Ferrari 550 Barchetta vs 575M Superamerica: Classic Comparison

Separated by only a few years, the Ferrari 550 Barchetta and 575M Superamerica have much in common, yet these limited-production open-top grand tourers from the Maranello-based marque offer markedly different driving experiences.

Autumn in Cape Town brings a pre-sunrise mist that makes the roads especially greasy. It’s not an ideal start to a morning drive with a pair of particularly special V12-powered Prancing Horses: a Ferrari 550 Barchetta Pininfarina and Ferrari 575M Superamerica, each of which delivers more than 350 kW.

Fortunately, we are heading out of the Mother City to the town of Franschhoek in the Cape Winelands, which is not only a renowned wine region, but home to some of the country’s most picturesque roads.

I decide to drive the older car – the Ferrari 550 Barchetta – first, which has no roof whatsoever, a 4-point harness and a beautiful carbon fibre-topped gear lever. The 550 Barchetta’s sport seat holds me in place from top to bottom, while the harness fortunately clips in place easily through a single buckle.

What the Ferrari 550 Barchetta is like to drive

I turn the key and, after a few turns of the starter, the 357 kW 5.5-litre V12 engine catches and settles into a deep-throated idle. The clutch is relatively heavy, and its spring action takes a while to get used to.

However, I soon forget about the clutch as my left hand starts to guide the shifter through the classic open gate. Second to 3rd, 4th to 5th, the metallic click-clack sound is the highlight of changing gears.

The Barchetta delivers generous torque from low revs, which makes it more exciting to drive through the city than I anticipated. Having said that, I would not want to be stuck in traffic with this Prancing Horse.

Out on the freeway, I sometimes switch down to 4th gear just to be able to go up through 5th to 6th gear once again. At an indicated 120 kph in top gear, the rev counter sits at a very relaxed 2 750 rpm.

Specification:

Model: Ferrari 550 Barchetta Pininfarina
Engine: 5.5-litre, V12, petrol
Power: 357 kW at 7 000 rpm
Torque: 570 Nm at 5 000 rpm
Transmission: 6-speed manual, RWD
Weight: 1 690 kg
0-100 kph: 4.4 sec (claimed)
Top speed: 300 kph (claimed)

As the sun starts to peek over the horizon, the mist clears and the roads are dry. The 550 Barchetta’s low windshield and open rear deck allow more wind to blast through the cabin than in a modern convertible.

There is an upside to this al fresco experience, however: This is a proper roofless car, with a greater sense of open-air connection than the Ferrari 575M Superamerica that sits in my rear-view mirror.

After a quick stop, the 575M Superamerica takes over the lead. The driver pulls away with vigour, and I notice how the car’s rear momentarily squats. Until now, I haven’t tasked the free-breathing V12 to rev hard to its redline, because using 2 thirds of the rev range rewards with more than ample progress.

But now that the 550 Barchetta is warmed up and the road is quiet, I plant the accelerator pedal in 1st gear. For a moment, the power delivery is paused as the ASR traction control warning illuminates on the instrument cluster. When I shift up to 2nd and plant my right foot again, it lights up again. Any time I put my foot down, the Ferrari’s long nose lifts slightly and the tachometer needle starts chasing the redline.

This is an Italian muscle car if there ever was one. How I wish this road were long enough to slot through all 6 gears up to the 550 Barchetta’s claimed 300 kph top speed! The wind noise does soften the engine and exhaust sound, but the experience remains intense and immersive.

When I steer the 550 Barchetta through a few corners, I can sense that the open-top Ferrari is hefty, which underlines that this is a very fast GT rather than an outright sportscar. That’s not all bad, however, because the weight transition gives me more, and earlier, warning signals before I breach the car’s limits.

Once we arrive at the location for the photoshoot, I have a chance to look at the 2 cars in detail. Although they likely share some parts – the Ferrari 575M Superamerica is, after all, based on the 550 – and could appear quite similar to the untrained eye, there are major differences between them.

Ferrari’s chairman from that period, Luca di Montezemolo, commissioned the 550 Barchetta to celebrate design house Pininfarina’s 70th anniversary (hence the model’s full name).

The car, based on the 550 Maranello coupe, debuted at the 2000 Paris Auto Show. It was the first front-engined V12-powered open-top Ferrari since the Daytona Spyder. Barchetta was, and still is, an evocative name, harkening back to the famous Touring-bodied 166 MM roadsters.

While the first Barchettas were mostly racing cars, invoking the moniker for the open-top 550 reveals Ferrari’s intentions: This is a true roadster for the ultimate open-top thrills, with only a fiddly canvas roof to use in emergencies.

Although more than 50 years separate the 2 Barchettas, they do have a few things in common. The most significant is the famous V12, although the 166 MM’s motor displaces just 2.0 litres and produces, perhaps, 100 kW. Both Ferraris also utilise a manual gearbox, with the earlier version featuring a remarkable-for-the-era 5 forward speeds.

In the book Ferrari 550 Barchetta Pininfarina, by Automobilia, former Pininfarina design director Lorenzo Ramaciotti explained the timing of this project. “Ferrari asked us to supplement the range of the 550 Maranello with an open car, to be built in limited numbers. The project required little time: No more than 3 to 4 months passed from concept to final model. The development time was longer, though.”

Only 448 Barchettas were manufactured, versus about 3 600 coupes. That is why they’re so collectable.

Two years after the 550 Barchetta was introduced, the 575M Maranello replaced the ageing 550. Three years after that, in 2005, Ferrari unveiled the 575M Superamerica at the Los Angeles Auto Show.

The car’s name comes from a small run of two very exclusive 12-cylinder models built between 1956 and ’64 (82 examples of the 400 and 410 Superamericas to 559 of the 575M version). It also reflects Ferrari’s respect for its largest market, then and now, which made Los Angeles a fitting launch venue.

Watch Ciro De Siena drive a manual-shift Ferrari 575M Maranello at Killarney:

The concept for the Ferrari 575M Superamerica was different to that of the 550 Barchetta, with the newer car tailored more to the luxury market.

Ferrari 575M Superamerica feels more resolved

Where the open-top 550 Barchetta makes do with fully exposed roll-over bars, the 575M Superamerica feels more like a coupe, with its bodywork flowing upwards towards the electrochromic glass roof, called “revocromico” by Ferrari. This roof, framed with carbon fibre, was the 1st of its kind to be used on a car.

Specification:

Model: Ferrari 575M Superamerica
Engine: 5.7-litre, V12, petrol
Power: 397 kW at 7 250 rpm
Torque: 588 Nm at 5 250 rpm
Transmission: semi-auto 6-speed, RWD
Weight: 1 790 kg
0-100 kph: 4.2 sec (claimed)
Top speed: 320 kph (claimed)

The glass offers 5 levels of driver-selectable tint. At its lightest setting, the glass will allow the same amount of light into the cabin as a standard glass roof; in its darkest setting, it allows only 1% of the light through. This marvel of a roof has another trick up its sleeve: It flips backwards to lie flush with the rear deck. (To protect the glass, customers were supplied with a cover made of canvas and carbon fibre.)

With the roof out of the way, the 575M Superamerica creates the sensation of a huge open area above my head, even if the tall windshield, rear roof supports and the frame of the revocromico roof remain. By contrast, in the 550 Barchetta, the only thing between the cockpit and the sky is a tiny windscreen.

The Superamerica’s cabin feels ever so slightly more modern than the Barchetta’s, although they are very similar. There are a few very noticeable differences, however. Whereas the 550 has an Alcantara covering on the dashboard, which further enhances the racy feel, the 575 uses soft-touch materials.

The Superamerica also does away with the Barchetta’s hard plastic trim and controls, while its seats are slightly more comfortable, but less supportive. And, in this car at least, the classic gear lever has been replaced by the F1 transmission’s tiny pull switch in the centre console and 2 paddles behind the ‘wheel.

As we head back to Cape Town, the easier nature of the 575M Superamerica or, to be more specific, the easier nature of its F1 transmission, is immediately noticeable. In standard mode, the semi-auto shifts rather lazily, but it makes the Ferrari effortless to drive sedately. Traffic would be no concern at all.

I expected Sport mode to affect the newer Superamerica’s driving experience more than it did in the Barchetta, and I’m not disappointed. Pressing the Sport button (located below the central air vents) elicits an immediate change in the drivetrain’s responses. The 6-speed transmission shifts more crisply (with changes reduced to about 180 milliseconds), which was quite impressive when the car was new.

It’s not nearly as quick as a modern dual-clutch transmission, of course, but taking into account the Ferrari’s age, the F1 ’box does a fine job, with only a slight dip in power when it selects the next gear.

There’s more urgency to the 575M Superamerica’s engine. It’s V12 produces 40 kW more than the 550 Barchetta’s and revs even higher, and you could never tire of watching the needle swing to 7 500 rpm on the red (yellow was an option) rev counter. The exhaust system emits intermit pops when I ease off on the throttle – a wicked crackle that can be enjoyed by the driver, passenger and fortunate bystanders.

Unsurprisingly, the 575M Superamerica feels quite similar to the 550 Barchetta in terms of braking performance (both machines utilise traditional steel discs) and dynamic handling ability. The former feels a smidge more sophisticated to pilot, however, owing to the newer car’s extra few years of development.

In terms of ride quality, the Ferraris are on equal terms. Both absorb most road irregularities with aplomb, which is impressive when you consider their outright performance and skinny high-performance tyres (30- and 40-profile 18-inchers on the Barchetta, 30- and 35-profile 19-inchers on the Superamerica).

