Toyota Vitz gets price cut (sort of) and extra airbags
The Toyota Vitz has quietly gained a significant safety upgrade and a longer service plan as well as a price cut (well, sort of) that officially makes it SA’s cheapest new car…
The Toyota Vitz is now officially South Africa’s cheapest new car after the Japanese firm’s local division not only added extra safety features and a longer standard service plan but also cut the budget hatchback’s price – well, sort of (we’ll explain shortly).
Yes, Toyota SA Motors has quietly adjusted the respective list prices of each of the 3 derivatives in its Vitz line-up, with the entry-level Vitz 1.0 now pegged at R178 800 (down some R11 100). That means its starting price is a mere R100 less than that of Suzuki’s S-Presso 1.0 GL (R178 900), thus giving it the official title of Mzansi’s cheapest new car.
Meanwhile, the Vitz 1.0 XR now comes in at R209 900, having benefited from a R10 000 price cut. Finally, the Vitz 1.0 XR AMT tops the portfolio at R224 900, some R15 000 more affordable than before (for the record, the X-Cite derivatives introduced in September 2023 have since fallen away). As such, the Vitz undercuts the Suzuki Celerio (which currently runs from R188 900 to R225 900) on which it’s based.
So, why do we say this “sort of” amounts to a price cut? Well, though Toyota SA Motors left the Vitz’s list price unchanged between its May 2023 introduction and this latest adjustment, it offered a circa-R20 000 “promotional rebate” (also described by the brand as a “deal assist” or “special offer”) from at least August 2023. So, technically speaking, the Vitz was available from as little as R169 899 for nearly 2 years.
Still, Toyota has now handed the Vitz – which is, of course, built by Maruti Suzuki in India – some additional safety equipment (we’re guessing Suzuki Auto SA will roll out these updates to the Celerio soon as well). All 3 derivatives in the Vitz line-up upgrade to 6 airbags, scoring side and curtain airbags in addition to the dual front items.
From what we understand, the diminutive city car furthermore gains seat-belt warning lights and buzzers for the front and rear passengers (in addition to those already present for the driver’s seat), while the XR variants furthermore score a reverse-view camera. As before, all Vitz derivatives ship standard with ABS with EBD, stability control and rear parking sensors.
In addition, we noticed that Toyota SA Motors has doubled the Vitz’s standard service plan from the previous 2-service/30 000 km arrangement to a more generous 4-service/60 000 km plan. The warranty, however, remains at 3 years or 100 000 km.
As a reminder, the Vitz launched in SA towards the middle of 2023, arriving as a replacement for the Agya (which was based on the Daihatsu Ayla and hit local roads at the end of 2020, supplanting the Aygo). It uses Suzuki’s naturally aspirated 1.0-litre, 3-cylinder petrol engine (K10C) delivering 49 kW and 89 Nm to the front axle through a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
In 2023, Toyota SA Motors sold 5 117 units of the Vitz, with this figure climbing to 6 927 units in 2024. The brand registered a further 1 376 examples over the opening 2 months of 2025, including an 825-unit haul in January.
How much does the Toyota Vitz cost in South Africa?
ADJUSTED PRICING (March 2025)
ORIGINAL PRICING (May 2023)
Toyota Vitz 1.0 MT – R178 800
Toyota Vitz 1.0 MT – R189 900
Toyota Vitz 1.0 XR MT – R209 900
Toyota Vitz 1.0 XR MT – R219 900
Toyota Vitz 1.0 XR AMT – R224 900
Toyota Vitz 1.0 XR AMT – R239 900
The prices above include Toyota’s 3-year/100 000 km warranty and a 4-service/60 000 km service plan.
MG is back in South Africa with 2 SUV offerings. This HS variant is a family SUV in the vein of a Haval H6 or a Chery Tiggo 7 Pro. How well does the new MG HS perform its familial duties you ask? Ciro explores the buying proposition of the new MG HS in this video, give it a watch!
MG has had great success since its Chinese owners took over around 10 years ago and began revamping the brand within the SAIC group. Now, MG has returned to the South African market with its compact ZS SUV and this larger HS model.
Ciro De Siena reviews the new flagship MG HS variant, taking us through the ownership experience, what it’s like to drive, practicality as well as some of the risks of buying a new Chinese brand.
For nearly 2 years, the Renault Duster has been conspicuous by its absence from the French brand’s local sales sheets. Now that the new, 3rd-gen model is finally here, we got to drive it in the Western Cape at the budget off-roader’s national media launch.
What’s new on the Duster?
The new Duster’s design is eye-catching and modern.
The Renault Duster has achieved great success in the South African market by catering for new-car buyers that want the versatility of an off-roader combined with the keen price tag of a small crossover.
Yes, it was basic inside and its cabin plastics felt harsh, but whereas most of its competitors were soft-roaders designed to ferry city slickers and float over speed bumps, the Duster was a hard-wearing and durable compact family car and was pretty good off-road. Back when the 1st-gen model was launched in 2013, there weren’t so many Chinese competitors, so what does this new Duster bring to the party?
The new Duster’s design is striking and holds universal appeal. In an era when most new products seem bigger in every direction compared with their predecessors, the Duster has more fine-tuned dimensions. This Duster is 11 mm wider and just 2 mm longer, while the 4×4 gets a nifty 7 mm extra ground clearance and features a different front bumper that offers a better approach angle than the 4×2 variants.
Engine wise, the much-loved turbodiesel has been discontinued (as is the case with many European manufacturers’ passenger-car line-ups) and there are now just 2 turbopetrol offerings – a 1.3-litre turbo for the 4×2 and a 1.2-litre turbo for the 4×4. Strangely, there is no auto available on the 4×4, and you can also only have the 4×4 in the lower Zen spec, not the Intens spec, which you can have on the 4×2.
