Refreshed Ford Everest: revised engine line-up detailed
The refreshed Ford Everest range will soon hit the market in South Africa. Here’s a look at the revised engine line-up, which will gain the option of petrol power.
At some point in the opening half of 2026, the refreshed Ford Everest will hit the market in South Africa. While the Blue Oval brand promises “specification upgrades” across the range, it’s the revised engine line-up that serves as the most significant change.
Ford has confirmed various updates for its Everest powertrain portfolio, although it’s worth noting the local Thailand-sourced line-up will again comprise 6 derivatives. The Dearborn-based brand’s local division will also launch a new base trim level.
Upgraded 2.0 SiT turbodiesel to replace 2.0 BiT
As with the locally built Ranger, Ford will remove the 2.0 BiT turbodiesel engine from the 7-seater Everest portfolio in the first half of 2026. As a reminder, that bi-turbo motor powers 4 of the 6 derivatives in the outgoing range. It delivers 154 kW and 500 Nm via a 10-speed automatic transmission.
With the 2.0 BiT engine to be axed, Ford will offer the entry-level versions of the updated Everest with the single-turbo version of this 4-cylinder oil-burning motor. Driving either the rear or all 4 wheels through the aforementioned 10-speeder, this mill offers peak outputs of 125 kW and 405 Nm.
Outgoing Range
Incoming Range
Everest 2.0 BiT XLT 4×2
Everest 2.0 SiT Active 4×2
Everest 2.0 BiT XLT 4×4
Everest 2.0 SiT Active 4×4
Everest 2.0 BiT Sport 4×2
Everest 2.3T Sport 4×2
Everest 2.0 BiT Sport 4×4
Everest 3.0TD V6 Sport 4WD
Everest 3.0TD V6 Wildtrak 4WD
Everest 3.0TD V6 Wildtrak 4WD
Everest 3.0TD V6 Platinum 4WD
Everest 3.0TD V6 Platinum 4WD
Compared with the version offered in the likewise outgoing Ranger line-up, this updated 2.0 SiT engine will employ a timing chain (rather than a wet belt) for what Ford describes as “improved durability”. In addition, the base derivatives will drop the XLT specification in favour of a new Active grade. That will ostensibly put the Everest, according to Ford, “within reach of a broader spectrum of buyers”.
New petrol option: 2.3 EcoBoost to be added
While the mid-tier Sport grade will carry over, the 4×2 version will switch from the 2.0 BiT engine to Ford’s turbocharged 2.3-litre, 4-cylinder petrol motor. This EcoBoost engine – already available in the Volkswagen Amarok range and set to be offered in the Ranger, too – generates 222 kW and 452 Nm. Expect a 10-speed automatic transmission to be standard.
V6 diesel to be expanded to additional variant
Meanwhile, the 2.0 BiT Sport 4×4 will be replaced by the 3.0TD V6 Sport 4WD, seeing the 6-cylinder turbodiesel engine expanded to a 3rd variant. Offering 184 kW and 600 Nm, this V6 derivative will furthermore boast permanent 4-wheel drive, a configuration currently available only on the top-spec units.
Of course, this 3.0TD V6 powertrain (delivering its urge via – you guessed it – a 10-speed auto) will also again power the Wildtrak and Platinum derivatives, which will be the only models that carry over without significant under-bonnet changes.
Frequently Asked Questions (FAQ) About the Refreshed Ford Everest
Q: What are the main engine changes for the upcoming 2026 Ford Everest in South Africa?
A: The most significant change is the introduction of a 2.3-litre EcoBoost petrol engine, producing 222 kW and 452 Nm. Additionally, the 2.0-litre bi-turbo diesel engine is being phased out, replaced by an upgraded 2.0-litre single turbo (SiT) diesel that features a timing chain for improved durability.
Q: Which model in the refreshed Ford Everest range will receive the 3.0-litre V6 diesel engine?
A: Ford will expand the 3.0TD V6 engine to the Sport 4WD variant, joining the high-spec Wildtrak and Platinum models. This V6 powerplant delivers 184 kW and 600 Nm of torque.
Q: What is the new entry-level trim for the Ford Everest and how does it differ from the outgoing range?
A: Ford is introducing a new “Active” trim level to replace the previous XLT grade. This change is intended to make the Everest more accessible to a broader range of buyers. The 125 kW 2.0-litre SiT diesel engine (available in both 4×2 and 4×4 configurations) will power the Active models.
Haval H6: Is this the best midsize family SUV for your money?
Few midsize family SUVs match the Haval H6 on its combination of comfort, value, features, safety, power and peace of mind through lengthy warranties. Here’s why the H6 is at the forefront of the local SUV conversation – and why you might want to join the chat.
Black Friday 2025 may now be a fast-fading memory, yet there’s one crossover option for savvy shoppers whose knockout value never expires. After hitting South African showrooms in mid-2021, the current-generation Haval H6 has continued to redefine buyers’ expectations of the price-to-features ratio in a family-sized crossover/SUV.
Despite facing stiff competition, the Haval H6 stands out in a crowded segment thanks to its suite of positive attributes.
The H6 stands out in a heavily populated segment that’s popularised high-riding, medium-sized utility vehicles. The tech- and features-heavy Haval faces stiff competition not only from its compatriots such as the Chery Tiggo 8 Pro and Jaecoo J7 – both employing a similar strategy of providing all-in value – but also against more established favourites such as the Toyota RAV4, Hyundai Tucson, Kia Sportage, Mazda CX-5 and Volkswagen Tiguan.
All of these represent a varied blend of style, space, specification, and (at a stretch) sportiness, that strike chords in the hearts of their respective brand lovers. It’s only when you look beyond a specific badge, though, that you discover the Haval H6 combines all these traits under one roof.
So, how much does it cost to get behind the wheel of a Haval H6? Let’s take a look at the pricing and local range.
Haval H6: Pricing & Specs
Haval offers the option of two drivetrains: a 2.0-litre turbocharged petrol, plus a 1.5-litre unit with electric assistance.
The Haval H6 range is powered by two turbocharged petrol engines: a 2.0-litre and a 1.5-litre unit additionally equipped with electric assistance.
Mirroring its sister models, the H7 (with which its underpinnings are shared) and Jolion Pro, the H6 lineup also spans three stepped grades: Luxury, Super Luxury and Ultra Luxury.
As part of a mid-life update, Haval relaunched the H6 portfolio in mid-2025, additionally introducing a 1.5-litre HEV derivative in “entry-level” Luxury trim, which is priced at R641 500. That’s a R40k saving on the pre-facelift version.
The H6 boasts neat, modern styling that shows classy restraint.
Breaking down the value: Features you get for the H6’s price tag
Inside, the H6 knocks it out of the park with its tally of standard features.
Balancing the available specification levels with their respective prices reveals an interesting conundrum. Seeing as even the base-level Haval H6 Luxury’s list of standard features is rather exhaustive, would-be buyers would be wise to question whether an upgrade to any of the higher-tiered models is really worth it. All the more so when considering that all versions bar the hybrids use the same engine/gearbox combination and will therefore perform equally.
Wireless Android Auto and Apple CarPlay are standard.
Furthermore, the jump in price from the entry-grade to the cheapest all-wheel drive model (of debatable use as it’s a front-biased AWD system, not a proper bakkie-style 4×4) is R80k: the smarter shop would be to save half of that and opt for the non-4×4 Super Luxury.
Luxury
Super Luxury(included and additional to Luxury)
Ultra Luxury(included and additional to Super Luxury)
· 6 airbags · 19-inch wheels · 50 W wireless charger · Dual-zone climate control · 6-way electrically adjustable driver seat · Tyre-pressure monitor · Dashcam · 540-degree panoramic camera · Adaptive cruise control · Auto emergency braking with forward collision warning · Lane-departure warning with lane keep and centring assist · Road sign recognition · Traffic jam assist · 14.6-inch infotainment touchscreen · 10.25-inch instrument cluster · Wireless Android Auto & Apple CarPlay · Voice control
· Hands-free electrically operated tailgate · Emergency lane keeping · Blind spot detection and parallel parking assistance · Rear cross-traffic alert and braking · Rear collision warning · Panoramic sunroof · Heated steering wheel · Driver’s seat memory function · 4-way electric adjustable passenger seat · Heated and ventilated front seats
Haval H6 vs. key rivals: Value-for-money comparison in the SA market
All H6 variants feature LED headlamps, with Super Luxury and above adding a roster of active safety items.
