Ineos Automotive owes its existence to a dream of adapting a legendary off-roader for the contemporary motoring world, but given the lofty asking prices (and lengthy option lists) of the British brand’s models, how much are YOU willing to pay for nostalgia?
Haven’t some of the world’s best (and also, often, worst) ideas been conceived in bars out of scribbled back-of-a-napkin propositions? Depending on who you ask – or believe, the jet engine, Linux operating system and Velcro were all conceived over a few tipples, as was the Ineos Grenadier off-roader.
When it comes to off-roaders, either by coincidence or try-hard marketing spin, the story goes that the Ineos Grenadier was indeed birthed in an eponymous London pub by chemicals giant Ineos’ owner, Sir Jim Ratcliffe (pictured above), as far back as 2016.
According to legend, he’d reportedly previously approached Land Rover for the rights to continue building the OG Defender, but was turned down, not that that snag dissuaded Sir Jim whatsoever…
As one of the wealthiest individuals on the planet (and presumably bolstered by a fair degree of Dutch courage), Sir Jim and his associates set about planning to build a Defender-that-was-not-a-Defender; a retromodern clone that benefited from high-tech componentry, but retained the spirit of the original.
Just how hard could it be?
The common availability of off-the-shelf parts and global sourcing means that nearly anyone can build a car today: you only need to be a coachbuilder and have access to an assembly line. As for the rest, the Grenadier is assembled using BMW engines, Brembo brakes, Eibach suspension and ZF gearboxes.
And sure enough, the generous ground clearance and suspension travel, ladder-frame chassis, solid axles, low-range transfer case and exposed screwheads all pointed to a rugged, utilitarian go-anywhere boulder-buster in the spirit of the Toyota Land Cruiser 76, Jeep Wrangler and yes, the old Defender.
The vision of a supremely capable and modern, made-over Defender has all the hallmarks of a slam-dunk winner aimed at rose-tinted nostalgists and retro-cool hipsters.
Yet somewhere in the process, something went wrong. Sir Jim’s noble, almost Robin Hood-like vision of bridging past and present for the pathfinding purist, with an industrial, relatively affordable modern-day overlander, stumbled at the final hurdle – affordability.
Ignoring the commercial variants of the Ineos Grenadier for the moment, the 3.0T (turbopetrol) and 3.0TD (turbodiesel) variants of the 5-seat Grenadier Station Wagon cost R1 717 100 before options, with the Fieldmaster version adding another R145 000. Read our review of the 3.0TD Trialmaster Edition.
According to Cars.co.za’s New Car Specs, the most affordable Land Rover Defender 110 (5-door) is the D250 X-Dynamic SE, which costs R1 801 100. “But that’s even more expensive than the entry-level Grenadier, silly,” I hear you say. Indeed, it is, but in contrast with the relatively new (and rather niche) Ineos, there is a glut of keener-priced demo and slightly used Defenders on the used market.
Watch Ciro De Siena’s video review of the 2021 Land Rover Defender:
Besides, the big gripe with the Grenadier’s new-vehicle price is that it excludes a multitude of features.
Ineos Automotive seems to have taken a leaf from the German premium marques by only offering the Grenadier with a moderate spec level; buyers have to add the options as expensively bundled extras: if you want front and rear locking diffs and/or chunkier all-terrain tyres, that’ll cost an extra R48 250.
Watch Jacob Moshokoa’s recent launch review of the Jeep Wrangler:
More basic conveniences, such as electrically operated side mirrors, a rear-view camera or front PDC and some more charging points? Another R33 500, which pushes the price up to just below R1.8 million.
The weak ZAR-GBP exchange rate is certainly an impediment, but the fact is R1.8 million for what was meant to be a glorified off-road kit car (and of which its spiritual predecessor was intentionally designed as industrial so as to facilitate DIY roadside repairs) – is a lot of dead presidents in anyone’s language.
Watch Ciro De Siena’s review of the Toyota Land Cruiser 76:
So, much of that plucky maverick spirit that sparked the creation of the Grenadier no longer exists either in philosophy or execution: you pay for the privilege and can forget about fixing it with nothing but your Leatherman and your wife’s bikini bottom if you’ve whacked one off of its half-shafts in the Richtersveld.
Watch Ciro De Siena’s video review of the Mahindra Scorpio-N:
And a Jeep Wrangler Unlimited 2.0T Rubicon costs R1 299 900; for adventurers with a considerably smaller budget, the Mahindra Scorpio-N is a 7-seater (if you want to take gran along on safari) – 4Xplor variants’ prices begin at R587 999. Also, don’t forget the Suzuki Jimny 5-door, starting from R434 900.
Considering its undeniably cool backstory and, importantly, inarguable off-road credentials, it’s hard to bet against the Ineos Grenadier, provided, as ever, that you can afford one. But you have to consider the model within the broader context of nostalgia becoming a profitable commodity in the car world.
Legacy was also the one asset that Land Rover wanted to protect most (upon hearing the suggestion of a retromodern remake of the Defender by an interloper) and the very, however unmeasurable, reason why you’re paying more for memories than actual metal if you’re gunning for an Ineos Grenadier.
The all-electric Volvo EX90 Ultra Twin Performance – the Swedish brand’s most powerful, advanced and luxurious model – recently landed in Mzansi, but is it a well-resolved product?
We like: Hushed cabin, build quality, minimalist clean design, balance of performance and range.
The EX90 is unmistakably Volvo; note the LIDAR sensor located just behind the windscreen.
The author of this review has followed the gestation of Volvo’s sleek, all-electric, 3-row premium SUV closely since the model’s global reveal in late 2022 – he even attended the international media launch in Los Angeles in 2024. Cars.co.za can now finally conduct a comprehensive test of the EX90 on home soil.
But, before we get stuck in, note those dates. There’s quite a time gap between the announcement of the model (2022) and the start of production at the Charleston, South Carolina plant in June 2024, which speaks volumes for the sheer complexity of this new-gen vehicle. Volvo says the 2025 EX90 is not just a car but rather a high-tech supercomputer on wheels, and unsurprisingly, it has had teething troubles.
The EX90’s rear styling is neat and retains Volvo’s distinctive lighting signature.
Case in point, the international launch cars at the Los Angeles launch event lacked some (of what we’d deem) must-have features, especially at the price, such as Apple CarPlay, the full Bang & Olufsen audio suite as well as EV-specific functionality like Vehicle to Load (V2L) where the car can power your house.
Volvo promised that those missing features would be activated by a substantial update (sent to the cars via over-the-air tech), and the South African-spec EX90 went on sale in April 2025, a few days after Volvo globally rolled out its then eagerly-awaited (1.2.15) software update. Impeccable timing, then?
Now, to the product itself. At the moment, there’s no other BEV in South Africa that offers the Volvo’s levels of all-electric performance and specification in a 3-row (7-seat) configuration. The EX90’s 2 chief rivals – BMW iX and Mercedes-Benz EQS – are from Germany and should be able to match the Swedish newcomer’s performance and price, but what about the standard features list? More about that later on.