Is the new Duster still good off-road?
It is still a capable off-roader and the ride quality on gravel is excellent.
The Duster’s claim to fame is its ruggedness, and the new one also likes to put its best, um, wheels forward on gravel roads. We only got to try out the 4×4 version and its suspension felt well damped on the dirt route we traversed. The newcomer rides washboard gravel very well compared with even more expensive 4×4 SUVs and feels remarkably stable when you up the speed to triple figures on dirt.
The cabin is quiet too – even when the Duster travels on gravel roads – so that also probably added to the sense of solidity it imparted while passing harvesters and bakkies on the Malmesbury farm roads.
We also had a chance to test it on the Atlantis dunes, which is a tricky place for a small off-roader with only 96 kW and 230 Nm of torque. Sand driving is all about momentum and building speed. The Duster tried hard in the dunes, but ultimately, it lacks the grunt to be well suited for this application.
However, I suspect it will do well over more suitable off-road terrain, such as rocks or slow inclines and declines. There are special off-road drive modes (they can be accessed via a rotary dial on the centre console) and you can use them to set the car up for specific situations, such as sand, mud or snow.
My intuition says the new Renault Duster’s capability sits underneath that of a Suzuki Jimny, but it’s also more capable and comfortable on a gravel road than, say, a Haval H7.
As for on-road performance, that prudent suspension setup translates into a comfortable ride quality; I expect the Duster would be happy doing the school run and the annual pilgrimage to the bush or coast.
Why no diesel for the Duster?
You now get off-road drive modes like sand, mud and snow on the 4×4 manual.
Turbodiesel-powered Dusters gained a loyal following in our market, but European manufacturers have been forced to step away from diesel powertrains to meet city emissions regulations, rather than fuel-efficiency targets. This means that the black (sooty) smoke emitted from diesels is a problem and most European carmakers have been forced to offer only petrol-fed variants with some form of hybridisation.
The 1.2-litre turbopetrol in the 4×4 features a 48V mild-hybrid setup, which helps lower fuel consumption during start-ups and when pulling away. The official claimed consumption figure for this engine (with the manual ‘box) is 5.7 L/100 km, but we saw an indicated return of 7.3 L/100 km after our 180-km trip in mixed conditions. I suspect that most owners will achieve something in between those numbers.
Renaults haven’t always had the smoothest throttle, gear and clutch setups; I’ve found it takes time to learn how to avoid making jerky shifts into 2nd and 3rd. This model still has some of that difficulty, but I got better at shifting smoothly sooner, which is good. Also, the engine delivered good acceleration and got up to 120 kph and stayed there pretty easily, even with 2 adults and some luggage in the car.
Unfortunately, there wasn’t a 4×2 variant (with the 1.3-litre turbopetrol engine) to drive, because peak outputs of 113 kW and 250 Nm, in combination with 2WD, might be quite peppy. That said, the claimed consumption of that Duster is 6.5 L/100 km, so you might be in for a “thirstier drive” by comparison.
What’s the interior like?
There are a lot of hard plastics inside, but it feels durable and in-line with the Duster ethos.
The interior of the Renault Duster has never been about an upmarket ambience/soft-touch materials. The new model continues that trend, with hard (but durable) plastics that feel sturdy and reliably fastened.
The infotainment system feels modern and it’s simple to pair your smartphone with it. It’s got wireless Apple CarPlay and Android Auto, as well as 2 USB C ports at the front. There is a wireless charger in the front of the cabin, but it didn’t seem to fit a modern smartphone, so make sure to try it out for size.
In front of the driver, you get a 7-inch digital instrument cluster that’s fairly basic to operate and, if you like, you can change the display themes and the colour of the dials’ backgrounds.
Outdoorsy people will appreciate the rubber floormats because they can take much more abuse than carpeted mats and, of course, be hosed down with ease. The Duster’s rubber mats also feature a cool yellow design streak across them.
The Duster’s load bay is comparable with that of the 2nd-gen model – the 4×4 can accommodate 444 litres and the 4×2 variants can take 472 litres, Renault says. All versions come with a full-size spare wheel and, if you need more capacity, you can fold the rear seats down in a 60/40 split to free up 1 696 litres.
The 1.3T Intens variant gets upgraded seats, while space for taller passengers was tight in the back.
When I got into the back of the Duster for the patented “sit behind yourself” test (when the driver’s seat is set to your position), I found the legroom was a little tight (I’m 1.82m tall). However, if you’re shorter than that or have children seated at the back it will probably be acceptable. There is no centre armrest for aft occupants, but there are ISOfix points on either side of the bench (2 child seats can be installed).
Best of all, the seats of the new Duster are exactly 1 billion times better than the old-school chairs that were fitted in the previous generation – that should make longer trips much more bearable. The centre console is in a bit of an awkward spot, however, as I had to choose to have my arm in an unnatural position when shifting gear. Taller drivers are more likely to experience this ergonomic issue, though.
In the crowded small crossover segment, the Duster weighs in with more off-road credibility and a distinctive design.
The Duster doesn’t appear to be as much of a bargain as it once was, but that’s more due to the Chinese competitors swooping in than Renault massively increasing the Duster’s pricing. What I still like about the Duster is that it stays true to its off-roader roots. It’s good on gravel, and it certainly seems more capable of reaching out-of-the-way locations than its rivals. What it lacks in luxurious refinement, it makes up for in durability and capability. Plus, its design, which stands out as bold and modern, is a major drawcard.