The Haval H6’s success story is founded upon how ably it’s been able to take on (and destabilise) established class contenders in what has been a relatively short time since its local introduction.
Of these, some may hold uniquely brand-specific advantages over the H6: Toyota’s hybrid RAV4 is exceptionally economical, while the Volkswagen Tiguan is the more accomplished vehicle dynamically. But both – along with the rest of the H6’s segment peers – fall at the final hurdle by being under-specced against the fully fitted Haval’s price point.
As for cargo capacity, at 600 litres the non-hybrid H6 is bested only by the Tiguan (615 litres). The RAV4, Tucson and Sportage all vary between 539 and 586 litres.
On the other hand, more established marques enjoy the benefit of increased brand perception underscored by larger dealer networks, ease of servicing and more extensive parts warehousing, all of which affect a vehicle’s long-term value.
Thanks to a generous wheelbase, interior room is more than sufficient for a growing family.
All new Haval H6s are sold with a 7-year/200 000 km warranty, 7-year unlimited km roadside assistance and a 7-year/75 000 km service plan. The hybrid model’s battery carries an 8-year/150 000 km warranty and all services are undertaken every 12 months or 15 000 km.
As the Haval brand is comparatively untested and long-term ownership unproven owing to the newness of the H6, predictions over the vehicle’s used future value are at this stage inconclusive.
On the other hand, the H6’s prolonged warranty period is equalled only by the Hyundai Tucson and outshines the rest of its opponents. An honourable mention goes to the Kia Sportage for its 5-year/unlimited km warranty, against VW and Toyota’s significantly shorter 3-year warranties.
The H6 HEV offers a 8-year/150 000 km battery warranty.
At 195 000 km, the RAV4’s hybrid battery warranty bests the H6 HEV’s by 45 000 km over the same period.
The maths also point to the Haval’s 7-year/75 000 km service plan being geared towards lower-mileage motoring over a more extended period, as opposed to the Germans’ and Koreans’ more generous 90 000 km offering over slightly shorter (5- or 6-year) stints.
So, should you buy a Haval H6?
Post-facelift, the H6 looks upmarket and stylish.
The H6 is the undisputed features overlord of the South African compact family SUV segment, delivering maximum European-level specification, space and, for the interested few, hybrid efficiency all backed up by a confidence-inspiring, Korean-grade after-sales programme that allays the fears normally associated with untested brands.
The real question, then, isn’t why you should give the Haval H6 a shot. It’s why you haven’t yet.
Q: How much does the Haval H6 cost in South Africa?
A: As of January 2026, the Haval H6 range starts at R495 500 for the 2.0T Luxury model, with the top-of-the-range 1.5T HEV Ultra Luxury priced at R686 500.
Q: What is the warranty and service plan for a new Haval H6?
A: All new Haval H6 models come with a 7-year/200 000 km warranty and a 7-year/75 000 km service plan. The hybrid (HEV) models include an additional 8-year/150 000 km battery warranty.
Q: Does the Haval H6 have a hybrid option in South Africa?
A: Yes, Haval offers two 1.5-litre turbo-petrol hybrid (HEV) derivatives in Luxury and Ultra Luxury trims, delivering a combined 179 kW and 530 Nm with a claimed fuel efficiency of 5.2 L/100 km.
Mahindra XUV 7XO revealed as updated XUV700
The new Mahindra XUV 7XO has been revealed in India, debuting as an updated version of the XUV700. Here’s what we know about this refreshed SUV so far…
New XUV 7XO is effectively a facelifted XUV700
Gains refreshed styling and upgraded suspension
Trio of 12.3-inch screens dominate revised cabin
Meet the new Mahindra XUV 7XO. Effectively a facelifted XUV700, this updated SUV – again available with up to 7 seats – adopts the Indian firm’s latest naming convention (which debuted on the smaller XUV 3XO).
Unveiled in India, the XUV 7XO will officially hit its domestic market towards the middle of January 2026. Though technically not yet confirmed for South Africa, we’d speculate this Chakan-built model will arrive in Mzansi later this year.
So, what’s new on the XUV 7XO? Well, while it again measures 4 695 mm long, the SUV’s exterior styling now includes a new grille, updated headlamps, “diamond-inspired” LED taillamps, fresh 19-inch diamond-cut alloy wheels and plenty of gloss-black exterior components.
Inside the Indian-spec version, you’ll find a trio of 12.3-inch screens (virtually spanning the width of the dashboard), a 16-speaker Harman Kardon audio system, a 540-degree camera (with digital video recording), a new steering-wheel design and various advanced driver-assistance features.
Under the skin, Mahindra has upgraded the XUV 7XO’s suspension system, debuting its new “Davinci” damping technology. According to the Mumbai-based automaker, the SUV thus boasts “superlative ride and handling” characteristics.
Interestingly, the XUV 7XO simply inherits the XUV700’s engines, which means it’s again available in India with either a turbocharged 2.0-litre, 4-cylinder petrol engine (149 kW/380 Nm) or a 2.2-litre, 4-cylinder turbodiesel motor (136 kW and 420 Nm in 6-speed manual guise, with peak torque rising to 450 Nm in 6-speed automatic form). Most derivatives in that market are front driven, though the oil-burner is available in all-wheel-drive flavour, too.
As a reminder, the outgoing XUV700 range available in South Africa – which arrived here late in 2022 – comprises 4 derivatives. Each is powered by the aforementioned 2.0-litre petrol mill, with the entry-level AX5 offering 5 seats and the remaining trio shipping standard in 7-seater guise. Pricing currently runs from R495 199 to R627 899 (the latter for the “Black Edition” flagship).
Frequently Asked Questions (FAQ) About the Mahindra XUV 7XO
Q: What is the Mahindra XUV 7XO and how does it relate to the XUV700?
A: The Mahindra XUV 7XO is essentially a facelifted and rebranded version of the popular XUV700. It adopts Mahindra’s newest naming convention, previously seen on the XUV 3XO, and features refreshed exterior styling including a new grille, updated headlamps and 19-inch diamond-cut alloy wheels.
Q: What are the standout interior and technology features of the new XUV 7XO?
A: The most significant cabin upgrade is a trio of 12.3-inch high-definition screens that span nearly the entire width of the dashboard. Additionally, the SUV gains a premium 16-speaker Harman Kardon audio system, a 540-degree camera with digital recording capabilities and advanced Level 2 driver-assistance features.
Q: Have there been any mechanical changes to the XUV 7XO, and when is it coming to South Africa?
A: While the 2.0-litre turbo petrol and 2.2-litre turbodiesel engines are carried over from the XUV700, the XUV 7XO introduces the new “Davinci” valve-based damping technology for improved ride and handling. Following its January 2026 launch in India, the updated SUV is expected to arrive in South Africa later in 2026.
Considering the 7-seater Hyundai Grand Creta? Here’s what you need to know when shopping for a used version of this family crossover…
The product planners at Hyundai Automotive South Africa have never been shy to squeeze a new model into a gap many other automakers might overlook. The Hyundai Grand Creta, for instance, was shoehorned between the smaller Creta and the more upmarket Tucson (and, on pricing alone, also found itself rubbing elbows with the Kona).
That said, this model did boast a crucial point of difference – 7 seats. Facilitated by a longer wheelbase and lengthier body compared to the Creta, the Grand-badged version offered a 3rd row of pews as standard, just like its far larger Santa Fe sibling. And, to give credit to the South Korean firm’s local product-planning division, there were virtually no direct rivals for the Grand Creta.
Watch Ciro’s review of the Grand Creta.
Interestingly, this model was badged as the Alcazar in India, where it was built at the brand’s Chennai factory but marketed as the “Creta Grand” in the Middle East and Latin America. For the record, when the thoroughly facelifted version arrived in 2025, Hyundai Automotive SA decided to switch to the “Alcazar” nameplate.
Just how popular was the original Grand Creta in Mzansi? Well, according to our records (based on sales figures reported to industry-representative body Naamsa), as many as 3 281 units were sold locally over a circa-3-year lifecycle.
The Grand Creta’s best year in terms of local sales with its launch year.
Fascinatingly, 2022 was this 7-seater crossover’s best year, with 1 337 units registered. Local sales dipped to 1 097 units in 2023 and further still to 727 units in 2024, before tapering to just 120 units in 2025 (when the Alcazar arrived to supplant it).
Hyundai Grand Creta model line-up in South Africa
At launch, Hyundai Automotive SA offered 5 derivatives.
