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…
Hongqi, China’s oldest passenger-car brand, could be eyeing a launch in South Africa, based on recent trademark applications in Mzansi. Here’s what we know about the Chinese firm…
Ever heard of Hongqi? Founded back in 1958, it’s recognised as China’s oldest passenger-car brand. And, based on freshly unearthed trademark applications, this marque may well be gearing up for a launch in South Africa.
Yes, Cars.co.za has discovered that the FAW Group – the Chinese state-owned automaker that these days serves as Hongqi’s parent company – filed to trademark the “Hongqi” name in South Africa in February 2025, while also applying to protect brand logos used by the 67-year-old marque.
The Hongqi HS3 measures 4 655 mm long, making it a little bigger than the Toyota RAV4.
While a trademark application is by no means a guarantee that the brand in question will actually enter the country, we also stumbled across a few other clues. For instance, South Africa is included in a dropdown menu (among several other countries) on a “dealer application” page that forms part of Hongqi’s global website.
We also know Hongqi (which incidentally means “red flag” in Chinese) is in the process of developing right-hand-drive versions of certain of its vehicles, with the FAW Group having announced in 2024 that it plans to introduce the Hongqi brand to the United Kingdom by 2026.
The front-driven Hongqi H6 offers 180 kW from its turbocharged 2.0-litre engine.
In addition, during its “Globalisation Business Press Conference” at Auto Shanghai 2025, Hongqi revealed bold plans to “expand into 100+ countries and regions” within the next 5 years. The automaker has already entered various left-hand-drive European markets, including Norway, Denmark and Sweden, as well as certain Middle Eastern countries.
Billed as a luxury brand, Hongqi produces China’s state limousines. In fact, the marque started out building only such vehicles for state leaders and foreign dignitaries. Today, however, its range is far broader, also including other sedans such as the H5 (also known as the Ousado), H6 and H9, along with fully electric saloons like the E-QM5 and E-H7.
Measuring 4 785 mm from front to back, Hongqi’s unibody HS5 is almost as long as a Toyota Fortuner.
Of course, the Hongqi portfolio furthermore features SUVs and crossovers in the form of the HS3, HS5 and HS7, plus battery-powered alternatives like the E-HS7 and E-HS9. Giles Taylor, the British designer who once worked at Rolls-Royce and Jaguar (where he was responsible for the exterior styling of models like the Phantom VIII and X351-series XJ) now oversees design at Hongqi.
Will we see the Hongqi brand enter South Africa? Well, only time with tell. But it’s worth keeping in mind that FAW already has a strong presence in Mzansi, even if it no longer operates in the passenger-car space (with such models having previously been imported by Motus). FAW Trucks Southern Africa not only sells various commercial vehicles locally but also operates an assembly plant in Coega in the Eastern Cape…
Great Wall Motors (GWM) has launched the Haval H6 GT PHEV (plug-in hybrid) as the flagship of the freshly updated H6 range in South Africa. This coupe-SUV blends head-turning style, electrified efficiency, and – best of all – hot-hatch-rivalling performance.
The Haval H6 GT PHEV is one of the most affordable PHEVs in Mzansi; it rivals plug-in hybrid crossovers from BYD and Jaecoo, while aiming to steal buyers from pricier rivals offered by Toyota and Omoda.
The H6 GT 1.5T PHEV Ultra Luxury DHT 4WD sits at the summit of the revised H6 range, in which it has replaced the H6 GT 2.0T 4WD Super Luxury.
We attended the local launch to see if Haval’s sportiest-yet hybrid family car lives up to its bold promise.
Powertrain & Performance
The H6 GT PHEV combines a 1.5-litre 4-cylinder turbopetrol engine (110 kW/230 Nm) with 2 electric motors – 1 per axle – for all-wheel-drive capability.
The result is combined outputs of 321 kW and 762 Nm, propelling this 2-tonne (2 075 kg) SUV from zero to 100 kph in a claimed 4.9 sec. That’s hot hatch territory, making it one of the quickest SUVs in its class.
On the road, the H6 GT PHEV delivers brisk acceleration, with the electric motors providing instant torque off the line. However, the hefty kerb weight slightly mutes the experience at higher speeds.
The 2-speed Dedicated Hybrid Transmission (DHT) ensures smooth power delivery, and multiple drive modes (Eco, Normal, Sport, EV) let you tailor the experience. Sport mode unleashes the full 321 kW, while EV mode offers near-silent cruising for urban commutes. The system’s integration is seamless, though aggressive throttle inputs can wake the petrol engine with a slight delay.