Something to keep in mind, however, is that the new Duster’s line-up is limited. The flagship 4WD is only available in manual guise (many consumers will demand an auto at this price point) and in the Zen trim grade, which means it misses out on a surround camera system (for example), which would suit it nicely.
Geely’s 315 kW Riddara RD6 electric bakkie coming to SA!
Geely’s Riddara RD6 bakkie has been confirmed for launch in South Africa later in 2025. Here’s what we know so far about the Chinese firm’s fully electric double cab…
We recently reported that Geely plans to return to South Africa later in 2025, around a decade after the Chinese firm exited the local market. And now, in related news, the Zhejiang-based automotive giant’s Riddara RD6 has been confirmed for Mzansi, something we suggested was on the cards just last year.
While Geely’s broader product and distribution plans for the South African market remain unclear at this stage, Cars.co.za can confirm that Enviro Automotive has been appointed as the local distributor specifically for the Riddara RD6 electric bakkie. As a reminder, Riddara is described as an “independent brand within the wider Geely Holding Group”.
Enviro Automotive – a multi-brand electric-vehicle importer and distributor that is also responsible for bringing in DFSK electric vehicles, the SRM T3 electric workhorse and the Dayun S5 (the latter currently holding the title of SA’s most affordable EV) – says it plans to start selling the Riddara RD6 double-cab bakkie locally this year.
In fact, Gideon Wolvaardt, Managing Director of Enviro Automotive, attended the 2025 Geely Riddara Global Conference in Hangzhou, China, in February to sample the product first-hand. While Riddara RD6 pricing for South Africa has yet to be confirmed, Enviro Automotive did tell Cars.co.za it was in the process of finalising the order of its first shipment.
According to the Pretoria-based distributor, the RD6 will be available locally in both rear-wheel-drive (RWD) and 4×4 forms. The company’s website further claims the all-paw version of the RD6 will be the “most affordable 4×4 electric bakkie” in South Africa. As things stand, it would be the sole 4×4 electric leisure bakkie (the Maxus T90 EV is rear-wheel drive).
The unibody RD6 measures 5 260 mm long (so, about 65 mm shorter from nose to tail than a Toyota Hilux double cab) and 1 900 mm wide, while standing 1 865 mm tall, with a ground clearance of 221 mm. The electric contender’s wheelbase comes in at 3 120 mm, while the load bay measures 1 525 mm long, 1 450 mm wide and 540 mm deep.
The rear-driven RD6 features a 63 kWh lithium iron phosphate battery pack facilitating a claimed NEDC range of 377 km. This derivative’s single, rear-mounted electric motor generates maximum outputs of 200 kW and 384 Nm, translating to a claimed 0-100 kph time of 7.3 seconds and a top speed of 185 kph. We expect this variant’s braked towing capacity to come in at 2 500 kg and its load capacity at around 775 kg.
Meanwhile, the RD6 4×4 looks set to be offered in 2 forms. The “Pro” derivative employs a 73 kWh battery pack with an NEDC range of 424 km, with the “Ultra” variant upgrading to an 86 kWh battery with an NEDC range of 455 km. In either case, the listed braked towing capacity is 3 000 kg and the payload some 1 030 kg.
Thanks to dual electric motors (one on each axle), the 4×4 versions of the Riddara RD6 churn out peak outputs as lofty as 315 kW and 595 Nm. That sees the listed 0-100 kph time fall to just 4.5 seconds (making it a considerable 1.2 seconds faster to the 3-figure mark than the BYD Shark 6 PHEV) and the top speed climb slightly to 190 kph.
Inside, the RWD derivative is expected to feature a 10.25-inch instrument cluster, a 12.3-inch infotainment screen, leather trim, dual-zone climate control and a reverse-view camera. The 4×4 variants look likely to add a raft of driver-assistance safety features and upgrade to a 14.6-inch central screen.
According to Enviro Automotive, all derivatives sold in South Africa will be covered by a 3-year/60 000 km service plan and a vehicle warranty with the same parameters. The traction battery will further feature a 5-year/200 000 km warranty.
As a reminder, Geely Holding Group applied to trademark “Riddara” in South Africa back in April 2023 (with a registration taking place in October 2024), after its May 2022 application for “Radar” was provisionally refused. Known as “Radar Auto” in its domestic market of China, the marque described itself as a “new-energy outdoors lifestyle vehicle brand”.
Though Riddara’s global division says it will eventually offer a “full portfolio of electric lifestyle vehicles”, including SUVs, it so far makes only the RD6 bakkie (which, incidentally, was badged “R6” when it was revealed). Production of left-hand-drive units commenced in Zibo, Shandong back in 2022, soon after the reveal in July of that year, but Geely seemingly started building right-hand-drive examples at some point in 2024.
The all-new Mercedes-Benz CLA has been revealed, showcasing an upmarket design, new platform and new-generation engines.
Underneath that sharp-looking exterior is a new platform from the Stuttgart-based brand. Dubbed Mercedes-Benz Modular Architecture (MMA), this new setup can be configured for both internal combustion powertrains and electric motors.
Right away there’ll be two electric derivatives with turbocharged petrol hybrid powertrains following on. The CLA 250+ with EQ Technology features a single motor making 200 kW and 335 Nm driving the rear wheels, while the CLA 350 4MATIC with EQ Technology punches out 260 kW and 515 Nm from a dual-motor setup, and adds all-wheel drive into the mix.
Both of these derivatives have 800V architecture and 85 kWh batteries, with support for DC charging speeds up to 320 kW. Merc claims ranges of up to 792 km and 771 km respectively, and says the aerodynamics play a huge part of the impressive range. Performance is good too, with 0-100 kph dispatched in 6.7 and 4.9 seconds respectively.