Which other 3-row premium SUVs can you get when you’re playing in the R2.5 million bracket? If you’re not completely sold on pure electric power, consider these models:
Volvo Car South Africa offers the EX90 in Twin Motor Performance spec (with an electric motor for each axle). With peak outputs of 380 kW and 910 Nm, the EX90 drives all 4 of its wheels via an automatic transmission. There are no drive modes, just a simple, discreet Performance All-Wheel Drive button.
With that mode activated, our test unit bolted from standstill to 100 kph in just 4.79 sec (compared with Volvo’s claimed 0-100 kph time of 4.9 sec) and completed the quarter mile sprint in a touch over 13 sec.
Those performance figures (according to our test equipment) are deeply impressive for something that tips the scales at almost 3 tonnes. As usual, Volvo has fitted an electronic speed limiter of 180 kph.
Volvo claims a fully-charged EX90 can travel over 600 km before it needs to be plugged in again.
When it comes to range, Volvo claims the EX90 can extract over 600 km from its fully charged 111 kWh battery (of which 107 kWh is usable). That claim is ambitious because true battery range depends on factors such as ambient temperature, style of driving and speed. Suffice it to say, EVs are at their most efficient in a low-speed urban driving scenario, which is where you are likely to get closest to 600 km.
Volvo EX90 flanks a BMW iX3 at an Audi e-tron DC charger.
As far as charging goes, the EX90 supports up to 250 kW DC fast-charging, but as far as we’re aware, the fastest charger in South Africa is 150 kW. Still, 30 minutes at our local 75 kW DC box was enough to gain plenty of range, with time to check emails and enjoy that outstanding audio system while we waited.
During its tenure in our test fleet, the EX90 consumed 22 kWh/100 km – fractionally higher than claimed, but to be fair, we often enjoyed the addictive nature of the Volvo’s powertrain, which allowed us to surge past slower traffic effortlessly. Interestingly, the infotainment system’s consumption readout highlighted just how power-intensive some functions are. For example, we listened to music and enjoyed a massage (with the heating function on) while the Volvo was being recharged, and those actions consumed 3 kW.
A 530 km range from a 90% charge level is impressive, but it’s subject to your driving style.
With the car charged to 90% (you extend the battery’s lifespan if you don’t charge it to 100% often), the EX90 indicated 3 ranges: if you drove spiritedly at triple-digit speeds, you’d get a minimum of 240 km, if you drove extremely conservatively at urban speeds, 530 km was possible and the final projected range was 440 km, based on mixed driving conditions, which was arguably the most realistic figure.
The minimalist digital instrument panel displays how the EX90’s recharging is progressing.
To sweeten the EX90’s value proposition, Volvo Car SA includes R7 500 towards the installation of a GridCars wall box charger at your house (useful for those overnight trickle charges), as well as a R12 000 public charging voucher (valid for 24 months) that you can utilise at your shopping mall, dealerships etc. There are more public EV chargers than you think and the infrastructure has grown at an impressive rate.
Pilot Assist facilitated our journey home in peak traffic. You still need to keep a hand on the ‘wheel!
The EX90’s 1-pedal operation is one of the best we’ve ever assessed, and the Pilot Assist assisted driving tech remains excellent. There’s no need to dab the accelerator and brake pedals repeatedly in dense traffic as the car does most of the work for you, but remember the Volvo’s adaptive cruise control strictly adheres to its following-distance setting; other road users will slip into the large gaps it leaves.
Features and Practicality
Minimalist, clean interior design – it can only be Volvo! But the touchscreen needs regular cleaning.
The 2025 Volvo EX90’s cabin is superb, both in terms of minimalist design and trim quality. Recycled and sustainable materials are used extensively, and the front seats offer class-leading levels of comfort and support. With this flagship (Ultra) specification, the seats also offer heating and massage functions.
The front seats are superbly comfortable!
Unlike the Volvo EX30, the EX90 has a neat digital instrument panel behind its tiller. It may look simple, but it displays the essentials: speed, range, and satnav directions. It’ll also show you what the SUV can see in terms of other vehicles, and it can recognise the differences between cars, trucks, scooters, etc.
The Ultra Twin Performance’s standard spec is comprehensive, but then, given the EX90’s list price of almost R2.7 million, it should be! We suspect that lower-specced and less-powerful variants (such as a single-motor EX90) will be offered locally in future, but we have no official confirmation of that yet.
Features such as soft-closing doors, a sensational 25-speaker Bowers & Wilkins audio system, heated seats with a massage function, a heated steering wheel, a wireless charger and USB charging ports are just some of the highlights of the EX90 Ultra Twin Performance‘s specification. Speaking of lights, we just loved how the horizontal elements of the Volvo’s DRL arrays split to reveal the headlamps.
The Google Automotive user interface.
Safety-wise, the EX90 sports hardware such as a 360-degree camera system, lane-keeping aid, blind-spot info system, cross-traffic alert, road-sign information, plus its Pilot Assist assisted driving tech.
Now, while Volvo’s flagship SUV has LiDAR (light detection and ranging), radar and cameras to scan the road and detect vehicles in its vicinity, not all of it has been activated, but future over-the-air (OTA) updates should put that right (version 1.3.17 dropped on 16 June 2025). Functions such as Vehicle-to-Load, through which the car can power appliances and even your house, will be available one day.
We cleared error messages like this one by switching the car off and on again.
But apart from activating features of the EX90 that are not available yet, those OTA updates can’t come quickly enough to iron out the software glitches, several of which we encountered with Volvo’s test unit.
We encountered an air suspension failure message (which resolved itself after we locked, unlocked and restarted the car); we struggled for 45 minutes to get the Volvo to recognise its key tag to allow keyless entry (in other words, unlock itself – 1.3.17’s release notes say the update addresses this issue); finally, while we conducted the photoshoot, the EX90 showed a “Driving performance reduced” message (after which the Volvo was effectively in limp mode). We drove home at (an electronically limited) 80 kph, and the following day, the test unit started and performed normally, as if no such problem had occurred…
Maps and other Google applications are available.
A Google-based system is at the heart of the EX90’s UX. Android Automotive – not to be confused with Google’s Android Auto smartphone-mirroring tech – powers the Volvo’s infotainment system. If you’re an Android acolyte, you’ll appreciate the Google suite, including Maps, Assistant, and critically, access to the Google Play store, where you can download even more apps like YouTube, games, Spotify and so on.
Are you an Apple disciple? Well, fear not, as we tested Apple CarPlay in the 2025 Volvo EX90 and it ran beautifully on the test unit’s massive (14.5-inch) centre screen. This SUV requires a data connection for all functionality, and Volvo SA supplies 10 GB of in-car data from Vodacom every month for 36 months.
A button for the glove box on the screen? That’s odd.
