Ferrari 400 vs 456M GT vs 612 Scaglietti: Classic Comparison

We spend a day munching miles in a trio of Maranello’s big, fast, luxurious 4-seaters – each powered by a naturally aspirated V12. Even if doomed to live in the shadows of their supercar peers, Ferrari GTs exude character… and provide “easy performance“.

Although beloved by their owners, Ferrari GT (grand tourer) models have never generated the same level of excitement – or been celebrated as passionately by enthusiasts – as their 2-seater stablemates. But then, that’s understandable: 4-seaters (or 2+2s, if you prefer) lack a direct racing heritage, their designs aren’t as exotic, and they’re intended for touring rather than tearing up mountain passes and racetracks.

Nonetheless, these are purebred Prancing Horses and therefore deserve plenty of attention and respect, even though I’ll admit to harbouring a few (admittedly uninformed) prejudices against the 2+2 breed.

Today, I’m lucky enough to be presented with not 1 but 3 of these stately V12-engined Ferrari GTs. They belong to a serious collector based in KwaZulu-Natal, so I’ve travelled to Durban to meet him and get my 1st taste of the 400 Automatic, 456M GTA, and 612 Scaglietti.

Ferrari 400 – The oldest

Essentially a larger-engined version of the 365 GT4 2+2, which was introduced in ’72 and succeeded the 365 GTB/4 “Daytona”, the angular 400 can easily be viewed as the least “Ferrari-like” design of its era.

However, if you take a closer look, you’ll see cues to that iconic Daytona around the mid-line, the rear overhangs, and even straight from the rear. I think it’s the least attractive of the 3, but “pictures don’t do it justice”. Throughout that day, my appreciation for the 400’s wedgy ’70s shape grew, well, a little bit.

Specifications

Model: Ferrari 400 Automatic
Years of production: 1976–79
Engine: 4.8-litre V12 petrol
Power: 254 kW @ 6 500 rpm
Torque: 471 Nm @ 3 600 rpm
Transmission: 3-speed auto
Weight: 1 700 kg
0-100 kph: 7.6 sec (claimed)
Top Speed: 240 kph (claimed)

I open the Ferrari 400’s bonnet and discover a gargantuan 4,8-litre V12 that fills the expansive engine bay… entirely! The convoluted piping and wiring would surely confuddle most contemporary mechanics, although I’m more interested in the engine’s performance. I don’t expect fireworks, but I do wonder if the modest (in modern terms) 254 kW will be enough to push the Ferrari along at even an honest pace.

This 400 wasn’t well cared for by its previous owners (as is, regrettably, the case with many of these cars), so parts of the interior have been reupholstered, including the door panels and seats. The front seats are by far the cushiest of any of the Ferraris in this trio, while the rears are, by a small margin, the least appealing. It seems safe to assume cabin ergonomics were of little concern back in the ’70s, as when I settle into my ideal driving position, I can’t properly see the gauges in the instrument cluster.

No matter. When I turn the key, the V12 rumbles to life, and when my right foot leans on the accelerator pedal, I’m treated to a fruity, rough song from the quartet of exhaust ends that protrude from underneath the angled rear bumper. The accelerator pedal has a looooong travel, and once I’m cruising I need to push it to the floor to prompt the 3-speed GM Turbo Hydra-Matic transmission to select a lower gear. Once that happens, the 400 accelerates with a more-than-acceptable level of enthusiasm.

I had expected a lazy response, but the V12 feels happiest – and performs best – when I use the full rev range. While it’s difficult to fairly assess the 400 in light of its newer, more sophisticated siblings, this Ferrari feels much more like a fast coupe than a GT, let alone a sportscar. I can imagine happily spending a fair number of hours behind the wheel covering long distances, even though the car is noisier inside and has a less compliant ride quality than its successors from the Nineties (456M) and Noughties (612).

On the other hand, the Ferrari 400’s boot is by far the most capacious of the 3 cars; it looks sufficiently sized to swallow the luggage of 4 adults — even if those adults couldn’t happily all fit in the cabin.

Away from the straight and narrow, the 400 feels ponderous by modern standards – it is, after all, almost 50 years old; unsurprisingly, it doesn’t inspire confidence when required to corner at headier speeds.

On the plus side, the brakes work better and produce less nose dive than expected, while the smaller-than-original steering wheel allows a more direct connection to the front wheels. The only time I miss the original (and larger) wooden ‘wheel is when wrestling with the unassisted steering at parking speeds.

I admit I had low expectations for the Ferrari 400, but I like it more than I expected. It’s definitely a classic car, for better or worse, with a distinct character.

I haven’t driven a 400 with a manual transmission, but suspect it would be the enthusiast’s 1st choice, because the “stick shift” would allow for less slip in the drivetrain and facilitate more driver involvement.

Ferrari 456M GT – The modern classic

Coming on the heels of the 400, which ended with the nearly identical-looking 412 in 1990, the (former Ferrari chairman) Luca di Montezemolo-era 456 GT brought a major advance in the exterior design of Ferrari GTs. I think the 456M GT (introduced in 1998) is also the most attractive of the 3 cars here.

The 456M GT boasts an eminently elegant silhouette (courtesy of Pininfarina, which penned the lines of all 3 of these Ferrari models) and a shape that perfectly represents the car’s mission as a sporting GT. It’s also a look that effectively bridges the design eras of the late-’80s and the ’90s.

The pop-up headlights, for example, hint back to cars like the Testarossa, while the indented air outlets behind the front wheels offer a very modern interpretation of aerodynamic airflow management that still features on Ferraris to this day.

Specifications

Model: Ferrari 456M GTA
Years of production: 1998–2003
Engine: 5.5-litre V12 petrol
Power: 325 kW @ 6 250 rpm
Torque: 550 Nm @ 4 500 rpm
Transmission: 4-speed auto
Weight: 1 770 kg
0-100 kph: 5.2 sec (claimed)
Top Speed: over 300 kph (claimed)

Inspecting the 5.5-litre V12 reveals another design highlight. When I open the bonnet, the 456M GT’s headlight covers stay behind. It’s a sophisticated, racecar-like look: I have a clear view of the engine bay and the outsides of the wheel wells; for what it’s worth, this must be one of the easier V12s to work on.

Given the exterior’s wonderful aesthetics, it’s no surprise the 456M’s interior offers a much more modern layout than the 400’s. The centre console and transmission tunnel are still wide, but the switchgear is logically laid out and refreshingly simple. The 456M GT’s front seats are slightly firmer than the 400’s, and they’re also more supportive. The view over the long silver bonnet is, in a word, serene, with the subtle creases barely visible as they run up each side of the otherwise smooth metal from the headlights.

The situation in the rear is roughly the same as in the older car, with restricted legroom and a low ceiling; it’s too cramped to be comfortable for average-sized adults. Ferrari paid special attention to one of the features that has graced its cars for so many decades: the metallic open-gate gear selector. Although this is a GTA version with a 4-speed auto transmission, pressing the button on the top of the gear lever and moving the lever down to D feels like a special occasion – and I’m a die-hard fan of manual ‘boxes!

I press the Sport button to ensure I’ll get the full Ferrari experience, then turn the key and briefly stab the accelerator pedal. Oh dear, I’m underwhelmed: this is a restrained V12; the 456M is the quietest car here.

This might appeal to owners who drive their Ferraris regularly or want their cars to attract as little public attention as possible, but the 456M GT is just not vocal enough for me. Pushing the long-travel pedal towards the floor (to let the 325 kW/550 Nm V12 eagerly spin to its 7 250 rpm redline), however, results in significantly more gusto, along with much brisker performance, than the comparatively sedate 400.

Another positive: This Ferrari feels more compact on the road than it is. This is due in part to the way the bonnet slopes gracefully towards the bumper, so I know exactly where the front of the car is. Although its suspension setup is still very much comfort-oriented, the 456M GT feels a lot more enthusiastic on turn-in than the 400. In addition, the brakes do an admirable job and offer just enough feel through the pedal.

I’m also a fan of Ferraris that come in colours other than red… and when I browse the online classified ads it appears that’s a description of most 456- and 456M GTs. Shades of metallic blue, black, silver and dark burgundy seem to have been the preferred choice at the time, possibly because they’re less flashy than Rosso Corsa or Giallo Modena. Most press pictures of the time were of non-red examples too.

Ferrari 612 Scaglietti – The Fastest

The 612 Scaglietti looks, and is, the largest of this trio. It also has the boldest exterior design – one that gives the car the presence a 397 kW GT deserves. The Scaglietti offers the cabin-at-the-rear look that has become integral to Ferrari GTs, thanks to a 5.7-litre V12 that sits entirely behind the front axle.

While the passenger and luggage compartments make up a visible chunk of the design, there’s still an overall fluidity of design from the front to the rear. The significant side surfaces are gracefully lightened by 2 creases, one below the shoulder and the other above the sill. The 612 Scaglietti was lambasted for looking “homely” or “long-faced”, but even though it’s less than “a knockout”, it has plenty of presence.

Specifications

Model: Ferrari 612 Scaglietti
Years of production: 2004–09
Engine: 5.7-litre V12 petrol
Power: 397 kW @ 7 250 rpm
Torque: 588 Nm @ 5 250 rpm
Transmission: 6-speed paddle-shift F1 manual
Weight: 1 840 kg
0-100 kph: 4 sec (claimed)
Top Speed: 320 kph (claimed)

The reason for the 612 Scaglietti’s parking bay-filling exterior size is immediately clear when I slide into the rear seat. Despite being just under 1.9 metres tall, I can sit comfortably in the back even if the driver is set up for me… I can even keep my head straight up, something that can’t be done in the other cars.

