Mercedes-AMG GLC 63 S (2025) Review

The Mercedes-AMG GLC 63 S benefits from the same complex 2.0-litre 4-cylinder turbopetrol plug-in hybrid powertrain as the C63 S E Performance, but does the apex executive SUV’s outrageous performance offset the lack of a soulful V8?

We like: Ballistic straight-line performance, macho looks, outrageous grip levels, plenty of gadgets.

We don’t like: Pricey, general ride quality on the stiff side.

FAST FACTS

Model: Mercedes-AMG GLC 63 S
Price: R2 772 593 (March 2025)
Engine: 2.0-litre 4-cylinder turbopetrol with electric assist
Transmission: 9-speed automatic
Power/Torque: 500 kW/1 020 Nm
0-100 kph: 3.5 sec (claimed)
Claimed fuel consumption: 7.5 L/100 km combined / 11 L/100 km with hybrid battery discharged
Luggage capacity: 470-1 530 litres

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Where does the Mercedes-AMG GLC 63 S fit in?

*The musclebound CLC 63 S sits at the summit of Mercedes-AMG’s executive SUV line-up.*

Perched atop the GLC hierarchy is the Mercedes-AMG GLC 63 S, the most powerful and fastest variant in the Three-pointed Star’s executive SUV line-up.

However, the GLC 63 S isn’t a total outlier in the range: if you want a performance-oriented GLC and your budget can’t reach the ‘63, the GLC 43 variant offers a little less performance, but is R750k cheaper.

Which is the best GLC for you? See the range with pricing and specifications

Identifying rivals for this performance SUV is tricky. BMW has yet to confirm whether it will produce an X3 M Competition version of the 2024/25 Cars.co.za Awards category-winning G45-series model and the most potent variant in its current line-up – the M50 – is not in the same league as the GLC 63 S. Having said that, a BMW M3 Touring presents an interesting (and practical) left-field alternative.

The long-serving Audi SQ5 is very quick, but again, the ‘Benz is simply on another level in terms of performance – and asking price. Porsche’s Macan GTS is not quite fast enough to hold a candle to the GLC63 S either and the latest iteration of Macan will be an all-electric offering (at least initially).

Instead, we look to Italy, where Alfa Romeo shoved a 2.9-litre biturbo V6 petrol engine into the Stelvio to create the sensational Quadrifoglio Q4. It’s not the freshest offering on the market, but still one of the most complete performance SUVs we’ve driven.

Compare specs of Mercedes-AMG GLC 63, Alfa Romeo Stelvio Quadrifoglio and BMW M3 Touring

How the Mercedes-AMG GLC 63 S fares in terms of…

Performance and Efficiency

Like its Mercedes-AMG C63 S E Performance sedan sibling, the GLC 63 S has ditched its predecessor’s iconic 4.0-litre biturbo V8 petrol engine in favour of a sophisticated 2.0-litre 4-cylinder turbopetrol plug-in hybrid with electric boost. The on-paper numbers are simply staggering; 500 kW and 1 020 Nm. As a reminder, its predecessor mustered “only” 375 kW and 700 Nm.

Mercedes-AMG GLC 63 grille — *The GLC 63 S is not the most intimidatingly styled Mercedes-AMG, but that imposing grille screams: “MOVE OVER!”*

How did ‘Benz’s Affalterbach-based division conjure those lofty outputs when the GLC 63 S’ engine has only half the capacity and number of cylinders that its predecessor did?

The answer is 2-fold: The M139 2.0-litre 4-cylinder turbopetrol motor serves in various Mercedes-AMG products, such as the A45 S, SL43 and so on. With peak outputs of 310 kW and 545 Nm, this powertrain remains the most powerful 2.0-litre engine in series production in the world.

*There’s more than oil-, transmission- and coolant temperature to monitor – don’t forget the electric motor and hybrid battery.*

What’s more, the introduction of a rear-mounted electric motor and hybrid battery, which can be recharged by AC (home outlet) or DC (charging station), adds 150 kW and 440 Nm to the package. For context, those outputs are comparable with what a contemporary Volkswagen Polo GTI produces…

Before 4- and 6-cylinder motors became common in Mercedes-AMG’s line-up, the V8 was almost always its go-to powerplant. Super- or turbocharged, with 4.0-, 4.7-, 5.5-, or 6.2-litre capacities, those 8-cylinder motors produced voluminous, guttural soundtracks that enthusiasts simply adored.

Instead of a sonorous V8, the GLC63 S has an electrified powertrain, which sounds rather uninspired. Sure, the speakers synthesise a “roar” and the exhausts emit terrific backfires on each ‘shift, but it’s nowhere near as stirring and characterful as before. Dare we say it, this ‘Benz has a generic soundtrack. Hopefully, its performance will befit an AMG badge…

Mercedes-AMG GLC 63 steering — *The GLC 63 S has one of the nicest multifunction steering wheels in the performance-vehicle segment.*

It sure does. With a claimed 0-100 kph time of 3.5 sec, the Mercedes-AMG GLC63 S’ sprinting ability eclipses that of its predecessor (as expected), but extracting the ultimate performance out of the Three-pointed Star’s apex Executive SUV is a laborious, time-consuming process. Yes, you can simply rotate the drive-mode selector to Race and then flatten the accelerator pedal; irrespective of which gear it is in, the ‘Benz will deliver instantaneous, lag-free and, in a word, explosive power…

Mercedes-AMG GLC 63 gearbox — *These metal shift paddles add an element of hands-on driver engagement.*

However, because an electric motor and hybrid battery are integral to the ‘Benz’s power unit, you also need to dive into the SUV’s settings to ensure that everything is “dialled up to 10”, so to speak.

First, you must ensure that the hybrid battery is sufficiently charged. It’s best to charge it up before setting out on a performance run, but you can also just let the 2.0-litre turbopetrol engine serve as a generator. After that, you need to select Boost mode so the electric hardware can unleash maximum power when the Race Start function is activated.

*Activate BOOST to unleash additional straight-line shove.*

According to our test equipment, the GLC 63 S catapulted to 100 kph from a standstill in 3.52 sec, which was oh-so-close to Mercedes-AMG’s claimed time. It was a satisfactory result, but based on our recent experience with other contemporary AMG models, the Affalterbach-based division’s performance claims tend to be conservative; we think the GLC 63 S could have gone even quicker!

Mercedes-AMG GLC 63 driving modes — *The Race drive mode turns the powertrain-, suspension- and dynamics settings up to the maximum.*

Many variables can affect the outcomes of performance testing; ambient temperature, tyre pressure and -wear level, fuel load and even wind direction can cost a few 10ths of a second on a 0-100 kph run. Cape Town was in the middle of a heatwave when we tested the GLC 63 S and, while we strive to the test early in the morning, a temperature of around 25°C (by 8 am) was not ideal for the high-performance engine.

Our data also showed that the ‘Benz experienced wheelspin when it shifted from 2nd to 3rd gear, which also cost time. In perfect conditions, it may have been capable of setting a time of around 3.45 sec.

Mercedes-AMG GLC 63 instrument cluster — *13.7 L/100 km was a relatively efficient consumption figure, considering how enthusiastically we drove the GLC 63 S.*

It may not sound like a symphony, but this potent powertrain delivers impressive efficiency. Yes, 13.7 L/100 km does not sound all that impressive (the official claim is 11 L/100 km), until you consider that this Teutonic SUV has a kerb weight of about 2.3 tonnes. Its predecessor, which had a biturbo 4.0-litre V8 and was lighter, was known to return figures in the high teens.

Ride and Handling

There’s no doubt that the Mercedes-AMG GLC63 S is fiendishly quick in a straight line, but its ability to deliver full-bore acceleration runs is just a single page of a compelling book, so to speak.

Mercedes-AMG GLC 63 exhausts — *The rear aspect, characterised by quad exhaust tips and a red nameplate, is the view of the ‘Benz most road users will see.*

To reiterate, the GLC 63 S is not lightweight and, when it comes to cornering capability, its heft (the hybrid power unit, especially the battery pack, adds weight) and raised centre of gravity (compared with a sedan or coupe) are certainly drawbacks. Yet, thanks to suspension trickery, rear-wheel steering, a superb braking system, a 51:49 weight distribution and “sticky” Michelin Pilot Sport rubber, the performance-oriented Executive SUV proved relatively nimble; it never struggled for grip.

