The new Chery Himla double-cab bakkie has been unveiled at Auto Shanghai 2025 and looks likely to launch in South Africa in 2026. Here’s what we know so far…
Yes, Chery is officially entering the cut-throat bakkie segment. Meet the new Chery Himla, the Chinese brand’s 1st real stab at a modern double-cab pick-up and a model that is confirmed for South Africa.
Unveiled at Auto Shanghai 2025, the Himla is effectively the production version of the “KP11” concept we saw in Wuhu in October 2024. As we reported then, Chery’s box-fresh bakkie is scheduled to launch in Mzansi either late in 2025 or (perhaps more likely) in 2026.
While confirmed details – and even official press images – are unfortunately still exceedingly thin on the ground, Australian publication carsales.com.au reports that the new Himla will be available with a fresh “Chery-developed” turbodiesel engine.
In addition, some form of hybrid powertrain is likely on the cards, with a fully electric option mentioned, too. Furthermore, a turbopetrol motor seems a sure bet for certain countries. Of course, considering the make-up of Mzansi’s bakkie segment, we’d expect the turbodiesel to be 1st choice for our market.
So, why did Chery decide on the “Himla” badge? Well, the Chinese firm says the nameplate was – under the tagline of “Master the Terrain” – inspired by the Himalayas, the famous mountain range that includes Mount Everest. The word is also an acronym for High performance, Innovation, Multifunctional, Longevity and All-terrain.
The Himla on display at Auto Shanghai 2025 stood on black 19-inch alloy wheels wrapped in chunky rubber. Inside, the cabin was dominated by a large, centrally positioned infotainment screen and a digital instrument cluster.
It’s not yet clear whether Chery will offer its new bakkie exclusively in double-cab form or whether the single-cab body style is also part of its plans. Look out for more technical details on the new Chery Himla as they become available…
The 8th-generation Lexus ES has been revealed in China and the Japanese firm’s local division has already confirmed this fresh sedan for South Africa…
Meet the new Lexus ES. Officially unveiled at Auto Shanghai 2025, the 8th-generation sedan has already been confirmed for South Africa.
Exactly when it will make local landfall is not yet clear, with Lexus SA saying only that it will “confirm specifications, model variants and available technologies” closer to the new model’s “official launch timing”.
However, the Toyota-backed brand’s international press material says a “phased rollout across various regions is scheduled to begin in the middle of 2026”, so we certainly wouldn’t expect to see the new saloon in Mzansi before then.
The new model measures 5 140 mm from nose to tail, making its some 165 mm longer than its predecessor. The wheelbase, meanwhile, grows 80 mm to 2 950 mm, with overall height and width both up, too.
While the current Lexus ES portfolio comprises purely petrol-powered and hybrid derivatives, the 8th-gen version will be offered in certain markets in both hybrid and – for the first time – fully electric form. That’s thanks to an updated version of the TNGA GA-K platform.
Interestingly, the new ES 300h switches from the old 2.5-litre hybrid system to a version built around a 2.0-litre petrol motor. Peak power for this front-driven derivative comes in at 145 kW, based on the brand’s listed prototype values.
Meanwhile, the new ES 350h draws its urge from what Lexus describes as an “upgraded” 2.5-litre hybrid powertrain, available with either front- or all-wheel drive. The listed system output stands at 182 kW. All hybrid derivatives use a continuously variable transmission (CVT).
What about the EV options? Well, the new ES 350e and ES 500e offer front- and all-wheel drive configurations, respectively. The ES 350e generates 165 kW and has a targeted single-charge range of 685 km, while the ES 500e makes 252 kW (with a claimed range of 610 km), allowing the flagship derivative to see off the obligatory 0-100 kph sprint in a claimed 5.9 seconds.
As a reminder, the current Lexus ES line-up in South Africa comprises a trio of derivatives, with prices running from R834 800 to R1 116 300. The base variant represents the entry point to the Japanese luxury brand’s range in South Africa, undercutting the UX and NX crossovers.
Cars.co.za can confirm that Jaecoo’s plans to launch the cute-looking J6 EV off-roader in South Africa have been put on hold. But wait, speaking exclusively to Cars.co.za, the brand confirmed that the J6 will instead revert to its original branding iCar.
The announcement was sudden and Jaecoo’s local arm was already in the advanced planning stages for the J6’s SA market launch, which was earmarked for May/June 2025.
We had the opportunity to drive the J6 in early 2024 in China (read: All-electric J6 coming to SA). As a reminder, the J6 was available in single- or dual-motor configuration and had a claimed 0-100 kph time of around 6.5 seconds. Depending on configuration, the expected range was between 400 and 500 km.
The return to the iCar name comes with complications, as we understand that Chery South Africa will market the new brand separately from the Omoda/Jaecoo/Chery dealers.
That will require standalone dealerships, staff will need to be trained on the EV/PHEV lifestyle, and as a result, the iCar 03 is only expected to be retailed by the end of 2025/early 2026.
Possibly one of the biggest challenges will be the name iCar (as a Cupertino-based tech brand tends to prefix its product names with an “i”); Chery applied to trademark “iCar” in South Africa on 15 April 2025.
