VW has enough Golf 8 GTI stock to ‘last for rest of 2025’
With the facelifted models not confirmed for South Africa, Volkswagen says it has enough stock of the outgoing Golf 8 GTI and Golf 8 R to last “for the rest of the year”…
Volkswagen Group Africa says there is enough stock of the outgoing Golf 8 GTI and Golf 8 R hot hatches in South Africa to last “for the rest of the year”.
As a reminder, the facelifted Golf GTI and Golf R have not been confirmed for Mzansi, with VW Group Africa suggesting the country’s fuel quality stands in the way of their respective arrivals (however, seemingly as a stopgap of sorts, the company will soon launch the Golf 8.5 1.4 TSI).
Since the refreshed Golf GTI was unveiled as long ago as January 2024 – with production of the pre-facelift derivative thus having long since ended at the Wolfsburg plant in Germany – we asked VW Group Africa to comment on the local stock situation.
“We have enough stock for Golf GTI and Golf R to last us for the rest of the year,” VW Group Africa told Cars.co.za in a short statement.
We also subsequently noticed that both the GTI and R had been removed from VW’s local configurator. This, of course, suggests SA buyers can no longer spec a performance Golf from the factory, instead being limited to units that have already been built and effectively stockpiled by VW Group Africa.
Using the “New Vehicle Search” tool on the German automaker’s website, we found 195 examples of the Golf 8 GTI listed at official VW dealerships around South Africa, along with 144 examples of the Golf 8 R (at the time of writing, that is).
For the record, the German firm’s local division sold 634 units of the Golf 8 GTI in South Africa in 2024, along with 431 units of the Golf 8 R. A further 173 examples of the Golf 8 (both GTI and R) were registered in the opening 2 months of 2025. The outgoing Golf 8 GTI is currently priced at R853 400, while the Golf 8 R starts at R1 016 600.
The pre-facelift Golf 8 GTI debuted globally back in February 2020, though launched in South Africa in September 2021 (with the Jacara Edition following in October 2022, before being removed from the line-up at the start of 2024). Meanwhile, the Golf 8 R was revealed in November 2020 but hit the local market only in April 2023.
To refresh your memory, the facelifted Golf GTI employs the German automaker’s familiar turbocharged 2.0-litre, 4-cylinder petrol engine (EA888), though its peak power output (in European specification, anyway) has been hiked from 180 kW to 195 kW. Maximum twisting force, meanwhile, remains 370 Nm.
According to VW, the Golf 8.5 GTI – which is fitted as standard with a 7-speed dual-clutch transmission – can complete the obligatory 0-100 kph sprint in just 5.9 seconds, representing a half-second improvement over the pre-facelift model’s time of 6.4 seconds.
Unveiled in June 2024, the European-spec Golf 8.5 R’s turbocharged 2.0-litre engine makes 245 kW and 420 Nm, respective increases of 10 kW and 20 Nm. As a result, VW says this all-paw hot hatch is 2-tenths of a second quicker from standstill to 100 kph, now seeing off the obligatory sprint in a claimed 4.6 seconds.
When (or indeed whether) we will see the Golf 8.5 performance twins in Mzansi remains to be seen. VW Group Africa is seemingly holding out for SA’s long-awaited “Clean Fuel 2” (CF2) regulations, which are scheduled to be put in place by the Department of Mineral Resources & Energy only from July 2027. These regulations will mandate a reduction in sulphur levels in the country’s fuel and further impose stricter limits on the presence of various other compounds in petrol.
We list all the new cars coming to South Africa in 2025! What cars are you looking forward to most? See the list below!
Do you want to know what new cars are coming to South Africa in 2025? Cars.co.za has created the most comprehensive new car list for South Africa! Check it out!
With 2025 off to a strong start, South African car buyers have much to look forward to in terms of new car introductions. It will be a busy and important year for many car brands and buyers will have significantly more exciting cars to choose from in 2025.
New SUVs, large and small, account for the majority of new introductions but the market will also see a number of new electric vehicles reaching South Africa. Nonetheless, there are new and updated cars on the way to suit a wide range of budgets and needs, including entry-level cars and right up to ultra-luxurious cars and everything in between! There’s something for everyone in 2025!
Please note that this new car list is generated based on feedback from manufacturers as well as from what has been reported publicly by either Cars.co.za or elsewhere. We have tried our utmost to make this list as accurate and as definitive as possible. We will update this list regularly as we receive relevant information from manufacturers.
It’s also worth mentioning that arrival timings for new cars are tentative and are subject to change due to ongoing changes in the global supply chain.
Let’s take a look at what new cars are coming to South Africa in 2025!
Aston Martin Vanquish Volante & Vantage Roadster – 2025, TBC
We anticipate the arrival of no less than 2 Aston Martin convertibles during 2025. The Vanquish Volante is powered by a 5.2-litre V12 engine with 614 kW and 100 Nm and is claimed to accelerate from zero to 100kph in around 3.2 seconds before reaching a top speed of 344 kph.
In addition, theAston Martin Vantage Roadster brings V8 power with a 4.0-litre bi-turbocahrged V8 under the bonnet with 375 kW and 685 Nm of torque resulting in a zero to 100 kph sprint time of just 3.6 seconds before reaching a top speed of 305 kph.
Built on Audi’s Premium Platform Combustion (PPC) architecture, the new third-generation Q5 SUV is due to arrive in South Africa in the fourth quarter of 2025 with a bold and sporty design language. The new Q5 Sportback is due to arrive locally in 2026.
The new Audi Q5 will initially be offered with a 48V mild-hybrid turbopetrol and -diesel powertrains, with PHEV derivatives to be added later. Although the SA line-up has yet to be finalised, the new Q5 will feature one or more of the following mild-hybrid (MHEV) powerplants, each of which will be mated with a 7-speed dual-clutch automatic transmission.
Powertrain options include a 150 kW/340 Nm 2.0-litre 4-cylinder turbopetrol engine in either front-wheel-drive or all-wheel-drive quattro guise. A 150 kW/400 Nm 2.0-litre 4-cylinder turbodiesel with quattro all-wheel drive is likely as well as a 270 kW/550 Nm 3.0-litre V6 turbopetrol engine which will power the SQ5 quattro flagship.
Local specification and pricing details will be confirmed closer to launch.
BAIC is expected to introduce its BJ30 compact offroad SUV which will stand alongside the larger BJ40 and the Beijing 55 in the Chinese firm’s local lineup.
The BJ30 is powered by either a 1.5-litre turbopetrol engine with 138 kW and 305 Nm or a hybrid electric version that produces a combined output of 246 kW and 550 Nm. The BJ30 features a modern cabin architecture equipped with a 14.6-inch infotainment screen and a 10.25-inch instrument cluster.
Note that local specification and pricing details will be confirmed closer to arrival in 2025.
The new Bentley Continental GT Speed is the most powerful Bentley yet foregoing its lauded turbocharged 6.0-litre W12 engine in favour of a twin-turbocharged 4.0-litre V8 plug-in hybrid (PHEV) and a 140 kW electric motor powertrain with 400-volt electrical architecture.
Peak outputs stand at 575 kW and 1 000 Nm and this powerful GT will go from zero to 100 kph in 3.2 seconds!
Pricing for South Africa was released in August 2024 with pricing starting from R7 500 000 for the Continental GT Speed V8 Hybrid Coupé while the Continental GTC Speed V8 Hybrid Convertible is priced from R8 225 000.
It’s expected to be a quiet 2025 for BMW as the German firm has only confirmed the new second-generation 2 Series Gran Coupe for local introduction in the second quarter.
The new BMW 2 Series Gran Coupe has a larger footprint than the model it replaces. Note the the ‘i’ has now been omitted from the badging and BMW will offer the front-wheel drive 218 with a 115 kW/230 Nm 1.5-litre turbocharged,3-cylinder petrol engine and an all-paw M235 xDrive with 233 kW and 400 Nm. A 7-speed dual-clutch automatic transmission is standard.
Local specifications and pricing details will be confirmed closer to launch.
BYD plans to introduce its Shark Plug-In Hybrid Electric Vehicle (PHEV) in South Africa in the opening months of 2025. The BYD Shark will not only be the first PHEV bakkie to be offered in South Africa, but it will also be the most powerful bakkie on the market!
The BYD Shark is powered by a turbocharged 1.5-litre, 4-cylinder petrol engine combined with a plug-in hybrid system featuring a 29.6 kWh battery pack and electric motors. Peak system outputs stand at 320 kW (170 kW and 310 Nm at the front and 150 kW and 340 Nm at the rear). Electric range is claimed at around 100 km and the Shark will be able to sprint from zero to 100 kph in 5.7 seconds.
The Chery Tiggo 9 is the largest vehicle in the Chinese carmaker’s lineup and the firm’s local arm has confirmed its arrival in the third quarter of 2025.
The Tiggo 9 will be offered with 2 powertrain options including a combustion engine and a PHEV option.
A 2.0-litre turbocharged 4-cylinder petrol engine with 187 kW and 390 Nm of torque and paired with a 7-speed dual-clutch transmission is expected. In addition, the Tiggo 9 range will be headlined with a Plug-in Hybrid (PHEV) powertrain that pairs a 175 kW 1.5-litre, 4-cylinder turbopetrol engine with a 165 kW electric motor to offer a total system output of around 230 kW. An 8-speed automatic transmission is standard for the Tiggo 9 PHEV. All-electric range is claimed at 100km with a total range of around 1400 km.
Exact specification and pricing details will be confirmed closer to arrival.
Citroen has confirmed the arrival of its new Indian-built Basalt compact SUV in the first half of 2025 and it will slot in above the C3 Aircross in the firm’s local range.
The Basalt draws motivation from either a 60 kW / 115 naturally aspirated 1.2-litre petrol engine mated with a 5-speed transmission or a 81 kW turbocharged 1.2-litre petrol engine offering 190 Nm when paired with a 6-speed manual transmission or 205 Nm with a 6-speed automatic transmission.
It’s not yet clear what engine will offered in South Africa but we suspect that the familiar 1.2-litre turbopetrol engine is likely. Pricing and specification details will be confirmed closer to launch.