Mercedes-AMG GLC 63 wheel — *These optional 21-inch wheels look the part and the Michelin tyres don’t generate excessive road noise.*

The steering setup imparts a meaty and direct feel, with no vagueness and plenty of feedback; you’d be forgiven for thinking you’re piloting a slightly larger, more powerful version of the A45 S all-wheel-drive hatchback! We expect the majority of GLC 63 S buyers are unlikely to want a “hyper hatch” experience and will rarely drive the SUV at its limit/s, but it’s remarkably rewarding to pilot this vehicle in anger.

There is a downside, however. When the GLC 63 S operates in its most aggressive drive mode (Race), the SUV’s ride quality is decidedly stiff – as if you can feel every rut and crack in the road surface! Still, with Dynamic Select, you can customise the ‘Benz’s settings to your preference. If you’re in the mood to drive enthusiastically but would like to avoid a jarring ride over a bumpy stretch of blacktop, you can select the powertrain’s sportiest setting, but combine it with the suspension’s most comfortable one.

*When you want to enjoy the GLC 63 S’ performance, but the road surface is bumpy, use this combination of settings.*

Thumping performance? Check, but what’s the GLC 63 S like to drive on the daily commute? The short answer is: pleasant. Switch that drive-mode dial back to Comfort and it’s as if the growly engine takes a nap; the electric motor does all or most of the work when pulling away and negotiating start-stop traffic.

The hybrid battery’s capacity is a meagre 6.1 kWh (by PHEV standards), which facilitates an EV-only range of only 14 km, which doesn’t sound like much, but it’s useful for powering mindless trips to the local mall. You can recharge it by plugging it in at home or a charging station, use the SUV’s engine to replenish the battery’s charge level and varying degrees of regenerative braking help to “top it up”.

*The hybrid battery is best used for supplementing acceleration – not pure-electric driving.*

The dual nature of the ‘Benz is astounding; on the one hand, it’s a restrained executive SUV that is quite content to trundle through traffic in electric or hybrid mode, but when you switch it to Race, it becomes, well, a feral beast. In its most docile setting, the GLC63 S’ transition from petrol to electric modes (and vice versa) was impressively smooth for such a technically complex – let alone beefed up – powertrain.

Practicality and Features

Mercedes-AMG GLC 63 interior — *The GLC 63 S’ plush and upmarket cabin has a more satisfying build quality than we expected.*

Through its combination of tech and luxury features, the Mercedes-AMG GLC 63 S’ cabin feels suitably expensive and is aesthetically pleasing, even if borders on blingy. It looks especially impressive at night, when the LED ambient lighting illuminates the ornate vents and reflects off the carbon-fibre dashboard. The AMG sports steering wheel, replete with animated jog wheels, is particularly pleasant to wield.

The standard (heated) AMG sports seats, complemented with red seatbelts, look racy, offer plenty of support and, thanks to electronic adjustment, can be set to a near-perfect driving position with ease. For the record, customers can upgrade those seats to even racier pews – matched with yellow seatbelts.

Mercedes-AMG GLC 63 seats — *These contoured heated- and electrically adjustable front sports seats are complemented by red seatbelts.*

We’ve criticised the cabin build quality of some contemporary Mercedes-Benz models (including some of the Three-pointed Star’s higher-end products) in the recent past, but the flagship GLC features fewer cheaper-feeling materials at common touchpoints by comparison. And, importantly, elements such as the soft-touch dashboard and premium-feeling speaker surrounds feel as good as they look.

*The infotainment screen offers a host of technical displays that may entertain performance aficionados.*

The cabin’s anchor point is the portrait-orientated touchscreen and, although it looks intimidatingly advanced, it’s one of the simpler infotainment systems to operate at the premium end of the market.

It’s great to see that core functionality, such as the climate control section, is permanently displayed at the bottom of the screen for ease of access. Sure, as before, there’s duplication and information overload. In how many ways can you display powertrain information? Mercedes-AMG: “Yes.”

*(Probably) more apps than you’ll ever need…*

Of course, being the high-performance GLC derivative, the 63 S offers telemetry and performance measuring apps, so that you can conduct performance tests and record lap times when you like.

Compare the derivatives in the Mercedes-AMG GLC range. Which one suits you best?

Price and After-sales support

The Mercedes-AMG GLC 63 S is priced from R2 772 593 (March 2025), which includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

Our test unit was fitted with R217k worth of optional extras, including the Premium Plus Package (R112 400, which includes a heads-up display, additional MBUX functions, noise-insulating acoustic glass and so on), 21-inch AMG wheels (R24 400) and matte Manufaktur Magno Silver paint (R64 300), all of which pushed the total price up to almost R3 million.

Mercedes-AMG GLC Specs & Prices in South Africa

Find a new/used Mercedes-AMG GLC listed for sale on Cars.co.za

Verdict

Mercedes-AMG GLC 63 rear — *We’d argue the hybrid powertrain suits the Mercedes-AMG GLC better than its C-Class sedan sibling.*

It’s impossible to deny the outright performance capability of the GLC 63 S and Mercedes-AMG deserves to be commended for breaking the mould and implementing a “radical” downsized, hybridised powertrain in a headlining performance model. In a risk-averse motor industry, that was a ballsy move.

The ferocious straight-line acceleration and significant cornering ability of this hefty executive SUV almost beggar belief and we don’t doubt that those who fork out “the big bucks” to procure this ‘Benz will be satisfied with what it delivers. Yes, we all miss the evocative soundtrack of its V8-powered predecessor, but this new car beats it in every other metric.

Mercedes-AMG GLC 63 badge — *This model does the AMG badge proud, but how will history consider the GLC 63 S, seeing as the V8 is making a comeback?*

But, after the lukewarm market reception to the C63 S E Performance sedan, time will tell whether this new-generation powertrain will be a sales success. Also, Mercedes-AMG fanatics will have heard the news (which broke in February 2025) that the Three-pointed Star confirmed it will develop an all-new electrified V8 engine for future models. While we’re not perturbed by the complexity- and are satisfied with the performance of this hybrid 4-cylinder, purists will be happy to see the return of a V8 lump.

Range Rover Velar PHEV (2025) Review

The Range Rover Velar PHEV, which sits at the summit of the British marque’s Premium SUV range, attempts to combine efficiency and performance in an eminently stylish – let alone luxurious – package. Is it worth its lofty price tag? Let’s find out.

We like: Styling, brilliant infotainment system, refinement, fuel efficiency.

We don’t like: Thirsty once the hybrid battery’s charge level is depleted, limited rear legroom, pricey.

FAST FACTS

Model: Range Rover Velar P400e Dynamic SE
Price: R2 098 300 (March 2025)
Engine: 2.0-litre 4-cylinder turbopetrol with electric assist
Transmission: 8-speed automatic
Power/Torque: 297 kW/640 Nm
0-100 kph: 5.4 sec (claimed)
Claimed fuel consumption: 2.2 L/100 km when hybrid battery charged
Luggage capacity: 673-1 731 litres

Serious about buying/selling?

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

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

Where does the Range Rover Velar PHEV fit in?

*The Range Rover Velar debuted in 2017, was revised in 2023 and still looks fresh after all these years.*

There’s so much allure to Range Rover’s brand image and design language. JLR’s pre-eminent brand produces several desirable models and despite its age, the Velar still manages to turn heads.

Which is the best Velar for you? See the range with pricing and specifications

A raft of updates to, and enhancements of, the Velar have kept it relevant in an ever-changing market. The most recent tweak sees the introduction of a larger infotainment screen, powered by the latest Pivi Pro operating system. The range comprises a trio of diesel derivatives, plus this – the plug-in hybrid.

There are only a handful of plug-in hybrid premium SUVs available in South Africa (if you’re shopping around the R2 million price point). Your first port of call should be the multiple CarsAwards category-winning Volvo XC90 T8. Sure, it’s getting on a bit and lives in the shadow of its accomplished 30d sibling (also a CarsAwards winner), but a few subtle updates have kept the XC90 PHEV relevant in its segment.