The iCar 03 has a wheelbase of 2 715 mm, length of 4 406 mm and the vehicle tips the scales at just under 1 900 kg. While it may be marketed as an off-roader, it is important to note that the model has a monocoque as opposed to a ladder-frame chassis (as used by the Suzuki Jimny). Ground clearance is rated at 200 mm, and having the dual-motor powertrain should allow for some off-road adventures.
The iCar 03 will be the first of many products from this new brand and we’re keen to see just how much interest there is in a posh electric Jimny.
5 Most Expensive Mercedes-Benz Cars in South Africa
What are the most expensive Mercedes-Benz cars you can buy in South Africa right now? This article highlights the 5 priciest Mercedes-Benz models currently on the market in Mzansi!
Are you looking to buy the most expensive Mercedes-Benz cars in South Africa? You’ve come to the right place!
Mercedes-Benz is a highly sought-after luxury car brand in South Africa and the Stuttgart-based firm offers a wide range of vehicles including sedans, coupes, convertibles, hatchbacks, SUVs, MPVs, ultra-luxurious Maybach models, high-performance AMG models and a growing range of electric cars.
5 Most Expensive Mercedes-Benz Cars in South Africa
1. Mercedes-Maybach S-Class S680 from R5 079 542
The pinnacle of Mercedes-Benz luxury is its ultra-luxurious Maybach arm and currently the Mercedes-Maybach S-Class S680 is the most expensive Merc-badged model you can buy for R5 079 542.
Powered by a mighty turbocharged 6.0-litre V12 engine that produces a hefty 450 kW and 900 Nm of torque, the S680 will have you cruising in luxurious comfort and you’re unlikely to notice that it’s capable of sprinting from zero to 100 kph in 4.5 seconds.
The Mercedes-Maybach GLS600 with a price of R4 536 434 is the second most expensive Merc-badged car you can buy in South Africa.
Power comes courtesy of a 4.0-litre bi-turbocharged V8 petrol engine that’s good for 426 kW and 730 Nm. Zero to 100 kph is claimed in 4.9 seconds which is an impressive feat for this luxo-barge.
3. Mercedes-AMG GT63 S E Performance 4-door Coupe – from R4 361 253
The Mercedes-AMG GT63 S E Performance is currently the most expensive AMG model you can get your hands on with a starting price of R4 361 253.
This beast is fitted with a high-power electric-hybrid powertrain combining a stonking bi-turbocharged 4.0-litre V8 engine and an electric motor that together produces 620 kW and 1 400 Nm of torque resulting in scintillating performance with a claimed zero to 100 kph sprint time of 2.9 seconds!
This list wouldn’t be complete without a G-Class in it and the AMG G63 is the second most expensive AMG model currently on sale in South Africa with a price starting from R4 321 459.
Merc’s AMG-fettled bit-turbocharged 4.0-litre V8 engine powers the G63 with notable outputs of 430 kW and 850 Nm of torque which will propel the G-Class from zero to 100 kph in a claimed 4.5 seconds which mightily impressive for a vehicle of this size.
The Mercedes-AMG GLS63 4Matic+ is priced from R4 243 127 and rounds off this list of the most expensive Mercedes-Benz cars available in South Africa.
It’s powered by a Merc’s formidable bi-turbocharged 4.0-litre V8 engine with 450 kW and 850 Nm of torque available which results in brisk acceleration with Merc claiming 4.2 seconds in the sprint from zero to 100kph which is impressively fast for an SUV with a kerb weight of around 2 700 kg.
Mercedes-Benz is a popular luxury brand in South Africa with a vast model range available to local buyers. What are the 5 cheapest Mercedes-Benz cars you can buy in South Africa right now? Let’s take a closer look!
Are you shopping for the cheapest Mercedes-Benz cars in South Africa? Mercedes-Benz is a sought-after luxury car brand and the German marque has a wide range of vehicles on sale in South Africa.
Mercedes-Benz rivals other luxury brands such as BMW and Audi. The local range includes hatchbacks, sedans, MPVs, SUVs, high-performance AMG models, ultra-luxurious Mercedes-Maybach models and a growing range of EQ electric cars.
However, with new car prices skyrocketing and household budgets under pressure, buying a Mercedes-Benz, or any luxury car for that matter, is a pricey affair.
Nonetheless, if you want the prestige of driving a car with the famed three-pointed star on the nose for the least amount of money possible then consider these 5 cheapest Mercedes Benz cars below.
Note that pricing is accurate as of April 2025.
5 Cheapest Mercedes Benz Cars in South Africa
1. Mercedes-Benz A-Class – From R813 124
The Mercedes-Benz A-Class is the entry point into the luxury brand.
The Mercedes-Benz A-Class is offered as a hatchback or sedan in either Progressive or AMG Line trim. The A-Class range is powered by a 1.3-litre turbopetrol engine with 130 kW and 270 Nm (A200) or buyers can opt for a 2.0-litre turbodiesel engine (A200d) with 110 kW and 320 Nm of torque.
For buyers seeking potent performance, the Mercedes-AMG A35 4Matic and the A45 S 4Matic+ hatchbacks are available with a 2.0-litre turbopetrol engine producing 235 kW / 400 Nm and 310 kW and 500 Nm respectively. The Mercedes-AMG A35 4Matic Sedan uses the same engine as its A35 hatchback sibling, all paired with an 8-speed dual-clutch automatic transmission.