Verdict

I didn’t set out with the intent of declaring a “winner” between these 2 Prancing Horses (the cop-out is to say “the winner is the person who owns both of them”), but I did come away with a personal favourite.

While these limited-production Ferraris generally clock up fewer kilometres than their coupe siblings, the Ferrari 575M Superamerica is unquestionably the more versatile offering. It’s a car for any situation and, especially, any weather, and it feels quicker and more refined than the 550 Barchetta.

But I’d rather have more interaction, and have every drive be memorable; that puts the 550 Barchetta on top. The combination of a completely roofless cockpit and an open-gate manual gearbox connected to a V12 engine is something Ferrari doesn’t offer any more, and will most probably never offer again.

Pininfarina’s Ramaciotti best summed up the 550 Barchetta. “This is not a GT for long journeys, but a car that responds to a specific demand,” he said. “In this sense, it can be viewed as product virtuosity, since it is constructed in a very limited numbers for a highly particular market niche.” I couldn’t agree more.

Find a classic Ferrari listed for sale on Cars.co.za

Chery Tiggo 7 (2025) Price & Specs

The facelifted Chery Tiggo 7 has arrived in South Africa, with 3 refreshed derivatives slotting in below the recently launched PHEV versions. Here’s what they cost…

The facelifted Chery Tiggo 7 has touched down in South Africa, dropping the “Pro” and “Pro Max” suffixes and slotting in below the recently launched plug-in hybrid electric vehicle (PHEV) derivatives.

Interestingly, the Chinese automaker’s local division has effectively trimmed its Tiggo 7 line-up from 6 variants (2 having worn the “Pro” suffix and 4 having used the “Pro Max” moniker) to 5 derivatives (including the aforementioned pair of CSH-badged PHEV flagships, that is).

So, in refreshed form, the purely petrol-powered Tiggo 7 portfolio now comprises just a trio of variants. Both engine options carry over from the pre-facelift range, though are now available exclusively in the front-wheel-drive configuration (the pricier AWD versions have seemingly fallen away, at least at launch). Chery has also switched to a new trim-level naming conversion.

As such, the revised range now kicks off with the Tiggo 7 1.5T Prime, which is priced at R429 900 (some R40 000 more than the outgoing Distinction grade, which is now pegged at R389 900). Here, the turbocharged 1.5-litre, 4-cylinder petrol engine sends an unchanged 108 kW and 210 Nm to the front axle via a 6-speed dual-clutch transmission. The brand claims a fuel-economy figure of 6.9 L/100 km.

Next comes the mid-tier Tiggo 7 1.6T Prestige, priced at R499 900 and upgrading to the turbocharged 1.6-litre, 4-cylinder petrol engine. This motor delivers 145 kW and 290 Nm to the front wheels via a 7-speed dual-clutch transmission. The listed combined fuel-consumption figure is 7.2 L/100 km.

Finally, the Tiggo 7 1.6T Legacy is priced at R549 900, employing the same powertrain as its Prestige sibling. This derivative is positioned R50 000 below the plug-in Tiggo 7 1.5T CSH PHEV Plus, which has an “introductory launch price” of R599 900 until October 2025 (when it’s due to rise to R619 900).

In terms of standard equipment, the base Prime grade comes with features like 18-inch alloy wheels, dual-zone climate control, automatic wipers, a reverse-view camera, keyless start and tyre-pressure monitoring, along with dual 12.3-inch displays.

The Prestige scores 19-inch wheels, a 540-degree camera system, faux-leather upholstery, a 6-way power-adjustable driver’s seat and multi-coloured ambient lighting. The Legacy furthermore boasts heated front seats, a panoramic sunroof, a power-operated tailgate and an 8-speaker Sony sound system (as opposed to the 6-speaker audio system in the Prime and Prestige variants).

All facelifted Tiggo 7 derivatives come standard with traction control, stability control, brake assist, rear parking sensors and at least 4 airbags (with the Prestige and Legacy variants boasting 8 airbags apiece). The Prestige grade additionally features blind-spot detection, rear-collision warning and rear cross-traffic alert.

The top-spec Legacy, meanwhile, is set apart by yet more driver-assistance systems, including lane-departure warning, lane-keep assist, adaptive cruise control, integrated cruise assist, front-collision warning, automatic emergency braking, emergency lane keeping, lane-change assist, intelligent headlamp control and traffic-jam assist.

What does the facelifted Chery Tiggo 7 cost in SA?

Chery Tiggo 7 1.5T Prime – R429 900

Chery Tiggo 7 1.6T Prestige – R499 900

Chery Tiggo 7 1.6T Legacy – R549 900

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 until October 2025

The prices above include a 5-year/60 000 km service plan and a 5-year/150 000 km vehicle warranty, along with a 10-year/1-million km engine warranty for the purely petrol-powered derivatives (for the 1st owner, though Chery SA now says this “can be transferred to the 2nd owner if the vehicle is purchased from a ‘Cherished’ pre-owned dealership”). The PHEVs, meanwhile, come with a 10-year/unlimited kilometre battery warranty, limited to the 1st owner.

Mahindra XUV300 (2019-2024) Buyer’s Guide

Since being superseded by the more smartly styled XUV 3XO, does the Mahindra XUV300 budget crossover make sense as a used buy? Let’s take a closer look…

It’s not often that an entirely new nameplate gets applied to a facelifted model, but that’s exactly what happened with the replacement for the Mahindra XUV300. Indeed, when the Indian automaker launched a “refreshed XUV300” in South Africa late in 2024, it rebranded its budget crossover the XUV 3XO.

Watch Jacob Moshokoa’s review of the 2024 Mahindra XUV 3XO

While many will consider the updated model’s exterior styling considerably snappier, the original iteration nevertheless had its virtues. We’ll explore those below – along with a few weaknesses, of course – to help you determine whether the Mahindra XUV300 makes for a value-packed used purchase.

*Mahindra revealed the XUV300 late in 2018.*

For the record, the Mahindra XUV300 – note that the numerical suffix is pronounced “3 Double Oh” – shared much with the SsangYong Tivoli, which itself dates back to 2014. As a reminder, Mumbai-based Mahindra & Mahindra became a majority shareholder in SsangYong (which has since been renamed KG Mobility) back in 2011, although it split from the South Korean marque about a decade later.

Mahindra squeezed the S201-series XUV300 into India’s all-important sub-4-metre segment, making it shorter than its South Korean cousin. The resulting stubby derriere (and particularly the distinct lack of a rear overhang) meant the budget crossover took on somewhat awkward proportions from certain angles.

The lack of rear overhang is hard to miss.

Though it’s not clear exactly how many units of the Nasik-built XUV300 were sold in South Africa in total, we do have accurate records for the final 3 years of its half-decade lifecycle. Our calculations (based on sales numbers reported to naamsa | The Automotive Business Council) show that 2 093 examples were registered locally in 2022, a figure that fell to 1 438 units in 2023 and finally to 704 units in 2024.

Mahindra XUV300 model line-up in South Africa

*SA was the 1st market outside of India to launch the XUV300.*

The Mahindra XUV300 was revealed in December 2018 (4 years after the Tivoli), before being launched in India in February of the following year. In May 2019, meanwhile, South Africa became the 1st market outside of India to receive this model.

At launch, the local Mahindra XUV300 portfolio included a 3-cylinder turbopetrol engine (co-developed with SsangYong) and a 4-cylinder turbodiesel motor (Mahindra’s own), along with a duo of trim levels (W6 and W8):

XUV300 W6 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W6 1.5 Diesel 6MT (86 kW/300 Nm)
XUV300 W8 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W8 1.5 Diesel 6MT (86 kW/300 Nm)

In January 2020, Mahindra South Africa expanded the line-up to 5 variants with the launch of the entry-level W4 1.5 Diesel 6MT. The W4 grade missed out on features like (decorative) roof rails, a multifunction steering wheel and satnav, while also downgrading from a 7-inch touchscreen to a 3.5-inch display.

*Mahindra updated the XUV300 range in March 2022.*

Then, in March 2022, a lightly updated version of the XUV300 made local landfall. At the same time, the range grew to 6 derivatives, with the W4 grade interestingly swapping from diesel to petrol power.

Though exterior styling was largely unchanged (bar the roll-out of a new alloy-wheel design for W6 and W8 variants), the Indian-built budget crossover gained some extra equipment, with mid-tier and top-spec derivatives dropping the old 7-inch touchscreen in favour of a 9-inch version.

*W8 derivatives upgraded to an all-black interior.*

The W6 trim level furthermore scored cruise control, while the W8 made the welcome switch from a 2-tone cabin to an all-black interior colour scheme.

In addition, Mahindra SA launched a W4 Special Edition (SE) variant at this point, handing it the 9-inch touchscreen, as well as derivative-specific 16-inch alloys with black-and-silver detailing.

XUV300 W4 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W4 1.2 Petrol SE 6MT (81 kW/200 Nm)
XUV300 W6 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W6 1.5 Diesel 6MT (86 kW/300 Nm)
XUV300 W8 1.2 Petrol 6MT (81 kW/200 Nm)
XUV300 W8 1.5 Diesel 6MT (86 kW/300 Nm)

In October 2023, the XUV300 range dipped a toe into the light-commercial vehicle (LCV) waters, with the Indian automaker’s local division launching the “Xprez” panel van. With the rear bench ditched to create a load bay, the 2-seater Xprez featured a payload capacity somewhere in the region of 320 kg.

