Ferrari 348 vs Honda NSX: Classic Comparison

Honda resisted the urge to build a supercar until the start of the Nineties, when the iconic NSX – a car designed to go head-to-head with the Ferrari 348 – debuted.

For many car enthusiasts, the Nineties marked the end of an era… Given the proliferation of advanced tech in high-performance road cars, the elemental sportscars adored by purists – equipped with manual transmissions and shorn of significant electronic gimmicks – were on the endangered-species list. That’s why the Ferrari 348 and the car that Honda built to beat it – the NSX – are so revered by enthusiasts.

Between 1989 and 1994, the Ferrari 348 filled the gap left by the 328, which was an evolution of the 308 that debuted in the late ’70s and the adored F355, with its F1-inspired ‘box. The 348, which incorporated more than a few Testarossa styling cues, was launched at the Frankfurt Show in September 1989.

The 348 laid the foundation for the F355; its proportions are similar to those of the latter, but importantly, it has characteristic side strakes that channel air into the rear engine bay. Many would argue the F355’s design is cleaner (and prettier), but even if that’s the case, this “in-between Ferrari” does have its place.

I’m reminded of the Ferrari 348 owner’s short remark during the shoot and test drive of these cars: “Many enthusiasts remark that this is the baby Testarossa thanks to those side intakes and the square rear lights.” That is a very pertinent point.

Interestingly, this targa-topped Ferrari 348 is the owner’s first and only Prancing Horse. He’s a keen motoring enthusiast and owns several cars, one of which dates back to 1911.

“Isn’t it every car nut’s ambition to own a Ferrari? I belong to several clubs – one of them is for cars older than 20 years,” says the owner. “I chose the 348 because of this, its affordability (compared with other mid-engined Ferraris) and the fact it’s the last of its kind that doesn’t have complicated electronics.”

A humorous touch on the Ferrari (a TS variant: the T is for transversale and the S is for spider) is the “I would rather be a Riley” sticker on the left front fender just above the wheel arch. The owner placed it on the area where a Ferrari shield would usually be – just to annoy acolytes of the Maranello-based brand.

The Ferrari 348 looks exotic from virtually every angle… Its compact dimensions and footprint contribute to the taut, attractive design, and the 5-spoke wheels add to the sporty stance of the car. However, compared with the sinuous Honda NSX, which has a kerb weight of 1 370 kg, the Ferrari 348 is the heavier machine (it has a dry weight of 1 390 kg, but that means it weighs over 1.4 tonnes as it stands).

The odometer of the Ferrari 348 reads just over 41 000 km, but the Honda NSX hasn’t clocked up many more kilometres: only 48 688 km. On the one hand, the Ferrari 348 and Honda NSX fit the profiles of pure ’90s supercars, but they also represent noticeably different design philosophies…

The pop-up headlamps are stark reminders of an era that began more than 4 decades ago. It’s extremely cool to drive a car with pop-ups, isn’t it? The impact of lighting elements on cars’ front-end designs has greatly diminished. Modern cars’ headlamps have shrunk in size, due to major advances in lighting tech.

As both cars are mid-engined, the Ferrari 348 and Honda NSX have stubby noses, and their cabins are pushed fairly forward. There is such simplicity to the latter’s exterior design: its side air intakes are rectangular, while its body flows elegantly to the rear of the car, which ends with a discreet wing.

The NSX has a clean, unfussy design – in marked contrast with the 348, which has sloping C-pillars that end in a small, integrated lip spoiler. The 348’s larger wheel and tyre combo (215/50 ZR17 (f); 255/50 ZR17 (r) vs the NSX’s 205/50 ZR15 (f); 215/45 ZR16) does give it a more sports-car-like stance, though.

Roughly 8 700 examples of the Ferrari 348 were produced between 1989 and 1994, while around 10 000 more units of the Honda NSX were made – admittedly over a much longer period (from 1991 to as late as 2005). Needless to say, in terms of production numbers, the 348 is much rarer than its Japanese rival.

Under the Ferrari’s engine cover resides a 3.4-litre, 90-degree V8 petrol engine (inherited from the Mondial T) and a 5-speed gearbox.

