Engine: 1.4-litre, 4-cylinder, turbopetrol
Power: 103 kW at 5 500 rpm
Torque: 230 Nm from 2 500 to 3 500 rpm
Transmission: 6-speed manual
Weight: 970 kg
0-100 kph: 8.0 sec (claimed)
Top speed: 205 kph (claimed)

Sheer performance figures have never been very important to Suzuki Swift Sport owners, however, because these cars prove their worth with their sheer zippiness and tenacious cornering ability.

“This is my first Swift Sport, although I’ve had a standard Swift before,” says Leonard James, who has owned his 2020 Swift Sport for nearly 2 years.

“The most enjoyable feature of the car is arguably how light and flickable it is (when you require it to handle dynamically). I have, as a matter of fact, driven it all the way to Bloemfontein. Apart from that extended trip, I’ve explored numerous back roads with it over the past couple of years,” he adds.

Painted in a beautiful red, the 3rd-gen Swift Sport can’t help but grab your attention. Compared with its predecessors, there is no doubt that this is the most modern car of the trio, especially on the inside.

The driver info display, more sophisticated multifunction wheel and colourful infotainment touchscreen, let alone the plusher cabin materials, give the 3rd-gen model a more modern or up-to-date ambience.

Yet, you can see how the cabin architecture evolved from that of the 2nd-gen Sport – the layout remains relatively simple and ergonomically sound. The gear lever is well placed, and the driving position is great.

When you start the car (with the press of a button), the engine and exhaust notes are muted compared this those of the older Swift Sports. But it doesn’t take long to realise that the 3rd gen is a more polished and comfortable proposition. That’s not to say it isn’t still tremendously fun to pilot, however. Not at all.

As I task Leonard’s red car to corner with greater zeal, I find that there’s no shortage of grip/roadholding. Even though the car remains utterly composed, you can sense it still has a true playful nature. On a road where you have more space, or on track, it wouldn’t take long to find where the car’s peak grip levels are.

The gearbox shifts between the ratios with ease… You can either choose to make use of the 3rd gen’s relatively generous torque (from 2 500 rpm), or chase the 1.4-litre turbopetrol’s redline to experience all the power that it offers. I’m certain that, as a daily driver, this generation will be the easiest to live with.

Summary

It is comforting to know there is a clear lineage between these 3 cars. To Suzuki’s credit, the Swift Sport offers tremendous driving fun that promises many, many hours of enjoyment. The concept has remained constant through all 3 generations, with only marginal increases in the level of comfort and luxury over time. The Suzuki Swift Sport remains one of the most affordable (with a very low running cost), entry-level hot hatches on the market. No wonder these cars have such a significant following in Mzansi.

Find a new/used Suzuki Swift Sport listed on Cars.co.za

Find exclusive car-themed merchandise at the SentiMETAL Shop

How much does the Suzuki Swift Sport cost in South Africa?

Note that pricing is accurate as of May 2025.

Suzuki Swift Sport 1.4T manual – R463 900.

Suzuki Swift Sport 1.4T automatic – R487 900

Frequenty Asked Questions (FAQs): Suzuki Swift

1.) How old is the Suzuki Swift?

The Suzuki Swift nameplate was first used in 1984 as an export name for the Suzuki Cultus. The Suzuki Swift became its own model in 2004.

2. How reliable are older Suzuki cars?

Suzuki has a good reputation for reliability and after-sales support. Spare parts are also widely available.

3. What gearbox does the automatic Suzuki Swift Sport have?

The latest-generation third-generation Suzuki Swift Sport is fitted with a 6-speed automatic transmission.

4. What is the ground clearance of a Suzuki Swift?

The Suzuki Swift has a ground clearance of 145 mm.

5. Which Suzuki has the best fuel economy?

The Suzuki Celerio 1.0 GL automatic is the most fuel-efficient in Suzuki’s current model range in South Africa.

How well did the new Renault Duster sell in its 1st full month?

How well did the new Renault Duster sell in South Africa in April 2025, its 1st full month on the local market? Here’s a closer look at the sales figures…

The new Renault Duster officially launched in South Africa in the 2nd week of March 2025. So, how well did this 3rd-generation SUV sell in Mzansi in April 2025, its 1st full month on the local market?

According to figures reported to industry representative body Naamsa, Renault sold 89 units of the Duster in April 2025. Interestingly, 4 of these were listed as so-called “single” registrations (that is, units Renault SA kept and licensed for its own use), with the remainder sold via the dealership channel.

This performance came after the Boulogne-Billancourt-based automaker’s local division registered 103 units of the Duster nameplate in March 2025. In that instance, 23 units were reported as single registrations.

ALSO READ: New Duster vs Jimny: what to buy?

For the record, Renault reported zero Duster sales in February 2025 and just a single unit in January 2025, while just 145 units of the previous-generation model were sold in South Africa across the whole of 2024 (compared with 685 units in 2023, when supply was seemingly largely unhindered).

As a reminder, new Duster was revealed back in November 2023 and is again built by the French firm’s Romanian subsidiary. The range in SA comprises a trio of petrol-powered derivatives, with the 1.5 dCi (K9K) turbodiesel engine having been put out to pasture. Pricing starts at R489 999, a R92 000 increase over the 2nd-gen line-up’s entry point.

ALSO READ: Renault Duster (2025) launch review

In Mzansi, 2 of the 3 derivatives are powered by a turbocharged 1.3-litre, 4-cylinder petrol engine (known as the “TCe 150”), which sends 113 kW and 250 Nm to the front axle via a 7-speed dual-clutch transmission as standard. Renault SA lists a combined fuel economy figure of 6.5 L/100 km for this powertrain.