The Grand Creta was revealed in India – wearing the Alcazar badge, of course – in April 2021, before going on sale in the subcontinental market in June of that year. The 3-row version of the Creta then officially arrived in South Africa in March 2022, with the local line-up comprising 5 derivatives at launch:
Grand Creta 2.0 MPI Executive 6MT (117 kW/191 Nm)
Grand Creta 2.0 MPI Executive 6AT (117 kW/191 Nm)
Grand Creta 1.5 CRDi Executive 6AT (84 kW/250 Nm)
Grand Creta 2.0 MPI Elite 6AT (117 kW/191 Nm)
Grand Creta 1.5 CRDi Elite 6AT (84 kW/250 Nm)
Hyundai Automotive SA offered the Grand Creta with a choice of 2 engines and 2 trim levels. The naturally aspirated 2.0-litre, 4-cylinder petrol engine delivered 117 kW and 191 Nm to the front wheels via either a 6-speed manual gearbox or a torque-converter automatic transmission with the same number of cogs. The 1.5-litre turbodiesel motor (84 kW/250 Nm), meanwhile, was offered exclusively with a 6-speed auto.
After around 3 years on the local market, the Grand Creta was replaced by the Alcazar.
Over the next 3 years, the Grand Creta soldiered on entirely unchanged. Its time on the local market ended when the refreshed version touched down in April 2025, bearing the Alcazar badge. Interestingly, Hyundai Automotive SA opted to trim the range to 3 derivatives at that point, while also slashing the starting price by over R20 000.
What are the Hyundai Grand Creta’s strengths?
The Grand Creta was 200 mm longer than its 5-seater sibling.
Extra interior space: Measuring 4 500 mm from nose to tail, the Grand Creta was not only 200 mm longer than the 5-seater Creta but also even lengthier than the previous-generation (TL-series) Tucson. The added size – including an extra 150 mm between its axles compared to the Creta’s wheelbase – resulted in a rather roomy cabin.
The 60:40-split 2nd row was particularly spacious and boasted reclining seatbacks as well as the ability to slide fore and aft. However, the middle occupant was saddled with a basic lap belt rather than a 3-point inertia reel.
Plenty of space in the cabin.
What about the boot, you ask? Well, with all 7 seats deployed, Hyundai’s local division claimed a figure of 180 litres – just enough to handle a few bags of shopping. While the company also listed a truly cavernous utility space of 1 670 litres (with the 2nd and 3rd rows folded down), it frustratingly didn’t provide a figure with only the final row dropped.
That said, based on the Indian-spec model, we’d venture the Grand Creta offered around 580 litres of luggage space when in 5-seater mode. That’s considerably more than the 433 litres available in the standard Creta.
The turbodiesel engine offered low-down punch.
Frugal diesel engine: On paper, the 1.5-litre turbodiesel engine’s maximum power of 84 kW seemed a little, well, meagre – particularly for a crossover tasked with ferrying up to 7 occupants. However, with peak torque of 250 Nm available from 1 500 to 2 750 rpm, the diesel-powered Grand Creta displayed ample oomph in the real world.
This “Smartstream” CRDi motor was also capable of highly impressive fuel economy. Hyundai claimed a combined figure of 6.5 L/100 km, though achieving even lower numbers was entirely possible – with a little effort, of course. In comparison, the 2.0 MPI engine drank unleaded petrol at a claimed rate of 8.9 L/100 km.
The Grand Creta served up a broadly comfortable ride.
Pliant ride: Much like the standard SU2-series Creta, the Grand Creta – which stuck with a basic torsion-beam setup at the rear – delivered a broadly comfortable ride, with the suspension able to absorb most road imperfections. Hyundai claimed the longer wheelbase facilitated an even cushier ride than that of the Creta, although any difference in the real world was negligible.
Intriguingly, a listed ground clearance of 200 mm meant the Grand Creta benefitted from a 10 mm higher ride height than its 5-seater sibling (and 19 mm more than the NX4-series Tucson), arguably making it even better suited to gravel travel. In addition, Elite derivatives featured a trio of “traction control modes”, including a mud setting in which sensors would “detect wheel slippage and distribute the torque to the wheel with the best traction”.
What are the Hyundai Grand Creta’s weaknesses?
The final row of 2 seats was suitable only for children.
Tight 3rd row of seats: Considering most 7-seater crossovers – even large examples – tend to make a similar compromise, is it fair to criticise the Grand Creta for a lack of space in the final row? Perhaps not, though it is important for potential buyers to note that the 50:50-split pews in the 3rd row were made to accommodate only young children (and not adults, lanky or otherwise).
Admittedly, we suspect the majority of users would keep those 2 jump seats stowed most of the time, instead maximising luggage capacity. Still, should you choose to transport kids back there, at least the Seoul-based automaker has included dedicated ventilation controls, along with USB ports, cupholders, some storage space and 3-point inertia reel seatbelts (but keep in mind coverage from the curtain airbags doesn’t extend quite that far back).
No airbag coverage for the 3rd row.
Light-coloured interior trim: As part of a generally generous list of standard kit, all 5 derivatives in the Grand Creta line-up shipped with faux-leather upholstery. Unfortunately, Hyundai went with a dual-tone colour scheme, seeing large sections of the seats, dashboard and interior door panels covered in light-coloured trim. Of course, this was prone to grubbiness and ultimately impractical for a family vehicle.
Lack of a parcel shelf: In South Africa, a simple parcel shelf offers crucial visual security, keeping prying eyes from spotting any valuables stowed in the boot. Curiously, however, the Grand Creta did without such an item, which was a particular concern when running the vehicle in its 5-seater configuration.
Light-coloured upholstery was prone to grubbiness.
In fact, the company – perhaps expecting the final row to be in use more often than not – didn’t even include any mounting points for a parcel shelf, which ruled out adding some sort of aftermarket solution. The only option, then, was to tint the rear glass to the maximum legal level.
How much is a used Hyundai Grand Creta in SA?
Most examples on the used market feature an automatic gearbox.
In South Africa, the Hyundai Grand Creta came with a 5-year/150 000 km manufacturer’s warranty, an additional 2-year/50 000 km powertrain warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km). A range of 5 relatively subdued paint colours was available: Moonlight Blue, Phantom Black, Polar White, Titan Grey and Typhoon Silver.
Around 3-quarters of the Hyundai Grand Creta units listed on Cars.co.za at the time of writing were petrol derivatives. Unsurprisingly, the automatic transmission dominated overall, with just 15% of models employing the manual gearbox.
The available paint colours were subdued.
Some 64% of listed units featured the Executive trim level, while 2024 was the most prevalent model year, accounting for 44% of all listings. Indicated mileage ranged from 5 200 km to 152 000 km, with the latter achieved by a 2.0 MPI Elite 6AT derivative.
Below R350 000: At the time of writing, a quarter of the listed Grand Creta units were priced below this mark. Somewhat predictably, all were from the 2022 and 2023 model years, and all but 2 examples had more than 50 000 km on their respective odometers. Most featured the Executive grade.
R350 000 to R450 000: This pricing bracket housed almost 60% of listed Grand Creta units. Here we found a few turbodiesel derivatives from the opening and 2nd model years, along with several late model-year 2.0 MPI Executive 6AT variants.
R450 000 and up: A budget upwards of R450 000 unlocked the remaining 15% of listings. The most expensive example we found was a 2024 2.0 Elite 6AT with around 20 000 km on the clock and priced at R479 950.
Which derivative should you choose?
A reverse-view camera was standard across the range.
So, which variant is the pick of the Grand Creta range? Well, though the atmospheric 2.0-litre petrol motor is certainly well proven, there’s no escaping the fact it does its best work high in the rev range, which in turn has a negative impact on fuel consumption. As with any atmospheric petrol unit, it furthermore suffers somewhat at higher altitudes.
In contrast, the 1.5-litre turbodiesel mill – standard with the 6-speed automatic transmission – offers plenty of low-down torque, rendering the oil-burning version of the Grand Creta far better suited to occupant- and load-carrying duties. In addition, it’s far more frugal with fuel.
The Elite grade included a panoramic sunroof.
Since the Executive grade isn’t missing any critical features, we’d suggest letting your budget choose the trim level. For the record, the 1.5 CRDi Executive 6AT shipped standard with items like electronic stability control, 6 airbags, 17-inch alloy wheels, automatic LED headlamps, manual air conditioning, a 7.0-inch instrument cluster, an 8.0-inch infotainment system, a reverse-view camera, wireless smartphone charging and cruise control.
