Suzuki Vitara (2015-2024) Buyer’s Guide

The European-built Suzuki Vitara faded into the background in SA as its maker rolled out sharper-priced, Indian-made crossovers. But the LY-gen model has the potential to make a great used compact family car…

Tracing its roots all the way back to 1988, the Suzuki Vitara nameplate bears a storied – if somewhat convoluted – history, both globally and right here in South Africa. Our market received a relatively small allocation of the boxy original in the 1990s, before the 2nd generation graduated to the “Grand Vitara” badge towards the end of that decade.

After a 4-year hiatus (when the Suzuki brand wasn’t offered in SA), the Grand Vitara returned to Mzansi in 3rd-generation form in 2008. Then, in 2015, the 4th generation – the topic of this buyer’s guide – launched, reverting to the “Vitara” moniker. To muddy the waters further, the Vitara Brezza made local landfall in 2021 and the YK-gen Grand Vitara followed 2 years later, with both of these Indian-sourced models offered alongside the 4th-gen Vitara.

*The unibody 4th-gen Vitara was somewhat of a departure for the nameplate.*

While the opening 3 generations were all built in Japan and all employed a rugged body-on-frame configuration, the LY-generation Vitara was produced in Hungary and instead used a unibody platform (more in tune with modern tastes) that was shared with the SX4. Incidentally, the latter model was discontinued locally in 2017, seemingly after the Vitara – which was sold as the Escudo in Japan – cannibalised much of its market share.

With Suzuki Auto SA shrewdly taking advantage of its mother brand’s large-scale production facilities in fellow right-hand-drive market India (where Maruti manufactures massive volumes of budget-friendly compact vehicles), the LY-series Vitara eventually became one of the only Suzuki nameplates in the local range – alongside the Japan-sourced Swift Sport and certain Jimny derivatives – not imported from the world’s most populous nation.

*Local buyers tended to favour more affordable Indian-built models over the Vitara.*

So, with the focus increasingly falling on Indian-built budget models and the LY generation approaching a decade on the local market, the Vitara – which was a multiple #CarsAwards Compact Family Car category winner – quietly shuffled off into the South African sunset in April 2024. It’s local demise interestingly came right around the time the Hamamatsu-based firm revealed an updated version for Europe.

Suzuki Vitara model line-up in South Africa

Suzuki Vitara concept — *The iV-4 concept that previewed this generation of Vitara.*

Previewed by the iV-4 concept unveiled at the 2013 Frankfurt Motor Show, the production version of the 4th-gen Suzuki Vitara was finally revealed in October 2014 at the Paris Motor Show. The crossover started rolling off the assembly line at Magyar Suzuki, the Japanese firm’s Hungarian subsidiary, in early 2015.

By November of that year, the Vitara had touched down in South Africa. At launch, the local range comprised 5 derivatives spanning 3 specification levels and featuring a choice of 2 transmissions, as well as either front- or all-wheel drive (AllGrip). Each variant was powered by a naturally aspirated 1.6-litre, 4-cylinder petrol engine as standard.

*The Vitara was available in both manual and auto form.*

Vitara 1.6 GL 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT AllGrip (86 kW/151 Nm)
Vitara 1.6 GLX 5MT AllGrip (86 kW/151 Nm)
Vitara 1.6 GLX 6AT (86 kW/151 Nm)

In September 2016, Suzuki Auto SA expanded the line-up with the addition of a mid-spec automatic model. Based on the GL+ trim level and equipped with the 6-speed (torque-converter) self-shifting transmission from the top-spec GLX, this derivative arrived as the result of “strong customer demand and consistent dealer feedback”, according to Suzuki.

*The facelifted Vitara arrived in Mzansi in the opening quarter of 2019.*

The facelifted Vitara launched locally in February 2019, bringing a fresh front-end design, updated alloy-wheel options and revised rear styling (the latter complete with LED clusters). Inside, Suzuki said it focused on improving the cabin’s “fit and feel”, adding soft-touch materials to the upper instrument panel and rolling out new upholstery to the flagship GLX grade.

While the familiar trim levels were carried over, the make-up of the 5-strong range changed a little at the facelift. The GL remained a manual-only affair, while GL+ was available with either cog-swapper but now exclusively in front-wheel drive. Finally, the GLX could be ordered in auto-equipped front-wheel-drive form or manual-equipped all-paw guise.

Vitara 1.6 GL 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 6AT (86 kW/151 Nm)
Vitara 1.6 GLX 6AT (86 kW/151 Nm)
Vitara 1.6 GLX 5MT AllGrip (86 kW/151 Nm)

*A turbocharged 1.4-litre engine saw the range expand early in the 2nd half of 2019.*

In July 2019, a 2nd engine option joined the local portfolio, pushing the derivative count to 7. Offered exclusively in conjunction with the range-topping GLX grade, the turbocharged 1.4-litre, 4-cylinder “BoosterJet” motor delivered 103 kW and 220 Nm to the front axle via either a 6-speed manual gearbox or an automatic transmission with the same number of cogs. For the record, this K14C unit was shared with the A2L-gen Swift Sport (though the warm hatch boasted 10 Nm extra) that arrived in Mzansi at the same time.

Vitara 1.4T GLX 6MT (103 kW/220 Nm)
Vitara 1.4T GLX 6AT (103 kW/220 Nm)

At some point around the opening quarter of 2022, the GL and GL+ derivatives quietly fell away, as did the front-driven, auto-equipped GLX variant (likely to make some space for the upcoming YK-gen Grand Vitara). That meant the local Vitara line-up was reduced to 3 models from that point: the 1.6 GLX 5MT AllGrip, the 1.4T GLX 6MT and the 1.4T GLX 6AT. The Vitara was finally removed from price lists in the 2nd quarter of 2024.

What are the Suzuki Vitara’s strengths?

*The naturally aspirated motor was a well-proven unit.*

Well-proven atmospheric engine: When it comes to long-term ownership prospects, there’s something to be said for a well-proven, naturally aspirated petrol engine. That’s exactly what powered most derivatives in the Vitara range, with the M16A motor having earned its reliability stripes in earlier models as varied as the SX4 and the 1st- and 2nd-gen versions of the Swift Sport.

This free-revving 1.6-litre engine – which employed a timing chain rather than a belt – delivered its peak power of 86 kW at 6 600 r/min, though maximum twisting force of 151 Nm arrived a little late at 4 400 r/min. The latter manifested as a distinct lack of low-down torque compared with turbocharged rivals and indeed the forced-induction 1.4-litre unit. Still, claimed fuel economy was as low as 5.8 L/100 km for the front-driven manual model, while refinement levels were impressive.

Suzuki Vitara crash test — *The European-built Vitara came with plenty of safety kit.*

Plenty of standard safety kit: Since it was sourced from Europe rather than India, the LY-series Vitara (which scored a 5-star rating from Euro NCAP) came equipped with plenty of safety kit as standard. Right from launch, all variants were fitted with ABS with brake assist, brake discs all round, electronic stability control, a full complement of 7 airbags (including a knee airbag) and ISOfix child-seat anchors. GLX derivatives furthermore gained hill-hold control plus front-and-rear parking sensors, while AllGrip variants boasted hill-descent control.

Spacious and practical: Thanks in part to its relatively boxy design, the Vitara featured a deceptively spacious interior. Though not quite class-leading in size, the well-shaped luggage compartment was rated to swallow 375 litres, a figure expandable to well over 1 100 litres with the 60:40-split rear bench neatly folded down.

Suzuki Vitara boot — *Neat false floor in the luggage compartment.*

The boot furthermore incorporated a clever false floor and a pair of shopping hooks, while all derivatives bar the entry-level GL featured a 12V accessory socket and a dedicated luggage-area light back there. Boot capacity didn’t come at the expense of rear-passenger space, with the bench offering decent levels of leg- and headroom. GL+ and GLX models benefitted from rear privacy glass, while outward visibility was a strong point, owing to slim pillars.

What are the Suzuki Vitara’s weaknesses?

Suzuki Vitara turbocharged engine — *The turbocharged mill was saddled with comparatively short service intervals.*

Short service intervals (turbo engine): Although the turbocharged 1.4-litre petrol unit delivered a more tractable driving experience (with maximum torque on tap from just 1 500 rpm all the way through to 4 000 rpm) than the atmospheric motor, it was saddled with desperately short service intervals. While the 1.6-litre engine had to be serviced every year or 15 000 km, the turbocharged K14C powerplant’s intervals came in at a mere 10 000 km. Note, however, that a 4-year/60 000 km service plan was applicable in each case.