Meanwhile, the 4WD version of the P1310-series Duster – which features 217 mm of ground clearance compared with the 4×2 version’s 209 mm – draws its urge from a turbocharged 1.2-litre, 3-cylinder petrol unit (called “TCe 130 MHEV”) featuring a mild-hybrid system designed to “optimise fuel consumption in the most energy-intensive driving phases”.

Driving all 4 wheels through a 6-speed manual gearbox, this lightly electrified engine delivers peak outputs of 96 kW and 230 Nm. According to the French automaker’s local division, the 48-volt powertrain – which features an integrated starter generator drawing from a 0.8 kWh battery pack – can return a combined fuel consumption of 5.7 L/100 km.

Chery Group Confirms R&D Centre for South Africa

Chinese automotive giant underlines commitment to SA, with the aim of establishing local manufacturing in the future.

At a press conference held at Chery’s headquarters in Wuhu, Anhui province, China, Mark Ma Deputy General Manager of SA Chery Group, Guibing Zhang President of Chery International, and Tony Liu CEO Chery Group SA shared insights and trends specific to our market.

One point mentioned was confirmation for the establishment of a research and development centre in South Africa. The Chery Group has numerous R&D centres around the world, focusing on quality and adapting products to better suit the specific market conditions.

Currently, there are eight major R&D facilities in locations such as Shanghai, Singapore, Europe, North America, South America, and Central Asia. On top of that are over 300 laboratories and a total talent pool of 30 000 staff.

With such an investment, the next logical progression and assumption would be the discussion around the formation of local manufacturing, something we put to our hosts. While there was no definitive answer, Tony Liu, the local CEO confirmed that feasibility discussions and analysis were underway.

South Africa already plays host to a number of OEMs building cars on our shores with the likes of BMW, Mercedes-Benz, Volkswagen, Isuzu, Ford and Nissan all churning out vehicles for both local consumption and export.

As a reminder, Chery Group comprises the brands Chery, Omoda, Jaecoo, iCar, Lepas to name but a few. Given the meteoric rise of the brand with impressive sales, backed up by a commendable 10-year/million km warranty, signs are strong that they’re here to stay.

Suzuki Dzire (2025) Price & Specs

We’ve unearthed pricing for the new Suzuki Dzire ahead of this Indian-built small sedan’s official market launch in South Africa. Here’s how much it will cost in Mzansi…

Revealed in November 2024, the new Suzuki Dzire small sedan will soon hit the market in South Africa, featuring a fresh exterior design to further differentiate it from its popular Swift hatchback sibling as well as the latter’s new 3-cylinder petrol engine.

According to our information, the box-fresh range will again comprise a trio of derivatives, though the GL grade will interestingly make way for a new GL+ specification. The GA trim level, however, again looks set to serve as the entry point to the Dzire portfolio.

So, what will the 4th-generation Suzuki Dzire cost you in South Africa? Well, it’s our understanding that the Suzuki Dzire 1.2 GA 5MT will be priced from R224 900, making it R7 000 more expensive than the outgoing version (and matching the starting price of the Swift). The Dzire thus remains Mzansi’s 2nd cheapest sedan after only the Proton Saga, which currently comes in from R209 900 (though the Malaysian brand’s future in SA looks uncertain).

Meanwhile, the Suzuki Dzire 1.2 GL+ 5MT will kick off at R246 900, which likewise represents a R7 000 premium over its GL-badged predecessor. Finally, the Suzuki Dzire 1.2 GL+ CVT will top the range at R266 900, priced some R12 000 higher than the outgoing AMT-equipped GL-badged version.

The latest Dzire is sourced from Maruti Suzuki’s Manesar facility in India. It drops the outgoing model’s 61 kW/113 Nm naturally aspirated 1.2-litre, 4-cylinder petrol engine in favour of a likewise atmospheric 1.2-litre motor with 3 cylinders. This new “Z12E” engine offers the front wheels peak outputs of 60 kW and 112 Nm, just as it does in the new Swift.

In addition, while a 5-speed manual gearbox again does duty in the 3-pedal derivatives, the flagship (self-shifting) variant in the SA line-up ditches the old automated manual transmission (AMT) and switches to the continuously variable transmission (CVT) that debuted in the latest Swift.

The new Dzire is virtually identical in size to the outgoing version, again featuring a length of 3 995 mm, a wheelbase of 2 450 mm and a width of 1 735 mm. In fact, based on the Indian-market model, the only change is the addition of 10 mm to the listed height, taking this figure to 1 525 mm.

Inside, the new Dzire’s dashboard is clearly based on that of the latest Swift, though features a dual-tone finish (combining black and beige) and faux-wood textures.

We do know, however, that the new Dzire will ship standard in Mzansi with a full complement of 6 airbags (up from the outgoing model’s 2), electronic stability control, ABS (with EBD), hill-hold assist and rear parking sensors (the latter also new to the range). The GL+ grade will furthermore gain cruise control, along with a 7-inch touchscreen infotainment system that incorporates wireless Apple CarPlay and Android Auto.

Exterior paint colours expected to be offered in South Africa include Alluring Blue Pearl Metallic, Gallant Red Pearl Metallic, Nutmeg Brown Pearl Metallic, Arctic White Pearl, Splendid Silver Pearl Metallic, Magma Gray Metallic and Bluish Black Pearl.