The Elite specification, meanwhile, upgraded to 18-inch rims, an electronic handbrake, a smart key (with push-button start), automatic climate control, a 10.25-inch instrument cluster, front parking sensors (in addition to the Executive’s rear items), a panoramic sunroof, ventilated front seats and electric adjustment for the driver’s seat.
What are some alternatives to the Grand Creta?
The Grand Creta had few direct rivals.
Although the Grand Creta was plunged into a local market positively saturated with crossovers, it held a unique selling point in its segment. Yes, there were very few other 7-seater models of its size and around its price point (though the petrol-only Chery Tiggo 8 Pro offered more space and extra kit for similar money).
The 10.25-inch instrument cluster of the Elite grade.
That said, there were a few relatively similar – if somewhat “longer in the tooth” – options. The Mahindra XUV500, for example, left the local market soon after the Grand Creta arrived but offered seating for 7 and a turbodiesel engine (as did its even larger successor, the XUV700).
Likewise nearing the end of its life when the Grand Creta hit the market, the larger-still T32-series Nissan X-Trail was available in 7-seater guise, too. But, by that point, the Japanese brand offered the 1.6 dCi turbodiesel engine only in a 5-seater body (meaning those who required an extra row of seats had to settle for petrol power) and only with a manual gearbox.
Is the Hyundai Grand Creta a smart used purchase?
Hyundai’s most affordable 7-seater effectively competed with 5-seater crossovers.
At the Grand Creta’s launch, Hyundai Automotive SA listed several 5-seater crossovers as rivals, suggesting it was competing with the 2nd-gen Volkswagen Tiguan, 3rd-gen Haval H6, XA50-series Toyota RAV4, KF-series Mazda CX-5 and 4th-gen Kia Sportage.
And, in all fairness, that’s likely the best way to think of the Grand Creta – as a standard 5-seater with 2 extra pews for occasional use (and a luggage compartment with vast acreage for the rest of the time).
We’d suggest treating the Grand Creta as a 5+2-seater vehicle.
Ultimately, if your family is of the size that necessitates a full-time 7-seater, we’d recommend looking elsewhere. But treat the Hyundai Grand Creta as a 5+2-seater and this model starts to make far more sense.
Add the fact that soon after this 3-row crossover’s launch, Hyundai Automotive SA went petrol-only with its standard Creta range (having switched to the Indonesian-sourced version), and a Grand Creta 1.5 CRDi starts to look like a compelling proposition indeed.
Frequently Asked Questions (FAQ) about the Hyundai Grand Creta
Q: What are the engine options available for the Hyundai Grand Creta in the used market?
A: Hyundai offered the Grand Creta with two engine options: a naturally aspirated 2.0-litre petrol engine (117 kW/191 Nm) and a 1.5-litre turbodiesel engine (84 kW/250 Nm). The petrol engine was available with a 6-speed manual or automatic gearbox, while the turbodiesel was exclusively paired with a 6-speed automatic transmission.
Q: What are the main strengths and weaknesses of the Hyundai Grand Creta as a used family crossover?
A: The main strengths are its extra interior space (being longer than the standard Creta), the frugal 1.5-litre turbodiesel engine which provides ample low-down torque and its generally comfortable and compliant ride. Key weaknesses include a tight 3rd row only suitable for young children, the lack of airbag coverage for the 3rd row, the impractical light-coloured interior trim and lack of a parcel shelf.
Q: Which engine and trim level combination offers the best value for a used Hyundai Grand Creta?
A: The 1.5-litre turbodiesel engine is recommended over the petrol unit, as its superior low-down torque and better fuel economy (claimed 6.5 L/100 km) make it better suited for carrying occupants and loads. Regarding trim, the Executive grade is a smart choice as it is not missing any critical features, though the Elite specification offers luxury upgrades like a panoramic sunroof and ventilated front seats.
Mercedes-AMG CLE 53 4Matic+ Coupe (2025) Review
With its striking matte black paintwork and seductive lines, the Mercedes-AMG CLE 53 Coupe was easily one of the most head-turning cars to grace our test fleet in 2025. Is it truly a return to form for AMG after a difficult few years?
We like: Striking design, improved interior quality, sense of theatre, balance of performance/entertainment and comfort/luxury.
We don’t like: Very pricey, especially once the options get added on, slightly tardy transmission.
Where does the Mercedes-AMG CLE 53 4Matic+ Coupe fit in?
Once the go-to alternative for well-to-do consumers who wanted to stand out in a crowd of sedans, coupes are a rarity these days in a world obsessed with SUVs and crossover “coupes”. This rarity has only accented their glamorous appeal, and this was very obvious during our test period with Mercedes-AMG’s gorgeous new CLE 53 4Matic+ Coupe, a car that attracted the type of finger-pointing and jealous stares usually reserved for multi-million rand exotics. Then again, at over R2 million, the CLE 53 is a multi-million rand purchase itself…
New coupes such as the CLE have become a rare sight on local roads, which might have just boosted their desirability.
At its price, the CLE 53 Coupe actually has very few direct rivals. In fact, it may have none. Yes, the BMW M4 is on the radar, but that’s a more hardcore performance car. And, yes, the M440i Coupe can be bought for significantly less, but that’s much less exotic. Porsche’s entry-level 911, on the other hand, also powered by a turbocharged 6-cylinder, comes at a roughly R500k premium. Neither Jaguar nor Lexus or Maserati currently list coupes of this nature for sale.
While not wearing a hallowed ’63’ badge, the CLE 53 is a no less desirable AMG.
With its blend of sizzling performance and comfort/luxury, topped with large dollop of desirability, the CLE 53 Coupe is thus quite unique in the local market. But not having rivals doesn’t automatically make anything a good buy. Let’s find out if the Mercedes-AMG CLE 53 4Matic+ Coupe merits your consideration.
How the Mercedes-AMG CLE 53 4Matic+ Coupe fares in terms of…
Design & Packaging
The standard Mercedes-Benz CLE coupe, available locally from around R1.3m, is already one of the sexiest automotive shapes in the local market. With its curvy body stretched elegantly over a generous wheelbase, it arguably looks more expensive than it actually is. It undoubtedly makes for a good base for the AMG variant tested here.
The CLE 53 is easily distinguishable thanks to the air outlets behind the front wheels.
The marque’s trademark Panamericana grille is probably the biggest single visual change compared with the standard car. However, there are loads of smaller details that add up to a significantly more powerful presence. The most notable are the air outlets behind the front wheels, the more chiselled rear spoiler and the way those curvy (wider) wheelarches hug the large wheels tightly. In terms of proportions, this is one of the finest designs on the market.
19-inch alloy wheels are standard, while these 20-inch items are a R17 200 option.
Mind you, our test unit had some help from the options list. The CLE 53 Coupe rides on 19-inch wheels as standard, but our test unit had 20-inch Y-spoke rims fitted, a R17 200 option that seems to be worth it given the visual uplift. Similarly, the Graphite Grey Magno paint perfectly complements the CLE’s design, but is an eye-wateringly pricey option at R98 000. If you want the red brake callipers, then go for the AMG Dynamic Plus Package (which also adds dynamic AMG engine mounts) for R44 000. And a panoramic sliding sunroof? That’s an extra R33k.
Typically tech-heavy Mercedes-Benz cabin is nonetheless relatively easy to interact with.
While costly options are not a Mercedes-AMG preserve, the reality is that the CLE’s price quickly escalates to (base) M4 levels, and so you just have to be sure what you are actually looking for in your R2m+ coupe.
With a body length of 4 853 mm, the CLE is only slightly longer than an M4 (4 801 mm) and marginally wider and taller, too. It is therefore similarly packaged, with usable rear leg- and headroom that makes it possible for passengers of around 1.8m to sit in the back for shorter distances (although it’s obviously better suited to small adults and kids). The boot is rated at a useful 410 litres.
The two rear seats are just about spacious enough to carry adults over short distances but children will be more comfortable.
The cabin is as you’d expect from a modern Mercedes-Benz product. It’s dominated by large screens and shiny surfaces but there have been subtle improvements compared with recent products from the Three-pointed Star. For one, our test unit didn’t have too much piano black (vast expanses of which shows scratches, fingerprints and dust), instead boasting a faux-carbon-fibre trim.