Although the infotainment system’s interface is undeniably slick, we were mildly frustrated that access to many onboard functions is built into the touchscreen menu. You need to tap the touchscreen to perform simple tasks such as opening the glovebox and tailgate, or adjusting the steering column and mirrors.
Granted, a driver won’t need to adjust the 2025 Volvo EX90’s side mirrors to their preference that often, but it was irksome nonetheless. The menu system doesn’t seem intuitive at 1st, but Volvo says the car will learn what users access often and then automatically create shortcuts on the home screen. Clever!
Rear passengers get all the space, plus ventilation controls and USB-C ports.
Seeing as the EX90 is a luxurious 7-seat family car, it’s expected to have an abundance of occupant and cargo space, and, to a degree, it does. The front- and 2nd-row seats offer ample head- and legroom.
The 3rd-row seats are best suited for kids, but if you only need to transport 5 occupants, the rearmost row stows neatly into the load-bay floor, which is practically shaped and sized (324 to 697 litres). You can use the air-suspension control console to lower the rear of the car to make it easier to load cargo.
The Volvo EX90 offers sufficient load-bay capacity when the 3rd-row seats are stowed.
Ride and Handling
When we saw the EX90 Ultra Twin Performance‘s gorgeous (but rather sizeable) 22-inch alloy wheels, shod with skinny 265/40 tyres, we were worried they’d negatively impact the Volvo’s overall ride quality, but our fears were unfounded. Okay, the ride’s not flawless – it’s still firm at low speeds – but once you’re on the move, the EX90 floats along beautifully. Few cars that run on 22s offer such lofty ride refinement!
The secret to the forgiving ride quality is the fitment of adaptive air suspension, which enables the Volvo to quietly absorb all but the worst road imperfections, of which there are many on South African roads. In terms of the driving experience, it’s plug and play: there isn’t a multitude of confusing drive modes, you only need to choose between 2 suspension- and 2 steering feel settings. How refreshingly simple!
Look carefully and you’ll notice there is no logo on the centre cap.
Has Volvo Car SA missed a trick by not fitting wheels shod with higher-profile tyres, which would better suit local conditions, in conjunction with a spare wheel, or does the Volvo’s sheer heft (as a large battery-electric vehicle) prohibit that? An all-wheel-drive family SUV should be able to drive on tar and gravel with ease, but even when travelling to our photoshoot location, we worried about getting a puncture!
Another thing that really impressed us about the EX90 package was the hushed cabin. There’s an eerie spookiness to driving along in near silence with only the slightest of road noise intrusions; unlike some of its rivals, Volvo has chosen NOT to pipe in futuristic noise (soundscapes) through the EX90’s speakers.
The cabin is cool and stylish, but we think the BMW iX’s interior offers a bigger sense of occasion at this price.
At over 5 metres in length, the almost 2.8-tonne EX90 is not a compact or nimble vehicle; it can be a bit stressful to manoeuvre the SUV into tight parking spaces, but its sensors and cameras are invaluable in that regard. That said, for a R2.6+ million car, the camera feed isn’t of great quality, especially in low light.
The EX90’s all-new SPA2 platform (shared with no other Volvos, for now) incorporates a trick torque-vectoring system, which means the SUV can corner reasonably deftly if it needs to. While most family cars won’t be driven briskly through sweeping bends, it’s comforting to know the Volvo’s up to the task.
Price and After-sales support
The 2025 Volvo EX90 Ultra Twin Performance retails for R2 650 000 (June 2025), which includes R7 500 towards the installation of a GridCars wall box charger at your home, a R12 000 charging voucher (valid for 24 months) for public charging, and 10 GB of in-car data per month (Vodacom) for 36 months.
The EX90’s price includes a 5-year/100 000 km warranty and a 3-year/60 000 km full maintenance plan.
There’s a lot to like about the EX90, but we wish it had fewer software bugs.
The 2025 Volvo EX90 marks a new chapter for the Gothenburg-based brand, and while the compact EX30 BEV landed in SA first, its big(gest) brother has been in development for much longer. There’s an awful lot to like, such as the incredibly quiet cabin, the sensational seats, 1 of the finest audio systems ever installed in a car, an impressive range, and let’s not forget that blistering acceleration either.
If you’re interested in buying a new EX90, should you take the plunge? Our answer, at this time (June 2025), is: No, wait a while. This Swedish diamond needs some finishing touches, and thanks to the magic of over-the-air updates, you can bet that bug fixes and tech upgrades will be rolled out rapidly throughout this year and beyond. This car should, in theory, get better and gain more features with time.
We took a deep dive into online Volvo EX90 owner forums and learnt about some eye-opening issues with the model beyond those that we experienced. We’ll spare you the details, but suggest that if you’re serious about acquiring an EX90, you have to do your research and understand what you’re getting into.
In Volvo’s defence, this is one of its very first software-based vehicles, so some teething troubles should be expected. There’s no mistaking that if you look beyond buggy software, this is a deeply impressive, if pricey, offering. Watch this space, the only way is up for the Volvo EX90, but there’s a long way to go. We hope to get another loan unit in the future to fully experience what this model is truly capable of.
The Volvo EX30 Cross Country is confirmed for SA, bringing rugged capability and adventuring to the electric segment. Here’s what we know.
The Cross Country is essentially a Volvo EX30 which went to Cape Union Mart and accessorised itself for the great outdoors. Jokes aside, just look at it, you get the feeling that this little electric crossover is ready to tackle some gravel roads.
Officially, Volvo says the EX30 Cross Country offers an increased ride height over the standard EX30 and in our opinion, all-wheel drive and substantial ground clearance are the foundation for confident gravel travel. Visually, the car makes quite the statement, with 19-inch 5-spoke alloy wheels which are finished in Matte Graphite with Matte Black aero inserts. The front shield and boot lid have a darker look and if you look closely, the front has the outline of a topographical map, giving you some idea of the car’s capabilities.
Volvo South Africa has confirmed the Cross Country will only be available in the flagship Ultra Twin Performance which means you get an electric motor on each axle. Power outputs are claimed at 315 kW and 543 Nm, which means impressive performance. Volvo claims 0-100 kph in just 3.6 seconds for the standard EX30 with this powertrain, and we suspect the Cross Country will be fractionally slower due to its offroad accessories. A range of 427 km is being claimed.
This derivative has all the latest modern convenience features fitted as standard, with Volvo offering luxuries like heated steering wheel, panoramic sunroof, power-adjustable front seats and lets not forget Volvo’s safety tech either. Volvo SA confirmed numerous personalisation options like mudflaps, load carrier and roof racks.
Pricing and local specifications will be confirmed soon with Volvo SA launching the product in our market later in 2025.