The following month, SE versions of the W6 (petrol and diesel) were quietly added to the line-up. In October 2024, the XUV 3XO arrived – with South Africa again serving as the 1st nation outside of India to introduce this model – bringing down the curtain on the XUV300’s 5-year run on the local market.

What are the Mahindra XUV300’s strengths?

*The XUV300 scored highly in its Global NCAP crash test.*

Impressive safety-test score: From early 2020, Mahindra SA’s XUV300 marketing drive turned to the topic of “safety”. The reason? Well, Global NCAP – which, we should point out, employs far less stringent protocols than Euro NCAP – had just crash-tested the entry-level Indian-spec derivative (with 2 airbags), awarding it 5 stars for adult-occupant protection and 4 stars for child-occupant protection.

At the time, the XUV300 boasted the highest combined result in Global NCAP’s “Safer Cars For India” programme. A year later (following a “production compliance review”), the organisation extended this rating to the SA-spec model, meaning it became the first Global NCAP-tested 5-star vehicle in Africa.

Despite Mahindra SA’s dubious claim that the XUV300 was “Africa’s safest car” – it was instead simply the highest-rated contender from a tiny pool of budget cars tested by Global NCAP – the fact that its body shell was rated as “stable” and “capable of withstanding further loadings” held plenty of weight.

For the record, the W4 and W6 grades came standard with 2 airbags, ABS with EBD and ISOfix child-seat anchors, with the latter trim level furthermore featuring “corner braking control” (though curiously losing this feature at the March 2022 update). Finally, the W8 specification upgraded to 7 airbags, electronic stability control (with roll-over stabilisation) and hill-hold assist.

*W8 derivatives were generously equipped.*

Generous specification (W8): While the XUV300’s W4 grade was a bit spartan and the W6 somewhere around average, the W8 trim level featured a very generous list of standard equipment. For instance, the top-spec variant came with 17-inch alloy wheels (as opposed to steel wheels), keyless entry (with push-button start), dual-zone climate control (rather than manual aircon) and even a sunroof.

In addition to its extra safety kit, the W8 boasted features such as cruise control, leatherette upholstery, a height-adjustable driver’s seat, tyre-pressure monitoring, automatic headlights, foglamps (fore and aft), an electro-chromatic rear-view mirror, parking sensors (front and rear) and a reverse-view camera.

*Turbodiesel engines were rare at this end of the market.*

Availability of diesel engine: Buyers at this end of the market who were keen on a turbodiesel engine had very few choices, so the availability of oil-burning derivatives certainly helped to set the XUV300 apart. While the 1.5-litre motor was a little gruff by modern standards (particularly at start-up), it smoothed out at higher revs.

More importantly, the 86 kW engine generated a peak torque figure as lofty as 300 Nm (on tap between 1 500- and 2 500 rpm), which endowed this budget crossover with rather punchy in-gear acceleration. Moreover, the turbodiesel powerplant held the potential for impressive fuel efficiency, with Mahindra initially claiming a combined figure of just 4.8 L/100 km (though later revising this to 5.0 L/100 km).

As an aside, the 1.2-litre turbopetrol mill was similarly spirited, particularly when compared with the naturally aspirated motors employed by most rivals (and especially at altitude, where atmospheric engines suffer a distinct drop-off in power).

What are the Mahindra XUV300’s weaknesses?

*The only transmission available locally was a 6-speed manual ‘box.*

No auto transmission: While the XUV300’s engines were right at the top of the class in terms of their peak outputs, there was an important ingredient missing from the powertrain mix: the option of an automatic transmission.

Yes, the only cog-swapper on offer locally was a 6-speed manual gearbox, meaning potential buyers with their hearts set on an automatic transmission were forced to look elsewhere (the automated manual transmission offered in India never made it to Mzansi).

Thankfully, Mahindra corrected this oversight with the launch of the XUV 3XO, which became available with a conventional torque-converter automatic ‘box.

Below-par luggage space: Though the XUV300’s cabin was surprisingly spacious – with relatively roomy rear quarters considering the vehicle’s compact exterior dimensions – the trade-off was a particularly tight luggage compartment. Courtesy of that short rear overhang (and the presence of a full-size spare wheel), the split-level load bay could accommodate only 249 litres.

Curiously, the parcel shelf was not attached to the tailgate, meaning it remained in place (and sometimes got in the way) when the tailgate was opened. And, although the rear seatbacks could split in a 60:40 ratio and fold forward, the resulting load floor was not completely flat, which made loading bulky items somewhat tricky.

*Before the March 2022 update, W8 derivatives featured light-coloured trim.*

Miscellaneous potential issues: So, did the Mahindra XUV300 have any other foibles? Well, keep in mind the earlier versions of the W8 came with light-coloured leatherette upholstery that wasn’t exactly practical for a family vehicle. To Mahindra Auto SA’s credit, however, it switched the W8’s interior colour scheme to black from March 2022.

Far more annoying, however, was that each time reverse gear was engaged in the W8 derivative, a disembodied voice would announce: “Please select the parking mode if you need assistance”. Thankfully, this function could be deactivated using a setting buried deep within the touchscreen’s menu system.

Another quirk was the less-than-refined stop-start system, which could be turned off (using a button to the right of the steering column) but defaulted back to “on” upon ignition. We’ve also heard complaints of noisy brakes. Finally, our research led us to reports of clogged diesel particulate filters (DPF) in India, though we could find no compelling evidence this was a widespread problem in SA.

How much is a used Mahindra XUV300 in South Africa?

*All derivatives were covered by a 5-year/150 000 km warranty.*

At launch in South Africa, the W6 and W8 derivatives of the Mahindra XUV300 shipped with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan. However, a service plan was listed as optional for the W4 1.5 Diesel that followed in early 2020. Then, at the range update in March 2022, the W4 grade gained a 3-year/50 000 km service plan. As always, check for evidence of regular maintenance.

Several dealer-fitted accessories were available for the Mahindra XUV300, including mudflaps, door-sill protectors, additional (silver-painted) bumper cladding, seat-cover sets (only for the W6 grade) and even a tablet holder that attached to the rear of the front-passenger seat.

Of the Mahindra XUV300 listings on Cars.co.za at the time of writing, 63% featured the turbopetrol engine. Fascinatingly, the flagship W8 trim level was the most popular by some margin, accounting for half of all units for sale (followed by W6 on 27% and W4 on 23%).

The most prevalent model year was 2022 with 30% of all listed units, though 2024 wasn’t far behind on 25% (interestingly, hardly any 2021 examples were up for grabs). Indicated mileages ran from just 41 km on a 2024 model listed as “new” to 118 000 km on a 2022 W6 1.5 Diesel.

Below R200 000: We found just 14% of used XUV300s in this sub-R200 000 space, including several examples that had clocked up over 100 000 km (though very few turbodiesels). Predictably, many were from the first couple of model years, though we also discovered a few 2023 and 2024 W4 derivatives here.

R200 000 to R250 000: This relatively narrow pricing bracket housed a considerable 43% of listed examples. Interestingly, the split between the 3 trim levels was virtually even here, while 2019 was the most common model year. The petrol motor outnumbered the diesel engine by more than 2 to 1.

R250 000 and up: At the time of writing, the remaining 43% of listed Mahindra XUV300 units were priced above R250 000. The ratio between petrol and diesel engines here was almost 1 to 1, while most units featured the W8 grade. The priciest example we unearthed was a 2024 W8 1.5 Diesel (with 55 000 km on its odometer) listed for R349 900.

Which Mahindra XUV300 variant should I buy?

*We’d point to the W8 as the grade to have.*

Which Mahindra XUV300 derivative is the best of the bunch? Well, while all featured a pleasingly absorbent ride quality (and decent gravel-travel ability thanks to 180 mm of ground clearance), there’s little doubt in our mind that the generously equipped W8 offered the best value for money.

It’s not often we recommend the highest grade in the range, but since the W4 was relatively meagrely specified and the W6 only adequate at best, we’d point to the W8 as our pick. Besides, this flagship grade benefitted not only from extra standard kit but also from loftier levels of safety (thanks to the inclusion of stability control and a full complement of 7 airbags).

While each engine had its merits, we’d argue the turbodiesel motor held the edge over the turbopetrol mill, offering a superior combination of in-gear shove and potential for fuel efficiency.

As such, we’d opt for the W8 1.5 Diesel, preferably an updated version (offered from March 2022) with the black interior and the larger touchscreen.

Is the Mahindra XUV300 a smart used purchase?

The XUV300 faced several likewise sub-4-metre, Indian-made rivals.

It’s perhaps unsurprising that the majority of the S201-series XUV300’s direct (sub-4-metre) rivals were likewise sourced from India. Key examples here included the 1st-gen Toyota Urban Cruiser as well as the Suzuki Vitara Brezza on which it was based, along with the Nissan Magnite and Renault Kiger.

Somewhat more polished Indian-built contenders included the Kia Sonet and Hyundai Venue, while the B515-series Ford EcoSport – note some derivatives came from the subcontinent while others were sourced from Romania – was another strong-selling competitor. High-spec W8 derivatives likely pinched a few sales from the larger models such as the SU2-series Hyundai Creta, too.

Crowded segment or not, there was plenty to like about the Mahindra XUV300, from its punchy powertrains and solid build quality (for this decidedly “budget” end of the market, that is) to its comparatively lofty safety credentials (particularly in range-topping W8 guise).

