Which Chery Tiggo 4 Pro Derivative is the Most Fuel Efficient?
Which derivative of the Chery Tiggo 4 Pro – South Africa’s most popular Chinese car – is most fuel efficient? Let’s take a closer look at the numbers…
Though vehicles from Chinese brands are increasingly finding favour in South Africa, fuel consumption remains a largely common point of concern. So, just how efficient is the Chery Tiggo 4 Pro – which ranked as Mzansi’s best-selling Chinese car in 2024 – and which derivative in the range uses the least fuel?
Well, we’ll answer those questions below, based both on claimed figures from the manufacturer as well as our real-world experiences with various Tiggo 4 Pro derivatives. We’ll examine the 6 variants that currently make up the range, excluding the pair of panel-van derivatives doing duty in the light-commercial vehicle segment.
Chery Tiggo 4 Pro Engines and Transmissions
In South Africa, entry-level versions of the Tiggo 4 Pro are powered by a naturally aspirated 1.5-litre, 4-cylinder petrol engine. Sending 83 kW and 138 Nm to the front axle, this engine can be specified with either a 5-speed manual gearbox or a continuously variable transmission (CVT).
The big-on-value small crossover is also available with a turbocharged 1.5-litre petrol mill that generates 108 kW and 210 Nm. This zestier motor drives the front wheels through either a CVT or a 7-speed dual-clutch transmission (DCT).
Chery’s Claimed Fuel Economy for Tiggo 4 Pro
So, which of the Tiggo 4 Pro powertrains outlined above is the most fuel efficient? Based on Chery’s claims, combining the 1.5T engine with the DCT results in the best economy. In this case, that’s a figure of 6.7 L/100 km. For the record, that translates to a theoretical 761 km from the 51-litre tank.
Tiggo 4 Pro 1.5 LiT 5MT – 7.0 L/100 km
Tiggo 4 Pro 1.5 LiT CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5 Comfort CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T LiT DCT – 6.7 L/100 km
Tiggo 4 Pro 1.5T Elite CVT – 6.8 L/100 km
Tiggo 4 Pro 1.5T Elite DCT – 6.7 L/100 km
Interestingly, the naturally aspirated 1.5 linked to the CVT isn’t far behind on a claimed 6.8 L/100 km. The entry-level 1.5 5MT, meanwhile, is seemingly the least efficient Tiggo 4 Pro derivative, with a listed 7.0 L/100 km.
Tiggo 4 Pro 1.5T: Real-World Fuel Efficiency
Those are the claimed figures but what about real-world fuel efficiency? Well, we’ve tested the turbocharged 1.5-litre petrol engine in combination with both the CVT and the DCT. In 2021, we drove the CVT-equipped derivative and ended up with an indicated figure of 8.8 L/100 km. Note that this was before the powertrain received a software update that Chery promised would result in a “significant improvement in fuel consumption”.
In 2024, meanwhile, we sampled the range-topping 1.5T Elite DCT. The indicated consumption after 410 km of mixed driving? Some 8.3 L/100 km, though we should point out the test unit arrived with only about 180 km on its odometer, meaning the engine was perhaps still a little tight. In both instances, though, we made liberal use of each vehicle’s Eco Mode.
Conclusion on Tiggo 4 Pro’s Fuel Consumption
Based on the above, it seems the Chery Tiggo 4 is a little thirsty compared with direct rivals, though this model certainly still offers strong value overall. In addition, we’ve heard of several local owners seeing indicated tank-to-tank figures of approximately 7.5 L/100 km, suggesting somewhat more palatable returns are indeed possible.
And, of course, we must keep in mind that various external factors can have a marked impact on real-world fuel consumption. For instance, simple adjustments to your driving style can save you plenty of fuel in the long run, regardless of the vehicle you drive. It’s worth adopting fuel-efficient driving techniques to improve your overall fuel consumption.
The gentle pace and easy elegance of this 1950 Mercedes-Benz 170S make it the perfect classic car for a scenic drive in the Winelands.
In today’s tech-driven world, it is difficult to imagine what driving a car must have felt like during the 1st half of the 20th century, when roads were rudimentary and automotive development was in its infancy.
Today, we don’t think twice about grabbing the stylish key fob of our modern car and driving into town –or across the country. And if the car develops any technical problem, help is usually a phone call away.
But during the late 1940s, such assistance was non-existent. You had to be very brave to take your car on an extended road trip, but this 1950 Mercedes-Benz 170S proves that it was, indeed, possible.
The developments we have seen in cars over the past 50 to 60 years are not remotely comparable to those in the first half of the 20th century, and due to the outbreak of World War II, progress slowed significantly. Cars in Europe, especially, changed little from the late 1930s to around the late 50s.
During World War II, Mercedes-Benz produced mainly military vehicles and aircraft engines; after that, the Three-pointed Star took a while to restart car production. The Mercedes-Benz 170S, produced only 6 years after the Allies achieved victory in Europe, is a magnificent example of an early post-war model.
Mercedes-Benz 170S has a hand-finished feel
The owner of this car started his collection with Mercedes-Benz Pontons (read our classic drive of a 190b), but soon his passion for the brand expanded, and his interest in older models, more specifically this post-war 170S, took hold. Whereas Mercedes-Benz 170V was built from 1946, the 170S debuted in 1949 and featured improved suspension and engines that used carburettors, to name a few things.
Interestingly, the body of the Mercedes-Benz 170S dates back to the late Thirties, and its ladderframe chassis – something that the Ponton did away with – goes back even further than that.
