Farewell, Toyota Corolla Quest! SA-built sedan bows out
The locally built Toyota Corolla Quest has been discontinued in South Africa, bringing down the curtain on a nameplate that enjoyed a nearly 11-year production run…
The Toyota Corolla Quest is no more. Yes, Toyota South Africa Motors has confirmed to Cars.co.za that production of this prolonged-lifecycle sedan has officially ended at the Prospecton plant in KwaZulu-Natal.
As a reminder, what was effectively the 2nd iteration of the Corolla Quest was based on the 11th-generation Corolla Sedan. This model was, of course, preceded by the original Corolla Quest (itself derived from the 10th-gen saloon), with both Quest-badged models conceived primarily for Mzansi.
Toyota SA Motors confirmed to Cars.co.za that the Corolla Quest “came to the end of its production cycle” late in 2024, when the final examples rolled off the line at Prospecton, where it was built alongside the Hilux, Fortuner, Corolla Cross and Hiace Ses’fikile.
For now, it seems the 12th-gen Corolla Sedan remains on the market as Toyota SA Motors’ last saloon standing. Since this E210-series model is imported rather than made in South Africa, Prospecton will in all likelihood not have an opportunity to eventually repurpose it as a locally built 3rd-gen Corolla Quest.
Before its discontinuation, the Corolla Quest portfolio had comprised 6 derivatives across a trio of trim levels, with pricing bookends of R336 000 and R414 800. All variants employed the Japanese firm’s naturally aspirated 1.8-litre, 4-cylinder petrol engine (103 kW and 173 Nm), while there was a choice between a 6-speed manual gearbox and a continuously variable transmission (CVT).
The 2nd-gen Corolla Quest launched in South Africa in March 2020, meaning it was on the market for just shy of 5 years (its predecessor, of course, was available from 2014 until 2020). The line-up was updated a year later (in March 2021), with the base grade renamed “Plus” and a smattering of extra standard equipment added across the range.
In 2024, Toyota SA Motors registered 3 764 units of the Corolla Quest in South Africa, making it the market’s 2nd-best-selling sedan for the year (slightly behind only the Volkswagen Polo Sedan, which managed 3 798 units over the same period). A further 255 units were sold locally over the opening 2 months of 2025.
Interestingly, the future of the Suzuki Ciaz – regarded as something of a Corolla Quest rival, though a little more compact (and, incidentally, rebadged as the Toyota Belta in some markets) – is also in doubt, with Autocar India reporting that production of the budget sedan will end in that country in March 2025.
Suzuki Auto SA told Cars.co.za: “At this stage, we can’t comment on the changes to the production of the Ciaz, although Suzuki Auto South Africa continuously evaluates its product lineup to meet market demands, and any updates will be communicated in due course”.
The A2L-series Suzuki Swift played a critical role in the Hamamatsu-based brand’s meteoric rise to prominence in South Africa. So, does this budget hatchback make for a smart used buy? Let’s examine the model’s strengths and weaknesses…
Suzuki Auto South Africa’s recent history is downright fascinating. In a remarkably short time, Suzuki’s wholly owned local division transformed itself from a relative bit-part player to a firmly established top-3 brand. The driving force of that rapid rise? None other than the A2L-series (3rd-gen) Suzuki Swift.
Serving as Suzuki Auto SA’s chief volume driver – and thus, in the firm’s words, its “bread-and-butter model” – this 3rd (global) iteration of the Swift regularly elbowed its way towards the top of the monthly list of SA’s best-selling new vehicles, functioning as the very backbone of the brand’s local line-up.
The model that drove Suzuki’s remarkable success in South Africa.
In 2022, for instance, the budget hatchback ranked 2nd on the list of Mzansi’s top-selling new passenger vehicles (behind only the Kariega-built Volkswagen Polo Vivo), with its impressive tally of 17 282 units seeing it rocket up the table from an already credible 6th place in the prior year.
Though Suzuki – a 6-time Budget Car champion, 2-time Entry-Level Car winner and 2-time Brand of the Year of the Cars.co.za Awards – saw sales of its hatchback slip 7.6% year on year to 15 974 units in 2023, the Swift nevertheless placed a strong 3rd in the passenger-vehicle rankings and was again SA’s best-selling imported vehicle. During its time on the local market, more than 66 000 units were sold.
Mzansi sourced its (non-Sport) A2L-series Swift derivatives from India.
Built on Suzuki’s ubiquitous Heartect platform and available exclusively in the 5-door body style – note that the Dzire sedan dropped the “Swift” prefix in this generation – the A2L-series model offered locally was produced in Ahmedabad, India (Europe sourced its units from Japan). So, like the overwhelming majority of the firm’s wares in SA, the Swift came directly from manufacturing giant, Maruti Suzuki.
As an aside, we haven’t included the Swift Sport in this buyer’s guide since this standalone derivative – available in both manual and automatic guise – was imported from Japan rather than shipped over from the subcontinent. We do, however, plan on penning a separate guide on this characterful little warm hatch at a later stage.
Suzuki Swift model line-up in South Africa
The GA (left) and GL derivatives available at launch.