I’d rather sit up front, of course, and this car’s Daytona-styled seats are comfortable and very supportive. The 612 Scaglietti feels more modern than the other 2 Ferraris due to the multi-info screen in the 2000-era Prancing Horse’s instrument cluster, as well as the swathes of modern switches and buttons. This car’s 2-tone interior (which contributes to the cabin’s sense of spaciousness), centrally located rev counter, and cast aluminium pedals are cues that have become integral to modern Ferraris.

Compared with the 456M, the 612 Scaglietti’s redline has been raised to 7 500 rpm, which befits a rev-hungry naturally aspirated V12. When I start the 5.7-litre lump and blip the throttle, I realise there’s less inertia at play, along with a more intense exhaust note. On the move, it’s also readily apparent that there’s significantly more power to work with; even at partial throttle, the 612 Scaglietti feels as if it’s in a hurry.

And so, I find myself wanting to drive harder and tackle corners with more zeal than I did in the other 2! Adding to this sporting appeal are the pair of shift paddles behind the steering wheel that control the single-clutch 6-speed F1 manual gearbox. (The earlier 2+2s both use torque converter automatics.)

Where the 456m nicely shrunk around me, I’m always aware of the 612 Scaglietti’s bulk; this is the car I’d least like to thread through traffic and park on city streets. Fortunately, the Ferrari’s (much-discussed) nose is fairly upright, so I know where the car starts, although the front end feels weighty at all times.

At full tilt, the 612 reveals handling and braking prowess far beyond that of the 400 and 456M GT. Better yet, the newest car is more playful than its predecessors and has the most engaging and rorty engine. Aside from its size, which benefits occupant comfort, there’s little not to like about the Scaglietti.

Verdict

What’s the “winner” of this comparison? The 612 Scaglietti. It’s the fastest car of the 3, with the roomiest cockpit and the best performance for the enthusiast driver. It’s simply a brilliant all-rounder, and I’m not at all surprised the owner chose it over the others for a 1 500-km trip across Mzansi a few years ago.

But then these Ferraris offer distinct driving experiences. The 456M GT seems to bridge the classic and modern eras and although the 400 is a “lazy cruiser”, it’s also the least expensive by a significant margin.

Spending a day with these 4-seat Ferraris wiped out my prejudices about the breed. No, they’re not as exciting to drive – or look at – as their lithe, slinky 2-seater siblings, but they’re more comfortable, more usable, more spacious, and, at least in the case of the 612 Scaglietti, capable of serious performance.

If you’ve ever considered a Ferrari “2+2”, don’t let your preconceptions get in the way; once you get behind the ‘wheel and take it for a good ol’ gallop (ahem), you might be as pleasantly surprised as I was.

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Nissan Navara Pro-4X Warrior (2025) Price & Specs

The long-rumoured Nissan Navara Pro-4X Warrior has finally hit the market in South Africa. Here’s what this upgraded double-cab bakkie will cost you…

It’s take a while but the long-rumoured Nissan Navara Pro-4X Warrior double-cab bakkie has finally hit the market in South Africa, billed as the “toughest Navara ever produced”.

As a reminder, the Warrior package was revealed in Australia way back in mid-2021. The OEM-backed kit was developed by Aussie engineering firm Premcar, though the freshly launched SA-spec version looks a little different (and employs a different powertrain, too).

Nissan SA has now confirmed that its flagship Warrior derivative is priced at R924 000, representing an R80 000 premium over the previously range-topping (and likewise Rosslyn-built) Navara 2.5DDTi Pro-4X 4×4 variant on which it’s based. It is offered in a choice of 3 exterior paint colours: Warrior Grey, Infinite Black and White.

So, what do you score for that extra outlay? Well, the Japanese firm’s local division says the Warrior boasts an “upgraded suspension system” featuring “improved” springs and “recalibrated” dampers. The company claims the rear suspension – which, of course, features a multilink- rather than leaf-spring configuration – has been “revised” to “enhance load stability”.

The beefed-up bakkie’s listed ground clearance comes in at 232 mm, which is some 11 mm higher than that of the standard Pro-4X (though Nissan SA elsewhere curiously mentions increases of both 12.5 mm and 40 mm). The front and rear tracks have been widened (by 30 mm, we believe), while the Warrior upgrades to “Maxxis Razr” all-terrain tyres (275/65/R17) wrapped round derivative-specific black alloy wheels.

Interestingly, while the Aussie-spec Warrior features a very aggressively styled front bumper that helps to greatly improve the bakkie’s approach angle, the locally offered version employs a far more conventional arrangement (though still different to the standard version). In addition, the SA-spec Warrior gains bolt-on wheelarch extensions and a styling bar positioned over the rubberised load bay. Inside, the front headrests feature “Warrior” branding.

The Warrior offered in South Africa differs from the Australian version under the bonnet, too. The SA-spec derivative sticks with Nissan’s older 2.5-litre, 4-cylinder turbodiesel engine as opposed to the bi-turbo 2.3-litre unit employed by the Thailand-sourced version available Down Under. The 2.5-litre oil-burner’s outputs are unchanged at 140 kW and 450 Nm, while a 7-speed automatic transmission is again standard.

Back in June 2024, Cars.co.za discovered that a private company called “Premcar SA” had been incorporated in Mzansi in September 2023 (the very same month the Australian head office applied to trademark “Premcar” in South Africa).

After some additional digging, we found that Premcar SA was set up in partnership with Pretoria-based AIH Group, though Premcar’s Australian office says the company is “primarily owned by Premcar”.

By November 2024, the AIH Group – which incidentally also assembles Pik Up models for Mahindra in KwaZulu-Natal and counts former BMW Plant Rosslyn general manager Corrie Kotze as its director and CEO – had quietly added a block to the “contract assembly” page of its website, stating that the Navara Warrior was “in pre-production”.

What does the Nissan Navara Pro-4X Warrior cost in SA?

Nissan Navara 2.5DDTi Pro-4X Warrior 4×4 7AT – R924 000

The price above includes a 6-year/150 000 km warranty and a 6-year/90 000 km service plan.

Mini Cooper Convertible (2025) Price & Specs

The new Mini Cooper Convertible has arrived in South Africa, available in 2 turbopetrol flavours. Here’s how much the latest open-top model will cost you…

Prefer your Mini with a folding roof? Well, the new F67-series Mini Cooper Convertible has touched down in South Africa, offered as an open-air alternative to the standard 3- and 5-door hatchback body styles.

At launch in Mzansi, the Cooper Convertible – which Mini describes as a “4-seater” – is available in 2 flavours, with no sign of the open-top John Cooper Works version just yet. Courtesy of a timely heads-up from the whip-smart folks over at duoporta.com, we can confirm the Cooper Convertible C is priced from R687 000, while the Cooper Convertible S kicks off at R752 000.

Interestingly, while the C-badged versions of the 3-door hatch, 5-door hatch and Countryman all employ a 3-cylinder engine, the new Cooper Convertible C instead uses the BMW-backed brand’s turbocharged 2.0-litre, 4-cylinder petrol motor.

Here, the familiar 4-pot is configured to deliver 120 kW and 250 Nm to the front axle via a 7-speed dual-clutch transmission as standard. That gives the Cooper Convertible C a listed 0-100 kph time of 8.2 seconds and a top speed of 220 kph. Mini South Africa claims a fuel-economy figure of 6.6 L/100 km.

Meanwhile, the Cooper Convertible S uses the same motor though uprated to produce peak outputs of 150 kW and 300 Nm. As a result, the S-badged version sees off the obligatory 0-100 kph sprint in a claimed 6.9 seconds before topping out at 237 kph. The listed fuel consumption, however, matches that of the Cooper Convertible C at 6.6 L/100 km.

Revealed in October 2024, the F67-series Mini Cooper Convertible features a fully automatic soft top that can be opened in 2 ways: either like a sunroof or completely retracted. The folding roof can be fully opened in 18 seconds at speeds up to 30 kph. At the same time, the window bars and side windows are lowered to provide what Mini describes as a “completely unobstructed view of the surroundings”.

The soft top closes in 15 seconds at the touch of a button, while the “sunroof” mode (which can be activated regardless of vehicle speed) results in an opening of up to 400 mm in length. When the top is down, the Cooper Convertible has a listed luggage-compartment volume of 160 litres, a figure that expands to 215 litres with the roof up. The tailgate features hinges at the bottom and thus opens downwards, just like a classic Mini.

Detailed local specifications for the Mini Cooper Convertible have yet to be released, though 3 interior trim options – Classic, Favoured and JCW – are available overseas. As with the hatchback, a high-resolution OLED display that doubles as the instrument cluster is centrally positioned above Mini’s familiar “toggle” bar.

What does the new Mini Convertible cost in SA?

Mini Cooper Convertible C – R687 000

Mini Cooper Convertible S – R752 000

The prices above include a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.

Most Fuel-Efficient Double-Cab Bakkies in SA

Are you looking for the most fuel-efficient double-cab bakkie currently on offer in South Africa? Here they are…

Double-cab bakkies aren’t often associated with fuel efficiency, but that doesn’t mean that they’re all thirsty gas-guzzlers! In fact, this list highlights the most fuel-efficient double-cab bakkies on the market right now!

Double-cab bakkies serve multiple purposes in South Africa. They are workhorses, but they are also family vehicles used for a wide variety of leisure activities. They are often seen clambering up rocky mountain roads or towing boats and other leisure vehicles and accessories.

For the average double-cab bakkie buyer in South Africa, outright capability is sometimes more important than fuel efficiency, but if you consider that these vehicles often commute within the city too, then fuel efficiency becomes more relevant. Also, with fuel prices on the rise, you’d be wise to account for it. After all, fuel efficiency has a direct impact on the overall cost of ownership of the vehicle and it should form part of your decision-making process when you are looking to buy a double-cab bakkie.