Mercedes-Benz confirmed a new 1.5-litre turbocharged 4-cylinder petrol engine will also be available, but didn’t confirm numbers. All we know is that two outputs will be offered and a choice between front- and all-wheel drive. There’s a new 48-volt battery with a capacity of 1.3 kWh and the motor is integrated into a brand-new 8-speed dual-clutch transmission.
The new-generation Mercedes-Benz CLA is larger than the outgoing model. Its new overall length puts it at just over 4.7 metres, that’s in the same ballpark as a current C-Class sedan. It’s also wider and sitting fractionally higher than before, plus the wheelbase has been extended by 6 cm too.
The all-new CLA styling looks sharp, but cynically you could say its resembling a sharp facelift as opposed to a next-generation model. The Mercedes-Benz stars are neatly integrated into the daytime running lights and the light bar trend continues both at the front and rear. The flush door handles we’ve seen on higher-spec Mercs has filtered down to the CLA.
Climb inside and it appears as if the obsessions with touchscreens is still strong. The upright dashboard can have up to three screens, admittedly the 14-inch passenger screen is an optional extra. The dashboard screen is 10.25-inches in size, while the infotainment system boasts a 14-inch infotainment screen.
The new CLA features the brand-new Mercedes-Benz Operating System (MB.OS) which is backed by artificial intelligence. Merc’s claiming this is the most intelligent vehicle ever and it’s probably only going to get smarter and more capable thanks to regular over-the-air updates and connection to the Mercedes-Benz Intelligent Cloud. This new system marks the start of the 4th-generation of MBUX interface and the AI is sourced from Microsoft, Google, and ChatGPT4o.
When will the all-new Mercedes-Benz CLA come to South Africa?
Mercedes-Benz SA confirmed that the new all-new CLA will be headed to our shores in early 2026. The engine lineup will be finalised closer to the product’s debut.
The Toyota Fortuner GR-Sport – billed as the sportiest (and flagship) iteration of the Prospecton-based firm’s adventure SUV – comes to market with more power, racy looks and handling enhancements. We attended its local launch in the Western Cape.
What’s on Offer?
Debuting a year after the arrival of its 48V mild-hybrid siblings, the 2.8 GD-6 4×4 GR-Sport represents the high-water mark for the 2nd-gen Toyota Fortuner, which debuted in 2016. The model, which received a minor update as recently as 2023, will be replaced in the not too distant future, probably in 2026.
The GR-Sport (GR-S) trim grade has been criticised for being a “badging exercise” or, as some social media commenters have labelled it: “a sticker pack”. Toyota South Africa Motors (TSAM) took note of that and implemented power/torque increases and suspension enhancements in its GR-S products.
The 1st product to receive such treatment was 2023/24 Ultimate Double Cab finalist, the Hilux GR-Sport III, which combines extroverted wide-body looks with punchier performance. Now it’s the turn of the body-on-frame 7-seat Fortuner adventure SUV to get the same “glow- and step up” treatment.
GR badge and a small change to the foglight surround on the front
As a reminder, GR is the abbreviation for Gazoo Racing, Toyota’s motorsport division; the hierarchy of road cars inspired- or fettled by the GR division is reasonably straightforward: GR denotes performance models, such as the GR Yaris and –Corolla hot hatches, plus the GR86 and GR Supra sportscars, while GR-Sport is applied to variants that have cosmetic enhancements (Corolla Cross GR-S, Land Cruiser 300 GR-S) and, more recently, technical enhancements (Hilux GR-S and the Fortuner GR-S newcomer).
TSAM has kept it simple, with 1 variant available in either an Attitude Black or Platinum Pearl White finish. Standard derivatives are offered in 6 hues, but the limited colour choice doesn’t matter: black and white finishes arguably show off the GR-Sport’s cosmetic upgrades a bit better than the standard palette.
The contrast between pearl white and black wheels give it plenty kerb appeal
Now, here are more details about the Fortuner GR-Sport’s accoutrements… You can distinguish the newcomer by its subtle badging on the front, rear and flanks. Look closer and you’ll see the front bumper- and grille treatment is a touch more aggressive. There are new front foglamp surrounds too.
At the rear, there’s a diffuser, which looks the part, but we suspect its design may limit the potential of fitting a towbar. The striking black 18-inch GR alloy wheels are wrapped in Dunlop all-terrain rubber.
All-terrain tyres are almost a necessity in SA these days
The biggest news, which will please the aforementioned armchair critics, is that Toyota has spiced up the powertrain. The 2.8-litre GD-6 turbodiesel motor produces 165 kW and 550 Nm, which is 15 kW and 50 Nm more than the standard 2.8GD-6. Toyota says this is the most potent series-produced Fortuner and, like the rest of the range, the GR-Sport uses a 6-speed automatic transmission that drives all 4 wheels.
There are suspension enhancements too, with TSAM claiming that the Fortuner GR-Sport’s uprated monotube shock absorber setup enhances ride comfort and makes handling more precise. Well, okay, but those are Toyota’s words, not ours! “Precise handling” has never been the Fortuner’s party piece…
Red stitching galore!
The sporty theme continues inside, with no fewer than 5 GR Sport badges dotted around the cabin. The steering wheel, handbrake lever and seat upholstery (plus trim) feature red stitching. Also, the seats have been upgraded to sportier and more supportive GR items, replete with perforated leather and suede.
Subtle GR badge on the steering wheel
Being a flagship, the standard specification list is lengthy, with most comfort, convenience and assisted-driving boxes ticked. There are 7 airbags, front/rear parking sensors, stability control, rear cross-traffic alert, a blind-spot monitor, adaptive cruise control and auto emergency braking, to name a few features.