RIP, Lexus IS? V8-powered ‘Climax Edition’ calls time
The reveal of the V8-powered (and rather suggestively named) Lexus IS Climax Edition in Japan seems to signal the end of the line for the Japanese firm’s rear-driven sedan…
Ready to pour one out for the Lexus IS? After 3 generations and some 27 years, the Japanese firm’s rear-wheel-drive sedan appears to be on the way out. In fact, the luxury brand has just announced a new limited-run “Climax Edition” (we’ll refrain from making childish jokes about the moniker) for Japan.
Suggestively named or not, the reveal of this model – along with the likewise limited and perhaps more tastefully named “Ultimate Edition” announced for North America just last month – all but confirms rumours that Lexus will end production of the current IS saloon in November 2025. As things stand, a 4th-generation IS doesn’t appear to be on the cards.
Just 500 examples of the Climax Edition will be built for Japan, each powered by the automaker’s naturally aspirated 5.0-litre V8 petrol engine (2UR-GSE). As is the case with other IS 500 derivatives offered in overseas markets, this 8-cylinder motor sends peak outputs of 352 kW and 536 Nm to the rear axle via an 8-speed automatic transmission.
So, what makes a Climax Edition? Well, Lexus says it has “strengthened” this special derivative’s suspension system as well as reduced its weight. The sedan furthermore gains Brembo brakes complete with red-painted callipers as well as matte-black 19-inch forged aluminium wheels from BBS.
The Climax Edition is finished in special new grey exterior paint, while the cabin gains “Ultrasuede” upholstery featuring a black-and-red combination. This colour scheme is repeated on the leather-trimmed steering wheel and gearshift knob as well as on the backing of the analogue clock.
There’s also an “IS 500 Climax Edition” plaque affixed to the centre console (as well as branded scuff plates in a similar design), while the 8-inch instrument cluster displays a derivative-specific opening screen upon ignition.
What about South Africa? Well, considering the local market didn’t ever receive the V8-powered IS 500, it’s highly unlikely we’ll see a similar “swansong” derivative in Mzansi. That said, the IS 300h F Sport Mode Black (currently priced at R1 211 900) launched locally in January 2025, positioned above the IS 300h SE (which starts at R1 091 200).
As a reminder, the 3rd-generation IS has been on the market in South Africa since 2013 (yes, it’s been around for some 12 years). Sales of this sedan – which admittedly plays a segment that has declined markedly over the past few years – have slowed in recent times, with just 19 units registered locally in 2024. Over the opening 5 months of 2025, only 3 examples were sold in Mzansi.
The Volkswagen Golf GTI Edition 50 is the fastest and most powerful road-legal GTI hatchback to come out of Wolfsburg, but will it come to SA?
The Volkswagen Golf GTI Edition 50 celebrates 50 years of the iconic hatchback. With over 2.5 million units finding homes around the world, Volkswagen has created something special to celebrate this impressive milestone.
Keen-eyed fans will point out that 2025 is actually 49 years of GTI, but in Volkswagen’s defence, the vehicle only goes into production at the end of 2025 and customers will only get their cars in early 2026. Volkswagen claims the Golf GTI Edition 50 is the most powerful and fastest GTI to date. To prove just how quick it is, Volkswagen sent the car around the Nurburgring in 07:46:13 with its test driver benny Leuchter behind the wheel.
The enhancements are numerous, with both a bump in engine outputs and upgrades to the handling. The 2.0-litre turbocharged petrol engine now makes 239 kW and 420 Nm which is about as close to the Golf R as you’re going to get. As a reminder, the latter is an all-wheel drive setup while the GTI Edition 50 is exclusively front-wheel driven.
In terms of handling, the vehicle receives a newly-tuned DCC sports chassis, uprated front differential lock and a progressive steering setup. The suspension has been lowered by 15 mm too. But, if you’re wanting even more, then tick the options box for the GTI-Performance package which includes a set of high-performance semi-slick tyres from Bridgestone, adapted suspension mounts, an additional 5 mm of lowering, and a lightweight R-Performance Akrapovic exhaust system.
Climb inside and the first thing that will catch your eye are the sporty seats which are finished in a check pattern and have red seat belts. The steering wheel gets a subtle and classy GTI 50 logo. Exterior upgrades include subtle GTI 50 logos on the roof spoiler and insides of the exterior mirrors. Five exterior colours are planned for the Golf GTI Edition 50: Pure white, Moonstone grey, Grenadilla black metallic and – exclusively for the anniversary model – Dark Moss green metallic and Tornado red.
Will it come to South Africa?
This is tough to answer as VW Group Africa has yet to confirm even the basic Golf 8.5 GTI and the Clubsport at this stage, but given the legacy of the GTI name in South Africa, we live in hope that we’ll get a few units allocated, much like the iconic ClubSport S from back in 2016 when just 47 landed.
Golf GTI Edition 50 takes on the Nurburgring (Video)
DealerCon 2025 – SA’s Premier Automotive Retail Summit
Cars.co.za is proud to announce DealerCon 2025, a landmark industry event that is set to take place on 17 September 2025 at the Sandton Convention Centre.
DealerCon 2025 is presented by Cars.co.za in partnership with NADA (National Automobile Dealers’ Association), TransUnion, and naamsa | The Automotive Business Council.
“Cars.co.za has always positioned itself as the dealer partner, and DealerCon is possibly the ultimate expression of that goal,” said Amasi Mwela, Managing Director of Cars.co.za.
“DealerCon is set to become the premier annual gathering where South Africa’s key industry decision-makers will meet to shape the future of automotive retail.”
DealerCon 2025 will bring together the full spectrum of the automotive industry, from dealer principals and group executives to OEM leaders, fintech innovators, industry service providers, and policy influencers.
This one-day conference will offer a unique platform for uncovering new business opportunities, showcasing cutting-edge innovations, and sharing actionable insights that support dealer growth and success in a rapidly evolving market.
Navigating Change, Unlocking Opportunity
The theme of DealerCon 2025 is Shift Happens. It captures the urgency facing South Africa’s automotive retail sector as it grapples with major shifts in consumer behaviour, technology, and economic conditions both locally and globally. In an environment where uncertainty is the new normal, dealerships are being challenged to rethink outdated models, realign with emerging market dynamics, and retool for resilience.
The conference aims to facilitate practical collaboration across the automotive retail value, providing the insight and alignment needed to navigate complexity and lead through change.
“The path forward can appear complex and daunting,” Mwela explains, “but periods of change also bring opportunity. DealerCon 2025 is designed to rise above this complexity and offer clear, strategic guidance and forward-thinking insights to empower South African dealerships as they navigate the next five to 10 years.”
Confirmed Speakers
In addition to Mwela, the following distinguished speakers have already been confirmed to share their expertise at DealerCon 2025, with more announcements to follow:
Faan van der Walt, CEO, WeBuyCars
Lee Naik, CEO, TransUnion Africa
Brandon Cohen, Chairperson, NADA South Africa
Mikel Mabasa, CEO, naamsa | The Automotive Business Council
Gideon Jansen van Rensburg, CEO of Motus SA Retail
Event Highlights will include:
Access Actionable Insights: Delegates will access data-driven keynotes, expert panels and actionable strategies from DealerCon 2025’s top speakers.