If you’re looking for the cheapest Mercedes-Benz SUV, look to the GLA.
Offered in both petrol and diesel guise, the GLA can be had in either Progressive or AMG Line trim. The GLA 200 is powered by the familiar 120 kW / 250 Nm 1.3-litre turbopetrol engine mated with a 7-speed dual-clutch automatic transmission. The diesel engine is a 2.0-litre turbodiesel unit delivering 110 kW and 320 Nm of torque and is paired with an 8-speed dual-clutch transmission.
Interestingly, when the first generation CLA came to market back in 2013, pricing started from R348 700! Those days are long gone and the facelifted second-generation CLA is now priced from R905 156.
Offered in either Progressive or AMG Line trim, the CLA range starts with the CLA200 powered by a 120 kW / 250 Nm 1.3-litre turbopetrol engine mated with a 7-speed dual-clutch automatic transmission. A 2.0-litre turbodiesel engine is also available with 140 kW and 400 Nm but is paired with an 8-speed dual-clutch automatic transmission.
The high-performance AMG CLA35 4Matic and the CLA45 S 4Matic+ tops the range with a 2.0-litre turbopetrol engine delivering outputs of 225 kW / 400 Nm and 310 kW and 500 Nm respectively, both paired with an 8-speed dual-clutch automatic transmission.
The cheapest Mercedes-Benz in South Africa is the Vito Multi-Purpose Vehicle (MPV). The Vito is available in 3 body styles including the Panel Van, Mixto CrewCab and the Tourer people mover.
There are 4 engine choices on offer including an 84 kW / 270 Nm 1.6-litre turbodiesel engine (111), a 100 kW / 330 Nm 2.1-litre turbodiesel engine (114), a 120 kW / 380 Nm 2.0-litre turbodiesel engine (116) and the range-topping 140 kW / 440 Nm 2.0-litre turbodiesel engine. Manual and automatic transmissions are also on offer.
The locally-assembled C-Class is one of Merc’s most popular models and the latest W206 generation is an impressive product.
The C-Class can be had in petrol and diesel guise (with 48V mild-hybrid technology) with the C200 powered by a 1.5-litre turbopetrol engine with 150 kW and 300 Nm of torque and paired with a 9-speed automatic transmission. The diesel C220d has a 2.0-litre turbodiesel engine with 147 kW and 450 Nm of torque and is mated with a 9-speed automatic transmission. Buyers can choose between Avantgarde and AMG Line trim.
The C-Class range is headlined by the 500 kW AMG C63 S E Performance but the AMG C43 4Matic is also available with its mild-hybrid 2.0-litre turbopetrol powertrain delivering 310 kW and 500 Nm of torque to all four wheels via a 9-speed automatic transmission.
Nissan has revealed a new PHEV bakkie that boasts over 300 kW. Revealed in China but confirmed for export, is this the Japanese automaker’s answer to the BYD Shark 6?
Meet the new Nissan Frontier Pro plug-in hybrid electric vehicle (PHEV). Revealed at Auto Shanghai 2025 in China, the Japanese brand’s very first PHEV bakkie has a power output in excess of 300 kW, which sees it square up to the BYD Shark 6.
Seemingly based on the Nissan Yuanye Z9 already offered in China (and produced by Zhengzhou Nissan, the brand’s joint venture with Dongfeng), the Frontier Pro PHEV double cab will likewise be built in the world’s 2nd most populous nation. However, Nissan has confirmed it “will also be exported outside of China, with the recipient markets to be the subject of a future announcement”.
In addition, a Nissan executive told Australian publication carsales.com.au that though select Latin American countries are most likely to be the first export markets for the newcomer, right-hand-drive production is also under consideration. What that means for South Africa, of course, remains to be seen.
According to Nissan’s preliminary specification sheet, the new PHEV bakkie measures 5 520 mm from nose to tail, with a wheelbase of 3 300 mm. That makes it a consideration 260 mm longer than the current Navara double cab (and 63 mm longer than the Shark), with an 150 mm extra between its axles, too.
The ladder-frame PHEV bakkie’s ground clearance comes in at 231 mm, while the approach- and departure angles are 30- and 25 degrees, respectively. The Frontier Pro plug-in hybrid’s weight is listed as 2 540 kg, while the load bed measures 1 520 mm long, 1 600 mm wide and 490 mm deep. During the press conference in China, Nissan also mentioned a braked towing capacity of 3 500 kg.
Nissan says its Shanghai design studio was “inspired by the distinctive 3-slot opening in the hood of the 1980s Nissan D21 Hardbody”. So, when putting together the PHEV bakkie’s lighting signature, the designers “leveraged LEDs to reimagine this design element for a new era”.
What about the powertrain? Well, the plug-in hybrid arrangement is built around a turbocharged 1.5-litre, 4-cylinder petrol engine, with a “high output” electric motor mounted to the transmission. Total system outputs stand at “over 300 kW” and “up to 800 Nm”. For the Chinese market, Nissan says the Frontier Pro plug-in hybrid is “targeted to deliver up to 135 km of EV-only [NEDC] range”. Details of the battery pack have yet to be released.