So, if you’re looking for a used small crossover and don’t require oodles of luggage space or an automatic transmission, you’d be remiss if you didn’t test-drive a Mahindra XUV300. We suspect many shoppers would be pleasantly surprised.

Looking for a used Mahindra XUV300 to buy?

Find one on Cars.co.za!

Looking to sell your car? You can sell it to our dealer network here

Mazda 2 (2025) Price & Specs

Mazda quietly launched the facelifted Mazda2 in South Africa in 2023 and it’s offered with a choice of front-end designs. Here’s what you’ll pay for this refreshed B-segment hatch…

Mazda South Africa welcomed the refreshed Mazda2 hatchback in South Africa in 2023, sporting a choice of new front-end designs and a slightly truncated line-up.

How old is the Mazda2?

Of course, this 3rd-generation Mazda2 is one of the oldest contenders in the local B-segment hatchback game, having been revealed as long ago as 2014 (and launching in South Africa early the following year). For the record, the DJ-generation Mazda2 received what we thought would be a mid-cycle refresh in 2019, effectively making this its 2nd facelift.

What engine is offered for the Mazda 2?

The updated Mazda2 is mechanically unchanged, which means all models are still powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine, which delivers an unchanged 85 kW and 148 Nm to the front axle via either a 6-speed manual gearbox or a torque-converter automatic transmission with the same number of cogs.

What trim lines are offered for the Mazda2?

However, the range has been trimmed slightly, since the previous flagship derivative – badged as the Hazumi – has seemingly fallen away, along with the manual version of the Individual grade. That means the local line-up now comprises 4 variants, starting with the 1.5 Active, which is offered exclusively in 3-pedal form and kicks off at R321 500.

Next up is the mid-tier Dynamic grade, which comes in from R351 200 in manual guise and R371 300 in self-shifting form. Finally, the Individual trim level will cost you from R417 300 and now comes exclusively with an auto cog-swapper.

*From left to right: the Active, Dynamic and Individual grades.*

So, what about those new front-end designs? Well, the base Active model ships standard with what appears to be a flat black grille panel, while the Dynamic features a distinctive body-coloured version (along with subtle yellow detailing). The flagship Individual, meanwhile, comes with a more conventional honeycomb-effect black grille, complete with red detailing. New exterior paint colours include Airstream Blue and Aero Grey.

What features are offered for the Mazda 2?

The Active’s standard-features list includes items such as LED headlamps, 15-inch steel wheels (with plastic covers), keyless entry, push-button ignition, electric windows, a 4-speaker sound system (with Bluetooth), manual air conditioning, black cloth upholstery, dual front airbags and ABS (with EBD and EBA).

Mazda2 cabin — *The top-spec Individual grade features leather and cloth inside.*

Meanwhile, the Dynamic specification adds 15-inch silver-coloured alloy wheels, a 7-inch infotainment display (featuring Apple CarPlay and Android Auto, run through a console-mounted dial and linked to 6 speakers), cruise control, an electro-chromatic rear-view mirror, power-folding side mirrors, extra airbags (side and curtain), stability control and leather trim for the steering wheel, gearknob and handbrake lever.

Finally, the Individual trim level boasts items such as 16-inch 2-tone alloys, smart keyless entry, automatic headlamps, rain-sensing wipers, automatic air conditioning, rear parking sensors, a reverse-view camera, wireless charging, a head-up display, leather-and-cloth upholstery, black side-mirror caps, a black roof decal, privacy glass and paddles for its automatic transmission.

How much does the updated Mazda 2 cost in South Africa?

Model	Price
Mazda2 1.5 Active 6MT	R321 500
Mazda2 1.5 Dynamic 6MT	R351 200
Mazda2 1.5 Dynamic 6AT	R371 300
Mazda2 1.5 Individual 6AT	R417 300

The prices above include a 5-year/unlimited kilometre warranty and a 3-year/unlimited km service plan.

Buy a used Mazda2 on Cars.co.za!

Frequently Asked Questions

Is the Mazda2 still sold new in South Africa?

Yes, the Mazda2 is still sold new in South Africa. The facelifted model was launched locally in 2023 with an updated design and a streamlined model lineup.

What engine is in the South African Mazda2?

All models of the Mazda2 in South Africa are powered by a 1.5-litre, naturally aspirated petrol engine that delivers 85 kW and 148 Nm of torque. This engine is paired with either a 6-speed manual or a 6-speed automatic transmission.

What is the safety rating of the Mazda2?

The Mazda2 has a 4-star Global NCAP safety rating for adult occupant protection and a 3-star rating for child occupant protection. The car comes with standard safety features like driver and passenger airbags, ABS with EBD, and stability control.

What are the main competitors of the Mazda2 in South Africa?

The Mazda2 competes in the B-segment hatchback market against rivals such as the Volkswagen Polo, Toyota Yaris, and Suzuki Swift. It is often praised for its upmarket feel and stylish design.

What to Buy: Suzuki Fronx vs Chery Tiggo 4 Pro vs Nissan Magnite

We take a closer look at the specs of the popular Suzuki Fronx… How does it stack up against the best-selling models in the booming compact SUV segment – is it worth making a trip to your nearest Suzuki dealer for a test drive? Read on…

Small crossovers such as the Suzuki Fronx are in high demand, but while the segment is broad, the buying frenzy for these high-riding urban commuter cars is mostly taking place at the budget end of the market (R250 000 to R350 000).

Chinese brand Chery dominates its rivals with the Chery Tiggo Pro 4 cracking big sales numbers while the budget-friendly Nissan Magnite is proving to be a hugely popular choice for budget compact SUV buyers.

As for the new Suzuki Fronx, it arrived in the middle of August 2023 and it has since become a sales hit for the Japanese carmaker.

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 & Safety, Dimensions & Practicality, 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.

How does the Suzuki Fronx stack up against its rivals?

Exterior Styling

Suzuki Fronx

Think of the new Fronx as a high-riding Baleno hatchback replete with additional (and useful) ground clearance, crossover-inspired cladding and obligatory rugged bumpers. Up front, you’ll notice the large grille with stylish chrome wings, flanked by slimly proportioned headlights and prominent fog lights. The Fronx’s styling is pleasant and somewhat reserved – as in not shouty, which some buyers might prefer.

Chery Tiggo 4 Pro

As for the Chery Tiggo Pro 4, its exterior styling can be described as “quite attention-grabbing”, courtesy of its large and boldly studded grille, which makes a strong style statement.

Unlike the Fronx, the Tiggo 4 Pro has chunkier headlamps; it also features plastic cladding around the wheel arches, while lower sills with red detailing (Elite SE) add a bit of contrast to the package. With its attractive styling execution, it’s easy to understand why so many buyers are opting for the Tiggo 4 Pro.

Watch our video review of the Chery Tiggo 4 Pro:

Nissan Magnite

Not to be outdone in the style stakes, the updated Nissan Magnite brings its own kind of verve to the party, thanks to sharply contoured headlights and a contoured grille reminiscent of the discontinued Datsun Go. Angular body contours give the Magnite a chiselled appearance and it also features rugged plastic wheel-arch cladding, while its dual-tone colour scheme (on higher-grade derivatives) injects additional design flair.

Performance & Efficiency

This article will compare similarly-priced, high-specification derivatives from each model range.

	Suzuki Fronx 1.5 GLX	Chery Tiggo 4 Pro 1.5T Elite	Nissan Magnite 1.0 Turbo Acenta Plus
Powertrain	1.5-litre, naturally aspirated, petrol	1.5-litre, turbocharged, petrol	1.0-litre, turbocharged, petrol
Power Output	77 kW	108 kW	74 kW
Torque Output	138 Nm	210 Nm	152 Nm
Transmission	5-speed manual / 4-speed automatic	6-speed manual / CVT	5-speed (manual) / CVT
Fuel Consumption	5.5 L/100 km (manual) / 5.7 L/100km (automatic)	7.0 L/100 km (manual) / 6.8 L/100 km (CVT)	5.3 L/100 km (manual) / 6.0 L/100 km

Suzuki Fronx

The Fronx is powered by a 1.5-litre naturally-aspirated engine and while its outputs of 77 kW and 138 Nm might not look particularly impressive on paper, real-world performance is better than what the numbers suggest. With a relatively light kerb weight of around 1 015 kg, the Fronx’s acceleration and overtaking abilities are adequate, but bear in mind that the Fronx’s performance will drop off by 15 to 20% due to the thinner air at altitude, so buyers in Gauteng will have to factor this into their buying decision.

Ride quality and overall refinement are very good and, in terms of efficiency, the Fronx exhibits excellent fuel efficiency, which is one of the major reasons to put it on your shortlist. It returned around 6.1 L/100 km during testing, but we suspect figures below 6.0 L/100 km could be achieved without much effort.

We recommend opting for the manual gearbox over Suzuki’s lethargic 4-speed automatic transmission.

Read our Suzuki Fronx (2023) Launch Review for more information.

Chery Tiggo 4 Pro

The Tiggo Pro 4 is offered with either a naturally aspirated or turbocharged 1.5-litre engine but the latter (with 108 kW and 210 Nm) is the one to have. It offers punchier performance in conjunction with either a manual ‘box or continuously variable transmission (CVT). Some buyers might find the driving experience of the auto a bit humdrum/uninvolving, but it’s better suited to dealing with city traffic than the manual.