Revealed in Japan at the end of 2016 before making its European debut at the 87th Geneva International Motor Show in Switzerland in 2017, the 3rd-gen Swift finally arrived in South Africa in June 2018.
At launch, only 3 derivatives were available, each powered by the Japanese firm’s naturally aspirated 1.2-litre, 4-cylinder petrol engine (K12M), which drove the front wheels via either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
Initially, the line-up included just 2 trim levels.
Swift 1.2 GA 5MT (61 kW/113 Nm)
Swift 1.2 GL 5MT (61 kW/113 Nm)
Swift 1.2 GL 5AMT (61 kW/113 Nm)
The GLX grade arrived in August 2019.
With the Swift Sport having touched down in July 2019, Suzuki Auto SA further expanded the range the following month by adding a pair of top-spec Swift 1.2 GLX derivatives, offered with either of the above-mentioned transmissions. GLX trim included items like automatic climate control (as opposed to manual aircon) and a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto.
Swift 1.2 GLX 5MT (61 kW/113 Nm)
Swift 1.2 GLX 5AMT (61 kW/113 Nm)
Then, in November 2019, the Swift 1.2 GL Special Edition arrived, set apart by its “European-style” grille, body decals, a blue roof spoiler, blue side-mirror caps, wind deflectors and a touchscreen system (though it curiously retained steel wheels with plastic covers rather than upgrading to alloys). The production run comprised 50 units finished in Arctic White and another 50 units finished in Silky Silver.
The facelifted Swift made local landfall in the 2nd quarter of 2021.
In April 2021, the facelifted Swift debuted in Mzansi, sticking with the atmospheric K12M engine, but gaining what Suzuki termed “minor” styling updates and a smattering of extra standard equipment. For instance, the base GA grade and mid-tier GL trim levels both scored rear parking sensors, while the range-topping GLX added a reverse-view camera feeding the touchscreen display.
Moreover, AMT-equipped variants gained a hill-hold assist function, while – perhaps most notably – electronic stability control (ESC) was made standard across the range. Buyers of GL and GLX derivatives were further afforded the option of a trio of dual-tone paint schemes. This 5-strong range soldiered on unchanged until October 2024, when the AOL-series Swift arrived to supplant it in South Africa.
What are the Suzuki Swift’s strengths?
The 1.2-litre motor could return impressive fuel-economy figures.
Fuel efficiency: Aided by a claimed kerb weight of under 900 kg, the A2L-series Suzuki Swift’s small-capacity petrol engine had the potential to return seriously budget-friendly fuel-economy figures. The Japanese automaker listed a combined consumption of just 4.9 L/100 km for all derivatives, a figure that was (somewhat unusually) entirely achievable with a modicum of effort.
Keep in mind, though, that the SA-spec Swift’s fuel tank was relatively small at 37 litres. As an aside, Suzuki’s 1.0-litre, 3-cylinder “Boosterjet” turbopetrol engine never made it to South Africa in the Swift, while we likewise did without the mild-hybrid and diesel powertrains offered in several overseas markets.
The A2L-series model offered agile handling combined with a composed ride quality.
Great fun to drive: Budget cars have a reputation for being utterly bland to drive, but that certainly wasn’t the case with the Swift – or at least variants with manual ‘boxes. The rev-happy 1.2-litre motor – a well-proven engine that was carried over from the previous model – made the most of its decidedly modest outputs, benefitting from short gear ratios, a positive shift action and a distinct lack of lard.
As such, the Swift was an agile little car, composed and supple around town (and indeed on indifferent road surfaces), yet responsive and eminently keen to change direction when the mood struck. Note, however, that the aforementioned gearing meant the tachometer needle hovered at around the 3 000-rpm mark at 120 kph, which didn’t exactly make for the quietest cruising experience.
The A2L-series Swift’s load-bay capacity grew by 58 litres compared with the preceding model.
More practical than predecessor: Though the 3 840-mm long A2L-series (3rd-gen) model measured 10 mm shorter from nose to tail than its predecessor, its wheelbase was stretched by 20 mm (to 2 450 mm) and its width increased by 40 mm (to 1 735 mm). Thanks to this growth spurt, Suzuki’s designers managed to cram more space into the cabin, with rear passengers reaping the most significant rewards.
The enhanced practicality extended to the load bay, which grew by 58 litres generation-on-generation, to a claimed 268 litres. This 3rd iteration of the Swift further benefitted from a 60:40-split rear bench on all derivatives bar the base GA, which stuck with a single-piece item. In short, the Swift was a little larger and more practical than most similarly priced budget cars, effectively offering more space for the money.
What are the Suzuki Swift’s weaknesses?
Pre-facelift derivatives did without stability control.
Pre-facelift lacked ESC: The AZG-series Swift (2011-2018) included derivatives sourced from both India and Japan, with the latter variants featuring 6 airbags and ESC (not to mention superior build quality). So, it was somewhat disappointing that the A2L-series model arrived without any form of stability control.