Join the Decision-Makers: DealerCon 2025 brings together South Africa’s most influential automotive retail leaders, from dealer principals and OEM executives to fintech pioneers and policymakers.
Discuss Dealer Resilience & Agility: DealerCon offers the automotive retail industry the tools to thrive, not just survive, socio-economic volatility, local and global.
Decode The Modern Car Buyer: DealerCon will spotlight rapidly changing consumer preferences and unpack the shifting OEM landscape that will reshape the composition of the used-car market of the future.
Walk Away with Practical Moves: DealerCon will equip delegates with insights that can be activated immediately, across sales, marketing, finance, and operations.
“We will be releasing more information about the exciting speaker line-up for DealerCon 2025 in the coming weeks,” Mwela added.
Ticketing Information
DealerCon 2025 offers a range of ticket options designed to suit the diverse needs of the automotive retail professional. Tickets can be purchased online at https://dealercon.cars.co.za/
Chery Tiggo Cross HEV (2025) Price & Specs
The new Chery Tiggo Cross HEV has officially hit the local market, arriving as the most affordable traditional hybrid in South Africa. Here’s what this Chinese HEV costs…
The new Chery Tiggo Cross HEV – which wears the Chery Super Hybrid (CSH) badge – has officially launched in South Africa as the local market’s most affordable traditional hybrid.
Available in a duo of trim levels, the introduction of the new hybrid electric vehicle (HEV) powertrain effectively doubles the size of the local Tiggo Cross line-up to 4 derivatives. As a reminder, this nameplate launched in Mzansi back in November 2024, offered with a turbocharged petrol mill.
In contrast, the new Tiggo Cross HEV is powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine (generating 71 kW and 118 Nm) along with an electric motor that draws its urge from a 1.83 kWh battery pack. According to Chery, this traditional hybrid powertrain has total system outputs of 150 kW and 310 Nm.
The Chinese automaker claims a combined fuel consumption figure of 5.4 L/100 km, which it says can result in a single-tank range of 1 000 km. A stop-start system is included as standard, along with 4 drive specific hybrid drive modes: pure electric, series hybrid, parallel hybrid and energy recovery.
So, what do these new front-driven hybrid derivatives cost? Well, the Chery Tiggo Cross 1.5 HEV Comfort is priced at R439 900, undercutting the Toyota Corolla Cross 1.8 HEV XS (R494 400) by considerable R54 500 to grab the title of SA’s cheapest traditional hybrid. The Chery Tiggo Cross 1.5 HEV Elite, meanwhile, is priced at R469 900, also making it more affordable than the locally built Corolla Cross HEV as well as the Haval Jolion Pro 1.5 HEV Ultra Luxury (R519 950).
Both the Comfort and Elite grades include derivative-specific 17-inch alloy wheels, front ventilated brake discs, rear disc brakes, automatic LED headlamps, LED daytime running lights, a tailgate spoiler and chrome-effect exhaust trim. The Elite variant furthermore boasts red-painted brake callipers and an electric sunroof.
These keyless-entry-equipped derivatives also ship with black leather upholstery, ambient lighting, rain-sensing wipers, 2-zone climate control, wireless smartphone charging, dual 10.25-inch screens (a digital instrument cluster and a touchscreen) and a reverse-view camera. The Elite trim level gains 6-way power-adjustment for the driver’s seat, a leather finish for the steering wheel and a 360-degree camera system, while also upgrading from 4 to 6 sound-system speakers.
Standard safety kit includes traction control, hill-descent control and dual-front, front-side and side-curtain airbags (with the Elite variant further scoring a front “inter-seat” airbag). The Elite specification adds adaptive cruise control, an automatic braking system, blind-spot detection, front-collision warning, intelligent high-beam control, lane-change assistance, lane-departure warning, rear cross-traffic alert and traffic-congestion assistance.
How much is the Chery Tiggo Cross in South Africa?
Chery Tiggo Cross 1.5T Comfort – R399 900
Chery Tiggo Cross 1.5 HEV Comfort – R439 900
Chery Tiggo Cross 1.5T Elite – R449 900
Chery Tiggo Cross 1.5 HEV Elite – R469 900
The prices above include Chery’s 5-year/150 000 km warranty (as well as a 10-year/1-million km engine warranty for ICE derivatives and a 10-year/unlimited mileage battery warranty for HEV variants, both limited to the 1st owner) plus a 5-year/60 000 km service plan.
The new Chery Tiggo 7 CSH PHEV has officially touched down in South Africa, arriving as the local market’s most affordable plug-in hybrid. Here’s what it will cost you…
The new Chery Tiggo 7 CSH PHEV has officially launched as South Africa’s most affordable plug-in hybrid electric vehicle (PHEV), undercutting a likewise freshly launched contender from a fellow Chinese brand.
Seemingly dropping the “Pro” and “Pro Max” suffixes used by purely petrol-powered Tiggo 7 derivatives in Mzansi, Chery’s first PHEV in South Africa is available in 2 grades: Plus and Ultra. Each is powered by a turbocharged 1.5-litre, 4-cylinder petrol engine mated with an electric motor that draws power from an 18.3 kWh battery pack.
According to Chery, this front-wheel-drive PHEV powertrain’s total system outputs stand at 265 kW and 530 Nm of torque, with the battery pack facilitating a claimed all-electric range of 93 km (which, in turn, ostensibly pushes the total single-tank range to 1 200 km).
The Chinese automaker claims a fuel-consumption figure of 4.9 L/100 km, while suggesting the lithium-iron phosphate battery pack can be fully recharged in as little as 45 minutes when using a DC fast charger (or “between 4 and 8 hours” when plugged into an AC charger).
So, what does it cost? Well, the new Chery Tiggo 7 1.5T CSH PHEV Plus is priced at R619 900, which sees it undercut the recently launched BYD Sealion 6 Comfort (R639 900) by R20 000 to seize the title of South Africa’s most affordable PHEV. In addition, Chery says it will offer this derivative at an “introductory launch price” of R599 900 for the opening 3 months.
Meanwhile, the Chery Tiggo 7 1.5T CSH PHEV Ultra is priced at R679 900, seeing it positioned just below the recently introduced Jaecoo J7 1.5T SHS PHEV (R689 900). As a reminder, Omoda & Jaecoo fall under the Chery Group.
Both the Plus and the Ultra grades feature 18-inch alloy wheels, automatic LED headlamps, LED taillights, LED daytime running lights, rear foglamps, leather upholstery, a 6-way power-adjustable driver’s seat, a leather-trimmed steering wheel, dual-zone climate control, keyless entry, push-button start, wireless smartphone charging and dual 12.3-inch displays (comprising a digital instrument cluster and a touchscreen).