Note that this list is determined according to claimed manufacturer fuel consumption figures. In the real world, consumption will vary depending on factors such as driving style, load, road and terrain conditions and so forth, so consider this a guideline when looking for the most economical bakkie.

Pricing details are accurate as of March 2025.

Most Fuel Efficient Double-Cab Bakkies in SAm

1. Ford Ranger 2.0 SiT XL manual – 6.9 L/100 km

The new Ford Ranger remains a top choice when it comes to fuel efficiency and the entry-level Ranger 2.0 SiT Double Cab XL manual claims to consume just 6.9L/100 km. Ford’s single-turbocharged 2.0-litre turbodiesel engine does service under the bonnet with 125 kW and 405 Nm and comes paired with a 6-speed manual transmission. Note that the Ranger 2.0 SiT double-cab XL 4×4 manual claims 7.1 L/100km.

Other frugal Ranger derivatives include the Ranger 2.0 BiTurbo Wildtrak double cab with a claim of 7.2 L/100km and price at R895 500 or you can opt for the Ranger 2.0 BiTurbo XLT doube cab for R801 000.

Pricing for the Ranger double-cab starts from R620 000.

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2. Volkswagen Amarok 125 kW / Life double-cab – 6.9 L/100km

Sharing its powertrain with the new Ford Ranger, the new Volkswagen Amarok double-cab is a frugal runner with its 2.0-litre turbodiesel engine offering 125 kW/405 Nm. Note that the 125 kW 4Motion manual derivatives claim an average fuel consumption figure of 7.1 L/100km.

Pricing for the new Volkswagen Amarok double cab starts from R664 400 for the 125kW Amarok double-cab while pricing for the Amarok 125 kW Life starts from from R702 700.

The Amarok 2.0TDI double cab 4Motion manual derivative (R736 600), including the Life 4Motion (R758 600), claim just 7.1 L/100km.

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3. Toyota Hilux 2.4GD-6 Raider / SR – 7.1 L/100 km

The Toyota Hilux 2.4GD-6 4×2 SR and Raider double-cab derivatives are the most fuel-efficient bakkies in the Hilux range. Its 2.4-litre turbodiesel engine produces 110 kW and 400 Nm of torque while returning a claimed fuel consumption figure of 7.1 L/100 km. Pricing for the 2.4GD-6 SR double cab is priced at R572 000 while the Hilux double cab Raider is priced from R612 100.

Other fuel-efficient Hilux derivatives include the Hilux 2.4 GD-6 double cab Raider automatic priced from R633 200 (7.3L/100km) and the Hilux 2.8 GD-6 Raider automatic from R769 900 (7.4 L/100km).

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4. Nissan Navara SE / SE Plus – 7.2 L/100km

The Nissan Navara in SE and SE Plus guise offer the best fuel consumption with a claim of 7.2 L/100km. The Navara is powered by a 2.5-litre turbodiesel engine with 120 kW and 403 Nm. Pricing for the Navara SE starts from R550 500 while the Navara SE Plus is priced from R595 000.

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5. Isuzu D-Max 1.9TD L – 7.3 L /100km

The Isuzu D-Max fitted with the firm’s tried-and-trusted 1.9-litre turbodiesel paired with a 6-speed manual transmission will return the best fuel consumption. This engine produces 110 kW and 350 Nm of torque with Isuzu claiming 7.3 L/100km for the D-Max 1.9TD L derivative. priced from R561 500.

If you prefer an automatic, you can opt for the D-Max 1.9TD L automatic priced from R579 300 with claimed fuel consumption identical to its manual counterpart at 7.3 L/100km.

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Car Value: Haval H6 vs Volkswagen Tiguan – Which car holds its value better?

In this article, we shed light on the car value and depreciation of South Africa’s most popular family cars, the Haval H6 and Volkswagen Tiguan! Which model holds its car value better over time? Let’s take a closer look!

Car value is impacted by a number of factors and car depreciation is an important but often overlooked cost associated with car ownership.

In addition to paying for a car, whether it be a cash or finance deal, depreciation is the second biggest cost that a car buyer will have to confront.

With an influx of Chinese cars in South Africa, we often get asked how well Chinese cars hold value over time compared to legacy brands. Answers to the question vary depending on who you ask and few answers, if any, are ever based on fact.

Using historical used car data from Cars.co.za, we’re in a unique position to provide some insight on the subject.

Haval H6 2021 — *The Haval H6 has become a popular choice for family car buyers in South Africa*

Newly-introduced Chinese car brands such as Jaecoo and Jetour haven’t been on the market long enough to provide a convincing data set. GWM’s SUV arm, Haval, however, has been on the market since 2017 and its H6 family car is one of its most popular models on the local market, making it a perfect candidate for this depreciation evaluation.

In addition, we have chosen the Volkswagen Tiguan as our longstanding legacy brand model which should make for an interesting depreciation comparison.

It’s worth mentioning that the Haval H6 is one of the most popular cars in the family car segment and it racked up no less than 4 218 sales in 2024. Comparatively, the Volkswagen Tiguan sold 2 174 units in 2024.

Before we delve into the data, it’s important to understand what car depreciation is and why it’s important to you if you are looking to buy a new or used car.

What is Car Depreciation and how does it affect car value?

Car depreciation can be defined as the rate at which a car loses its value over time. All new or modern cars (unless it’s a rare collectable car) will lose value over time from the moment it is driven off the dealership floor.

Different brands and models will depreciate at different rates for various reasons, including market factors (supply and demand), brand reputation, model reliability, age, vehicle condition and -history, etc.

The general depreciation pattern is that new cars will depreciate the fastest in the first 1 to 3 years of ownership and then the rate of depreciation tends to decrease and level off as the car ages.

Why is car depreciation important to you?

Car depreciation is important because it’s money that you will lose and it will impact your financial status. Depreciation also has a direct impact on the resale value of a car.

Having knowledge of depreciation and how it affects the value of a car is beneficial for used car buyers because it gives them an indication of the best time to buy a used car, saving the buyer money. Buying a used car at the right time while avoiding the brunt of depreciation will have a positive impact on your financial health.

The depreciation results presented here are derived from historical used-car data from Cars.co.za. Note that the figures shown here are merely indicative values and are not definitive, as the factors that impact car depreciation are always changing.

Note that depreciation data is accurate as of March 2025.

Haval H6 vs Volkswagen Tiguan: What car loses value the fastest?

Before we dive into the data for the Haval H6 and Volkswagen Tiguan specifically, let’s take a closer look at brand depreciation. Consider the following question and carefully examine your answer.

What brand, in your opinion, depreciates faster, Volkswagen or Haval, and why?

For the purpose of this segment, let’s assume that a potential answer could be something like, “I think Haval depreciates faster than Volkswagen because the brand is fairly new in South Africa with a smaller overall vehicle footprint in the country”.

Does the data support such a view? Well, let’s take a closer look…

Broad generalisations are problematic, both philosophically and mathematically, particularly when you look at depreciation at a brand level. There are simply too many variables and market forces at play that distort meaning. However, Cars.co.za’s historical used car data does provide a glimpse of reality when guided with specific input.

For example, what is the depreciation trajectory of a 2020 Volkswagen compared to a 2020 Haval? In other words, if you bought a 2020 Volkswagen or Haval (any model) on the used car market, how much of its value, on average, would have been lost to depreciation over a 5-year period and how does the data compare? See the graphical representation below.

It’s worth mentioning that no less than 6 010 vehicles are included in the 2020 Haval data set while the 2020 Volkswagen data set includes no less than 40 403 vehicles. Volkswagen, therefore, does have a much larger used vehicle footprint in South Africa in the period under review.

The graph clearly shows that a 2020 Haval depreciates faster than a 2020 Volkswagen. In 2025, a 2020 Haval lost, on average, 29% of its 2020 value while a 2020 Volkswagen lost, on average, 23% of its 2020 value.

Interestingly, if you look at 2021 and 2022, you’ll notice that the 2020 Volkswagen experienced a period of appreciation where the average year-on-year value actually increased by about R50 000! This period coincides with the dramatic post-Covid new car price increases which resulted in an increase in demand for quality used cars, driving used car prices up across the market.

To illustrate this depreciation differently, let’s pretend that you bought a 2020 Haval for R400 000 in 2020. 5 years later in 2025, your Haval will be worth roughly R284 000, representing a depreciation loss of R116 000. Similarly, a 2020 Volkswagen would be worth roughly R308 000 after 5 years, representing a depreciation loss of approximately R92 000.

It’s worth noting that a well-maintained used car with lower mileage will fetch a higher price in the used car market.

Let’s now look at the model-specific data for the Haval H6 and Volkswagen Tiguan.

Does the Volkswagen hold its value better over time compared to the Haval H6? Let’s see what the data says!

The new Haval H6 arrived in South Africa in 2021 and it quickly became a popular alternative to legacy brand products such as the Toyota RAV4 and Volkswagen Tiguan. Note that a facelifted Haval H6 is due to arrive in South Africa soon with more power!

Similarly, Volkswagen introduced an all-new Tiguan in 2024 but its popularity has been somewhat eroded by the fully-loaded products from brands such as Haval and Chery.

The graph above shows the depreciation trajectory for a 2022 Haval H6 and 2022 Volkswagen Tiguan.
Note that the 2022 Volkswagen experienced a 5% appreciation event in 2022 where its value increased due to higher used car demand as previously mentioned. The data also clearly shows and confirms that the Volkswagen Tiguan does hold its value better over time compared to the 2022 Haval H6 and by a significant margin.