*The P400e Dynamic SE looks “murdered” with its noir paint finish, matched with dark wheels and exterior trim.*

Another venerable contender – and the 2025 CarsAwards winner in this category – is the BMW X5. It is also available as a PHEV (in X5 50e guise, but we haven’t tested that variant). If you want something different, the Lexus RX 450h+ is very accomplished – it’s not as flashy, but much more affordable – and, of course, don’t forget about the Porsche Cayenne e-hybrid, even if it’s even pricier than the Velar.

Compare the Range Rover Velar’s specs with those of the Volvo XC90 T8 and BMW X5 50e

How the Range Rover Velar PHEV fares in terms of…

Performance and Efficiency

A plug-in hybrid electric vehicle (PHEV) utilises an internal combustion engine and an electric motor mated with a hybrid battery, which is topped up by harvesting kinetic energy and can be fully recharged at home – or a charging station. Cleverly, the various elements of the power unit are integrated to deliver an uninterrupted and automated driving experience; owners can run the vehicle on either powertrain.

In the case of the Range Rover Velar PHEV, a 2.0-litre 4-cylinder turbopetrol engine and electric motor work together to produce combined outputs of 297 kW and 640 Nm. And, like most PHEVs, the P400e Dynamic SE offers brisk acceleration. Range Rover states a 5.4-sec 0-100 kph time for this variant and, when we put the Velar through its paces, our test gear confirmed a time of 5.99 sec. So, yeah, it’s quick!

Range Rover Velar PHEV rear — *The Velar’s rear-end styling is neat, even if the Range Rover lettering is difficult to make out in this get-up…*

The real strength of a PHEV is its ability to operate in either hybrid or pure-electric mode; it’s tailor-made for those markets that tax motorists based on emissions. Without the petrol engine, 15.4 kWh of usable hybrid-battery capacity is good for about 65 km, but we found it best to utilise the Velar’s hybrid setting.

The SUV will run “on battery” at low speeds (such as when you’re wading through congested traffic) and then seamlessly transition to petrol power at higher velocities. When you lift off the accelerator to coast to an intersection, the petrol engine will deactivate while the brakes harvest energy to top up the battery.

Range Rover Velar PHEV Pivi Pro — *There are 3 drive modes to choose from. Note you can force the SUV to reserve hybrid-battery charge or run in EV mode only.*

The fuel consumption figures claimed for PHEVs sound too good to be true; the Velar, a full-size family car with a kerb weight above 2.2 tonnes, is claimed to use just 2.2 L/100 km. So, just how miserly is it?

Well, 1 of our testers saw an indicated figure of under 2 L/100 km on his commute to the office (granted, it was on a level road, in slow-moving traffic, so the Range Rover’s electric motor did most of the work). But, bear in mind that when that hybrid battery is depleted, the P400e Dynamic SE’s consumption will increase notably when the petrol engine provides the propulsion and replenishes the battery’s charge level in Save mode. When driving on the open road with the battery near depleted, we saw 9.9 L/100 km.

Range Rover Velar PHEV instrument cluster — *When the hybrid battery’s charge is depleted, the Velar’s fuel consumption goes up notably*.

As for recharging, the Range Rover Velar PHEV is one of the few vehicles in its class that supports fast (DC) charging at 50 kW, which means you can rapidly “top up” at public charging stations. You can also charge via AC power, but at a slower rate; this method is best suited for “plugging in overnight” at home.

Range Rover Velar PHEV charging — *Unlike most plug-in hybrids, the Velar PHEV supports fast (DC) charging.*

The driving experience is whisper-quiet – and ultra-refined. The key to the near-silent running is clever active noise cancellation that dials out the exterior noise and cabin vibration. Despite its nomenclature, this P400e Dynamic HSE’s on-road demeanour is laid-back. The throttle response is leisurely; only when you fully depress the accelerator pedal does the Velar PHEV come alive to deliver a brisk turn of pace.

You wouldn’t want to “hoof it” too often though: the engine note is not particularly pleasant at high revs.

*The shift paddles are pretty and a pleasure to use, but you’re unlikely to use them often.*

The 8-speed auto transmission can hesitate, especially at lower speeds, when the car toggles between electric and petrol propulsion, but you quickly learn to adapt your driving style to negate this. Beautifully crafted ‘shift paddles are affixed to the back of the steering wheel and they’re lovely to touch, but we found the powertrain/shift mapping was efficient enough that we hardly ever felt the need to use them.

Ride and Handling

Our test unit came with its standard adaptive suspension, but it’s a little surprising that such a premium offering isn’t offered with air suspension, at least not in the South African market. The Velar PHEV’s ride quality does depend on which drive mode you’ve selected, but the default setting is on the supple and pliant side of things, which is just how a Range Rover should be: gentle, comforting and cossetting.

Range Rover Velar PHEV wheel — *The striking 21-inch alloy wheels are wrapped in Michelin all-terrain tyres.*

When travelling on poorer-quality tarmac, some jolts from bump- or dip impacts translated to the cabin, but we believe the test unit’s oversized wheels exacerbated them. The 21-inch alloy wheels (wrapped in all-terrain Michelins) looked great, but given the varying road quality in the Republic, perhaps smaller wheels, fitted with higher-profile tyres, may provide peace of mind and optimise ride/occupant comfort.

When it comes to handling ability, Range Rovers tend to favour “effortless luxury” over “engagement and athleticism”, which is why the Velar is surefooted but less than nimble. That said, Range Rover does know how to produce a fun-to-drive large premium SUV – just consider the superb current-gen Sport range.

*The Range Rover Velar’s interior is beautifully crafted, including the steering wheel, which is a delight to wield.*

When you’re driving in narrow streets and on tight roads, you’ll appreciate the Velar PHEV’s light steering setup, which makes it effortless to place the sizeable – and hefty – premium SUV on the road. At higher speeds, it still retains some directness and engagement, but not at BMW X5 or Porsche Cayenne levels.

And, thanks to the additional hardware of the hybrid system, this hefty variant doesn’t feel as light on its, um, wheels as some of its rivals. At least it makes up for it with off-road ability; although few Range Rover owners will venture “far from tar”, it’s good to know the Velar has notable capability on the rough stuff.

Range Rover Velar PHEV modes — *The Velar PHEV is very well suited to traversing gravel (or more difficult off-road) routes.*

With a wading depth of 530 mm, a 213-mm ground clearance and a host of off-road drive modes, the Velar is surprisingly capable off-road. Of course, you can let the SUV’s Terrain Response figure out on which type of surface you’re driving and let it adjust the vehicle settings for you, but it’s more effective to utilise the drive modes; there are even some fun, if frivolous, readouts that add to the sense of occasion.

*The infotainment system offers a variety of displays, some of which are more useful than others.*

Practicality and Features

When you climb inside the Range Rover Velar PHEV, you’re greeted by a classy minimalist cabin. With the latest upgrade, many of the in-car controls were transferred to/consolidated in an 11.4-inch infotainment touchscreen. The centre console is almost bare and the only fascia-mounted button is for hazard lights.

Range Rover Velar PHEV cabin — *The minimalist cabin is great to look at and reasonably intuitive, but we do miss some buttons.*

This raises an interesting dilemma. We certainly appreciate a neater cabin (the freed-up space is now used for connectivity and wireless charging) and we maintain the Pivi Pro is arguably the best-in-class in terms of responsiveness and user experience, but is the overall setup all that user-friendly? Not quite.

Range Rover Velar PHEV over-the-air updates — *Over-the-air updates ensure that the infotainment system is constantly improved.*

Yes, the Pivi Pro system is refreshingly easy to learn, lag-free and simply laid out, but in our experience, climate controls (to name just 1 example) don’t work efficiently on a touchscreen. It’s a schlepp to tap the climate option, then select a zone, and then adjust the temperature setting, while you’re driving.

Also, new-for-2026 Euro NCAP rules will penalise vehicles that have critical features integrated into their touchscreens (they’re deemed distracting), so expect some buttons to return to brands’ new cars soon.

Range Rover Velar PHEV rear legroom — *Limited rear legroom is one of the weaknesses of the Velar package.*

Despite its 2 874-mm wheelbase and 4 797-mm length, the Velar isn’t all that spacious inside. Using our comparison tool, we noticed the Range Rover’s key rivals have longer wheelbases (by about 11 cm) and that makes a significant difference in terms of how much more rear legroom they offer by comparison.