Parking sensors (fore and aft) and a 540-degree camera system are also included for both grades. The flagship Ultra specification additionally boasts items like front foglamps, a panoramic sunroof and a power-operated tailgate, along with a memory function, heating and ventilation for the driver’s seat.
The front passenger seat in the Ultra gains 4-way power adjustment, heating and ventilation, while an electro-chromatic rearview mirror and a negative-ion air purification system are also included. Where the Plus grade features a 6-speaker audio system, the Ultra upgrades to an 8-speaker Sony arrangement, while also scoring an ambient lighting system.
Safety features standard on both derivatives include dual-front, side-front, side-curtain, front inter-seat and driver’s knee airbags, along with blind-spot monitoring, rear cross-traffic alert, rear-collision warning, reverse cross-traffic brake, a driver-monitoring system and a multi-collision braking system.
The Ultra further adds adaptive cruise control, forward-collision warning, automatic emergency braking, lane-departure warning, emergency lane keeping, lane-departure prevention, intelligent high-beam control, traffic congestion assist, integrated cruise assist and lane-change assist.
How much is the Chery Tiggo 7 CHS PHEV in South Africa?
Chery Tiggo 7 1.5T CSH PHEV Plus – R619 900*
Chery Tiggo 7 1.5T CSH PHEV Ultra – R679 900
*introductory launch price of R599 900 valid for 3 months (until October 2025)
The prices above include Chery’s 5-year/150 000 km warranty, a 10-year/unlimited kilometre battery warranty (limited to the 1st owner) and a 5-year/60 000 km service plan.
We visit a barn in the Overberg that looks unlikely to house anything of significance… until Cobus van den Berg opens the doors to his collection of (mostly French) cars.
There are several Peugeots in Cobus van den Berg’s barn, but in front of me sits a Mazda MX-5 (NC), while, along the walls, there is an array of artefacts and memorabilia. It’s a veritable feast for the eyes.
Cobus van den Berg is quick to point out that the barn is still a work in progress, as he has only recently moved his cars here. However, to me it is already an inviting space – especially when we each pull out a chair in the little mancave office. Movie posters line the walls, most notably Klein Karoo and its sequel, Klein Karoo II, both of which Cobus produced.
Cobus has had (and continues to have) an illustrious career. He began his career as a chartered accountant, although as a young boy he had always dreamed of making films.
Began his career as a reluctant CA
His late father, however, would have none of it, so Cobus studied accounting to appease his old man. During this early phase of his life, Cobus had no involvement in film production whatsoever.
Opened an Afrikaans theatre cafe
That changed when Cobus decided to open an Afrikaans theatre cafe in Cape Town. It was during this period that he deeply missed his father, who had passed away when Cobus was 29.
“I decided what I needed was a Peugeot 404. I grew up with one, and my father loved the French brand and its cars. This was in 2004, so I browsed the newspapers and found a 1974 model in Lichtenburg. The owner confirmed it was in daily use and wanted R12 000 for the car,” says Cobus.
Where his love of Peugeot comes from
“I made him a deal: if he drove the 404 to me in the Cape, I would pay him upon arrival. And that’s how I bought my first Peugeot.”
Thankfully, Cobus still owns this car, affectionately nicknamed Oom Christoffel (after its previous owner).
“When my wife turned 40, I gave her a Mini Cooper. When I turned 50, she exchanged the Cooper for a 1975 Citroen Pallas. That was 10 years after I bought the Peugeot 404 – so I then had 2 classic cars… and then the bug properly bit me,” he adds.
“My father was a petrolhead. He didn’t have the money to buy all the cars that he wanted, but he most certainly had broad knowledge about them. He often told stories about the cars of his youth and used to take me to car shows. That laid the foundation for my love of cars.
“You get to a stage where you wonder whether you should specialise – perhaps only to collect certain models within a brand, such as the coupes. But I don’t do this for investment purposes; after all, many of these cars are not worth all that much. Do I do it for nostalgic reasons? Definitely.
The collection was trimmed, but then grew again
“At one point, I sold a few cars, but then the collection grew again. I decided to get a barn to store them, tidy the place up, and make it enjoyable for myself. My wife says that this hobby clearly energises me – in fact, she often encourages me when I wonder whether I should buy another one.”
There are a number of highlights in the “Van den Berg Collection”, most notably a rare 1974 Peugeot 404 Coupe, painted in a sporty red hue. These are not cars you often see in collections. French cars are typically an acquired taste, so I asked how difficult it is for Cobus to maintain them.
“I wouldn’t say it’s always easy to find the parts, but it’s definitely not a nightmare either,” says Cobus. “Within the Peugeot club (Club Peugeot Afrique du Sud), people are very helpful. I’ve rebuilt 2 engines without major difficulty. Most of these classics share the same engines.”
Cobus admits he is unlikely to take on another full restoration project. He has done so before and knows what it entails – whether doing it himself or involving specialists.
He also tends to take advice from friends when it comes to new purchases…
“The Mazda MX-5 was suggested by my friend, actor Arnold Vosloo. He told me to get a Toyota MR2 or a Mazda MX-5. I ruled out the MR2, as I’m not a Toyota fan,” says Cobus.
“I found the MX-5 online for a bit of a bargain. It needed attention, but even with the money I’ve spent, it remains a great buy. I’m honestly thoroughly enjoying it.”
As Cobus walks me through his collection, I spot one of the prettiest Volvos ever made: a 1970 P1800 coupe. It sits next to another 20th-century automotive design and tech highlight – the Citroen Pallas.
Framed pictures and theatre memorabilia are displayed along the walls. A black-and-white photo of Audrey Hepburn (shown below) catches my eye.
Even the barn fits perfectly with the nostalgic atmosphere created by these artefacts; it transports you (albeit briefly) to another time. I ask which cars Cobus still dreams of adding to his collection.
As my interview with Cobus van den Berg wraps up, he continues to share anecdotes, whether about his cars or upcoming film projects. Something tells me this collection will keep evolving in the years to come.
Keen on a Euro-built small hatchback featuring bold exterior styling? Let’s examine the 2nd-gen Toyota Aygo. Should you consider a used version of this Czech-made model?
South Africa’s A-segment – the local category for small city cars, such as the Toyota Aygo – has changed drastically over the past decade. As our market has become increasingly price sensitive, European-built models have fallen by the wayside, with most mainstream brands pivoting to Indian-made (and decidedly “budget-oriented”) alternatives.
In addition, local buyers in this space now favour the crossover body style over the more traditional hatchback shape. As a result, the Aygo nameplate, as well as those of the C1 and 108, have disappeared from our new-vehicle market. But what if you still want a relatively sophisticated European-built city car?
The Aygo was built in the Czech Republic.
Well, we’d suggest considering some options on the used-vehicle market. We’ve already examined the utterly compelling Volkswagen Up, so now it’s time to turn our attention to the 2nd-generation Toyota Aygo, which was available locally in 5-door hatchback guise.