In late 2024, Chinese car manufacturer, DongFeng, announced its entry into the South African market with the launch of the Box electric car.
Equipped with a 42.3 kWh lithium iron phosphate battery pack, the little EV has a range of about 430 km, according to the Wuhan-based automaker. The front-mounted electric motor generates 70 kW and 160 Nm, while top speed is pegged at 140 kph. Pricing for this model has yet to be confirmed, but we’d speculate it could launch as one of the market’s most affordable EVs.
Ferrari will unleash its new 12Cilindri in both Coupe and Spider forms in the first quarter of 2025.
Powering the 12Cilindri is Ferarri’s stellar front-mounted 6.5-litre naturally aspirated 12-cylinder petrol engine with peak outputs of 610 kW and 678 Nm. An 8-speed dual-clutch transmission lights up the rear wheels and the 12 Cilindri is capable of sprinting from zero to 100kph in just 2.9 seconds before reaching 200 kph in 7.9 seconds and topping out at 340 kph.
Order books for the Ferrari 12Cilindri are open with pricing starting from R9 995 000.
Ford is expected to introduce a plug-in hybrid (PHEV) version of the Ford Ranger which will be produced at the firm’s production facility in Silverton at the end of 2024. The Ford Ranger PHEV will be primarily produced for export but a local market introduction is expected in 2025.
The Ranger PHEV combines Ford’s familiar turbocharged 2.3-litre petrol engine with a 75 kW electric motor to produce peak outputs of 205 kW and 690 Nm. We’ll keep you updated as more news on a local introduction comes to the fore.
In addition to the Ranger PHEV, we wouldn’t be surprised to see another special edition Ranger or Everest join the local range too.
The P-Series has been a success for GWM in South Africa and the new year will usher in an updated version that will wear a P300 badge to set it apart from its predecessor. The P300 will slot in below the recently-launched P500.
Apart from featuring revised styling, the passenger-spec P300 will gain a new 2.4-litre turbodiesel engine with 135 kW and 480 Nm and come paired with a 9-speed automatic transmission. Meanwhile the familiar 120 kW / 400 Nm 2.0-litre turbodiesel engine will soldier on in the commercial spec offerings with an 8-speed automatic transmission.
Hyundai will expand its local SUV offering with the addition of the Indian-built Alcazar 6/7-seater that’s based on the Creta.
The Alcazar will be offered with either a 1.5-litre turbodiesel engine with 85 kW and 250 Nm and paired with a 6-speed manual or automatic transmission or a 1.5-litre turbopetrol engine with 118 kW and 253 Nm and paired with either a 6-speed manual or 7-speed dual-clutch transmission.
The interior of the Alcazar features a tech-forward design approach with a large 10.25-inch infotainment system and a 10.25-inch digital instrument cluster combined with the dashboard with a third control panel positioned in the lower dashboard. As a 6-seater, the second row can be had with 2 captain chairs for extra comfort.
Local specification and pricing will be confirmed closer to launch.
Isuzu’s CEO, Billy Tom, confirmed that the Japanese firm will look to launch facelifted iterations of the popular D-Max bakkie and MU-X SUV in 2025.
While the familiar 3.0-litre turbodiesel engine and the 1.9-litre turbodiesel engine offering will remain, styling changes can be expected to freshen up the range. An updated MU-X was revealed in Thailand earlier in 2024 which gives us a hint of what’s to come…
Jaecoo is set to have a busy year in 2025 with a host of new products expected throughout the year. The new J6 is an all-electric offroad SUV that can be had with either a single electric motor with 135 kW and 184 Nm or a more powerful dual electric J6 with 205 kW and 279 Nm with electric range pegged between 401 km to 501 km depending on the battery pack.
South African specification and pricing has yet to be confirmed.
The updated Gladiator can be expected towards the middle of 2025 with a subtle exterior styling revision and riding on new alloy wheel designs. The interior also gains a new 12.3-inch touchscreen!
The American brand’s naturally aspirated 3.6-litre Pentastar V6 petrol engine will remain with 209 kW and 347 Nm of torque on offer and paired with an 8-speed automatic transmission.
Specification and pricing details will be confirmed closer to the Gladiator’s arrival in 2025.
Following the recent introduction of the Jetour Dashing and X70 Plus, the Chinese firm will look to expand its local range with the addition of the T2 offroader which will go head-to-head with the GWM Tank 300.
The T2 is powered by a 2.0-litre turbocharged petrol engine that offers 186 kW and 390 Nm and is paired with a 7-speed dual-clutch transmission.
Local specification and pricing will be confirmed closer to launch.
2025 is a big year for Kia as the brand will take the leap into the double-cab bakkie segment with the all-new Tasman!
Due in the second half of 2025, the Tasman features a bold design that’s sure to turn heads and get people talking. A 205 kW/421 Nm 2.5-litre turbopetrol engine powers the Tasman while some markets also offer a 154 KW/441 Nm 2.2-litre turbodiesel engine with a choice of a 8-speed automatic or 6-speed manual transmission.
If Kia can introduce the Tasman with a competitive pricing structure, we wouldn’t be surprised to see it gain market share in a short space of time.
Founded in 2015, Leapmotor is a Chinese carmaker specialising in the production of electric cars and is owned by Stellantis.
Leapmotor is expected to launch in South Africa in the second half of 2025 and the first model to arrive is the C10 SUV which will rival the Volvo XC60 Recharge. The C10 features a 160 kW electric motor with 320 Nm of torque while the 69.9 kWh battery pack offers an electric driving range of around 420 km.
Pricing and specifications will be confirmed closer to launch.
In June 2024, LDV South Africa said the first local deliveries of the D90 were scheduled for the start of the final quarter of this year. However, now the Chinese-owned brand has confirmed the 7-seater SUV won’t hit the local market until some point in 2025.
the D90 line-up is expected to comprise Elite and Flagship derivatives, each powered by the same 2.0-litre biturbodiesel engine employed by top-spec versions of the T60 bakkie. This 4-cylinder oil-burner generates 160 kW and 500 Nm, peak outputs that are delivered to all 4 wheels via a ZF-sourced 8-speed automatic transmission. Braked towing capacity is listed as 3 100 kg.
Lamborghini will introduce its first plug-in hybrid Urus SE in South Africa in 2025. Order books are open with pricing starting from R4 875 000.
The Urus SE is the most powerful Urus ever with 588 kW and 950 Nm developed from its twin-turbo 4.0-litre V8 engine that works in conjunction with a powerful electric motor allowing for impressive performance. The sprint from zero to 100 kph is claimed in just 3.4 seconds before reaching a top speed of 312 kph. A 25.9 kWh lithium-ion battery allows for an all-electric driving range of around 60 km.
Using a BMW-sourced 4.4-litre twin-turbocharged mild-hybrid V8 petrol engine, the Defender Octa 110 produces a notable 467 kW and 750 Nm of torque and comes paired with an 8-speed automatic transmission. Acceleration from zero to 100 kph is claimed in just 4 seconds which is mighty fast for an SUV of this size.
Lexus is expected to welcome its first fully electric RZ SUV early in 2025.
Equipped with 2 electric motors, including a 150 kW front motor and a 80 kW rear motor, the RZ offers 250 kW and 435 Nm while claiming an electric cruising range of 450 km. As you’d expect from Lexus, the interior is luxurious and well-appointed.
Undoubtedly the hottest new car in the MG stable is the Cyberster EV Roadster! Equipped with stylish scissor doors and rear-wheel-drive and all-wheel-drive EV performance, the Cyberster is perhaps one of the more exciting new cars to reach South Africa in 2025.
The Cyberster RWD version offers 250 kW and 475 Nm generated from a single, rear-mounted electric motor with an electric range of around 508 km and a claimed zero to 100 kph sprint time of 5 seconds! The more powerful Cyberster GT AWD has 2 electric motors offering a total output of 375 kW and 725 Nm. Electric range for this derivative drops to around 444 km but it boasts faster acceleration with MG claiming 3.2 seconds in the sprint from zero to 100 kph.
MINI will kick off the year with the arrival of the new Aceman! The Aceman is a compact electric crossover that slots in beneath the new Countryman but above the new Cooper hatchback.
A total of 2 Aceman derivatives are expected from launch. The Aceman E will offer 135 kW and 290 Nm and will be equipped with a 42.5 kWh battery that will allow for a claimed range of 310 km.
A more powerful Aceman SE will offer 160 kW and 330 Nm but will also have a larger 54.2 kWh battery that will push the claimed range up to 406 km.
We’ve been waiting for the new Mahindra Thar for a few years now and we’re holding thumbs that the Thar Roxx will finally go on sale in South Africa.
Seeing that South Africa is 4×4 crazy, an affordable and well-sorted offroad vehicle will sell well locally and the Thar Roxx ticks all the right boxes. The Thar Roxx is powered by a turbocharged 2.0-litre, 4-cylinder petrol engine that produces 119 kW and 330 Nm in 6-speed manual form or 130 kW and 380 Nm in 6-speed automatic guise.
If you want a sexy topless Maserati, perhaps the MC20 Cielo will pique your interest. While the MC20 coupe is currently available in South Africa, the MC20 Cielo features a retractable glass roof, which employs Polymer-Dispersed Liquid Crystal technology that allows it to be transformed from clear to opaque at the touch of a button and it can be opened and closed in 12 seconds.
The 2-seater MC20 Cielo employs the same mid-mounted, twin-turbo 3.0-litre V6 Nettuno petrol engine as the coupé, producing a whopping 463 kW and 730 Nm. With drive delivered to the rear axle through an 8-speed dual-clutch transmission, the spyder boasts a claimed 0-100 kph time of just 2.9 seconds (matching that of the coupé) and a top speed in excess of 325 kph.
The new generation Mercedes-AMG E53 will reach South Africa in 2025 as a plug-in hybrid (PHEV).
The AMG E53 4Matic features a potent powertrain comprising a 3.0-litre, 6-cylinder petro engine and an electric motor that generates total outputs of 430 kW and 750 Nm. Coupled with a 21.22 kWh battery, electric range is claimed at around 100km and charging takes around 20 minutes to charge from 10% to 80% using a DC fast charger.
As far as performance goes, the E53 will rocket from zero to 100 kph in 3.8 seconds!