The Tiggo 4 Pro’s ride quality is generally good with a forgiving disposition, but damping could be better over poorer surfaces. Importantly, in terms of fuel efficiency, the more willing turbocharged engine isn’t particularly frugal; we’ve seen returns of around 8.8 L/100 km, which is the Tiggo 4 Pro’s drawback.

Read our review of the Chery Tiggo 4 Pro

Nissan Magnite

The Magnite strikes a good balance between performance and efficiency and we found its 1.0-litre turbopetrol engine to offer fair-to-good performance within the city environment. However, engine noise does increase under harder acceleration, but that trait is rather typical of models in this segment of the market. Ride quality is good too; it favours comfort but body roll is pronounced under brisk cornering.

Meanwhile, the Nissan’s fuel consumption is reasonable. During our test, the Magnite returned figures in the region of 6.5 L/100 km – by turbocharged small crossover standards, that is quite admirable.

Note that the Magnite is also offered with an entry-level, naturally-aspirated 3-cylinder 1.0-litre petrol engine offering 53 kW and 96 Nm and paired with both an AMT and manual transmission. Nissan recently added additional derivatives to the Magnite range.

Read our review of the Nissan Magnite

Interior Features & Safety

See a spec comparison between these versions of Suzuki Fronx, Chery Tiggo 4 Pro and Nissan Magnite.

Alternatively, you can use our handy Compare Tool to compare any car models you like!

	Suzuki Fronx 1.5 GLX	Chery Tiggo 4 Pro 1.5T Elite	Nissan Magnite 1.0 Turbo Acenta Plus
Infotainment system	9-inch touchscreen	10.25-inch touchscreen	8-inch touchscreen
Digital Instrument Cluster	4.2-inch information display, analogue dials, head-up display	7-inch digital cluster	Central digital display
Android Auto / Apple CarPlay	Yes	Yes	Yes
Bluetooth, Voice Control, USB, Wireless Charging	Yes to all, 1 front USB, 2 rear USB	Yes, 2 front USB, 1 rear USB, no wireless charging	Yes to all, 1 front USB
Rear View Camera	Yes, 360-degree	Yes	Rear, 360-degree
Steering Adjustment: Rake / Reach	Rake and Reach	Rake and Reach	No
Cruise Control	Yes	Yes	Yes
Air Conditioning	Climate control	Climate control	Climate control
Panoramic Sunroof	No	Sunroof	No
Upholstery / electric seats	Cloth, manual adjustment	Leather, electrically adjusted driver’s seat	Partial artificial leather and cloth
Front / Rear Park Distance Control	Rear only	Rear only	Rear only
Safety Features	6 airbags, ABS with EBD, Electronic Stability Control, Brake Assist, Hill-Hold Control	6 airbags, ABS with EBD, Electronic Stability Control with traction control, Brake Assist, hill descent control, tyre pressure monitoring	6 airbags, ABS with EBD, Electronic Stability Control with traction control, hill start assist, tyre pressure monitoring

In typical Suzuki fashion, the Fronx 1.5 GLX comes well-specified with standard equipment and its rudimentary interior design is neither flashy nor offensive. Harder plastic surfaces dominate and perceived interior build quality is reasonably good.

The Chery Tiggo 4 Pro, in contrast, adopts a more upmarket, tech-forward interior design approach, with a variety of hard and soft materials, including stitched leather, brushed aluminium inserts, leather trim and larger digital interfaces. The standard specification for the Tiggo 4 Pro 1.5T Elite is impressive.

The Nissan Magnite showcases a more youthful and playful interior design, which includes a colourful, partially digital instrument cluster. Angular air vents add some visual flair and so does the combined cloth/leather upholstery. Harder materials dominate the cabin and the material quality could be better.

The Magnite 1.0 Turbo Acenta Plus, does, however, come very well-specced with standard features.

Dimensions & Practicality

	Suzuki Fronx	Chery Tiggo 4 Pro	Nissan Magnite
Length	3 995 mm	4 318 mm	3 995 mm
Width	1765 mm	1 831 mm	1 758 mm
Height	1 550 mm	1 662 mm	1 572 mm
Wheelbase	2 520 mm	2 610 mm	2 500 mm
Kerb Weight	1 010 kg	1 364 kg	1 014 kg
Ground Clearance	170 mm	180 mm	205 mm
Load Capacity	304 – 605 – 1 009 L	340 – 1 100 L	336 L

Chery Tiggo 4 Pro Load — *The Chery Tiggo Pro 4 has a spacious cabin thanks to its longer wheelbase.*

In terms of dimensions, the Chery Tiggo 4 Pro has a larger footprint than its rivals; its longer wheelbase, in particular, translates into a more spacious cabin for passengers and luggage. However, the Tiggo 4 Pro is also the heaviest of the 3, which is a contributing factor to its higher fuel consumption (see above).

The Suzuki Fronx and Nissan Magnite, by comparison, are similar in size overall but the latter is claimed to have a more capacious load bay that the former, while also boasting superior ground clearance.

Pricing & Warranty

*Pricing is accurate as of June 2025.

	Suzuki Fronx	Price	Chery Tiggo 4 Pro	Price	Nissan Magnite	Price
Entry	Fronx 1.5 GL Manual	R298 900	Tiggo 1.5 4 Pro 1.5 LiT Manual	R269 900	Magnite 1.0 Visia Manual	R246 200
					Magnite 1.0 Visia Auto	R263 200
	Fronx 1.5 GL Auto	R319 900	Tiggo 4 Pro 1.5 LiT Auto	R299 900	Magnite 1.0 Acenta Manual	R277 300
					Magnite 1.0 Acenta Auto	R294 400
			Chery Tiggo 4 Pro 1.5T LiT Auto	R344 900	Magnite 1.0 Acenta Plus Auto	R323 900
Mid	–	–	–	–	Magnite 1.0 Turbo Visia Manual	R295 900
	–	–			Magnite 1.0 Turbo Acenta Manual	R329 900
			Tiggo 4 Pro 1.5 Comfort Auto	R355 900	Magnite 1.0 Turbo Acenta Auto	R344 900
Top	Fronx 1.5 GLX Manual	R324 900	Tiggo 4 Pro 1.5T Elite DCT	R384 900	Magnite 1.0 Turbo Acenta Plus Auto	R369 900
	Fronx 1.5 GLX Auto	R362 900	Tiggo 4 Pro 1.5T Elite CVT	R386 900	–	–
Warranty	5-year / 200 000km		5-year / 150 000 km 10 year / 1 million km engine warranty for first owner		6-year / 150 000 km

Service Plan	4-year / 60 000 km		5-year / 60 000 km		3-year / 30 000km

Not sure what you’re able to afford? Let our Car Affordability Calculator help you!

Use our Finance Calculator to work out monthly premiums!

What to Buy: Is the Suzuki Fronx worth a closer look?

Based on our experience (and the information at our disposal), it’s easy to see why the Chery Tiggo 4 Pro is a top-selling entry-level crossover. Not only is it larger (and more spacious) than many of its rivals; it arguably offers more style and luxury along with a comprehensive standard feature set. If you opt for a turbopetrol derivative, you’d have to be willing to live with the higher-than-average fuel consumption, but even so, the Tiggo 4 Pro is definitely worth considering.

The Suzuki Fronx, however, makes a very strong buying proposition, particularly for buyers with a budget under R365k. In 1.5 GLX guise, the Fronx, in our opinion, is a superior product to the equivalent Magnite, particularly in terms of perceived build quality. While the Fronx’s performance/economy balance is a big drawcard, the turbocharged Magnite hits back with punchier performance but still returns reasonable fuel consumption. The Magnite is also better equipped to attract buyers in the sub-R300k-segment, where it dominates. The Suzuki Fronx does offer a better warranty and service plan though…

So yes, the Fronx is worth a closer look if you are shopping for a capable, reliable and affordable compact SUV.

If you’re still undecided, visit your nearest Suzuki, Chery and Nissan dealership for a test drive!

Suzuki Fronx vs Toyota Starlet Cross: What’s the Difference?

The highly-anticipated Toyota Starlet Cross recently came to market in South Africa and it’s a direct rival to its half-sibling, the Suzuki Fronx. This article highlights the key points of difference between these models including styling, specification and pricing.

If you’re looking for a compact crossover that won’t necessarily break the bank you’ll likely have the Suzuki Fronx and Toyota Starlet Cross in your crosshairs.

Budget-friendly compact crossovers are in high demand as they represent common-sense purchases that offer practicality and value for money to a broad range of buyers with diverse needs.

The Starlet Cross is derived from the Suzuki and it’s the 5th product to come to market as a result of the Suzuki-Toyota product sharing agreement. Other Toyota-Suzuki models include the Vitz (Suzuki Celerio), Starlet (Suzuki Baleno), Rumion (Suzuki Ertiga) and the Toyota Urban Cruiser (Suzuki Grand Vitara).

It’s a case of “same same, but different” and on a fundamental level, the Starlet Cross and Fronx are mechanically identical but there are a few differentiating features, particularly in terms of styling, feature specification, pricing structure and after-market support.

This article will highlight the main differences so that you, the buyer, can make a more informed buying decision when considering these cars.

If you require further advice, feel free to reach out to us on X, Facebook or Instagram and our experienced team will be glad to assist you.

Toyota Starlet Cross vs Suzuki Fronx: What’s the difference?