“But why utilise a chassis that was over 10 years old?”, you ask. Mercedes-Benz found a way to safely store the rigs and moulds during World War II, which the firm could repurpose after the war ended.
As the predecessor of the Ponton, the 170S also features quite a lot of ash wood in its cabin, and particularly around the windows, which are neatly framed and give the car an almost organic feel. The upholstery isn’t original, but the front seats still offer a degree of comfort, even without headrests.
Specifications:
Model: 1950 Mercedes-Benz (W136) 170S
Years produced: 1949-1952
Engine: M136 1.8-litre 4-cylinder, petrol
Power: 38 kW at 4 000 rpm
Torque: 111 Nm at 1 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 220kg
0-100 kph: 32 seconds (claimed)
Top speed: 120kph (claimed)
The view from the driver’s seat is unlike that in any other Mercedes-Benz that followed, but is similar to cars of the era (and older ones). These include the rounded front wings, the indicator lights (not original, but installed for safety reasons), and to your right, at the end of the bonnet, the Three-pointed Star.
What is the Mercedes-Benz 170S like to drive?
To start the 170S, you switch on the ignition, press the accelerator pedal, and then press it a little harder to activate the starter switch with your foot. The clutch isn’t as tricky as I expected it to be, but the gear lever, which you’d expect to find in an old pickup truck, not an elegant and curvy post-war sedan, is truly something from yesteryear. It is long and has a huge bend halfway between the floor and the gear knob.
The travel between each of the 4 forward gears is as long as the lever suggests, but after a few (clunky) changes, I become familiarised with how it operates, and start to relax behind the huge 3-spoke steering wheel. Before I stepped into the car and closed the front door (its pivot point is on the B-pillar), the owner said there was little point in revving the engine – it is only a 1.8-litre motor with 38 kW, after all.
When I lean on the accelerator, which is situated close to the transmission tunnel, I discover that the owner was not exaggerating about the ‘Benz’s languid throttle response – and leisurely acceleration. Little happens apart from the speedometer needle slowly, but surely, climbing past the 60 kph mark.
But there is enjoyment to be had from the engine’s sound. From the moment you press the accelerator pedal, the engine develops a deeper resonance, and the moment you lift off, it disappears. I will even go as far as describing it as being quite pleasing, especially when one takes the car’s vintage into account.
If you want to do an extended road trip with the 170S, there are a few things to keep in mind. As was the case with the later Type 300s, the 170S’ suspension has a central lubrication system. An oil reservoir – located on the right-hand side of the engine bay – has pipes running to every moving part of the chassis.
Once every 200 km, an indicator pops up on the instrument panel that alerts the driver to press a small pedal in the footwell. That action makes the car dispense oil to suspension joints that need it. However, the system wasn’t very efficient – much of the oil ended up on the road – and ‘Benz soon discarded it.
A few slight changes have been made to this car, but nothing that deviates substantially from its classic status. When the Mercedes-Benz 170S was purchased 19 years ago, the engine was overhauled as it was found to consume far too much oil and had little oil pressure – the piston rings had disintegrated.
Some patchwork was done to the body, but other than that, this Mercedes-Benz still proudly wears its original colour, with a deeper patina than you would expect from even a 71-year-old vehicle.
The electrical system was upgraded from 6V to 12V, mostly for safety reasons, as the car’s stock system could not always cope with feeding power to features such as the windscreen wipers, headlights and indicators simultaneously. The latter were neatly mounted on the front wings, also for safety reasons.
They’ve been so neatly integrated that if you’re not a Mercedes-Benz enthusiast, you would think they were fitted as standard. The original side pop-up indicator arms, situated in the middle of the B-pillars, were not in place when the owner bought the car. He had to rebuild this system and add new arms.
They were tricky to find, but fortunately the owner was able to purchase original Bosch items at a swap meet of the Mercedes-Benz Club. Eagle-eyed readers may notice that the discreet brake lights are also aftermarket units. The previous owner had them installed, and according to the current owner, they look out of place, but he admits they make the ‘Benz more visible to other road users, especially at night.
The ‘Benz’s shock absorbers were also scrutinised after purchase, but instead of shelling out a small fortune for Bilstein dampers from Germany, it was decided to overhaul and update the original items.
The Three-pointed Star atop the Mercedes-Benz 170S’ grille is mounted on a substantial circular base, which also serves as the radiator cap! Mercedes-Benz kept this design as a decorative feature for a long time before the simpler star and flat logo, here situated below the Three-pointed Star, took over.
As for improvements to the sedan’s interior, the grab handles (mounted on the insides of the B-pillars) also needed attention, so the owner made them look as close to the period items as possible. The Becker radio was one of the 1st units of its kind installed in a production car, and above it on the dashboard, the windscreen wiper switch sits to the left, with a cigarette lighter to the right, of a small lidded ashtray.
Summary
As a classic car, the Mercedes-Benz 170S – the predecessor of the Ponton and other ‘Benz models that precede the E-Class – is still a charming and reliable proposition. After we drove this car, it was exported from South Africa… and is understood to currently reside at the Mercedes-Benz Museum in Stuttgart!
The updated Omoda C5 X Series, which recently arrived in South Africa, ushers in useful enhancements to a model that is already popular in our market. Gero Lilleike reviews the 1.5T 230T Lux X to determine if those changes warrant your attention.
This Omoda C5 review covers key topics that will help you make a more informed buying decision.