South African specification and pricing will be revealed closer its arrival in 2025.
Mitsubishi will be introducing an important model in 2025. Enter the Outlander Sport!
Also known as the Xforce in other markets, the Outlander Sport has arrived to do battle in the compact SUV segment, replacing the now-old ASX. The newcomer will certainly help Mitsubishi gain traction in this popular segment and will employ a naturally aspirated 1.5-litre petrol engine (the same found in the Xpander) with 77 kW and 141 Nm of torque and paired with a Continuously Variable Transmission (CVT).
The C7 is a family-sized SUV to come from Omoda and while we wait for powertrain confirmation for South Africa, we expect to see Omoda’s 1.5- or 1.6-litre turbocharged petrol engine under the bonnet as well as a Plug-In Hybrid (PHEV) powertrain option, the latter offering a range of around 1 200 km.
Pricing and specifications will be confirmed closer to launch.
In the absence of Opel’s OPC performance arm, fans of the German brand have been clamouring for a hotter Corsa for some time. Well, the Corsa Irmscher has been confirmed to arrive locally in February 2025!
Irmscher’s kit for the facelifted Opel Corsa includes bumper extensions, deeper side skirts, black bonnet and roof with red accents and a rear-mounted wing. The hotter Corsa rides on multi-spoke 18-inch Turbo Star alloy wheels. The suspension has also been lowered by 30mm for visual effect.
The Corsa’s 1.2-litre, 3-cylinder petrol engine is likely to see a slight upgrade with a 15 kW power boost which will take the power output from 74 kW to 89 kW!
Look out for more details in the near future, pricing will be announced closer to launch.
The Peugeot 2008 has received a midlife update and is due to arrive in South Africa in April 2025. while the current 96 kW / 230 Nm 1.2-litre turbopetrol engine will be carried over, the major changes are visible on the outside and inside the cabin. The electric E-2008, pictured above will not be offered in South Africa…
The updated 2008 wears a thoroughly revised front end with a new lateral grille execution, vertically stacked Daytime Running Lights (DRLs) and a 3-bar lighting signature. Inside, the 2008 is fitted with a new 10-inch infotainment system but most of the cabin architecture is still intact and familiar from the outgoing iteration.
Local specification and pricing details will come to light closer to launch.
Porsche will unleash its updated 911 GT3 in the first quarter of 2025. Updates include aerodynamic enhancements as well as revised damper setting and an upgraded steering setup. The iconic 4.0-litre naturally-aspirated flat-6 petrol engine has been retained and continues to thump out 375 kW and 450 Nm.
High performance is standard and the Porsche 911 GT3 accelerates to 100 kph in just 3.4 seconds with a PDK transmission and reaches a top speed of 311 kph. If you opt for the manual gearbox, expect 3.9 seconds and a top speed of 313 kph.
2025 will be a busy year for Renault as the French firm prepares to launch numerous new and updated products in South Africa.
The Duster is a major success story for Renault and the launch of the new Duster is significant. The rugged appeal of the Duster has been retained but previous Internal Combustion Engine (ICE) options are making way for electrically assisted powertrains.
The new Duster has arrived in South Africa with a 96 kW / 230 Nm 1.2-litre 3-cylinder turbopetrol engine with 48-volt mild-hybrid technology as well as a 1.3-litre turbopetrol engine with 113 kW and 250 Nm.
The new Subaru Forester was revealed back in 2023 but lack of availability has stalled its arrival in South Africa, which is now expected in the third quarter of 2025.
The Forester’s familiar 136 kW / 239 Nm naturally aspirated 2.5-litre petrol engine and the 115 kW / 196 Nm 2.0-litre motor is expected to be carried over when it arrives. The cabin has been thoroughly updated and will feature the latest 11.6-inch portrait touchscreen and the firm’s latest EyeSight Driver Assist technology.
Pricing and specification will be confirmed closer to launch.
The current Tank 300 range comprises a petrol engine option and a HEV powertrain option. However, a diesel-powered Tank 300 is expected to join the range in the first quarter of 2025.
The compact offroader will house a 2.4-litre turbodiesel engine with 135 kW and 480 Nm of torque and will be paired with an 8-speed automatic transmission. The diesel-driven Tank 300 is also expected to address criticism of high fuel consumption by offering local buyers a more fuel-efficient driving experience.
Pricing and specification details will be released closer to launch.
Like some other car brands, Toyota keeps its future product plans closely guarded. Nonetheless, earlier in 2024 at the firm’s local SOMI event, Toyota confirmed plans to introduce the bZ4X Battery Electric Vehicle (BEV) in South Africa.
Toyota is well-known for dominating the hybrid car market in South Africa with its Corolla Cross Hybrid accounting for the majority of the firm’s New Energy Vehicle (NEV) sales locally. Built on Toyota’s e-TNGA platform, the bZ4X will join the mix as a fully electric vehicle equipped with a 71.4 kWh battery which is said to provide a range of 450 km and with total power outputs of either 150 kW and 265 Nm (single electric motor) or 160 kW and 336 Nm (dual electric motor) depending on the derivative.
Local pricing and specifications will be revealed closer to the launch.
With the Volkswagen Tiguan Allspace falling away with the introduction of the new Tiguan family car, the new Tayron will be introduced to replace the spacious Allspace.
Slotting in between the Tiguan and the larger Touareg, the Tayron is expected to feature the same powertrain options as the Tiguan which will include a 110 kW / 250 Nm 1.4 turbopetrol engine and a larger 140 kW / 350 Nm 2.0-litre turbopetrol engine, both mated with a 7-speed dual-clutch transmission.
You can expect to see the Tayron in Volkswagen dealerships in the third quarter of 2023. Pricing and specification details will be communicated closer to launch.
Volvo is transitioning to all-electric mobility and the Swedish brand is currently the most successful electric vehicle brand in South Africa with the EX30, C40, XC40 Recharge, XC60 Recharge leading the, erm, charge…
In 2025, Volvo will welcome its flagship EX90 SUV in South Africa which will solidify the firm’s grip on the local EV market. You can expect at least 2 derivatives when the EX90 arrives including the 300 kW /770 Nm EX90 Twin Motor or the range-topping EX90 Twin Motor Performance with 380 kW and 910 Nm.
Thanks to a 111 kWh (of which 107 kWh is usable) battery, the Volvo’s claimed range is between 570 and 614 km (WLTP). The vehicle supports DC fast-charging up to 250 kW, which allows 10% to 80% to be replenished in around 30 minutes. As a reminder, the fastest chargers in South Africa rank at 200 kW.
The new Renault Duster has finally touched down in South Africa, available locally with a choice of 2 powertrains (though no turbodiesel). Here’s what this 3rd-gen SUV costs…
The new Renault Duster – which was revealed back in November 2023 and is built by the French firm’s Romanian subsidiary, Dacia – has officially hit the market in South Africa, with the local range comprising a trio of derivatives at launch.
As expected, the 1.5 dCi (K9K) engine – a turbodiesel motor that powered the outgoing generation – has been put out to pasture, with the Boulogne-Billancourt-based automaker instead switching to a pair of new petrol mills (one of which is lightly electrified) for this 3rd iteration of the Duster.
In Mzansi, 2 of the 3 derivatives available at launch are powered by a turbocharged 1.3-litre, 4-cylinder petrol engine (known as the “TCe 150”), which sends 113 kW (from 4 800- to 5 000 rpm) and 250 Nm (at 1 700 rpm) to the front axle via a 7-speed dual-clutch transmission as standard. Renault SA lists a combined fuel economy figure of 6.5 L/100 km for this powertrain.
Meanwhile, the 4WD version of the P1310-series Duster – which features 217 mm of ground clearance compared with the 4×2 version’s 209 mm – draws its urge from a turbocharged 1.2-litre, 3-cylinder petrol unit (called “TCe 130 MHEV”) featuring a mild-hybrid system designed to “optimise fuel consumption in the most energy-intensive driving phases”.
Driving all 4 wheels through a 6-speed manual gearbox, this lightly electrified engine delivers peak outputs of 96 kW (from 4 500- to 5 500 rpm) and 230 Nm (at 2 000 rpm). According to the French automaker’s local division, the 48-volt powertrain – which features an integrated starter generator pulling from a 0.8 kWh battery pack – can return a combined fuel consumption of 5.7 L/100 km.
So, what about pricing? Well, the Duster 1.3 TCe 150 Zen EDC 4×2 starts at R489 999, while the Duster 1.3 TCe 150 Intens EDC 4×2 is priced at R519 999. Finally, the Duster 1.2 TCe 130 MHEV Zen 4WD comes in at R549 999. For context, the outgoing 2nd-gen line-up featured 4 turbodiesel derivatives, with pricing bookends of R397 999 and R465 999, so the entry point has increased by R92 000.
In terms of specifications, the Duster 1.3 TCe 150 Zen EDC 4×2 ships standard with items such as rear parking sensors, a reverse-view camera, cruise control, a 10.1-inch touchscreen, a 7-inch digital instrument cluster, a leather-trimmed steering wheel, 17-inch “Tergan” alloy wheels, roof rails, automatic headlamps, front foglamps and rain-sensing wipers.
The Duster 1.2 TCe 130 MHEV Zen 4WD, meanwhile, adds 5 driving modes, an electric parking brake, auto high beams, keyless entry (via a handsfree key card), wireless smartphone charging and a derivative-specific bumper design, while also upgrading to “modular” roof bars.
The Duster 1.3 TCe 150 Intens EDC 4×2 furthermore scores 18-inch alloy wheels, a 360-degree multi-view camera system, front parking sensors, blind-spot warning, climate control (rather than manual air conditioning), auto-folding side mirrors, 6-way adjustment for the front seats, synthetic leather/suede-and-cloth upholstery, paddle shifters and a dual-stage boot.
Safety features standard across the range include ABS, electronic stability control, a tyre-pressure detector, ISOfix child-seat anchors and driver-, front passenger-, side- and curtain airbags (for a total of 6).
In South Africa, the new Duster is available in 7 exterior paint colours: Sandstone Beige, Terracotta Brown, Cedar Green, Glacier White, Dusty Grey, Mercury Silver and Pearl Black. Of those, Glacier White and Dusty Grey are non-metallic, with all other hues being metallic and thus attracting a R2 500 further premium over the prices below.