Some questionable cabin plastics: Although perceived build quality was generally high, there were perhaps a few too many areas in the cabin finished in hard, shiny plastics (including expansive sections of the facia and door trim). This was particularly evident in pre-facelift models, with Suzuki addressing some of these complaints at the mid-cycle update, chiefly through the addition of soft-touch material atop the dashboard. Regardless, though, make sure your test-drive procedure includes a check for rattles or creaking trim.

*The basic infotainment system in the pre-facelift Vitara.*

Basic infotainment system (pre-facelift): At launch, all Vitara derivatives made do with a decidedly basic infotainment screen – so rudimentary, in fact, that it was shared with the Celerio budget hatchback of the era – despite more advanced systems being available in Europe.

At the facelift, however, GL+ and GLX models upgraded to the Japanese brand’s “Smart Linkage Display Audio” system. The latter was built around a 7-inch touchscreen (which doubled as a display for the reverse-view camera), complete with Android Auto and Apple CarPlay. From this 2019 update, mid- and top-spec models furthermore gained a 4.2-inch full-colour LCD information display as opposed to the GL’s 3.5-inch monochrome item.

How much is a used Suzuki Vitara in South Africa?

*Several factory-backed accessories were available.*

When the Suzuki Vitara arrived in South Africa in 2015, a 3-year/100 000 km warranty (along with the aforementioned 4-year/60 000 km service plan) shipped standard. However, from July 2017, Suzuki Auto SA upgraded its passenger-vehicle range to a “promotional” 5-year/200 000 km warranty.

In addition, it’s worth noting more than 80 factory-backed accessories were available for the Vitara, from roof racks, bicycle racks and tow bars to cargo partitions, special door sills and even an electric cooler box for the luggage compartment. Furthermore, various “customisation packages” were on offer, including the so-called “Rugged Pack”, which added silver-painted scuff plates (fore and aft) and other cosmetic trim pieces.

*Interestingly, the GLX was the most popular grade during our search.*

Approximately three-quarters of the Suzuki Vitara models listed on Cars.co.za at the time of writing used the naturally aspirated 1.6-litre engine, while the majority of those featured the automatic transmission and just a 10th used the AllGrip all-wheel-drive system. Surprisingly, the flagship GLX grade accounted for a considerable 60% of listed models, with the mid-tier GL+ next and the entry-level GL bringing up the rear.

The most common model year was 2019 (with nearly a quarter of all listings), while only about 25% of listed models showed more than 100 000 km. Indicated mileage ranged from 26 000 km on a 2023 Vitara 1.4T GLX AT to 220 000 km on a 2018 Vitara 1.6 GL+ 5MT.

Below R200 000: Slim pickings below this mark, where we found examples mostly from the opening 3 model years. Predictably, the manual gearbox dominated this space, while mileage tended to be higher than average. The cheapest Vitara we discovered was a 2016 1.6 GL priced at R119 900.

From R200 000 to R250 000: Shifting up to this pricing bracket – which contained a mix of pre-facelift and updated models, accounting for a third of all listed LY-gen Vitaras – opened the door to several auto-equipped examples and generally lower mileages.

R250 000 and up: All listings priced beyond R250 000 came from the final 4 model years, with the turbocharged engine proving more prevalent. The most-expensive Vitara we found was a low-mileage 2023 1.4T GLX 6MT, listed for R354 900.

Which Suzuki Vitara derivative should I buy?

Suzuki Vitara rear — *We’d likely lean towards the normally aspirated motor.*

So, which LY-series Suzuki Vitara should be at the top of your shopping list? Well, based on the driving experience alone, most would likely prefer the palpably perkier K14C motor, with either of the transmissions.

However, considering the 1.4T’s short service intervals and the fact it hasn’t been used by nearly as many models (nor for anything as long) as the M16A engine, we’d argue the simpler atmospheric 1.6-litre powerplant would deliver the more hassle-free long-term experience.

*The touchscreen in the facelifted model.*

Still, there are no widespread reliability complaints regarding the 1.4T unit and we certainly wouldn’t blame you for opting for this more flexible motor should your budget allow. We would, however, strongly recommend going for a front-driven derivative over an all-paw variant, since the latter system adds weight, fuel-consumption and purchase-price penalties. And, after all, this Vitara wasn’t designed to emulate the mud-plugging abilities of its forebears.

Finally, which trim level makes the most sense? Well, we’d advise avoiding the base GL (which ran on steel wheels and made do with window winders at the rear – and is seemingly in short supply anyway) and instead focusing your search on the mid-tier GL+ specification.

*The base GL grade made do with steelies.*

At launch, the latter was the obvious sweet spot, featuring 16-inch alloy wheels, front foglamps, a leather-trimmed steering wheel, cruise control and climate control (as opposed to manual air conditioning in the GL). It also gained the touchscreen system at the facelift.

For the record, the GLX added features such as 17-inch alloys, extra chrome-effect exterior trim, automatic headlamps, a panoramic sunroof, parking sensors (front and rear) and suede upholstery, which was offered in combination with leatherette from the mid-cycle update.

Is the Suzuki Vitara a worthwhile used purchase?

Suzuki Vitara cabin — *A look at the turbo model’s cabin.*

Having spent nearly a decade on Mzansi’s new-vehicle market, the LY-generation Suzuki Vitara shared this segment with a diverse range of rivals. Key competitors ranged from the likewise European-built Volkswagen T-Cross and discontinued Toyota C-HR to Indian-sourced contenders like the GS-generation Hyundai Creta and SP2i-series Kia Seltos.

Early on, this likeable Suzuki also faced competition from crossovers such as the B515-series Ford EcoSport, the J87-gen Renault Captur, the original Nissan Juke and the boxy PS-series Kia Soul. Even the HM-gen Renault Duster competed in a similar section of the market.

Still, the majority of compact family crossovers at the Vitara’s price point skimped on safety features, despite the fact they were chiefly marketed at families. As such, the Suzuki stood apart on that front, while also riding with an impressive degree of pliancy, complemented by entirely predictable handling.

Having somewhat ironically lived in the shadow of its budget-beating Indian-built siblings for the final few years of its existence, the Suzuki Vitara became increasingly underappreciated in South Africa, despite its numerous virtues. But that only enhances the LY-gen model’s potential as a terrific used buy today.

In fact, we simply wouldn’t bet again a well-looked-after Vitara 1.6 GL+ derivative – preferably facelifted but with either of the 2 transmissions available – offering several years of trouble-free motoring.

Looking for a used Suzuki Vitara to buy?

Find one on Cars.co.za!

Looking to sell your car? You can sell it to our dealer network here

Ferrari 849 Testarossa (2025) Price & Specs

Wondering what the new 772 kW Ferrari 849 Testarossa will cost you in South Africa? Well, here’s pricing for the Coupé and Spider iterations. Cheque books at the ready…

SA pricing for the Ferrari 849 Testarossa Coupé and Spider
Twin-turbo V8 engine combines with trio of electric motors
Peak system power of 772 kW and 0-100 kph in 2.3 seconds

Get your bank managers on the phone, folks: we have local pricing for the new Ferrari 849 Testarossa. Yes, we now know what the SF90’s replacement – which revives the iconic Testarossa badge and is set to be available in both Coupé and Spider form – will cost in South Africa.

Thanks to our astute colleagues over at duoporta.com, we can confirm the 849 Testarossa Coupé will be priced from R12 350 000, while the 849 Testarossa Spider will come in from R13 550 000 (with the latter thus commanding a significant R1.2-million premium).

As a reminder, the 849 Testarossa – which the Maranello-based brand unveiled as recently as September 2025 – comes equipped with a trio of electric motors (2 at the front and a single unit at the rear) alongside a mid-rear-mounted twin-turbo V8 petrol engine (the latter spinning to 8 300 rpm).

This plug-in hybrid electric vehicle (PHEV) set-up (with an 8-speed dual-clutch transmission) boasts a whopping total system power output of 772 kW (up from the SF90’s peak of 735 kW), with the 4.0-litre petrol mill (F154FC) bringing 610 kW and 842 Nm to the party. Meanwhile, a 7.45 kWh lithium-ion battery installed in the chassis offers a claimed all-electric range of 25 km.

According to Ferrari, both the Coupé and Spider versions of the 849 Testarossa can complete the obligatory 0-100 kph sprint in a mere 2.3 seconds, before topping out at over 330 kph. While the hard-top derivative reaches 200 kph from standstill in a listed 6.35 seconds, the open-air variant takes a claimed 6.5 seconds.