The new small sedan has already been assessed by Global NCAP, scoring 5 stars for adult-occupant safety and 4 stars for child-occupant safety, setting what the organisation describes as a “significant safety benchmark”.

In 2024, as many as 2 617 units of the outgoing Dzire were registered in South Africa, making this diminutive model the local market’s 3rd best-selling sedan after the likewise Indian-built Volkswagen Polo Sedan and the locally made (but since-discontinued) Toyota Corolla Quest.

What does the new Suzuki Dzire cost in South Africa?

Suzuki Dzire 1.2 GA 5MT – R224 900

Suzuki Dzire 1.2 GL+ 5MT – R246 900

Suzuki Dzire 1.2 GL+ CVT – R266 900

The prices above likely include Suzuki’s 5-year/200 000 km warranty and a 4-year/60 000 km service plan.

Find a used Suzuki Dzire on Cars.co.za!

Mini Cooper SE (2025) Review

We recently put the J01-series Mini Cooper SE through its paces. Does it address the previous all-electric Cooper’s shortcomings, and is it SA’s best premium compact EV?

We like: Cool factor, energetic driving experience, cabin design, improved powertrain, greater range

We don’t like: Impractical load bay, better value elsewhere in the range

FAST FACTS

Model: Mini Cooper SE
Price: R802 000 (May 2025)
Engine: Single electric motor
Transmission: Automatic
Power/Torque: 160 kW/330 Nm
0-100 kph: 6.7 sec (claimed)
Claimed consumption: 14.1 kWh/100 km
Luggage capacity: 210-800 litres

Serious about buying/selling?

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

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

Where does the Mini Cooper SE fit in?

*Spot the triangular tail-lights – that’s the easiest way t*o distinguish this Cooper SE from its predecessor.

If there’s a brand that epitomises the modern, premium electric lifestyle, Mini ticks all the boxes, doesn’t it? Sure, it has a variety of BMW compact car powertrains to lean on and, yes, those internal-combustion engines are well suited to Mini models, but a Cooper and an electric motor seem to be a great pairing.

Mini is not new to electrification, with this being the 2nd iteration of the Cooper SE. The Oxford-based brand has already won numerous awards, such as the Electric Car category of the 2045/25 Cars.co.za Awards, sponsored by Absa, which saw the larger Countryman outgun the BMW iX1 and the Volvo EX30.

But, back to the F56-series Mini Cooper SE (this car’s predecessor) for a moment. While we enjoyed its driving experience – read/watch the Mini Cooper SE (2022) Review – its premium price point (around the R710k mark in 2022) and lack of realistic range (around 175 km) relegated it to a fashionable yet pricey city commuter. As it happens, the variant demands far more reasonable prices as a demo these days.

Cheapest electric cars in South Africa — *Aside from the headlights, you’d never guess the GWM Ora and Mini Cooper SE share a same platform*.

The J01-series Mini Cooper SE is a more substantial and capable offering by comparison. BMW Group and GWM co-designed a small electric city car platform (the Spotlight Automotive joint venture); both cars (the GWM Ora 03, which debuted 1st, followed by the Cooper E and SE) are produced in China.

See also: GWM Ora 03 GT Video Review

The newcomer’s styling is simpler and slicker, without losing any of the key Mini design elements, such as the circular headlights. Fun takes centre stage thanks to rather charming features (examples: if you unlock the car, the headlamps “wink” at you, plus you can choose from several front and rear lighting signatures). It’s all so cute and endearing, and few vehicles offer such a level of personalisation.

*You can personalise the Mini Cooper SE’s light signatures at the front and rear of the car.*

Globally, there are 2 derivatives available: the Cooper E and the Cooper SE. The latter, which offers more range and performance, is the only version offered in Mzansi. In terms of rivals, there aren’t too many options; the Cooper SE competes with its Ora cousin, but it’s also worth considering the Volvo EX30.

Compare the specs of the Mini Cooper SE with those of the GWM Ora and Volvo EX30

How the Mini Cooper SE fares in terms of…

Performance and efficiency

The 2025 Cooper SE is powered by a single electric motor that produces 160 kW and 330 Nm. Those are generous peak outputs for a small city car, so we were keen to experience the Mini’s performance on our test track. After engaging the obligatory go-kart mode (with its cute sound effects and racy lighting and graphics), the test unit duly dashed to 100 kph in 6.47 sec – a few tenths quicker than the claimed figure.

*It may be an electric car, but it’s still highly fun to drive*…

For electric cars, efficiency and range are critical figures. Based on the WLTP and (older) NEDC cycles, the Cooper SE has claimed ranges of 402 km and 362 km, respectively, but expect around 370 km, depending on driving style. The 54 kWh battery has 95 kW DC and 11 kW AC charging capabilities.

Sure, we would have liked faster charging rates, but the battery is fairly small, so waiting times don’t feel excessive. For what it’s worth, a 95 kW DC box will charge the Mini from 10 to 80% in about 30 minutes.

*Charging up at the local BMW dealership*.

Remember that for electric cars, the rate at which the range reduces is notably higher at freeway or open-road speeds, because the vehicles have to work harder to punch through the air. They’re at their most efficient in traffic/at urban speeds, as long as you keep full-bore acceleration bursts to a minimum.

The latter proved quite a challenge, considering the Cooper SE’s fun-to-drive characteristics. However, by the time the Mini completed its stint in our test fleet, we saw an indicated average consumption figure of 14.9 kWh/100 km, which was impressively close to Mini’s claimed figure of 14.1 kWh/100 km. Bravo!

*We suspect the charger was faulty as it wouldn’t provide more than 49 kW*.

