Wondering why the production version of the freshly launched Toyota Hilux Legend 55 misses out on the widebody configuration of the prototype? We have the answer…
New Hilux Legend 55 does not feature a widebody configuration
Toyota SA Motors cites limited supply of wide-track rear axles
Brand not presenting Legend 55 as “a performance derivative”
Back in January at its 2025 State of the Motor Industry (SOMI) address, Toyota South Africa Motors displayed a prototype version of the Hilux Legend 55, complete with a widebody configuration. However, when the production model hit the market earlier this week, we immediately noticed it instead featured the standard body.
Why? Well, having scoured the official specification sheet and confirmed the freshly launched Legend 55 indeed runs the standard 1 540 mm front and 1 550 mm rear tracks (as opposed to the beefier 1 675 mm front and 1 705 mm rear tracks employed by the flagship widebody Hilux GR-Sport, which is built at the same Prospecton factory in KwaZulu-Natal), we asked Toyota SA Motors for clarity on the matter.
The widebody prototype on display at SOMI 2025 in January.
“The components that would have enabled those [widebody] upgrades in Hilux Legend 55 – particularly the wide-track rear axles – were in limited supply, and priority was given to the Hilux GR-S. The GR-S has seen strong market demand and Toyota was committed to meeting customer expectations without compromise in this respect,” Toyota SA Motors explained to Cars.co.za in a statement.
The Japanese firm’s local division went on to point out the Legend 55 derivatives – numbering 4 across a pair of body styles – were not intended as out-and-out performance variants like the Hilux GR-Sport. Indeed, it’s worth noting all 4 previous special-edition iterations of the Legend nameplate used the standard body, too.
The widebody prototype (top) versus the production model (bottom).
“As for the Legend 55, we believe that the model’s appeal lies less in outright performance and more in what has always defined the Hilux nameplate in South Africa – a rugged off-road bakkie with proven capabilities, reliability and long-term durability.
“So, the current iteration will continue to build on that legacy, while also offering a high level of specification – including features such as the roller shutter, bespoke alloys and bashplate (further underlining its premium and purposeful positioning). In essence, the Hilux Legend range has consistently delivered distinctive and bespoke styling elements as well as enhanced value.
A lockable roller shutter is one of the additions.
“In terms of messaging and marketing, the focus is indeed on celebrating the heritage of the Legend series – what it stands for and how it fits into the broader Hilux story – rather than presenting it as a performance derivative,” Toyota SA Motors concluded.
As a reminder, the Hilux Legend 55 is offered in both 4×2 and 4×4 guise, and in both the extended- and double-cab body styles. Power comes from the automaker’s familiar 2.8-litre, 4-cylinder turbodiesel engine, which delivers the standard 150 kW and 500 Nm via a 6-speed automatic transmission.
Underbody bashplate, present and correct.
Offered at a R26 500 premium over the standard Legend (which seemingly temporarily steps aside), the Hilux Legend 55 is set apart by its sportsbar, underbody bashplate, towbar, lockable roller shutter and rubberising for the loadbin. In addition, it borrows its 2-tone 18-inch alloy wheels from the Fortuner, while a new “Dark Green Mica Metallic” paint colour is available (and “Sand Beige” makes a return to the colour palette).
Look closely and you’ll furthermore spot “Legend 55” badges on the front doors (replacing the “2.8 GD6” badges that featured on the prototype displayed in January) and tailgate, with this branding repeated on the sportsbar, the scuff plates and the front-seat head rests. Meanwhile, courtesy lights display the “Legend 55” graphic on the ground upon unlocking, while the centre console gains a “55th Anniversary” plaque.
Standard Legend at the top and new Legend 55 at the bottom.
The Legend 55 is the 5th limited-edition model in this SA-specific quinquennial tradition. Every 5 years since the Legend 35 was released back in 2004, Toyota SA Motors has celebrated the Hilux’s heritage with some sort of special Legend model (before the Legend trim became a permanent fixture in 2020). For whatever reason, the Legend 55 is about a year late to its own party, with the Legend 50 having hit the market in July 2019 (and the count starting from the Hilux’s local inception way back in 1969).
The Hilux hit the market in Mzansi back in 1969, just a year after debuting overseas. Toyota released the first limited-edition Legend – the appropriately named Legend 35 – in 2004, followed by the Legend 40 in 2009 and the Legend 45 in 2014. Then, in 2019, the Legend 50 arrived to mark half a century of the Hilux in SA.
Q: Why does the production Toyota Hilux Legend 55 lack the widebody configuration of the prototype?
A: Toyota says the production Hilux Legend 55 lacks the widebody configuration due to a limited supply of wide-track rear axles, which were prioritised for the Hilux GR-Sport model.