The 849 Testarossa Spider features a retractable hard top, which allows the driver to open and close the roof in 14.0 seconds at speeds up to 45 kph. This derivative furthermore features a “wind stop” that has been patented by the Prancing Horse brand. In the open-roof configuration, the wind stop captures incoming air above the side window through intakes integrated into the bench and releases it into the seat’s floorpan area via 2 small vents.

What does the Ferrari 849 Testarossa cost in SA?

DERIVATIVE	PRICE
Ferrari 849 Testarossa Coupé	R12 350 000
Ferrari 849 Testarossa Spider	R13 550 000

The prices above include a 3-year/unlimited kilometre warranty and a 7-year/unlimited kilometre maintenance plan.

Frequently Asked Questions (FAQ)

Q: What is the South African pricing for the Ferrari 849 Testarossa Coupé and Spider?

A: The Ferrari 849 Testarossa Coupé is priced from R12 350 000, and the open-air 849 Testarossa Spider starts from R13 550 000. These prices include a 3-year/unlimited kilometre warranty and a 7-year/unlimited kilometre maintenance plan.

Q: What is the peak power output and 0-100 kph time for the 849 Testarossa?

A: The plug-in hybrid system, which combines a twin-turbo V8 with three electric motors, boasts a peak total system power output of 772 kW. Both the Coupé and Spider versions can accelerate from 0-100 kph in a blistering 2.3 seconds.

Q: What type of engine and hybrid system does the Ferrari 849 Testarossa use?

A: The 849 Testarossa is a plug-in hybrid electric vehicle (PHEV). It features a mid-rear-mounted twin-turbo V8 petrol engine that works alongside a trio of electric motors (2 at the front, 1 at the rear). It has an 8-speed dual-clutch transmission and a 7.45 kWh lithium-ion battery offering a claimed all-electric range of 25 km.

How F&I Managers help to protect you from car fraud

Buying a car is a big milestone, but scams are common. Fortunately, one of car dealer’s Finance and Insurance (F&I) Manager roles is to help prevent car fraud. In this guide, brought to you by Absa, we explain how F&I Managers protect you when buying a car.

At a vehicle dealership, the F&I Manager is the person who helps you navigate the finance and insurance aspects of your purchase. Yes, they handle paperwork, but they’re not just there to draft contracts… They’re trained to explain finance options, insurance, and extras. More importantly, they help ensure you don’t fall victim to car fraud. Think of them as your financial bodyguard in the car-buying process.

How does fraud happen when buying a car in SA?

Fraud isn’t always as obvious as some skelm selling stolen cars from a corner lot. It’s often much, much sneakier. Fraudsters use fake documents and scams that target both dealerships and buyers.

And when things go wrong, you, as the buyer could be left paying for a mess you didn’t cause.

What role you can play to help prevent this:

Confirm the car isn’t stolen or already financed with an ownership and finance check.
Verify the dealership’s credentials.
Avoid intermediaries who offer to “handle everything”.
Share personal details only with the dealership and bank.
Ask questions and insist on plain-language answers.
Take your time, read everything before signing.
Double-check details, down to the last digit.

How your F&I Manager protects you against car fraud

Your F&I Manager is more than a paperwork processor, they’re your fraud-fighting co-pilot. Here’s how they keep you safe:

Verify documents: They check your ID, proof of income, and proof of address to confirm authenticity.
Protect your data: Your personal and banking details are handled securely to prevent misuse.
Conduct affordability checks: They ensure compliance with the National Credit Act so you don’t take on debt you can’t manage.
Use digital tools: Advanced fraud detection systems help spot risks early in the process.

Structure your loan application: They organise your application to maximise approval chances while meeting your affordability needs.
Ensure transparency: Every financing option, interest rate, and term is explained clearly, no hidden surprises.
Act as a financial partner: They flag anything unusual in the sale to protect your interests.
Maintain compliance: They stay up to date with consumer protection laws and disclosure requirements so you don’t have to.

Why this matters for you

Fraud isn’t just a car dealership problem, it can wreck your life. Imagine losing your deposit to a fake seller or paying off a loan on a car that was never yours. An F&I Manager ensures every aspect of a sale is legal, transparent, and safe.

Prefer buying from a private seller? Use Absa’s Private Buy solution. You can take the car you plan to buy to an Absa-approved Private Buy dealership; they’ll see to it that the car is checked and arrange finance.

Watch out for these car fraud danger signs:

Seller refuses to show registration papers.
Price way below market value.
Pressure to sign paperwork quickly.
Fine print no one explains.
Seller insists on meeting in a quiet place.

Add-Ons and Extras – what’s worth it?

F&I Managers often offer extras like service plans, warranties, tyre and rim cover, and scratch and dent protection. You don’t need them all, but some can be useful, especially if you drive on pothole-ridden roads or plan to keep your car long-term.

Comprehensive insurance is the only legal requirement for financed cars, the rest is up to you.

Are F&I Managers biased?

Wondering if they push products for commission? In South Africa, they’re legally required to present all offers fairly and disclose bank ties. While they do earn commission, their role is to guide, not trap, and the final decision is yours.

Final advice

Ask to see all bank responses and loan structures – check the term, interest rate, balloon payments, and extras. When approval comes through, don’t let excitement cloud your judgment. Read the full contract, ask questions, and agree only to what fits your budget.

The bottom line is, your F&I Manager does much more than push paperwork. They’re your fraud-fighting co-pilot. That said, it’s still up to you to ask questions and stay sharp during this process.

Mercedes-Benz SA slashes C-Class prices

Mercedes-Benz South Africa has slashed the prices of its locally built C-Class sedan, with the most drastic drop coming in at a considerable R122 079…

Price cuts for all C200 and C220d variants
Reductions range from R86 970 to R122 079
Mercedes-AMG C43 and C63 S not included

Mercedes-Benz South Africa has quietly slashed the prices of its mainstream C-Class range – a line-up that is, of course, produced in East London – repositioning both the petrol-powered C200 and the turbodiesel C220d versions of its locally built W206-series sedan.

The news comes after the German brand reduced the list prices of every variant in its wide range of models – except the fully electric vehicles, that is – back in April 2025. However, these latest C-Class price cuts are deeper still (big thanks to the folks at duoporta.com for helping us work through the numbers!).

Yes, the C200 Avantgarde’s price has been dropped by a whopping R99 863, from R1 040 519 to R940 656, meaning the C-Class portfolio again sports a sub-R1-million starting price. The C200 AMG Line, meanwhile, costs a significant R86 970 less than before, with its sticker price falling from R1 095 919 to R1 008 949.

But it’s the C220d Avantgarde that sees the most drastic price drop, with a R122 079 reduction meaning its starting price has fallen from R1 106 502 to R984 423. Finally, the C220d AMG Line has had its price slashed by a considerable R98 354, decreasing from R1 161 902 to R1 063 548.

Note, however, the Mercedes-AMG C43 and Mercedes-AMG C63 SE Performance are not included in this latest repositioning exercise, so these high-performance variants remain priced at R1 709 405 and R2 412 842, respectively. In addition, keep in mind the C200 and C220d derivatives each saw price increases of approximately R20 000 in July 2025 (somewhat curiously, considering the timing of this latest cut).

Of course, the repositioning of the core C-Class range sees this executive sedan’s new pricing bookends of R940 656 and R1 063 548 more closely aligned with those of its key rival, the BMW 3 Series (currently priced from R913 731 to R1 067 731, excluding the M340i xDrive and M3 Competition M xDrive). The new Audi A5 Sedan, meanwhile, runs from R1 123 000 to R1 281 800.

As a reminder, the locally built W206-series C-Class was introduced to SA in the 3rd quarter of 2021. The C200 employs a turbocharged 1.5-litre, 4-cylinder petrol engine delivering 150 kW and 300 Nm to the rear wheels via a 9-speed automatic transmission. A mild-hybrid system is also included, capable of briefly adding around 15 kW and 200 Nm.

Meanwhile, the C220d uses a turbocharged 2.0-litre, 4-cylinder turbodiesel motor. Likewise equipped with a mild-hybrid set-up, this oil-burning engine sends 147 kW and 440 Nm to the rear axle through a 9-speed auto.

Mercedes-Benz C-Class (2025) price adjustments

DERIVATIVE	OLD PRICE	NEW PRICE	DIFFERENCE
C200 Avantgarde	R1 040 519	R940 656	-R99 863
C200 AMG Line	R1 095 919	R1 008 949	-R86 970
C220d Avantgarde	R1 106 502	R984 423	-R122 079
C220d AMG Line	R1 161 902	R1 063 548	-R98 354

The prices above include a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan (which Mercedes-Benz SA says the buyer “shall be entitled to exclude from the purchase”).