Behind the ‘wheel of the Ferrari 348

When you climb inside the Ferrari 348, its cabin is more spacious than you expect, partly because of the shallow dashboard, which creates additional space, even ahead of the passenger seat.

For the driver, the simple steering wheel, the stark, analogue gauges behind it and that gorgeous open gate for the gear lever are undoubtedly highlights of the cabin. When I start the engine, it turns over quickly, although the Ferrari’s exhaust note is not as raucous as I expected.

Specification:

Model: 1990 Ferrari 348 TS
Engine: 3.4-litre, V8, petrol
Power: 221 kW at 7 200 rpm
Torque: 323 Nm at 4 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 403 kg
0-100 km/h: 5.6 sec (claimed)
Top speed: 275 kph (claimed)

The dog-leg 1st gear is a delightful reminder of sports cars from, oh, a couple of decades ago. In a road car, the advantage of that race-car-like configuration is that on twisty roads such as these, you can easily shift between 2nd and 3rd gears (it requires a simple, straight up or down shift, which saves you time and effort when you’re scything through the H-pattern ‘box). Every shift action is a bit of an event.

You can’t rush it, but why would you want to, when every shift has such a satisfying, thoroughly mechanical action to it? Once the Ferrari 348’s engine and transmission have warmed up, the shift action is not particularly heavy, but there are, sadly, no click-clack sounds when you change gears. Being a right-hand drive version, the gear lever is within perfect reach, located just to the left of my leg.

You undoubtedly feel like “a real big deal” when piloting a car as beautiful and muscular as the 348. Because there is no power steering, parking manoeuvres require extra effort, but that doesn’t matter when the car’s in its stride, and you can gauge the car’s behaviour by the generous steering feedback.

Indeed, the steering wheel loads up the more you turn it, which is something you can’t truly experience in modern cars (with electric steering assistance). It has been a while since I’ve enjoyed a car’s steering feel to this extent; you do, however, need to exert some effort to make the car do exactly what you want it to.

As I begin to rev the engine harder, the V8 emits a more intense, soulful sound as it approaches its 7 500-rpm redline (maximum power of 221 kW is developed at 7 200 rpm). There is more than enough torque available in the middle of the rev range, but why would you want to dawdle if you could watch (and listen) as the rev counter’s orange needle spins from either end of the gauge all day long?

Later, when the owner drives away in his car, I note the sound from the 348’s engine and exhaust is purer and more intense than when you sit inside the car. Sadly, that’s the case with most performance cars…

Meanwhile, the Ferrari 348’s brakes feel firm and positive, although I admit I never needed to use all their stopping performance. The view from the driver’s seat is unobstructed; because I am 1.87 metres tall, I see only a small part of the nose, because the bonnet drops down sharply to that sculpted front bumper.

As a driver, you are always mindful that the Ferrari’s nose is stubby, and this contributes to the compact feel of the car from behind the wheel. It is an exotic experience in every way, so what about the Honda?

Honda NSX – the original Oriental supercar

The owner of the Honda NSX has owned this car since 2003. It is believed to be one of 3 examples of the NSX in South Africa; only 2 were officially imported to Mzansi, and the 3rd one arrived at a later stage. This particular NSX, however, can lay claim to a special place in South African motorsport history.

In 1993, it was used as the pace car for the South African F1 Grand Prix. Although its current owner didn’t own the car at the time, he was at Kyalami that day and remembers seeing the NSX leading the parade lap. As an incurable petrolhead and collector, he could not help but snap it up when he got the chance.

He comments: “I saw it at a Honda dealership and couldn’t believe my eyes. I remember it vividly, I traded in a black Honda Accord 2.4 Automatic for the NSX.

“The combination of the car’s exclusivity, especially in South Africa, the build-quality, the history of the car’s development and the engine all contribute to my love for – and enjoyment of – the NSX.”