But let’s give credit where credit is due: Suzuki Auto SA put this right at the facelift, handing all variants ESC feature as part of the mid-cycle update. However, keep in mind that the SA-spec A2L-series Swift (excluding the Japanese-built Swift Sport, that is) was locally only ever offered with dual front airbags.
Isolated rust issues: As with the AZG-series Swift, we’ve noted some local instances of A2L-series units – plus a few other Indian-sourced Suzukis, it must be said – suffering from premature rust. This early oxidation could affect both the vehicle’s body and its chassis, with the latter not typically covered by the manufacturer’s warranty. So, make sure to inspect any potential used-car buy for early signs of rot.
The only automatic option was AMT.
AMT the only “auto” option: To reiterate: in practice, the automated manual transmission – which is effectively a robotised manual gearbox and thus a more cost-effective option than a traditional torque converter – is a downright unsophisticated piece of kit, generally delivering painfully sluggish shifts.
Though the AMT was on offer throughout the A2L-series Swift’s local lifecycle, it’s perhaps telling that Suzuki Auto SA has swapped to a continuously variable transmission (CVT) for the current (March 2025) AOL-series Swift, despite the fact this model still features an AMT in India.
How much is a used Suzuki Swift in South Africa?
The A2L-gen Swift shipped standard with a generous 5-year/200 000 km mechanical warranty.
From launch, the 3rd-gen Swift came standard with a 5-year/200 000 km mechanical warranty and a 2-year/30 000 km service plan, with the latter featuring intervals of 15 000 km. Suzuki dealers offered a wide range of factory-backed accessories, from exterior styling components such as lips, spoilers, grille garnish and body decals to interior upgrades like a console-box centre armrest.
Approximately 80% of the A2L-series Suzuki Swift models listed on Cars.co.zaat the time of writing were specified with a manual gearbox, while the mid-tier GL grade represented around 63% of all listings. The base GA came in at about 20%, while the range-topping GLX accounted for the remaining 17%.
Refreshed examples are more plentiful than pre-facelift derivatives.
Indicated mileages ran from virtually zero (on new examples), through to 186 000 km achieved by a 2020 1.2 GL 5MT. Interestingly, the 2024 model year accounted for a whopping 45% of all listings.
Below R150 000: Though just 6% of listings were priced below R150 000, all model years bar 2024 were represented here. Predictably, the entry-level GA grade dominated this space, with all but a single example featuring a manual gearbox.
R150 000 to R200 000: A little over 40% of A2L-series Swifts listed were priced in this bracket, with refreshed models far more prevalent than pre-facelift examples. The overwhelming majority of used Swifts positioned here had under 10 000 km on their respective odometers.
R200 000 to R250 000: This pricing category housed around 46% of listed 3rd-gen Swifts, with most from the final couple of model years. This was also where we found many of the GLX derivatives, along with a far higher-than-average concentration of AMT variants.
R250 000 and up: Considering this gen’s pricing bookends were R213 900 and R272 900 when it exited SA’s new-vehicle market, spending upwards of R250 000 in the used space should get you into a virtually new model. For the record, the most-expensive example we found was a 2024 1.2 GLX fitted with various accessories and priced at R279 990.
Which Suzuki Swift derivative should I buy?
A look at the mid-tier GL’s cabin (facelifted model pictured).
So, which A2L-series Suzuki Swift derivative is the pick of the bunch? Well, we’d first suggest steering well clear of AMT versions/shortlisting only manual-equipped examples. Then, we’d advise you to narrow your search to a facelifted example (should your budget allow, that is), since the mid-cycle update brought not only more standard kit but also the roll-out of electronic stability control.
That leaves us to decide only on trim level. Keep in mind that, in facelifted form, the entry-level GA made do with steel wheels, single-piece front seats (they didn’t have separate head restraints) and a decidedly rudimentary audio system (without mobile connectivity options), while also missing out on items such as front foglamps, electrically adjustable side mirrors and a tachometer.
Note the touchscreen and climate controls in this facelifted GLX derivative.
As such, we’d argue the mid-spec GL – which, rather handily, is seemingly the most prevalent grade on the used market – offered enough equipment to satisfy most requirements, upgrading to more versatile front seats and a CD player audio system (with Bluetooth), while also scoring various features missing from the GA spec sheet.
Of course, there’s also the flagship GLX, which added items such as 15-inch alloy wheels, a leather-trimmed steering wheel, a stop-start button, an upgraded climate-control system, a 7.0-inch touchscreen, driver’s seat-height adjustment and a luggage-compartment light.
Is the Suzuki Swift a worthwhile used purchase?
The Swift was something of a new-car bargain.
Since the Baleno compact hatchback was tasked with taking on the likes of the 6th-gen Volkswagen Polo hatch, the since-discontinued 7th-gen Ford Fiesta, the Hyundai i20 (IB- and BI3-series models) and the Renault Clio 4 and -5, the Swift was instead positioned in the so-called “sub-B-segment” space.
As such, its chief rival was the Kariega-built Volkswagen Polo Vivo (the only hatchback to regularly outsell the A2L-series Swift in the latter’s twilight years), while local buyers might also have considered the now-defunct B562-series Ford Figo, B52-series Renault Sandero or single-generation Toyota Etios and certainly the AI3-series Hyundai Grand i10.