Ride and handling

Contemporary Mini Cooper (hatch) models are much bigger than their pint-sized predecessors from the ’60s, yet their engaging driving experiences have endeared the Oxford-based brand to many consumers.

Thankfully, despite the addition of a heavy battery and the fact that the electric motor has different power-delivery characteristics compared with the turbopetrol-powered Cooper S, the Cooper SE retains plenty of playfulness. The J01-series range topper is 320 kg heavier than the Cooper S (watch a video review of the 2025 Cooper S), but remember the former is based on a dedicated electric platform.

Mini Cooper SE wheel — *18-inch Michelin rubber features on all 4 corners of the Cooper SE*.

Not unexpectedly, the downside to nimble (oh-so-chuckable) handling was a ride quality on the firm side of pliant. The Cooper SE’s suspension setup is stiff, so much so that it felt as if the test unit “hopped” over bumps and ruts. Perhaps that is unavoidable, given the hatchback’s 1.6-tonne-plus kerb weight.

Still, the cornering capability is impressive. The Mini corners with negligible body roll, and you don’t need to activate the sporty drive mode to enjoy a spirited drive on our favourite stretch of blacktop. If you do select Go Kart, the drivetrain’s throttle responses sharpen up, and the steering action becomes heavier.

This car is as entertaining to drive at 50 kph as it is at triple-digit speeds. Instant acceleration and a quick, responsive steering setup make this vehicle as hands-on and smile-inducing as they come.

Mini Cooper SE steering — *Simple is best. The neatly designed multifunction wheel in the Cooper SE*.

Features and practicality

When you climb inside the latest-gen Mini products, you’re likely to be dazzled by the cabin’s vibrant ambience and detailing. The unorthodox circular infotainment screen will catch your eye, and like us, you may marvel at its responsive OLED setup. It’s unlike anything else in the market and it just looks and feels ahead of its time… There’s no instrument cluster either, but you can spec a heads-up display. Cheeky!

Mini Cooper SE interior — *The circular infotainment screen dominates the dashboard.*

Thankfully, the learning curve of the infotainment system, minimalist fascia console (and, sans head-up display, the speedometer being at the top of the circular screen, we imagine) isn’t steep – current and past Mini owners will feel right at home, while newcomers will be up and running pretty quickly.

BMW Operating System 9 is an Android-based software in the majority of BMW Group products, but Mini has worked hard to make it an engaging, immersive and even charming interface, replete with playful colours, sounds and fonts. The details are extraordinary, from the digital assistant – Spike the Dog – to the car’s regenerative mode icon being a spinning flower; everything just feels fun and lighthearted.

Mini Cooper SE infotainment — *The colourful themes make the infotainment system fun to use*.

But it’s not perfect. While it’s easy to be wowed by the screen’s graphics and sounds, Mini has gone the same route as many brands by incorporating most controls for the in-car functions into the touchscreen.

Adjusting the climate control’s temperature while you’re driving requires a few attempts, not to mention taking your eyes off the road, which is not ideal (note that you can also use the voice-control function to initiate some actions). Thankfully, there are a few physical buttons: for toggling between drive modes (called Experiences), adjusting the audio volume/skipping tracks, and front and rear screen demisting.

Mini Cooper SE buttons — *There are few buttons in the cabin, but we’re grateful for the volume knob and parking sensor- and demister keys.*

Many of you will be wondering about Apple CarPlay and Android Auto connectivity, and yes, they’re both available wirelessly, but the screen integration feels like an afterthought, because it’s just a plain block in the middle of the circular display, which frankly ruins the aesthetic of that pretty infotainment screen.

Build quality is excellent; we noticed no rattles and squeaks during the Mini’s tenure in our fleet, which was impressive, considering the car is so stiffly sprung. The Mini cabin designers have leaned heavily on recycled fabrics, which not only cover common touch areas, but cleverly hide cheap-feeling plastics.

Mini Cooper SE quality — *The fabric trim won’t be to everyone’s taste, but there’s no denying its uniqueness*.

At this price point, you get a fair whack of standard safety features. There are 7 airbags, along with electronic traction- and stability control and semi-autonomous emergency braking, and you can opt for the Driving Assist Plus (R10 900), which adds on additional driving tech, such as adaptive cruise control.

Like all premium car brands, Mini offers a variety of options, and while there’s no official Mini Cooper SE configurator, the online store does display add-on prices. You can choose from 3 trim grades: Classic, Favoured and John Cooper Works, and numerous colour choices, which are priced around R8 800.

Mini Cooper SE audio — *Good quality audio is a prerequisite for a premium vehicle*!

The heads-up display costs R9 500, 2-tone 18-inch alloys R10 100, adaptive dampers R6 300 (worth considering to make the ride quality more pliant), and heated seats R4 700. What exactly do you get as standard on the SE? A Harman Kardon audio system, wireless charging cradle, heated ‘wheel, climate control, wireless Apple CarPlay/Android Auto, drive modes and parking sensors, to name a few features.

Criticisms? Considering that the Cooper SE is a 3-door hatch, aft passengers’ comfort isn’t a priority, unsurprisingly. They have to squeeze in behind the front seats (when folded forward), and while kids will love sitting at the back, there’s not enough legroom for adults, no armrest and no rear ventilation vents.

What’s more, the load bay is one of the smallest we’ve ever encountered, plus if you transport the AC charging adapter and AC-to-AC charging cable, cargo space is further compromised. There’s enough room to accommodate a laptop bag, some shopping bags and maybe a school bag, but that’s about it.