Specification:

Model: 1994 Honda NSX
Engine: 3.0-litre, V6, petrol
Power: 201 kW at 7 300 rpm
Torque: 285 Nm at 6 500 rpm
Transmission: 5-speed manual, RWD
Weight: 1 370 kg
0-100 km/h: 6.0 sec (claimed)
Top speed: 270 kph (claimed)

The NSX was indeed an important car for Honda. At the time, Honda powered all 3 McLarens that the late Ayrton Senna drove to his trio of F1 drivers’ championship titles. As Honda had access to Senna, the firm enlisted the Brazilian’s help to fine-tune the setup of the NSX. If you haven’t seen it already, watch this YouTube clip in which Senna pilots an NSX-R at Suzuka while wearing loafers and white socks.

Launched in 1990 into a segment dominated by European brands, the NSX was designed to rival Ferrari’s 348 and Porsche’s 911 (964) Turbo. In its heyday, the NSX was the most expensive Japanese road car; it was manufactured by a select group of 200 Honda employees who built 25 examples of the supercar per day. For a marque that had never built a supercar before, the NSX was a major achievement.

Now it’s time to see if the myriad articles that have been written about the NSX’s brilliance are accurate.

I climb into the Honda’s driver’s seat and find it surprisingly comfortable, almost cosseting, yet it still manages to offer sufficient lumbar support. As I turn the ignition key, the 3.0-litre V6 petrol engine comes alive with a soft bark. I move the gear lever into 1st, let the clutch out and short shift to 3rd.

The Honda NSX’s gearbox has a major impact on the supercar’s driving experience. The brand’s now-discontinued S2000 is often hailed for its snappy close-ratio 6-speed gearbox – and rightly so – but the NSX’s ‘box feels even slicker to operate. Its throws may not be as short as the S2000’s, but the overall shift feel is noticeably better. It is a precise, mechanical action.

See also: Modern Classic: Honda S2000

Wilhelm Lutjeharms driving the Honda NSX

After a few miles, when the Honda’s oily bits have reached their optimal operating temperatures, I task the engine with more zealous throttle inputs. As interesting as it is to see how easily the engine spins between 2 000 and 3 000 rpm – where there is enough torque for simply pottering around – the motor its far happier when the needle swings to the 8 000 rpm redline (the rev limit is 8 300 rpm by the way).

As a source of driving enjoyment, a high-revving, naturally aspirated engine offers rich rewards, and the NSX’s V6, which produces 201 kW and 285 Nm, must be one of the best examples ever made.

Whenever you squeeze the Honda’s accelerator pedal, its motor responds immediately. As a matter of fact, the powerplant revs with far greater willingness than quite a few contemporary engines that I have experienced (yes, even in sportscars). It almost feels as if there is no flywheel at the back of the motor!

The Honda NSX builds speed briskly and, as the redline approaches, the engine sound (that emanates from behind your shoulders) and that metallic rasp from the flat-tipped exhaust tips intensify. One can only marvel at the fact that the (now 31-year-old) 3.0-litre V6 lump, which is equipped with titanium connecting rods, sounds and feels as if it could continue to spin forth to at least 10 000 rpm.

The NSX has an all-aluminium monocoque, in combination with a forged aluminium suspension, and its ride quality, helped by the supercar’s relatively high-profile tyres, is impressively pliant.

While driving along the serpentine coastal road at a brisk pace, the NSX feels well-planted; its lightness makes direction changes a cinch. The steering is power-assisted, but offers more than enough feedback. And, when driving through town, it’s palpably easy to pilot the car and visibility over the nose is good.

In its 1994 “Performance Car of the Year” issue, the British magazine Performance Car described the Honda NSX as “the most complete, subtly rewarding supercar experience this side of £100 000.”

Ferrari 348 follows Honda NSX - rear tracking shot

I once read that South African-born F1 and McLaren F1 road-car designer Gordon Murray not only owned a Honda NSX, but he was quoted as saying that he drew inspiration from it while he developed the (now legendary) BMW-engined, 3-seater McLaren F1 supercar – now that is a major feather in the NSX’s cap.

Verdict: Ferrari 348 vs Honda NSX

Ferrari and Honda’s approach to the supercar was vastly different. But thankfully, the 348 and NSX offer such special and very memorable driving experiences that it doesn’t matter which key you take; it’s all but guaranteed that the driver will be captivated, enthralled and have a smile etched on their face. While the Ferrari is probably the one that you’d prefer to have in your garage, I can’t ignore the NSX with its sublime engine, super-slick gearbox and broader usability. If I had to choose only one, it’d be the Honda.