How much does the new Renault Duster cost in SA?
Renault Duster 1.3 TCe 150 Zen EDC 4×2 – R489 999
Renault Duster 1.3 TCe 150 Intens EDC 4×2 – R519 999
Renault Duster 1.2 TCe 130 MHEV Zen 4WD – R549 999
The prices above include a 5-year/150 000 km warranty and a 3-year/45 000 km service plan (with intervals of 12 months or 15 000 km).
Veteran motoring journalist Calvin Fisher drives the plug-in hybrid and turbodiesel variants of the 2025 Range Rover Sport on a scenic journey from Cape Town to the Winelands – and back. Will he prefer the electrified turbopetrol P460e or the D350?
Saturday mornings in Cape Town are typically reserved for late starts – indulgent breakfasts, nature walks or leisurely pedals into our ample forests.
Not today, not when I have access to a pair of boisterous Range Rover Sports at my disposal: a P460e Dynamic HSE with its 3.0-litre inline-6 turbopetrol engine augmented with a plug-in hybrid powertrain and a fervent D350 Autobiography, powered by JLR’s Ingenium 3.0-litre inline-6 twin-turbodiesel motor.
Whereas the petrol-electric obelisk produces 338 kW and 550 Nm, the turbodiesel monolith churns out a comparatively modest 258 kW, but thanks to its wall of torque (700 Nm), it’s no slouch. Neither are.
And since I have the keys to both, it’s time to choose which one of the variants I’d live with. There was once a time when you could make a compelling argument for a Range Rover as the idyllic 1-car garage. That’s to say that if you only had room for 1 vehicle, few could rival it for space, pace and grace.
The Range Rover Sport has since taken over that mantle since it’s quicker, is hardly short of occupant space and is monumental to behold, even in traffic bristling with attractive machinery of similar stature.
In fact, I’d argue that the only ground the Range Rover Sport has lost over the decades is, well, “novelty”, because so many rivals have come to market: from the burly Teutons (such as the Audi Q7/Q8, BMW X5/X6, Mercedes-Benz GLE/GLE Coupe and the Porsche Cayenne/Cayenne coupe), to the newly minted offerings from fledgeling Chinese manufacturers that look the part, albeit chintzier and at half the scale.
Yet, settled into my plush drivers’ pew amid a technology-laden cabin, surfaced in premium textures and finishes, it’s hard not to defend this, the progenitor, well pedigreed and substantial as it is.
This is proper, this is genesis. I’ve opted for the P460e Dynamic HSE for my debut, gliding out of the estate’s parking lot entirely silently, thanks to its plug-in hybrid powertrain with a 48V electrical system.
Sink your right foot into the carpet, however, and the P460e Dynamic HSE has no trouble swelling with intent. Do this too gratuitously and you’ll seriously stunt the P460e’s claimed pure-electric range of 122 km, which can be brought back up to 80% in under an hour (if you have access to a rapid DC charger).
Which our destination in Stellenbosch has – allowing me to enjoy the coastal cruise without fussing with range anxiety. After navigating the beach-lined avenues and diving into the CBD and back out again, the level of performance here was admirable, but I was missing a soundtrack.
So I dialed the P460e Dynamic HSE into one of the more aggressive petrol-swilling modes and continued the trip to our destination with a guttural inline-6 turbopetrol motor barking at me. There, better.
The city once again gave way to sweeping bends as we entered the Winelands, replete with mountain passes and farm roads where I could get a better feel for the helm. In a word, flavourful.
In another, responsive. But also, it was well-weighted. The Range Rover Sport is a 2-tonne-plus SUV with a considerable footprint, but engineers didn’t try to overcompensate for that by making the steering feel overly light, allowing you to truly get to grips with the handling (soft on the straights, firm on the twisties).
Acceleration is copious, and generally, the P460e Dynamic HSE variant of the Range Rover Sport is a driver’s delight to operate. The passengers are hardly struggling either, as the cabin is awash with modcons and safety features, as well as a host of connectivity and charging points.
As we pulled into our overnight stop, my copilot was rested while I felt recharged; P460e Dynamic HSE may have benefitted from access to a rapid DC port, but I didn’t need one. The next day, we would repeat the adventure in reverse, but moving from the PHEV into the diesel-burning D350 Autobiography.
I won’t tease you – I loved the D350 at once. The turbodiesel variant is by no means emphatically the better car, but we gelled almost immediately. I appreciated the tractable and linear way it would deliver its full wad of 700 Nm, and whoever claimed that a diesel engine sounds agricultural should be forced to sit behind the exhaust pipe of an Ingenium-engined D350 derivative until they come to their senses.
It’s a primal “climbs up your spine” affair, especially when you’re leaning on the throttle. On that note – in the D350 Autobiography, zero to 100 kph can be conquered in 5.8 sec and it will max out at 234 kph.
You can compare that to the PHEV variant which accomplishes similar stats (0-100 kph in a claimed 5.5 sec before topping out at 225 kph). What followed was another 130 km trip across the Cape with a smile grafted firmly across my face. The D350 Autobiography is the one I’d have – no question about it.
Want a performance vehicle with space for the family? We take a closer look at the short-lived Volkswagen Tiguan R (based on the 2nd iteration of the Wolfsburg-based brand’s family car) and determine whether it’s a good proposition as a used buy…
When the wraps finally came off the Volkswagen Tiguan R in mid-2020, fast SUVs were hardly a novel concept. In fact, to many motoring enthusiasts, it was downright mind-boggling that the German auto giant had taken so long to roll out a spicier version of its exceedingly strong-selling family SUV.
So, the Wolfsburg-based brand was a little late to the performance-SUV game; the Tiguan had been around for some 13 years at that point! Well, tardy or not, Volkswagen R GmbH’s chosen formula was entirely familiar: drop the ubiquitous EA888 motor into the engine bay and direct drive to all 4 corners.
VW’s flagship Tiguan R featured relatively subtle exterior revisions.
The concomitant exterior makeover was similarly predictable, with VW’s designers taking a relatively restrained approach. Indeed, the flagship Tiguan derivative was visually set apart from its lesser siblings by little more than sportier bumpers, a gloss-black rear diffuser, quad tailpipes, subtle blue brake callipers, a matte-chrome finish for the side-mirror caps and 20-inch “Misano” alloy wheels.
Still, we suspect a large contingent of VW fans greatly appreciated the Tiguan R’s somewhat under-the-radar styling, which was emphasised when the variant was specified in white rather than the more head-turning “Lapiz Blue” hue seen here (a total of 6 exterior colours were available locally).
Quad tailpipes hinted at the performance on offer.
As an aside, the Tiguan R wasn’t the first VW-badged SUV to be handed the full-fat “R” treatment, with that honour instead going to the mighty Touareg R50. The latter model launched in Mzansi late in 2008, powered by a brawny 5.0-litre V10 turbodiesel engine that churned out a whopping 850 Nm.
In addition, the T-Roc R was revealed a little over a year before the Tiguan R, although it never made it to South Africa – despite being very much “under consideration”. Like the Golf R, Arteon R (another not-for-SA model) and indeed Tiguan R, the hottest T-Roc employed VW’s familiar 2.0-litre, 4-cylinder TSI motor.
Volkswagen Tiguan R in South Africa
SA fans waited long for the Tiguan R to arrive.
The Tiguan R was revealed in July 2020 alongside the facelifted 2nd-gen Tiguan range. Though the R-badged variant’s local launch was initially pencilled in for late in 2021, it ended up hitting the market in Mzansi only in October 2022 (we have a certain global pandemic to thank for that), priced at R999 900:
Tiguan R 2.0TSI DSG 4Motion (235 kW/400 Nm)
In SA-spec form, the Tiguan R’s 2.0-litre, 4-cylinder turbopetrol engine sent 235 kW and 400 Nm to all 4 wheels via VW’s 7-speed dual-clutch (DQ500) transmission. The Wolfsburg-based brand claimed the flagship Tiguan could sprint from zero to 100 kph in 5.1 seconds and achieve a top speed of 250 kph.
The Tiguan R had officially disappeared from local price lists by August 2024.
Little changed (other than the price) over the next couple of years. However, in March 2024, Cars.co.za noticed that the Tiguan R was no longer listed on the brand’s local configurator. Soon thereafter, VW Group Africa confirmed to us that its stock would last “until run-out in the 2nd half of 2024”.
The last base price we saw for this flagship derivative before it disappeared from the configurator was R1 080 200. By August 2024, the variant had been officially discontinued in Mzansi, meaning it was on the market for a shade under 2 years. From what we understand, fewer than 450 units were sold in SA.
What are the VW Tiguan R’s strengths?
Plenty of oomph from the familiar EA888 motor.
Easily accessible performance: The Tiguan R’s familiar 4-cylinder turbopetrol motor was a highly tractable thing, with peak twisting force on tap from 2 100- all the way to 5 350 rpm. It thus boasted plenty of in-gear shove. Coupled with a fast-shifting transmission (complete with paddle shifters) and lofty levels of grip, this surefooted performance SUV was an absolute cinch to drive quickly.
In fact, with launch control activated and “Race” mode selected, we managed to hustle the 1 600+ kg SUV from standstill to 100 kph in an impressive 5.0 sec, a 10th quicker than claimed. Furthermore, we saw the quarter mile dispatched in only 13.19 sec. Read our 2022 Volkswagen Tiguan R review.
Off-road mode would likely be seldom used.
For the record, the Tiguan R did not use a Haldex all-wheel-drive design, but rather what VW termed a then-new “4Motion with R-Performance Torque Vectoring” setup. The presence of a torque-vectoring rear differential with 2 multiplate clutches meant oomph was distributed not only between the front and rear axles, but also variably between the left and right rear wheels.
Interestingly, the SA-market Tiguan R was slightly detuned, losing 20 Nm compared with the (420 Nm) Euro-spec model. As a result, our version was said to be 2-tenths of a second slower to 100 kph.
Plenty of luggage space on offer (UK-spec model pictured).