This author, accompanied by his wife and parents, travelled to a weekend getaway location in the Velar. During the trip, the rear occupants were surprised by how little legroom they had, considering they were in “a big Range Rover”. For convenience, their devices could be recharged from a pair of USB-C ports.

Range Rover Velar PHEV boot — *Suitcases, cooler bags and fishing gear. It all went into the load bay!*

Impressively, unlike some PHEVs, the P400e Dynamic SE’s luggage capacity isn’t too compromised by the fitment of the hybrid power unit’s additional hardware (including the battery). Compared with plug-in versions of the Volvo XC90 and BMW X5, the Velar’s load bay is fairly sized: it is said to hold up to 673 litres, which balloons to 1 731 litres if you fold down the 2nd row, which has a 40:20:40 configuration.

In terms of interior build quality and visual appeal, Range Rover often gets it spot on and the Velar’s cabin is no exception. Granted, there are 1 or 2 common touch areas that feel “of marginal quality”, such as the buttons on the steering wheel, but the extensive use of soft-touch materials easily compensates for that.

Range Rover Velar PHEV interior — *Although there are points of marginal quality, the Velar PHEV’s cabin is awash with soft-touch materials.*

When you’re forking out R2 million for a premium SUV, you expect comprehensive spec, but our test unit still had a few extras that pushed the asking price to just over R2.3 million. The biggest line item was the 22-speaker Meridian audio system that dovetailed nicely with the wireless Android Auto/Apple CarPlay.

Range Rover Velar PHEV Meridian audio — *Has Kate Bush ever sounded as great as she did on the Meridian audio system*?

The Tech Pack (R32 640) added features such as a head-up display, 360-degree surround view, park assist and wade sensing. Massaging-, heated- and cooled front seats and a panoramic sunroof were also specced, but at the time of writing, the online configurator was no longer listing prices for those options.

Range Rover Velar PHEV massage seats — *The massage function is always a plus on long journeys.*

Meanwhile, the Velar features an array of passive and active safety features. The latter grouping includes adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keeping assist (among others), all of which are fitted as standard on this model. Six airbags, tyre-pressure sensors, electronic stability- and hill descent control, plus trailer stability assist round off the safety suite.

Price and After-sales support

The Range Rover Velar P400e Dynamic SE retails for R2 098 300 (March 2025), which includes a 5-year/100 000 km vehicle warranty, an 8-year hybrid battery warranty and a 5-year/100 000 km maintenance plan. With the options fitted to our test unit, its final price came to R2 315 507.

Range Rover Velar prices and specifications

Find a new/used Range Rover Velar listed for sale on Cars.co.za

Verdict

Range Rover Velar PHEV badge — *The Velar is available in turbodiesel and PHEV guises, stick with the former, we say.*

Despite its age, the Range Rover Velar is still a striking and desirable premium SUV. However, its alluring looks, efficient powertrain and off-road capability are overruled by a high list price and a cramped cabin.

Should you buy a Range Rover Velar PHEV? In this sub-genre (plug-in Premium SUVs), its rivals offer more space and -performance at lower prices, so this SUV is a heart-over-head purchasing proposition!

That said, there’s better value in the rest of the Velar range and, while the local new-vehicle market has only just entered its plug-in hybrid era, turbodiesel premium SUV variants still make more logical sense.

New Renault Duster vs Suzuki Jimny: What To Buy?

If you’re in the market for a new, 4×4-capable small SUV for under R550k, you’re likely to have shortlisted the Suzuki Jimny 5-door and the new Renault Duster 4WD. Which one of these models is the most compelling buying proposition? Let’s take a closer look!

The new Renault Duster recently arrived in South Africa and together with the Suzuki Jimny, they are the most affordable and capable offroad SUVs you can buy right now.

South Africans love exploring the outdoors and, if you want to make the most of your adventures, you’ll need a car that’s adequately equipped for the job. Sufficient ground clearance will only get you so far – a 4×4 drivetrain is a must if you’re hoping to conquer tough terrain on your way to a far-flung destination.

There are several 4×4 SUVs on the market, but few are priced below R550k. So, if you’re looking for a new off-road-capable SUV in this price bracket, you may be considering the Suzuki Jimny and the recently-launched Renault Duster. In this article, we compare the Suzuki Jimny 1.5 GLX AllGrip 5-door manual and the Renault Duster 1.2T hybrid Zen 4WD manual derivative.

Note that the Jimny GLX is also offered with an automatic transmission but the Duster Zen 4WD is only currently offered in conjunction with a manual transmission and sadly it’s not available in top-spec Intens trim either.

The Jimny is an iconic model for Suzuki. Backed by a stellar reputation for unwavering 4×4 ability, the 4th-gen SUV remains hugely popular in many markets. With the arrival of the highly-anticipated 5-door version, the Jimny now appeals to a wider audience and, therefore, is selling in greater numbers.

While the Suzuki Jimny might be an obvious choice for a 4×4 SUV under R550k, it has a few drawbacks (see our “Living With It” review) and the second-generation Renault Duster 4WD was often overlooked, perhaps unfairly so.

The Renault Duster has gained a loyal following since the original model arrived in Mzansi in 2013; the turbodiesel-powered version has been praised for its admirable blend of efficiency and performance. Now, an all-new Renault Duster has finally reached South Africa with 2 new engine choices and 2WD or 4WD configurations to choose from. Sadly, a turbodiesel engine option is not offered on the new-generation Duster.

So, the Jimny is an iconic little off-roader, but is the Renault Duster 4×4 a more practical purchase?

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Exterior Styling, Performance & Efficiency, Interior Features & Execution, Practicality & Offroad Ability, as well as Pricing & Warranty details.

If, at the end of this article, you are still undecided as to what to buy, you are more than welcome to reach out to us for advice via X, Facebook or Instagram. Our experienced test team will gladly assist you.

Suzuki Jimny 5-door Vs Renault Duster 4WD: What To Buy?

Exterior Styling

Suzuki Jimny 5-door

The Suzuki Jimny 5-door wears a familiar face – from the front, it is indistinguishable from the 3-door – but it’s underpinned by a longer ladder-frame chassis.

The familiar boxy Jimny design, including short overhangs, an upright grille, round headlights and a spare wheel mounted on the side-hinged rear tailgate has been retained. Fifteen-inch alloy wheels are fitted as standard and the addition of 2 rear doors adds welcome practicality to the Jimny package.

The Jimny sports an unapologetic built-for-purpose design, which has undoubtedly contributed to its impressive success. It is, however, an acquired taste – its styling has, and still does, divide opinion.

Renault Duster 4WD

By comparison, the new Renault Duster adopts modernised styling but retains its ruggedness with prominent cladding and a chunky lower grille section. The big Renault logo has now been replaced with bold Renault lettering between the new Y-shaped LED headlights. Those roof rails aren’t just for show either and they have a load capacity of 70kg.

The Duster’s rugged appeal is amplified by its front and rear skid plates while the new 17-inch alloy wheels (18-inch on Intens trim) add a little bit of pizzazz to the design. The new Duster’s styling is arguably one of the most appealing designs in the compact SUV segment right now and this will contribute to the new model’s uptake in the local market.

Performance & Efficiency

	Suzuki Jimny 1.5 GLX AllGrip 5-door manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD manual
Engine	1.5-litre petrol, naturally aspirated	1.2-litre, turbopetrol, 48V mild hybrid
Power Output	75 kW	96 kW
Torque Output	130 Nm	230 Nm
Transmission	5-speed manual	6-speed manual
Fuel Efficiency	6.3 L/100km	5.7 L/100km

Suzuki Jimny 5-door

As a daily runabout, especially in urban driving conditions, the Jimny is fairly disappointing to pilot (when measured against small crossover standards). Simply put, its 1.5-litre petrol engine is a workhorse that delivers underwhelming in-gear performance. It’s no great revelation – we have highlighted this before.

When driving a Jimny, don’t expect to get anywhere in a hurry. Its acceleration (from in-town to highway speeds) is leisurely, so a bit more torque would be welcomed. Also, when you’re cruising at around 120 kph, the Suzuki’s rev counter sits at 3 000 rpm – an extra gear would not go amiss, plus it would benefit fuel efficiency… While Suzuki claims 6.3 L/100 km, returns of around 7.0 L/100 km are more realistic.