Excellent leather and suede seats
For the audiophiles, a JBL sound system is standard, along with Apple CarPlay/Android Auto connectivity and, while there’s just a single USB port at the front of the cabin, rear passengers get twin USB-C ports for rapid charging. All in all, it’s a fair loadout.
That being said, the lack of a wireless charging pad and the low-resolution of the reverse-view camera display blot an otherwise clean copybook. Having such a low-quality camera in a vehicle at this price point in 2025 is such an anomaly and, when you compare the Fortuner GR-Sport to its chief rival, the Ford Everest Wildtrak, the Blue Oval adventure SUV’s cabin is a vastly more modern place to be.
The sportiest Fortuner to date
What is it like to drive?
Our launch route in the Western Cape took us from George down the N2 towards Cape Town, before turning off after Mossel Bay and getting onto the R327 – it’s a spectacular route that eventually links up to the famous Route 62, which then takes you to Barrydale.
From there, we travelled up (and down) the stunning Tradouw Pass and on to our overnight stop in Hermanus, where we witnessed the Toyota Fortuner Challenge. In the ‘Fortuner Challenge, finalist entrants were paired with Toyota-backed athletes; the 2-person teams competed in some physical as well as mental competitions, and the eventual winner went home with a brand-new Fortuner.
Toyota Fortuner Challenge 2025
But back to the Fortuner GR-Sport. On the open road, it felt a touch more eager and responsive in its power delivery than its standard siblings. Whereas the 2.8D-6 VX variant, for example, produces 150 kW at 3000 rpm and 500 Nm from 1 600 to 2 800 rpm, the 2.8GD-6 GR-S produces 165 kW and 550 nm at the same revs respectively. Suffice it to say open-road overtakes require little effort! If you activate the Sport drive mode, the throttle responses sharpen and the auto ‘box hangs onto ratios a bit longer.
Speaking of the transmission, the 6-speed automatic has an old-school feel, but this is not a drawback. Sure, the up/down changes aren’t imperceptible, but when you’re playing in this segment, it’s preferable to have a powertrain that’s tried-and-tested (read: reliable). There are gearshift paddles on the steering wheel, but ignore them – Toyota’s calibration of the auto ‘box is near perfect for the average consumer.
Jan Muller Pass overlooking the Gourits River
We assumed the extra performance (compared with standard 2.8GD-6 Fortuners) offered by the GR-Sport would result in a relatively high fuel consumption, but that was not the case. After a day of driving in a normal (unrushed, but not pedestrian) manner, we saw an indicated figure of 9.5 L/100 km, which was a touch higher than TSAM’s claim for the GR-S (8.4 L/100km), but fair for a vehicle of this type.
Based on our launch-route experience alone, we cannot say whether the suspension enhancements are worthwhile – we’d have to drive a GR-Sport and a standard Fortuner back to back on the same route before passing a verdict. But, the handling was reassuringly predictable: seeing as the 7-seat body-on-frame SUV is softly sprung, it can lean quite a bit in the corners, but makes up for it when the tar ends.
Yep, the Fortuner does “what it says on the tin” – it’s a go-anywhere family SUV that will cruise up and down South Africa’s national highways day in and day out, but its real strength lies on gravel. Thanks to the all-terrain tyres, we found no need to engage 4-wheel drive – there was plenty of grip and stability.
Just the two colours offered, for now.
How much does the Toyota Fortuner GR-Sport cost in SA?
Did you know that back in March 2016, when this 2nd-gen Fortuner was launched, the flagship 2.8GD-6 variant’s asking price was R589 400? Nine years on, the new range-topper costs oh-so-close to R1 million. Included in the list price is a 3-year/100 000 km warranty and 9-services/90 000 km service plan.
Sure, there will be detractors who complain about the Fortuner’s advanced age. But, with almost 50% market share in the ladder-frame SUV segment, Toyota has little reason to change a winning formula – it’s just common sense. To illustrate my point, the Toyota’s closest rival – the Ford Everest – has just 14% of the segment, while rivals such as the Isuzu MU-X and Mitsubishi Pajero Sport fight over what’s left.
With thoroughly evolved (or perhaps all-new) Hilux and Fortuner models expected to debut in 2026 (we may see what the former will look like late in 2025), the Toyota Fortuner GR-Sport is poised to be a sales success, thanks to its distinctive appearance and that small, but not insignificant, hike in power/torque. The only question mark is that R1-million price tag, but then, all Everest variants (bar one) cost 7 figures.
After an absence of around a decade, Chinese automaker Geely says it plans to return to South Africa before the end of 2025. Here’s what we know so far…
The man at the very helm of the Geely Auto Group has confirmed that the Chinese brand plans to make a return to South Africa – a market it quietly exited approximately a decade ago – before the end of 2025.
Back in April 2024, Cars.co.za reported that the Zhejiang-based company appeared to be plotting a comeback to Mzansi, with a global communications official based in China later telling us the project was indeed a “work in progress”. Now, Jerry Gan, CEO of Geely Auto Group, has finally confirmed the news.
The Geely EX5 has just launched in fellow RHD markets, Australia and New Zealand.
“This year, we will further accelerate our globalisation layout and introduce high-value products to markets such as the UK [United Kingdom], Brazil and South Africa,” Gan said at the launch of the Geely EX5 in the Australian and New Zealand markets.
“By the end of 2025, we project that the number of Geely sales and service outlets will surpass 1 100, to provide global consumers with a more convenient and efficient service experience, while helping Geely’s continued growth and long-term development in the international market,” he added.