When doing the week’s shopping, we used the Mini’s 2nd row of seats as an extended cargo area.

Price and After-sales support

The Mini Cooper SE retails for R802 000 (May 2025), which includes a 2-year/unlimited km warranty, an 8-year/100 000 km battery warranty and a 5-year/100 000 km maintenance plan.

See also: Mini Cooper specs and prices

Verdict

Mini Cooper SE main — *The 2nd iteration of the Cooper SE represents a big improvement over its predecessor.*

The Mini Cooper SE does a lot right, and we’re delighted that all of our criticisms of its predecessor have indeed been addressed. It has grown up, but retains all the fun and charm we expect from the brand.

However, this comes at a lofty price. Yes, a Mini is a premium product, but this variant’s value proposition cannot match that of its ICE-powered siblings. Even though the all-electric Cooper’s range (between 362 km and 402 km, Mini says) has greatly improved (the previous version had a claimed range of 215 km, but, in reality, between 165 and 185 km), not every customer is open to the electric-car way of life.

Should you buy one? We’d argue it’s more prudent to buy a petrol-powered Cooper S with some extras. The variants are nearly identical in style and performance, plus you can use the price saving to subsidise your fuel costs. Insist on a vibrant colour hue, however, such as this Blazing Blue or Sunny Side Yellow.

That said, if you’re dead set on an electric Mini, the Mini Aceman is similarly priced to the Cooper SE, but a more practical option due to its 5-door layout. We’ve yet to test it, but according to our new-car-spec data, it has a larger cabin and a near-identical interior design… and only fractionally less performance.

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Isuzu MU-X (2025) Launch Review

The 2025 Isuzu MU-X has landed in South Africa, replete with extensive cosmetic revisions and spec changes. Is the facelifted model likely to gain a bigger foothold in the Toyota Fortuner-dominated Adventure SUV segment, however?

The Isuzu MU-X (based on the D-Max bakkie) is a 3-row, body-on-frame adventure SUV pitched against the segment-leading Toyota Fortuner, Ford Everest and Mitsubishi Pajero Sport. While we’ve never regarded the MU-X a sub-par product, its new-vehicle sales figures lagged significantly behind those of its Toyota rival (by over 4 000 units since 2021) – something Isuzu wishes to change with this update.

What’s Changed?

The newcomer’s exterior execution is bound to be the biggest talking point and, when paired with 1 of the new colour finishes, such as Eiger Grey (shown here), the MU-X looks very eye-catching. It features a new-look grille, a redesigned badge, a revised lighting setup, and the flagship variant bears subtle XT badges. In addition to reshaped bumpers, the Isuzu also sports combination LED taillight clusters.

There are new-look wheels too, with 18-inch alloys on the LS and LSE, and attractive 20-inch rims on the range-topping Onyx XT. What’s more, customers can now choose from 8, rather than 6, paint finishes.

The cabin also incorporates a raft of enhancements. Tactile upgrades, such as a revamped dashboard, new interior trim for the doors and armrests, as well as reworked leather-seat patterns, have been added. Most impressively, however, the 2025 Isuzu MU-X focuses on in-car tech, which was one department in which the pre-facelift MU-X lagged behind the 2023/24 CarsAwards category-winning Ford Everest.

The infotainment system now features a better-quality screen and supports wireless Apple CarPlay and Android Auto, while the higher-spec derivatives gain a 360-degree camera with a sharp resolution, as well as a pair of USB-C ports. The Isuzu’s analogue instrument cluster has been replaced by a 7-inch semi-digital panel (with traditional dials for the rev counter and fuel gauge) – its display is easily legible.

Mechanically, it appears the powertrains have been left unchanged, which may disappoint those buyers who hoped that the MY25 MU-X derivatives would offer improved performance, but the suspension has been upgraded; Isuzu claims the larger diameter shock absorbers it fitted improve the SUV’s ride quality.

What’s on offer?

There are 6 variants, with 3 trim grades (LS, LSE and Onyx XT), in the revised Isuzu MU-X lineup. The range begins with a 1.9TD LS 4×2 6AT derivative and tops out with the 3.0TD Onyx XT 4×4 6AT.

As a reminder, buyers can choose between a 1.9-litre and 3.0-litre 4-cylinder turbodiesel, both of which are paired with a 6-speed automatic transmission and are available in 4×2 and 4×4 configurations.

Outputs vary from 110 kW/350 Nm for the 1.9TD, to 140 kW/450 Nm for the 3.0TD motor that powers most of the variants. The 4×4 derivatives also offer a differential lock and low-range transfer case.

The smaller capacity 1.9TD should be the more efficient of the 2 powerplants, with Isuzu claiming an average consumption figure of 7 L/100 km for the entry-level 1.9TD LS 4×2 6AT variant.

What is the 2025 Isuzu MU-X like to drive?

We drove an Eigur Grey example of the range-topping 3.0TD Onyx XT during the launch event. Our route comprised some open-road stretches towards the Paardeberg mountain range in the Swartland region, before a quick off-road excursion through the back of the Knorhoek Wine Estate, which offered some eye-opening technical moments. So much for gentle farm-road trundles, but more on that in a bit!

While the reliability of Isuzu’s 3.0-litre turbodiesel is renowned, we feel Isuzu may have missed a trick by not improving its peak outputs in a bid to close the gap to its competitors. As it stands, the MU-X offers the least power in the segment, and that’s something to be mindful of, especially if you tow trailers.

We suspect the Japanese marque has implemented measures to improve the MU-X’s on-road refinement, because we discerned pleasantly low levels of noise, vibration and harshness (NVH).