Ride & Handling
Despite its sporty pretensions, the H6 GT PHEV strikes a commendable balance between performance and comfort. It has a sporty suspension setup that minimises body roll during cornering, but although the Haval’s ride is on the firm side of pliant, the flagship absorbs most road imperfections with ease. Pothole impacts can feel pronounced, but the overall ride quality suits daily driving and long-distance trips alike.
The electric power steering is light and precise, making parking and city driving effortless. The all-wheel-drive system, augmented with the dual electric motors, provides confident traction on wet or gravel roads, though the 170 mm ground clearance limits off-road adventures. Ventilated disc brakes (an upgrade over standard H6s) deliver strong stopping power, enhancing the car’s dynamic credentials.
Interior & Features
Inside, the H6 GT PHEV feels distinctly upmarket. GT-branded sports seats, faux carbon-fibre trim, and a panoramic sunroof create a premium ambience. The infotainment system with its large touchscreen is a highlight, offering crisp graphics and wireless Apple CarPlay/Android Auto connectivity.
However, the USB port’s placement on the passenger side is less than ideal. Other standard features include a 360-degree camera view, adaptive cruise control, and a head-up display, all of which make the H6 GT PHEV a tech-laden proposition for the price.
Material quality impresses, with soft-touch surfaces and leather-like upholstery. However, the absence of a rear window wiper is a glaring oversight, especially for South Africa’s rainy seasons.
Rear visibility is hampered by the small rear screen and thick C-pillars, making the reverse-view camera essential. Given the glut of features, the lack of an auto high-beam function is disappointing, however.
Practicality & Efficiency
The H6 GT PHEV’s coupe-like roofline doesn’t compromise practicality as much as you would expect. Rear legroom and headroom are sufficient for adults, though taller passengers may find the sloping roof restrictive. The load bay is slightly smaller than that of standard H6 variants, but remains practical for family needs.
Efficiency is a standout feature. The 35.4 kWh battery delivers a claimed 180 km electric-only range (NEDC), with real-world tests suggesting over 100 km in ideal conditions. Combined with a full tank, the claimed total range exceeds 1 000 km, making it ideal for South African commuters and road trippers.
Haval claims combined fuel economy of 0.8 L/100 km, though real-world figures depend on driving style and battery charge. Regenerative braking helps extend the EV range, particularly in stop-start traffic.
Safety spec
The H6 GT PHEV inherits the standard Haval H6’s 5-star ANCAP safety rating (2022), with strong scores for adult (90%) and child (88%) occupant protection. Standard safety features include half a dozen airbags, lane-keep assist, blind-spot monitoring, and autonomous emergency braking. The 360-degree camera system and parking sensors enhance safety in tight spaces, making it a family-friendly choice.
What are the H6 GT PHEV’s rivals?
The H6 GT PHEV squares up against the Toyota RAV4 2.5 Plug-In Hybrid E-Four, Omoda C9 1.5T PHEV Explore AWD, BYD Sealion 6 and Jaecoo J7 1.5T SHS PHEV. Whereas the Toyota and Omoda cost near R1 million, the Haval offers a compelling value proposition for new-car buyers who seek plug-in hybrid efficiency for well under 7 figures, while comfortably outpunching the BYD (238 kW) and Jaecoo (255 kW). Available only in Ultra Luxury trim, it comes with 5 no-cost colour options, which adds to its appeal.
How much does the H6 GT PHEV cost in South Africa?
H6 GT 1.5T PHEV Ultra Luxury DHT 4WD
R799 900
Haval backs the H6 GT PHEV with a 7-year/200 000 km warranty and a 7-year/75 000 km service plan. For added peace of mind, the variant’s hybrid battery is covered by an 8-year/150 000 km warranty.
The Haval H6 GT PHEV is a game-changer for GWM. It offers a compelling blend of sporty styling, punchy performance, and impressive efficiency at a price that undercuts most rivals. Its 321 kW power unit, 100+ km electric range and a claimed 1000+ km overall range (which we’ll certainly evaluate when we do a full review) make it a versatile choice for urban commuters and long-distance travellers alike.
Although the lack of a rear wiper, poor rearward visibility, and minor feature omissions detract from the overall package, for South African buyers seeking a value-driven PHEV with premium flair, the H6 GT PHEV is a standout option. It’s not just a keenly priced PHEV, but a legitimate contender that punches above its weight. If you can overlook its quirks, this coupe-SUV could be a star in your garage.
1. Is the Haval H6 a reliable car? Comprehensive datasets on the reliability of the multitude of vehicle derivatives offered in South Africa are, unfortunately, few and far between, so it’s difficult to make a definitive statement on the H6’s performance in this regard. We’d suggest talking to H6 owners to learn about their personal experiences.