In 2024, Geely applied to trademark the “Starray” badge in South Africa.
Of course, Geely has yet to detail exactly which models it plans to offer in South Africa, but it does say the fully electric EX5 – which has likewise gone on sale in countries like Thailand and Indonesia – will “enter more than 20 key markets to further expand its international influence”.
Furthermore, the Chinese automotive giant says, over the next 3 years, it will “continue to increase its product layout in overseas markets, launching 8 NEV [new-energy vehicle] models based on the GEA architecture, comprehensively constructing a product matrix for its market segments, and further consolidating its competitive advantage in the international market”.
The Monjaro is offered in some overseas markets.
While some South Africans will no doubt remember Geely for decidedly budget vehicles such as the LC hatchback, MK (hatch and sedan) and Emgrand EC7 saloon, the Chinese brand’s global portfolio has (like most) since skewed heavily towards crossovers. So, what could potentially be on the menu for Mzansi?
Well, the Geely Holding Group – which counts the likes of Volvo Cars and Lotus among its numerous subsidiaries (Geely Auto also holds a 49.9% share in Malaysian marque Proton, which itself returned to Mzansi in 2022 after a 10-year absence) – filed to trademark the latest “Geely” logo in South Africa in January 2024.
A badge we can expect to see on local roads again soon.
Later in 2024, Geely applied to protect the “E5” and “EX5” badges in South Africa, along with “Starray” (a 4 670-mm-long crossover also known as the Atlas and available overseas in turbopetrol, petrol-hybrid and plug-in hybrid forms), before filing to trademark the “EX2” and “EX3” nameplates in January 2025. Of course, as we’ve previously reported, Geely also applied to trademark the names of at least 4 of its sub-brands.
Indeed, it registered its “Geometry” fully electric sub-brand in SA as long ago as July 2021, while also filing to trademark “Farizon Auto” (its electric light-commercial vehicle marque) in October 2021. In September 2023, the Chinese giant applied to trademark “Zeekr” (another – somewhat more premium – pure-electric brand) in Mzansi.
The Riddara RD6 looks likely for SA.
But, from a local market standpoint, perhaps the most interesting application of them all was for “Riddara”. Geely made this filing in April 2023 (with a registration taking place in October 2024), after its May 2022 application for “Radar” was provisionally refused. Known as “Radar Auto” in some markets, Riddara is described as a “new-energy outdoors lifestyle vehicle brand”.
Though Riddara says it plans to offer a “full portfolio of electric lifestyle vehicles”, it so far manufactures only the RD6 double-cab bakkie – which, incidentally, was badged “R6” when it was revealed. The unibody RD6 measures 5 260 mm long (about 65 mm shorter from nose to tail than a Toyota Hilux double cab) and 1 900 mm wide, while standing 1 865 mm tall, with a ground clearance of 221 mm.
Might we see the Coolray in SA?
Geely Auto says it sold 2.17 million new vehicles globally in 2024, a year-on-year increase of 32%, with exports from China rising 53% to 403 923 units. Based on the former figure, Geely ranks as China’s 2nd-largest automaker behind only BYD Auto. Geely Holding, meanwhile, says aggregate sales across its various automotive brands grew 22% year on year to 3 336 534 units in 2024, setting a record for the group.
Of course, we’ll be keeping a close eye on proceedings in the build-up to Geely’s now-confirmed return to the local market – following comebacks from the likes of SAIC-owned MG Motor in 2024, Proton in 2022 and Chery in 2021 – and will share more information as we have it. Stayed tuned, folks…
Limited Edition: Can be worth a look, but often isn’t
Special- or limited edition models are ubiquitous in the new-vehicle market; they can seem “more pastry than filling”, but if you can recognise why such vehicles exist, you may be able to better distinguish between the cynical and worthwhile offerings.
From a well-seasoned Toyota Tazz to an Eskom budget-blowing Aston Martin, it would seem South Africans just can’t get enough of the marketing razzmatazz around “special” or “limited” editions.
The BMW 128ti Mzansi Limited Edition was offered in 2022.
While in a handful of cases “special” – or that other well-worn marketing buzzword “limited” – edition cars are objectively and justifiably distinct than the lesser models they’re based upon, most of the time such sales… okay, let’s call ’em “interventions”, are only called upon to ignite interest in unsold inventory, extend an aging model’s lifespan until its replacement arrives, or justify a cynical cash-grab.
Audi SA released the A1 R18 Le Mans Limited Edition in 2014.
Is the model due for a facelift – or being run out?
The introduction of these special or limited edition derivatives also follows an established pattern that traces a line-up’s sales curve.
Special versions are released when interest starts to wane or a range begins to “look its age”. Consider, for example, the introduction of an apex BMW M, or Mercedes-AMG, or Audi RS variant late into its base model’s product cycle: it may offer extra spec before a pricier mid-life facelift makes an appearance and is likely to reappear in the car’s twilight years, while its maker is preparing to unbox an all-newsuccessor.
A Mercedes-AMG A45 S Limited Edition appeared last year.
But as a rule: the longer the model lifespan, the more marketing-department specials buyers can expect.
How many of these sound familiar? Accessorised versions of run-out versions sold as exclusive models; meaningless numbered plaques; too many performance packs or special editions to keep up with; the calling upon of otherwise little-known heritage tidbits or colour palettes that nobody cares about; and, almost always, the chestnut of specially-badged versions that offer ZERO performance advantages.