More practical than a hot hatch: The flagship R retained virtually everything that made the 2nd-gen Tiguan such a compelling family vehicle – just with added performance. In short, it was more practical than a typical hot hatch, both in terms of its interior space and its modicum of extra ride height.
The Tiguan’s load bay – with a claimed capacity of 615 litres and a height-adjustable floor – was more capacious than most in the segment (with 1 655 litres of utility space available if you fold the split rear bench). What’s more, the rear occupant space was generous (the back seats could slide fore and aft).
A 9.2-inch touchscreen was standard.
Decent standard spec: In South Africa, the Tiguan R came relatively well specified as standard, shipping with features such as a tilt-and-slide panoramic roof, Nappa leather upholstery, the 9.2-inch “Discover Pro” infotainment system, built-in satellite navigation, a digital instrument cluster, keyless entry, parking sensors (front and rear), an electrically operated tailgate and the “Lights and Vision” package.
Other standard items included electrically adjustable (and heated) front seats, a heated steering wheel, automatic LED matrix headlamps, cruise control, 3-zone climate control, 30-colour ambient lighting and tyre-pressure monitoring. VW’s dynamic chassis control (DCC) system was also included in the price.
An Akrapovič exhaust system was available as an option.
That said, VW did offer several options, from uprated “IQ.Light” LED matrix headlights, an Akrapovič exhaust system (a box that was well worth ticking, if you ask us) and 21-inch “Estoril” alloy wheels to a head-up display, inductive smartphone charging, a Harman Kardon audio system, adaptive cruise control, an R-specific “Black Style” package, a trailer hitch and a reverse-view camera (we can’t help but feel the latter should’ve been standard, however).
What are the VW Tiguan R’s weaknesses?
Tellingly, VW has since scrapped these divisive touch controls.
Fiddly “touch” controls: Though the Tiguan R’s cabin was as an eminently upmarket space, the leather-trimmed ‘wheel was unfortunately saddled with VW’s decidedly fiddly “touch” controls. At the time, VW described these as a “highlight” of the broader Tiguan range, but we’d argue they were anything but.
In practice, the touch-sensitive controls on the tiller – which were designed to respond to both deliberate pushes and light swiping actions – were frustratingly imprecise to use, particularly when the vehicle was in motion. Drivers even sometimes found themselves unwittingly activating some or other function (unintentionally heating the steering wheel, for example).
Touch controls featured on the right and left spokes of the tiller.
VW likewise digitalised the climate-control functions in the facelifted Tiguan and Tiguan R by means of what it called “touch sliders” and “touch buttons” (rather than rotary knobs and standard buttons), which were equally awkward to use on the move. While a similar design has since been employed in the 3rd-gen Tiguan, it’s telling that VW reverted to physical buttons on the steering wheel for the newer model.
Firm ride quality: Like most stiffly-sprung performance vehicles, the Volkswagen Tiguan R demands some compromises in terms of its ride quality. Large alloy wheels, low-profile tyres (255/40 R20 in standard form and 255/35 R21 with the optional rims selected) and a suspension dropped by 10 mm conspired to add a degree of brittleness to the ride. That said, this was mitigated by the fact VW included adaptive dampers as standard, which certainly took the edge off in the comfiest of settings.
The large alloys were wrapped in low-profile rubber.
No spare wheel: Whereas every other facelifted 2nd-gen Tiguan variant came equipped with a space-saving spare wheel, the R flagship had to make do with a tyre-repair kit. This so-called “tyre mobility set” comprised a 12V compressor and tyre sealant, arguably not ideal for South Africa’s pothole-ridden roads.
As an aside, it’s difficult to comment definitively on the Tiguan R’s reliability in a local context since so few examples made it to local roads (and because this model hasn’t been around for all that long). Still, we could perhaps look to other applications of the ubiquitous EA888 motor for general clues on this engine’s dependability.
How much is a used VW Tiguan R in South Africa?
Tiguan R units are few and far between on the used market.
The Tiguan R came with a 3-year/120 000 km warranty, a 5-year/100 000 km maintenance plan (as opposed to the 5-year/90 000 km service plan of the standard variants) and a 12-year anti-corrosion warranty. Service intervals were set at 15 000 km.
At the time of writing, just 8 units of the Tiguan R were listed on Cars.co.za. Asking prices ran from R879 499 for a 2022 example to R999 990 for a model from the same year, though the latter had far fewer kilometres on its clock.
A digital instrument cluster was standard.
Interestingly, only the 2022 and 2023 model years were represented in this small group; mileages varied from a low of 3 000 km to a high of 43 000 km. Available colours included white, blue and black.
Considering very few examples of the Tiguan R were sold in South Africa, it’s perhaps not surprising this model appears to have retained its value very well. After all, demand outstripped supply on the new-vehicle market, a phenomenon that is now mirrored in the used space.
Should I buy a Tiguan R or a Golf 8 R?
So, Golf R or Tiguan R?
While the Tiguan R and the Golf 8 R shared a potent powertrain, they were distinct in several ways. And that meant they may well have appealed to different sorts of buyers. So, which 1 should you consider?
Well, here’s how we would summarise the differences between the Rs: the Tiguan R offered more practicality and was better suited to general family duties (with the bonus of a braked towing capacity of 2 200 kg), while the Golf 8 R – though still relatively versatile – was more of an enthusiast’s choice.
There’s no denying the Golf 8 R was more exciting to drive quickly.
Yes, thanks largely to its lower centre of gravity (and the fact that it wasn’t quite as heavy as its family car sibling), the Golf 8 R made palpably fewer compromises in the performance department – which, in turn, rendered it not only quicker but also more exciting to drive quickly.
Another consideration, of course, is the fact the Golf 8 R is in far greater supply on the used market today, with nearly 6 times more on sale at the time of writing. That means it should be both easier to find a suitable example in the used space as well as potentially more affordable to buy it.
Is the VW Tiguan R a worthwhile used purchase?
The Tiguan R had surprisingly few direct rivals in SA.
Interestingly, though the Tiguan R joined a local market featuring numerous performance SUVs, hardly any were considered direct rivals. The 294 kW Audi RSQ3, for instance, offered substantially more power from its sonorous 5-cylinder engine, while Porsche’s Macan and Macan S were both likewise pricier.
The H247-gen Mercedes-AMG GLA35 (225 kW) never made it to South African shores, while the U11-series BMW X1 M35i (233 kW) arrived only in September 2024. Though the F39-gen BMW X2 M35i (225 kW) was on the market alongside the Tiguan R (and similarly priced), it was also far smaller/less practical.
The hottest version of the 2nd-gen Tiguan was around for only a short time.
The Hyundai Kona N, too, was a significantly more compact offering and effectively played in a segment below the VW, offering less power at a far lower price. So, in South Africa at least, the Tiguan R didn’t face much in the way of direct competition, but perhaps that mattered little considering its short stay.
Either way, we’ve no doubt VW Group Africa would’ve sold plenty more examples of this rapid SUV had supply to Mzansi been healthier. This was, after all, an excellent all-rounder, adding a properly zesty powertrain to a package already lauded for its overall competency.
A family vehicle with plenty of punch.
Viewed in this light, the Volkswagen Tiguan R made heaps of sense as a lively family vehicle. Sure, it wasn’t the last word in performance (particularly when juxtaposed with its more agile Golf 8 R sibling), but we should keep in mind that a hot medium SUV is by definition compromised. Moreover, the R-badged Tiguan’s duality was arguably at the very centre of its appeal.
So, we certainly wouldn’t blame you if the Volkswagen Tiguan R tickled your automotive fancy, particularly if you have a family to cart around. But if you’re ready to embark on a search for a used version, just be prepared to hunt high and low – and brace yourself for those lofty residual values…
The long-awaited Mitsubishi Xpander Cross has arrived in South Africa, based on the standard 7-seater MPV but with SUV-inspired styling. Here’s what it costs…
The Mitsubishi Xpander Cross has been on the cards for South Africa since at least 2019 – and now it’s finally arrived. Slotting in at the top of the local Xpander MPV line-up, the Cross derivative is set apart chiefly by its SUV-inspired exterior styling, though it also gains some extra standard equipment.
Back in November 2019, soon after the global reveal of the (pre-facelift) Xpander Cross, Mitsubishi Motors South Africa announced it had “started with the homologation process in preparation [for] the imminent launch of this vehicle in SA”.
However, for whatever reason – perhaps a certain global pandemic got in the way – the Indonesian-built Cross didn’t materialise in Mzansi (though the standard Xpander did touch down in mid-2021, with the refreshed version making local landfall in September 2022).
But now the facelifted Xpander Cross is finally available in Mzansi, with its arrival seeing the 7-seater Xpander portfolio, well, “expand” to 3 derivatives. Offered exclusively in automatic guise, the Xpander Cross 1.5 4AT is priced at R419 995. That makes it some R34 000 more expensive than the standard variant with the same powertrain and R54 000 pricier than the manual-equipped base derivative.
The Xpander Cross employs the Japanese firm’s familiar naturally aspirated 1.5-litre, 4-cylinder petrol engine, which sends 77 kW and 141 Nm to the front axle via a 4-speed torque-converter automatic transmission. Mitsubishi Motors SA claims a combined fuel-economy figure of 7.0 L/100 km for this derivative, along with a 0-100 kph time of 15.4 seconds and a top speed of 170 kph.
So, what sets the Cross apart from the standard Xpander? Well, the most obvious change is the addition of black-plastic cladding for the body (mostly around the wheel arches), while the grille gains a metallic black finish and the front foglamp bezels score silver-painted trim. The front and rear lower garnish are also finished in silver, while an extra 5 mm of ground clearance takes the listed figure to 225 mm.
Yet more silver-painted trim is found on the lower edges of the doors, while the exterior door handles and side-mirror caps are finished in chrome. The Cross furthermore features black roof rails as standard. Inside, this derivative upgrades to a 4-spoke leather-trimmed steering wheel and gains an electric parking brake, soft-touch dashboard, 2nd-row USB charging ports, cruise control and a storage tray under the front-passenger seat.
The Xpander Cross also scores a “new and easier-to-see” 8-inch colour instrument cluster, keyless entry, active stability control, hill-start assist and Mitsubishi’s “active yaw control”, with the latter ostensibly enhancing “cornering performance by optimally adjusting driving and front brake forces”, in the Japanese brand’s words.