Find a Mercedes-Benz C-Class on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: Which Mercedes-Benz C-Class models are included in the recent price cuts?

A: The price cuts apply to the locally built W206-series C-Class sedan derivatives: the petrol-powered C200 and the turbodiesel C220d, including both the Avantgarde and AMG Line trim levels. The Mercedes-AMG C43 and C63 SE Performance are not included.

Q: What is the range of the price reductions, and which derivative saw the biggest drop?

A: The reductions range from R86 970 to R122 079. The C220d Avantgarde saw the most drastic cut, with a reduction of R122 079, bringing its new price to R984 423.

Q: What is the new starting price for the Mercedes-Benz C-Class portfolio?

A: The C-Class portfolio’s new starting price is R940 656 for the C200 Avantgarde, which is a reduction of R99 863 from its previous price of R1 040 519. This means the C-Class again has a starting price below R1-million.

Old Navara could become the new NP300

Nissan is going through its worst cash crisis in history. It is forcing the company to reshape itself for survival. And that means more bakkies, like Navara. But why no new Navara for South Africa?

In South Africa, the Nissan model portfolio has shrunk alarmingly. The only models on sale that really generate money for Nissan dealers are X-Trail and Navara. But mostly, it’s Navara.

Legacy models like Hilux, Ranger and Isuzu’s D-Max dominate the local bakkie market. Then there’s the flood of new Chinese double cabs, offering advanced petrol/electric powertrains and unmatched cabin infotainment. All of this puts a lot of pressure on the current D23 Navara, which is now more than ten years old. In bakkie years, that’s a lot.

To remain relevant Nissan needs to keep trend with bakkie tech. That’s why there’s a new Navara that’s a rebadged Mitsubishi Triton. Because Nissan really didn’t have the money to develop an all-new Navara on its own, it’s doing a deal to borrow technology.

Strangely, there is no commitment to bring this new D27 Navara to South Africa. It is weird, but nothing new from Nissan. But does Nissan South Africa have good reasons for not importing the D27 for South African buyers?

‘Old’ Nissan bakkies aren’t anything new

*Nissan milked the NP300 platform for much longer than intended. And buyers kept buying the old tech bakkie.*

Nissan has an established presence in the bakkie market. And for decades, it traded on loyalty. And product legacy. It’s why the Nissan 1400 Champ was kept in production for 37 years, well beyond its technology lifecycle.

It’s also why Nissan kept producing the NP300 locally, in parallel to Navara, until 2021. Recycling older technology with a continuation model, in the same way Toyota did with Corolla Quest and VW has perfected, with the Polo/Vivo model lines.

The current D23 Navara was launched in 2014, but arrived very late in the South African market. It only went on sale here in 2017. Bizarrely, the D23 Navara was available in the UK, two years before South Africa, which is a much bigger bakkie market.

And it’s not just South African bakkie buyers who have suffered from delayed Nissan products. Americans have been buying the NP300-based Frontier from 1998-2021. One of the longest bakkie lifecycles in history.

Do some buyers prefer old tech?

New Nissan Navara — *Triton-based Navara can run at high speed, and on sealed surfaces, in 4H. That’s a big tech win.*

The D27 Navara is a Triton. And that’s not a bad thing in the bakkie world, at all. Triton is one of the best double cabs available.

With a proven 2.4 turbodiesel engine and one of the best transfer case systems of any bakkie, the new Navara gets a lot of great stuff from Triton. With an ability to run in all-wheel drive, at high speeds, on tar roads and gravel, for added traction. And when towing heavy trailers or caravans.

Triton’s ability to operate in all-wheel drive on tar, up a steep mountain pass, is invaluable when you are towing. Especially in the rain, when having to round sharp corner, climbing a mountain pass with a heavy trailer or caravan.

But do some bakkie buyers want old-school technology? They want in-cabin screen functionality and device pairing, but don’t want invasive driver-assistance systems. Or warning buzzers that trigger at every possible action and interaction with the vehicle. Especially in chaotic South African road conditions, where haphazard animal movements and pedestrians, not to mention high-risk traffic, can easily overwhelm a driver assistance system designed for European road conditions.

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Old Navara – better suspension?

*D23 Navara’s best tech, is hidden out of view, at the rear. It’s that coil-sprung rear axle.*

Nissan’s D27 Navara uses a similar rear suspension set-up to most other double-cab bakkies: a solid axle with leaf springs. Commercial vehicle and bakkie engineers have been using this design for more than a century. It’s robust and more importantly, it’s cheap.

But the truth is that most double cab bakkie owners never use the full load capacity of their bakkies. And unladen leaf-sprung live axle rear suspension is ultra-stiff and rides very harshly. Which is annoying when driving on a poorly surfaced highway and even worse, on a corrugated dirt road, unladen.

When it launched a decade ago, D23 Navara’s standout technical feature was its coil-sprung rear suspension. This rear-axle set-up is much better at mitigating the effects of corrugations and other surface irregularities. Ride quality is less harsh, and high-speed tracking stability on corrugated dirt roads is much better.

Ford’s Ranger Raptor is the most advanced double cab on sale in South Africa, if high-performance suspension design and components mean something to you. And it has coil-sprung rear suspension for a reason. So do some of the new ‘premium’ Chinese bakkies. Nissan’s engineers clearly knew something in the early 2010s, when they were finishing the design of D23 Navara, and chose a coil-sprung rear suspension.

Suppose you are a South African double cab buyer who wants the ride quality, superior steering authority, and towing stability of a coil-sprung rear axle, especially on dirt roads. In that case, the ‘aged’ D23 Navara is arguably better than the new leaf-sprung D27 version.

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Nissan doing what Toyota does

Toyota Hilux and Nissan Navara: top sellers in March 2024 — *Considering how much ‘old’ Hilux is in the new one… Is Nissan being smart by keeping the D23 Navara for SA?*

New designs and technology integration drive the vehicle market. Bakkies are not different. Customers want more cabin comfort, better seats, improved ventilation systems, better infotainment, and enhanced crash safety.

They also want better sound insulation, improved ride quality across all terrain types, and powerful, efficient engines. Those bakkie buyer demands mean new technology is required. And Chinese bakkie models are providing an abundance of the latest tech. And at times, too much tech.

The global standard by which all bakkies are measured is Hilux. And Toyota’s shown, again, that the market accepts its conservative product development approach. New Hilux has a great deal of carryover tech and features. And it’s going to be a huge sales success.

Money and price sensitivity are possibly the main reasons why Nissan doesn’t want to commit to a new D27 Navara for South Africa. These bakkies would be imported and subject to import taxes, making them more expensive than locally built market leaders like Hilux, Ranger, and D-Max. Continuing with the current D23 Navara allows Nissan to keep its double cab bakkie in the market, with all the pricing benefits of local production and the government incentives that support South African manufacturers.

Can South Africans really judge Nissan for continuing with the D23 Navara? Especially when Toyota has just revealed a Hilux that will be hugely influential in the bakkie market until 2035 – with engines dating back to the mid-2010s?

Want to purchase a new or used Navara? Browse vehicles for sale

RIP, BMW Z4: G29-series roadster to bow out

It’s official: BMW has confirmed production of the G29-series Z4 will end in March 2026, with a “Final Edition” package marking the end of the line for the roadster…

G29-series Z4 production set to wrap up in March 2026
Final Edition package includes Frozen Matte Black paint
Special swansong version not confirmed for South Africa

It’s almost time to say farewell to the G29-series BMW Z4. Yes, while revealing a new “Final Edition” package, the Munich-based automaker has officially confirmed production of the roadster will end in March 2026.

As a reminder, the G29-series Z4 – which was developed alongside the Toyota GR Supra, with both models built by Magna Steyr in Austria – was revealed back in August 2018, before arriving in Mzansi the following year. Toyota, of course, also recently confirmed that production of the A90-series Supra will cease in March 2026.

So, what about do we know about the Z4 Final Edition? Well, while it’s not yet clear whether this 2-seater swansong derivative will be offered here in South Africa, BMW’s international press material says the Final Edition’s “short order window” will begin in “late January 2026”.

This special model will be available in Frozen Matte Black paint (a hue exclusive to this package), though the German firm says buyers can select other colours “at no extra cost”. Red brake callipers are also included, as is the M High-Gloss Shadowline exterior-trim package.

Inside, you’ll find contrasting red stitching on the instrument panel, centre console, door trim and M Sport seats (the latter finished in a leather-and-Alcantara combination). There’s also an M Alcantara steering wheel (likewise with contrasting crimson seams), along with branded door-sill strips.