Also, the cabin wasn’t dominated by black trim; our test unit had lovely Balao Brown/black Nappa leather. And, most importantly, while some of the trim materials still feel relatively flimsy, the CLE 53 Coupe was screwed together well, with less movement from the various pieces and no rattles.
Mercedes-Benz offers one of the few portrait-orientated screens on the market and it’s an elegant, neatly integrated solution.
The large, 11.9-inch slanted infotainment screen is home to most of the car’s staggering number of controls and, for the most part, works well. A bugbear for many of our test team remains having to use digital controls for the climate control but at least those elements are well-sized and accessible on the screen. Below the screen is a thin strip of real buttons for features such as audio volume and bringing up the camera views.
Speaking of the latter, the views are crisp and it is worth saying that the larger views offered by Mercedes-Benz’s infotainment screen (also for navigation and even the menus to select drive modes), do mean that you can operate the system faster. The AMG button below the screen brings up the various dynamic settings on the screen itself, allowing the driver to tailor the car’s drivetrain and suspension settings as desired.
The seats are grippy yet comfortable, and offer powered adjustment and heating as standard.
The view from the driver’s seat is suitably ego-stroking and the standard specification is reasonably generous. As standard, the front seats are electrically adjustable (with memory) and boast a heating function. If you want the AMG Performance Seat Package, however, that’ll be an additional R52 000.
It’s a similar story with the car’s infotainment specification. As standard, you get the necessities, but you can end up splurging if you’re not careful. Head-up display is R23 000 and the very nice augmented-reality navigation signals add a further R9 000. A Burmester 3D surround sound system is an optional extra at R26 000.
Ride, Handling & Comfort
The CLE coupe replaced both the previous C-Class and E-Class coupes. Consequently, it is no surprise to find that it attempts to offer a balance of ride comfort, luxury and agility in its dynamics in order to satisfy a fairly wide range of potential customers’ needs. It has all-wheel drive as standard, as well as rear-wheel steering (to boost agility and turn-in) and AMG Ride Control suspension.
Despite the larger wheels and lower-profile tyres, the CLE 53 rides with impressive composure.
For a car with such large wheels, the CLE’s ride comfort around town is impressive, provided you are in comfort mode on the AMG Ride Control suspension. It absorbs bumps and road irregularities well, and the cabin remains a calm and comfortable place during day-to-day driving (within the context of it being a fairly serious performance car).
The CLE feels perfectly suited to high-speed, long-distance driving. We suspect that most drivers will stick to comfort mode, seeing as the sportier modes bring a level of firmness that only really works on smooth, flat surfaces.
The drive mode selectors on the steering wheel control throttle and ESC mapping, transmission and steering response, plus suspension firmness.
That doesn’t mean, however, that it’s a one-trick pony. The steering is nicely weighted and accurate. Flick to the sportier modes (there is a controller on the steering wheel) and there is greater resistance to body roll from the suspension.
While the weight of the car remains perceptible when you start to hustle it, it resists understeer pleasingly well, with just enough playfulness from the rear to engage enthusiastic drivers. That said, even in its most extreme mode, the car has so much inherent grip at the rear that it never becomes an oversteering beast.
The CLE 53 is an AMG in the classic sense – engaging engine paired with immersive dynamics.
So, while by no means as sharp a tool as the BMW M4, it’s not meant to be. It provides a great balance for drivers who don’t want to sacrifice every-day driving comfort for those few moments of lairy, tyre-smoking fun that a more razor-sharp performance car would deliver.
Performance & Efficiency
The straight-6 engine growls addictively, unlike the 4-pot installed in other smaller AMGs…
Under the bonnet is not a four-cylinder engine such as in the AMG C 63, but a turbocharged 3.0-litre straight-6 that also gets an additional electric compressor running off the 48V mild hybrid system. This integrated starter-generator can supply an additional 17 kW and 205 Nm for about 12 seconds, lifting the maximum power and torque figures to 347 kW and 600 Nm. The engine is mated with a 9-speed automatic transmission.
Some AMG trickery augments the sound produced by the quad pipes, but it’s done well.
It’s a relatively demure setup when driving around town but, when provoked, the raspy sound is exciting (and addictive). You can elicit the sound more regularly by switching on the pipes via a controller on the steering wheel. While this is augmented, it’s done well and will please the AMG faithful more than the reedy sound accompanying the 4-cylinder AMG variants.
Paddles enhance the driver’s interaction with the 9-speed transmission. Pity it can be sluggish to change gears.
If there is a fly in the ointment, it is the 9-speed transmission. While it generally works well enough around town and provides a slick, smooth driving experience when unrushed, it is less impressive when used enthusiastically. The car has so much torque that having 9 ratios feels superfluous, and on the edge there is just enough delay between shifts via the paddles and the resultant action to leave a skilled driver frustrated. Throttle response could also be sharpened up, while we’re nitpicking. The latter issue is highlighted by the over-abundance of ratios.
The driving modes are infinitely adjustable.
Still, the CLE 53 is a fast car that offers a particularly strong mid-range punch. Mercedes-AMG claims a 0-100 kph time of 4.2 seconds (the BMW M4 takes 3.5 seconds, for reference). Our stealth bomber-spec unit was feeling particularly energetic and bolted to 100 kph in 4.02 seconds.
Top speed is 250 kph as standard, but you can stretch it to 270 kph by forking out another R41 500 for the AMG Driver’s Package.
With a claimed average fuel consumption of 9.7 L/100 km, the CLE 53 is more efficient than the M4 and also the base Porsche 911. It also has a larger tank (65 litres), which partners well with its other long-distance cruising talents.
Mercedes-AMG CLE 53 4Matic+ Price & After-sales support
At R2 086 446 before options, the AMG CLE 53 Coupe is certainly pricey, and significantly more so when compared with the BMW M440i. With options added, you can very easily get to (pre-options) BMW M4 pricing. The AMG’s sticker includes a 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan.
Verdict
On balance, the CLE 53 is a great new Mercedes-Benz: beautiful, luxurious and comfortable, yet engaging and powerful.
In many ways, the Mercedes-AMG CLE 53 Coupe was one of the most memorable test cars of 2025. Strikingly handsome and with impressive performance and thrills that don’t come at the expense of luxury and comfort, it is a high-tech, modern interpretation of the traditional AMG values we have come to love through the years.
And while there are certainly arguments to be made about its value-for-money proposition, it is positioned in such a way (via its pricing and design) that makes buying it more of an emotional decision anyway. After all, the most desirable things in the world are rarely perfect…
Frequently Asked Questions
What is the price of the Mercedes-AMG CLE 53 in South Africa?
As of late 2025, the Mercedes-AMG CLE 53 4MATIC+ Coupé starts from approximately R2 086 466 in South Africa. Prices may vary based on optional extras, such as the AMG Driver’s Package or specific interior trims.
What engine specs does the Mercedes-AMG CLE 53 have?
The CLE 53 is powered by a 3.0-litre inline-six turbo petrol engine with an exhaust gas turbocharger and an additional electric auxiliary compressor. It produces 330 kW and 560 Nm of torque (up to 600 Nm with overboost). It also features a 48-volt integrated starter generator (ISG) that provides an additional short-term boost of 17 kW and 205 Nm.
How fast is the Mercedes-AMG CLE 53 from 0-100 km/h?
The Mercedes-AMG CLE 53 4MATIC+ Coupé accelerates from 0 to 100 kph in a claimed 4.2 seconds. The top speed is electronically limited to 250 kph, which can be raised to 270 kph with the optional AMG Driver’s Package.
Does the Mercedes-AMG CLE 53 come with all-wheel drive?
Yes, the CLE 53 features the fully variable AMG Performance 4MATIC+ all-wheel drive system as standard. This allows for variable torque distribution between the front and rear axles for optimal traction and dynamic handling.
What transmission does the Mercedes-AMG CLE 53 use?
Power is transmitted via the AMG SPEEDSHIFT TCT 9G transmission, which offers short shift times, double-declutching functions, and multiple downshifts for a sporty driving experience.
Alpina relaunched as ‘standalone’ BMW Group brand
It’s official: the BMW Group has taken full control of Alpina, launching the company as a “standalone” brand alongside the BMW, Mini and Rolls-Royce marques…
Alpina rights officially transferred to BMW Group
60-year-old firm relaunched as “standalone” brand
“BMW Alpina” nameplate trademarked in Mzansi
The BMW Group has officially added a 4th brand to its list of automobile marques, launching Alpina as a “standalone” line alongside BMW, Mini and Rolls-Royce.