The PHEV bakkie features a 5-link rear suspension system and all-wheel drive, while all derivatives for China ride on 18-inch alloy wheels wrapped in 265/65 R18 tyres. Nissan says it has also included an “electromechanical” rear differential lock, along with a quartet of drive modes.
Inside, Chinese-spec models feature a panoramic roof as standard, along with a 10-inch LCD instrument panel and a 14.6-inch infotainment screen. Items like front-seat heating and a massaging are also available in that market.
As a reminder, the D23-series Navara we know in Mzansi is badged as the Frontier in Latin America. While countries like Australia are due to receive a next-generation Navara based on the new Mitsubishi Triton, Nissan will seemingly instead offer a heavily facelifted version of the current model in Latin America.
Though Nissan SA has not yet officially confirmed its plans, the Japanese brand’s bakkie strategy in Africa may well mirror its approach in Latin America. If that indeed ends up being the case, South Africa would stick with a heavily facelifted version of the long-in-the-tooth D23-series model, a bakkie that would likely continue being built in Rosslyn for export to the rest of Africa. But only time will tell…
The Citroen C3 1.2T Max is the flagship variant of the French marque’s crossover-like budget car. The Indian-made model isn’t as refined as its predecessor, but with a keen price tag, perky performance and plenty of standard features, it’s worth a closer look.
We like: Peppy engine, fuel efficiency, best-in-class infotainment system, value for money
We don’t like: Some build quality and refinement issues, but we’re nitpicking at this price point.
Citroen South Africa took a brave step when it switched its source markets for the current-gen C3. Originally, our C3 hatchbacks were sourced from France, but when they landed on our shores, their respective price tags reflected that they were bought with Euros! This iteration of C3 is assembled in India, which means lower production- and landed costs, and those savings are passed on to consumers.
The 1.2T Max offers a few additional features and is powered by a 1.2-litre 3-cylinder turbopetrol engine mated with a 6-speed auto box. The choice of transmission is quite apt, seeing as the motoring world is migrating en masse from 3 pedals (manual) to 2 pedals (auto) as our road networks become busier.
The 2-tone paint finish is a no-cost option.
Affordability is key in the new-car game as the list prices of fresh metal have increased dramatically over the past few years. Finding a new model with all the requisite convenience features and safety tech, not to mention a good economy/performance balance, is a challenge – you have to be willing to compromise.
Yet, if you dive deep into the sub-R400k segment, you’ll find a handful of offerings vying for market share. The Citroen C3 Max competes in the budget hatchback/crossover segment and rivals range from the Hyundai Exter, Mahindra XUV 3XO and Suzuki Ignis, to the Nissan Magnite and Renault Kiger. Also, we suspect that Citroen is hoping to steal a few customers who are eyeing up a Volkswagen Polo Vivo.
The 1.2-litre 3-cylinder turbopetrol engine is well known in the Stellantis Group, which has used it in multiple applications. We’re fans of the motor’s rorty note and energetic power delivery, and in the more premium of Stellantis’ offerings, such as the criminally underrated Opel Mokka, it’s a star performer.
In the C3 Max, it makes a tidy 81 kW/205 Nm and drives the front wheels via its 6-speed auto. Citroen SA doesn’t offer a claimed performance figure, but our test gear confirmed a 10.81-sec zero 100 kph time, which sounds a bit sluggish but doesn’t feel it, helped by the Citroen’s relatively low kerb weight of just over 1.1 tonnes. This acceleration figure is on par with its nearest rival, the Mahindra XUV 3XO (10.86).
The Citroen C3 Max’s performance feels willing and energetic, with the 6-speed auto shuffling its gears reasonably efficiently, but engine noise permeates the cabin at higher revs, which hampers refinement.
Given the 1.2T Max’s keen price tag, we suspect some noise-insulation material (padding, if you will) has been removed to help reduce production cost, which explains the higher noise, vibration and harshness.
The 6-speed ‘box is a welcome addition for those who negotiate congested traffic on their daily commute.
Also, bear in mind that whereas some of the Citroen’s naturally aspirated (non-turbocharged) rivals will suffer a 17% power dropoff in the thinner air of Gauteng (South Africa’s biggest automotive market), the turbopetrol-powered C3 Max’s “upcountry performance” will be much like it is at sea level. And that’s a boon, especially when this compact car needs to operate while fully loaded with occupants and luggage.
7.0 L/100 km is a more than acceptable return from this punchy engine.
The claimed fuel economy figure for this model is 6.3 L/100 km, and considering its fuel tank has a 30-litre capacity, you can expect the Citroen to have a full-to-empty tank range of under 500 km.
We drove in mixed (freeway and urban) road conditions during this review, and the test unit’s indicated consumption of 7 L/100 km was a satisfactory return for a city car. To encourage a fuel-efficient driving style, a cute leaf icon on the instrument cluster illuminates in a green hue whenever you drive frugally.
Ride and Handling
Plump tyres do their part to soak up ruts and bumps on poorer road surfaces.
The C3 Max may be a hatchback, but we appreciated its crossover-like perched driving position. Not only does it allow for easier ingress to/egress from the cabin, it facilitates excellent outward visibility.