The Japanese firm’s AB40-series Aygo was manufactured in the Czech Republic alongside the (likewise 2nd-gen) Citroen C1 and the Peugeot 108. At the time, Toyota had a 50:50 joint venture with what was then known as the PSA Group (now falling under Stellantis), resulting in a trio of vehicles that shared everything from platform to powertrain.
The C1 and 108 rolled off the same production line.
In South Africa, the 2nd-gen Aygo faced competition from its Gallic cousins (and, of course, the VW Up), but also from within its own stable. Yes, the sub-B-segment Toyota Etios, which offered oodles more room than the Aygo, but was more obviously built to a budget, was very similarly priced.
For the record, Toyota SA Motors replaced the Aygo with the Agya, which was based on the Daihatsu Ayla, towards the end of 2020. However, by May 2023, the awkwardly styled Agya quietly disappeared and was replaced by the Toyota Vitz (effectively a rebadged version of the Indian-built Suzuki Celerio).
Bold styling, present and correct.
Meanwhile, the Aygo entered its 3rd gen overseas late in 2021, though it switched to a Toyota-only platform, morphed from a hatchback into a crossover and gained the “X” suffix. At that point, Indian-built cars were already dominating the budget end of the market, so this model didn’t make it to South Africa.
Toyota Aygo model line-up in South Africa
The Aygo arrived in Mzansi in October 2015.
With the original Aygo – which was, just like its successor, a Franco-Japanese creation built in the Czech Republic – having been on the global market for nearly a decade (but in Mzansi for only 3 years), Toyota revealed the 2nd-gen model at the Geneva International Motor Show in March 2014.
However, we had to wait until October 2015 for the AB40-series Aygo to make local landfall. Backed by a cheeky “Go Fun Yourself” campaign, the 2nd-gen model launched with just a single powertrain option: a naturally aspirated 1.0-litre, 3-cylinder petrol engine driving the front axle via a 5-speed manual gearbox.
The local range initially comprised a trio of derivatives.
In South Africa, this generation of Aygo was only ever offered with a manual ‘box; we didn’t receive the automated manual transmission (AMT) available in certain overseas markets. Initially, the local range comprised a base derivative and a pair of bi-tone variants:
Aygo 1.0 5MT (51 kW/95 Nm)
Aygo 1.0 X-Play Black 5MT (51 kW/95 Nm)
Aygo 1.0 X-Play Silver 5MT (51 kW/95 Nm)
Then, in July 2017, Toyota SA Motors introduced the open-top Aygo 1.0 X-Cite, which was set apart by its electrically operated, full-length retractable canvas roof (but ditched its space-saver spare wheel for a tyre-repair kit). At this point, the X-Play Silver fell away, meaning the Aygo portfolio remained 3 strong.
The open-top X-Cite made local landfall in July 2017.
The facelifted Aygo touched down in August 2018, gaining not only revised exterior styling but also extra safety features and an updated 3-pot engine. The changes to this chain-driven motor were substantial enough for Toyota to hand it a standalone designation, switching from the “1KR-FE” code to “1KR-B52”.
The latter unit was developed specifically to meet Euro 6.2 emissions standards, scoring a dual fuel-injector system, a higher compression ratio, various new low-friction components, a cooled exhaust-gas recirculation system and an improved balancer shaft. Peak power increased slightly to 53 kW, though maximum torque dipped marginally to 93 Nm.
The facelifted Aygo, seen here in X-Cite guise.
Interestingly, the X-Play Silver (featuring an “Onyx Black” body and a silver roof) returned to the line-up at the mid-cycle update, offered alongside the base derivative, the X-Play Black (with a “Cherry Red” body and a black roof) and the open-air X-Cite.
Aygo 1.0 5MT (53 kW/93 Nm)
Aygo 1.0 X-Play Black 5MT (53 kW/93 Nm)
Aygo 1.0 X-Play Silver 5MT (53 kW/93 Nm)
Aygo 1.0 X-Cite 5MT (53 kW/93 Nm)
However, the X-Play Silver’s stay was again brief, with Toyota’s Prospecton-based subsidiary shaking up the Aygo range once more in April 2019. The Aygo X-Clusiv effectively replaced this derivative, though it was likewise offered only in black (with a silver A-pillar and silver roof). Meanwhile, the X-Cite became available with the option of an orange-hued canvas roof as opposed to the standard black version.
The Aygo X-Clusiv arrived in April 2019.
The Aygo technically exited Toyota’s local range in November 2020, when it was replaced by the made-in-Indonesia Agya (though it remained on official price lists for a few more months). The latter measured 200 mm longer than the Aygo, yet was a little more affordable than its Czech-built sibling.
What are the Toyota Aygo’s strengths?
The Aygo was capable of impressive fuel efficiency.
Impressive fuel economy: Most small city cars are capable of returning wallet-friendly fuel-consumption figures, and the 2nd-gen Aygo was no different – in fact, Toyota claimed it was “class-leading” in this regard. Benefitting from a claimed kerb weight of just 855 kg, the pre-facelift model’s Daihatsu-developed engine (carried over from the original Aygo, with a few choice tweaks) was said to have an average fuel consumption of just 4.4 L/100 km.
The revised version of this thermally efficient 12-valve DOHC motor, meanwhile, sipped at a claimed 4.3 L/100 km, with a corresponding CO2 emissions figure of only 97 g/km (well under the taxable threshold of the time). The flip side, of course, was that the Aygo took a leisurely 14.2 seconds to progress from zero to 100 kph, though its performance improved slightly to 13.8 seconds at the facelift.
The Aygo delivered a pleasing mix of comfort and surefootedness.
Ride-and-handling balance: Despite its relatively basic underpinnings, the AB40-series Aygo was endowed with both a pliant ride and composed handling. The suspension was very effective at isolating occupants from minor road-surface imperfections, while the plump 165/65 R14 tyres (worn by most derivatives) played a part here, too.
The steering felt well weighted and the handling was reassuringly predictable, while excellent low-speed manoeuvrability (helped by compact dimensions) made the Aygo a cinch to park. Rolling refinement levels were high, too, though the 3-cylinder engine became perhaps a little too vocal at higher revs.
Exterior design inspired by Japanese “Manga” culture.
Bold exterior styling: While the original Aygo featured the same mid-body section as its French relatives, the 2nd-gen version didn’t share any panels with its Czech-built platform siblings. That meant Toyota could really differentiate the Aygo from the C1 and 108 in the styling department.
Said to have been inspired by Japanese “Manga” culture, the bold exterior design was dominated by an “X” motif splashed across the Aygo’s front end, with the graphic’s upper diagonals running through the headlamps and extending to the A-pillars.
Interesting front-end styling.
The “double-bubble” roof was another design highlight. Meanwhile, the Aygo’s beltline kicked up dramatically towards the rear, where the hatch featured a large black glass panel flanked by boomerang-shaped taillamps.