Back in March 2022, the BMW Group announced the acquisition of the Alpina brand, though added the transfer of trademark rights (and the resulting discontinuation of the existing Alpina vehicle programme) would occur only at the end of 2025.
Now, with that transfer having taken place and the BMW Group having taken full control of the 60-year-old Buchloe-based small-series manufacturer, it has repositioned “BMW Alpina” as an “exclusive standalone brand under the BMW Group umbrella”.
With the Munich-based automaker saying its initial focus is on “brand activation”, information about specific product plans has yet to be revealed. Of course, it will be particularly interesting to see how BMW differentiates the Alpina division from its existing high-performance BMW M sub-brand.
For what it’s worth, the company says the Alpina brand will retain its “unique balance of maximum performance and superior ride comfort, combined with hallmark driving characteristics” and an “exclusive portfolio of bespoke options and custom materials”.
Revealing the new BMW Alpina wordmark, the German group promised the next chapter of the Alpina story would meet “the highest expectations”. According to BMW, the new badge was “consciously inspired by the brand’s asymmetrical wordmark from the 1970s”.
For the record, the BMW Group filed to trademark “BMW Alpina” in South Africa in September 2022, with the nameplate officially registered in July 2024. The German automaker has since also applied to protect various versions of the Alpina logo.
Of course, the Alpina name holds a special place in BMW Group Africa’s history, with the small-series manufacturer having had a hand in the conception of the SA-exclusive BMW 333i in the 1980s. In addition, 5 units of the Alpina B3 were brought to South Africa in late 2023.
Frequently Asked Questions (FAQ) About the BMW Alpina Brand
Q: What does the BMW Group’s full acquisition of Alpina mean for the brand?
A: As of 1 January 2026, the BMW Group has officially taken full control of Alpina, launching it as an exclusive standalone brand alongside BMW, Mini and Rolls-Royce. This transition marks the end of Alpina’s era as an independent small-series manufacturer and its new beginning as a fully integrated luxury marque within the BMW Group portfolio.
Q: How will future BMW Alpina models differ from the BMW M performance division?
A: While the BMW M division focuses on track-bred engineering and raw competition, the BMW Alpina brand will be positioned to provide a unique balance of maximum performance and superior ride comfort. Alpina vehicles will emphasise high-end refinement, understated luxury and an exclusive portfolio of bespoke options and custom materials, targeting connoisseurs who seek speed without compromising on comfort.
Q: Does Alpina have a historical connection to the South African market?
A: Yes, Alpina has a significant legacy in South Africa, dating back to its role in developing the iconic SA-exclusive BMW 333i in the 1980s. More recently, 5 limited-edition Alpina B3 units were released in South Africa in late 2023 to celebrate 50 years of BMW Group South Africa.
Kia Carnival 2.2 CRDi SXL AT 7-Seater (2025) Review
When it comes to moving people and their belongings across town or country, the humble people-mover is often overshadowed by SUVs and crossovers. Yet, if you want a vehicle built for family duty and everyday practicality, the Kia Carnival SXL could surprise you.
We like: Design, practicality, standard-features tally, frugality.
We don’t like: Some niggly usability issues in the cabin, comparatively expensive.
The large MPV segment is known for sticking to old formulas, yet the past 18 months have seen fresh faces and smart updates to a number of players. Ford started the latest revised-MPV trend with its new generation of people movers, soon followed by its Volkswagen (Transporter) clone. Mercedes-Benz and Chinese newcomer GAC also launched updated family vehicles. Kia entered the scene with a mid-life refresh of the Carnival (née Sedona) in August 2025. This update brought an updated “Tiger Nose” design, ultra-slim LED lighting, and resculpted bumpers. Inside, smarter tech and upgraded trim make a noticeable difference.
Kia Carnival: The local model line-up
Post-facelift, featuring the latest iteration of Kia’s “Tiger Nose” face, the Carnival is a decidely handsome van.
The shakeup didn’t stop at cosmetics and gadgets. Kia trimmed the Carnival range from four models to just two: the entry-level EX and the flagship SXL reviewed here. Between the two, it’s the SXL that really stands out; it’s got the most character and arguably, the most appeal in its class.
This is not your typical van
While the Carnival is by no means a compact vehicle, its elongated shape and modest ground clearance lend it a certain elegance.
Despite sharing a platform with the larger Hyundai Staria, the Carnival’s wide stance, sloped rear roofline, and modest ground clearance (172 mm) separate it from SUVs. With a length of 5 155 mm and height of 1 775 mm, it avoids the classic “box-on-wheels” van stereotype too.
In fact, the word “van” can be a crude and dismissive description reserved for cargo-carriers and airport shuttles. The Kia is anything but that.
Unique position in the market
The Carnival offers powered-everything: luggage lid and sliding side doors.
So, what is the Carnival? In truth – and thanks to the lack of other similar-sized “not-a-van” vans in South Africa – the Carnival sits alone as a genuinely unique minivan for discerning shoppers. It’s an automotive Easter egg, waiting to be discovered by those in the know.
Interior: Car-like comfort and versatility
Thanks to supportive, low-slung front seats, the Carnival feels more car- than van-like to pilot.
Step inside and you’ll spot low-mounted seats, a detail that gives the Carnival a car-like feel. That impression doesn’t fade from the driver’s seat: it’s far more sedan than shuttle, with only the vehicle’s length reminding you you’re piloting something bigger; its height never gets in the way.
The rearmost seats fold into the floor and the second-row pews can be removed or rotated.
But that doesn’t mean Kia has skimped on versatility. The Carnival’s extended bodyshell shines when it comes to practical family duties. The third-row seats – long the Achilles’ heel of large, seven-seater SUVs – are truly usable, even for average-sized adults who don’t mind risking a bit of helmet hair. Thanks to the lack of a space-hogging rear differential under the floor, those seats fold completely flat when not needed. The real showstopper, though, is the middle row: two sliding (and generously reclining) captain’s chairs, both removable and rotatable, with plush armrests for the ultimate in laid-back, long-haul comfort.
Take out both rear rows and you’ve got yourself Courier Guy-level cargo capacity: a cavernous 4 110 litres for whatever the day demands.
Features & Tech of the Kia Carnival
The most striking new feature of the Carnival is the design of the LED headlamps, which brings the look in line with the Sorento.
There isn’t a single feature to wont for in the fully-loaded SXL. Every van has its price and, yes, that R1 299 995 sticker clocks in marginally above those of the Carnival’s competitors. On the other hand, its suite of fitted-as-standard active advanced driver aids (collision warning, adaptive cruise control, lane-keeping and blind spot assists) is the most comprehensive of any vehicle in the category.
The interior is feature-rich, yet in classic Kia style, easy to operate; having physical controls for the HVAC help.
Additionally, there’s an encyclopaedic features list that adds genuine premium features such as electric sliding doors; a heated steering wheel and seats; wireless charging; enough parking cameras to shame an FBI surveillance team; a pair of power panoramic sunroofs and a 180V power socket for each of the three rows of seats.
Performance aplenty
It’s been around for a while, but Kia’s 2.2-litre turbodiesel mill remains as punchy and frugal as ever.
And that’s not even the best part. Let’s face it – few vans other than perhaps Opel’s freak Zafira OPC from the early 2000s are the last word in soccer-van speed. Still, Kia thought it appropriate to equip the Carnival with the Sorento’s 2.2-litre turbodiesel engine, sporting 148 kW and bakkie-grade 440 Nm of torque: easily rocketing it to the most powerful in its class, excepting the hybrid GAC M8 hybrid’s 274 kW/630 Nm output.
Fuel consumption? If you’re getting 8 litres per 100 km on a mixed cycle, you’re doing it wrong. And this is in a 2-tonne car.
19-inch wheels are wrapped in sensible 55-profile tyres for comfort.
On the drag strip, against the stopwatch the SXL clocked a 9.84-second 0-100 kph sprint time, besting Kia’s claimed time of 10.7 seconds by almost a full second. For what it’s worth, GAC says the M8 will do the same in 8.8 seconds.
For cut-and-thrust driving, that abundance of torque, available between 1 750-2 750 rpm, translates to a magic carpet of overtaking willingness. Neither articulated truck nor trundling queue of traffic is too troublesome to tip past: the Kia Carnival walks softly but carries a big stick.
Niggles if you’re nitpicking…
Drawbacks? We’re splitting hairs here here, but the indicator stalk is on the wrong side (right and not left); and the HVAC defaults to recirculating mode every time the engine is started – the opposite of what you want when climbing into a sun-boilt cabin.