What does the Mitsubishi Xpander Cross cost in SA?
Mitsubishi Xpander 1.5 5MT – R365 995
Mitsubishi Xpander 1.5 4AT – R385 995
Mitsubishi Xpander Cross 1.5 4AT – R419 995
The prices above include a 3-year/100 000 km warranty and a 2-year/30 000 km service plan.
The Mercedes-Benz CLE cabriolet has effectively replaced the Three-pointed Star’s C-Class and E-Class drop-tops, but as one of the last of its kind, how effectively does it deliver a wind-in-the-hair luxury grand-tourer experience? Let’s find out.
We like: Elegant design, surprisingly spacious cabin, impressive refinement
We don’t like: Cost of options quickly adds up, more of a cruiser than a sportscar
Where does the Mercedes-Benz CLE cabriolet fit in?
The Mercedes-Benz CLE cabriolet (A236) has debuted in a new-vehicle market in which business-class drop-top offerings are rare. Perhaps that is a sad reflection of the difficult economic climate; maybe consumers’ desire for wind-in-the-hair motoring has been superseded by their compulsion to purchase high-riding crossovers/SUVs that can mount kerbs. Either way, thanks to product line-up rationalisation, the days that a convertible variant would grace every business-class model’s line-up appear to be over.
The Mercedes-Benz CLE cabriolet looks striking from virtually every angle.
In terms of competitors, the Mercedes-Benz CLE cabriolet has only one like-for-like rival: the BMW 4 Series convertible. Their predecessors used to compete with drop-top models from Audi (A4/A5), Lexus (IS) and Volvo (C70), but they’ve all been discontinued. You could consider a BMW Z4, Jaguar F-Type or Porsche 718 Boxster, but they’re comparatively dinky (and largely impractical) 2-seater roadsters.
This is a vehicle that will sell based on its head-turning looks alone, but it deserves more credit than that.
How the Mercedes-Benz CLE Cabriolet fares in terms of…
Design & Practicality
Just look at it! The Mercedes-Benz CLE cabriolet is sleek, elegant and no matter which angle you view it from, the Three-pointed star’s “A236” oozes (timeless?) style and urbane sophistication. It’s a little more attention grabbing than either of its predecessors and, unlike other convertibles that lose some aesthetic appeal when their roofs are up, the CLE drop-top looks great in any configuration.
Plus, it has exquisite detailing, such as the grille that appears to be made up of shiny 3-pointed stars and that seductively tapered rear end with its ornate LED tail lights. Bold red cabin trim adds to the drama.
We love this intricate detailing in the CLE cabriolet’s grille.
Under the shapely sheet metal is the 2nd-generation of ‘Benz’s Modular Rear Architecture (MRA), which underpins everything from the C-Class to the S-Class and a few SUVs in between, including the GLC. This model’s wheelbase is notably 25 mm longer than that of the outgoing C-Class cabriolet.
As a result, the CLE Cabriolet has enough space to seat 4 occupants. Granted, the 2nd row’s legroom is tight for taller adults, but they should be able to bear it for as long as gentle sunset cruises tend to last. Do note that it’s a strict 2+2: the space where a 5th person would sit is taken up by a centre console.
It’s rare to have a genuinely useful amount of rear legroom in a cabriolet.
As expected, the roof-folding mechanism eats into the boot space. Whereas the CLE coupe has a 420-litre capacity, the cabriolet musters just 295/385 litres (roof up/roof down), so you can’t pack much luggage for weekend getaways (limit your number of outfits). Otherwise, if you’re pressed for space and don’t have rear passengers, treat the 2nd row as a temporary storage shelf for your shopping bags.
Performance & Efficiency
The Mercedes-Benz CLE Cabriolet is designed to be – and positioned as – a stylish lifestyle vehicle; ‘Benz reserves its potent powertrains for performance derivatives, primarily in coupe guise. Even so, the CLE300 cabriolet can still deliver a decent turn of pace thanks to its 2.0-litre 4-cylinder turbopetrol mill.
These haptic touchpads on the steering-wheel spokes are not the most user-friendly.
The powerplant sounds a touch coarse when you rev it out, and the engine note is supplemented with “synthesised rortiness” through the cabin speakers, especially when the ‘Benz is in one of its sportier drive modes. Our testers didn’t care much for the aural augmentation, so stick with Comfort mode to keep things serene and peaceful. And, if all else fails, lean on that fantastic audio system.
With outputs of 190 kW and 400 Nm driving all 4 wheels via a 9-speed automatic transmission, the CLE300 cabriolet dashed from zero to 100 kph in 6.47 sec (better than its maker’s claim of 6.6-sec). Indeed, it proved quite fleet-footed, considering that the extra weight of the folding-roof mechanism (among other things) pushes up this variant’s kerb weight from 1 855 kg (coupe) to 2 005 kg.
The MBUX digital instrument cluster adds to the sophistication of the package.
This powertrain also features smart, unobtrusive 48V mild-hybrid tech. The integrated starter generator (ISG) can discreetly stop/restart the turbopetrol engine to save fuel and use the electric power stored in the hybrid battery to assist when the CLE300 cabriolet is required to pull away or executive overtaking manoeuvres; its operation is indicated by an EQ graphic on the digital instrument cluster (Power/Charge).
Does it work as an efficiency-enhancing measure? ‘Benz claims an average fuel consumption of 7.8 L/100 km, but our test unit’s indicated figure hovered around 10.4. Bear in mind, however, that we drove on congested urban roads (in Cape Town, at the start of the festive season) for most of the test.
Of course, the real-world fuel consumption should improve notably if you adopt a more conservative driving style, travel long(er) distances on open roads, and utilise the car’s Eco drive mode. Given the ‘Benz’s 66-like fuel tank capacity, you could travel about 800 km between fill-ups.
The driver can toggle between 4 drive modes; it’s a simple-to-understand setup.
Ride & Handling
Given that an array of AMG cars are underpinned by the same platform as the Mercedes-Benz CLE cabriolet, some would expect the newcomer’s driving experience to offer a modicum of sportiness. Yet, this model embodies “refined, restrained luxury”, therefore it cossets, rather than engages, its pilot.
The CLE cabriolet’s cabin makes quite the luxury statement.
To its credit, when you make the ‘Benz corner quickly (sigh, if you must), the hefty 4-seater cabriolet is neither cumbersome, nor sloppy. The all-wheel drive system adds a reassuring sure-footedness to the handling and the light steering setup is just quick/responsive enough to keep you interested.
Unlike some of its large-wheeled brethren, the CLE cabriolet’s ride quality is generally smooth and pliant; it’s arguably better at delivering “a gentle sunset cruise” than its Bavarian rival.
The 245/35 R20 wheels of our CLE300 cabriolet test unit.
And, although “roofless” vehicles tend to suffer from diminished torsional rigidity (because a “tin top” and B-pillars are usually key components of a vehicle’s overall structure), the CLE cabriolet’s body shell does not seem “floppy”; it exhibits very little of that “loose feeling”.
Features & Technology
At this price point, prospective buyers expect vehicles to offer a plethora of conversation-starting gadgetry and the CLE cabriolet delivers in that regard – without question. The folding roof, for example, can be electrically opened/closed in around 20 seconds at road speeds of up to 20 kph and its fabric structure offers plenty of audio insulation – you’ll struggle to hear wind- and road noise intrusions.
The folding-roof mechanism takes 20 seconds to deploy.
What’s more, the Aircap system utilises a pair of wind deflectors to effectively reduce turbulence in the cabin when the CLE cabriolet is travelling with its roof down.
The first of these, which is located on the leading edge of the windshield, re-directs airflow over the front occupants’ heads. The 2nd one is just behind the back row’s headrests (at the foot of the deck) to stop disturbed air from bothering the rear passengers. Both are controlled by a button in the centre console.
The 2nd of the 2 deployable Aircap air deflectors.
And don’t forget about ‘Benz’s proven Airscarf technology. Airscarf (which was ostensibly designed for those clear, frosty days in Europe when the temperature is under 10°C) is a climate-control function that is integrated into the front seats. It blows warm air onto the backs of the driver and front passenger’s necks, so that, in conjunction with heated seats, buyers can enjoy the cabriolet lifestyle year-round.
Besides, the South African sun is simply far too punishing at the height of summer; during those months, it would be prudent to “drop the top” either at night, or early in the morning.
.
These seats are beautifully shaped – note the Airscarf vents in the headrests.
As with all its contemporary ‘Benz passenger cars, the CLE cabriolet is equipped with the advanced, smart-looking MBUX infotainment system, which comprises a digital instrument cluster and an iPad-style touchscreen. Its setup is similar to that of the C-Class sedan and CLE coupe, but in the drop-top the angle of the centre screen can be adjusted so that it won’t reflect sunlight into occupants’ eyes.
The large-screen MBUX system in the CLE cabriolet.
We have extensive experience with MBUX; it’s fairly easy to become familiar with just about all the functions it offers. Whether the majority of customers will use each and every feature remains to be seen, but like a Swiss army knife, you may not use all the tools, but it’s cool to know they’re there.
The CLE300 cabriolet’s multitude of standard features are packaged into a reasonably well-assembled product. We don’t take that for granted; we’ve criticised recent Benz models for their marginal build quality, but the test unit’s interior felt solidly made and neatly finished. Credit where credit’s due.
An extensive array of assistance technology
As for the options specified, our test unit featured quite a few additional features, such as climatised front seats (R17 200), 20-inch wheels (R17 000), red leather (R18 900), AMG carbon trim (R22 000), head-up display (R23 000) and Burmester audio (R26 000). The pricey extras add up quickly.
The Burmester audio system is a must-tick option in our books.
Price and After-Sales Support
The Mercedes-Benz CLE300 4Matic cabriolet AMG Lineretails for R1 587 251 (March 2025, before options. The price includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Verdict
If you seek a new premium top-down cruiser, you may battle to find a better option than the CLE cabriolet.
If a Mercedes-Benz CLE cabriolet is on your shopping list, look no further than the CLE300 variant. The CLE200 isn’t much cheaper and an extra R50k would get you more performance and all-wheel drive.