We Like: Futuristic design, good perceived build quality, enlarged load bay
We Don’t Like: Bad rearward visibility, higher-than-expected fuel consumption
The C5 X Series gains a revised grille that sets it apart from the rest of the C5 range.
Omoda (the “O” in the Chery Group’s O&J division) arrived in South Africa in 2023 and has gone on to claim a sizable foothold in the crossover segment, with impressive sales in our market. In the 1st quarter of 2025, the C5 made Omoda the 3rd-best-selling Chinese car brand in Mzansi behind Haval and Chery.
As a reminder, Omoda targets a younger, sophisticated and fashion-forward clientele, and the brand’s local line-up comprises the C5 small crossover/compact family car and the larger C9 executive SUV.
The revised C5 X Series (offered in Lux or Elegance trim – the former of which is reviewed here) features a host of new improvements, including a revised grille and black alloy wheels, a new 6-speed dual-clutch transmission, an uprated suspension, improved practicality and enhanced interior features and finishes.
The Omoda C5 competes with other “boutique crossover” products such as the Haval Jolion Pro and BAIC Beijing X55, both of which offer elevated levels of perceived style coupled with a good level of standard features. In a constrained economic environment where car buyers are prioritising value of money, the Omoda C5 has some convincing to do!
The new dual-clutch transmission is an improvement, but fuel economy could be better.
The Omoda C5 X Series is powered by the Chery Group’s 1.5-litre 4-cylinder turbopetrol engine that produces 115 kW/230 Nm, but is now paired with a new 6-speed dual-clutch transmission. The new auto ‘box is more responsive than the continuously variable transmission (CVT) offered on lesser C5 variants.
While the powerplant still exhibits notable turbo lag when you floor the accelerator pedal, the Omoda’s transmission changes gears smoothly… and when you expect it to. The powertrain provides adequate overtaking acceleration, but the biggest benefit of the 6-speed auto is that it elevates driver engagement (we think prospective buyers will appreciate “feeling” gear shifts over the “elastic” sensation of a CVT).
Omoda claims the C5’s fuel consumption has improved (from 7.4 L/100 km to 6.9 L/100km), so we were disappointed to see a real-world return of 10.5 L/100 km on our test drive through the Cape Winelands.
A multi-link rear suspension has softened the C5’s ride quality.
Ride quality and on-road refinement
The Omoda X Series now rides on a multi-link rear suspension (in place of a torsion-beam setup) in aid of improved ride comfort. Whereas the Omoda C5 1.5T 230T Lux X is still thirsty for a vehicle of its size, the new suspension has made a noticeable difference. Whereas the C5 does retain a degree of firmness to its ride quality, it’s now more forgiving over a variety of road surfaces, which will broaden its appeal.
We have found that several new models from Chinese car brands feature annoying visual and audible alerts related to safety systems (perhaps the sensitivity of those features requires fine-tuning?), but we’re happy to report the C5 X Series’ electronic safety aids (and their signals) aren’t overly intrusive.
However, the Start Stop system engaged at peculiar moments (such as in the middle of intersections). We also noticed the car tended to roll back when its engine restarted, requiring care when pulling away.
Interior execution and features
Perceived interior build quality is good with a premium look and feel.
The Omoda C5 Lux X’s cabin is well-equipped with standard features, but note that its specification is not comprehensive. If you want a 50W wireless charger and ventilated seats, buy the Elegance X variant.
Soft-touch surfaces abound in the C5 X, and comfort levels are high thanks to comfortable, contoured seats. Dual 10.25-inch screens (for the infotainment system and digital instrument cluster) are fitted, and the former’s menus are easy to navigate. Gloss black panels give the cabin a premium look, but they do attract fingerprints (you’ll have to keep a soft cloth at hand to keep the cabin free of dust and marks).
Rear legroom is fairly generous too…
Practicality
A major improvement for the C5 X Series is the larger and more practical load bay, which sees the small crossover’s load volume increase to 442 litres (previously 378 litres). With the 60:40 split seats folded, up to 1 149 litres of utility space is available. In terms of rear occupant comfort, legroom is adequate.
A larger load bay is a welcome enhancement for the C5 X Series.
Our biggest gripe with the Omoda C5 is its poor rearward visibility. The 1.5T 230T Lux X‘s raised hip line and tiny rear windows make it very difficult to check the vehicle’s blind spots when driving on a freeway; the driver is therefore entirely reliant on the Blind Spot Alert monitoring system to safely change lanes. This fact proved challenging in Cape Town traffic, where motorcycles are often cruising between lanes.
Omoda C5 price, warranty & after-sales support
The Omoda C5 1.5T 230T Lux X retails for R425 900 (May 2025), which includes a 5-year/150 000 km warranty, a 10-year/1-million km engine warranty (for 1st owner) and a 5-year/70 000 km service plan.
The C5 Lux X is a competent urban runabout with a strong value proposition.
The Omoda C5 continues to make a strong case for itself as a stylish, capable and well-specified small crossover/compact family car, and the C5 X Series upgrade adds further value to the package.
The C5 1.5T 230T Lux X, however, isn’t perfect. Its prospective buyers will have to be willing to make some compromises in terms of efficiency and practicality. While the new dual-clutch transmission does improve the C5’s general on-road demeanour, we found the variant’s fuel efficiency was disappointing.
Also, if good rearward visibility is a must-have feature in your next car, the C5 will likely be an unsuitable option. Perhaps consider a more “visually forgiving” design, such as the Haval Jolion Pro, for example.