A 2022 Volkswagen Tiguan would have lost 15% of its value in 2024 while a 2022 Haval H6 would have lost roughly 27% of its value to depreciation during the same period.

Buy a used Volkswagen Tiguan on Cars.co.za

Buy a used Haval H6 on Cars.co.za

In Conclusion

Haval H6 vs Volkswagen Tiguan — *The Tiguan beats the Haval H6 when it comes to overall depreciation.*

Based on historical used car data, we can confidently and factually conclude that the Volkswagen Tiguan holds its value better than the Haval H6 over time.

From new, the Volkswagen Tiguan is more expensive than its Haval H6 counterpart with pricing starting from R664 500 and going up to R852 600, before options. Comparatively, pricing for the Haval H6 starts from R492 050 and goes up to R679 950.

As a potential buyer, you will have to examine your affordability and decide if it’s better to buy the cheaper H6 option but suffer slightly higher depreciation or buy the Tiguan and enjoy less depreciation over time and get a higher return when you decide to sell it.

As highlighted in this article, if you’re willing to buy a used car that’s 3-4 years old and in good condition, you will be saving a considerable amount of money by avoiding the initial cost of depreciation.

Cars.co.za has a wide range of quality used cars for sale that cater to all budgets.

Let’s find what moves you!

Mercedes-AMG GLC 63 S (2025) Review

The Mercedes-AMG GLC 63 S benefits from the same complex 2.0-litre 4-cylinder turbopetrol plug-in hybrid powertrain as the C63 S E Performance, but does the apex executive SUV’s outrageous performance offset the lack of a soulful V8?

We like: Ballistic straight-line performance, macho looks, outrageous grip levels, plenty of gadgets.

We don’t like: Pricey, general ride quality on the stiff side.

FAST FACTS

Model: Mercedes-AMG GLC 63 S
Price: R2 772 593 (March 2025)
Engine: 2.0-litre 4-cylinder turbopetrol with electric assist
Transmission: 9-speed automatic
Power/Torque: 500 kW/1 020 Nm
0-100 kph: 3.5 sec (claimed)
Claimed fuel consumption: 7.5 L/100 km combined / 11 L/100 km with hybrid battery discharged
Luggage capacity: 470-1 530 litres

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Where does the Mercedes-AMG GLC 63 S fit in?

*The musclebound CLC 63 S sits at the summit of Mercedes-AMG’s executive SUV line-up.*

Perched atop the GLC hierarchy is the Mercedes-AMG GLC 63 S, the most powerful and fastest variant in the Three-pointed Star’s executive SUV line-up.

However, the GLC 63 S isn’t a total outlier in the range: if you want a performance-oriented GLC and your budget can’t reach the ‘63, the GLC 43 variant offers a little less performance, but is R750k cheaper.

Which is the best GLC for you? See the range with pricing and specifications

Identifying rivals for this performance SUV is tricky. BMW has yet to confirm whether it will produce an X3 M Competition version of the 2024/25 Cars.co.za Awards category-winning G45-series model and the most potent variant in its current line-up – the M50 – is not in the same league as the GLC 63 S. Having said that, a BMW M3 Touring presents an interesting (and practical) left-field alternative.

The long-serving Audi SQ5 is very quick, but again, the ‘Benz is simply on another level in terms of performance – and asking price. Porsche’s Macan GTS is not quite fast enough to hold a candle to the GLC63 S either and the latest iteration of Macan will be an all-electric offering (at least initially).

Instead, we look to Italy, where Alfa Romeo shoved a 2.9-litre biturbo V6 petrol engine into the Stelvio to create the sensational Quadrifoglio Q4. It’s not the freshest offering on the market, but still one of the most complete performance SUVs we’ve driven.

Compare specs of Mercedes-AMG GLC 63, Alfa Romeo Stelvio Quadrifoglio and BMW M3 Touring

How the Mercedes-AMG GLC 63 S fares in terms of…

Performance and Efficiency

Like its Mercedes-AMG C63 S E Performance sedan sibling, the GLC 63 S has ditched its predecessor’s iconic 4.0-litre biturbo V8 petrol engine in favour of a sophisticated 2.0-litre 4-cylinder turbopetrol plug-in hybrid with electric boost. The on-paper numbers are simply staggering; 500 kW and 1 020 Nm. As a reminder, its predecessor mustered “only” 375 kW and 700 Nm.

Mercedes-AMG GLC 63 grille — *The GLC 63 S is not the most intimidatingly styled Mercedes-AMG, but that imposing grille screams: “MOVE OVER!”*

How did ‘Benz’s Affalterbach-based division conjure those lofty outputs when the GLC 63 S’ engine has only half the capacity and number of cylinders that its predecessor did?

The answer is 2-fold: The M139 2.0-litre 4-cylinder turbopetrol motor serves in various Mercedes-AMG products, such as the A45 S, SL43 and so on. With peak outputs of 310 kW and 545 Nm, this powertrain remains the most powerful 2.0-litre engine in series production in the world.

*There’s more than oil-, transmission- and coolant temperature to monitor – don’t forget the electric motor and hybrid battery.*

What’s more, the introduction of a rear-mounted electric motor and hybrid battery, which can be recharged by AC (home outlet) or DC (charging station), adds 150 kW and 440 Nm to the package. For context, those outputs are comparable with what a contemporary Volkswagen Polo GTI produces…

Before 4- and 6-cylinder motors became common in Mercedes-AMG’s line-up, the V8 was almost always its go-to powerplant. Super- or turbocharged, with 4.0-, 4.7-, 5.5-, or 6.2-litre capacities, those 8-cylinder motors produced voluminous, guttural soundtracks that enthusiasts simply adored.

Instead of a sonorous V8, the GLC63 S has an electrified powertrain, which sounds rather uninspired. Sure, the speakers synthesise a “roar” and the exhausts emit terrific backfires on each ‘shift, but it’s nowhere near as stirring and characterful as before. Dare we say it, this ‘Benz has a generic soundtrack. Hopefully, its performance will befit an AMG badge…

Mercedes-AMG GLC 63 steering — *The GLC 63 S has one of the nicest multifunction steering wheels in the performance-vehicle segment.*

It sure does. With a claimed 0-100 kph time of 3.5 sec, the Mercedes-AMG GLC63 S’ sprinting ability eclipses that of its predecessor (as expected), but extracting the ultimate performance out of the Three-pointed Star’s apex Executive SUV is a laborious, time-consuming process. Yes, you can simply rotate the drive-mode selector to Race and then flatten the accelerator pedal; irrespective of which gear it is in, the ‘Benz will deliver instantaneous, lag-free and, in a word, explosive power…

Mercedes-AMG GLC 63 gearbox — *These metal shift paddles add an element of hands-on driver engagement.*

However, because an electric motor and hybrid battery are integral to the ‘Benz’s power unit, you also need to dive into the SUV’s settings to ensure that everything is “dialled up to 10”, so to speak.

First, you must ensure that the hybrid battery is sufficiently charged. It’s best to charge it up before setting out on a performance run, but you can also just let the 2.0-litre turbopetrol engine serve as a generator. After that, you need to select Boost mode so the electric hardware can unleash maximum power when the Race Start function is activated.

*Activate BOOST to unleash additional straight-line shove.*

According to our test equipment, the GLC 63 S catapulted to 100 kph from a standstill in 3.52 sec, which was oh-so-close to Mercedes-AMG’s claimed time. It was a satisfactory result, but based on our recent experience with other contemporary AMG models, the Affalterbach-based division’s performance claims tend to be conservative; we think the GLC 63 S could have gone even quicker!

Mercedes-AMG GLC 63 driving modes — *The Race drive mode turns the powertrain-, suspension- and dynamics settings up to the maximum.*

Many variables can affect the outcomes of performance testing; ambient temperature, tyre pressure and -wear level, fuel load and even wind direction can cost a few 10ths of a second on a 0-100 kph run. Cape Town was in the middle of a heatwave when we tested the GLC 63 S and, while we strive to the test early in the morning, a temperature of around 25°C (by 8 am) was not ideal for the high-performance engine.

Our data also showed that the ‘Benz experienced wheelspin when it shifted from 2nd to 3rd gear, which also cost time. In perfect conditions, it may have been capable of setting a time of around 3.45 sec.

Mercedes-AMG GLC 63 instrument cluster — *13.7 L/100 km was a relatively efficient consumption figure, considering how enthusiastically we drove the GLC 63 S.*

It may not sound like a symphony, but this potent powertrain delivers impressive efficiency. Yes, 13.7 L/100 km does not sound all that impressive (the official claim is 11 L/100 km), until you consider that this Teutonic SUV has a kerb weight of about 2.3 tonnes. Its predecessor, which had a biturbo 4.0-litre V8 and was lighter, was known to return figures in the high teens.

Ride and Handling

There’s no doubt that the Mercedes-AMG GLC63 S is fiendishly quick in a straight line, but its ability to deliver full-bore acceleration runs is just a single page of a compelling book, so to speak.

Mercedes-AMG GLC 63 exhausts — *The rear aspect, characterised by quad exhaust tips and a red nameplate, is the view of the ‘Benz most road users will see.*

To reiterate, the GLC 63 S is not lightweight and, when it comes to cornering capability, its heft (the hybrid power unit, especially the battery pack, adds weight) and raised centre of gravity (compared with a sedan or coupe) are certainly drawbacks. Yet, thanks to suspension trickery, rear-wheel steering, a superb braking system, a 51:49 weight distribution and “sticky” Michelin Pilot Sport rubber, the performance-oriented Executive SUV proved relatively nimble; it never struggled for grip.