The CLE cabriolet may not be the most dynamic offering in its (tiny) segment – the 4 Series Convertible holds that title – but we couldn’t help but wonder: “Just how often do we drive enthusiastically?” And, the honest answer is “rarely”. Instead, cars such as these are most often driven on the daily commute, where comfort and refinement are the must-have attributes… and the CLE drop-top excels in those areas.
Admittedly, the market for business-class cabriolets may be small now (and it’s unlikely to rebound), but if a premium top-down cruiser is what you’re after, you’re going to struggle to beat the highly stylish CLE.
Farewell, Toyota Corolla Quest! SA-built sedan bows out
The locally built Toyota Corolla Quest has been discontinued in South Africa, bringing down the curtain on a nameplate that enjoyed a nearly 11-year production run…
The Toyota Corolla Quest is no more. Yes, Toyota South Africa Motors has confirmed to Cars.co.za that production of this prolonged-lifecycle sedan has officially ended at the Prospecton plant in KwaZulu-Natal.
As a reminder, what was effectively the 2nd iteration of the Corolla Quest was based on the 11th-generation Corolla Sedan. This model was, of course, preceded by the original Corolla Quest (itself derived from the 10th-gen saloon), with both Quest-badged models conceived primarily for Mzansi.
Toyota SA Motors confirmed to Cars.co.za that the Corolla Quest “came to the end of its production cycle” late in 2024, when the final examples rolled off the line at Prospecton, where it was built alongside the Hilux, Fortuner, Corolla Cross and Hiace Ses’fikile.
For now, it seems the 12th-gen Corolla Sedan remains on the market as Toyota SA Motors’ last saloon standing. Since this E210-series model is imported rather than made in South Africa, Prospecton will in all likelihood not have an opportunity to eventually repurpose it as a locally built 3rd-gen Corolla Quest.
Before its discontinuation, the Corolla Quest portfolio had comprised 6 derivatives across a trio of trim levels, with pricing bookends of R336 000 and R414 800. All variants employed the Japanese firm’s naturally aspirated 1.8-litre, 4-cylinder petrol engine (103 kW and 173 Nm), while there was a choice between a 6-speed manual gearbox and a continuously variable transmission (CVT).
The 2nd-gen Corolla Quest launched in South Africa in March 2020, meaning it was on the market for just shy of 5 years (its predecessor, of course, was available from 2014 until 2020). The line-up was updated a year later (in March 2021), with the base grade renamed “Plus” and a smattering of extra standard equipment added across the range.
In 2024, Toyota SA Motors registered 3 764 units of the Corolla Quest in South Africa, making it the market’s 2nd-best-selling sedan for the year (slightly behind only the Volkswagen Polo Sedan, which managed 3 798 units over the same period). A further 255 units were sold locally over the opening 2 months of 2025.
Interestingly, the future of the Suzuki Ciaz – regarded as something of a Corolla Quest rival, though a little more compact (and, incidentally, rebadged as the Toyota Belta in some markets) – is also in doubt, with Autocar India reporting that production of the budget sedan will end in that country in March 2025.
Suzuki Auto SA told Cars.co.za: “At this stage, we can’t comment on the changes to the production of the Ciaz, although Suzuki Auto South Africa continuously evaluates its product lineup to meet market demands, and any updates will be communicated in due course”.
The A2L-series Suzuki Swift played a critical role in the Hamamatsu-based brand’s meteoric rise to prominence in South Africa. So, does this budget hatchback make for a smart used buy? Let’s examine the model’s strengths and weaknesses…
Suzuki Auto South Africa’s recent history is downright fascinating. In a remarkably short time, Suzuki’s wholly owned local division transformed itself from a relative bit-part player to a firmly established top-3 brand. The driving force of that rapid rise? None other than the A2L-series (3rd-gen) Suzuki Swift.
Serving as Suzuki Auto SA’s chief volume driver – and thus, in the firm’s words, its “bread-and-butter model” – this 3rd (global) iteration of the Swift regularly elbowed its way towards the top of the monthly list of SA’s best-selling new vehicles, functioning as the very backbone of the brand’s local line-up.
The model that drove Suzuki’s remarkable success in South Africa.
In 2022, for instance, the budget hatchback ranked 2nd on the list of Mzansi’s top-selling new passenger vehicles (behind only the Kariega-built Volkswagen Polo Vivo), with its impressive tally of 17 282 units seeing it rocket up the table from an already credible 6th place in the prior year.
Though Suzuki – a 6-time Budget Car champion, 2-time Entry-Level Car winner and 2-time Brand of the Year of the Cars.co.za Awards – saw sales of its hatchback slip 7.6% year on year to 15 974 units in 2023, the Swift nevertheless placed a strong 3rd in the passenger-vehicle rankings and was again SA’s best-selling imported vehicle. During its time on the local market, more than 66 000 units were sold.
Mzansi sourced its (non-Sport) A2L-series Swift derivatives from India.
Built on Suzuki’s ubiquitous Heartect platform and available exclusively in the 5-door body style – note that the Dzire sedan dropped the “Swift” prefix in this generation – the A2L-series model offered locally was produced in Ahmedabad, India (Europe sourced its units from Japan). So, like the overwhelming majority of the firm’s wares in SA, the Swift came directly from manufacturing giant, Maruti Suzuki.
As an aside, we haven’t included the Swift Sport in this buyer’s guide since this standalone derivative – available in both manual and automatic guise – was imported from Japan rather than shipped over from the subcontinent. We do, however, plan on penning a separate guide on this characterful little warm hatch at a later stage.
Suzuki Swift model line-up in South Africa
The GA (left) and GL derivatives available at launch.
Revealed in Japan at the end of 2016 before making its European debut at the 87th Geneva International Motor Show in Switzerland in 2017, the 3rd-gen Swift finally arrived in South Africa in June 2018.
At launch, only 3 derivatives were available, each powered by the Japanese firm’s naturally aspirated 1.2-litre, 4-cylinder petrol engine (K12M), which drove the front wheels via either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
Initially, the line-up included just 2 trim levels.
Swift 1.2 GA 5MT (61 kW/113 Nm)
Swift 1.2 GL 5MT (61 kW/113 Nm)
Swift 1.2 GL 5AMT (61 kW/113 Nm)
The GLX grade arrived in August 2019.
With the Swift Sport having touched down in July 2019, Suzuki Auto SA further expanded the range the following month by adding a pair of top-spec Swift 1.2 GLX derivatives, offered with either of the above-mentioned transmissions. GLX trim included items like automatic climate control (as opposed to manual aircon) and a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto.
Swift 1.2 GLX 5MT (61 kW/113 Nm)
Swift 1.2 GLX 5AMT (61 kW/113 Nm)
Then, in November 2019, the Swift 1.2 GL Special Edition arrived, set apart by its “European-style” grille, body decals, a blue roof spoiler, blue side-mirror caps, wind deflectors and a touchscreen system (though it curiously retained steel wheels with plastic covers rather than upgrading to alloys). The production run comprised 50 units finished in Arctic White and another 50 units finished in Silky Silver.
The facelifted Swift made local landfall in the 2nd quarter of 2021.
In April 2021, the facelifted Swift debuted in Mzansi, sticking with the atmospheric K12M engine, but gaining what Suzuki termed “minor” styling updates and a smattering of extra standard equipment. For instance, the base GA grade and mid-tier GL trim levels both scored rear parking sensors, while the range-topping GLX added a reverse-view camera feeding the touchscreen display.
Moreover, AMT-equipped variants gained a hill-hold assist function, while – perhaps most notably – electronic stability control (ESC) was made standard across the range. Buyers of GL and GLX derivatives were further afforded the option of a trio of dual-tone paint schemes. This 5-strong range soldiered on unchanged until October 2024, when the AOL-series Swift arrived to supplant it in South Africa.
What are the Suzuki Swift’s strengths?
The 1.2-litre motor could return impressive fuel-economy figures.
Fuel efficiency: Aided by a claimed kerb weight of under 900 kg, the A2L-series Suzuki Swift’s small-capacity petrol engine had the potential to return seriously budget-friendly fuel-economy figures. The Japanese automaker listed a combined consumption of just 4.9 L/100 km for all derivatives, a figure that was (somewhat unusually) entirely achievable with a modicum of effort.
Keep in mind, though, that the SA-spec Swift’s fuel tank was relatively small at 37 litres. As an aside, Suzuki’s 1.0-litre, 3-cylinder “Boosterjet” turbopetrol engine never made it to South Africa in the Swift, while we likewise did without the mild-hybrid and diesel powertrains offered in several overseas markets.
The A2L-series model offered agile handling combined with a composed ride quality.
Great fun to drive: Budget cars have a reputation for being utterly bland to drive, but that certainly wasn’t the case with the Swift – or at least variants with manual ‘boxes. The rev-happy 1.2-litre motor – a well-proven engine that was carried over from the previous model – made the most of its decidedly modest outputs, benefitting from short gear ratios, a positive shift action and a distinct lack of lard.
As such, the Swift was an agile little car, composed and supple around town (and indeed on indifferent road surfaces), yet responsive and eminently keen to change direction when the mood struck. Note, however, that the aforementioned gearing meant the tachometer needle hovered at around the 3 000-rpm mark at 120 kph, which didn’t exactly make for the quietest cruising experience.
The A2L-series Swift’s load-bay capacity grew by 58 litres compared with the preceding model.
More practical than predecessor: Though the 3 840-mm long A2L-series (3rd-gen) model measured 10 mm shorter from nose to tail than its predecessor, its wheelbase was stretched by 20 mm (to 2 450 mm) and its width increased by 40 mm (to 1 735 mm). Thanks to this growth spurt, Suzuki’s designers managed to cram more space into the cabin, with rear passengers reaping the most significant rewards.
The enhanced practicality extended to the load bay, which grew by 58 litres generation-on-generation, to a claimed 268 litres. This 3rd iteration of the Swift further benefitted from a 60:40-split rear bench on all derivatives bar the base GA, which stuck with a single-piece item. In short, the Swift was a little larger and more practical than most similarly priced budget cars, effectively offering more space for the money.
What are the Suzuki Swift’s weaknesses?