Given its upright boxy stance, the Jimny is prone to exhibiting noticeable body roll when required to make sudden directional changes. Still, the Suzuki delivers a relatively forgiving ride quality when it traverses poor road surfaces – its suspension tends to absorb most pothole impacts with aplomb.

Renault Duster 4WD

Buyers will be pleased to know that the performance of the new 1.2-litre turbopetrol mild hybrid powertrain is good with admirable in-gear acceleration which is useful for inner-city shuffling or overtaking on the highway. As is the case with most Renault products, the clutch setup does require some familiarity to avoid jerky gear changes.

It’s worth noting that the Duster can also be had with a 1.3-litre turbopetrol engine with 113 kW and 250 Nm on offer but this engine is only available in front-wheel-drive format. We have yet to test this derivative.

In terms of fuel consumption, Renault claims 5.7 L/100km but real-world figures between 6.5- and 7.5 L/100km can be expected.

The Duster also offers a forgiving ride quality but it arguably impresses the most when tar turns to dirt where it delivers a notably comfortable ride on rough surfaces. In fact, it rides better than many more expensive 4×4 SUVs!

Interior Features and Execution

Take a look at a detailed specification comparison between the Suzuki Jimny 1.5 GLX AllGrip Manual and the Renault Duster 1.5dCi Zen 4WD

You can use our handy Compare Tool to compare any cars you want!

	Suzuki Jimny 1.5 GLX AllGrip Manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD Manual
Infotainment system	9-inch touchscreen	10.1-inch touchscreen
Digital instrument cluster	No, analogue dials with TFT display	7-inch digital instrument cluster
Android Auto and Apple CarPlay, Bluetooth, voice control, USB ports	Yes to all	Yes to all
Wireless Charging	No	No
Sound System	Yes	Yes
Rear View Camera	Yes	Yes
Cruise Control	Yes	Yes
Air Conditioning	Automatic Climate Control	Yes, no climate control
Panoramic Sunroof	No	No
Front and rear park distance control	Rear only	Rear only
Upholstery / electric seats	Cloth, manual adjustment	Cloth, manual adjustment
Safety Features	6 airbags, ABS with EBD, brake assist, Electronic Stability Control, hill descent control	6 airbags, ABS, Electronic Stability Control, hill descent control, tyre pressure monitoring

Suzuki Jimny 5-door

The Jimny 5-door’s interior looks very familiar, because – you’ve guessed it – its cabin architecture and utilitarian layout are carried over from the 3-door. The perceived build quality is very good, as it should be (to withstand the rigours of overlanding). The interior materials comprise a combination of hard and durable plastics, while the multifunction ‘wheel’s rim is wrapped in leather. Cloth upholstery is standard.

In terms of fascia ergonomics (user-friendliness), most of the switchgear is easily within reach and the infotainment screen is mounted high on the (rather slabby) dashboard to limit distraction while driving.

As highlighted in the table above, the Jimny 1.5 GLX AllGrip manual’s standard specification is fairly good.

Renault Duster 4WD

Much like the Jimny, the Duster interior’s fit-and-finish is utilitarian, which is another way to say that the cabin is dominated by hard and durable plastics. However, the cabin architecture has been thoroughly modernised and is bang-up-to-date in terms of execution and perceived build quality.

The infotainment system’s touchscreen is slightly larger than the Jimny’s and the system also supports wireless smartphone integration. The Duster also sports a 7-inch digital instrument cluster.

When compared to the Suzuki Jimny GLX, the new Duster offers similar specifications but we feel that additional features such as a 360-degree camera and additional active safety features would be useful in the Duster 4WD derivative. Unfortunately, these features are only offered in the high-spec 2WD Intens derivative.

Practicality and Off-road ability

	Suzuki Jimny 1.5 GLX GLX AllGrip Manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD Manual
Length	3 820 mm	4 343 mm
Width (excluding)	1 645 mm	1 921 mm
Height	1 720 mm	1 661 mm
Wheelbase	2 590 mm	2 658 mm
Kerb Weight	1 200 kg	1 495 kg
Ground Clearance	210 mm	217 mm
Turning Circle	11.4 m	10.9 m
Approach angle	36 degrees	31 degrees
Departure angle	47 degrees	–
Breakover angle	24 degrees	–
Load Capacity	211–332–1 113 litres	474-594-1 609 litres
Seat Configuration	50:50 split	60:40 split

Practicality Summary

As indicated in the above table, the Duster has a larger footprint and, importantly, a longer wheelbase than its Japanese rival, which is why it offers more rear legroom, as well as a more spacious load bay.

The 5-door Jimny, however, is notably more practical than its 3-door sibling. Although occupant comfort or oddment space are not key performance areas (again, refer to our extended review of the newcomer), at least the Suzuki is said to offer more than 1 000 litres of utility space when its rear seats are folded, but the Duster is still considerably more practical in terms of luggage space and passenger comfort.

As far as manoeuvrability is concerned, the Jimny’s compact dimensions will be favourable in tight spaces, but the Duster does have a smaller turning circle, which is equally useful.

Note that the Duster has a higher ground clearance at 217 mm compared to the Jimny’s 210 mm, which is useful for pavement hopping in the city or when tackling rough and uneven dirt roads.

In summary, then, we can confidently conclude that the Duster is more practical in terms of people- as well as load-carrying ability.

Off-road Performance

The Jimny might not flourish in the urban jungle, but when tar turns to sand, the plucky Suzuki comes into its own. The Jimny has been designed as an off-road vehicle and it’s hugely capable in this regard, which has made it a popular choice for 4×4 enthusiasts looking for an affordable off-road vehicle.

The Jimny’s off-road prowess is made possible by a part-time 4-wheel-drive system, called AllGrip Pro, which allows the driver to engage 2High, 4High or 4Low using the separate transfer case. AllGrip Pro can also apply selective braking to the wheels that have no traction to effectively perform the function of a differential lock, while the hill descent control takes the stress out of negotiating steep downhills.

The Duster offers part-time all-wheel drive but does not have a dedicated low-range transfer case. Instead, the Duster is equipped with what Renault calls 4WD Terrain Control which is essentially a rotary dial with 5 driving modes including Eco (2WD), Auto (2WD or 4WD), Mud/Sand (4WD) and Offroad (4WD).

Useful offroading information is shown on the central infotainment system including lateral tilt, pitch and torque distribution.

Based on our respective off-roading experiences with the Jimny and Duster, the former stands out as the superior 4×4 vehicle (replete with better approach and departure angles). When you need to traverse off-road terrain, the Suzuki is the one to have if you’re unsure of just how tricky conditions will get.

The Duster, however, is more than capable – it can easily navigate easy- to moderately challenging off-road obstacles with little fuss, but without a low-range transfer case, its capability is ultimately limited.

Pricing and Warranty

	Suzuki Jimny	Price	Renault Duster	Price
Entry	Jimny 1.5 GL AllGrip 3-door Manual	R399 900	Duster 1.3T Zen	R489 999
	Jimny 1.5 GL AllGrip 3-door Auto	R421 900
	Jimny 1.5 GL AllGrip 5-door Manual	R429 900
Top	Jimny 1.5 GLX AllGrip 3-door Manual	R427 900
	Jimny 1.5 GLX AllGrip 3-door Auto	R449 900
	Jimny 1.5 GLX AllGrip 5-door Manual	R457 900	Duster 1.2T Hybrid Zen (4WD) Manual	R549 999
	Jimny 1.5 GLX AllGrip 5-door Auto	R479 900	Duster 1.3T Intens (2WD) Auto	R519 999
Warranty	5-year / 200 000 km		5-year/150 000 km
Service	4-year / 60 000 km		3-year / 45 000 km

Buy a new Suzuki Jimny / Buy a used Suzuki Jimny

Buy a new Renault Duster / Buy a used Renault Duster

Verdict: Jimny 5-door vs Duster 4WD

Now that you know the key points of difference between the Suzuki Jimny 5-door and Renault Duster 4WD, it should be easy to choose which of the 2 offerings would suit you best… provided that you’re willing to be completely honest about the role that your prospective purchase will fulfil most of the time…

The Jimny is the most capable off-roader you can buy for under R550k – full stop. However, despite offering easier ingress/egress for rear passengers by having 2 more doors than the venerable 3-door, the Jimny 5-door is severely compromised in terms of urban performance and general practicality. So, if you’re not serious about off-roading, we hold the opinion that the Duster is the better choice to live with on a daily basis.