Big on value, including on the used market.
Still, when new, the A2L-series Suzuki Swift was particularly sharply priced, offering arguably unmatched value in its class and no doubt pinching several sales from the A-segment offerings below it. In fact, we might even go as far as suggesting it was something of a new-car bargain.
Providing polished driving dynamics, returning impressive fuel consumption and boasting a larger footprint than many similarly priced models, the 3rd-gen Suzuki Swift – in manual guise, that is – remains a budget-car winner on the used market today. After all, there’s a reason it served as the cornerstone of Suzuki’s recent success in South Africa.
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.
The new BMW 2 Series Gran Coupé line-up – now comprising the 218 and the flagship M235 – has debuted in South Africa. Here’s what the F74-gen sedan will cost you…
Local pricing for the new BMW 2 Series Gran Coupé has been released, with the F74-generation line-up seemingly comprising only a pair of petrol derivatives – the 218 and M235 (yes, sans the old “i” suffix) – at launch in South Africa.
According to BMW SA’s online configurator, the 2nd-gen 2 Series Gran Coupé portfolio kicks off with the 218 Gran Coupé, which is priced from R733 559. For the record, that’s R16 843 more than the outgoing, 1st-gen 218i. The new 218 is furthermore available in M Sport guise, which pushes the price to R773 559.
The 218 in base form.
Like its forebear, the 218 employs a turbocharged 1.5-litre, 3-cylinder petrol engine driving the front axle via a 7-speed dual-clutch transmission, though here the motor has been uprated to produce 115 kW and 230 Nm (up from 103 kW and 220 Nm). The 0-100 kph time thus improves by a tenth to a claimed 8.6 seconds.
Interestingly, there’s no sign of a 218d in the local line-up, despite the outgoing range having included this turbodiesel derivative. In Europe, the latest version of the 218d’s 2.0-litre oil-burner offers the same 110 kW as before, but with slightly higher torque of 360 Nm.
The M235 xDrive now makes 233 kW (but loses 50 Nm).
What about the M Performance derivative, you ask? Well, the new M235 xDrive Gran Coupé kicks off at R1 043 100, which makes it some R61 004 pricier than the M235i variant it replaces.
The M235 xDrive Gran Coupé’s turbocharged 2.0-litre, 4-cylinder petrol engine sends 233 kW (up 7 kW) and 400 Nm (down 50 Nm) to all 4 corners through a 7-speed automatic gearbox. Despite the torque deficit compared with the original M235i, the 2nd-gen version again takes a claimed 4.9 seconds to reach 100 kph from standstill, before topping out at 250 kph.
BMW iDrive based on the BMW Operating System 9.
Of course, various options are available for both the 218 and the M235, including the Equipment Package (R24 500), the Equipment Package Professional (R47 000) and the M Sport Package Pro (R30 000).
Meanwhile, the 218 can further be specified with the R24 000 “Pure Design Edition” package (adding 18-inch 2-tone, Y-spoke alloy wheels and a black finish for the roof) and the Deluxe Package (R32 000). Some individual optional extras are also on offer.
The latest 2 Series Gran Coupé was unveiled in October last year.
Revealed in October 2024, the new Leipzig-built 2 Series Gran Coupé is 20 mm longer than the original (at 4 546 mm), while its wheelbase is unchanged at 2 670 mm. The Munich-based firm claims the 4-door sedan – which shares its platform with the F70-gen 1 Series hatchback – benefits from “extensively enhanced suspension technology” and a redesigned interior with an emphasis on digitalisation.
What does the new BMW 2 Series Gran Coupé cost in SA?
BMW 218 Gran Coupé – R733 559
BMW 218 Gran Coupé M Sport – R773 559
BMW M235 xDrive Gran Coupé – R1 043 100
The price above includes BMW’s 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
The ZS budget crossover is the entry point to the MG brand, which recently returned to Mzansi. In this in-depth review, Ciro De Siena discusses what the MG ZS offers buyers looking for value, practicality and peace of mind in a new entry-level SUV.
The 1st-gen MG ZS small crossover was launched in 2017, facelifted in 2019 and succeeded by the 2nd-gen model in 2024. While the latter is expected to arrive in South Africa in the not-too-distant future, its predecessor serves as a budget crossover model in our market. Ciro begins his review of the MG ZS by discussing the newcomer’s 2-variant line-up: the Comfort and the Luxury, both of which are powered by a naturally aspirated 84 kW/150 Nm 1.5-litre petrol engine mated with a 4-speed auto transmission.
While his review highlights that in-gear shove isn’t a strength of the MG ZS – particularly when tackling hills or overtaking at speed – Ciro finds the Chinese offering well up to the task for typical urban driving.
He points out that, especially in city traffic, the MG ZS is easy to live with, offering light steering, good all-round visibility and the elevated driving position many buyers want from a small crossover.