Mercedes-AMG GLC 63 wheel — *These optional 21-inch wheels look the part and the Michelin tyres don’t generate excessive road noise.*

The steering setup imparts a meaty and direct feel, with no vagueness and plenty of feedback; you’d be forgiven for thinking you’re piloting a slightly larger, more powerful version of the A45 S all-wheel-drive hatchback! We expect the majority of GLC 63 S buyers are unlikely to want a “hyper hatch” experience and will rarely drive the SUV at its limit/s, but it’s remarkably rewarding to pilot this vehicle in anger.

There is a downside, however. When the GLC 63 S operates in its most aggressive drive mode (Race), the SUV’s ride quality is decidedly stiff – as if you can feel every rut and crack in the road surface! Still, with Dynamic Select, you can customise the ‘Benz’s settings to your preference. If you’re in the mood to drive enthusiastically but would like to avoid a jarring ride over a bumpy stretch of blacktop, you can select the powertrain’s sportiest setting, but combine it with the suspension’s most comfortable one.

*When you want to enjoy the GLC 63 S’ performance, but the road surface is bumpy, use this combination of settings.*

Thumping performance? Check, but what’s the GLC 63 S like to drive on the daily commute? The short answer is: pleasant. Switch that drive-mode dial back to Comfort and it’s as if the growly engine takes a nap; the electric motor does all or most of the work when pulling away and negotiating start-stop traffic.

The hybrid battery’s capacity is a meagre 6.1 kWh (by PHEV standards), which facilitates an EV-only range of only 14 km, which doesn’t sound like much, but it’s useful for powering mindless trips to the local mall. You can recharge it by plugging it in at home or a charging station, use the SUV’s engine to replenish the battery’s charge level and varying degrees of regenerative braking help to “top it up”.

*The hybrid battery is best used for supplementing acceleration – not pure-electric driving.*

The dual nature of the ‘Benz is astounding; on the one hand, it’s a restrained executive SUV that is quite content to trundle through traffic in electric or hybrid mode, but when you switch it to Race, it becomes, well, a feral beast. In its most docile setting, the GLC63 S’ transition from petrol to electric modes (and vice versa) was impressively smooth for such a technically complex – let alone beefed up – powertrain.

Practicality and Features

Mercedes-AMG GLC 63 interior — *The GLC 63 S’ plush and upmarket cabin has a more satisfying build quality than we expected.*

Through its combination of tech and luxury features, the Mercedes-AMG GLC 63 S’ cabin feels suitably expensive and is aesthetically pleasing, even if borders on blingy. It looks especially impressive at night, when the LED ambient lighting illuminates the ornate vents and reflects off the carbon-fibre dashboard. The AMG sports steering wheel, replete with animated jog wheels, is particularly pleasant to wield.

The standard (heated) AMG sports seats, complemented with red seatbelts, look racy, offer plenty of support and, thanks to electronic adjustment, can be set to a near-perfect driving position with ease. For the record, customers can upgrade those seats to even racier pews – matched with yellow seatbelts.

Mercedes-AMG GLC 63 seats — *These contoured heated- and electrically adjustable front sports seats are complemented by red seatbelts.*

We’ve criticised the cabin build quality of some contemporary Mercedes-Benz models (including some of the Three-pointed Star’s higher-end products) in the recent past, but the flagship GLC features fewer cheaper-feeling materials at common touchpoints by comparison. And, importantly, elements such as the soft-touch dashboard and premium-feeling speaker surrounds feel as good as they look.

*The infotainment screen offers a host of technical displays that may entertain performance aficionados.*

The cabin’s anchor point is the portrait-orientated touchscreen and, although it looks intimidatingly advanced, it’s one of the simpler infotainment systems to operate at the premium end of the market.

It’s great to see that core functionality, such as the climate control section, is permanently displayed at the bottom of the screen for ease of access. Sure, as before, there’s duplication and information overload. In how many ways can you display powertrain information? Mercedes-AMG: “Yes.”

*(Probably) more apps than you’ll ever need…*

Of course, being the high-performance GLC derivative, the 63 S offers telemetry and performance measuring apps, so that you can conduct performance tests and record lap times when you like.

Compare the derivatives in the Mercedes-AMG GLC range. Which one suits you best?

Price and After-sales support

The Mercedes-AMG GLC 63 S is priced from R2 772 593 (March 2025), which includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

Our test unit was fitted with R217k worth of optional extras, including the Premium Plus Package (R112 400, which includes a heads-up display, additional MBUX functions, noise-insulating acoustic glass and so on), 21-inch AMG wheels (R24 400) and matte Manufaktur Magno Silver paint (R64 300), all of which pushed the total price up to almost R3 million.

Mercedes-AMG GLC Specs & Prices in South Africa

Find a new/used Mercedes-AMG GLC listed for sale on Cars.co.za

Verdict

Mercedes-AMG GLC 63 rear — *We’d argue the hybrid powertrain suits the Mercedes-AMG GLC better than its C-Class sedan sibling.*

It’s impossible to deny the outright performance capability of the GLC 63 S and Mercedes-AMG deserves to be commended for breaking the mould and implementing a “radical” downsized, hybridised powertrain in a headlining performance model. In a risk-averse motor industry, that was a ballsy move.

The ferocious straight-line acceleration and significant cornering ability of this hefty executive SUV almost beggar belief and we don’t doubt that those who fork out “the big bucks” to procure this ‘Benz will be satisfied with what it delivers. Yes, we all miss the evocative soundtrack of its V8-powered predecessor, but this new car beats it in every other metric.

Mercedes-AMG GLC 63 badge — *This model does the AMG badge proud, but how will history consider the GLC 63 S, seeing as the V8 is making a comeback?*

But, after the lukewarm market reception to the C63 S E Performance sedan, time will tell whether this new-generation powertrain will be a sales success. Also, Mercedes-AMG fanatics will have heard the news (which broke in February 2025) that the Three-pointed Star confirmed it will develop an all-new electrified V8 engine for future models. While we’re not perturbed by the complexity- and are satisfied with the performance of this hybrid 4-cylinder, purists will be happy to see the return of a V8 lump.

Range Rover Velar PHEV (2025) Review

The Range Rover Velar PHEV, which sits at the summit of the British marque’s Premium SUV range, attempts to combine efficiency and performance in an eminently stylish – let alone luxurious – package. Is it worth its lofty price tag? Let’s find out.

We like: Styling, brilliant infotainment system, refinement, fuel efficiency.

We don’t like: Thirsty once the hybrid battery’s charge level is depleted, limited rear legroom, pricey.

FAST FACTS

Model: Range Rover Velar P400e Dynamic SE
Price: R2 098 300 (March 2025)
Engine: 2.0-litre 4-cylinder turbopetrol with electric assist
Transmission: 8-speed automatic
Power/Torque: 297 kW/640 Nm
0-100 kph: 5.4 sec (claimed)
Claimed fuel consumption: 2.2 L/100 km when hybrid battery charged
Luggage capacity: 673-1 731 litres

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

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Where does the Range Rover Velar PHEV fit in?

*The Range Rover Velar debuted in 2017, was revised in 2023 and still looks fresh after all these years.*

There’s so much allure to Range Rover’s brand image and design language. JLR’s pre-eminent brand produces several desirable models and despite its age, the Velar still manages to turn heads.

Which is the best Velar for you? See the range with pricing and specifications

A raft of updates to, and enhancements of, the Velar have kept it relevant in an ever-changing market. The most recent tweak sees the introduction of a larger infotainment screen, powered by the latest Pivi Pro operating system. The range comprises a trio of diesel derivatives, plus this – the plug-in hybrid.

There are only a handful of plug-in hybrid premium SUVs available in South Africa (if you’re shopping around the R2 million price point). Your first port of call should be the multiple CarsAwards category-winning Volvo XC90 T8. Sure, it’s getting on a bit and lives in the shadow of its accomplished 30d sibling (also a CarsAwards winner), but a few subtle updates have kept the XC90 PHEV relevant in its segment.

*The P400e Dynamic SE looks “murdered” with its noir paint finish, matched with dark wheels and exterior trim.*

Another venerable contender – and the 2025 CarsAwards winner in this category – is the BMW X5. It is also available as a PHEV (in X5 50e guise, but we haven’t tested that variant). If you want something different, the Lexus RX 450h+ is very accomplished – it’s not as flashy, but much more affordable – and, of course, don’t forget about the Porsche Cayenne e-hybrid, even if it’s even pricier than the Velar.

Compare the Range Rover Velar’s specs with those of the Volvo XC90 T8 and BMW X5 50e

How the Range Rover Velar PHEV fares in terms of…

Performance and Efficiency

A plug-in hybrid electric vehicle (PHEV) utilises an internal combustion engine and an electric motor mated with a hybrid battery, which is topped up by harvesting kinetic energy and can be fully recharged at home – or a charging station. Cleverly, the various elements of the power unit are integrated to deliver an uninterrupted and automated driving experience; owners can run the vehicle on either powertrain.

In the case of the Range Rover Velar PHEV, a 2.0-litre 4-cylinder turbopetrol engine and electric motor work together to produce combined outputs of 297 kW and 640 Nm. And, like most PHEVs, the P400e Dynamic SE offers brisk acceleration. Range Rover states a 5.4-sec 0-100 kph time for this variant and, when we put the Velar through its paces, our test gear confirmed a time of 5.99 sec. So, yeah, it’s quick!

Range Rover Velar PHEV rear — *The Velar’s rear-end styling is neat, even if the Range Rover lettering is difficult to make out in this get-up…*

The real strength of a PHEV is its ability to operate in either hybrid or pure-electric mode; it’s tailor-made for those markets that tax motorists based on emissions. Without the petrol engine, 15.4 kWh of usable hybrid-battery capacity is good for about 65 km, but we found it best to utilise the Velar’s hybrid setting.