Okay, it would be easy to argue that the Jimny’s off-road ability does not outweigh its iffy performance and practical shortcomings. But those drawbacks haven’t stopped thousands of consumers from buying the charming Japanese off-roader; the Jimny has that “Cool Factor”, is renowned for robust residual values (certainly true of the 3-door) and, for the record, offers a longer service plan than its French rival.

The Renault Duster, by comparison, is more of an all-rounder; it offers better everyday performance and efficiency, as well as small-crossover practicality and comfort. The Duster is the more sensible purchase if you don’t really need hardcore off-road ability, but still want to venture off the tar with peace of mind.

The new Duster, however, is not as affordable as it once was and you’ll have to assess your budget and decide if the extra practicality offered by the Duster is worth the extra outlay.

The Duster, however, is unlikely to ever match the Jimny’s aforementioned “Cool Factor”, which is a very powerful unique selling proposition. In short, if you want to be cool and uncomfortable, buy the Jimny!

Range Rover Evoque P160 (2025) Price & Specs

The base Range Rover Evoque P160 – featuring front-wheel drive and a 3-cylinder engine – has arrived in SA, slotting in R190 000 below the most affordable D200…

The Evoque line-up in South Africa has quietly welcomed the base Range Rover Evoque P160, which introduces front-wheel drive to the range and features a price-tag some R190 000 below that of the most affordable D200 derivative.

Thanks to the ever-observant vehicle-information specialists over at duoporta.com, we can tell you the freshly introduced Evoque P160 S is priced from R1 142 000, which means it costs R190 100 less than the diesel-powered D200 Dynamic SE (the latter currently available from R1 332 100).

Meanwhile, the likewise new-to-the-range Evoque P160 Dynamic SE kicks off at R1 233 800. From what we can tell (based on the derivatives currently listed on the brand’s website), the local Evoque portfolio now comprises 6 variants, with the D200 S, D200 Dynamic HSE and P300e Autobiography all seemingly having since fallen away.

But back to the freshly introduced P160. Urge comes from a turbocharged 1.5-litre, 3-cylinder mild-hybrid petrol engine, which sends 118 kW and 260 Nm to the front – yes, front – axle via a 9-speed automatic transmission as standard. The listed 0-100 kph time is 10.3 seconds, while the top speed comes in at 199 kph.

The S grade ships standard with features such as 18-inch alloy wheels, keyless entry, a powered tailgate, automatic LED headlamps, rain-sensing wipers, a sliding panoramic sunroof, leather upholstery, electrically adjustable front seats, parking sensors (fore and aft), a reverse-view camera, adaptive cruise control, 2-zone climate control and an 11.4-inch touchscreen.

Meanwhile, the P160 Dynamic SE adds more aggressive front-end styling along with items like auto high-beam assist, a rear collision monitor, a “3D” surround camera system, a Meridian sound system, an uprated instrument cluster, bright metal pedals and chrome treadplates.

*Note the Dynamic SE’s more aggressive front-bumper design.*

Land Rover furthermore offers options such as the Black Exterior Styling Pack (R16 200), larger alloys (up to 20 inches for R16 000), the Technology Pack (R36 400), the Driver Assist Pack (R17 700) and the Cold Climate Pack (R23 300).

What does the Range Rover Evoque cost in SA?

Range Rover Evoque P160 S – R1 142 000

Range Rover Evoque P160 Dynamic SE – R1 233 800

Range Rover Evoque D200 Dynamic SE – R1 332 100

Range Rover Evoque D200 Autobiography – R1 394 800

Range Rover Evoque P300e S – R1 688 400

Range Rover Evoque P300e Dynamic SE – R1 741 800

The prices above include a 5-year/100 000 km warranty and a maintenance plan with the same parameters.

New Mini Cooper S vs Old(er) Mini – More Expensive, More Fun?

Mini is a brand that conjures a fun driving experience with Go-Kart-like handling and an expressive interior with gimmicky features. Does the new Mini still offer that and do it at a reasonable price? We compare an older 2008 Mini Cooper S with the latest Mini Cooper S to find some answers. Watch the video!

The Mini Cooper S is a household name, whether you’re 50 or 15 years old and the Mini Cooper S in many ways embodies the brand’s spirit.

In this video, Ciro De Siena and Jacob Moshokoa team up to test the 2008 Mini Cooper S and how it holds up against the 2024 Mini Cooper S. They unpack the performance and practicality as well as what they like and don’t like about both cars.

Watch the video for insight!

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It’s official: Audi to end A1 and Q2 production in 2026

Audi’s CEO has confirmed that production of both the A1 and Q2 – effectively its 2 most affordable models – will end in 2026, with no direct successors planned…

While we knew as long ago as 2022 that Audi had no plans to replace the A1 and Q2, the German firm’s CEO has now confirmed production of its 2 most affordable nameplates will indeed end in 2026.

Speaking to Autocar, Audi CEO Gernot Döllner said the Ingolstadt-based automaker “will end production of the A1 and Q2” next year, adding that “there definitely will be no successor for the A1”.

However, Audi will does have plans to launch a fresh entry-level electric vehicle (in Europe at least), with Döllner telling the British publication the newcomer “will enter production next year”. Autocar speculates that the A2 badge could be revived for this as-yet-unrevealed EV.

In South Africa, the A1 Sportback line-up – which these days comprises just 2 derivatives – serves as the entry point to the brand, kicking off at R528 400. The likewise 2-strong Q2 portfolio, meanwhile, starts at R748 280, though is interestingly undercut slightly by the base Q3 35 TFSI at R740 100.

In 2024, Audi registered 463 units of the A1 Sportback in Mzansi, along with 894 examples of the Q2. The only Audi nameplate that outsold the latter locally last year was the Q3 Sportback on 918 units (beating even the standard-bodied Q3, which managed 763 sales).

Currently in its 2nd iteration – and sharing its underpinnings with the Kariega-built Volkswagen Polo hatchback – the A1 dates back 2010 (with the SA launch of the original taking place in early 2011), meaning this nameplate’s 2-generation production run will have spanned 16 years by the time it’s retired in 2026.

The single-generation Q2, meanwhile, will have enjoyed a decade-long lifecycle, having first started rolling off the assembly line back in 2016. As a reminder, the Q2 launched in South Africa back in February 2017.

With Audi SA recently having pushed the facelifted A3 range upmarket (pricing now starts at R808 200), the Q3 would theoretically inherit the role of the German firm’s entry-level model locally once the A1 and Q2 bow out. However, it’s worth keeping in mind that a new-generation Q3 is set to be revealed later in 2025, with its positioning not yet known…

2025 World Car Awards – Top 3 Finalists

The top 3 finalists in the 6 categories of the prestigious 2025 World Car Awards (powered by Brembo) have been announced – and BMW, Porsche and Hyundai/Kia are the frontrunners.

This is the final stage before the winners are announced on April 16 at the 2025 New York International Auto Show. The results (tabulated by KPMG) are based on votes cast by nearly 100 top international motoring journalists, including Cars.co.za’s Hannes Oosthuizen, South Africa’s longest-serving judge.

The finalists for the overall “World Car of the Year” title are the locally-produced G45-series BMW X3 (also the Executive SUV category winner in the 2024/25 Cars.co.za Awards, sponsored by Absa, as well as the Hyundai Inster/Casper Electric and the Kia EV3. The latter 2 are not offered in South Africa.

“I was only able to vote on the BMW,” says Oosthuizen, but given its talents and victory in our own awards programme, I reckon it has a strong chance of taking the overall title anyway.”

Though electric vehicles are also competing in all other categories, they still have their own trophy, too. In the “World Electric Vehicle” category, the Hyundai Inster/Casper Electric and Kia EV3 feature again, but are joined by the Porsche Macan Electric (shown below).

“This is a relatively difficult category to predict,” says Oosthuizen, “but given Kia’s history of success in these awards, I wouldn’t be surprised to see the EV3 emerge at the top.”