Q: What is the primary focus of the Toyota Hilux Legend 55 series?
A: According to Toyota, the primary focus of the Hilux Legend 55 series is not outright performance but rather to celebrate the Hilux’s heritage as a rugged off-road bakkie with proven capabilities, reliability and long-term durability, while offering a high level of specification and “enhanced value”.
Q: What are some of the new features included in the Hilux Legend 55?
A: The Hilux Legend 55 includes a sportsbar, underbody bashplate, towbar, lockable roller shutter, rubberising for the loadbin, 2-tone 18-inch alloy wheels from the Fortuner and new paint colors. It also features “Legend 55” badges, courtesy lights displaying the graphic and a “55th Anniversary” plaque.
The Mercedes-Benz 600 Grosser is indelibly linked with supreme luxury, film stars and statesmen. We sample a near-perfect example of this limo outside George.
The 1st time I walked into this collector’s garage, I felt like – pardon the cliche – a kid in a candy shop. What greeted me was a collection of some of the most spectacular models from Mercedes-Benz’s history. The owner’s spectrum of cars spanned approximately 5 decades of Stuttgart’s finest, but it was the champagne-gold Mercedes-Benz 600 Grosser, parked in a corner of the garage, that captivated me.
IMAGES: Charles Russell
I immediately strolled over to have a closer look at the stately ‘Benz. During the visit, its dashboard was disassembled, as the Benz’s complicated on-board hydraulic pressure systems needed some attention.
Mercedes-Benz 600 Grossers regularly need some level of attention but today, on an early summer morning and more than a year after I first saw it, this example is looking and working just like it should.
At times like these, one admires collectors who maintain and run these cars, regardless of the costs, as sometimes a car’s value won’t increase at the same rate as the cost of keeping them on the road.
Specifications:
Model: Mercedes-Benz (W100) 600 Grosser
Years produced: 1964–1981
Engine: M100 6.3-litre V8, petrol
Power: 184 kW at 4 000 rpm
Torque: 500 Nm at 2 800 rpm
Transmission: 4-speed auto, RWD
Weight: 2 475 kg
0-100 kph: 9.7 sec (claimed)
Top speed: 204 kph (claimed)
The champagne hue, with a slight metallic twist, is not the original colour (although a similar colour was available at the time), but I don’t think I’ve seen a colour that suits the Grosser better. It contributes to the grandeur this car embodies – and the respect it commands from onlookers – from every possible angle. It is certainly a softer and more inviting colour than the usual black and white we see on these Grossers.
Bigger Three-pointed Stars, fore & aft
Walking around the car, I remember some interesting facts about Grossers. At the front, the 600’s Three-pointed Star ornament is about 20% bigger than the bonnet ornament found on other ‘Benz derivatives of the same period. This is also the case for the badge on the bootlid. It makes sense; a standard badge would’ve been swallowed up by the vastness of the bodywork on this sizeable Teutonic limousine.
The Grosser had already been restored when the owner bought it, so he only had to maintain it. “You have to get used to the car, its quirks and you also have to gain confidence in driving it,” he remarks.
With so many picturesque towns and scenic landscapes in the vicinity of George, it is understandable that he takes it on return trips of up to 120 km.
As sunrays start peeking over the mountaintops at our lookout point, I admire the Grosser’s extended, almost geometrical lines that I’m sure are unlikely to feature on a modern Mercedes-Benz any time soon.
The low, narrow design line runs almost parallel to the ground, stretching from the top edge of the front wing (behind the headlamp) to where it ends with the lip of the bootlid. It is a thin and elegant design. Paul Bracq, who penned the lines of the Grosser, also designed the W108/109, W111 and W114/115 and iconic Pagoda. Interestingly, he went on to help design France’s high-speed TGV passenger train.
Cavernous, but plush interior
As revered as the Mercedes-Benz 600’s sheet metal is, it’s the Grosser’s interior that truly captivates you. To say it is spacious would be a gross understatement. When seated behind the tiller, I feel as if I’m seated in the outer corner of a room. The view out the front of the cabin is appropriately majestic: the A-pillars are thin, while the wraparound windscreen allows unobstructed views of the ‘Benz bluff nose.
One can imagine the variety of national flags that have been attached to the front corners of these cars, the number of armed, uniformed bodyguards who have walked in front of and behind them and the waves from VIPs in the rear seats to the jubilant or protesting populace throughout the decades.
There were different trim levels and options for the 600 when it was in production. This car, for instance, features the solid divider that gives the passengers in the rear the opportunity to hydraulically lift the glass window by simply pushing a switch. The divider fulfils more than this simple duty though.
Below the solid divider are 2 veneered pull-out tables. Between them sit the controls for the radio, while a cooled cupboard below can house 2 bottles of Moët & Chandon or other luxurious beverages.