The SUV will run “on battery” at low speeds (such as when you’re wading through congested traffic) and then seamlessly transition to petrol power at higher velocities. When you lift off the accelerator to coast to an intersection, the petrol engine will deactivate while the brakes harvest energy to top up the battery.

Range Rover Velar PHEV Pivi Pro — *There are 3 drive modes to choose from. Note you can force the SUV to reserve hybrid-battery charge or run in EV mode only.*

The fuel consumption figures claimed for PHEVs sound too good to be true; the Velar, a full-size family car with a kerb weight above 2.2 tonnes, is claimed to use just 2.2 L/100 km. So, just how miserly is it?

Well, 1 of our testers saw an indicated figure of under 2 L/100 km on his commute to the office (granted, it was on a level road, in slow-moving traffic, so the Range Rover’s electric motor did most of the work). But, bear in mind that when that hybrid battery is depleted, the P400e Dynamic SE’s consumption will increase notably when the petrol engine provides the propulsion and replenishes the battery’s charge level in Save mode. When driving on the open road with the battery near depleted, we saw 9.9 L/100 km.

Range Rover Velar PHEV instrument cluster — *When the hybrid battery’s charge is depleted, the Velar’s fuel consumption goes up notably*.

As for recharging, the Range Rover Velar PHEV is one of the few vehicles in its class that supports fast (DC) charging at 50 kW, which means you can rapidly “top up” at public charging stations. You can also charge via AC power, but at a slower rate; this method is best suited for “plugging in overnight” at home.

Range Rover Velar PHEV charging — *Unlike most plug-in hybrids, the Velar PHEV supports fast (DC) charging.*

The driving experience is whisper-quiet – and ultra-refined. The key to the near-silent running is clever active noise cancellation that dials out the exterior noise and cabin vibration. Despite its nomenclature, this P400e Dynamic HSE’s on-road demeanour is laid-back. The throttle response is leisurely; only when you fully depress the accelerator pedal does the Velar PHEV come alive to deliver a brisk turn of pace.

You wouldn’t want to “hoof it” too often though: the engine note is not particularly pleasant at high revs.

*The shift paddles are pretty and a pleasure to use, but you’re unlikely to use them often.*

The 8-speed auto transmission can hesitate, especially at lower speeds, when the car toggles between electric and petrol propulsion, but you quickly learn to adapt your driving style to negate this. Beautifully crafted ‘shift paddles are affixed to the back of the steering wheel and they’re lovely to touch, but we found the powertrain/shift mapping was efficient enough that we hardly ever felt the need to use them.

Ride and Handling

Our test unit came with its standard adaptive suspension, but it’s a little surprising that such a premium offering isn’t offered with air suspension, at least not in the South African market. The Velar PHEV’s ride quality does depend on which drive mode you’ve selected, but the default setting is on the supple and pliant side of things, which is just how a Range Rover should be: gentle, comforting and cossetting.

Range Rover Velar PHEV wheel — *The striking 21-inch alloy wheels are wrapped in Michelin all-terrain tyres.*

When travelling on poorer-quality tarmac, some jolts from bump- or dip impacts translated to the cabin, but we believe the test unit’s oversized wheels exacerbated them. The 21-inch alloy wheels (wrapped in all-terrain Michelins) looked great, but given the varying road quality in the Republic, perhaps smaller wheels, fitted with higher-profile tyres, may provide peace of mind and optimise ride/occupant comfort.

When it comes to handling ability, Range Rovers tend to favour “effortless luxury” over “engagement and athleticism”, which is why the Velar is surefooted but less than nimble. That said, Range Rover does know how to produce a fun-to-drive large premium SUV – just consider the superb current-gen Sport range.

*The Range Rover Velar’s interior is beautifully crafted, including the steering wheel, which is a delight to wield.*

When you’re driving in narrow streets and on tight roads, you’ll appreciate the Velar PHEV’s light steering setup, which makes it effortless to place the sizeable – and hefty – premium SUV on the road. At higher speeds, it still retains some directness and engagement, but not at BMW X5 or Porsche Cayenne levels.

And, thanks to the additional hardware of the hybrid system, this hefty variant doesn’t feel as light on its, um, wheels as some of its rivals. At least it makes up for it with off-road ability; although few Range Rover owners will venture “far from tar”, it’s good to know the Velar has notable capability on the rough stuff.

Range Rover Velar PHEV modes — *The Velar PHEV is very well suited to traversing gravel (or more difficult off-road) routes.*

With a wading depth of 530 mm, a 213-mm ground clearance and a host of off-road drive modes, the Velar is surprisingly capable off-road. Of course, you can let the SUV’s Terrain Response figure out on which type of surface you’re driving and let it adjust the vehicle settings for you, but it’s more effective to utilise the drive modes; there are even some fun, if frivolous, readouts that add to the sense of occasion.

*The infotainment system offers a variety of displays, some of which are more useful than others.*

Practicality and Features

When you climb inside the Range Rover Velar PHEV, you’re greeted by a classy minimalist cabin. With the latest upgrade, many of the in-car controls were transferred to/consolidated in an 11.4-inch infotainment touchscreen. The centre console is almost bare and the only fascia-mounted button is for hazard lights.

Range Rover Velar PHEV cabin — *The minimalist cabin is great to look at and reasonably intuitive, but we do miss some buttons.*

This raises an interesting dilemma. We certainly appreciate a neater cabin (the freed-up space is now used for connectivity and wireless charging) and we maintain the Pivi Pro is arguably the best-in-class in terms of responsiveness and user experience, but is the overall setup all that user-friendly? Not quite.

Range Rover Velar PHEV over-the-air updates — *Over-the-air updates ensure that the infotainment system is constantly improved.*

Yes, the Pivi Pro system is refreshingly easy to learn, lag-free and simply laid out, but in our experience, climate controls (to name just 1 example) don’t work efficiently on a touchscreen. It’s a schlepp to tap the climate option, then select a zone, and then adjust the temperature setting, while you’re driving.

Also, new-for-2026 Euro NCAP rules will penalise vehicles that have critical features integrated into their touchscreens (they’re deemed distracting), so expect some buttons to return to brands’ new cars soon.

Range Rover Velar PHEV rear legroom — *Limited rear legroom is one of the weaknesses of the Velar package.*

Despite its 2 874-mm wheelbase and 4 797-mm length, the Velar isn’t all that spacious inside. Using our comparison tool, we noticed the Range Rover’s key rivals have longer wheelbases (by about 11 cm) and that makes a significant difference in terms of how much more rear legroom they offer by comparison.

This author, accompanied by his wife and parents, travelled to a weekend getaway location in the Velar. During the trip, the rear occupants were surprised by how little legroom they had, considering they were in “a big Range Rover”. For convenience, their devices could be recharged from a pair of USB-C ports.

Range Rover Velar PHEV boot — *Suitcases, cooler bags and fishing gear. It all went into the load bay!*

Impressively, unlike some PHEVs, the P400e Dynamic SE’s luggage capacity isn’t too compromised by the fitment of the hybrid power unit’s additional hardware (including the battery). Compared with plug-in versions of the Volvo XC90 and BMW X5, the Velar’s load bay is fairly sized: it is said to hold up to 673 litres, which balloons to 1 731 litres if you fold down the 2nd row, which has a 40:20:40 configuration.

In terms of interior build quality and visual appeal, Range Rover often gets it spot on and the Velar’s cabin is no exception. Granted, there are 1 or 2 common touch areas that feel “of marginal quality”, such as the buttons on the steering wheel, but the extensive use of soft-touch materials easily compensates for that.

Range Rover Velar PHEV interior — *Although there are points of marginal quality, the Velar PHEV’s cabin is awash with soft-touch materials.*

When you’re forking out R2 million for a premium SUV, you expect comprehensive spec, but our test unit still had a few extras that pushed the asking price to just over R2.3 million. The biggest line item was the 22-speaker Meridian audio system that dovetailed nicely with the wireless Android Auto/Apple CarPlay.

Range Rover Velar PHEV Meridian audio — *Has Kate Bush ever sounded as great as she did on the Meridian audio system*?

The Tech Pack (R32 640) added features such as a head-up display, 360-degree surround view, park assist and wade sensing. Massaging-, heated- and cooled front seats and a panoramic sunroof were also specced, but at the time of writing, the online configurator was no longer listing prices for those options.

Range Rover Velar PHEV massage seats — *The massage function is always a plus on long journeys.*

Meanwhile, the Velar features an array of passive and active safety features. The latter grouping includes adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keeping assist (among others), all of which are fitted as standard on this model. Six airbags, tyre-pressure sensors, electronic stability- and hill descent control, plus trailer stability assist round off the safety suite.

Price and After-sales support

The Range Rover Velar P400e Dynamic SE retails for R2 098 300 (March 2025), which includes a 5-year/100 000 km vehicle warranty, an 8-year hybrid battery warranty and a 5-year/100 000 km maintenance plan. With the options fitted to our test unit, its final price came to R2 315 507.

Range Rover Velar prices and specifications

Find a new/used Range Rover Velar listed for sale on Cars.co.za

Verdict

Range Rover Velar PHEV badge — *The Velar is available in turbodiesel and PHEV guises, stick with the former, we say.*

Despite its age, the Range Rover Velar is still a striking and desirable premium SUV. However, its alluring looks, efficient powertrain and off-road capability are overruled by a high list price and a cramped cabin.

Should you buy a Range Rover Velar PHEV? In this sub-genre (plug-in Premium SUVs), its rivals offer more space and -performance at lower prices, so this SUV is a heart-over-head purchasing proposition!