In Europe, the Final Edition package will be available for the Z4 sDrive20i, Z4 sDrive30i and Z4 M40i. Note, however, that only the latter M Performance derivative is offered here in South Africa, with the 4-cylinder Z4 sDrive20i having been quietly discontinued locally back in October 2024 (after the facelifted version arrived in 2023).

Currently priced from R1 332 760, the SA-spec Z4 M40i uses a twin-turbo 3.0-litre line-6 petrol motor that generates 285 kW and 500 Nm, peak outputs that are directed to the rear wheels via an 8-speed automatic transmission as standard. The 0-100 kph sprint takes a claimed 4.1 seconds, while top speed is electronically capped at 250 kph.

Find a BMW Z4 on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: When will production of the G29-series BMW Z4 end?

A: Production of the G29-series BMW Z4 is officially confirmed to end in March 2026.

Q: What are the key features of the Z4 “Final Edition” package?

A: The Final Edition package includes Frozen Matte Black paint (exclusive to the package), red brake callipers, the M High-Gloss Shadowline exterior-trim package, and an interior with contrasting red stitching on the M Sport seats (leather-and-Alcantara), instrument panel, console, door trim and an M Alcantara steering wheel.

Q: Will the Z4 “Final Edition” be available in South Africa?

A: It is not yet confirmed whether the Z4 “Final Edition” will be offered in South Africa. Internationally, the “short order window” for this special model is scheduled to begin in “late January 2026.”

Ford Ranger Double Cab 4×4 Manual (2025) Review

While the market has shifted rapidly in the last couple of years to favour automatic double-cab bakkies, there are still consumers who prefer the direct control offered by a manual gearbox. We review one of the more affordable Ford Rangers on the market – a 2.0 SiT Double Cab 4×4 Manual – and discover a hidden gem.

We like: Robust drivetrain feel, balance of specification and value, pleasant to drive, accomplished in the rough, fuel efficiency.

We don’t like: Lack of height-adjustment for driver’s seat, slight turbo lag.

FAST FACTS

Model: 2025 Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual
Price: R703 000
Engine: 2.0-litre turbodiesel
Transmission: 6-speed manual
Power / Torque: 125 kW/405 Nm
Claimed fuel consumption: 7.1 L/100 km
Payload capacity: 970 kg

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Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual Summary

The Ford Ranger 2.0 SiT XL 4×4 Manual utilises a single-turbo version of the 2.0-litre diesel engine, which will soon be the only 4-cylinder diesel powertrain option in the Ranger range.
The engine will undergo a number of upgrades next year, including switching from a wet belt to a timing chain.
The twin-turbo 2.0 BiT engine will be discontinued in 2026 in favour of a 2.3-litre turbopetrol.
Pricing for the Ranger 2.0 SiT range starts from R574 000.

Where does the Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual fit in?

*The Ranger double-cab bakkie is available in a number of configurations and trim levels.*

South African consumers are spoilt for choice when it comes to bakkies, with most of the major players (particularly those manufacturing locally) offering sprawling line-ups that cater to every taste. While it is true that most buyers of double-cabs prefer an automatic these days, particularly for family and leisure use, there are still buyers who prefer the slightly more “old-school” approach of manual shifting, whether merely as a driving preference, or a true belief in extra control during off-road driving. Enter the Ford Ranger 2.0 SiT Double Cab 4×4 Manual.

*A 6-speed manual gearbox is fitted to this Ranger test unit*.

The subject of this review marries manual gear-shifting with four-wheel drive, as well as all the appealing comfort and design elements that make the Ford Ranger so popular in South Africa. Priced at around R700 000, it faces similarly configured mainstream rivals from Isuzu and Toyota, and, of course, there are more affordable non-traditional offerings at the price, too (and even some automatic 4x4s). Yet, if you’re in the market for a robust manual double-cab from an established brand, then this XL could be just the ticket.

Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual: Design & Packaging

As arguably the most desirable double-cab bakkie on the local market, the Ford Ranger’s design is one of its big assets. In more affordable XL trim, it does sacrifice some bling (chrome and LED detailing) on the outside, but it retains enough Ranger street-cred to still look the part. It rides on neat 17-inch gunmetal alloys as standard, wrapped in practical 255/70 Continental CrossContact ATR rubber. Ground clearance is a useful 237 mm. Note that the side steps shown on our test unit are optional.

Read our review of the Ford Ranger Wildtrak here

Step inside and the largely dark-grey interior can feel a touch sombre, but at least the finishes look and feel durable. This is a bakkie that is made to withstand life’s bumps and bruises. That said, besides the lack of height-adjustment for the driver’s seat, it doesn’t fall short on modern comforts and conveniences.

*The portrait-orientated infotainment screen continues to impress with its clarity and functionality.*

While the displays are not as big as in higher-spec Rangers, there is still a crisp 8-inch digital instrument cluster and a neat 10.1-inch vertical touchscreen. The system runs Ford’s SYNC4 system and includes wireless Apple CarPlay and Android Auto functionality. Two USB ports are provided upfront (one USB-A and one USB-C). There is a 12V power socket in the centre storage bin and another for rear passengers.

*A simple and uncomplicated user experience in the lower-grade Ranger.*

Upholstery is a dark-grey cloth and the chairs are certainly comfortable for most (there’s good visibility from the fixed height), and sufficient adjustability on the steering column. However, shorter drivers may require more height adjustability on the seat.

Rear space and comfort remain among the best in the segment. A nice touch is the standard fitment of rugged all-weather mats to cover the carpets, illustrating that Ford knows how this vehicle will be utilised. Rear passengers also get their own ventilation outlets.

*Rear space in the Ranger SiT is among the best in the bakkie class.*

When it comes to features, we found the Ranger XL’s standard package refreshingly honest. Things like dual-zone climate control, adaptive cruise control and lane keeping are sacrificed but we suspect that won’t be a concern for too many customers specifically looking for a more work-oriented manual double-cab. In any event, it still features single-zone/manual climate control, cruise control, rear park sensors (with a camera) and the aforementioned connectivity.

Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual: Ride & Handling

*All-terrain tyres should be standard kit on all double-cab bakkies.*

One of the Ford Ranger’s strengths has always been its relaxed ride comfort, particularly when compared to the firmer Toyota Hilux. Ford has also made tweaks and refinements to the Ranger’s underpinnings, and consequently this XL 4×4 manual was a pleasure to drive. You can “feel” there is firmness in the suspension that bodes well for regular use (loaded up as well) on poor surfaces, yet it retains sufficient cushioning to make the bumps and thumps of daily driving largely unnoticeable.

*Ticking the basics with lockable rear diff and hill-descent control.*

It also displays less pronounced pitch and yaw tendencies, with greater body control all-round than major rivals. And yes, while you can argue that a better-equipped, automatic, more luxurious vehicle like the GWM P-Series can be bought at a similar price, the ride-comfort advantage of the Ranger is pronounced.

Another positive aspect is that, in terms of its actual drivetrain, this Ranger feels very robust. We detected no play in the transmission, for example, and in terms of the impression of solidity made by the gearbox, we’d say it was a “Hilux-esque” display. We can’t really give it a bigger compliment than that!

*Shifting on the fly has never been easier, going from 2H to 4H while in motion.*

Head for the rough stuff and it’s clear Ford has again carefully specced this vehicle (as standard) to get the job done. The Ranger features an electronic shift-on-the-fly 4-wheel-drive system accessed via a rotary knob on the transmission tunnel. It offers 2H, 4H and 4L (low-range) modes.

A mechanically locking rear-diff is fitted and there are hill-descent control and hill-start assist functions, too. Overall, even on standard tyres, the Ranger is a very capable off-roader, but it will take some time to get used to the power-delivery characteristics; there is some lag low-down. In serious off-roading conditions, the extra visibility that would’ve been offered by a height-adjustable driver’s seat is further emphasised.

*The Ranger retains its much-loved design aesthetic even in lower-spec, unadorned XL trim.*

Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual: Performance & Efficiency

Although it’s powered by a single-turbo version of Ford’s 2.0-litre turbodiesel engine, the outputs of 125 kW and 405 Nm are competitive at this price level. In fact, the 2.0 SiT outpunches rival offerings from Toyota and Isuzu. As mentioned in the previous section, there is a little bit of turbo lag lower down the rev range if you’re in too high a gear, but this is an issue with its rivals, too. In any event, it’s a delight to use the gearbox, so shifting is no hardship.