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

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

Kia ‘investigating’ latest Carens (Clavis) for SA

The latest Kia Carens Clavis is under consideration for SA, though this crossover-styled 3-row MPV will likely drop the “Clavis” suffix should it make it to local roads…

This is the Kia Carens Clavis, which is effectively a facelifted version of the KY-series Carens. Freshly revealed in India, the crossover-styled 3-row MPV is seemingly in the pipeline for South Africa, too.

Kia South Africa has confirmed to Cars.co.za the newly unveiled Carens Clavis is under consideration for a local introduction, though points out it is “still investigating” timing (having previously suggested a local launch would take place at some point in 2025) and indeed negotiating price.

Furthermore, the South Korean firm’s local division says the Anantapur-built model will be called “Carens” – that is, without the “Clavis” suffix that has just been added to the refreshed model in the Indian market – should it receive the green light for South Africa.

As a reminder, back in August 2023, Kia SA quietly registered 2 units of the 4th-generation Carens in Mzansi, soon thereafter confirming to Cars.co.za these were brought in “for homologation, study and consideration”.

However, at the time, the company added that that version of the Carens – a nameplate that was briefly offered in South Africa in 2nd-generation form, before exiting the local market around 2009 – would “not be introduced” here. But this updated model is clearly on the cards.

Revealed at the end of 2021, the 4th-gen Carens is built on a stretched version of the Seltos platform. Measuring 4 540 mm from snout to rump (making it slightly longer than the current Sportage), the 3-row family vehicle boasts a generous 2 780 mm wheelbase. Unlike its decidedly MPV-shaped predecessors, the KY-series Carens features a distinctly crossover-inspired exterior design.

In India, the Carens is offered in both 6- and 7-seater guise, pitched as a rival to the likes of the Suzuki Ertiga, Suzuki XL6 and Hyundai Alcazar. But this latest Carens Clavis is seemingly positioned slightly above the pre-facelift version, with the latter interestingly set to soldier on in that market.

Compared with the pre-facelift version, the refreshed model gains Kia’s latest design language as well as some extra features. In the world’s most populous nation, the front-wheel-drive Carens Clavis is available with a choice of 1.5-litre, 4-cylinder engines: an 84 kW/144 Nm naturally aspirated petrol engine, an 85 kW/250 Nm turbodiesel mill and a 117 kW/252 Nm turbocharged petrol motor.

The free-breathing petrol unit is combined with a 6-speed manual gearbox as standard, while the turbopetrol engine and turbodiesel motor can be optionally equipped with a 7-speed dual-clutch transmission and a 6-speed automatic gearbox, respectively.

Of course, with the latest Carens technically not yet approved for South Africa, potential powertrain details for the local market remain unconfirmed (though all 3 engines mentioned above are available in SA in the related Seltos). Check back in the coming months to find out whether this MPV cracks the nod for Mzansi…

Hyundai Alcazar (2025) Launch Review

The compact crossover/family car segment is so cut-throat that even mainstays of the segment have to be continuously tweaked to remain competitive. Case in point: the popular Hyundai Grand Creta has made way for the significantly updated Alcazar.

The 7-seater Grand Creta was a popular choice for family-car buyers; it contributed around 35% to the Creta range’s sales numbers. Slotted between the 5-seat Creta and the bigger, pricier, but 5-seat-only Tucson, it occupied an important position in Hyundai’s line-up. So, where does the Hyundai Alcazar fit in?

View Ciro De Siena’s video review of the Hyundai Grand Creta:

Priced from around R500 000 to under R700 000, the Grand Creta faced numerous high-value offerings from China (in addition to the traditional rivals in the compact crossover segment) and so Hyundai South Africa has used the opportunity presented by the arrival of the Alcazar to negotiate an improved, high-value price positioning and enhanced specification with the the brand’s mother company in Korea.