This is a genuinely quiet open road cruiser, but that venerable turbodiesel mill will clear its throat when your right foot demands more acceleration. The engine may sound like it’s labouring, but the Isuzu’s performance is adequate, with the 6-speed ‘box working quietly to shuffle its cogs without hesitation.

As for the 4×4 section of the evaluation route, well, it was not an actual test track, but rather a series of general farm roads high into the hillside that only 4×4 vehicles or farm tractors could traverse.

Granted, we didn’t need low-range, but some of those blind and steep descents made me appreciate the new parking cameras as well as the hill-descent control. The tech is there for a reason, people. Use it.

After our drive, the Isuzu MU-X 3.0TD Onyx XT 4×4 6AT’s trip computer read 11.9 km/L, which translates to an indicated average consumption of under 8.5 L/100 km, so colour us impressed with the efficiency!

How much does the 2025 Isuzu MU-X cost in South Africa?

Isuzu MU-X 1.9TD LS 4×2 6AT	R752 300
Isuzu MU-X 3.0TD LS 4×2 6AT	R852 600
Isuzu MU-X 3.0TD LSE 4×2 6AT	R886 700
Isuzu MU-X 3.0TD LS 4×4 6AT	R939 500
Isuzu MU-X 3.0TD LSE 4×4 6AT	R973 700
Isuzu MU-X 3.0TD Onyx XT 4×4 6AT	R1 026 800

Prices correct in May 2025. The 2025 MU-X variants are sold with a 5-year/120 000 km manufacturer warranty (with roadside assistance), a 5-year/90 000 km service plan, and a 5-year/unlimited km anti-corrosion warranty included in their prices. Service intervals are every 15 000 km or 12 months.

Summary

These exterior and interior enhancements should bring the Isuzu MU-X back into the limelight. When you compare the pricing of the outgoing range with that of the facelifted line-up, you’ll notice the changes are very minor, which is very impressive, given the economic instability.

Not only is the value proposition of the MU-X undeniable, and even if the newcomer’s driving experience is much the same as that of its predecessor, there remains little to fault with Isuzu’s adventure SUV, other than the power deficit, which only becomes glaringly obvious under hard acceleration or if you’re towing.

We’ll give this one a proper Cars.co.za review very soon – watch this space.

Polo Vivo slips, Sonet returns: SA passenger-car sales for April 2025

The Volkswagen Polo Vivo found itself in an unfamiliar 4th place on the list of SA’s best-selling passenger cars in April 2025, while the Kia Sonet made a return to the top 10…

In April 2025, sales in South Africa’s new-vehicle market increased 11.9% year on year to 42 401 units. Drilling down further, the nation’s new passenger-car segment enjoyed 16.9% year-on-year growth to finish on 30 101 units, with the rental channel accounting for 8.9% of that figure.

So, what happened on the list of Mzansi’s best-selling passenger vehicles last month? Well, after placing 1st in this segment in Q1 2025, the Suzuki Swift continued its strong showing in April 2025, ending the month on 2 053 units. For the record, some 28.8% (or 591 units) of the Indian-made hatchback’s total represented sales to the rental industry.

Suzuki Swift passenger car — *Suzuki’s Swift led the passenger-car charge again in April.*

Meanwhile, the Prospecton-built Toyota Corolla Cross (1 584 units) climbed a ranking to 2nd, with the Hyundai Grand i10 (1 425 units, including 370 units sold via the rental channel) likewise moving up a position to 3rd. Note that the Grand i10’s figure – which is its highest in recent memory – excludes the 38 units of converted Cargo-badged panel vans registered in the light-commercial vehicle (LCV) space last month.

That left the Volkswagen Polo Vivo down in an unfamiliar 4th position, with local registrations of the German firm’s most affordable hatchback falling 19.8% month on month to 1 366 units. However, we should keep in mind that VW halted production of the Polo and Polo Vivo at its Kariega plant on 14 April (and is set to ramp back up again from 12 May) to continue upgrading the facility.

The Suzuki Fronx jumped 4 rankings to 5th in April 2025, with the Indian-built crossover’s final tally of 1 186 units representing its best showing yet in South Africa. The Chery Tiggo 4 Pro (1 133 units), meanwhile, retained both 6th position and the title of Mzansi’s top-selling Chinese offering.

Similarly, the Haval Jolion (973 units) held steady in 7th place, with the Suzuki-built Toyota Starlet (905 units, including 240 registrations in the rental space) likewise keeping hold of 8th. The Toyota Starlet Cross (834 units) – which is, of course, based on the aforementioned Fronx – climbed a spot to 9th, while the Kia Sonet (812 units) returned to the table to grab 10th.

Kia Sonet makes list of SA's 15 best-selling cars and crossovers

After placing a strong 5th in March 2025, the Nissan Magnite tumbled off the table, with local registrations plummeting 68.9% month on month to 449 units. That figures excludes the 37 Move-badged panel-van examples sold in the LCV space.

Other nameplates that fell just outside the passenger-car top 10 in April 2025 included the Suzuki Ertiga (778 units), Volkswagen Polo hatch (768 units), Toyota Fortuner (606 units), Omoda C5 (588 units, plus 60 examples of the new C5 X), Toyota Urban Cruiser (539 units) and Mahindra XUV 3XO (515 units).