Beyond the driving experience, the MG ZS offers impressive practicality. Ciro notes that the cabin feels spacious and airy for the ZS’ size and demonstrates the generous rear legroom and 359-litre load bay.
There’s ample storage, and the rear bench splits 60:40 to expand load-lugging capacity. These aspects make the MG ZS appealing for small families or anyone looking for flexible daily transport.
Inside, the MG ZS is kitted out with features you would expect at this price – electric windows, aircon, remote central locking and a touchscreen infotainment setup with Apple CarPlay and Android Auto.
Safety is a strong point, with all versions coming equipped with 6 airbags, ABS with EBD, as well as electronic stability control (ESC). Ciro highlights that half a dozen airbags and ESC aren’t always fitted as standard on rival models, which gives the MG ZS a clear advantage for buyers seeking peace of mind.
Ciro De Siena demonstrates the rear legroom in the MG ZS.
Whereas MG Motor South Africa claims an average consumption figure of 7.1 L/100 km for the ZS, we found that real-world economy hovered just above 10 L/100 km, making the model slightly thirstier than expected, but Ciro confirms this figure should improve slightly as the car beds in with more mileage.
On the move, the MG ZS delivers a quiet and comfortable ride for its class, absorbing road imperfections well and feeling settled at suburban speeds. However, the automatic transmission is workmanlike, rather than slick, so you shouldn’t expect brisk acceleration or especially responsive open-road performance.
Prices (July 2025) include a 5-year/200 000 km warranty on the vehicle, a 7-year/unlimited km warranty on the engine, plus a 5-year/60 000 km service plan.
While the MG ZS is not the last word in driving thrills or high-end finishes, the Chinese brand’s budget crossover delivers what its target market wants: a keen price tag, plenty of features, notable practicality, lengthy warranties, plus a 5-year service plan. For budget-conscious buyers seeking a well-equipped, spacious and safe entry-level SUV with good after-sales support, the MG ZS is well worth a look.
The Mercedes-Benz G450d has quietly arrived in South Africa. Here’s how much this mildly electrified turbodiesel version of the latest G-Class will cost you…
The Mercedes-Benz G450d has touched down in South Africa, with this mild-hybrid turbodiesel derivative slotting into the latest G-Class range below the battery-powered G580 and the Mercedes-AMG G63.
Yes, the Geländewagen is now offered locally in 3 distinct flavours. We already know the fully electric G580 Edition One (432 kW/1 164 Nm) starts at R4 647 456 and Affalterbach’s V8-powered G63 kicks off at R4 673 415, but now we can tell you the price of the G450d, too.
The G450d arrives as the 3rd derivative in the latest G-Class range.
Thanks to the ever-on-the-ball folks over at duoporta.com, we know the latest G450d – which is available exclusively in AMG Line guise in Mzansi – is priced from R3 590 303. For the record, that’s around R200 000 more than the G400d that did duty in the preceding G-Class range.
Of course, the G450d offers a fair bit more grunt that its 243 kW/700 Nm predecessor, with its 3.0-litre inline-6 turbodiesel motor now generating 270 kW and 750 Nm. Thanks to a new mild-hybrid system, there’s additional 15 kW/200 Nm available for short bursts, too.
A look at the cabin (UK-spec model pictured).
Fitted with a 9-speed automatic transmission (with low-range) as standard, the G450d 4×4 will complete the 0-100 kph dash in a claimed 5.8 seconds, making it some 6-tenths quicker than the old G400d. Maximum speed is again limited to 210 kph, while the claimed combined fuel consumption figure stands at 9.4 L/100 km.
While Mercedes-Benz SA has yet to release a detailed specification list for the G450d (or indeed add this derivative to the local configurator), we do know from duoporta.com that it will ship standard with items like 20-inch alloy wheels (wrapped in 275/50 R20 tyres), adaptive suspension, adaptive cruise control, 9 airbags and a trio of differential locks (front, centre and rear).
What does the Mercedes-Benz G450d cost in South Africa?
Mercedes-Benz G450d AMG Line – R3 590 303
The price above includes Mercedes-Benz’s 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Pricing for the facelifted Audi RS3 – again offered in Sportback and Sedan forms – has been released for South Africa. Here’s what these 5-cylinder performance cars cost…
Wondering what the facelifted Audi RS3 Sportback and RS3 Sedan will cost in South Africa? Well, wonder no more: the Ingolstadt-based automaker’s local division has released pricing for its high-performance 5-cylinder twins.
According to Audi SA, the refreshed RS3 Sportback is priced from R1 498 200. By our maths, that represents a considerable R167 400 premium over the pre-facelift version. The German firm has also added a new “Carbon Edition” variant to the mix, priced from R1 591 900 and described as “bespoke” to the local market.
Meanwhile, the updated RS3 Sedan kicks off at R1 528 200, likewise R167 400 more than the pre-facelift iteration. The Carbon Edition version of this 4-door model comes in at R1 610 700. It’s not exactly clear what set the Carbon Edition derivatives apart, but we’ll update this article should Audi SA release more details (curiously, these variants are more expensive than even the 331 kW Audi RS4 Avant, which is currently pegged at R1 562 600).