Nonetheless, at R425 900, this C5 Lux variant’s strongest USP is sheer value for money… Even with all the upgrades, the Omoda still comfortably undercuts legacy brands’ boutique small crossovers on price and arguably offers more distinctiveness/kerb appeal than its fellow Chinese brands’ rival products.
Ford has issued a recall over potential suspension faultson the MY2024 Ranger bakkie in Southern Africa, though the action affects just 25 units in SA and Botswana…
Ford Motor Company of Southern Africa has issued a recall regarding potential suspension problems for 2024 model year Ranger bakkies, though Cars.co.za can confirm that just 25 units sold across South Africa and Botswana are affected.
The National Consumer Commission (NCC) of South Africa released a short statement on 22 May 2025, though failed to mention how many units were included in the Dearborn-based automaker’s recall action. Instead, the NCC said only that Ranger bakkies “made available for sale in 2024” were affected.
So, Cars.co.za asked Ford Motor Company of Southern Africa for clarity on the matter. The Blue Oval brand confirmed to us that the recall included “certain Ford Ranger models built between October 29 2024 through November 7 2024 at the Silverton Assembly Plant in Pretoria”.
“Ford has identified that in some of the affected vehicles, an incorrect Front Lower Control Arm (FLCA) may have been fitted on the left-hand side of the vehicle. An incorrect FLCA may cause a degradation in wheel control and related suspension/underbody noise, i.e. knocking or clunking.
“Separation of the joint may result in loss of control of the affected wheel with a corresponding effect on vehicle handling increasing the risk of crash or injury,” Ford said in its statement, without indicating whether the potential issue was specific to any of the 3 body styles (the single-, extended- and double-cab shapes).
“Approximately 25 vehicles are affected in Southern Africa (South Africa and Botswana). Customers of affected vehicles should contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and make the necessary repairs. This service will be performed on all affected vehicles at no charge to the vehicle owner,” Ford Motor Company of SA concluded.
As a reminder, all derivatives in the local Ranger line-up (bar the flagship Raptor, which is instead imported from Thailand) are produced at Ford’s Silverton facility in Gauteng. In 2024, the Ranger placed 2nd on the list of Mzansi’s best-selling bakkies (behind the Toyota Hilux), with local registrations improving 3.8% year-on-year to 25 553 units. Furthermore, the Ranger was crowned SA’s most popular double-cab bakkie in 2024, attracting 20 078 sales in this segment last year.
The new Opel Corsa Irmscher Edition will soon hit the market in South Africa in limited numbers. Here’s how much this new flagship hatchback will cost you…
The Opel Corsa Irmscher Edition – a box-fresh flagship version of the German firm’s hatchback – is expected to launch in South Africa in the near future and we’ve managed to lay our hands on pricing.
Previewed by an example (which interestingly wore “Ultimate” branding on its scuff plates) displayed at the 2024 Festival of Motoring in Gauteng in late August last year, the Corsa Irmscher Edition was originally scheduled to hit the local market in the opening quarter of 2025.
A screenshot of a teaser image on Opel SA’s website.
However, the new derivative instead ended up making its official debut in early May at the 2025 Simola Hillclimb in Knysna, where it was driven up the hill by racer Siyabonga Mankonkwana (a former Formula 1600 and current South African Touring Cars driver) in the A1 class.
So, what will it cost? Well, according to our information, the Opel Corsa 1.2T Irmscher Edition will be priced at R534 900, representing a R65 400 premium over the Corsa 1.2T GS Line (R469 500) on which it appears to be based. From what we understand, just 40 units will be available in South Africa.
The front lip, as pictured on Irmscher’s global website.
While official details are still scarce, we believe the Irmscher Edition employs an unchanged version of the turbocharged 1.2-litre, 3-cylinder petrol mill used by the GS Line, in conjunction with a 6-speed automatic transmission. Peak outputs thus seemingly remain 96 kW and 230 Nm, while the 0-100 kph sprint sticks at a claimed 8.7 seconds.
As you’ve no doubt gleaned from the name, Opel SA appears to have sourced various components from German tuning company Irmscher (just as it did with Irmscher Edition versions of the 2nd-gen Astra and even the Rekord several years back). Based on the few official images out there, these items include a front spoiler lip, side-sill extensions, a rear diffuser and a rear spoiler, all finished in gloss black.
The 18-inch alloy wheels from Irmscher.
In addition, the sporty-looking hatchback rolls on black Irmscher-branded 18-inch alloy wheels in a “Turbo Star” design. The Corsa Irmscher Edition also appears to have a slightly lower-than-standard stance, suggesting a drop kit may be part of the package, though this remains unconfirmed. Inside, expect Irmscher-branded floor- and boot mats.
In terms of standard kit, the Irmscher Edition should feature all the equipment that comes with the GS Line grade, including a black roof, heated front seats, climate control, rain-sensing wipers and various driver-assistance safety features. Stay tuned for official details as we have them…
How much does the Opel Corsa Irmscher Edition cost in SA?
Opel Corsa 1.2T Irmscher Edition – R534 900
The price above likely includes Opel’s 5-year/100 000 km warranty and a 3-year/45 000 km service plan (with intervals of 15 000 km).
The 993-series Porsche 911 GT2 Clubsport may be close to the ultimate driver’s car, but what if the Zuffenhausen-based brand’s track special is also embellished with Evo modifications? Well, buckle up! We drive one of the “purest 911s” in existence.