Unlike most budget cars, the Citroen C3 Max offers 180 mm of ground clearance, making it surprisingly useful for travelling on gravel roads or hopping onto kerbs (if need be). The 15-inch alloys are wrapped in plump 195/65 tyres, and they help the French hatchback’s suspension soak up most road imperfections. Citroen models are renowned for their forgiving ride qualities… and the Indian-built C3 is no exception.
The steering column is only adjustable for rake (tilt), but perhaps a reach-and-rake setup is too much to expect at this price point. Still, what it lacks in adjustability, it makes up for in lightness. The Citroen feels nimble and effortless to pilot on narrow city roads, but still offers a modicum of feel and engagement.
Practicality and Features
The neat and minimalist interior of the Citroen C3 Max.
The Citroen C3 Max features virtually all the convenience features one would expect to find on a contemporary budget car, including electric windows, aircon, a multifunction steering wheel, and a touchscreen infotainment system (with smartphone mirroring tech) and a reverse-view camera.
However, the 1.2T Max adds additional comfort and safety features over those of the 1.2 Max manual derivative, such as auto aircon, leather trim on the steering-wheel rim, exterior temperature readout, auto-folding side mirrors, LED headlights, electronic stability control, as well as a hill-hold function.
This infotainment system looks classy and is especially user-friendly.
The test team also praised the 10-inch infotainment system. Not only does it look great, but the user experience is pleasantly simple, the feed from the reverse-view camera displays clearly, and wireless (as opposed to plug-in) Android Auto and Apple CarPlay enable you to use various satnav- and streaming music apps. We also appreciated the rear parking sensors, but wish the spec included cruise control.
A reverse-view camera and parking sensors take much of the pain out of tricky parking manoeuvres.
In the past, car companies have omitted some safety features from their budget-car models to keep those products as keenly priced as possible, but to Citroen’s credit, the C3 1.2T Max bucks the trend by offering dual front-, side- and curtain airbags (6 in total), electronic stability control (over and above anti-lock brakes with electronic brake-force distribution), as well as ISOFIX child-seat anchor points.
Rear legroom is quite fair. Note the twin USB-C ports and central cupholder.
Thanks to its 2 540-mm wheelbase, the C3 Max offers relatively generous cabin space and heightened practicality. There is sufficient leg and headroom for aft occupants (even average-sized adults), who can recharge their devices via a pair of USB-C ports. Only 1 seat storage pocket is offered, however.
Load-bay capacity is par for the segment, with this Citroen offering up 315 litres of luggage space, which edges out the Hyundai Exter (290 litres), but loses top honours to the Mahindra XUV 3XO (364 litres).
There are some cheap-feeling plastics, but again, this car costs under R300k.
In terms of build quality, the C3 Max seems reasonably well put together, but some elements suggest Citroen has implemented measures to reimagine the model as an affordable city car. Apart from the strained engine note at high revs, we also discerned marked wind noise intrusion at triple-digit speeds.
We further encountered a strange quirk with the fuel-flap mechanism: we needed to pull the release lever a few times before it worked as expected, and the seats, while sufficiently comfortable and neatly trimmed, offer little side-bolstering. Still, we have to remind ourselves that this is a sub-R300k vehicle.
Price and After-sales support
The Citroen C3 1.2T Max retails for R299 900 (April 2025) and is sold with a 2-year/30 000 km service plan and a 5-year/100 000 km warranty.
It is refreshing to drive a new model that comes well-equipped for its segment and is keenly priced. What is more, the range-topping Citroen C3 1.2T Max’s level of performance (enhanced with the convenience of a self-shifting auto ‘box) is more than acceptable, its standard features list is lengthy, plus there’s no shortage of safety equipment. It is no surprise that this is Stellantis’ best-selling model in South Africa.
Granted, if you compare the outgoing French-built C3 with this new Indian-built C3, there’s a tangible drop in tactile quality with cheaper-feeling materials used and a lower level of on-road refinement, but bear in mind that Citroen took a conscious decision to reposition its light hatchback (formerly a Suzuki Swift competitor) as a budget car or -crossover. Some material compromises needed to be made.
It’s a novel approach by Citroen, as most carmakers tend to gradually move their models upmarket, not downmarket, but based on the model’s relative sales success, prospective buyers are so enticed by the C3 Max’s pricing that they are (understandably) willing to overlook the model’s few shortcomings.
The latest fuel price data released by the Central Energy Fund (CEF) points to fuel price cuts for May 2025. See the fuel price forecast below!
Despite a tumultuous political and economic environment, both locally and abroad, South African motorists are likely to see reductions in fuel prices for May 2025.
President Trump’s aggressive tariff program and intensifying US-South Africa relations impacted negatively with the US Dollar/Rand exchange rate reaching a high of R19.76 earlier this month, but has since recovered to R18.62. Significantly lower international oil prices, however, has contributed to an over-recovery for all grades of fuel which is likely to translate into fuel price reductions for local consumers.
According to the latest unaudited fuel price data released by the Central Energy Fund (CEF), the price of 95-grade petrol could see a reduction of 21c/l while the price of 93-grade petrol could be cut by 19c/l. Similarly, the price of 0.05% Sulphur diesel and 0.005% Sulphur diesel could be cut by 38 c/l!
Final fuel price adjustments will be announced in early May 2025.