Compare the specs of the Ford Ranger Double Cab 2.0 SiT 4×4 Manual with those of its Isuzu D-Max and Toyota Hilux rivals

*Impressive fuel consumption from the single-turbo Ranger.*

Ford claims an average consumption figure of 7.1 L/100km, which is a little optimistic. We achieved 8.3L/100 km, which translates to a driving range of around 950 km on an 80-litre tankful.

For those interested in towing, note that the Ranger comes equipped with a towbar as standard (but not a hitch), and that the claimed (braked) tow rating is an excellent 3 500 kg. Trailer-sway control remains integrated in this offering’s dynamic stability control system.

Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual: Price & After-sales support

At R703 000 before options, the Ranger Ford 2.0 SiT Double Cab XL 4×4 Manual is backed with a 4-year/120 000km warranty. Service plans are available at extra cost. Ford offers numerous option packs for this vehicle, so whether you want to improve its appearance or make it more suitable for hard-core off-roading, the brand probably has a well-priced package for you.

Verdict

*One of the pleasant surprises of 2025!*

In many ways, the Ford Ranger 2.0 SiT Double Cab XL 4×4 Manual proved to be one of the more pleasant motoring surprises this year. It’s a pleasure to again drive a robust bakkie devoid of too many frills, allowing the test team to enjoy the excellent, well-thought out offering at its core.

In our view, this model comfortably bests the listed alternatives from Toyota and Isuzu and, while it is certainly somewhat of a niche product given the manual transmission, it is likely to be exactly the type of vehicle its target buyer wants.

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Read all the latest Ford news and reviews

Frequently Asked Questions

Where is the Ford Ranger built for the South African market?

The Ford Ranger is proudly built right here in South Africa. Ford’s state-of-the-art Silverton Assembly Plant in Pretoria, Gauteng, is the dedicated manufacturing hub for the current-generation Ranger, which is also exported globally from this facility.

What are the main engine options available for the Ford Ranger in South Africa?

The Ford Ranger is offered with a wide range of powerful and efficient diesel engines (not to mention the Raptor’s V6 petrol), including:

Single Turbo (SiT) 2.0L: Available in lower-spec models.
Bi-Turbo (BiT) 2.0L: A more potent option with increased power and torque, often paired with the 10-speed automatic gearbox.
3.0L V6 Turbo Diesel: Exclusive to high-end models, offering significant power and torque for towing and off-roading.

Does the Ford Ranger have an automatic transmission option?

Yes. Depending on the model and engine choice, the Ranger is available with both manual and automatic transmissions. The most common automatic is the advanced 10-speed automatic transmission, which is standard on the Bi-Turbo and V6 models and contributes to efficiency and performance.

What is the standard warranty and service plan for the Ford Ranger in South Africa?

All new Ford Ranger models sold in South Africa are covered by a 4-year/120 000 km warranty. Service and maintenance plans are optional and can be extended for additional peace of mind.

What is the payload capacity of the Ford Ranger double cab?

The payload capacity of the Ford Ranger double cab varies slightly depending on the specific engine and derivative (2WD or 4WD). However, most models offer a maximum payload capacity of around 1 000 kg (1 tonne), making it highly capable for commercial and leisure use.

Ford Ranger in SA: revised 2026 line-up confirmed

Here’s what the revised Ford Ranger line-up will look like in SA in 2026, complete with a new “Sport” grade, more 3.0TD V6 derivatives and the option of turbopetrol power…

Ranger line-up to lose 2.0 BiT engine but gain 2.3T motor
New “Sport” grade to slot in between XLT and Wildtrak
Super Cab line-up to grow as Double Cab portfolio shrinks

Ford Motor Company of Southern Africa has confirmed the make-up of the revised Ford Ranger line-up that is set to be introduced in South Africa at some point in the opening half of 2026.

Earlier in November 2025, the Blue Oval brand’s local division announced that 2026 would see the 2.0 BiT turbodiesel engine “phased out” of the Ranger portfolio, while a new turbocharged 2.3-litre petrol motor would be added (and the 3.0-litre V6 turbodiesel unit “expanded into more derivatives” – from the current 2 variants to as many as 6 derivatives in 2026, it turns out).

*The subtly updated Ranger Wildtrak (Australian spec pictured).*

Now, the Dearborn-based marque has detailed its upcoming “refreshed” Ranger line-up, which will again comprise 23 derivatives. From what we can tell, Ford still has no plans to introduce a more affordable single-cab derivative, instead again offering only a trio of XL-badged variants in this body style (each employing an upgraded version of the 125 kW/405 Nm 2.0 SiT turbodiesel unit, which will switch from a wet belt to a timing chain and from a 6-speed automatic transmission to a 10-speed item).

The company will, however, expand its Super Cab range, growing this part of the line-up from 5 to 7 derivatives. This comes courtesy of a new “Sport” grade, which will be positioned between XLT and Wildtrak, and offered with either the new 222 kW/452 Nm 2.3 EcoBoost motor (in 4×2) or the 184 kW/600 Nm 3.0TD V6 (in 4×4). All extended-cab derivatives will come standard with a 10-speed automatic transmission.

*The Tremor will switch to the 3.0TD V6 engine (Australian spec pictured).*

What about the double-cab range? Well, this part of the Ranger portfolio will be trimmed from 15 to 13 variants, though it’s worth noting the Wildtrak X will no longer be offered as a standalone model (but will instead be available as an “option pack” on the Wildtrak 4×4, which switches from the soon-to-be-discontinued 2.0-litre bi-turbodiesel mill to the oil-burning V6 engine).

The Tremor looks set to remain (though will likewise upgrade to the 6-cylinder turbodiesel motor), while the new Sport grade (like the Super Cab versions, available in 2.3T 4×2 and 3.0TD V6 4×4 guise) will slot in towards the middle of the range. The new 2.3T engine will furthermore be available in Wildtrak 4×2 form. Finally, the 3.0TD V6 Platinum 4×4 will carry over, as will the 292 kW/583 Nm flagship Ranger Raptor (the only derivative in the range that is not built in South Africa).

*The Aussie-spec version of the Ranger XLT.*

Still no sign of the Super Duty nor the (Silverton-built) Ranger PHEV for Mzansi. While further details of the update range will likely remain under wraps until the local launch in the first half of 2026, Ford Motor Company of SA does promise “there will [also] be selected specification and feature enhancements across the Ranger line-up that provide even greater value, connectivity, practicality and safety”.

Separately, the Blue Oval brand’s Australian arm confirmed a “refreshed design treatment” for the bakkie, with chrome-effect trim set to be replaced by gloss- and matte-black finishes. Ford’s division Down Under says this new “darkened look” will apply to both exterior and interior elements, including “updated wheel designs”. We can expect an update to the range of available exterior paint colours, too.

Find a Ford Ranger on Cars.co.za!

Ford Ranger (2026) line-up for South Africa

Ranger Single Cab

2.0TD Single Cab XL 10AT 4×2

2.0TD Single Cab XL 6MT 4×4

2.0TD Single Cab XL 10AT 4×4

Ranger Super Cab

2.0TD Super Cab XL 10AT 4×2

2.0TD Super Cab XL 10AT 4×4

2.0TD Super Cab XLT 10AT 4×2

2.0TD Super Cab XLT 10AT 4×4

2.3T Super Cab Sport 10AT 4×2

3.0TD V6 Super Cab Sport 10AT 4×4

3.0TD V6 Super Cab Wildtrak 10AT 4×4

Ranger Double Cab

2.0TD Double Cab XL 6MT 4×2

2.0TD Double Cab XL 10AT 4×2

2.0TD Double Cab XL 6MT 4×4

2.0TD Double Cab XL 10AT 4×4

2.0TD Double Cab XLT 10AT 4×2

2.0TD Double Cab XLT 10AT 4×4

2.3T Double Cab Sport 10AT 4×2

3.0TD V6 Double Cab Sport 10AT 4×4

3.0TD V6 Double Cab Tremor 10AT 4×4

2.3T Double Cab Wildtrak 10AT 4×2

3.0TD V6 Double Cab Wildtrak 10AT 4×4

3.0TD V6 Double Cab Platinum 10AT 4×4

3.0T V6 Double Cab Ranger Raptor 10 AT 4×4

Frequently Asked Questions (FAQ)

Q: What are the main engine changes coming to the Ford Ranger line-up in South Africa?

A: The 2.0-litre BiT (Bi-Turbo) turbodiesel engine will be phased out and replaced by a new 2.3-litre EcoBoost turbocharged petrol engine (222 kW/452 Nm). The 3.0-litre V6 turbodiesel engine will be expanded to more derivatives, and the 2.0-litre SiT (Single-Turbo) turbodiesel will be upgraded with a timing chain and a 10-speed automatic transmission on XL and XLT models.