I think it’s only appropriate to start this feature with the opening statement of this car’s custodian (at the time) – a Porsche collector and racer, no less. “It is the purest, most brutal, rawest production 911 I have ever driven,” he said – I couldn’t wait to find out if he was correct about the 911 GT2 Clubsport “Evo”.
IMAGES: Charles Pullen
This particular example started life as an original GT2 Clubsport version of the 993-series Porsche 911, and as many of you will know, the Clubsport is stripped of any unnecessary interior comforts. There are no carpets, aircon, or sound deadening.
GT2 Clubsport is a pukka track special
The interior and roll cage are painted the same colour as the exterior, while safety equipment includes a driver’s harness, a battery kill switch and racing bucket seats. In place of the dual-mass flywheel, the Clubsport came with a clutch disc with torsional dampers, all of which reduces weight even further.
Other standard Porsche 911 (993) GT2 fitments include the race-inspired, 3-piece, magnesium five-spoke Speedline alloy wheels. Bending down on my knees, I place my thumb between the extended wheel arch and the tyre, and it’s a snug fit – that’s all the clearance there is. The 993-series GT2 also featured power steering, but Porsche gave it a more direct ratio, which we will discuss shortly.
Up front, the suspension towers are connected with a strut brace (needed to keep this car stiff for the track), while the battery is mounted as low as possible to reduce the car’s centre of gravity. Yet, as this is supposedly also a car “for the road”, there’s a space-saver spare wheel fixed to the floor!
However, the single most important fact about the GT2 Clubsport is that its body shell is the same as the one used for the GT2 race car. And, as we mentioned earlier, this is no ordinary Clubsport; the 1st owner, who was a regular client of Porsche at the time, specified some Evo modifications to his car.
This particular specimen was ordered with the high rear wing and with an adjustable front anti-roll bar mounted beneath the front seats, rather than under the bonnet.
Of course, the true 993-series Porsche 911 GT2 Evo, which incorporated aerodynamic, software and mechanical updates for track racing, was offered from 1996 for owners of GT2 racing cars. Of these upgrades, the owner of this car opted to fit an Evo front bumper (with more vents offering better cooling) and a new splitter to improve airflow control, as well as the all-important suspension mods.
These are made up of fully adjustable Bilstein shock absorbers, and the rear suspension rebound adjusters are accessible via the cabin compartment.
As the owner drives the GT2 Clubsport up and down the mountain pass (for photography), I hear a turbo whistling sound from the engine. Later, I will discover that you can hear none of it while driving the car!
Meanwhile, I try to understand and anticipate how a morning with such a unique 911 and its owner would pan out, but the car surpassed any preconceptions I may have had in the weeks leading up to this event.
Specifications:
Model: 1996 Porsche 993 911 GT2 Clubsport “Evo”
Engine: 3.6-litre, flat-6, naturally aspirated
Power: >335 kW at 5 750 rpm
Torque: >584 Nm at 4 500 rpm
Transmission: 6-speed, manual, RWD
Weight: 1 295 kg
0-100 km/h: 4.0 sec (claimed)
Top speed: 293 kph (claimed)
What the GT Clubsport “Evo” is like to drive
The moment I grip the driver’s door handle, I sense that it is no ordinary 993-series 911 door – or 993 GT2 door, for that matter. It is featherlight, and the minimal black door trim contrasts starkly with the blood-red metal throughout the cockpit. Because the roll cage and Schroth seatbelts are also red, it’s the black dashboard, seats, and the Momo logo on the 3-spoke steering wheel that stand out most.
Ingress is best executed by stepping in with your right leg first and then sliding off the roll cage’s cross member into the seat. Immediately, you have a sense of being in a secure and safe environment. Heh!
The bucket seat supports you from your upper thighs right up to your shoulders. Next, I get all the straps of the 4-point harness in place and click them into the central mount which is resting on my stomach.
The main part of the dashboard will be familiar to owners of 993-series 911 variants, but that is where the similarities with a standard car end. The gearknob is from a 962 race car; Porsche (that had some parts left over from its 962 sports prototype racing programme) fitted it as a kind gesture to the owner.
As I settle into the seat, I work the gearlever through the gate, just to get a feel for its throw before I set off. It is a 6-speed H-pattern ‘box with reverse gear hard left and up, but it shifts easier than I expected.
The moment I turn the key, the engine catches, and the rawness of a powerplant positioned on solid mounts (for the record) fills the cabin. Not only is it decidedly loud – I have never before had the sense that an engine is so directly connected with a car’s body shell as in this 911, not in a road car, anyway.
An ear-piercing sound engulfs the cabin
However, the moment I engage 1st gear and release the clutch pedal, a new, mechanical and shrill, ear-percing sound – one that overwhelms the engine’s cacophony, no less – engulfs the cabin.
The whine from the straight-cut gears (fitted by the previous owner for club-racing purposes) would probably have most people jumping on the brakes; it sounds harsh, almost as if something is broken.
The racket dissipates (a bit) as you press the accelerator pedal, but the moment you get off the throttle, the intensity of that gearbox whine returns. Owners and drivers of Cup cars will feel quite at home here…
A previous, but very brief, drive in the car (to prepare for the photoshoot) had readied me for today, but I never came close to the redline on that occasion, and barely nudged the car’s limits through a bend.
This morning, things are different, however. The owner of the GT2 Clubsport “Evo” has driven ahead, leaving the best part of a mountain pass to me at the helm of his car. There’s no chaperoning here.