The Hyundai Alcazar features bold design changes

The Hyundai Alcazar is essentially a facelift of the Grand Creta, and at its core, and mechanically at least, there are very few changes. But these days, design and technology are big differentiators, and so for its revamped 7-seat compact crossover offering, Hyundai focused its attention on those particular areas.

The Hyundai Alcazar has adopted the attractively “chiselled” design of its bigger Santa Fe sibling (which is due to arrive in South Africa around mid-year), which sees it gain squared-off design elements and striking H-pattern LED headlamps. Executive derivatives ride on 17-inch wheels, while the flagship Elite variant gets 18-inch alloys, and in both instances, they are attractive diamond-cut designs.

The Elite range-topper also scores a desirable panoramic sunroof to distinguish it from its less pricey siblings. In terms of dimensions, the Hyundai Alcazar has grown very marginally compared with its predecessor (60 mm in length and 10 mm in width), but it is certainly a surprisingly large car in the metal, stretching the tape to 4 560 mm, similar to vehicles in the Tucson (medium SUV/family car) category.

Inside, the changes are also immediately apparent. The fascia is dominated by a more modern, digital instrument cluster and infotainment touchscreen that flank one another. Some of the minor controls will be familiar to owners of the Grand Creta, but that’s not necessarily a bad thing – it’s a setup that’s easy to navigate and, with the upgrade in design and surface finishes, has a more upmarket ambience.

Hyundai is unequivocal that buttons are “here to stay”, so unlike in rival models that have absorbed some essential controls into their infotainment menus, there is no need to make multiple touchscreen inputs.

As a 7-seater, the Hyundai Alcazar is a relatively unique offering in its segment, and the good news is that the 3rd row is not fitted for marketing purposes… Yes, obviously it is better-suited to seating kids or small adults at the back, but those occupants are provided with ventilation outlets and even USB ports.

The 2nd row is highly spacious, also benefits from the fitment of ventilation outlets and USB ports, and if you opt for the Elite-spec variant, you even get flip-up tables and rear window blinds!

There are quite a few surprise-and-delight features too. Yes, some may be limited to the Elite (such as ventilation and electric adjustment for the front seats), but then again, a wireless charge pad, 6 airbags, hill assist, and a high-res infotainment system with Apple CarPlay and Android Auto are standard.

The Elite derivative (only available with the 1.5-litre 4-cylinder turbodiesel engine) is further equipped with a suite of safety features that include blind-spot monitoring, lane-keep assist and adaptive cruise control, the latter of which is particularly useful on longer, out-of-town trips. It’s worth noting that the more affordable Executive variants also get cruise control, but just not of the adaptive kind.

And what of the newcomer’s load-bay capacity? Usually, compact 7-seaters are heavily compromised in terms of how much rear occupant- or luggage space they offer, but the Alcazar strikes a good balance.

Even when all 3 rows are occupied, there is still sufficient space to accommodate a couple of soft bags. Hyundai claims a minimum capacity of 180 litres. Fold down the 3rd row (easy, via a strap attached to the rear seatbacks), and you free up a very impressive 579 litres – not to mention a long, flat luggage area.

Total utility space (with the 2nd and 3rd rows stowed) is 1 670 litres, Hyundai says. That’s cavernous.

Performance & Economy of the Hyundai Alcazar

The drivetrains are carried over from the Grand Creta, but as dictated by consumer trends, the manual transmission has disappeared from the lineup. The entry-level variant uses the proven 2.0-litre naturally-aspirated 4-cylinder petrol engine that develops 117 kW and 191 Nm of torque. For this engine, mated with a 6-speed automatic transmission, Hyundai claims an average consumption of 7.5 L/100 km.

But the engine you’ll want is the more torquey 1.5-litre turbodiesel – it delivers 84.6 kW and 250 Nm of torque, the latter figure from 1 500 to 2 750 rpm. If you plan to use the Alacazar’s occupant- and load-carrying ability often, you will need that additional torque. It is also very economical, with a claimed consumption of 5.9 L/100 km. On a full (50-litre) tank of diesel, you should be able to do 800 km stints.

What is the Hyundai Alazar like to drive?