Exterior Styling

The Startlet Cross and Fronx are small crossover variants of the Starlet and Baleno compact hatchbacks and as such, they stand some 20 mm taller with a ground clearance of 170 mm.

From the front, it’s clear that each brand has adopted a distinct grille design in line with their respective product ranges. The Startlet Cross features a hexagonal grille design while the Suzuki Fronx adopts a rounder grille design with a bolder chrome element housing the Suzuki logo.

Both cars however feature a slim LED headlight design (Starlet Cross has a horizontal light signature and Fronx has a vertical light signature) and the foglamp clusters are nearly identical. Plastic cladding around the wheel arches and the side sills adds a dash of ruggedness, a common trait of modern crossovers.

At the rear, the two models adopt unique rear light signatures, but feature an identical rear bumper design and rear diffuser. You’ll have to decide for yourself which car you like best in terms of design.

Performance and Efficiency

The Toyota Starlet Cross and the Suzuki Fronx share the same chassis and powertrain which means that they will offer the same performance.

Under the bonnet of both cars is a naturally-aspirated 1.5-litre, 4-cylinder petrol engine that develops 77 kW and 138 Nm of torque and buyers have the choice between a 4-speed automatic transmission or a 5-speed manual transmission.

Out of interest, this is the same engine that powers the Suzuki Jimny!

With a kerb weight of around 1 005 to 1 010 kg, the Starlet Cross and Fronx are relatively light which means that performance feels livelier than the engine output suggests.

However, in the absence of turbocharging, performance is more linear and in-gear acceleration between 80-120 kph is not as sprightly as you’d experience in a small crossover powered by a turbopetrol engine. Nonetheless, as an urban runabout and small family car, the Starlet Cross and Fronx deliver sufficient performance to meet the expectations of buyers at the budget end of the small-crossover segment.

For buyers on the reef in Gauteng, note that performance will be reduced by around 15% at altitude and this will be exacerbated when the vehicle is fully loaded with passenger and/or luggage.

The ride quality is very good. Both cars strike an appealing balance between comfort and firmness which is to say that they are perfectly sprung for life as an urban “daily” with fair handling characteristics. The 170 mm ground clearance is also useful for traversing nasty potholes or driving on unsealed dirt roads.

As far as efficiency is concerned, the cars have similar claimed fuel consumption figures (which is to be expected). Suzuki claims the Fronx consumes 5.5 L/100 km (manual) and 5.7 L/100 km (automatic) while the Toyota Starlet Cross is said to consume 5.6 L/100 km (manual) and 5.8 L/100 km (automatic).

Regardless of which car you choose, fuel efficiency is excellent. Expect real-world returns of around 6L/100 km or perhaps even less.

Interior execution, features and practicality

The Starlet Cross is offered with a choice of 2 trim levels: the base XS and range-topping XR. It’s a similar story to the Suzuki Fronx, which is available in base GL and range-topping GLX trim grades.

The models’ cabin architectures are virtually identical, but there are subtle differences in trim levels.

Base Toyota Starlet Cross Xs vs Suzuki Fronx GL

Compare the Toyota Starlet Cross Xs vs Suzuki Fronx GL

In base level XS and GL trim, the major feature difference between the Starlet Cross and Fronx trim is that the Toyota gains Voice Control while the Fronx lacks this feature. Cruise control is standard on both.

A 7-inch touchscreen infotainment system is fitted with Android Auto and Apple Carplay capability.

Note XS and GL only offer 2 front airbags as standard and the steering column is not adjustable reach.

Range-topping Toyota Starlet Cross Xr vs Suzuki Fronx GLX

Compare the Toyota Starlet Cross Xr vs Suzuki Fronx GLX

If you opt for the range-topping trim grades (XR on the Starlet Cross and GLX on Fronx), Toyota and Suzuki add a variety of extra features to the package, including 6 airbags, a Heads-up Display (HUD), a surround-view camera, automatic dimming mirror, automatic folding mirrors and keyless access.

Note that the Starlet Cross XR and Fronx GLX gain a larger (9-inch) touchscreen infotainment touchscreen compared with their XS and GL siblings, as well as a wireless charging pad.

In terms of practicality, the Startlet Cross and Fronx offer identical features including a ground clearance of 170 mm and a load bay with a capacity of 304 litres, expanding to a claimed 1 009 litres with the 60:40 split rear seats folded down. Space for rear seat passengers is acceptable with ample leg and knee room for a vehicle of this size.

Prices and Warranty

*Pricing is accurate as of July 2025.

	Toyota Starlet Cross	Price	Suzuki Fronx	Price	Difference
Entry	Starlet Cross XS (manual)	R299 900	Fronx GL (manual)	R298 900	R1 000
	Starlet Cross XS (automatic)	R330 500	Front GL (automatic)	R319 900	R10 600

Top	Starlet Cross XR (manual)	R347 900	Fronx GLX (manual)	R342 900	R5 000
	Starlet Cross XR (automatic)	R368 500	Fronx GLX (automatic)	R362 900	R5 600
Warranty	3-year/100 000 km		5-year/200 000 km		2-year/100 000 km
Service Plan	4 services/60 000 km		4 years/60 000 km

While the pricing structures of the Toyota Starlet Cross and Suzuki Fronx are similar, the table highlights that the Fronx is more affordable than the Starlet Cross. Suzuki Auto SA also offers a superior warranty on the Fronx (an additional 2-year/100 00 km) than what Toyota SA Motors does on the Starlet Cross.

Buy a new Toyota Starlet Cross on Cars.co.za

Buy a new Suzuki Fronx on Cars.co.za

Suzuki Fronx vs Toyota Starlet Cross: What should you buy?

*The Suzuki is more affordable and has a longer warranty*.

Both the Toyota Starlet Cross and Suzuki Fronx represent strong buying propositions for buyers looking for a competent and practical compact crossover at more affordable prices.

While there’s little feature differentiation between these 2 models, the more vital differences are monetary and in terms of after-sales support. On both counts the Suzuki Fronx is not only more affordable, but also offers a longer warranty period, which is important for buyers to consider.

However, Toyota has more brand cache in South Africa and, as the sales history of Toyota-badged Suzukis has shown us, buyers tend to gravitate towards Toyota, even if the equivalent Suzuki offers a better value proposition.

Your decision might depend on what brand you want on the nose of your car but the Fronx clearly offers a value advantage over the Startlet Cross which cannot be ignored.

Tell us, which one of these cars would you buy and why?

Buy a used Toyota Starlet on Cars.co.za

Buy a used Suzuki Fronx on Cars.co.za

Mercedes-Benz (R107) 500SL vs (R231) SL500: Classic Comparison

Considering the 30-year gap between them, is the genteel R107-series Mercedes-Benz 500SL any match for the brawny and tech-laden R231-series SL500?

As the engine configuration immortalised by the US muscle-car era, the V8, such as those that power the Mercedes-Benz 500SL and SL500 featured in this classic comparison, was destined to become quite a few car manufacturers’ engine of choice for large vehicles, especially luxurious ones, and sportscars.

IMAGES: Charles Russell

Before the age of downsizing, some consumers considered 6-cylinder motors too small for performance cars, high-revving V10s were reserved for exotica and buttery smooth (but also complicated and thirsty) V12s were predominantly made for those wealthy clients who simply wouldn’t settle for anything less.

So, the V8 represented a happy medium of all the engine configurations, but this wasn’t always the case.

Looking back at its history, the V8 had a rather haphazard birth. Between its implementation in boats and aeroplanes, automotive manufacturers were slow in applying this engine blueprint to their cars.

Mercedes-Benz waited until 1964 to launch its first V8 powerplant in a passenger car, called the 600 Grosser; it set the scene for ‘Benz’s trio of muscular V8 saloons: 280SEL 4.5, 300SEL 6.3 & 450SEL 6.9.

Be it in naturally aspirated form, supercharged, or turbocharged, the V8 has been a pivotal powerplant for the Three-pointed Star. Over the past few decades, V8-engined variants of modern-classic ‘Benz models have drawn keen interest from collectors, especially those who are fans of the iconic SL roadster.

That said, the early generations of this model came with no more than 6 cylinders under the bonnet (in fact, the 190SL that was sold alongside the 300SL Roadster used a 4-cylinder powerplant).

Watch: 1959 Mercedes-Benz 190SL: SentiMETAL Episode 6

Also read: Mercedes-Benz 300SL Roadster: Classic Drive

In fact, the V8 would not play a part in the SL’s history until 1971, when it was slotted into the R107-series 350SL. See also: Mercedes-Benz 350SL vs 450SLC: Classic Comparison. Today, the values of prime R107-series 500SLs have crept close to the asking prices of high-mileage used R231-series SLs.

Surely a car that peaked in the ’80s can’t hold a candle to a model that was launched in the 2010s? Well, perhaps it can; to find out, we spent an afternoon with the Mercedes-Benz 500SL and SL500 drop-tops.

What Mercedes-Benz 500SL & SL500 have in common

Six decades of research and development are immediately evident in the design of these 2 Mercedes-Benz SLs, with the technology on show in the later model being particularly eye-catching.

The R231-series SL500’s headlight clusters hold not only bi-xenon headlamps but also LED DRLs. These clusters force you to look at them, even study them, to fully understand how they function.

Open the bonnets and you realise how far things have progressed over 3 decades. There is a lot of space in the R107’s engine bay, while the newer R231’s bay has barely enough room for a technician’s hand.