Time to put my foot down…
I quick-shift to 2nd gear, and with 2 000 rpm on the rev counter, I put my foot down and the GT2 Clubsport “Evo” car starts hauling – there’s no turbo noise, only that gearbox… and the engine truly comes alive beyond 3 000 rpm. The needle sweeps past the dial markings faster, and during the ensuing 3 000 rpm, I am pushed back into the seat with a force that I’ve only experienced in hardcore sportscars.
Although there are still a few hundred rpm left, I shift at 6 000 rpm and the onslaught continues. It’s a brief joy, however, as I have to stab the brake pedal in a hurry. The centre pedal’s not so heavy that it needs heel-and-toe, but I blip the throttle before I depress the clutch and slot the gear lever into 2nd.
The brakes scrub off speed ably, but I must warn those who take the wheel of such a car: be wary of camber changes or braking when with lock on the ‘wheel – if it catches you out, you could be in trouble.
Having read about how notorious these 911s can be if you don’t respect the rightmost pedal, I can’t help but marvel at the way this engine hides its turbo lag. For a 20-year-old Porsche, I expected more ‘lag, but once you are driving the car as it is meant to be driven – high in the rev range – you will hardly notice it.
Sheer steering feel is integral to this GT2 Clubsport. Owing to the car’s track-oriented “Evo” setup, the front wheels show an insatiable appetite to dive into the next corner. In a straight line, the car is stable, but the slightest change in the camber of the road filters through the wheels to the steering wheel.
Instantaneous responses to steering inputs
Yet, with the slightest steering input, this Porsche will comply like no other 911 I’ve driven, perhaps apart from a Cup racing car. It is as if the moment that you guide the car into a corner, it is at its happiest.
I am only too aware that there is no body roll to speak of – not under braking, not under acceleration, and not when you turn the wheel, for that matter. With all that grunt on tap, you must be ready to anticipate any possible wayward movement from the rear axle, but the experience is mind-blowing – what a car!
Summary
The GT2 represented the peak of Porsche 911 development in the Nineties. For fans of air-cooled 911s, it is the apogee of 911 development. This is, without question, the most hardcore road car Porsche has ever built. Will we ever see another pop-riveted GT2 or GT3 model again? It’s highly unlikely, I believe.
Since the 993 GT2, Porsche has never gone to such lengths to offer such a raw driving machine. That’s what makes these cars so very special. And, as if the GT2 Clubsport wasn’t special enough, a Clubsport with Evo modifications in a road-legal Porsche is just about as raw as it gets for the wonderful 911.
Cars.co.za launches new Listing Badges to help consumers
Cars.co.za is proud to announce new listing badges for its new and used car listings to better inform consumers about the cars they are browsing.
As a consumer champion, Cars.co.za is always striving to find useful solutions to make browsing for new and used cars easier and more practical for you, the consumer.
Cars.co.za has now introduced a new badging system for new and used car listings to help car buyers identify cars that deserve closer attention.
Here is a quick look at what new badges you can expect to see on Cars.co.za and what they mean.
Our Deal Badges will tell you what listings represent proposed deals that deserve closer attention. Deal ratings are generated by our advanced algorithms that leverage real-time market analytics.
There are 3 Deal Badges to look out for:
Great Deal: Based on market trends and buyer demand, listings that carry this badge represent a competitive option for buyers to consider.
Good Deal: Considering market trends and similar listings, listings with this badge offer solid overall value.
Fair Deal: In line with market trends, listings that carry this badge represent fair value within the typical range.
Fast Seller Badge
A Fast Seller badge is given to vehicles that are in high demand and priced to sell fast.
Price Drop Badges
Price Drop Badges highlight listings that recently received a price decrease, and the price decrease is shown as a percentage.
If you haven’t done so already, download the Cars.co.za app and let’s find what moves you!
Meet the new Toyota RAV4, the 6th generation of the Japanese automaker’s popular SUV (now also offered in GR Sport form). And it’s coming to South Africa in 2026…
Say hello to the new Toyota RAV4. Finally revealed after a string of teasers, the 6th generation of the Japanese firm’s SUV debuts on the global stage in Core, Adventure and GR Sport trim.
Toyota South Africa Motors has confirmed to Cars.co.za that the new RAV4 is scheduled to hit local roads in the opening half of 2026. At this stage, however, details on the local range have yet to be confirmed.
The new RAV4 in Core trim.
The RAV4, of course, is an incredibly popular nameplate worldwide, having placed 3rd on the list of the world’s best-selling vehicles in 2024. In South Africa, it’s not quite as strong-selling as it once was, with 1 174 units told locally last year. Over the opening 4 months of 2025, a further 525 examples have been registered in SA.
But back to the new RAV4. Unwrapped in Japan, the 6th-generation RAV4 sports new exterior styling (including a fresh model logo) and what Toyota describes as “similar dimensions” to those of its predecessor. Inside, you’ll find a redesigned cabin featuring the brand’s latest 12.9-inch multimedia system, a 12.3-inch digital instrument cluster as well as new safety technology.
The Adventure version revealed for Japan.
Three exterior “styles” are on the table (depending on the market): Core, Adventure and GR Sport. Each features a unique grille and front bumper design, along with derivative-specific alloy wheels. Toyota says Core is built for urban settings, while Adventure (or “Rugged” in North American markets) has more of an “off-road feel”.
The GR Sport grade, meanwhile, boasts more aggressive styling (including front and rear spoilers) along with “enhanced suspension tuning and body rigidity”. The Japanese automaker also says the new RAV4 GR Sport upgrades to a wider track, gaining some 20 mm of width.