Take, for example, the Toyota Hilux Legend 55 that was announced recently and is set to hit showrooms in July. The current 8th-gen Hilux turns 9 this month. But because the next-gen Hilux isn’t due until at least the end of the year and Hiluxes tend to have relatively extended life cycles, Toyota has to resort to Legend treatment (so released every 5 years, since 2004) to keep the ageing Hilux on life support.
You can also bet your bottom Rand the Legend’s engine specification will be no different from the bog standard Hilux 2.8-litre’s 150 kW/500 Nm output; or perhaps it’ll offer 165 kW/550 Nm – if we’re lucky.
The red-nostrilled Ford Ranger Stormtrak saw the light in 2021.
Against the shiny newness of its newer archrival: the Ford Ranger (which is also known to spawn special editions at will; remember the previous-gen Stormtrak?) surely Toyota’s advertising agency quivers in fear with each passing year over having to re-package the Hilux dynasty’s time-honoured story. Yet, in truth, they needn’t panic, seeing as the Hilux continues to perch at the top of new vehicle sales stats.
In 2021, the Mercedes-AMG GT Black Series retailed for R7 524 120.
‘Black Edition’ isn’t special if every brand has one
Sadly, whatever brand or model you favour, over the years almost everybody from Alfa Romeo to Volvo has uncorked a special/limited edition at least once. There’s also an ongoing penchant among marketers to label their alleged “collector’s items” according to the world’s darkest hue – black, even if Mercedes-AMG’s zenith treatment does offer admittedly worthy upgrades in the brand’s Black Series models.
Volvo launched the XC60 Black Edition in South Africa last year.
On the other hand, it beggars belief that marketers at Audi, Bentley, Mahindra, Porsche, Range Rover, Toyota and Volvo (and these are just from the first 2 pages of googling) are so creatively bankrupt that they cannot imagine labelling their upgraded stickers-and-spec cars anything other than “Black Edition.”
Sometimes, you do get something extra…
Of course, there are exceptions. Volkswagen’s 5-year anniversary editions of the Golf GTI, such as 35 and its Clubsport successor, were excellent examples of a special version done right, with tasteful but minor modifications under and outside the bonnet. It’s a pity SA missed out on the 8th-gen Clubsport.
But unfortunately, there was also 2021 VW’s Polo Vivo Mswenko, which was priced (R246 900, at the time) almost R20 000 dearer than its Comfortline sibling. For that premium, it only came with a different colour palette and flashier wheels, but no performance upgrade to match its boy-racer looks. Which is not dissimilar to what BMW is offering with its Mzansi interpretation of its popular models.
Watch Ciro De Siena’s video review of the 2021 VW Polo Mswenko:
Manufactured exclusivity, with a healthy markup
Unfortunately, some carmakers have dressed up their limited editions as Fast & Furious extras with big rims and body kits, only for the cars to be better suited for Driving Miss Daisy due to paltry performance. On the other extreme, however, Porsche continuously conspires to keep its owners of its 911 GT3 RS forking out for exclusivity. Check out the most exclusive Porsche 911s listed for sale on Cars.co.za
As if the Weissach Pack isn’t special enough, there’s now also the outworldly Manthey Kit (shown above). Both are undoubtedly valid upgrades to what is already the most race-ready road car you can buy, but which of these two über-performance packs is truly the über-est for your über-911?
There’s seemingly no top rung on the GT3 RS performance ladder, and even if there is, the Zuffenhausen-based company wants you to keep on paying to find out how to get there.
Only 2 units of the Jaguar F-Type ZP Edition were made available in South Africa.
Leaning (hard) on brand legacy
Another carmaker with a racing heritage is Jaguar. At a time when many of its counterparts across segments are walking back their EV plans owing to lesser-than-expected uptake of the technology, the Coventry-based British marque has remained committed to an all-electric future.
Only that the brand still has some old internal combustion engine (ICE) stock to sell while treading water until the EV cars materialise. In the meantime, they’re conjuring up obscure heritage iconography to help move the final remaining versions of the aged F-Type – at a significant premium.
In 2016, the final iteration of the classic Land Rover Defender was named the 110 Heritage Edition, which was fair enough.
Incidentally, Jaguar’s sister brand Land Rover, also has no hesitation in using the Heritage Edition modifier. There’s an Adventure version too, but to be fair these editions are treated more as trim grades.
Although the French have a less-than-stellar history of colonisation throughout the continent, that hasn’t stopped Peugeot from sticking an “Africa” badge on their Landtrek bakkie. Few people will probably notice or care given how few Landtreks sell each month; a fate similarly befalling the recently replaced Mitsubishi Triton Xtreme (because intentionally misspelt names always sell more products, right?)
Look for an optimised value proposition
It’s well worth considering a special- or limited edition if it offers much-needed spec updates (to notably update its user experience, for example), especially if it’s offered at the same price (or only nominally more) than the trim grade it’s based upon, but alas, not all special versions are destined for greatness.
Some have sadly been forgotten, such as BMW’s SA-only (E92) M3 Frozen Edition and (F10) M5 Pure Metal; while others, such as the recent Hyundai Venue Limited Edition, perhaps deserve to be forgotten.
The list of ambiguously-valued faux South African special editions is varied as the history of occurrences is long. Nissan’s final 150 units of the epochal 1400 bakkie, which was produced between 1971 up to as recently as 2008, were perhaps in a rare instance of sincerity – labelled as Heritage versions; and ran out at more or less the same time as Ford’s Bantam Montana (shown below).
And speaking of which, the green-and-gold Ford Cortina Springbok Mk3 edition bakkie is every bit of a South African institution as the BMW 333i, 745i, Opel Kadett Superboss or the Capri Perana V8.