There is, however, 1 common theme – in their cabins. The Sindelfingen-based brand tried to introduce more “tradition” in the R231-series SL… As in its R107-series counterpart, there are circular vents in the centre of the SL500’s fascia, but with a more modern, 4-spoke design, which is a classy touch.

This is the only interior similarity, though. Silver detailing abounds in the R231, and its transmission lever is far shorter than the R107’s, with the stubby shifter surrounded by buttons for the Active Body Control suspension and 7-speed auto transmission. The buttons themselves are flush and fall perfectly in line.

Elegant simplicity at the heart of the R107-series SL

In the older Mercedes-Benz 500SL, it is even easier to understand the cabin’s controls. In the ’80s, soft-touch materials weren’t as high on carmakers’ agendas as today. This means the dash, fascia and all their surrounding controls are chunky but durable – they feel substantial when you operate them.

The R107-series roadster’s driving position feels a little odd, though. It’s as if you sit on, rather than in, the seat and reach out to twirl the large tiller sits close to the dash by modern standards. In the R231-series SL500, the driver’s seat is positioned much lower; you feel more ensconced behind the helm.

Specifications:

Model: Mercedes-Benz (R107) 500SL
Years produced: 1980-1989
Engine: M117 5.0-litre V8, petrol
Power: 170 kW at 4 750 rpm
Torque: 404 Nm at 3 000rpm
Transmission: 4-speed auto, RWD
Weight: 1 540 kg
0-100 kph: 8.1 sec (claimed)
Top speed: 220 kph (claimed)

The SL500’s seats offer incredible support and are more comfortable despite a firmer feel than those in the 500SL, which have a springiness that exacerbates road imperfections, such as bumps and dips.

When you peer into your side mirror, the simple, restrained horizontal planes of the R107-series’ sheet metal contrast starkly with the R231-series’ curvy bodywork. The more youthful SL500 has a wide and high rump, while the SL500 features a sleeker and more compact rear end that slopes away slightly.

This is a clear indication of how cars have grown and evolved during the past few decades. I think the SL500’s red leather interior is far more contemporary and inviting than the beige-coloured cabin of its forebear. The greatest contrast of all, however, becomes apparent when the roadsters corner.

The more modern SL’s biturbo 4.7-litre V8 feels almost as powerful as the 5.5-litre biturbo V8 in this generation model’s Mercedes-AMG SL63. Not only is turbo lag minimal, but the engine revs with gusto.

Although the R231-series Mercedes-Benz roadster-cum-coupe is more grand tourer than sportscar, once you drive up/down a mountain pass, the 6th-gen SL500 will surprise you. It gives its driver more feedback than other cars of this type, while the lightweight aluminium body shell facilitates its agility.

Specifications:

Model: Mercedes-Benz (R231) SL500
Years produced: 2012-2020
Engine: M278 4.7-litre V8 biturbo, petrol
Power: 320 kW at 5 250 rpm
Torque: 700 Nm from 1 800 to 3 500 rpm
Transmission: 7-speed auto, RWD
Weight: 1 785 kg
0-100 kph: 4.6 sec (claimed)
Top speed: 250 kph (limited)

You are constantly aware of the newer SL’s size, though. Parking and navigating tight roads require a higher level of concentration than in the 500SL, which feels at its most comfortable when cruising.

The latter car’s in-gear performance can be maximised by using the automatic’s kick-down feature, but the result is always languid progress. The vague steering is actually quite suitable for the mood this car inspires in its driver. Sit back while cruising on an open road, and you can’t help but think back to scenes in the original TV series Dallas in which the Bobby Ewing character enjoyed driving an R107-series SL.

To drop the hardtop of the R231-series SL500, you simply have to press a button. But, if you know what you are doing (and have a helping pair of hands), the R107-series 500SL’s fabric roof can be lowered in roughly the same time (it also came with a removable hard top, but fitting/removing that takes a while).

It is easy to understand why so many considered the Mercedes-Benz SL the ideal roadster for taking a scenic cruise in the 1980s. Until 1985, when the 560SL came along, the 500SL was the most powerful SL in the range. Several generations later and, on paper at least, that is not the case any more.

With its twin-turbo V12, the R231-series Mercedes-AMG SL65 borders on being a supercar, but its useable, on-road performance isn’t dramatically better than that of its SL500 sibling. Compare asking prices of standard and AMG-fettled R231s – you’ll notice there are huge differences between them.

Verdict

Four generations represent a galactic leap in the motor industry, especially if you consider the pace of development and the fact that the R107 had the longest production run of any SL (more than 18 years).

In R231 guise, the Mercedes-Benz SL is a much more serious sports car, with turbocharging part and parcel of the range. These forced-induction, large-displacement engines add to the car’s epically comfortable and tranquil manner, and make the SL even more capable over long distances.

In many ways, the R231-series Mercedes-Benz SL500 is simply in a different league to the relaxing R107-series 500SL, because it is almost a different type of car, a GT with true sportscar ingredients.

The Mercedes-Benz SL has come a long way since the R107-series 500SL, but there is still much to like and admire about its old-school charm. It’s become a collectable classic, after all, and with good reason.

Sometimes, a relaxing drive with an old–school V8 purring away out front is all that you really want…

Search for a new/used Mercedes-Benz SL listed on Cars.co.za

Search for a new/used Mercedes-AMG SL listed on Cars.co.za

Mazda CX-3 (2025) Specs & Price

Mazda South Africa welcomed its updated CX-3 to South Africa in 2022. Take a look at specification details as well as the latest pricing for the CX-3 in South Africa.

The Mazda CX-3 has been quite the sales success for the Japanese brand. It made landfall in South Africa back in 2015 and many units have found homes in Mzansi. The range was updated in 2018, with some slight visual updates as well as trim and feature upgrades. This lifecycle enhancement was followed by another update in 2022.

What’s changed for the Mazda CX-3?

Changes to the exterior CX-3 is limited but buyers have the choice of a new body colour called Platinum Quartz and inside, the most nitable change is the fitment of a larger MZD Connect infotainment screen which is now 8-inches in size and wireless charging is also offered in higher-spec derivatives.

As far as trim levels go, there’s the enytry-level Active trim, mid-spec Dynamic trim and top-spec Individual trim. But that’s not all, Mazda is also offering the CX-3 Carbon Edition if you seek an extra dose of style.

See specification details for the Mazda CX-3 range

What engine powers the CX-3?

All CX-3 derivatives are powered by a 2.0-litre naturally-aspirated 4-cylinder engine which produces 115 kW and 206 Nm. Customers can choose between a 6-speed manual or a 6-speed automatic transmission.

How much does the Mazda CX-3 cost in South Africa?

*Note that pricing is accurate as of September 2025.

Model	Price
CX-3 2.0 Active 6MT	R417 000
CX-3 2.0 Dynamic 6AT	R479 300
CX-3 2.0 Individual 6AT	R551 600
CX-3 2.0 Carbon Edition	R551 600

The CX-3 is sold with a 5-year / unlimited km warranty and a 3-year / unlimited km warranty.

Frequently Asked Questions

Is the Mazda CX-3 still sold new in South Africa?

The Mazda CX-3 was officially discontinued in South Africa in the first quarter of 2024. While it may still be available as a new vehicle on some dealership floors until stock is sold out, it is primarily available on the used car market.

What engine was used in the Mazda CX-3 in South Africa?

The Mazda CX-3 in South Africa was powered by a 2.0-litre, naturally aspirated Skyactiv-G petrol engine. It produced 115 kW of power and 206 Nm of torque, and was available with both a 6-speed manual and a 6-speed automatic transmission.

What are the key features of the Mazda CX-3’s interior?

The Mazda CX-3 was known for its stylish and well-built interior. Key features included a MZD Connect infotainment system with a rotary dial controller, a head-up display on higher-end models, and high-quality materials, giving it an upmarket feel.

What are the main competitors of the Mazda CX-3?

The Mazda CX-3 competed in the compact crossover segment against rivals such as the Hyundai Creta, Toyota C-HR, and Volkswagen T-Cross. It was praised for its sharp handling and premium design.

Mazda CX-5 (2025) Specs & Price

Mazda Southern Africa introduced the facelifted CX-5 in 2022, which gained subtle design updates and some under-the-skin tweaks. Here’s what you need to know and how much you’ll pay for the Japanese marque’s family car.

The Mazda CX-5 has been updated!

Though changes to the facelifted Mazda CX-5’s exterior styling are best described as minor, the Japanese firm says the mid-cycle update applied to its popular SUV is a “major” one. Indeed, various upgrades have been made beneath the surface, with the company claiming improvement to both driving dynamics and ride comfort.

What’s changed on the facelifted CX-5?

Mazda says the vehicle’s damping control structure has been improved, which combines with increased frame rigidity to ostensibly help suppress vibrations and road noise.

Look closely and you might just notice the revised front bumper, along with fresh light clusters fore and aft. The CX-5 also receives new alloy wheel designs, along with the option of a fresh Zircon Sand Metallic paint colour. Inside, you’ll find an updated seat design allowing a “more natural and comfortable sitting posture”, along with increased luggage space at the rear.

The updated Mazda CX-5’s cabin features updated finishes and trim.

The Fuchū-based automaker says the range-topping Akera derivative benefits from a raft of model-specific updates, including gloss-black detailing on the bumpers, wheel arches, side mouldings and side mirrors, along with larger-diameter dual tailpipes. It furthermore gains red accents on the grille and 19-inch black metallic alloy wheels.