German brand Porsche has 2 shots at glory in the “World Luxury Car” category, with the new Macan and Panamera taking on the Volvo EX90 (shown below), which will be launched in South Africa soon.

“I must say my time with the EX90 showed it to be a very impressive piece of kit – it offers a wonderful combination of minimalist luxury, striking design and eye-popping performance,” says Oosthuizen.

Two Porsches are again in the running in the “World Performance Car” category, with the sublime 911 Carrera GTS (shown above) and all-electric Taycan Turbo GT taking on the super-powerful BMW M5.

Watch a drag race between the BMW M5 and Mercedes-AMG C63 S E Performance:

“For me, the 911 Carrera GTS is the frontrunner here, offering a more visceral driving experience than its 2 rivals for the trophy,” says Oosthuizen.

“The ‘World Urban Car’ category is going to be quite an interesting one,” predicts Oosthuizen.

It is the 3rd category in which the Hyundai Inster/Casper Electric (shown above) is in the running, and it is joined by the BYD Seagull/Dolphin Mini (shown below).

Those 2 models are not available in South Africa and compete at the lower end of the segment, while the 3rd finalist is the Mini Cooper Electric (shown below). The latter is available here in Cooper SE guise; it has impressed the Cars.co.za team and its Countryman sibling won the 2025 CarsAwards EV category.

The final category is “World Car Design”. A design panel of 5 highly respected global design experts was asked to review each candidate and establish a shortlist of recommendations for the jurors’ final vote.

The design experts were: Anja Bracht (Germany – Pforzheim University), Gert Hildebrand (Germany – Owner Hildebrand-Design), Tom Matano (USA – Academy of Art University, Former Head of Design – Mazda), Victor Nacif (USA – Chief Creative Officer, Brojure.com and Design instructor, New School of Architecture and Design) and Shiro Nakamura (Japan – CEO, Shiro Nakamura Design Associates Inc).

The top three finalists are the Kia EV3, Toyota Land Cruiser 250 (which bears the Prado nameplate in Mzansi) and Volkswagen’s retro electric MPV, the ID.Buzz (shown above).

“This is a very emotional category, where your vote is guided by what you believe to be good design and while I do have a soft spot for the ID.Buzz, I’m going to go ahead and predict that the Kia EV3 will take this category,” says Oosthuizen.

The Toyota Land Cruiser Prado was a category finalist in the 2024/25 CarsAwards programme:

Now in its 21st year, the 2025 World Car Awards is the number 1 awards programme in the world for the 12th consecutive year in terms of media reach and analysis of the top global markets.

The awards were inaugurated in 2003, and officially launched in January 2004, to reflect the reality of the global marketplace. The awards are intended to complement, not compete, with existing national and regional Car of the Year programmes.

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Audi Q7 & Q8 (2025) Launch Review

With the local arrival of the facelifted Audi Q7, SQ7 and RS Q8 Performance variants, the Ingolstadt-based brand has completed the revision of its Premium SUV line-up, including the Q8 and SQ8. We recently got to grips with a couple of the newcomers.

We have history, the Audi Q7 and I. It participated in my 1st-ever comparative test almost 2 decades ago. Naturally, it went up against the BMW X5, the very progenitor of the Premium SUV, where it came off victorious, albeit by the finest sliver. Today, in its 3rd iteration, the Audi Q7 continues to impress.

Furthermore, it has spawned a coupe-inspired twin (so, non-identical). Where the classic Q7 is a stately seven-seater, the Q8 trades manners for menace, hunkering down whilst simultaneously upping the kerbside presence, promising even more athletic performance.

In truth, the different models mostly have total parity in performance: the SQ7 is complemented by an equally powerful SQ8, while the base variants have matching powertrains too. It’s only the RS Q8 that benefits from total, unadulterated power as its unique selling point, but more about that later.

Where they differ besides the obvious profiles, is that the Q8 is 70 mm shorter than its conventional sibling. The cabin space is identical, so the coupe only sacrifices a bit of luggage capacity. Both have had their light clusters redesigned and the entire range benefits from new colours and wheel options.

Then, for bonus personalisation, Audi SA has created Platinum and Black Edition trim grades in both models, to further suit your style. At a glance, the Platinum adds 21-inch wheels, an S Line Interior and an adaptive air suspension, while Black adds black detailing, 22-inch alloys and rear security glass.

Aesthetically pleasing

Both the Audi Q7 and Q8 receive similar updates to their looks – most notably an elegant single-frame grille styled with L-shaped motifs. The B-pillar has now been endowed with a stylish, minimalistic depiction of the model name and for jewellery, the front end receives customisable digital headlamps.

The models’ rear ends also feature customisable OLEDs – and “hot” tailpipes, which is to say the tips are connected to the engine via the exhaust system (how retro) and not merely decorative bumper cutouts.

Speaking of the engine, in the base petrol variant (a turbodiesel version is in the pipeline) you can expect Audi’s prolific 55 TFSI variant, a hybridised 3.0-litre turbocharged V6 good for 250 kW and 500 Nm. The electric motor isn’t used for propulsion – instead, it aids and abets the 6-pot for better efficiency.

This is all sent to all 4 wheels (quattro) via an 8-speed auto transmission to endow the Q7 and Q8 with a zero to 100 kph sprint time of just 5.6 sec. The electronic governors will curb acceleration as soon as the 250-kph mark is reached, and there’s the (theoretical) fuel consumption of 9.9 L/100 km to consider.

Commendable stats, but I reckon if you’re looking for a large and potent Audi, the SQ7 is what you want.

The sweet spot

Now, this is more like it. Whereas the Q7 55 TFSI retails shy of R2m, the SQ7 can be had for R2 540 500. For that extra “half a bar”, you get to revel in a robust turbocharged V8 with 373 kW and 770 Nm.

Audi has made some attempts here to give the SQ7 (and, by extension, the SQ8) a few eco credentials, such as the ability to shut down 4 of its 8 cylinders when you’re not shunting about.

For our meander around Franschhoek, including jaunts up and down its infamous mountain pass, we mostly leaned on all 8 cylinders to enjoy the “down your spine” chills that come from an overzealous right foot and Hans Zimmer-like soundtrack.

Lock and load Dynamic mode, point and shoot at the nearest apex, then repeat until you’re sweaty.

How much does Audi Q7 and SQ7 cost in South Africa?

Q7 55 TFSI quattro Tiptronic Platinum Edition	R1 958 000
Q7 55 TFSI quattro Tiptronic Black Edition	R1 987 900
SQ7 TFSI quattro Tiptronic	R2 540 500
SQ7 TFSI quattro Tiptronic Black Edition	R2 574 500

Prices (March 2025) include a 5-year/100 000 km Audi Freeway (service and maintenance) Plan.

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Okay, I’m ready to talk about the RS Q8

Once more, with feeling! If you’re ready for absolute power to corrupt you absolutely, then I think I can sell you an Audi. This one, the RS Q8 Performance, is blessed with no less than 471 kW and 850 Nm.

Ironically, it is technically also a mild hybrid. More importantly, it’s the marque’s most powerful production engine ever and carried the RS Q8 Performance to a crushing Nurburgring time of 7min36.6 sec.

At R3.3 million, it’s Audi’s apex Premium SUV, augmented with electromechanical stabilisation, a sports differential and RS ceramic stoppers (with blue callipers) peering behind those massive 24-inch alloys.

It is, by every definition an absolute weapon, so if its HD Matrix headlamps ever fill your rearview mirror, best move out its way. Oh, that’s not artillery fire, it’s a very active flap-endowed exhaust so, schnell!

How much does Audi Q8, SQ8 and RSQ8 cost in South Africa?

Audi Q8 45TDI quattro Platinum Edition	R1 968 700
Audi Q8 45TDI quattro Black Edition	R2 011 700
Audi Q8 55TFSI quattro Platinum Edition	R2 015 400
Audi Q8 55TFSI quattro Black Edition	R2 058 400
Audi SQ8 TFSI quattro	R2 640 500
Audi SQ8 TFSI quattro Black Edition	R2 675 500
Audi RSQ8 quattro Performance	R3 266 100

Prices (March 2025) include a 5-year/100 000 km Audi Freeway (service and maintenance) Plan.