Only 1 variant of the Alcazar was made available for test drives during the launch: the 1.5D Executive, priced at R599 900. It may lack some of the fancier features present on the 1.5D Elite, but visually, the LEDs, squared-off jaw and pretty alloy wheels certainly make it easier on the eye than the Grand Creta.

Inside, too, you’re probably going to like the nice balance of features with practicality and build quality. The horizontally-stacked fascia certainly appears more modern and in tune with current trends…

The placement of the 2 digital screens creates the illusion of a single, wide screen, which contributes to the interior’s more premium, modern appearance. Surfaces are generally of the hard plastic variety, but the textures are pleasing, and so the cabin’s tactile quality doesn’t come across as cheap and nasty.

Roads in the Western Cape rarely get truly atrocious, but we did find some poor, “knobbly” surfaces in the Wellington area. On the smaller (17-inch) rims with 215/60 tyres, the Alcazar’s ride quality was good. As it happened, I drove its rival, the Renault Duster (which is known for its pliant suspension) before this launch, and I’d say while the Alcazar is perhaps not as supple, it still provides impressive damping.

The 1.5-litre turbodiesel is maybe a little lazy off the mark (0-100 kph in around 12.9 sec), but it’s punchy once you get going and also devoid of an agricultural soundtrack. In fact, I’d say the word to describe the Alcazar’s driving experience is “mature” – no thrills or frills, it gets the job done in a quiet, refined manner.

Hyundai Alcazar front three-quarter view

How much does the Hyundai Alcazar cost in South Africa?

There are 4 variants in the Hyundai Alcazar line-up, which begins with the 2.0 Executive at R499 900 (all prices correct in May 2025). Interestingly, that price is about R65 000 cheaper than its direct Grand Creta counterpart. In fact, it’s even more affordable than the outgoing manual-transmission Grand Creta!

The 1.5D Executive (featured here) is priced at R599 900, and offers a very pleasing blend of economy, practicality and luxury features. If you want the extra safety tech and a few more luxury items, then there is the 1.5D Elite, which retails for R669 900. If you consider that the previous flagship was priced at R644 500, then it’s clear that there has been a significant value improvement with the new model.

New Hyundai Alcazar Specs & Prices in South Africa

What warranty & service plan comes with the Hyundai Alcazar?

The Alcazar is backed with Hyundai’s 7-year/200 000 km warranty, not that you’re likely to need it, as the brand has a solid reputation for superb reliability. It also comes with a 3-year/45 000 km service plan.

Summary

The Hyundai Alcazar‘s bold new looks may grab the headlines, but what you have here is a carefully evolved and refined offering, at prices that represent enhanced value.

Find a Hyundai Alcazar listed for sale on Cars.co.za

Refreshed Toyota Corolla Cross GR-Sport for SA in 2026

A refreshed version of the locally built Toyota Corolla Cross GR-Sport is scheduled to launch in South Africa at some point in 2026, featuring revised exterior styling…

When the facelifted Toyota Corolla Cross hit the market in South Africa in January 2025, the GR-Sport derivatives were – somewhat curiously – cosmetically unchanged. But now we can confirm that the local range is due to welcome updated GR-Sport variants at some point in 2026.

Yes, Toyota SA Motors told Cars.co.za that the revised GR-Sport iteration of the Prospecton-built Corolla Cross is “planned for 2026 introduction”, though added that exact timing and other details would be announced only closer to the launch.

The Corolla Cross GR-Sport gains a new front-end design.

So, for now, all we have to go on are the images you see here. Having just been revealed for European markets, the facelifted Corolla Cross GR-Sport (or GR-S, for short) gains a new derivative-specific front-end design as well as a fresh (19-inch) alloy-wheel design.

In Europe, the Corolla Cross GR-Sport will furthermore be available in a new “Storm Grey” bi-tone colour scheme. Inside, the seats are upholstered in a “suede-like synthetic leather”, complete with “GR” logos and red stitching.

*Current SA-spec GR-S at the top and the refreshed Euro-spec version at the bottom.*

That market’s version – which also boasts a “Sport” mode as well as a “Snow” mode – additionally features bespoke suspension tuning and a 10 mm ride-height drop. Toyota Europe says the steering tune and the paddle shifters “contribute to an engaging and exciting driving experience”.