As a reminder, the facelifted RS3 twins were revealed in August 2024, featuring tweaked exterior styling, a smattering of cabin updates and a few under-the-skin upgrades (such as a new tune for the chassis control systems). However, the powertrain carries over unchanged.
That means the RS3 twins again draw their urge from Audi’s turbocharged 2.5-litre, 5-cylinder petrol engine, which sends 294 kW and 500 Nm to all 4 corners via a 7-speed dual-clutch transmission. That’s enough, says the German manufacturer, for a 0-100 kph sprint in just 3.8 seconds (regardless of the body style) and a top speed of 290 kph.
The arrival of the refreshed RS3 twins comes just as the likewise facelifted A3 Sportback and A3 Sedan touch down in South Africa. Interestingly, Audi SA has done away with the base and mid-tier A3 derivatives, which means the range kicks off at R808 200 for the A3 Sportback 35 TFSI S line. The S3 Sportback and S3 Sedan, meanwhile, are scheduled to make local landfall “later this year”.
What does the facelifted Audi RS3 cost in SA?
Audi RS3 Sportback – R1 498 200
Audi RS3 Sedan – R1 528 200
Audi RS3 Sportback Carbon Edition – R1 591 900
Audi RS3 Sedan Carbon Edition – R1 610 700
The prices above include Audi’s 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Swift leads, Fronx climbs: SA passenger-car sales for February 2025
The Suzuki Swift was SA’s most popular passenger car for the 2nd straight month, while the Fronx cracked the top 10 in February 2025. Here are Mzansi’s best-selling cars and crossovers…
In February 2025, sales in South Africa’s new-vehicle market increased 7.3% year on year to 47 978 units. As has been the case for several months now, the local passenger-vehicle segment powered this overall industry growth, with registrations in this part of the market climbing a significant 17.0% year on year to 33 757 units.
For the record, the rental channel accounted for a considerable 14.6% of the latter total. While Toyota Motors SA again ranked 1st both overall and in the passenger-vehicle segment, Suzuki Auto SA retained the runner-up position it grabbed from Volkswagen Group Africa in January 2025.
Suzuki’s Swift was again SA’s best-selling passenger vehicle in February.
This feat was partly thanks to the Indian-built Suzuki Swift hatchback, which earned the title of Mzansi’s best-selling passenger car for the 2nd consecutive month, this time with 2 351 units (down 10.5%, month on month) registered in February 2025. Some 923 of those sales – equating to roughly 40% of the nameplate’s total – came courtesy of the rental industry.
Therefore, the Volkswagen Polo Vivoagain had to settle for 2nd place, with 2 187 units (some 25.4% of which went to rental-vehicle buyers) of the Kariega-produced hatch sold locally in 2025’s 2nd month. That total represents a 14.2% decline compared to January’s effort.
Toyota’s refreshed Corolla Cross returned to the passenger-vehicle podium.
Meanwhile, the Toyota Corolla Cross – which received a facelift early this year – gained a position to complete the podium. Sales of the Prospecton-produced crossover increased 17.0% month on month to 1 435 units, which saw the Indian-made Toyota Starlet (1 279 units, of which 458 represented rental-industry sales) slide a ranking to 4th.
The Hyundai Grand i10 (available in both hatchback and sedan body styles) held steady in 5th place, with 1 253 units sold in February. Note this figure excludes the 128 Cargo-badged panel-van units Hyundai furthermore registered in the light-commercial vehicle (LCV) space last month. Meanwhile, the Chinese-built Chery Tiggo 4 Pro (1 147 units) likewise retained 6th position.
Chery’s Tiggo 4 Pro kept 6th position in February.
With local registrations surging 45.7% month on month to 1 123 units, the Suzuki Fronx was the only new entrant to the table in February 2025, claiming a strong 7th place. Interestingly, this performance saw the Fronx rank just ahead of the Toyota Starlet Cross (the latter is, of course, based on the former), which nevertheless retained 8th with a total of 1 003 units.
The Haval Jolion – the 2nd Chinese-built model in the top 10 – slipped back into 3 figures in February 2025, with its tally of 982 units ultimately seeing it fall 2 positions to 9th. Finally, the Toyota Urban Cruiser slid a ranking to 10th, with 875 units registered last month. That meant the Kia Sonet was relegated from the table in February, despite sales increasing 5.2% month on month to 873 units (excluding 4 registrations in the LCV segment).
SA’s 10 best-selling passenger vehicles in February 2025
Veteran motoring journalist Calvin Fisher travelled to Sweden for an ice-driving experience of the VW Golf 8.5 R and the Wolfsburg-based brand‘s other 4Motion-equipped models. Suffice it to say, he spent most of his time going sideways…
The headline: “Golf 8.5 R on ice” doesn’t only refer to the fact that the new, more powerful iteration of the all-wheel-driven performance Golf won’t be making it to Mzansi because of our poor fuel quality.
No, I’m literally parked on ice – welcome to the frozen lakes of Arvidsjaur, Sweden. I’m here, just 110 km south of the Arctic Circle in the heart of Lapland, where it’s cold. And I mean really cold (-14°C). But, we were about to warm ourselves up, thanks to the line-up of machines Volkswagen had prepared for us.