Should the rear-seat passengers need more legroom, or want to recline, the entire rear bench can be moved fore or aft, again by simply pressing a single button.
Grossers were available with eitherleather or velourseats. This car features the springy velour seats. You don’t so much sit on them as become absorbed by them, encapsulating you in utter comfort.
Velour doesn’t squeak!
During the 600 Grosser’s era, many saw velour as the true mark of luxury. Unlike some leathers, it didn’t creak or squeak when passengers shifted their weight. Fabric seats were also prized for being a more pleasant temperature all year round, and they had a plush feel that truly encapsulated passengers.
As if the cabin isn’t airy enough, there is also a huge sunroof. As we open it, the interior is drenched in sunlight, with a slight breeze entering the cabin.
The Grosser was built with the complete comfort of its rear passengers in mind, yet those in the back will sadly never know the exhilarating experience of being at the helm of this venerable ship…
What the Mercedes-Benz 600 Grosser is like to drive
As the road curves around the mountain and winds towards the top, the Mercedes-Benz 600 Grosser takes all the corners in its stride, much to my surprise. This mountain pass is no Alpine road with tight and narrow corners, but rather a flowing pass with well-sighted, open corners.
Tipping the scales at nearly 2.5 tonnes, this ‘Benz is undoubtedly a heavyweight. Once you turn the steering wheel into a bend with a notable level of enthusiasm, the 600’s weight leans to the outer side, and then settles into a level and planted feel throughout the rest of the corner.
It’s as if the suspension and tyres are content with this input; I wouldn’t want to push the 600 to corner any faster than that. Before entering a corner, you can simply brush the brake pedal, which is quite sensitive and acts firmly, scrubbing off speed with an encouraging level of sophistication.
Pin the accelerator pedal, and once the rev counter needle passes the 3 000 rpm mark, the mechanically fuel-injected M100 6.3-litre V8 engine – ‘Benz’s most powerful post-WW2 passenger-car powerplant of the time, also found in the 300 SEL 6.3 – makes its voice heard. I watch the needle go to around 3 600 rpm before the next gear is selected in a perfect shift that wouldn’t disturb passengers in any way.
However, after a few corners of enthusiastic driving, I ease off the accelerator pedal simply because the 600 seems to have a transcendent calming effect on its driver. It soothes thoughts, relaxes muscles. I’m 1.87 metres tall, but sit comfortably behind the wheel thanks to generous head- and shoulder room.
On a rural road I settle down to a slow (80 kph) cruise. I look down at the rev counter, which shows that the large-capacity V8 is ticking over at only 2 200 rpm. The column shifter is a delight to use, and makes me wonder why Mercedes-Benz ever did away with it, only to reintroduce it recently.
As the power steering assists the driver significantly, the ‘Benz’s sizeable steering wheel can be turned with minimal effort, even with the tips of my fingers. And so, I mindlessly put my left arm on the door armrest and steer the (left-hand drive) Mercedes-Benz 600 Grosser down the road with my right arm.
Summary
As we head back to town, the reality of owning a Mercedes-Benz 600 Grosser comes to light. As can be expected, it has a voracious appetite for fuel. Still, what an extraordinary car it was back in the day, and what an extraordinary car it still is. It was a technological marvel in Mercedes-Benz’s history, and today, the Mercedes-Maybach S-Class fulfils a similar role. Here’s to the next generation of deluxe driving!
Q: What engine does the Mercedes-Benz 600 Grosser have?
A: The Mercedes-Benz 600 Grosser is powered by a mechanically fuel-injected M100 6.3-litre V8, which was ‘Benz’s most powerful post-WW2 passenger-car powerplant of the time. This engine was also famously found in the 300 SEL 6.3.
Q: How much does the Mercedes-Benz 600 Grosser weigh?
A: The Mercedes-Benz 600 Grosser is a heavyweight, tipping the scales at 2 475 kg (2.5 tonnes).
Q: Is the Mercedes-Benz 600 Grosser expensive to run?
A: As can be expected for a car of its size and power, the Mercedes-Benz 600 Grosser has a voracious appetite for fuel.
Q: Who designed the Mercedes-Benz 600 Grosser?
A: The lines of the Mercedes-Benz 600 Grosser were penned by Paul Bracq, who also designed other iconic Mercedes-Benz models such as the W108/109 and the Pagoda.
Q: What is the top speed of the Mercedes-Benz 600 Grosser?
A: The claimed top speed for the Mercedes-Benz 600 Grosser is 204 kph.
Q: What is it like to drive the Mercedes-Benz 600 Grosser?
A: Despite its immense size and weight, the 600 Grosser handles well on the road. The power steering allows the large steering wheel to be turned with minimal effort, and the car’s weight settles into a planted feel in corners. It also has a transcendent calming effect on its driver.