2. Which Haval is the best? The best Haval for you will depend on your needs. The Haval Jolion is a compact model with youthful appeal, while the H6 caters for the family-car buyer who needs more space. The H7 is larger and will appeal to a buyer looking for a more sophisticated SUV experience.
3. Is the Haval H6 a good buy? In its segment (and on paper), the facelifted Haval H6 appears to offer excellent value-for-money with a strong standard-feature set and comparatively attractive pricing.
Haval H6 (2025) Launch Review
Buckle up, Mzansi! We’ve got an exclusive first drive of the facelifted Haval H6, in 1.5T HEV Ultra Luxury DHT guise, straight from the updated range’s local launch.
Thanks to its generous features list and compelling value proposition, the Haval H6 has become a firm fixture in SA’s highly competitive family-car segment, of which it has achieved a notable market share.
The 2025 Haval H6 isn’t just a minor cosmetic update; it’s a comprehensive refresh that builds on the SUV’s strengths while introducing enhancements in tech, comfort, and ownership peace of mind.
We recently had an exclusive first drive of the 1.5T HEV Ultra Luxury DHT variant of the updated medium SUV to bring you this in-depth assessment shortly after the conclusion of the local launch.
Furthermore, alongside the H6 facelift, Haval has introduced the punchy H6 GT 1.5T PHEV Ultra Luxury DHT 4WD – marking Great Wall Motor’s inaugural plug-in hybrid offering in South Africa.
One of the most impressive aspects of the 2025 Haval H6 lies in its strategic pricing, which remarkably holds the line against inflation and adds even more value. At launch, the top-spec (non-GT) Haval H6 variant – the 1.5T HEV Ultra Luxury DHT – is listed for R686 500 (June 2025).
What’s astonishing about this is that it represents an increase of only R3 550 compared with the price of the outgoing model’s HEV 2 years ago – a negligible increment for an extensively facelifted family car.
What’s more, Haval has also shrewdly introduced a slightly lower-spec 1.5T HEV Luxury DHT variant, positioned at an even more accessible R641 500. This makes it a significant R40k less expensive than the pre-facelift HEV variant, effectively widening the Haval H6 HEV’s appeal to a broader audience.
Torquey, yet efficient hybrid power unit
The facelifted Haval H6 HEV is powered by a 1.5-litre 4-cylinder turbopetrol motor mated with an electric motor that delivers combined outputs of 179 kW and a substantial 530 Nm of torque. These figures ensure brisk acceleration and effortless cruising, whether in urban environments or on the open road.
From an efficiency standpoint, Haval claims an impressive 5.2 L/100 km on the combined cycle. In real-world driving conditions, during our previous economy test of a pre-facelift H6 HEV, we achieved figures around 6.1 L/100 km.
That wasn’t too far away from the manufacturer’s claim and was an excellent return for a vehicle of the Haval H6 HEV’s size, performance, and luxurious appointments, especially when compared with its conventionally powered (ICE) rivals. The intelligent hybrid system seamlessly switches between electric, petrol, and combined power, optimising fuel consumption without requiring any input from the driver.
Haval adds more luxury and tech features
The interior of the facelifted Haval H6 has undergone a substantial upgrade, particularly in the Ultra Luxury trim, justifying its R47 000 premium over the Luxury variant with a host of desirable features.
The 1.5T HEV Ultra Luxury DHT variant is distinguished by the following features:
Advanced Lighting: Matrix LED headlights with adaptive high-beam assist that automatically adjust light distribution to avoid dazzling oncoming traffic.
Sportier Aesthetics: New, sportier 19-inch wheels and integrated puddle lamps add a touch of sophistication and convenience, illuminating the ground around the doors at night.
Enhanced Seating: Higher-quality artificial leather seats provide exceptional comfort, with the driver’s seat offering 8-way electric adjustment and memory functions. Both front seats are heated and ventilated, a luxurious touch that enhances comfort in varying climates.
Immersive Infotainment: The centrepiece of the cabin is an enlarged 14.6-inch touchscreen infotainment system, which provides crisp visuals and an intuitive interface. This is complemented by an upmarket 8-speaker audio system, as well as wireless Apple CarPlay and Android Auto.
Advanced Driver Assistance: The Ultra Luxury variant boasts a comprehensive suite of advanced driver-assist systems. This includes a 360-degree surround-view camera with a “transparent chassis view” – an innovative feature that provides a virtual undercarriage view to aid in tricky parking or off-road situations, reverse memory assistance and adaptive cruise control.