Pre-facelift derivatives did without stability control.
Pre-facelift lacked ESC: The AZG-series Swift (2011-2018) included derivatives sourced from both India and Japan, with the latter variants featuring 6 airbags and ESC (not to mention superior build quality). So, it was somewhat disappointing that the A2L-series model arrived without any form of stability control.
But let’s give credit where credit is due: Suzuki Auto SA put this right at the facelift, handing all variants ESC feature as part of the mid-cycle update. However, keep in mind that the SA-spec A2L-series Swift (excluding the Japanese-built Swift Sport, that is) was locally only ever offered with dual front airbags.
Isolated rust issues: As with the AZG-series Swift, we’ve noted some local instances of A2L-series units – plus a few other Indian-sourced Suzukis, it must be said – suffering from premature rust. This early oxidation could affect both the vehicle’s body and its chassis, with the latter not typically covered by the manufacturer’s warranty. So, make sure to inspect any potential used-car buy for early signs of rot.
The only automatic option was AMT.
AMT the only “auto” option: To reiterate: in practice, the automated manual transmission – which is effectively a robotised manual gearbox and thus a more cost-effective option than a traditional torque converter – is a downright unsophisticated piece of kit, generally delivering painfully sluggish shifts.
Though the AMT was on offer throughout the A2L-series Swift’s local lifecycle, it’s perhaps telling that Suzuki Auto SA has swapped to a continuously variable transmission (CVT) for the current (March 2025) AOL-series Swift, despite the fact this model still features an AMT in India.
How much is a used Suzuki Swift in South Africa?
The A2L-gen Swift shipped standard with a generous 5-year/200 000 km mechanical warranty.
From launch, the 3rd-gen Swift came standard with a 5-year/200 000 km mechanical warranty and a 2-year/30 000 km service plan, with the latter featuring intervals of 15 000 km. Suzuki dealers offered a wide range of factory-backed accessories, from exterior styling components such as lips, spoilers, grille garnish and body decals to interior upgrades like a console-box centre armrest.
Approximately 80% of the A2L-series Suzuki Swift models listed on Cars.co.zaat the time of writing were specified with a manual gearbox, while the mid-tier GL grade represented around 63% of all listings. The base GA came in at about 20%, while the range-topping GLX accounted for the remaining 17%.
Refreshed examples are more plentiful than pre-facelift derivatives.
Indicated mileages ran from virtually zero (on new examples), through to 186 000 km achieved by a 2020 1.2 GL 5MT. Interestingly, the 2024 model year accounted for a whopping 45% of all listings.
Below R150 000: Though just 6% of listings were priced below R150 000, all model years bar 2024 were represented here. Predictably, the entry-level GA grade dominated this space, with all but a single example featuring a manual gearbox.
R150 000 to R200 000: A little over 40% of A2L-series Swifts listed were priced in this bracket, with refreshed models far more prevalent than pre-facelift examples. The overwhelming majority of used Swifts positioned here had under 10 000 km on their respective odometers.
R200 000 to R250 000: This pricing category housed around 46% of listed 3rd-gen Swifts, with most from the final couple of model years. This was also where we found many of the GLX derivatives, along with a far higher-than-average concentration of AMT variants.
R250 000 and up: Considering this gen’s pricing bookends were R213 900 and R272 900 when it exited SA’s new-vehicle market, spending upwards of R250 000 in the used space should get you into a virtually new model. For the record, the most-expensive example we found was a 2024 1.2 GLX fitted with various accessories and priced at R279 990.
Which Suzuki Swift derivative should I buy?
A look at the mid-tier GL’s cabin (facelifted model pictured).
So, which A2L-series Suzuki Swift derivative is the pick of the bunch? Well, we’d first suggest steering well clear of AMT versions/shortlisting only manual-equipped examples. Then, we’d advise you to narrow your search to a facelifted example (should your budget allow, that is), since the mid-cycle update brought not only more standard kit but also the roll-out of electronic stability control.
That leaves us to decide only on trim level. Keep in mind that, in facelifted form, the entry-level GA made do with steel wheels, single-piece front seats (they didn’t have separate head restraints) and a decidedly rudimentary audio system (without mobile connectivity options), while also missing out on items such as front foglamps, electrically adjustable side mirrors and a tachometer.
Note the touchscreen and climate controls in this facelifted GLX derivative.
As such, we’d argue the mid-spec GL – which, rather handily, is seemingly the most prevalent grade on the used market – offered enough equipment to satisfy most requirements, upgrading to more versatile front seats and a CD player audio system (with Bluetooth), while also scoring various features missing from the GA spec sheet.
Of course, there’s also the flagship GLX, which added items such as 15-inch alloy wheels, a leather-trimmed steering wheel, a stop-start button, an upgraded climate-control system, a 7.0-inch touchscreen, driver’s seat-height adjustment and a luggage-compartment light.
Is the Suzuki Swift a worthwhile used purchase?
The Swift was something of a new-car bargain.
Since the Baleno compact hatchback was tasked with taking on the likes of the 6th-gen Volkswagen Polo hatch, the since-discontinued 7th-gen Ford Fiesta, the Hyundai i20 (IB- and BI3-series models) and the Renault Clio 4 and -5, the Swift was instead positioned in the so-called “sub-B-segment” space.
As such, its chief rival was the Kariega-built Volkswagen Polo Vivo (the only hatchback to regularly outsell the A2L-series Swift in the latter’s twilight years), while local buyers might also have considered the now-defunct B562-series Ford Figo, B52-series Renault Sandero or single-generation Toyota Etios and certainly the AI3-series Hyundai Grand i10.
Big on value, including on the used market.
Still, when new, the A2L-series Suzuki Swift was particularly sharply priced, offering arguably unmatched value in its class and no doubt pinching several sales from the A-segment offerings below it. In fact, we might even go as far as suggesting it was something of a new-car bargain.
Providing polished driving dynamics, returning impressive fuel consumption and boasting a larger footprint than many similarly priced models, the 3rd-gen Suzuki Swift – in manual guise, that is – remains a budget-car winner on the used market today. After all, there’s a reason it served as the cornerstone of Suzuki’s recent success in South Africa.
What are the different Suzuki Swift models available in South Africa?
The 2025 Suzuki Swift in South Africa is available in three main derivatives: the GL, a new mid-tier GL+, and the top-end GLX.
What is the engine and performance of the new Swift?
The new Swift is powered by a Z-Series (Z12E) 1.2-litre, 3-cylinder petrol engine. This engine produces 60 kW of power and 112 Nm of torque, and is paired with either a 5-speed manual or a Continuously Variable Transmission (CVT).
What is the price of the new Suzuki Swift in South Africa?
The starting price for the 2025 Suzuki Swift is approximately R219,900, with the top-end GLX model priced around R284,900.
What safety features are standard on the 2025 Suzuki Swift?
Standard safety features across all models include six airbags, hill-hold control, ABS, electronic stability control (ESC), and ISOfix child-seat anchors.
What warranty and service plan are included with the Swift?
The vehicle comes with a 5-year/200,000 km warranty and a 2-year/30,000 km service plan.
The new BMW 2 Series Gran Coupé line-up – now comprising the 218 and the flagship M235 – has debuted in South Africa. Here’s what the F74-gen sedan will cost you…
Local pricing for the new BMW 2 Series Gran Coupé has been released, with the F74-generation line-up seemingly comprising only a pair of petrol derivatives – the 218 and M235 (yes, sans the old “i” suffix) – at launch in South Africa.
According to BMW SA’s online configurator, the 2nd-gen 2 Series Gran Coupé portfolio kicks off with the 218 Gran Coupé, which is priced from R733 559. For the record, that’s R16 843 more than the outgoing, 1st-gen 218i. The new 218 is furthermore available in M Sport guise, which pushes the price to R773 559.
The 218 in base form.
Like its forebear, the 218 employs a turbocharged 1.5-litre, 3-cylinder petrol engine driving the front axle via a 7-speed dual-clutch transmission, though here the motor has been uprated to produce 115 kW and 230 Nm (up from 103 kW and 220 Nm). The 0-100 kph time thus improves by a tenth to a claimed 8.6 seconds.
Interestingly, there’s no sign of a 218d in the local line-up, despite the outgoing range having included this turbodiesel derivative. In Europe, the latest version of the 218d’s 2.0-litre oil-burner offers the same 110 kW as before, but with slightly higher torque of 360 Nm.
The M235 xDrive now makes 233 kW (but loses 50 Nm).
What about the M Performance derivative, you ask? Well, the new M235 xDrive Gran Coupé kicks off at R1 043 100, which makes it some R61 004 pricier than the M235i variant it replaces.
The M235 xDrive Gran Coupé’s turbocharged 2.0-litre, 4-cylinder petrol engine sends 233 kW (up 7 kW) and 400 Nm (down 50 Nm) to all 4 corners through a 7-speed automatic gearbox. Despite the torque deficit compared with the original M235i, the 2nd-gen version again takes a claimed 4.9 seconds to reach 100 kph from standstill, before topping out at 250 kph.
BMW iDrive based on the BMW Operating System 9.
Of course, various options are available for both the 218 and the M235, including the Equipment Package (R24 500), the Equipment Package Professional (R47 000) and the M Sport Package Pro (R30 000).
Meanwhile, the 218 can further be specified with the R24 000 “Pure Design Edition” package (adding 18-inch 2-tone, Y-spoke alloy wheels and a black finish for the roof) and the Deluxe Package (R32 000). Some individual optional extras are also on offer.
The latest 2 Series Gran Coupé was unveiled in October last year.
Revealed in October 2024, the new Leipzig-built 2 Series Gran Coupé is 20 mm longer than the original (at 4 546 mm), while its wheelbase is unchanged at 2 670 mm. The Munich-based firm claims the 4-door sedan – which shares its platform with the F70-gen 1 Series hatchback – benefits from “extensively enhanced suspension technology” and a redesigned interior with an emphasis on digitalisation.
What does the new BMW 2 Series Gran Coupé cost in SA?
BMW 218 Gran Coupé – R733 559
BMW 218 Gran Coupé M Sport – R773 559
BMW M235 xDrive Gran Coupé – R1 043 100
The price above includes BMW’s 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.