Though powertrain details for South Africa have yet to be released, we’d expect the updated Corolla Cross GR-S to simply inherit the engine options of the current SA-spec version. That’d mean the choice of either a 103 kW naturally aspirated 1.8-litre petrol engine or a 90 kW 1.8-litre hybrid arrangement, driving the front axle via a continuously variable transmission (CVT) in each case.

As a reminder, though the GR-S derivatives in the current Corolla Cross line-up didn’t score exterior design updates at the recent facelift, they did gain extra features such as sequential indicators, a 12.3-inch digital instrument cluster, a 10.1-inch touchscreen and a panoramic-view monitor.

The Corolla Cross remains one of Mzansi’s best-selling passenger vehicles, having placed 2nd on the list in 2024 with as many as 21 861 units registered. After the opening 4 months of 2025, the Japanese firm’s locally made crossover finds itself in 3rd place on 5 815 units, behind the Suzuki Swift and Volkswagen Polo Vivo.

Find a Toyota Corolla Cross on Cars.co.za!

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

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

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

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

Images by: Warren Wilson

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

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

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

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

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

1st-gen Suzuki Swift Sport

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

Specifications:

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

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

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

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

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

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

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

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

2nd-gen Suzuki Swift Sport

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

Specifications:

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

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

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

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

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

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

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

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

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

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

3rd-gen Suzuki Swift Sport

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

Specifications:

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

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

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

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

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

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

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

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

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

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

Summary

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

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

Find exclusive car-themed merchandise at the SentiMETAL Shop

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

Note that pricing is accurate as of May 2025.

Suzuki Swift Sport 1.4T manual – R463 900.

Suzuki Swift Sport 1.4T automatic – R487 900

Frequently Asked Questions

What are the different Suzuki Swift models available in South Africa?

The 2025 Suzuki Swift in South Africa is available in three main derivatives: the GL, a new mid-tier GL+, and the top-end GLX.

What is the engine and performance of the new Swift?

The new Swift is powered by a Z-Series (Z12E) 1.2-litre, 3-cylinder petrol engine. This engine produces 60 kW of power and 112 Nm of torque, and is paired with either a 5-speed manual or a Continuously Variable Transmission (CVT).

What is the price of the new Suzuki Swift in South Africa?

The starting price for the 2025 Suzuki Swift is approximately R219,900, with the top-end GLX model priced around R284,900.

What safety features are standard on the 2025 Suzuki Swift?

Standard safety features across all models include six airbags, hill-hold control, ABS, electronic stability control (ESC), and ISOfix child-seat anchors.

What warranty and service plan are included with the Swift?

The vehicle comes with a 5-year/200,000 km warranty and a 2-year/30,000 km service plan.

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

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

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

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

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

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

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

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

ALSO READ: Renault Duster (2025) launch review

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

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

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

Chery Group Confirms R&D Centre for South Africa

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

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

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

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

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

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

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

Suzuki Dzire (2025) Price & Specs

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

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

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

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

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

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

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

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

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

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

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

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

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

What does the new Suzuki Dzire cost in South Africa?

Suzuki Dzire 1.2 GA 5MT – R224 900

Suzuki Dzire 1.2 GL+ 5MT – R246 900

Suzuki Dzire 1.2 GL+ CVT – R266 900

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

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

Mini Cooper SE (2025) Review

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

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

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

FAST FACTS

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

Serious about buying/selling?

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

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Where does the Mini Cooper SE fit in?

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

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

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

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

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

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

See also: GWM Ora 03 GT Video Review

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

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

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

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

How the Mini Cooper SE fares in terms of…

Performance and efficiency

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

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

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

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

*Charging up at the local BMW dealership*.

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

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

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

Ride and handling

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

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

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

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

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

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

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

Features and practicality

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Price and After-sales support

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

See also: Mini Cooper specs and prices

Verdict

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

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

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

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

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

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

Read the latest Mini news and reviews now!

Isuzu MU-X (2025) Launch Review

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

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

What’s Changed?

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

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

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

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

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

What’s on offer?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Summary

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

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

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

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