Fuel Price Forecast – May 2025
Fuel Type
Apr 25 Inland
Apr 25 Coast
May 25 Inland*
May 25 Coast*
Petrol Unleaded 93
R21.51
R20.72
R21.32
R20.53
Petrol Unleaded 95
R21.62
R20.83
R21.41
R20.62
Diesel 0.05%
R19.32
R18.53
R18.94
R18.15
Diesel 0.005%
R19.35
R18.59
R18.97
R18.21
* May 2025 figures are forecast figures and not official.
The original (T6-series) Ford Ranger Raptor was unparalleled when it came to high-speed off-road ability, though it caught some flak for its engine. So, does a used version of this “high-performance” pick-up make sense?
When the wraps finally came off the Ford Ranger Raptor in early 2018, the automotive world’s collective jaw dropped – but perhaps not (only) for the reason you might think.
Though the apex version of the T6-series Ford Ranger was certainly an imposing bakkie and its suspension a decidedly impressive feat of engineering, it was the Blue Oval brand’s choice of a 4-cylinder turbodiesel engine that ultimately hogged the headlines.
The Ranger Raptor was revealed in early 2018.
Yes, considering the Ranger Raptor debuted as an official Ford Performance product – and technically counted the mighty F-150 Raptor as a close sibling – many felt it deserved a few more cylinders. Indeed, early rumours suggested Ford would use either an uprated version of the 3.2-litre 5-cylinder turbodiesel unit or a turbocharged 3.5-litre V6 petrol motor (with some even hoping for a V8).
Instead, the Dearborn-based brand opted for a comparatively small-capacity turbodiesel. Its reasoning? Well, Ford proposed that the Ranger Raptor’s party piece was its (incredibly R&D-intensive) chassis rather than its engine, saying the focus simply wasn’t on out-and-out power. We’d further speculate that a downsized turbodiesel motor made this model an easier sell in key export markets in Europe.
Ford’s 1st take on the Ranger Raptor was built in South Africa and Thailand.
As an aside, it’s worth noting the original Ranger Raptor double cab was produced both in Thailand and at Ford’s Silverton facility right here in South Africa. Its successor, however, is manufactured exclusively in the bakkie-mad Southeast Asian country.
Ford Ranger Raptor in South Africa
The local launch took place towards the middle of 2019.
The original Ranger Raptor was revealed in Thailand in February 2018, before hitting the market in South Africa in May 2019, soon after the broader T6-series Ranger line-up received its 2nd facelift. Just a single derivative was on offer, standard with a 10-speed auto transmission and priced at R786 400.
Ranger Raptor 2.0 BiT 10AT 4×4 (157 kW/500 Nm)
In August 2020, Ford rolled out spec updates to select Ranger variants, with the Raptor upgrading to LED headlamps. Then, in February 2021, the Raptor (and various other Ranger derivatives) gained FordPass Connect and the FordPass app, allowing owners to control various vehicle functions remotely.
The Raptor Special Edition was offered in “limited numbers”.
By October 2021, the rather unimaginatively named Ranger Raptor Special Edition had launched in South Africa, available in “limited numbers”. What set the Special Edition apart from the standard Raptor? Well, while it was likewise available in Conquer Grey, Frozen White, Performance Blue or Agate Black, it further scored twin matte-black racing stripes (edged in red) on the bonnet, roof, flanks and tailgate.
In addition, the front tow hooks were finished in red, while the wheel arches, bumpers, exterior door handles and grille featured a matte-black finish. An integrated black sports hoop similar to that of the Wildtrak was also included, along with a lockable “Mountain Top” black roller shutter. Inside, the limited-run derivative sported red (as opposed to blue) stitching on the steering wheel, seats and door cards.
The limited-run derivative’s “Mountain Top” roller shutter.
Raptor production at Silverton continued until around November 2022, when Ford started building the new-gen Ranger. From what we understand, the Blue Oval brand sold approximately 3 600 examples of the 1st-generation Ranger Raptor in South Africa. The last listed price from Ford was R951 900.
What are the Ranger Raptor’s strengths?
The original Ranger Raptor’s high-speed off-road ability was unmatched.
High-speed off-road ability: At launch, Ford promised the Raptor would “set a new benchmark” when it came to high-speed off-road ability. And the Dearborn-based brand was bang on the money – there was nothing quite like it straight from the factory. All-out attack on punishing terrain was very much the order of the day.
Bespoke position-sensitive damping shock absorbers (developed and manufactured by FOX) were key to the Raptor’s class-leading off-road ability, while the rear coil-over (rather than leaf-spring) suspension featured an integrated Watt’s linkage to allow the axle to travel vertically wth very little lateral movement.
Bespoke FOX dampers were at the centre of the Raptor’s ability.
Compared with a standard Ranger double cab, the Raptor’s front-wheel travel increased by 32%, with rear travel boosted by 22%. In addition, the Terrain Management System included a dedicated “Baja” mode that saw various vehicle systems (including traction control) optimised for “spirited” off-road driving.
Ford also extensively modified the chassis frame to withstand what it described as “high-impact off-road encounters”. For the record, Ford listed a 32.5-degree approach angle along with ramp-over- and departure angles of 24 degrees.
Until the start of 2021, the Raptor featured BFGoodrich all-terrain rubber.