Q: What is the new “Sport” grade, and where will it fit into the Ford Ranger line-up?

A: The new “Sport” grade will be introduced for Super Cab and Double Cab body styles. It will be positioned between the XLT and Wildtrak grades and will be available with the 2.3 EcoBoost turbo-petrol (4×2) or the 3.0TD V6 (4×4) engine options.

Q: When is the revised Ford Ranger line-up expected to launch in South Africa?

A: Ford Motor Company of Southern Africa has confirmed the revised Ranger line-up is set to be introduced in South Africa at some point in the opening half of 2026.

GAC M8 Master (2025) Price & Specs

GAC South Africa has announced the price and local specification details of the M8 Master, which it describes as the 1st plug-in hybrid (PHEV) MPV to be offered in the South African new-vehicle market.

Salvador Caetano South Africa, the local distributor of GAC Motor, unveiled the M8 Master – the fledgling Chinese automotive brand’s rival to the Ford Tourneo Custom, Kia Carnival, Mercedes-Benz V-Class, Hyundai Staria, and outgoing Volkswagen Caravelle – at the Festival of Motoring 3 months ago.

Distinctive GAC M8 Master – primed for high efficiency

Well, GAC’s distinctive 7-seater is now available to order. At 5 212 mm (with a 3 070 mm wheelbase) in length, the M8 Master is slightly longer than a V-Class, available in either an Elegant Black or Crystal White finish, and its design is highlighted by a “Star Diamond Prism” grille, “Lion Fang” LED lighting signature and elevated body lines.

The newcomer is powered by a 2.0T plug-in hybrid powertrain, which puts out combined outputs of 274 kW/630 Nm and is paired with an 8-speed Aisin automatic transmission.

GAC claims the M8 Master can accelerate from 0–100 kph in 8.8 seconds, return an average fuel consumption of 8.8 L/100 km, and deliver a combined range of over 1 000 km with up to 106 km of pure-electric driving from (what we believe is) a 26 kWh hybrid battery.

Opulent, tech-laden interior

Fuel efficiency aside, the M8 Master’s Nappa leather-trimmed interior (available in either Olympus Brown or Black & Red colour schemes) is sumptuously finished, GAC says, replete with “handcrafted Semi-Aniline top leather, a stitched dash and sculpted door panels, premium tactile switches (as well as) ambient trim (embellishments).”

Standard features include dual power-sliding doors (complemented by an electric tailgate), soundproof laminated glass, tri-zone climate control, and what GAC says is a “first-in-class” windless aircon system that delivers “silent, evenly diffused cooling”.

Technology abounds, with a 10.1-inch touchscreen infotainment system (we assume it will feature smartphone-mirroring) flanking a 12.3-inch digital instrument cluster. Other luxuries include power adjustment for the front seats (including lumbar, with massage function for the driver), keyless entry and start, and an auto-dimming rear-view mirror.

2nd-row occupants get the best seats!

Audio comes courtesy of an 8-speaker Yamaha audio system and ADiGO virtual arena acoustics, but true indulgence is reserved for the occupants of the pair of First-Class seats in the 2nd row under the sectional panoramic sunroof… Those seats are 4-way power adjustable and offer “10-point air-pump massage, heating and ventilation”.

A wireless charging pad is standard and there are multiple USB-C ports across all rows.

Comprehensive safety spec

In terms of the safety specification, the GAC M8 Master is equipped with 7 airbags, including rear screen airbags and what is said to be longest-in-class curtain airbags.

Over and above the usual active safety systems (ABS with EBD and brake assist, as well an electronic stability program, incorporated in Active Vehicle Dynamic Control), the newcomer is equipped with L2+ semi-autonomous driving assistance systems.

These include adaptive cruise control (with traffic-jam assist), traffic-sign recognition, autonomous emergency braking with forward-collision warning, lane-keep assist, blind-spot detection, and rear cross-traffic braking, as well as automatic parking assist.

How much does the GAC M8 Master cost in South Africa?

GAC M8 Master

R1 499 900

The price (correct in November 2025), includes a 5-year/150 000 km warranty, 8-year/150 000 km warranty for EV battery components, 5 years of comprehensive roadside assistance, and most notably, a 5-year/100 000 km maintenance plan.

Frequently Asked Questions (FAQ)

Q: What is the price of the GAC M8 Master in South Africa?

A: The GAC M8 Master is priced at R1,499,900 (correct in November 2025), which includes a 5-year/100,000 km maintenance plan and an 8-year/150,000 km warranty for the EV battery components.

Q: What type of powertrain does the GAC M8 Master use?

A: The M8 Master uses a 2.0T plug-in hybrid (PHEV) powertrain that delivers combined outputs of 274 kW and 630 Nm, paired with an 8-speed Aisin automatic transmission.

Q: What is the claimed pure-electric driving range of the M8 Master?

A: GAC claims the M8 Master can deliver up to 106 km of pure-electric driving and a total combined range of over 1,000 km.

Q: What makes the GAC M8 Master significant for the South African market?

A: GAC South Africa describes the M8 Master as the first plug-in hybrid (PHEV) MPV to be offered in the South African new-vehicle market.

Q: What luxury features are included on the 2nd-row seats?

A: The 2nd-row First-Class seats are 4-way power adjustable and offer a 10-point air-pump massage, heating, and ventilation.

Audi Q7 (2025) Review

The Audi Q7 55TFSI quattro is the only variant in the Ingolstadt-based brand’s local premium SUV range apart from the performance-oriented SQ7. Is it worthy of serious consideration, or should you rather wait for the arrival of its turbodiesel sibling?

We like: Refined and punching powertrain, open-road cruising capability, cabin space, massive load bay.

We don’t like: A little on the thirsty side when hurried, options quickly add up.

FAST FACTS

Model: Audi Q7 55TFSI quattro Black Edition
Price: R1 987 900 (November 2025)
Engine: 3.0-litre V6 turbopetrol
Transmission: 8-speed automatic
Power/Torque: 250 kW/500 Nm
0-100 kph: 5.6 sec (claimed)
Claimed consumption: 9.9 L/100 km
Luggage capacity: 780-1 908 litres

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Audi Q7 55TFSI Summary

The 55TFSI turbopetrol is currently the only variant in the Audi Q7 line-up apart from the SQ7 flagship. It is expected that the range will gain a turbodiesel in late 2025/early 2026.
Two trim levels available: Platinum Edition and Black Edition
Pricing starts from R1.9 million, before options.

Where does the Audi Q7 55TFSI fit in?

*Three rows, strong engine, quattro all-wheel drive: do you need much more than this for family road trips?*

At the moment, the local line-up of the facelifted Audi Q7 comprises only the 55TFSI quattro and the headlining V8-powered SQ7 flagship. As a reminder, the Q7 is Audi’s big premium family SUV, offering 7 seats as standard. That’s right, unlike its rivalling compatriots, Audi doesn’t charge extra for the 3rd row.

The facelift, or Product Improvement (PI) in “Audi speak”, introduced a subtle visual overhaul and a revision of the standard equipment loadout, as well as tweaks to the infotainment system.

*After its 2nd facelift, the Q7’s tailgate features a revised model logo.*

As the end of 2025 draws near, the Audi Q7 range has just one “standard” variant, and it’s powered by a 3.0-litre V6 turbopetrol. While customer preference indicates a love for diesel, Audi South Africa says its oil-burning versions will only be heading to our shores by the end of 2025, with a 45TDI badge.

As far as rivals go, the Q7 55TFSI is pitched against a trio of compatriots: the BMW X5, Mercedes-Benz GLE and Porsche Cayenne. You can also look at the Lexus RX and Land Rover Discovery, and let’s not forget the big Audi’s non-identical twin, the Volkswagen Touareg.

Compare the specs of the Audi Q7 with those of its BMW X5 and Mercedes-Benz GLE rivals

Audi Q7 55TFSI: Handling & Ride Comfort

*The red brake callipers are a sporty touch.*

As a reminder, the Audi Q7 is underpinned by the VW Group’s MLB Evo setup, which it shares with the Volkswagen Touareg, Bentley Bentayga, Lamborghini Urus, and Porsche Cayenne. It’s remarkable when you consider that all of those SUVs have different positioning and purposes, yet they are based on the same platform. But they have one major on-road characteristic in common: comfort.