So, how about it, Ford South Africa – a Ranger Raptor Siya Kolisi Limited Edition just in time for the 2027 Rugby World Cup?
Another Chinese brand for SA? ‘Kaiyi’ trademark filings unearthed
We’ve unearthed trademark applications that suggest yet another Chinese brand could be on the cards for South Africa. Here’s what we know about Kaiyi Auto…
Cars.co.za has discovered fresh trademark applications that suggest Kaiyi Auto – a Chinese automaker said to specialise in comparatively low-cost vehicles – could be considering an entry to South Africa’s automotive market.
Founded in 2014, Kaiyi Auto was originally known as Cowin Auto. Initially, the company was a wholly owned subsidiary of automotive giant Chery, though the latter has since reduced its stake to 18%, with the Chinese city of Yibin’s municipal government now listed as the majority shareholder.
Kaiyi has filed to trademark the “e-Qute” badge in SA.
On 2 January 2025, Yibin Kaiyi Automobile Company Limited applied to trademark the “Kaiyi” logo in South Africa. At the same time, the Chinese firm filed to protect the “Kaiyi e-Qute” badge. This comes after Kaiyi Auto unveiled what it described as new “international” versions of 3 models at the World Power Battery Conference in Yibin, Sichuan Province, in September 2024.
These products were the Kaiyi e-Qute 02, Kaiyi X3 Pro EV and Kaiyi X7 iHD, all shown off at the event in right-hand-drive form. The X3 Pro EV was furthermore displayed in right-hand-drive market Zambia just a few days later.
The e-Qute 04 features a quartet of doors and a longer wheelbase.
Thus far, Kaiyi Auto has applied to trademark only the “e-Qute” badge locally, with no sign yet of the other two nameplates mentioned above (still, we suspect such applications would be refused on the basis of being too similar to BMW’s X3 and X7 trademarks).
Available in overseas markets in both e-Qute 02 (with 2 doors) and e-Qute 04 (featuring 4 doors and a longer wheelbase) guise, this model is a fully electric city car. The e-Qute 02 – seemingly based on the “Shiyue” offered in China – measures just 3 345 mm long, making it a considerable 350 mm shorter from nose to tail than the Dayun S5, which is currently Mzansi’s most affordable electric vehicle at R399 900.
The X3 Pro EV is another global model available in right-hand drive.
Equipped with a 28 kWh lithium iron phosphate battery pack, the diminutive e-Qute 02 has a claimed range somewhere in the region of 300 km. The electric motor sited on the front axle generates peak outputs of 40 kW and 110 Nm.
What about the other 2 models? Well, the Kaiyi X7 iHD is a plug-in hybrid mid-size crossover ostensibly based on the Chinese-market “Kunlun” and measuring 4 738 mm long, while the Kaiyi X3 Pro EV is a 4 443 mm-long fully electric compact crossover seemingly derived from the Chinese-spec “Xuanjie”.
The X7 iHD is a PHEV crossover also deemed an “international” product.
For the record, the Kaiyi brand has already entered more than 30 markets outside of China, including African nations such as Madagascar, Angola, Senegal and Ethiopia. The brand furthermore has a presence in South America (in Chile, Ecuador, Costa Rica and Venezuela, for instance) as well as the Middle East.
Of course, as we always point out in such instances, trademark applications are by no means a guarantee the automaker will use the badges in question – or, in this case, even enter the market at all. But these fresh filings are an indication that Kaiyi Auto is at least considering expanding into South Africa. More info as we have it…
The Audi RS Q8 Performance arrives in South Africa as the Ingolstadt-based automaker’s most powerful series-produced ICE model yet. Here’s what it costs…
We’ve already brought you local pricing for the facelifted Q8 as well as the updated SQ8, so now it’s time to turn our attention to the Audi RS Q8 Performance.
Billed as the German automaker’s most powerful series-produced model with an internal combustion engine (though surpassed by the fully electric RS e-tron GT Performance, which generates a whopping 680 kW in launch-control mode), the RS Q8 Performance has touched down in South Africa.
Interestingly, our market has seemingly dropped the “standard” 441 kW version of the RS Q8 in favour of this latest “Performance” derivative. That means the twin-turbo 4.0-litre V8 petrol engine has been uprated to churn out 471 kW and 850 Nm (respective increases of 30 kW and 50 Nm), peak outputs that are directed to all 4 wheels via an 8-speed automatic transmission.
According to the Ingolstadt-based firm, the RS Q8 Performance can complete the obligatory 0-100 kph sprint in just 3.6 seconds, making it 2-tenths faster to 3 figures than the 441 kW version it effectively replaces locally. Top speed is electronically governed to 250 kph, though Audi SA offers an optional “Dynamic Package Plus” that raises that figure to 305 kph.
So, what about the price? Well, the RS Q8 Performance starts at R3 266 100, which makes it a considerable R503 200 more expensive than the pre-facelift RS Q8. Of course, in addition to the extra oomph, this new Performance variant gains more standard kit.
For instance, it scores a “newly developed” lighter exhaust system, ceramic brakes, Matrix LED headlamps, a configurable checkered-flag design for the daytime running lights and a shift light indicator (when in manual mode) on the 12.3-inch digital instrument cluster.
Other items on the standard-equipment list include a mechanical centre differential, all-wheel steering and adaptive air suspension. Revealed globally in June 2024, the RS Q8 Performance can also be specified with the RS sport exhaust system, which Audi promises “further intensifies the sound experience”.
How much does the Audi RS Q8 Performance cost in SA?
Audi RS Q8 Performance – R3 266 100
The price above includes a 1-year/unlimited kilometre warranty and Audi’s 5-year/100 000 km maintenance plan.