As an aside, it’s interesting to note the Raptor initially shipped standard on specially developed BFGoodrich all-terrain tyres (285/70 R17), before the SA-spec model switched to Continental’s General Grabber AT3 rubber (of the same configuration) in January 2021.
Ride quality on tarmac: The Raptor’s bespoke suspension arrangement furthermore endowed it with what we’re convinced was easily the best on-road ride quality of any T6-series Ranger derivative. Again, much of the credit should go to those clever high-performance FOX dampers, which provided not only higher damping forces at the extremes, but lower damping forces in more moderate conditions.
While sportscars tend to sacrifice comfort at the altar of (on-road) dynamics, the Raptor somehow managed to excel in both departments. The sports seats offered a similar degree of duality (though the steering column unfortunately lacked reach adjustment), serving up sufficient support during spirited jaunts in the rough stuff, as well as lofty levels of comfort on the long road.
A wide, aggressive stance (Special Edition variant pictured).
Serious road presence: In some ways, the widebody Ranger Raptor – just like its Mustang sibling – was a statement vehicle, delivering oodles of road presence. Boasting 150 mm wider front and rear tracks, along with a whopping 283 mm of ground clearance, this apex version was easily distinguishable from other Ranger derivatives.
Ford’s beefed-up bakkie furthermore featured aggressively flared fenders as well as bold “Ford” lettering emblazoned across its model-specific grille. Up front, a 2.3-mm thick bashplate fashioned from high-strength steel provided not only sturdy underbody protection, but also added to the menacing look.
What are the Ranger Raptor’s weaknesses?
The Raptor’s 4-cylinder turbodiesel motor.
Underwhelming engine: Rather than upgrade to a special engine befitting its flagship status, the Raptor made do with a decidedly workman-like turbodiesel motor assembled at FMCSA’s Struandale engine plant and shared with other derivatives in the range – and indeed the related Everest.
This 157 kW 2.0-litre 4-cylinder bi-turbo diesel engine meant that the Ranger Raptor, which took a comparatively leisurely 10.5 sec to reach 100 kph from a standstill (though Ford SA tellingly opted not to list an official sprint time), was easily outrun by the likes of the V6 turbodiesel-powered Volkswagen Amarok – on tarmac, that is. Off-road, of course, it was an entirely different story.
The Raptor’s engine was built in Struandale.
At least peak torque of 500 Nm was on tap from as low as 1 500 rpm, while claimed fuel economy came in at just 8.4 L/100 km. To Ford’s credit, it switched to a high-output twin-turbo V6 petrol engine with its 2nd take on the Ranger Raptor, almost doubling the performance bakkie’s peak power in one fell swoop.
Reduced load- and towing capacities: One of the few downsides of the FOX suspension set-up was its impact on payload capacity, with the Raptor having to settle for a figure of just 607 kg (yes, around 200 kg less than a Nissan NP200 of the time was rated to carry). In addition, keep in mind the Raptor’s braked towing capacity came in at only 2 500 kg, a full tonne less than all other derivatives in the Ranger portfolio (bar the low-output base variants, that is).
All that off-road ability came at the cost of payload and towing capacity.
Miscellaneous potential issues: What else should you look out for when shopping for a used 1st-gen Ford Ranger Raptor? Well, we’d steer clear of examples fitted with aftermarket (that is, items not approved by Ford) canopies and sports bars as we’ve heard of several cases of the Blue Oval brand blaming such accessories for cracks suddenly appearing in the bakkie’s load bin.
In addition, during any test drive, make sure the vehicle’s 10-speed automatic transmission doesn’t exhibit any clunky shifting, because this “10R80” gearbox has been the subject of several technical service bulletins over the years. As a matter of fact, we’ve heard of a few local instances of outright transmission failures, generally on Raptors with under 50 000 km on the clock.
How much is a used Ranger Raptor in South Africa?
A look at the standard Raptor’s cabin (note the subtle blue stitching).
Originally, the Ford Ranger Raptor shipped standard with a 4-year/120 000 km warranty and a 6-year/90 000 km service plan (with intervals of 15 000 km). However, from 1 November 2021, Ford “unbundled” its service plans from the purchase price of its vehicles, making these an added-cost option instead.
As mentioned above, we’d advise avoiding examples fitted with unapproved accessories, while also making sure to carefully inspect the vehicle’s undercarriage and all-important suspension components for potential damage sustained during off-roading jaunts.
Fewer than 100 units of the Raptor were listed at the time of writing.
At the time of writing, 82 examples of the original Ranger Raptor were listed on Cars.co.za. The most prevalent model year was 2021 (with 34% of listings), while “Conquer Grey” was the most popular paint colour (33%), followed by “Frozen White” (27%) and “Ford Performance Blue” (21%).
Below R500 000: We found just 3 examples of the Ranger Raptor priced below R500 000, each from the opening model year and each with mileage well over 150 000 km. The seller of one example, however, declared that the vehicle was on its second engine from Ford.
R500 000 to R700 000: A whopping 78% of listed 1st-gen Ranger Raptors were positioned between these bookends. All 4 model years were represented here, while indicated mileages ranged from 44 000 km to 169 000 km. Around half of these listings snuck in under the R600k mark.