For 2025, all Audi Q7s feature air suspension, and it makes a big difference when it comes to ride quality. Our test unit came with 22-inch alloy wheels wrapped in 285/35 tyres. Sure, they look good, but given the amount of potholes on South African roads, we’d suggest having Road Assist saved on speed dial.

***Few will venture into the mud with their Q7, but the SUV is reassuringly sure-footed in Offroad mode.***

While not many customers will be taking their premium family SUVs off-road, it’s well worth mentioning that the Q7 does have (quattro) all-wheel drive, as well as an off-road mode where the centre differential will help you out of tricky terrain, and the air suspension can raise the vehicle for extra ground clearance.

Open-road cruising is where the Q7 shines. Few vehicles are this comfortable, refined, and deliver such a relaxed driving experience. It’s a genuine contender for one of the finest family road-trip vehicles.

*These leather-trimmed front seats offer commendable support – and comfort – on long drives.*

It may have a sporty motor bolted into the engine bay, but does it thrill when the long straights morph into twists? Not quite, which is surprising, considering its Cayenne cousin is such a dynamic performer.

The steering is not the most direct or generous with its feedback, and the brakes do an okay job of reining in the 3-row family SUV, but you get the distinct impression that the Audi Q7 55TFSI is at its happiest when driven on the national highways, instead of being hustled around tight bends.

If you really want a sporty and thrilling drive, fork out the difference and opt for the V8-powered SQ7:

Audi Q7 55TFSI: Performance & Efficiency

At the heart of the Audi Q7 55TFSI is a 3.0-litre V6 turbopetrol engine that produces 250 kW and 500 Nm – well, in this instance. You see, this powertrain has been used in numerous VW Group models over the years, perhaps most famously in the S5, the performance variant of Audi’s business-class range.

*In Black Edition guise, the Audi Q7 sports a blacked-out grille and large alloy wheels*.

Given the 55TFSI’s pedigree, does the Q7 deliver? With its sportiest setting selected and launch control active, the 3-row family SUV galloped to 100 kph in 5.66 seconds, which is on par with its claimed time.

A subtle V6 growl emanates from the engine bay, just to remind you that this is indeed a special motor.

*The array of selectable drive modes is impressive, but the Q7 excels in its default (Auto) setting*.

Favour prudent drive modes, such as Auto or Comfort, and the Audi will impress you with its poise and fuss-free progress – the ZF-sourced 8-speed automatic deserves a lot of the credit for that.

Sure, there are gearshift paddles on the wheel, but the box’s software is just so well calibrated (it shifts almost intuitively) that it’s best left to its own devices. It may sound like faint praise, but we commend Audi for making a model that can just get in and drive without having to think too much about settings.

*That 3.0-litre V6 turbopetrol performs strongly and smoothly, but it’s no fuel-efficiency champion.*

That mighty engine does have one minor shortcoming, but take it with a proverbial pinch of salt. If you can fork out R2 million for a Teutonic premium SUV, its fuel bill is unlikely to be too much of a worry. Our test unit’s trip computer showed over 4 000 km, and over that distance, it averaged 13.8 L/100 km.

During our test, we found that a gentle and measured driving style, complemented by Efficiency mode, resulted in 10.1 L/100 km, which was satisfactory, but if you work that V6 hard, you will see 15 L/100 km. An 85 litre tank gives an estimated range of around 850 km, which is some way off the Q8 45TDI‘s mark.

See also: Audi Q8 45TDI (2025) Review

Packaging & Practicality of the Audi Q7 55TFSI

*The front-cabin layout and ergonomics haven’t changed much for the 2nd facelift, but it’s still a classy, premium setup.*

Our test unit was the Q7 55TFSI Black Edition, which incorporates some visual goodies such as the bigger wheels, blacked-out mirrors, a blacked-out grille and rear privacy glass, to name just a few.

Climb inside, and you’re greeted by a familiar layout – the Q7 cabin is a premium space to occupy.

The Audi MMI system has been one of the best in the business for some time, but hasn’t been changed radically for this iteration. In truth, for all of its user-friendliness and crisp graphics, it is starting to show its age – Audi’s new-gen infotainment system (seen locally in the new A5) represents a big leap forward.

*The MMI interface now has themes to personalise your user experience*.

Still, the Q7‘s MMI system is not clunky at all. New for this model are the customisable light signatures, and there are 4 styles to choose from. These are optional, mind you, but such a cool talking point.

In terms of standard features, the 2025 Audi Q7 satisfies buyers’ expectations by being well-equipped. It has leather sports seats with heating functionality, a Bang & Olufsen audio system, USB ports for the 1st and 2nd rows, Audi application store, a panoramic sunroof, a towbar, 4-zone climate control, and so on…

*Customisable LED light signatures: gimmicky or cool?*

In terms of safety, there are tyre pressure sensors, a reverse-view camera, lane-departure warning, side exit warning and rear cross-traffic alert on top of the must-haves like ABS with EBD and electronic stability control. It also has a complement of 6 airbags, with the option of increasing that total to 8.

Our test unit came loaded with around R180 000 worth of additional features and content, such as Satellite Silver metallic paint (R2 300), adaptive cruise control with front assist (R8 200), adaptive cruise control with limiter, efficiency and swerve assist (R25 500), heated steering wheel (R5 100), digital OLED rear lights (R23 000), a head-up display (R32 500), Audi LED headlights with laser light and cleaning system (R19 500) and some carbon goodies both inside (R19 800) and out (R41 300). Spec carefully!

*Plenty of utility space is available if you fold the 2nd and 3rd-row seats down.*

In terms of practicality, the Audi Q7 is available in 5- and 7-seater configurations, but it appears Audi SA offers the Q7 only with a 3-row setup. With the 2nd and 3rd row folded, the SUV offers generous utility space: 780 litres when the 2nd row is deployed, and 1 908 litres if you fold both rows down, Audi says.

The 2nd row provides ample head- and legroom for occupants – yes, even tall adults. We reckon that it’s the nicest place to occupy (other than the driver’s seat, obviously) on long-haul trips. Plus, there’s no shortage of comfort and convenience features, with USB charging ports and individual climate controls.

*The 2nd row of the Audi Q7 scores highly for occupant comfort – and amenities.*

Audi Q7 55TFSI: Price & After-sales support

The Audi Q7 55TFSI quattro Black Edition costs R1 987 900 (November 2025), which includes a 1-year/unlimited km warranty, as well as a 5-year/100 000 km Audi Freeway Plan (maintenance plan).

New Audi Q7 Specs & Prices in South Africa

Find a new/used Audi Q7 listed for sale on Cars.co.za

Verdict

*We enjoyed our time with the Audi Q7 55TFSI, but this version of the Q7 would truly benefit from a turbodiesel mill.*

There’s no denying the performance appeal of the 3.0-litre V6 turbopetrol-powered Audi Q7 55TFSI quattro. If required, it can deliver more than enough straight-line punch, and that begs the question: why would you splurge on an SQ7 when this variant offers (about) 75% of the performance for R500k less?

We believe the 3.0-litre V6 turbodiesel (45TDI), which we’ve already experienced in the Q8 coupe-SUV, is better suited to the Q7 than the admittedly fleet-footed 55TFSI. Having said that, if you’re happy to enjoy the performance the latter offers at the expense of economy, we have no trouble in recommending the turbopetrol – it remains one of the more accomplished, refined and practical offerings in its segment.

Frequently Asked Questions

What are the engine options for the Audi Q7 in South Africa?

In South Africa, the Audi Q7 is primarily available with a 3.0-litre V6 petrol engine (55TFSI) producing 250 kW and 500 Nm of torque. The high-performance Audi SQ7 features a more powerful 4.0-litre twin-turbo V8 petrol engine that delivers 373 kW and 770 Nm of torque. An additional diesel-powered model (Q7 45 TDI) is expected to be added to the range at a later date.

What is the starting price for a new Audi Q7 in South Africa?

Pricing for the Audi Q7 in South Africa varies depending on the model and trim level. The Q7 55TFSI quattro Tiptronic Platinum Edition starts from approximately R1 958 000, while the high-performance Audi SQ7 TFSI quattro Tiptronic starts from around R2 540 500.

Does the Audi Q7 come with a 7-seat configuration?

Yes, the Audi Q7 is a spacious SUV that offers seating for up to seven passengers with a standard third row of seats. This provides versatile seating and generous luggage capacity, making it a practical choice for families.

What is the warranty and service plan for the Audi Q7 in South Africa?

New Audi Q7 models are sold in South Africa with a comprehensive 5-year/100,000 km Audi Freeway Plan, which covers both service and maintenance. The vehicle also includes a standard 1-year/unlimited kilometre warranty.

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