Thoughtful details
Unlike in most large family SUVs, here the third row of seating is actually usable.
Still, it’s the little things that bring big and memorable differences to the Kia Carnival SLX. Such as USB ports mounted on the inner shoulders of the front seats so that second-row passengers can charge and watch their tablets if mounted behind the front headrests. And not fall over the cables when climbing out. Or that the front passenger seat can be moved by the driver through the press of a button. And those vented seats that keep one’s shirt from sticking to your back on a hot summer’s day.
It may have “only” 7 seats, but the Carnival is superior in many other respects.
No van is an island, though, and if the Carnival’s competitors offer up to 4 more seats against the Kia’s 7, they compromise on performance, features or price. Despite marketers’ best efforts, the concept of an all-star vehicle that’s generous in all provisions of style, speed, safety, spec but above all – space – is a myth: with such competing requirements, something simply has to give.
But not in the Kia Carnival…
It’s an impressive vehicle, the Kia Carnival, and deserves to sell even better than it already does.
Objectively, there’s literally nothing else like it; come school time, work time or holiday time. And especially everything in between on days when a Ford Tourneo or VW Transporter is too workmanlike, a Hyundai Staria locked into a life of ferrying tourists to the Kruger National Park, a Mercedes-Benz V-Class too overpriced and a Toyota Quantum unable to socially distance itself from its taxi roots.
For cometh the hour, cometh the van.
All Kia Carnivals are sold with a 5-year, unlimited kilometre warranty that includes roadside assistance and a 6-year/90 000 km maintenance plan.
Q: What are the key performance specifications of the 2025 Kia Carnival SXL?
A: The 2025 Kia Carnival SXL is powered by a 2.2-litre turbodiesel engine producing 148 kW and 440 Nm of torque. It features an 8-speed automatic transmission and achieved a 0-100 kph sprint time of 9.84 seconds in testing.
Q: How much cargo space does the Kia Carnival offer?
A: When both rear rows of seats are removed, the Kia Carnival provides a cavernous cargo capacity of up to 4,110 litres.
Q: What is the price and warranty coverage for the new Kia Carnival in South Africa?
A: The Kia Carnival 2.2 CRDi SXL is priced at R1,299,995 (before options). It comes standard with a 5-year, unlimited kilometre warranty, roadside assistance, and a 6-year/90,000 km maintenance plan.
5 ways to improve fuel efficiency
Fuel costs are an unavoidable part of car ownership. All drivers and car owners want to spend as little as possible on fuel. Covering the driving distances on their daily commute and the occasional weekend road trip, without paying more.
But how do your driving habits, wheel/tyre choices, and engine maintenance awareness influence fuel consumption? We’ve got a guide for you that explains the driving behaviours and technical features that can increase or decrease your vehicle’s fuel consumption. Giving you 5 ways to improve fuel efficiency.
Change Your Driving Style
More throttle, more fuel. It’s not a difficult concept to understand. If you drive with sudden accelerations and then need to brake heavily at junctions and red traffic lights, you aren’t very efficient.
The truth is that South Africa’s hectic highway and urban traffic make it very difficult to avoid the stop-start driving that is ruinous to fuel consumption.
You can improve your fuel efficiency by adjusting your driving according to what is happening on the road. For example, if you are approaching a red robot or a stop sign, there is no point in speeding up. Rather, reduce speed and approach slowly until you have to come to a stop, then proceed slowly and smoothly.
But what about coasting downhill? It doesn’t really save any fuel because your engine’s electronic control software knows it’s running on low load, and does everything possible to save fuel when driving downhill. Short-shifting in general driving isn’t always that healthy for your car’s engine, either. Too much driving at low engine speeds can increase cylinder pressure, which isn’t ideal for long term engine health.
With most of South Africa’s new cars being automatics, CVTs or dual-clutch transmissions, many drivers don’t have to worry about perfect gearshift patterns to increase efficiency. They just need to be gentle on the throttle. If you have stop-start functionality, use it in traffic.
Improve fuel efficiency by thinking aero
Roof boxes can be handy, but those roof rails and crossbars create drag all the time.
At highway cruising speeds, the most significant factor in fuel consumption is aerodynamic drag. The low-pressure zone around the rear of the car, is responsible for more than three-quarters of the fuel consumption.
Aerodynamic drag is a significant influence on your fuel economy, especially at higher speeds when travelling long distances. There isn’t much you can do to make your car more aerodynamic, but you can be cleverer about shape and spec to ensure you aren’t buying something that’s purposefully unaerodynamic.
Vehicles with a higher stance and boxier proportions have much more aerodynamic drag. That’s bakkies and SUVs. If you really don’t need the all-terrain ability of a high-stance SUV or double-cab bakkie, rather buy a crossover with a lower roofline and a slicker shape that has much less aerodynamic drag.
Also, if you have bicycle or roof racks, take them off when not in use, as they increase drag, which increases fuel consumption.
Lose Weight
Unless you absolutely need to, avoid carrying unnecessary weight on your vehicle.
A vehicle loaded with unnecessary weight will use more fuel, so rather remove these items from your vehicle. If you have to transport goods, driving more slowly will reduce your fuel consumption.
As with aerodynamic considerations, weight is often a function of vehicle type. And it really makes a difference not buying more vehicle than you are going to use. If you don’t really need the structural strength of that heavy SUV or bakkie for towing or hardcore all-terrain adventure driving, you are carrying a lot of weight every driving moment, for no good reason.
Another weight issue to think of, is rotational weight. That’s the influence of unsprung weight, like your wheels and tyres. Those heavy-duty off road specification tyres might look great on your double cab bakkie or SUV. And work well on a road trip to Namibia, but they do increase rotational weight. And that will increase fuel consumption.
Tread and pressure
Large tyres with a deep, aggressive, tread pattern are much heavier on fuel.
Tyres are the most important safety feature on your car. But they also significantly influence performance and economy.
Most drivers know that driving with the correct tyre pressures will deliver the best braking performance, handling, and the lowest tyre drag. Monitoring and keeping your tyre pressures in the ideal range ensures better tyre life and the lowest possible fuel consumption. And it is something that is easy to check and adjust.
But tyres also influence your fuel consumption in other ways. If you choose a high-performance driving tyre designed for optimal braking and cornering grip, it will have a stickier compound and more drag. That also means heavier fuel consumption.
Tyre tread patterns can also dramatically influence fuel consumption. As do tyre size and weight. SUV and double cab bakkie owners often upgrade to all-terrain tyres. These tyres are heavier (with reinforced casings) and feature deeper tread lugs for better grip in sand, rock, and muddy conditions.
Besides being heavier, all-terrain tyres also have more aggressive, deeper, tread patterns, which increase rolling resistance and fuel consumption on sealed surfaces like highways and urban roads. That humming sound you hear from a tyre on a double cab bakkie or SUV at highway speeds? That’s the sound signature of that deep groove tread pattern, literally increasing your fuel consumption.
Improve fuel efficiency with engine health
Car maintenance is essential, and a well-maintained car will use less fuel over time. Make sure that your car is regularly serviced and change your oil and air filters with each service. Also, make sure you are using the correct fuel and oil grade for your car.
You know that oil is essential in your car and it can improve fuel efficiency in ways you might not think of. Remember, it’s not only for lubrication. Oil also serves as an additional cooling agent for your engine. And in a climate like South Africa, where engines are exposed to extreme heat for half of every year, oil works hard. Most modern engines have camshaft timing and phasing, which is hydraulically controlled and driven by the engine oil, adding even more work to all the tasks the oil needs to do.
You should check oil regularly. Especially if you tow a lot, drive your vehicle fully loaded often, or spend most of your days in stop-stop traffic.
Beyond oil, carbon capture also influences engine health and how close your car can operate to its designed efficiency. Modern cars have very advanced emissions controls. The engines have exhaust gas recirculation (EGR) systems and diesel particulate filters (DPFs) that work hard to capture carbon and chemically contain harmful emissions.
But those systems can clog with carbon build-up if you drive in traffic all the time. Why? Because they need to run at a specific predetermined operating temperature to burn off any excess carbon build-up. The issue is that your engine can only reach that operating temperature for the emissions control systems to clean carbon build-up at highway speeds while running at a constant cruising speed. And if the emission systems clog, engine performance degrades and fuel consumption increases.
If you drive daily stop-and-go traffic, a Sunday drive at constant speed on the highway has value. It allows your engine’s carbon-capture system to reach peak operating temperature and clean itself as it was engineered to do.