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Find a new/used Audi RS Q8 listed for sale on Cars.co.za

Summary

Before I forget, a more economical turbodiesel iteration of the Q7 is due to be released later this year… This 45 TDI model will certainly be the more sensible option and, with 183 kW and 600 Nm, it will hardly be a slouch. In truth, no matter which Premium SUV-flavoured Q model you settle on, you’ll encounter a Teutonic large luxury car rich in atmosphere with an engaging driving experience to match.

Here’s how many BMW X3 units were built in SA in 2024

Exactly how many BMW X3 units were built at Plant Rosslyn in South Africa in 2024? Here’s a look at the official production figures for last year…

At the recent BMW Group Annual Conference, the Munich-based automaker shared all sorts of interesting facts and figures, including exactly how many BMW X3 units were produced at Plant Rosslyn in South Africa last year.

As a reminder, the BMW Group – which comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 2 450 804 units for 2024. For the record, that represents a 4.0% year-on-year decline.

*The final G01-series X3 rolled off the line at Plant Rosslyn in September 2024.*

Last year, the BMW Group manufactured a total of 2 513 830 vehicles (or 2 729 557, including BMW Motorrad products), down 5.6% year on year. BMW’s Spartanburg factory in the United States built the most vehicles at 396 117 (or 15.8% of the automobile total).

Dadong (China), Regensburg (Germany), Dingolfing (Germany), Tiexi (China), Leipzig (Germany), Munich (Germany) and Oxford (United Kingdom) all likewise reported 6-figure production numbers in 2024, with San Luis Potosí (Mexico) falling just short on 95 236 units.

BMW X3 production at Plant Rosslyn — *Production of the G45-series X3 started at Plant Rosslyn in October 2024.*

What about Plant Rosslyn in South Africa? Well, the local facility – which was the BMW Group’s very first manufacturing facility established outside of Germany – produced 55 516 units (down 18.6%, year on year) in 2024, seeing it rank 10th. That figure represents 2.2% of the BMW Group’s automobile production total for last year.

Keep in mind, of course, that Plant Rosslyn make the switch from building the G01-series X3 to manufacturing the latest G45-series X3 last year, which would have interrupted production (and likely explains at least part of that 18.6% year-on-year fall). The final G01-series unit rolled off the line in September 2024, with production of the G45-series model starting the following month.

BMW Group South Africa says it reintroduced a 3rd production shift in early January 2025, “to meet growing demand”, with the plant now projected to produce an average of 110 units per shift. The local facility builds the X3 30e xDrive, X3 20 (petrol) and X3 20d (diesel) derivatives, with the X3 40d xDrive set to join the production line in May 2025. Plant Rosslyn is the only facility in the world producing the X3 30e xDrive PHEV and X3 40d xDrive.

Small car-based panel vans: how well are they selling in SA?

Touted as alternatives to the since-departed Nissan NP200, just how well are small passenger-car-based panel vans selling in SA? A look at February 2025’s figures…

The demise of the Nissan NP200 may have signalled the end of the half-tonne bakkie segment in South Africa, but it also sparked an upswing in the number of small passenger-car-based panel vans on the local market. So, just how well are these models selling?

Well, we sorted through the light-commercial vehicle (LCV) sales statistics for February 2025 in a bid to find out. For the record, we found sales figures for as many as 8 models – most of which were launched locally over the past year, once the NP200’s fate had been confirmed – operating in this space.

Of course, there are other compact models in the LCV segment that may well have gained some of the market share once held by the NP200 – we’re looking at you, Suzuki Super Carry (107 units in February) and Eeco (231 units in February) – but here we’re going to focus specifically on passenger-car-based iterations.

Interestingly, Chery Auto SA reported zero registrations of what is the segment’s 9th contender, the Tiggo 4 Pro Panel Van, in February. In addition, Volkswagen Group Africa has yet to launch its latest challenger, which will be based on the Kariega-built Polo Vivo and likely revive the “Xpress” badge when it hits the market in the 3rd quarter of this year.

But back to February 2025. Last month, the Nissan Magnite Move was the segment’s top seller, with 247 units (104 of which went to the rental industry) registered. Interestingly, at R224 900, the recently launched Magnite Move is the most affordable model here, though also features the lowest payload – a mere 250 kg, way down on the NP200’s capacity of 800 kg.

Then came the Hyundai Grand i10 Cargo (128 units), the only other vehicle in this segment to crack 3 figures. In fact, the next best was the Kia Picanto Runner, which took 3rd place despite attracting just 7 sales, followed by the Hyundai Venue Cargo (6 units), with the latter boasting the highest payload in the class at 620 kg.

The Kia Sonet Runner (4 units) and Mahindra XUV 3XO Panel Van (4 units) shared 5th, ahead of the Renault Triber Express (2 units) and Renault Kiger Express (1 unit) in 7th and 8th, respectively. Interestingly, Kia is not yet actively marketing the latest versions of its Picanto Runner and Sonet Runner, while Mahindra has likewise yet to add the XUV 3XO Panel Van to its website (the Kiger Express is still to debut on Renault SA’s website, too).

SA’s small car-based panel van sales for February 2025

1. Nissan Magnite Move – 247 units

2. Hyundai Grand i10 Cargo – 128 units

3. Kia Picanto Runner – 7 units

4. Hyundai Venue Cargo – 6 units

5=. Kia Sonet Runner – 4 units

5=. Mahindra XUV 3XO Panel Van – 4 units

7. Renault Triber Express – 2 units

8. Renault Kiger Express – 1 unit

Mercedes-AMG GLC 63 S (2025) Review

The Mercedes-AMG GLC 63 S benefits from the same complex 2.0-litre 4-cylinder turbopetrol plug-in hybrid powertrain as the C63 S E Performance, but does the apex executive SUV’s outrageous performance offset the lack of a soulful V8?

FAST FACTS

Serious about buying/selling?

Where does the Mercedes-AMG GLC 63 S fit in?

How the Mercedes-AMG GLC 63 S fares in terms of…

Price and After-sales support

Verdict

Further Reading:

Range Rover Velar PHEV (2025) Review

The Range Rover Velar PHEV, which sits at the summit of the British marque’s Premium SUV range, attempts to combine efficiency and performance in an eminently stylish – let alone luxurious – package. Is it worth its lofty price tag? Let’s find out.

FAST FACTS

Serious about buying/selling?

Where does the Range Rover Velar PHEV fit in?

How the Range Rover Velar PHEV fares in terms of…

Price and After-sales support

Verdict

Further Reading:

New Renault Duster vs Suzuki Jimny: What To Buy?

If you’re in the market for a new, 4×4-capable small SUV for under R550k, you’re likely to have shortlisted the Suzuki Jimny 5-door and the new Renault Duster 4WD. Which one of these models is the most compelling buying proposition? Let’s take a closer look!

Suzuki Jimny 5-door Vs Renault Duster 4WD: What To Buy?

Exterior Styling

Suzuki Jimny 5-door

Renault Duster 4WD

Performance & Efficiency

Suzuki Jimny 5-door

Renault Duster 4WD

Interior Features and Execution

Suzuki Jimny 5-door

Renault Duster 4WD

Practicality and Off-road ability

Pricing and Warranty

Verdict: Jimny 5-door vs Duster 4WD

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Range Rover Evoque P160 (2025) Price & Specs

The base Range Rover Evoque P160 – featuring front-wheel drive and a 3-cylinder engine – has arrived in SA, slotting in R190 000 below the most affordable D200…

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It’s official: Audi to end A1 and Q2 production in 2026

Audi’s CEO has confirmed that production of both the A1 and Q2 – effectively its 2 most affordable models – will end in 2026, with no direct successors planned…

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2025 World Car Awards – Top 3 Finalists

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Audi Q7 & Q8 (2025) Launch Review

With the local arrival of the facelifted Audi Q7, SQ7 and RS Q8 Performance variants, the Ingolstadt-based brand has completed the revision of its Premium SUV line-up, including the Q8 and SQ8. We recently got to grips with a couple of the newcomers.

Aesthetically pleasing

The sweet spot

How much does Audi Q7 and SQ7 cost in South Africa?

Okay, I’m ready to talk about the RS Q8

How much does Audi Q8, SQ8 and RSQ8 cost in South Africa?

Summary

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Here’s how many BMW X3 units were built in SA in 2024

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