The GR Sport features a 20 mm wider track.
The new GR Sport version of the RAV4 comes with high-performance dampers, strengthened rear bracing and retuned springs. Depending on the market, 20-inch black alloy wheels in a twin-spoke design are also standard, while the cabin scores console knee pads, an alloy pedal set and sports seats, plus plenty of “GR” logos.
While it’s not yet clear whether all powertrain options have been detailed, Toyota has confirmed the new RAV4 will be sold in both parallel-hybrid (HEV) form and plug-in electric vehicle (PHEV) guise. The automaker says the updated HEV powertrain features higher outputs “thanks to improvements to the transaxle, power control unit, battery and other components”. Peak figures appear to differ markedly by region, though Toyota Australia quotes an output of 143 kW.
Note the new 12.9-inch infotainment screen (GR Sport cabin pictured).
Seemingly again built around a naturally aspirated 2.5-litre petrol engine, the PHEV powertrain now offers a higher all-electric range (with Toyota targeting a figure of 100 km) thanks to the adoption of a new 22.7 kWh lithium-ion battery pack. In Australia, the AWD version of the new RAV4 PHEV will offer 227 kW and bear a claimed 0-100 kph time of 5.8 seconds. That market will also receive a “more affordable” front-drive PHEV derivative generating 201 kW.
As a reminder, the XA50-series RAV4 touched down in Mzansi in March 2019. The current line-up in South Africa comprises 6 derivatives (including the flagship PHEV variant that Toyota SA Motors is not actively marketing) priced from R712 700 to R989 800.
Ciro De Siena puts the GWM Tank 300 Diesel through its paces on urban roads, before tackling tough 4×4 terrain with the help of off-road specialist Kaalvoet Swys.
For GWM South Africa, the addition of a turbocharged 2.4-litre 4-cylinder diesel powerplant to the Tank 300 range, which was only available as turbopetrol and hybrid guises at launch, is a game-changer.
Beyond lowering the range’s entry price, it’s a clear statement from GWM that it wants to challenge the status quo in the Adventure SUV segment by delivering the powertrain favoured by South African off-road enthusiasts. Diesels, with their superior low-end torque for crawling and climbing, and often better fuel efficiency for extended overland trips, offer advantages when tackling demanding 4×4 conditions.
A refined family car during the week…
Ciro begins with a thorough on-road evaluation to assess the GWM’s suitability as a family car. Despite its body-on-frame construction, the Tank 300 Diesel quickly impresses with its impressive refinement.
Its suspension absorbs bumps with composure, ensuring a smooth ride, and road noise is remarkably well managed, contributing to a quiet cabin. The 2.4-litre turbodiesel engine’s seamless delivery of its 135 kW and 480 Nm of torque makes commuting and longer highway drives feel relaxed and effortless.
Beyond its composed on-road manners, the Tank 300 has an impressively premium interior (for an off-roader, let alone one that costs R740k), including a 12.3-inch touchscreen infotainment system and, on the 2.4T Ultra Luxury 4×4, Nappa-trimmed heated and ventilated front seats, with electric adjustment, including lumbar (and massage and memory functions) for the driver, plus a 360-degree camera setup.
… And an off-road beast at the weekend
The GWM Tank 300 truly distinguishes itself in off-road conditions, however. After a stint on tarmac, the review pivots to challenging terrain, with Ciro (above right) joined by acclaimed off-road expert Kaalvoet Swys (Francois Marais). Ciro pushes the Tank 300 Diesel to its limits on a demanding 4×4 course, revealing exactly how the SUV’s comprehensive off-road hardware performs where it matters most.
The GWM Tank 300’s arsenal includes an advanced part-time 4-wheel-drive system with low-range, ensuring the vehicle is well-prepared for steep inclines, loose rocks, mud, and technical descents.
The 7 all-terrain drive modes – selectable via a dial on the centre console – allow the Chinese Adventure SUV to adapt its traction and transmission mapping for everything from sand to snow or deep ruts.
Critical to conquering more serious obstacles are the front and rear differential locks, which, when combined with the low-range transfer case and crawl control, enable the GWM Tank 300 Diesel to maintain composed progress even in the trickiest conditions.
As the course becomes tougher, the GWM Tank 300 Diesel’s reinforced brakes, suspension, and chassis – built to absorb rough impacts – are put to the test. The SUV remains composed, with the drivetrain and electronic aids responding to ensure forward momentum and driver confidence across every section.
Throughout the adventure, Ciro and Kaalvoet Swys note the suspension’s ability to balance off-road ruggedness with on-road smoothness, plus the on- and off-road advantages of the turbodiesel engine (such as notable fuel economy) compared with petrol or hybrid powertrains. And, for those who tow trailers or boats, the 3-tonne (braked) capacity certainly adds to the GWM Tank 300 Diesel’s appeal.
Based on its ability to tackle tough off-road challenges without compromising on comfort or practicality, the Tank 300 Diesel is a genuine contender in the Adventure SUV and broader off-roader market.
Even if it’s a 5-seater, the combination of off-road hardware, luxury kit and even refinement makes the GWM a credible rival to established models such as the Toyota Land Cruiser Prado and Ford Everest.
The new Honda Amaze small sedan has landed in SA. It has been Honda’s bestseller for some time, but can the new model replicate that success? We get behind the wheel.