Our hosts had assembled various cars for us to flick and dance with in this chilly environment. Sure, there were the likes of the new Tiguan and larger Tayron (due in SA in August/September 2025), the Passat Variant wagon, as well as a prototype for an AWD Golf 8.5 1.4TSI. Then there was a pair of EVs in the shape of the ID4 GTX, ID7 Tourer GTX and, of course, the latest Golf R – in hatch and estate guises.
As mentioned before, it’s the facelifted (8.5) R with 245 kW and 420 Nm of torque. In the dry, it’ll do 0-100 kph in 4.6 sec, but here, not so much. It has a 7-speed dual clutch auto, but we’ll struggle to see 4th.
This isn’t strictly a car review; instead, it’s a celebration of the culmination of over 4 decades of all wheel drive – almost completely conducted via the side windows. We’ll be going sideways – ad infinitum – and by way of 4Motion, Volkswagen’s clever means of keeping all 4 wheels turning, so that you can make it quickly – and safely – around any kind of corner. And even if the corner is made of 80-cm thick ice.
Because here on Lake Arvidsjaursjön, it is. They say it’s safe to land a plane or drive a bus on this ice, but that doesn’t make hearing the cracking noises any less terrifying. Despite my fears, it is indeed a stalwart location among the motor manufacturers keen on cold weather testing; the VW Driving Experience layout features about 40 configurations (each 1 is essentially a racetrack), with the longest 1 measuring 10 km.
I’m on what the locals call the Red Loop. It’s about 5 km long and a festival of chicanes that tighten and loosen randomly to keep you on your toes. The 1st few laps are chaos, with me frantically winding and unwinding lock upon lock of steering in an attempt to keep this Golf 8.5 R dancing from apex to apex.
Eventually, the process becomes rhythmic, even therapeutic, as you get comfortable with zero traction. Push past the discomfort of that initial frantic and squirrelly nature and you’ll encounter a level of zen that only rally drivers (or the most exuberant farmers in their bakkies) will experience on a gravel road.
You start to appreciate the linear power delivery of the “EA888 LK3 evo4” motor and how you can, with subtle inputs from the steering wheel, accelerator and, to a lesser extent, the brake pedal, make the Golf 8.5 R rotate at will, all to the tune of a rollicking turbocharged 4-pot soundtrack, of course.
This changes somewhat when you hop into “more demure” electric family SUVs such as the ID4– and ID.7 Tourer GTX. Suddenly, it occurs to you that like an electric light switch, their “throttle responses” are binary (on or off), which results in an all-in/all-out behaviour. Whereas previously you had modularity, now you have wanton floodgates, 560 Nm deep, ready to lurch you into a 180-degree spin.
But it isn’t the case. VW has done an enviable job of building modularity into its ID models’ “throttles” via a software update, which enables the EVs to skate like their internal-combustion-engined counterparts.
Whereas the all-paw setup of VW’s ICE models (such as the Golf 8.5 R) can be described as “hang-on” AWD systems (with the powered front axle dragging the rear wheels behind it), the all-electric ID models’ AWD configuration can be described as an add-on system that makes the rears help push the car along.
But only the Golf 8.5 R enjoys torque vectoring along its rear axle (via 2 clutches), which acts much like a limited slip differential to optimise grip and deliver long, predictable slides and broad grins. Like mine.
Volkswagen has been honing its all-wheel drive (4Motion) systems for decades now. The Wolfsburg-based brand toyed with the technology covertly as early as the T2 Kombi, evolving in it their Syncro-endowed models before ultimately going mainstream with the likes of the Touareg, Amarok and Golf R.
And while driving on a frozen lake is hardly relatable to a South African motorist, it demonstrates the lengths VW go to ensure 4Motion is more than a safety feature; it’s also a form of driver engagement. And you can take my word on the latter, as I leave the lake sweating, smiling, and very much engaged.
The facelifted Audi A3 has arrived in South Africa, again offered in Sportback and Sedan guise (though as part of a dramatically rationalised range). Here’s what they cost…
The facelifted Audi A3 Sportback and A3 Sedan have touched down in South Africa, with the Ingolstadt-based firm’s local division rationalising the local line-up to just 4 derivatives (initially, at least).
Of course, as it announced late in 2024, Audi South Africa plans to expand its updated A3 portfolio with the launch of “sportier derivatives” at some point later in 2025. But, for now, just a quartet of 35 TFSI variants make up the refreshed 8Y-series range.
So, while the pre-facelift line-up comprised as many as 12 derivatives (including base and mid-tier versions of the 35 TFSI as well as the 40 TFSI powertrain), the refreshed range is made up of high-spec 35 TFSI “S line” and “Black Edition” variants, in 5-door hatchback and 4-door sedan forms.