Inside, the Akera model boasts black leather seats with red stitching, a treatment repeated on the likewise leather-trimmed armrest, steering wheel, gear lever and console lid. A black finish on the fascia and door panels, along with black pillars and headliner, complete the dark look.

What engines power the Mazda CX-5?

In early 2024, Mazda rationalised its local lineup and culled all manual, all-wheel-drive and diesel CX-5’s from the range, leaving 3 derivatives in tact with 1 engine option powering the range. The familiar naturally aspirated 2.0-litre, 4-cylinder petrol unit again feeds the front wheels 121 kW and 213 Nm and is available with a 6-speed automatic transmission for Active, Dynamic and Carbon Edition derivatives.

The Carbon Edition introduced early in 2021 remains in the updated CX-5 range.

Meanwhile, the previous CX-5 with all-wheel-drive and the atmospheric 2.5-litre 4-cylinder engine with 143 kW and 258 Nm is no longer sold as new but can be bought as used on Cars.co.za. Finally (and sadly), the previous CX-5 Akera flagship variant powered by Mazda’s 140 kW/450 Nm 2.2-litre turbodiesel unit, has also been put out to pasture but is still very much worth considering as a solid used car buy.

The current generation CX-5 is long in the tooth and Mazda recently revealed an all-new CX-5, which is due to arrive in South Africa in 2026.

How much does the facelifted Mazda CX-5 cost in SA?

*Note that pricing is accurate as of September 2025.

The updated Mazda CX-5 comes standard with a 3-year/unlimited km warranty and service plan.

CX-5 2.0 Active	R570 500
CX-5 2.0 Dynamic	R617 900
CX-5 2.0 Carbon Edition	R688 400

Buy a used Mazda CX-5 on Cars.co.za

Frequently Asked Questions

What engines are available in the Mazda CX-5 in South Africa?

In South Africa, the Mazda CX-5 is primarily offered with a 2.0-litre, naturally aspirated Skyactiv-G petrol engine, which produces 121 kW of power and 213 Nm of torque. This engine is paired with a 6-speed automatic transmission. There are also models with a 2.5-litre petrol engine that deliver 143 kW and 258 Nm of torque, as well as a 2.2-litre turbodiesel variant in some higher-spec models.

What is the safety rating of the Mazda CX-5?

The Mazda CX-5 has a 5-star safety rating from Euro NCAP. It is equipped with a comprehensive set of safety features, including multiple airbags, ABS with EBD, Dynamic Stability Control (DSC), and a range of advanced driver-assistance systems in higher-end models, such as Blind Spot Monitoring (BSM), Lane-keep Assist (LKA), and Smart City Brake Support (SCBS).

Does the Mazda CX-5 come with a warranty and service plan in South Africa?

Yes, all new Mazda CX-5 models in South Africa come standard with a 5-year/unlimited-kilometre warranty, a 5-year/unlimited-kilometre service plan, and 5-year/unlimited-kilometre roadside assistance.

Is the Mazda CX-5 a good family SUV?

The Mazda CX-5 is widely regarded as a good family SUV. It offers a spacious and high-quality interior, a comfortable ride, and a practical boot. Its strong safety ratings and advanced features make it a secure choice for families, while its stylish design and refined driving dynamics make it a popular and compelling option in its segment.

Mitsubishi Destinator Unveiled

The Mitsubishi Destinator has just been revealed, offering 7-seats and turbocharged power. Should it come to South Africa?

The Mitsubishi Destinator has been officially revealed and the Japanese brand has confirmed that it will be sold in Asian markets, Latin America, the Middle East and Africa. It is built at Mitsubishi’s plant in Indonesia, the same factory responsible for Outlander Sport, Xpander and so on.

In terms of size, this new 3-row SUV is about the same length as the Toyota RAV4. The seating arrangement can be folded for additional practicality with the second row splitting in a 40:20:40 fashion, and the third offering 50:50 folding.

From the spec sheets, it appears the Destinator is aimed at families with practicality and comes pretty well equipped. Three rows of seating, a panoramic sunroof, 65-colour ambient lighting, 12.3-inch infotainment screen, 8-inch digital instrument cluster, Yamaha audio system, Type A, Type C USB ports for each row to name but a few.

In terms of safety, Mitsubishi says the Destinator has an advanced driver assistance system which includes things like adaptive cruise control, forward collision mitigation, blind spot warning, and rear cross traffic alert. There are six airbags.

On the technical side of things, the Destinator features a 1.5-litre turbocharged four-cylinder petrol engine which makes 120 kW and 250 Nm, driving the front wheels via a continuously variable transmission (CVT). There are five driving modes and Mitsubishi says the Destinator has a ground clearance of 214 mm and rides on 18-inch wheels.

Will the Mitsubishi Destinator come to South Africa?

We reached out to Mitsubishi Motors South Africa to confirm the availability of this vehicle and the Destinator is earmarked for a local debut in early 2026.

Want to purchase a new or used Mitsubishi? Browse vehicles for sale

Read the latest Mitsubishi news and reviews

Ferrari 550 Barchetta vs 575M Superamerica: Classic Comparison

Separated by only a few years, the Ferrari 550 Barchetta and 575M Superamerica have much in common, yet these limited-production open-top grand tourers from the Maranello-based marque offer markedly different driving experiences.

What the Ferrari 550 Barchetta is like to drive

Specification:

Ferrari 575M Superamerica feels more resolved

Specification:

Verdict

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Chery Tiggo 7 (2025) Price & Specs

The facelifted Chery Tiggo 7 has arrived in South Africa, with 3 refreshed derivatives slotting in below the recently launched PHEV versions. Here’s what they cost…

What does the facelifted Chery Tiggo 7 cost in SA?

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Mahindra XUV300 (2019-2024) Buyer’s Guide

Since being superseded by the more smartly styled XUV 3XO, does the Mahindra XUV300 budget crossover make sense as a used buy? Let’s take a closer look…

Mahindra XUV300 model line-up in South Africa

What are the Mahindra XUV300’s strengths?

What are the Mahindra XUV300’s weaknesses?

How much is a used Mahindra XUV300 in South Africa?

Which Mahindra XUV300 variant should I buy?

Is the Mahindra XUV300 a smart used purchase?

Looking for a used Mahindra XUV300 to buy?

Mazda 2 (2025) Price & Specs

Mazda quietly launched the facelifted Mazda2 in South Africa in 2023 and it’s offered with a choice of front-end designs. Here’s what you’ll pay for this refreshed B-segment hatch…

How old is the Mazda2?

What engine is offered for the Mazda 2?

What trim lines are offered for the Mazda2?

What features are offered for the Mazda 2?

How much does the updated Mazda 2 cost in South Africa?

Frequently Asked Questions

Is the Mazda2 still sold new in South Africa?

What engine is in the South African Mazda2?

What is the safety rating of the Mazda2?

What are the main competitors of the Mazda2 in South Africa?

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What to Buy: Suzuki Fronx vs Chery Tiggo 4 Pro vs Nissan Magnite

We take a closer look at the specs of the popular Suzuki Fronx… How does it stack up against the best-selling models in the booming compact SUV segment – is it worth making a trip to your nearest Suzuki dealer for a test drive? Read on…

How does the Suzuki Fronx stack up against its rivals?

Exterior Styling

Performance & Efficiency

Nissan Magnite

Interior Features & Safety

Dimensions & Practicality

Pricing & Warranty

What to Buy: Is the Suzuki Fronx worth a closer look?

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Suzuki Fronx vs Toyota Starlet Cross: What’s the Difference?

The highly-anticipated Toyota Starlet Cross recently came to market in South Africa and it’s a direct rival to its half-sibling, the Suzuki Fronx. This article highlights the key points of difference between these models including styling, specification and pricing.

Toyota Starlet Cross vs Suzuki Fronx: What’s the difference?

Exterior Styling

Performance and Efficiency

Interior execution, features and practicality

Prices and Warranty

Suzuki Fronx vs Toyota Starlet Cross: What should you buy?

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Mercedes-Benz (R107) 500SL vs (R231) SL500: Classic Comparison

Considering the 30-year gap between them, is the genteel R107-series Mercedes-Benz 500SL any match for the brawny and tech-laden R231-series SL500?

What Mercedes-Benz 500SL & SL500 have in common

Elegant simplicity at the heart of the R107-series SL

Specifications:

Specifications:

Verdict

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Mazda CX-3 (2025) Specs & Price

Mazda South Africa welcomed its updated CX-3 to South Africa in 2022. Take a look at specification details as well as the latest pricing for the CX-3 in South Africa.

What’s changed for the Mazda CX-3?

What engine powers the CX-3?

How much does the Mazda CX-3 cost in South Africa?

Frequently Asked Questions

Is the Mazda CX-3 still sold new in South Africa?

What engine was used in the Mazda CX-3 in South Africa?

What are the key features of the Mazda CX-3’s interior?

What are the main competitors of the Mazda CX-3?

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Mazda CX-5 (2025) Specs & Price

Mazda Southern Africa introduced the facelifted CX-5 in 2022, which gained subtle design updates and some under-the-skin tweaks. Here’s what you need to know and how much you’ll pay for the Japanese marque’s family car.

What’s changed on the facelifted CX-5?

What engines power the Mazda CX-5?

How much does the facelifted Mazda CX-5 cost in SA?

Frequently Asked Questions

What engines are available in the Mazda CX-5 in South Africa?