That said, there’s better value in the rest of the Velar range and, while the local new-vehicle market has only just entered its plug-in hybrid era, turbodiesel premium SUV variants still make more logical sense.

New Renault Duster vs Suzuki Jimny: What To Buy?

If you’re in the market for a new, 4×4-capable small SUV for under R550k, you’re likely to have shortlisted the Suzuki Jimny 5-door and the new Renault Duster 4WD. Which one of these models is the most compelling buying proposition? Let’s take a closer look!

The new Renault Duster recently arrived in South Africa and together with the Suzuki Jimny, they are the most affordable and capable offroad SUVs you can buy right now.

South Africans love exploring the outdoors and, if you want to make the most of your adventures, you’ll need a car that’s adequately equipped for the job. Sufficient ground clearance will only get you so far – a 4×4 drivetrain is a must if you’re hoping to conquer tough terrain on your way to a far-flung destination.

There are several 4×4 SUVs on the market, but few are priced below R550k. So, if you’re looking for a new off-road-capable SUV in this price bracket, you may be considering the Suzuki Jimny and the recently-launched Renault Duster. In this article, we compare the Suzuki Jimny 1.5 GLX AllGrip 5-door manual and the Renault Duster 1.2T hybrid Zen 4WD manual derivative.

Note that the Jimny GLX is also offered with an automatic transmission but the Duster Zen 4WD is only currently offered in conjunction with a manual transmission and sadly it’s not available in top-spec Intens trim either.

The Jimny is an iconic model for Suzuki. Backed by a stellar reputation for unwavering 4×4 ability, the 4th-gen SUV remains hugely popular in many markets. With the arrival of the highly-anticipated 5-door version, the Jimny now appeals to a wider audience and, therefore, is selling in greater numbers.

While the Suzuki Jimny might be an obvious choice for a 4×4 SUV under R550k, it has a few drawbacks (see our “Living With It” review) and the second-generation Renault Duster 4WD was often overlooked, perhaps unfairly so.

The Renault Duster has gained a loyal following since the original model arrived in Mzansi in 2013; the turbodiesel-powered version has been praised for its admirable blend of efficiency and performance. Now, an all-new Renault Duster has finally reached South Africa with 2 new engine choices and 2WD or 4WD configurations to choose from. Sadly, a turbodiesel engine option is not offered on the new-generation Duster.

So, the Jimny is an iconic little off-roader, but is the Renault Duster 4×4 a more practical purchase?

The main aim of this article is to help you, the consumer, make an informed buying decision. To help you do this, we will provide you with the need-to-know information and insight based on available vehicle information and our experience with the cars in question.

This article will cover key aspects including Exterior Styling, Performance & Efficiency, Interior Features & Execution, Practicality & Offroad Ability, as well as Pricing & Warranty details.

If, at the end of this article, you are still undecided as to what to buy, you are more than welcome to reach out to us for advice via X, Facebook or Instagram. Our experienced test team will gladly assist you.

Suzuki Jimny 5-door Vs Renault Duster 4WD: What To Buy?

Exterior Styling

Suzuki Jimny 5-door

The Suzuki Jimny 5-door wears a familiar face – from the front, it is indistinguishable from the 3-door – but it’s underpinned by a longer ladder-frame chassis.

The familiar boxy Jimny design, including short overhangs, an upright grille, round headlights and a spare wheel mounted on the side-hinged rear tailgate has been retained. Fifteen-inch alloy wheels are fitted as standard and the addition of 2 rear doors adds welcome practicality to the Jimny package.

The Jimny sports an unapologetic built-for-purpose design, which has undoubtedly contributed to its impressive success. It is, however, an acquired taste – its styling has, and still does, divide opinion.

Renault Duster 4WD

By comparison, the new Renault Duster adopts modernised styling but retains its ruggedness with prominent cladding and a chunky lower grille section. The big Renault logo has now been replaced with bold Renault lettering between the new Y-shaped LED headlights. Those roof rails aren’t just for show either and they have a load capacity of 70kg.

The Duster’s rugged appeal is amplified by its front and rear skid plates while the new 17-inch alloy wheels (18-inch on Intens trim) add a little bit of pizzazz to the design. The new Duster’s styling is arguably one of the most appealing designs in the compact SUV segment right now and this will contribute to the new model’s uptake in the local market.

Performance & Efficiency

	Suzuki Jimny 1.5 GLX AllGrip 5-door manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD manual
Engine	1.5-litre petrol, naturally aspirated	1.2-litre, turbopetrol, 48V mild hybrid
Power Output	75 kW	96 kW
Torque Output	130 Nm	230 Nm
Transmission	5-speed manual	6-speed manual
Fuel Efficiency	6.3 L/100km	5.7 L/100km

Suzuki Jimny 5-door

As a daily runabout, especially in urban driving conditions, the Jimny is fairly disappointing to pilot (when measured against small crossover standards). Simply put, its 1.5-litre petrol engine is a workhorse that delivers underwhelming in-gear performance. It’s no great revelation – we have highlighted this before.

When driving a Jimny, don’t expect to get anywhere in a hurry. Its acceleration (from in-town to highway speeds) is leisurely, so a bit more torque would be welcomed. Also, when you’re cruising at around 120 kph, the Suzuki’s rev counter sits at 3 000 rpm – an extra gear would not go amiss, plus it would benefit fuel efficiency… While Suzuki claims 6.3 L/100 km, returns of around 7.0 L/100 km are more realistic.

Given its upright boxy stance, the Jimny is prone to exhibiting noticeable body roll when required to make sudden directional changes. Still, the Suzuki delivers a relatively forgiving ride quality when it traverses poor road surfaces – its suspension tends to absorb most pothole impacts with aplomb.

Renault Duster 4WD

Buyers will be pleased to know that the performance of the new 1.2-litre turbopetrol mild hybrid powertrain is good with admirable in-gear acceleration which is useful for inner-city shuffling or overtaking on the highway. As is the case with most Renault products, the clutch setup does require some familiarity to avoid jerky gear changes.

It’s worth noting that the Duster can also be had with a 1.3-litre turbopetrol engine with 113 kW and 250 Nm on offer but this engine is only available in front-wheel-drive format. We have yet to test this derivative.

In terms of fuel consumption, Renault claims 5.7 L/100km but real-world figures between 6.5- and 7.5 L/100km can be expected.

The Duster also offers a forgiving ride quality but it arguably impresses the most when tar turns to dirt where it delivers a notably comfortable ride on rough surfaces. In fact, it rides better than many more expensive 4×4 SUVs!

Interior Features and Execution

Take a look at a detailed specification comparison between the Suzuki Jimny 1.5 GLX AllGrip Manual and the Renault Duster 1.5dCi Zen 4WD

You can use our handy Compare Tool to compare any cars you want!

	Suzuki Jimny 1.5 GLX AllGrip Manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD Manual
Infotainment system	9-inch touchscreen	10.1-inch touchscreen
Digital instrument cluster	No, analogue dials with TFT display	7-inch digital instrument cluster
Android Auto and Apple CarPlay, Bluetooth, voice control, USB ports	Yes to all	Yes to all
Wireless Charging	No	No
Sound System	Yes	Yes
Rear View Camera	Yes	Yes
Cruise Control	Yes	Yes
Air Conditioning	Automatic Climate Control	Yes, no climate control
Panoramic Sunroof	No	No
Front and rear park distance control	Rear only	Rear only
Upholstery / electric seats	Cloth, manual adjustment	Cloth, manual adjustment
Safety Features	6 airbags, ABS with EBD, brake assist, Electronic Stability Control, hill descent control	6 airbags, ABS, Electronic Stability Control, hill descent control, tyre pressure monitoring

Suzuki Jimny 5-door

The Jimny 5-door’s interior looks very familiar, because – you’ve guessed it – its cabin architecture and utilitarian layout are carried over from the 3-door. The perceived build quality is very good, as it should be (to withstand the rigours of overlanding). The interior materials comprise a combination of hard and durable plastics, while the multifunction ‘wheel’s rim is wrapped in leather. Cloth upholstery is standard.

In terms of fascia ergonomics (user-friendliness), most of the switchgear is easily within reach and the infotainment screen is mounted high on the (rather slabby) dashboard to limit distraction while driving.

As highlighted in the table above, the Jimny 1.5 GLX AllGrip manual’s standard specification is fairly good.

Renault Duster 4WD

Much like the Jimny, the Duster interior’s fit-and-finish is utilitarian, which is another way to say that the cabin is dominated by hard and durable plastics. However, the cabin architecture has been thoroughly modernised and is bang-up-to-date in terms of execution and perceived build quality.

The infotainment system’s touchscreen is slightly larger than the Jimny’s and the system also supports wireless smartphone integration. The Duster also sports a 7-inch digital instrument cluster.

When compared to the Suzuki Jimny GLX, the new Duster offers similar specifications but we feel that additional features such as a 360-degree camera and additional active safety features would be useful in the Duster 4WD derivative. Unfortunately, these features are only offered in the high-spec 2WD Intens derivative.

Practicality and Off-road ability

	Suzuki Jimny 1.5 GLX GLX AllGrip Manual	Renault Duster 1.2 TCe 130 MHEV Zen 4WD Manual
Length	3 820 mm	4 343 mm
Width (excluding)	1 645 mm	1 921 mm
Height	1 720 mm	1 661 mm
Wheelbase	2 590 mm	2 658 mm
Kerb Weight	1 200 kg	1 495 kg
Ground Clearance	210 mm	217 mm
Turning Circle	11.4 m	10.9 m
Approach angle	36 degrees	31 degrees
Departure angle	47 degrees	–
Breakover angle	24 degrees	–
Load Capacity	211–332–1 113 litres	474-594-1 609 litres
Seat Configuration	50:50 split	60:40 split

Practicality Summary

As indicated in the above table, the Duster has a larger footprint and, importantly, a longer wheelbase than its Japanese rival, which is why it offers more rear legroom, as well as a more spacious load bay.