The complete guide to changing a vehicle’s ownership in South Africa
Selling a car in South Africa can feel like navigating a bureaucratic obstacle course designed by someone who clearly enjoyed paperwork a bit too much. However, if you follow the steps, it can actually be quite a simple process…
Between yellow forms, blue forms and enough acronyms to make your head spin, you might wonder if you’re changing a vehicle’s ownership or applying for top-secret clearance. But fear not – while the process of changing ownership involves more forms than a tax audit, understanding the steps will protect both you as the seller as well as the buyer from administrative nightmares.
Essential documentation required to change vehicle ownership
The foundation of any successful process to change vehicle ownership lies in having the correct paperwork prepared. The Vehicle Registration Certificate (RC1) serves as official proof of ownership and must be handed to the buyer upon sale completion. This document establishes the legal chain of ownership.
The Notification of Change of Ownership (NCO), commonly known as the yellow form, represents the most critical document. Both parties must complete and sign this form, which legally transfers responsibility from seller to buyer. The seller must submit this to their local licensing authority to remove themselves from future liability.
Buyers need to complete the Application for Registration and Licensing (RLV), known as the blue form, to finalise registration in their name. A current Roadworthy Certificate (RWC) must accompany the registration application. Whilst buyers typically arrange this inspection, sellers sometimes provide it to expedite transactions.
Both parties must provide certified copies of their identity documents and proof of address. Foreign nationals require additional documentation, including passport copies and valid residency permits.
Step by step
Pre-sale preparations
Sellers should gather all necessary documentation before meeting buyers: RC1, completed NCO form, roadworthy certificate if available, and certified copies of identification and proof of address.
Sale-day procedures
Both parties complete and sign the NCO form. The seller hands over the RC1 to the buyer. However, legal transfer of liability doesn’t occur until the seller submits the NCO form to the licensing authority.
Critical 21-day window
The seller has exactly 21 days to submit the NCO form to their local licensing authority. This submission removes the seller from all future liability, including traffic fines and licensing fees. Sellers should obtain a stamped receipt as proof of submission.
Simultaneously, buyers have 21 days to complete registration by submitting the RLV form with the RC1, roadworthy certificate, certified documentation, and paying all required fees.
Post-transfer actions
Once the NCO is submitted, sellers should immediately cancel their vehicle insurance. Buyers must arrange their own coverage before taking possession.
Financed vehicles: what to know before changing ownership
Vehicles under finance require additional steps when you plan to change ownership. Banks hold the title until loans are settled. Sellers need settlement letters and clearance from financial institutions before transfers can proceed.
Custom and personalised number plates
Personalised plates remain with the seller unless specifically transferred. These require separate documentation and procedures when a vehicle changes ownership, typically involving plate certificates handled independently.
Timing and financial considerations
Not adhering to the 21-day deadline carries penalties for non-compliance. Late submissions result in additional fees and complications. When documentation is properly prepared, transfers are typically processed the same day.
Transfer fees vary by province and include registration costs, licensing fees, and any outstanding fines. Buyers should budget for these expenses as part of purchase planning.
Protecting yourself as a seller
The most important protection lies in correctly submitting the NCO form within the required timeframe. Once submitted and stamped, sellers are legally protected from future liabilities, even if buyers delay completing registration.
Maintain proper records throughout the process. Keep copies of all signed documents, especially the stamped NCO receipt, as proof of legal compliance should disputes arise.
Final recommendations
Successfully completing the process to change a vehicle’s ownership requires preparation, attention to detail, and strict adherence to deadlines. Sellers should prioritise submitting their NCO form promptly, while buyers must complete registration within the allocated timeframe to avoid penalties.
Both parties benefit from understanding their responsibilities and maintaining clear communication. When appropriately executed, the South African vehicle-transfer system provides adequate protection for all parties whilst ensuring proper registration and licensing compliance.
The key to successfully changing ownership lies in preparation, documentation, and meeting all legal requirements within specified timeframes. Following these guidelines ensures smooth ownership transitions while protecting both sellers and buyers from future complications.
Variety of cars made in South Africa at an all-time high
South Africa boasts a proud automotive history, dating back as far as 1896 when a Benz Velo was imported and demonstrated to President Paul Kruger. In 1922, Henry Ford visited Port Elizabeth (now Gqeberha), and by 1923, Ford had started the first assembly plant in PE. The rest is, of course, history.
Since then, South Africa has established itself as a significant player in the global and continental automotive manufacturing landscape. It’s now a robust industry that combines international expertise with local innovation. The country’s strategic location, skilled workforce, and favourable conditions have attracted numerous global automotive giants to establish production facilities across the nation.
The BMW X3, which is produced locally in the German brand’s plant in Rosslyn, Pretoria.
German premium brands
The backbone of South Africa’s automotive sector consists of several major international brands that have made substantial investments in local production capabilities. Cars made in South Africa include premium vehicles from BMW, which operates a sophisticated plant in Rosslyn, Pretoria. This facility has evolved from producing the 3 Series and 5 Series sedans. It now focuses on the X3 SUV, with substantial export volumes reaching international markets.
Mercedes-Benz has maintained a strong presence in the country since 1958. Its East London plant represents one of the automotive industry’s longest-running success stories. Having produced over a million vehicles, this facility currently manufactures the C-Class and formerly assembled the flagship S-Class. The longevity of Mercedes-Benz’s operations demonstrates the sustained viability of cars made in South Africa for both domestic and international markets.
Toyota manufactures the Hilux bakkie in its Prospecton plant in Durban.
The Hilux legend
Toyota’s Prospecton plant in Durban showcases the diversity of cars made in South Africa. It produces an impressive range including the popular Hilux bakkie, Fortuner SUV, Hiace/Ses’fikile commercial vehicles, and the Corolla range, including hybrid variants.
Meanwhile, Volkswagen’s Kariega facility represents more than 70 years of continuous automotive manufacturing excellence. The plant produces both the Polo and Polo Vivo models, with the Polo earning recognition as a global export success story.
In its Silverton plant, Ford manufactures the Ranger bakkie alongside its VW Amarok twin.
Ford north and south
Ford’s dual-facility approach, with assembly operations in Silverton and engine production in Struandale, highlights the integrated nature of South African automotive manufacturing. Since 1923, Ford has maintained a assembly presence in the country. South Africa now serves as the exclusive global source for the Ranger bakkie, underlining the strategic importance of local production capabilities.
The commercial vehicle segment represents another strength of South African automotive manufacturing. Isuzu’s Gqeberha facility produces the D-Max (formerly KB) with significant recent investments in plant modernisation.
Nissan’s Rosslyn plant, operational since 1964, used to build the very popular NP200 and NP300 but phased them out last year. It continues to produce Navara bakkies, serving both domestic and regional markets.
Hyundai contributes to the commercial vehicle landscape by assembling the EX8 commercial truck at its Benoni plant. I, primarily targets local and regional export markets.
Meanwhile, Mahindra’s relatively new Durban facility at Dube Tradeport, operational since 2018, builds Pik-Up trucks with approximately 40% local component sourcing, demonstrating the industry’s commitment to local value addition.
The heavy commercial vehicle sector includes established players like MAN, which operates manufacturing plants and distribution networks across Southern Africa, and Volvo Trucks, whose Durban plant produces the FH heavy truck range. These operations ensure that cars made in South Africa encompass the full spectrum of automotive needs, from passenger vehicles to heavy commercial applications.
The Peugeot Landtrek looks set to be built at Stellantis’ Coega facility.
More to come?
Looking toward the future, Stellantis represents the newest addition to South Africa’s automotive manufacturing landscape. The company’s new Coega plant, currently under construction, is expected to produce the Peugeot Landtrek, demonstrating continued international confidence in South African manufacturing capabilities. And Stellantis might not be the only new addition; a number of Chinese brands have expressed interested in setting up local manufacturing facilities.
South Africa’s automotive manufacturing industry represents a remarkable success story of international collaboration and local expertise. From luxury sedans and SUVs to robust commercial vehicles and heavy trucks, the diversity and quality of vehicles produced locally continue to grow.
The sustained presence of major global manufacturers, combined with ongoing investments in new facilities and technologies, positions South Africa as a crucial hub for automotive production in the Southern African region. As the industry evolves toward electrification and advanced technologies, South African manufacturing facilities are well-positioned to adapt and continue their important role in the global automotive supply chain.