Of course, certain of these daring design decisions had a negative impact on outward visibility, while all derivatives bar the X-Cite curiously made do with steel wheels and plastic covers (we can’t help but feel that a set of eye-catching alloys would have neatly rounded off the styling package).
What are the Toyota Aygo’s weaknesses?
The atmospheric 3-pot lacked torque low in the rev range.
Lack of low-down grunt: Since peak torque arrived late in the rev range, the Aygo’s thrummy engine lacked low-end shove. In the pre-facelift motor (1KR-FE) maximum twisting force of 95 Nm became available only at 4 300 rpm, while the revised powerplant (1KR-B52) reached its slightly lower peak of 93 Nm at an even loftier 4 400 rpm.
In practice, this meant the Aygo’s otherwise eager little 3-pot did its best work when revved hard, a driving approach that obviously had an undesirable effect on both fuel consumption and refinement levels. Moreover, steep hills and overtaking manoeuvres required plenty of forethought.
Space for rear passengers was tight (note the pop-out windows).
Tight rear quarters: While it may seem a trifle harsh to criticise a tiddly city car for its cramped rear quarters, there was no denying several other vehicles in the segment featured both roomier rear benches and larger luggage compartments (for the record, Toyota claimed the Aygo’s load bay could swallow 168 litres). In addition, rear-sited passengers were saddled with pop-out rear windows.
Interestingly, Toyota SA Motors’ official spec sheet for the pre-facelift model suggested the 50:50-split-folding rear bench could accommodate a trio of passengers (presumably an oversight, as only a pair of 3-point seatbelts was present back there), but this was corrected to 2 at the mid-cycle refresh.
Claimed luggage capacity was just 168 litres.
Miscellaneous potential issues: What else should you look out for when shopping for a 2nd-gen Aygo? Well, Toyota SA Motors never offered this model with a standard service plan, so it’s especially important to look for evidence that the vehicle has been regularly serviced (the manufacturer’s recommended intervals were 1 year or every 15 000 km).
In addition, our research unearthed a few local instances of premature wear and/or corrosion on the front brake discs, often as early as 20 000 km. So, be sure to inspect the front discs, if possible, and take note of any unusual sounds or vibrations under braking during your test drive.
The cabin featured plenty of hard plastics.
Finally, a brief comment on interior quality: while the Aygo certainly looked distinct from its French cousins from the outside, its cabin shared plenty with C1 and 108. Perceived build quality was around par for the segment, though there were loads of hard plastics and some unsubstantial-feeling switchgear. In short, the VW Up and Kia Picanto had the Aygo licked in this department.
How much is a used Toyota Aygo in SA?
X-Cite derivatives appear relatively uncommon.
The Toyota Aygo shipped standard with a 3-year/100 000 km warranty, though (as mentioned above) a service plan was optional. Dealer-fitted accessories, meanwhile, included basic items such as mudflaps and safety film for the windows.
At the time of writing, we found just 33 examples of the AB40-series Toyota Aygo listed on Cars.co.za. Accounting for nearly half of all listings, the X-Play derivatives were the most common, followed by the base variants (36%). We discovered just 4 open-top X-Cite variants and only a single X-Clusiv example.
At the time of writing, the used market featured more pre-facelift examples than refreshed derivatives.
Representing a 3rd of all listings, the most prevalent model year was 2016, while indicated mileages varied from 28 000 km to 307 000 km! The latter, achieved by a 2016 base derivative, is particularly impressive considering the Aygo’s positioning as a city car rather than an out-and-out mile-muncher.
Below R125 000: We found just 5 units listed for below R125 000 (including the high-mileage example mentioned above), each with more than 100 000 km on its clock. Only base and X-Play derivatives were on offer here.
R125 000 to R150 000: At the time of writing, some 19 listings were positioned between these pricing points. All model years bar 2020 were represented, while several examples showed under 100 000 km on their respective odometers.
R150 000 and up: This final pricing bracket housed the remaining 9 listings (most from the 2019 model year), including a trio of X-Cite derivatives and the only X-Clusiv example on offer. The most expensive Aygo we discovered was a 2018 X-Cite (on 68 000 km), priced at R169 990.
Which Toyota Aygo derivative should I pick?
All variants bar the X-Cite rode on steelies with plastic covers.
So, which AB40-series Toyota Aygo should be at the top of your shopping list? Well, we’ll leave you to decide whether you prefer the pre-facelift styling or the design of the updated model. However, keep in mind the slight engine differences detailed earlier.
In addition, it’s pertinent to touch on safety here. At launch, the Aygo came standard with ABS, brake assist, ISOfix child-seat anchors and 4 airbags (dual front and side). Meanwhile, the X-Cite introduced in 2017 gained curtain airbags, electronic stability control and hill-assist control, with the latter 2 features rolled out across the range at the facelift.
The Euro-spec Aygo scored 4 stars in its 2014 Euro NCAP crash test.
On that basis, we’d lean towards a facelifted example, since one of the key benefits of a Euro-built small car is arguably its safety credentials. As specification differences between the base derivative and the 2-tone X-Play variants were negligible (particularly after the refresh), pick whichever you think looks best. The canvas-topped X-Cite, of course, is somewhat more of a niche proposition.
Is the Toyota Aygo a smart used purchase?
The Aygo faced plenty of competition locally.
We’d point to the Volkswagen Up – arguably the most sophisticated offering in the segment at the time – as the 2nd-gen Toyota Aygo’s chief rival in South Africa, though note this little German hatchback was available locally in 5-door guise only from May 2016 (it launched in 3-door form in February 2015).
Other competitors included the South Korean-built Kia Picanto (both the TA-series version and the current generation) and the BA-series Hyundai Grand i10, as well as a raft of other Indian-made budget hatches, such as the Honda Brio and Suzuki’s FE-series Celerio. Then, of course, there were the Citroen C1 and Peugeot 108, though these both sold locally in exceedingly modest numbers.
Only manual derivatives were available in SA (facelifted X-Cite pictured).
The Aygo technically also faced several so-called sub-B-segment contenders, including the Toyota Etios, the A2L-series Suzuki Swift, the B52-series Renault Sandero and the locally built Volkswagen Polo Vivo. These models, of course, offered more space for a similar sum of money.
But the typical Aygo buyer would likely have been more concerned with their new purchase’s character and charm than its outright practicality. As a matter of fact, Toyota SA Motors suggested this city car was designed for “expressive customers”, claiming it would appeal to “the young and young at heart”.
This or a VW Up?
Marketing speak or not, that statement seems to hold plenty of truth. Be they first-time car buyers or indeed older motorists looking to scale down, those seeking a fuel-efficient, boldly styled city car – built in Europe rather than India – would do well to consider a used version of the AB40-series Toyota Aygo. But we’d nevertheless urge them to test-drive a 5-door Volkswagen Up, too…