SA’s 10 best-selling passenger cars in April 2025

1. Suzuki Swift – 2 053 units

2. Toyota Corolla Cross – 1 584 units

3. Hyundai Grand i10 (excluding LCV) – 1 425 units

4. Volkswagen Polo Vivo – 1 366 units

5. Suzuki Fronx – 1 186 units

6. Chery Tiggo 4 Pro – 1 133 units

7. Haval Jolion – 973 units

8. Toyota Starlet – 905 units

9. Toyota Starlet Cross – 834 units

10. Kia Sonet – 812 units

Proton’s future in South Africa uncertain

Malaysian brand Proton’s future in South Africa looks decidedly uncertain, with its official distributor saying the operation has been “challenging and costly”…

After a decade-long hiatus, Proton returned to South Africa in September 2022, but the Malaysian brand’s future in the local market already appears uncertain.

As a reminder, Proton is distributed locally by the Combined Motor Holdings (CMH) Group. In its recently released integrated annual report for 2025, the CMH Group admitted its Proton import and distribution operation had “continued to be challenging and costly”.

“Current inventory will be sold during the first half of the coming [financial] year, and thereafter the Group and the Malaysian manufacturer will decide on the way forward,” CMH Group CEO Jebb McIntosh added in the report.

In the firm’s corresponding financial results presentation for 2025, the CMH Group said there was “low inventory remaining”, adding that all Proton stock “will be sold by end August [2025]”. The distributor claimed that though the product was “well received” by local consumers (with “low” warranty claims), pricing was “problematic”.

Globally, Proton falls under Chinese automotive giant Geely, with the latter owning a 49.9% stake in the Malaysian marque. Interestingly, Geely is expected to make its return to the South African market before the end of 2025, though it’s not yet clear whether the Chinese company will appoint a local distributor or set up a wholly owned subsidiary in Mzansi.

Proton’s range in South Africa currently comprises the Saga sedan along with the X50, X70 and X90 crossovers. Pricing starts at R209 900 for the base version of the Saga and runs through to R639 900 for the top-spec “Premium X” derivative in the X70 line-up. According to its website, Proton has 17 dealerships in SA.

Ahead of its return to the local market in 2022, Proton said it was “bullish about its sales prospects in South Africa”, adding that it was “projecting strong sales this year [2022], and targeting to more than double its volume in 2023”.

The automaker started reporting individual model sales figures to Naamsa in July 2023. In 2024, Proton sold just 888 units in SA, translating to a monthly average of 74 units. A further 226 units were registered in the opening 4 months of 2025, seeing average registrations per month fall to approximately 56 units.

Isuzu MU-X 3.0TD Onyx XT (2025) Price & Specs

The facelifted Isuzu MU-X has arrived in SA and we have pricing for the new flagship variant, the MU-X 3.0TD Onyx XT. Here’s what this top-spec adventure SUV will cost…

The facelifted Isuzu MU-X has officially touched down in South Africa, headlined by a new flagship derivative called the MU-X 3.0TD Onyx XT. And it’s the first MU-X variant priced at over R1-million.

As a reminder, Isuzu’s refreshed 7-seater adventure SUV was revealed in Thailand in June 2024, around 4 months before Billy Tom, Isuzu Motors South Africa’s CEO and Managing Director, suggested to us that Mzansi would welcome a new “sexier” version of the MU-X at some point in 2025.

*The SA-spec XT looks something like this Aussie-market X-Terrain.*

We can now confirm that this flagship derivative – which is known as the “RS” in Thailand – wears the “XT” badge here in South Africa. Interestingly, the XT moniker is also used in Australia, where it stands for “X-Terrain”, a nameplate that features on that market’s D-Max bakkie, too.

The new Isuzu MU-X 3.0TD Onyx XT 4×4 6AT is priced at R1 026 800, representing a R38 800 premium over the previous range-topper, the MU-X 3.0TD Onyx 4×4 6AT (R988 000). That sees the newcomer slotting neatly between the Toyota Fortuner 2.8GD-6 4×4 GR-Sport (R999 000) and Ford Everest 2.0 BiT 4×4 Sport (R1 109 500).

*Expect “XT” badging on the grille, front fenders and tailgate.*

The new MU-X 3.0TD Onyx XT is only the 2nd model in Isuzu’s light-vehicle range (that is, excluding the brand’s medium, heavy and extra-heavy trucks) to be priced on the far side of R1-million. The 1st, of course, is the Struandale-produced (and likewise locally converted) D-Max 3.0TD AT35 4×4 6AT, which is currently priced at R1 182 100.

Sourced from Thailand, the new XT is set apart from other MU-X derivatives by its model-specific grille design as well as gloss-black finishes for items such as the wheel-arch extensions, side-mirror caps and alloy wheels. Of course, there’s also the requisite smattering of “XT” badges (on the grille, front fenders and tailgate).

*The cabin of the Aussie-spec X-Terrain derivative.*

Inside, we suspect the MU-X 3.0TD Onyx XT will feature black leather with red contrast stitching, along with items such as an updated infotainment system, a new 360-degree camera, fresh ambient lighting and various driver-assistance safety features.

What about the rest of the facelifted MU-X range? Well, pricing for the standard derivatives ranges from R752 300 (up R8 000) to R973 700 (up R4 300), with the 5 variants effectively carrying over in facelifted form and the new XT topping the Japanese brand’s ladder-frame SUV line-up (in place of the pre-facelift Onyx).

*An idea of the updated styling of the standard (non-XT) derivative.*

Exterior styling changes for the standard (non-XT) derivatives are led by an aggressive new front-end design, complete with revised headlamps, a sporty front bumper and an updated grille. The taillamps, meanwhile, gain a new lighting signature and are now connected by a full-width trim piece, while fresh alloy-wheel designs have been rolled out, too.