With the A3 Sportback 35 TFSI S line priced from R808 200, the range’s entry point rises by a considerable R126 100. The A3 Sportback 35 TFSI Black Edition costs R834 500. Meanwhile, the A3 Sedan 35 TFSI S line comes in from R823 200, with the A3 Sedan 35 TFSI Black Edition topping the range – for the time being, at least – at R849 500.
To refresh your memory, the 35 TFSI derivatives retain the Volkswagen Group’s familiar turbocharged 1.4-litre, 4-cylinder petrol engine and 8-speed automatic transmission (rather than switching to a 1.5-litre petrol engine featuring mild-hybrid technology and a 7-speed dual-clutch transmission, as initially thought), generating unchanged peak outputs of 110 kW and 250 Nm.
The S line package includes 18-inch alloy wheels (wrapped in 225/40 R18 tyres), LED lights (with dynamic indicators), a “convenience” key, lane-departure warning, parking assist (with parking aid plus), a panoramic sunroof, ambient lighting package plus, a sports steering wheel, sports seats, the Audi virtual cockpit and a Sonos 3D premium sound system.
Meanwhile, the Black Edition grade adds darkened trim for the grille, Audi rings and side-mirror caps, along with black 18-inch alloy wheels and privacy glass. Of course, the A3 range’s mid-cycle refresh also encompasses revised exterior and interior designs as well as various new cabin materials.
In 2024, Audi SA registered 596 units of the A3 Sportback, along with 390 examples of the A3 Sedan. As a reminder, this generation of A3 arrived in Mzansi back in July 2021.
How much does the facelifted Audi A3 cost in SA?
Audi A3 Sportback 35 TFSI S line – R808 200
Audi A3 Sedan 35 TFSI S line – R823 200
Audi A3 Sportback 35 TFSI Black Edition – R834 500
Audi A3 Sedan 35 TFSI Black Edition – R849 500
The prices above include Audi’s 1-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
Tunland cracks top 10! SA’s best-selling bakkies in February 2025
The Foton Tunland G7 has cracked the list of South Africa’s 10 best-selling bakkies for February 2025. Here’s a closer look at the sales figures…
In February 2025, South Africa’s total new-vehicle market increased 7.3% year on year to 47 978 units. Yet again, the local passenger-vehicle segment drove this overall industry growth, while sales in the light-commercial vehicle (LCV) space dropped 11.3% year on year to 11 802 units.
So, what happened on the list of Mzansi’s best- and worst-selling bakkies in February 2025? Well, there was no stopping the Toyota Hilux, with local registrations of the Prospecton-built stalwart increasing 4.9% month on month to 2 683 units. Toyota SA Motors says 1 120 units represented double-cab sales.
In February, Isuzu’s D-Max cut the gap to the Ford Ranger to 244 units.
Meanwhile, sales of the Ford Ranger grew 16.7% (compared to January 2025’s effort) to 2 168 units. This performance saw the Silverton-made contender retain the runner-up position in February, some 515 units off the pace set by the Hilux.
However, the Isuzu D-Max enjoyed a month-on-month sales surge of 36.2%, ending February 2025 on 1 924 units and therefore closing the gap to the Ranger to just 244 units. As many as 452 units – or a considerable 23.5% – of the Struandale-produced bakkie’s tally represented sales to South Africa’s government.
Not only were the podium positions unchanged in February 2025 but the next 5 places were unmoved, too. The KwaZulu-Natal-assembled Mahindra Pik Up (763 units) retained 4th place, while the imported Toyota Land Cruiser 79 (534 units) remained in 5th, again breaching the 500-unit mark.
That meant the Rosslyn-built Nissan Navara (412 units) held steady in 6th place, finishing ahead of the Ford-built Volkswagen Amarok (290 units) in 7th position. The GWM P-Series (232 units) range – which now also includes new P300 derivatives, each powered by the latest 2.4 turbodiesel engine – again finished in 8th.
The GWM P-Series range now includes new P300 2.4TD derivatives.
But there was a new entrant in February 2025. Yes, the Foton Tunland G7 grabbed 9th place (effectively booting the new Mitsubishi Triton out of the top 10), with 201 units registered last month. This is the first month Foton has reported sales figures to Naamsa since returning to the segment back in June 2024.
The GWM Steed took the final place in the top 10, ending the month on 125 registrations. Though that’s a relatively modest figure, it interestingly represents a whopping 68.9% improvement compared to this Chinese nameplate’s January 2025 tally.
Best of the rest in February 2025: bakkies outside top 10
After 3 straight months of top-10 finishes, the Mitsubishi Triton fell off the charts in February.
So, which bakkies didn’t crack the top 10 in February 2025? Well, the JAC T-Series – the Chinese firm unfortunately reported only a combined figure for its T6, T8 and T9 line-ups, so we technically can’t rank these individual nameplates in the top 10 – managed 138 units.
Next came the Peugeot Landtrek on 94 units, followed by the aforementioned Mitsubishi Triton and Mahindra Bolero, each ending February 2025 on just 46 units (for the record, the Triton enjoyed 3 straight months of top-10 finishes before being relegated in February). Finally, 11 units of the discontinued Nissan NP200 were registered in SA last month, along with 3 examples of the Jeep Gladiator.