The 5-door Jimny, however, is notably more practical than its 3-door sibling. Although occupant comfort or oddment space are not key performance areas (again, refer to our extended review of the newcomer), at least the Suzuki is said to offer more than 1 000 litres of utility space when its rear seats are folded, but the Duster is still considerably more practical in terms of luggage space and passenger comfort.

As far as manoeuvrability is concerned, the Jimny’s compact dimensions will be favourable in tight spaces, but the Duster does have a smaller turning circle, which is equally useful.

Note that the Duster has a higher ground clearance at 217 mm compared to the Jimny’s 210 mm, which is useful for pavement hopping in the city or when tackling rough and uneven dirt roads.

In summary, then, we can confidently conclude that the Duster is more practical in terms of people- as well as load-carrying ability.

Off-road Performance

The Jimny might not flourish in the urban jungle, but when tar turns to sand, the plucky Suzuki comes into its own. The Jimny has been designed as an off-road vehicle and it’s hugely capable in this regard, which has made it a popular choice for 4×4 enthusiasts looking for an affordable off-road vehicle.

The Jimny’s off-road prowess is made possible by a part-time 4-wheel-drive system, called AllGrip Pro, which allows the driver to engage 2High, 4High or 4Low using the separate transfer case. AllGrip Pro can also apply selective braking to the wheels that have no traction to effectively perform the function of a differential lock, while the hill descent control takes the stress out of negotiating steep downhills.

The Duster offers part-time all-wheel drive but does not have a dedicated low-range transfer case. Instead, the Duster is equipped with what Renault calls 4WD Terrain Control which is essentially a rotary dial with 5 driving modes including Eco (2WD), Auto (2WD or 4WD), Mud/Sand (4WD) and Offroad (4WD).

Useful offroading information is shown on the central infotainment system including lateral tilt, pitch and torque distribution.

Based on our respective off-roading experiences with the Jimny and Duster, the former stands out as the superior 4×4 vehicle (replete with better approach and departure angles). When you need to traverse off-road terrain, the Suzuki is the one to have if you’re unsure of just how tricky conditions will get.

The Duster, however, is more than capable – it can easily navigate easy- to moderately challenging off-road obstacles with little fuss, but without a low-range transfer case, its capability is ultimately limited.

Pricing and Warranty

	Suzuki Jimny	Price	Renault Duster	Price
Entry	Jimny 1.5 GL AllGrip 3-door Manual	R399 900	Duster 1.3T Zen	R489 999
	Jimny 1.5 GL AllGrip 3-door Auto	R421 900
	Jimny 1.5 GL AllGrip 5-door Manual	R429 900
Top	Jimny 1.5 GLX AllGrip 3-door Manual	R427 900
	Jimny 1.5 GLX AllGrip 3-door Auto	R449 900
	Jimny 1.5 GLX AllGrip 5-door Manual	R457 900	Duster 1.2T Hybrid Zen (4WD) Manual	R549 999
	Jimny 1.5 GLX AllGrip 5-door Auto	R479 900	Duster 1.3T Intens (2WD) Auto	R519 999
Warranty	5-year / 200 000 km		5-year/150 000 km
Service	4-year / 60 000 km		3-year / 45 000 km

Buy a new Suzuki Jimny / Buy a used Suzuki Jimny

Buy a new Renault Duster / Buy a used Renault Duster

Verdict: Jimny 5-door vs Duster 4WD

Now that you know the key points of difference between the Suzuki Jimny 5-door and Renault Duster 4WD, it should be easy to choose which of the 2 offerings would suit you best… provided that you’re willing to be completely honest about the role that your prospective purchase will fulfil most of the time…

The Jimny is the most capable off-roader you can buy for under R550k – full stop. However, despite offering easier ingress/egress for rear passengers by having 2 more doors than the venerable 3-door, the Jimny 5-door is severely compromised in terms of urban performance and general practicality. So, if you’re not serious about off-roading, we hold the opinion that the Duster is the better choice to live with on a daily basis.

Okay, it would be easy to argue that the Jimny’s off-road ability does not outweigh its iffy performance and practical shortcomings. But those drawbacks haven’t stopped thousands of consumers from buying the charming Japanese off-roader; the Jimny has that “Cool Factor”, is renowned for robust residual values (certainly true of the 3-door) and, for the record, offers a longer service plan than its French rival.

The Renault Duster, by comparison, is more of an all-rounder; it offers better everyday performance and efficiency, as well as small-crossover practicality and comfort. The Duster is the more sensible purchase if you don’t really need hardcore off-road ability, but still want to venture off the tar with peace of mind.

The new Duster, however, is not as affordable as it once was and you’ll have to assess your budget and decide if the extra practicality offered by the Duster is worth the extra outlay.

The Duster, however, is unlikely to ever match the Jimny’s aforementioned “Cool Factor”, which is a very powerful unique selling proposition. In short, if you want to be cool and uncomfortable, buy the Jimny!

Range Rover Evoque P160 (2025) Price & Specs

The base Range Rover Evoque P160 – featuring front-wheel drive and a 3-cylinder engine – has arrived in SA, slotting in R190 000 below the most affordable D200…

The Evoque line-up in South Africa has quietly welcomed the base Range Rover Evoque P160, which introduces front-wheel drive to the range and features a price-tag some R190 000 below that of the most affordable D200 derivative.

Thanks to the ever-observant vehicle-information specialists over at duoporta.com, we can tell you the freshly introduced Evoque P160 S is priced from R1 142 000, which means it costs R190 100 less than the diesel-powered D200 Dynamic SE (the latter currently available from R1 332 100).

Meanwhile, the likewise new-to-the-range Evoque P160 Dynamic SE kicks off at R1 233 800. From what we can tell (based on the derivatives currently listed on the brand’s website), the local Evoque portfolio now comprises 6 variants, with the D200 S, D200 Dynamic HSE and P300e Autobiography all seemingly having since fallen away.

But back to the freshly introduced P160. Urge comes from a turbocharged 1.5-litre, 3-cylinder mild-hybrid petrol engine, which sends 118 kW and 260 Nm to the front – yes, front – axle via a 9-speed automatic transmission as standard. The listed 0-100 kph time is 10.3 seconds, while the top speed comes in at 199 kph.

The S grade ships standard with features such as 18-inch alloy wheels, keyless entry, a powered tailgate, automatic LED headlamps, rain-sensing wipers, a sliding panoramic sunroof, leather upholstery, electrically adjustable front seats, parking sensors (fore and aft), a reverse-view camera, adaptive cruise control, 2-zone climate control and an 11.4-inch touchscreen.

Meanwhile, the P160 Dynamic SE adds more aggressive front-end styling along with items like auto high-beam assist, a rear collision monitor, a “3D” surround camera system, a Meridian sound system, an uprated instrument cluster, bright metal pedals and chrome treadplates.

*Note the Dynamic SE’s more aggressive front-bumper design.*

Land Rover furthermore offers options such as the Black Exterior Styling Pack (R16 200), larger alloys (up to 20 inches for R16 000), the Technology Pack (R36 400), the Driver Assist Pack (R17 700) and the Cold Climate Pack (R23 300).

What does the Range Rover Evoque cost in SA?

Range Rover Evoque P160 S – R1 142 000

Range Rover Evoque P160 Dynamic SE – R1 233 800

Range Rover Evoque D200 Dynamic SE – R1 332 100

Range Rover Evoque D200 Autobiography – R1 394 800

Range Rover Evoque P300e S – R1 688 400

Range Rover Evoque P300e Dynamic SE – R1 741 800

The prices above include a 5-year/100 000 km warranty and a maintenance plan with the same parameters.

New Mini Cooper S vs Old(er) Mini – More Expensive, More Fun?

Mini is a brand that conjures a fun driving experience with Go-Kart-like handling and an expressive interior with gimmicky features. Does the new Mini still offer that and do it at a reasonable price? We compare an older 2008 Mini Cooper S with the latest Mini Cooper S to find some answers. Watch the video!

The Mini Cooper S is a household name, whether you’re 50 or 15 years old and the Mini Cooper S in many ways embodies the brand’s spirit.

In this video, Ciro De Siena and Jacob Moshokoa team up to test the 2008 Mini Cooper S and how it holds up against the 2024 Mini Cooper S. They unpack the performance and practicality as well as what they like and don’t like about both cars.

Watch the video for insight!

Buy a new Mini Cooper S on Cars.co.za

Buy a used Mini Cooper S on Cars.co.za

Ferrari 400 vs 456M GT vs 612 Scaglietti: Classic Comparison

We spend a day munching miles in a trio of Maranello’s big, fast, luxurious 4-seaters – each powered by a naturally aspirated V12. Even if doomed to live in the shadows of their supercar peers, Ferrari GTs exude character… and provide “easy performance“.

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Ferrari 456M GT – The modern classic

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Ferrari 612 Scaglietti – The Fastest

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New Renault Duster vs Suzuki Jimny: What To Buy?

If you’re in the market for a new, 4×4-capable small SUV for under R550k, you’re likely to have shortlisted the Suzuki Jimny 5-door and the new Renault Duster 4WD. Which one of these models is the most compelling buying proposition? Let’s take a closer look!

Suzuki Jimny 5-door Vs Renault Duster 4WD: What To Buy?

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Suzuki Jimny 5-door

Renault Duster 4WD

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Suzuki Jimny 5-door

Renault Duster 4WD

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Suzuki Jimny 5-door

Renault Duster 4WD

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