From what we can tell, no changes have been made to the local MU-X powertrain line-up, which again comprises a 1.9-litre turbodiesel engine (110 kW/350 Nm) and a 3.0-litre turbodiesel motor (140 kW/450 Nm). Both units are mated to a 6-speed automatic transmission as standard.

That means there’s no sign of Isuzu’s newly developed 2.2-litre turbodiesel engine and 8-speed automatic transmission, which have already rolled out in Thailand…

How much does the Isuzu MU-X Onyx XT cost in SA?

Isuzu MU-X 1.9TD LS 4×2 6AT – R752 300

Isuzu MU-X 3.0TD LS 4×2 6AT – R852 600

Isuzu MU-X 3.0TD LSE 4×2 6AT – R886 700

Isuzu MU-X 3.0TD LS 4×4 6AT – R939 500

Isuzu MU-X 3.0TD LSE 4×4 6AT – R973 700

Isuzu MU-X 3.0TD Onyx XT 4×4 6AT – R1 026 800

The prices above include Isuzu’s 5-year/120 000 km warranty and a 5-year/90 000 km service plan.

P-Series cracks top 5! SA’s best-selling bakkies in April 2025

The GWM P-Series broke into the top 5 on the list of SA’s best-selling bakkies for April 2025, while the Peugeot Landtrek returned to the top 10…

In April 2025, South Africa’s total new-vehicle market increased 11.9% year on year to 42 401 units. After a lengthy stagnant period, sales in the light-commercial vehicle (LCV) space finally grew year on year, improving 3.2% to 9 961 units last month.

So, what happened on the list of Mzansi’s best- and worst-selling bakkies in April 2025? Well, though sales of the Toyota Hilux fell 4.9% month on month to 2 780 units, the Prospecton-produced stalwart remained the nation’s most popular bakkie by quite some margin. Some 7.9% (or 221 units) of that total represented sales to the rental industry.

*Ford’s Ranger grabbed back 2nd place in April.*

After having to settle for 3rd place in March, the Ford Ranger wrestled back 2nd spot in April 2025, despite registrations of the Silverton-made contender sliding 20.7% to 1 728 units. That meant the Struandale-built Isuzu D-Max slipped a spot to 3rd, suffering a hefty 50.8% month-on-month decline to end on 1 108 units.

The KwaZulu-Natal-assembled Mahindra Pik Up also experienced a marked month-on-month drop in sales, finishing April on 654 units (down 46.2%) but nevertheless retained 4th position. The Chinese-built GWM P-Series – a range that includes the P300 and P500 – climbed 2 rankings to finish 5th, reaching 497 units (up 23.6% compared to March). Interestingly, 43.7% (or 217 units) of those registrations represented sales to government.

Despite experiencing a 12.4% month-on-month decrease in sales, the Japanese-made Toyota Land Cruiser 79 (417 units) retained 6th place. Meanwhile, the Rosslyn-built Nissan Navara fell 2 rankings to 7th, suffering a considerable 64.9% month-on-month drop in sales to finish on 293 units.

The Ford-built Volkswagen Amarok (254 units) and Chinese-made Foton Tunland G7 (212 units) held steady in 8th and 9th, respectively, while the Peugeot Landtrek – currently imported from China but due to be assembled at a new facility in Gqeberha in the Eastern Cape from late in 2025 or early in 2026 – returned to the table on 100 units.

Best of the rest in April 2025: bakkies outside top 10

*The GWM Steed fell from the top 10 last month.*

So, which bakkies didn’t crack the top 10 in April 2025? Well, the JAC T-Series – the Chinese firm unfortunately reported only a combined figure for its T6, T8 and T9 line-ups, so we technically can’t rank these individual nameplates in the top 10 – ended the month on 161 units.

Meanwhile, the GWM Steed’s haul of 71 units saw it fall from the top 10 in April 2025. The Mahindra Bolero (40 units) was next, followed by the Mitsubishi Triton, which could muster just 16 sales. Finally, 5 units of the Jeep Gladiator were registered in Mzansi last month.

10 best-selling bakkies in South Africa for April 2025

1. Toyota Hilux – 2 780 units

2. Ford Ranger – 1 728 units

3. Isuzu D-Max – 1 108 units

4. Mahindra Pik Up – 654 units

5. GWM P-Series – 497 units

6. Toyota Land Cruiser 79 – 417 units

7. Nissan Navara – 293 units

8. Volkswagen Amarok – 254 units

9. Foton Tunland G7 – 212 units

10. Peugeot Landtrek – 100 units

Suzuki Swift Sport (1st-, 2nd- & 3rd-gen): Classic Comparison

Many petrolheads begin their driver’s car ownership journeys with these diminutive hot hatches, which are quite affordable to buy and maintain. We head to the twisty roads outside of Cape Town to sample all 3 generations of the Suzuki Swift Sport.

Suzuki Swift Sport: What’s the difference between generations?

1st-gen Suzuki Swift Sport

Specifications:

2nd-gen Suzuki Swift Sport

Specifications:

3rd-gen Suzuki Swift Sport

Specifications:

Summary

How much does the Suzuki Swift Sport cost in South Africa?

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Isuzu MU-X (2025) Launch Review

The 2025 Isuzu MU-X has landed in South Africa, replete with extensive cosmetic revisions and spec changes. Is the facelifted model likely to gain a bigger foothold in the Toyota Fortuner-dominated Adventure SUV segment, however?

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What’s on offer?

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How much does the 2025 Isuzu MU-X cost in South Africa?

Summary

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