Above R700 000: The final 18% of Ranger Raptor stock was priced above R700 000. All were from the final 2 model years, with indicated mileages of under 100 000 km in every case. The most expensive example we found was a 2021 unit armoured to level B6 (offering assault-rifle protection) and priced at R1 299 900. Every other example, however, was under R850 000.
Is the original Ford Ranger Raptor a good used buy?
The Raptor in its natural environment.
In a way, Ford’s original Ranger Raptor was unlike any other double-cab bakkie on the market, chiefly thanks to its sophisticated suspension set-up. However, local buyers keen on more oomph would likely have been tempted by the 6-cylinder alternatives of the era: the Volkswagen Amarok V6 and the short-lived Mercedes-Benz X350d.
Then there was the similarly menacingly styled Isuzu D-Max Arctic Trucks AT35, while staunch Toyota fans had the (admittedly not nearly as beefy) original version of the Hilux GR Sport to consider. Like the Ranger, both of these flagship derivatives were produced right here in South Africa.
Tarmac? What’s tarmac?
Ultimately, though, when it came to “straight-from-the-factory” high-speed off-road ability, the Ranger Raptor stood head and shoulders above the rest. The only potential fly in the ointment? That relatively unexciting engine, of course.
Think of the Ranger Raptor as a performance vehicle in the traditional (on-road) sense – or, indeed, compare it directly to its rip-snorting 292 kW successor – and the 4-cylinder motor seems lacklustre. Think of this bakkie as a workhorse, and its compromised payload and towing capacity will leave you disappointed again.
Out-and-out attack, off the beaten path.
But we’d wager that once you point its aggressively styled nose away from the asphalt, set your internal driver’s dial to “maximum attack” and take full advantage of what is a truly impressive chassis, you’re unlikely to find yourself yearning for any more grunt. Whether or not that makes up for a relative lack of straight-line speed on tarmac, of course, is for you to decide.
Mercedes‑Benz VLS loading? New ‘Vision V’ concept revealed
Standard V-Class too common? Mercedes-Benz Vans has revealed its new Vision V concept, a show car that seemingly previews the firm’s upcoming VLS flagship…
Mercedes-Benz Vans has revealed its new Vision V, a concept it says “provides a glimpse” of an upcoming “top-end” derivative. From what we understand, the eventual production model will wear the VLS badge, seeing it positioned higher than the current range-topping version of the V-Class.
The Stuttgart-based automaker says its latest modular Van Electric Architecture (VAN.EA) will “usher in a new era starting in 2026”. This upcoming portfolio will range from “practical, entry-segment family vehicles and exclusive VIP shuttles to luxurious limousines with an enormous amount of space”.
According to Mercedes‑Benz Vans, this expansion at the top-end of its model portfolio will create “a unique segment of its own”. And the Vision V show car – seen here on 24-inch wheels boasting illuminated louvres – is our first glimpse of the ultra-luxurious vans to come.
Mercedes‑Benz Vans says the concept combines “generous space with maximum exclusivity and an unprecedented immersive, digital experience”. Billed as a chauffeur-driven limousine, the model blends “analogue craftsmanship” with an “immersive user experience”.
“The Vision V is the beginning of a new era for Mercedes‑Benz Vans. It demonstrates, in the truest sense of the word, how we bring luxury to a spacious cabin and define a new segment. With that, we set standards in design, comfort and an immersive user experience – while meeting the highest demands of our customers,” said Thomas Klein, Head of Mercedes-Benz Vans.
So, let’s take a look at the details. The concept – which is effectively a 4-seater – features a large, automatically opening door on the right-hand side as well as an illuminated, retractable running board. Meanwhile, a “switchable” glass wall separates the “private lounge” area from the cockpit.
The concept’s rear seating area features crystal white Nappa leather and shimmering white silk, contrasting with swathes of open-pore burr wood. Display cabinets are set into the dark wood trim along the walls and are framed by polished aluminium trim. These cabinets provide storage space, while a game controller and 1 of the sound system’s 42 loudspeakers are also integrated here.
Additional speakers are mounted in round glass enclosures on handmade brackets. The centre console between the 2 individual seats doubles as a display cabinet and features a touchpad for operating the infotainment system as well as a fold-out table (the latter appearing as a “high-quality chessboard”).
Mercedes-Benz Vans says the electrically adjustable “first-class seats are reminiscent of elegant lounge chairs” and are mounted on polished aluminium bases. The seats can be reclined into what the brand describes as a “comfortable flat position”. Meanwhile, the extensive ambient lighting system comprises strip lighting and a ceiling lamp.
The so-called “private lounge” seating area furthermore features a retractable 65-inch cinema screen (with split-screen functions and 4K resolution). Stored under the floor when not in use, the screen can be set to automatically glide up when the doors are closed.
In addition, as many as 7 projectors in the headliner and floor expand the field of vision, with the side windows becoming additional “screens” to create a full 360-degree digital experience. The German company hasn’t neglected the front occupants either; the cockpit features a so-called “Superscreen” comprising 3 displays, extending from pillar to pillar.
For now, the Stuttgart-based firm has released no official information on the concept’s fully electric powertrain. However, we expect more details of the production Mercedes-Benz VLS (and also the VLE, we believe) to be released in the coming months…