Despite the popularity of compact crossovers/small SUVs in our market, the Honda Amaze small sedan is the Japanese brand’s best-selling model in SA (with more than 10 000 units sold in the past 10 years).
Now in its 3rd generation, the new Honda Amaze has arrived in Mzansi; it incorporates several revisions (more tech and convenience features have been added), but its price tag hasn’t increased substantially.
What exactly has changed?
It may be an all-new model, but given its predecessor’s success, Honda didn’t feel compelled to alter the Amaze’s packaging radically – after all, why would it reimagine a product that already fits the bill?
The Amaze is 3 995 mm long and has a 2 470-mm wheelbase (the same as before), but the model has grown slightly in terms of width and height. The real strength of a vehicle like this is luggage capacity (boot space), which is rated at 416 litres, if slightly down on the previous Amaze’s 420 litres.
The Honda Amaze’s line-up comprises 3 derivatives, each of which is powered by a naturally-aspirated (non-turbocharged) 1.2-litre 4-cylinder petrol engine. The motor, which produces peak outputs of 66 kW and 110 Nm of torque, is paired with either a 5-speed manual gearbox or a continuously variable automatic transmission (CVT, with 7 steps that simulate gearshifts).
The Amaze is renowned for its fuel efficiency, and the new model is claimed to consume 5.5 L/100 km.
There are 2 trim grades: Trend and Comfort; both seem well specified for their respective price points.
The top-spec Comfort appears to offer the best value, it features additional airbags (taking the total to 6), auto headlamps, a 15W wireless phone charger, LED front foglamps and smarter-looking 15-inch alloy wheels. The CVT version further has steering-wheel-mounted paddle shifters and remote engine start.
This discreetly placed charger keeps your phone out of sight.
But, if your budget can’t quite reach the top tier, the Trend ticks most of the boxes with keyless entry, a reverse-view camera, parking sensors, climate control, wireless Apple CarPlay and Android Auto, USB-A and -C ports, LED headlamps, an 8-inch touchscreen and vehicle stability control, among other features.
What is the Honda Amaze like to drive?
The new Honda Amaze is a well-sorted B-segment sedan.
We drove the Honda Amaze from Cape Town’s CBD, past Cape Point and back to town via Hout Bay, but because an early-winter cold front was lashing the Western Cape, driving conditions were exceptionally poor. The rain and gale-force winds were so intense that a portion of the evaluation route was closed.
Despite the soaked roads, we were happy with the Amaze’s reassuring roadholding and abundant front-end grip. Just because the car is relatively inexpensive, it doesn’t mean that it lacks driving refinement.
We were satisfied with the motor’s performance (with 2 occupants in the car), both from a standstill and in terms of in-gear acceleration. The indicated fuel consumption was under 7 L/100 km, which is fair.
Ride quality is good on these newly designed 15-inch alloys.
The ride quality was good too, thanks to a pliant suspension setup and 15-inch wheels wrapped in plump 185/60 tyres. The Amaze dealt well with the variable quality of the road, which is well-used by locals and tourists. The steering setup is on the lighter side, but it gives the vehicle a feeling of “light-footedness”.
As for the Honda’s performance, it wasn’t exactly energetic. It’s notable because the Amaze’s launch was at sea level, where naturally-aspirated petrol engines don’t lose 17% of their peak power outputs (as they do in the thinner air of Gauteng). Granted, the slick-shifting 5-speed manual gearbox is effortless to use, but we got the impression that comfortable commuting is the sedan’s forte; dynamism matters little.
The instrument cluster combines digital and analogue elements.
The CVT drones (accompanied by a strained engine note) when hard acceleration is required, but that scenario is well outside the sedan’s comfort zone (the model was designed with efficiency in mind). Yet, given gentle accelerator inputs, the Honda is a comfortable and, importantly, easy-to-drive proposition.
It’s concerning that most of the model’s customers will be based in Gauteng, where the Amaze’s 66 kW is reduced to 55 kW. That, in combination with 4 adults on board, may result in lethargic performance.
To be fair to Honda, the drawback of utilising a small-capacity, non-turbocharged engine “upcountry” is not exclusive to the Amaze. My colleague Ashley Oldfield, who recently drove the Suzuki Dzire, voiced the same concern about the Amaze’s rival, which musters just 60 kW from its 1.2-litre 3-cylinder mill.
The Amaze is happiest when cruising around in town, but it should be reasonably competent on the open road.
How much does the new Honda Amaze cost in South Africa?
Amaze 1.2 Trend MT
R254 900
Amaze 1.2 Comfort MT
R274 900
Amaze 1.2 Comfort CVT
R294 900
The prices of the Honda Amaze have not increased radically compared with those of its predecessor. Prices for the same derivatives were R253 600, R272 900, and R292 900, which we find impressive.
Honda includes a 5-year/200 000 km warranty, 3 years of AA roadside assistance and a new 4-year/60 000 km service plan, which is twice as long as the previous model’s 2-year/30 000 km plan. Impressive.
Summary
B-segment sedans aren’t as popular as they were – some would argue that they primarily serve e-hailing and fleet operators – but the Amaze’s new-vehicle sales figures suggest the model has broader appeal.
The new-gen Honda Amaze has not changed radically, but it didn’t need to. This time, Honda looked beyond the model’s traditional pillars of efficiency and low running costs, and sought to optimise value by cramming even more tech and convenience features into its product, to the benefit of consumers.
We look forward to putting the Honda’s small sedan through its paces for an in-depth assessment soon.