The overall interior design and the tactile quality of materials used are impressive, drawing comparisons to vehicles in a much higher price bracket. The layout is clean and user-friendly, with a focus on modern aesthetics and functionality. The panoramic sunroof (a standard feature on both HEV variants) floods the cabin with natural light, creating an airy ambience, particularly to the benefit of rear occupants.
Speaking of the aft occupants, the rear bench offers good thigh and back support, as well as generous legroom, which ensures that even taller adults can stretch out comfortably on long journeys.
Convenience features abound, including both USB Type-A and Type-C ports for charging devices, a central armrest with integrated cupholders, and importantly, a 3rd safety belt for the middle occupant.
Less-than-cavernous load bay
While the interior space for passengers is plentiful, the Haval H6 HEV’s load bay, by necessity, presents a slightly different picture. Due to the integration of the hybrid components and battery pack beneath the load floor, the load bay is somewhat shallow. This design choice means there’s no space for a traditional spare wheel; instead, the vehicle comes equipped with a compressor pump for tyre inflation.
A minor point of contention noted during our review was the inability of the Haval H6 HEV’s parcel shelf to fully cover a standard cooler box, which could raise security concerns for some prospective buyers.
Despite this, practicality is still a strong suit of the H6. Both Luxury and Ultra Luxury HEVs feature an electric tailgate, 40/60 split-folding rear seats to expand cargo capacity when needed, and ISOFIX child seat mounts for secure installation of car seats, all of which underscore its family-friendly credentials.
What is the 2025 Haval H6 like to drive?
As opposed to its (performance-oriented) all-wheel-drive H6 GT PHEV sibling, the 1.5T HEV Ultra Luxury DHT is a front-wheel-drive vehicle, and its primary focus remains on delivering a comfortable and refined driving experience tailored for daily commuting and family adventures.
Don’t let its family-car packaging fool you, however. With 179 kW and 530 Nm of torque on tap, the Haval H6 HEV is a surprisingly zippy car for its segment. Acceleration is impressive, allowing for confident overtakes and responsive performance in various driving scenarios. The hybrid system produces notably smooth take-off and acceleration, with the electric motor providing instant torque at lower speeds.
The ride quality is also a standout; the H6 HEV is exceptionally well-damped and absorbs most road imperfections, to the benefit of occupant comfort. Despite its comfort-biased suspension, the Haval maintains a composed demeanour through corners, with surefooted handling for an SUV of its size.
While the H6 HEV excels in many areas, a slight increase in road noise was noted, perhaps making it “probably the worst of the 3” compared with Chery and Omoda models in this regard. However, this is by no means a deal-breaker and doesn’t significantly detract from the overall refined driving experience.
How much does the updated Haval H6 cost?
H6 2.0T Luxury DCT
R495 500
H6 2.0T Super Luxury DCT
R542 500
H6 2.0T Luxury 4WD DCT
R574 500
H6 2.0T Ultra Luxury 4WD DCT
R614 500
H6 1.5T HEV Luxury DHT
R641 500
H6 1.5T HEV Ultra Luxury DHT
R686 500
H6 GT 1.5T PHEV Ultra Luxury DHT 4WD
R799 900
The prices above include GWM’s 7-year/200 000 km warranty and a 7-year/75 000 km service plan (with intervals of 15 000 km). Hybrid derivatives furthermore benefit from an 8-year/150 000 km warranty specific to the battery pack and other high-voltage components.
Summary
The 2025 Haval H6 arrives in the South African market as a more mature, refined, and even more compelling package than its (pre-facelift) predecessor. While the shallow load bay is a drawback of the HEV variants, this and other minor shortcomings are easily outweighed by the list of positives. With its aggressive pricing strategy, class-leading warranties, extensive list of standard features, and a powerful yet efficient hybrid powertrain, the highly likeable Haval H6 HEV represents exceptional value for money.
1. Is the Haval H6 a reliable car? Comprehensive datasets on the reliability of the multitude of vehicle derivatives offered in South Africa are unfortunately few and far between, so it’s difficult to make a definitive statement on the H6’s performance in this regard. We’d suggest talking to H6 owners to learn about their personal experiences.
2. Which Haval is the best? The best Haval for you will depend on your needs. The Haval Jolion is a compact model with youthful appeal, while the H6 caters for the family-car buyer who needs more space. The H7 is larger and will appeal to a buyer looking for a more sophisticated SUV experience.
3. Is the Haval H6 a good buy? In its segment (and on paper), the facelifted Haval H6 appears to offer excellent value-for-money with a strong standard-feature set and comparatively attractive pricing.