Q: Why did the Mercedes-Benz 600 Grosser often have velour seats?
A: During its era, velour was seen as a true mark of luxury. Unlike some leathers, it didn’t creak or squeak when passengers shifted their weight. Fabric seats were also prized for being a more pleasant temperature all year round.
Ford SA issues fresh recall: nearly 22 000 vehicles affected
Ford has issued fresh safety recalls for nearly 22 000 vehicles in Southern Africa, including certain versions of the Ranger, EcoSport, Everest and Mustang…
Ford’s latest safety recall campaigns affect nearly 22 000 vehicles in Southern Africa
Certain Ranger, EcoSport, Everest, Mustang and Transit Custom models are affected
Remedies for 2 of the 3 safety recalls are expected to start rolling out in Q3 2025
In late July 2025, Ford Motor Company of Southern Africa issued safety recalls for approximately 5 700 vehicles. Now, the Dearborn-based firm’s local division has announced a fresh recall campaign affecting nearly 22 000 additional units, including certain versions of the Ranger, EcoSport, Everest and Transit Custom.
This latest recall action encompasses 3 distinct issues. The most widespread relates to certain Ranger, Everest and Transit Custom vehicles built between 2021 and 2025. Ford’s local division says it has “identified that in some of the affected vehicles, the infotainment screen may freeze, followed by a black screen and a system reboot”.
Ranger, Everest and Transit Custom recalled
“If this occurs while reversing the vehicle, the rear-view image may be frozen, missing or delayed. A frozen rear-view camera display image while in reverse may create a false representation of where the vehicle is relative to its surroundings, increasing the risk of an accident.”
In total, some 21 736 vehicles in Southern Africa are affected. The majority (20 693 units) were sold in South Africa, though Namibia (657 units), Botswana (363 units) and Swaziland (23 units) are also included in this broader safety campaign.
Most of the units take the form of the Ranger (17 741 units in Southern Africa, including 16 820 units in SA, 579 units in Namibia, 327 units in Botswana and 15 units in Swaziland). The recall campaign also includes 3 317 units of the Everest (3 199 units in SA, 76 units in Namibia, 35 units in Botswana and 7 examples in Swaziland) and 678 units of the Transit Custom (674 in SA, 2 examples in Namibia and a single unit apiece in Botswana and Swaziland).
Ford says it is “working to provide software for this repair”, adding that when the “remedy becomes available, Ford Motor Company will notify the customer via mail to schedule a service appointment with their dealer for repairs to be completed free of charge”. The remedy is “anticipated to be available” in the 3rd quarter of 2025.
Smaller recall involves Mustang and EcoSport, too
Separately, the Blue Oval brand is in the process of recalling certain Mustang, EcoSport, Ranger and Everest vehicles built between 2018 and 2023. Just 33 units are affected in South Africa (30 units of the previous-generation Mustang, along with a single unit of each of the EcoSport, Ranger and Everest).
The company says it has “identified that in the affected vehicles, repeated short ignition cycles (time between key on and key off) may, over time, result in an error in the SYNC [infotainment] system that could result in system instability and/or a failure to maintain certain settings between ignition cycles”.
“This may result in an intermittent blank image while in reverse or rear-view image remaining on display after reverse driving has ended. A frozen rear-view camera display image while in reverse may create a false representation of where the vehicle is relative to its surroundings, increasing the risk of an accident,” the company explains.
As with the campaign above, Ford says it is currently “working to provide a software update in order to repair the concern”. The software update is likewise “anticipated to be available” in the 3rd quarter of 2025.
8 units of 2025 Ranger separately recalled
Finally, the automaker has issued a safety recall for just 8 units of the 2025 Ranger. In the affected vehicles, Ford says the transmission main valve body’s internal dimensions “do not meet the engineering print specifications, and the driver may experience no reverse motion when the vehicle is in reverse gear”.
“When the vehicle’s gear selector is in reverse or neutral position, the vehicle may move forward. When this occurs, the Malfunction Indicator Light (MIL) and ‘wrench’ light will illuminate on the instrument cluster in the vehicle. Unexpected vehicle motion can increase the risk of an accident,” the company says.
According to Ford, it is still “working to provide parts in order to repair the units”. When these components become available, the customer will be asked to schedule a service appointment for repairs (again, to be completed “free of charge”). Ford says it expects the parts to be available “by October 2025”.
The Blue Oval brand furthermore suggests customers check if their vehicle is affected (by these or any other recalls), by entering their VIN at the following link: www.ford.co.za/owner/recalls/. They are also encouraged to call Ford’s “Customer Relationship Resolution Centre” on 0860 011 022 (or +2712 843 5824, in the case of international callers) or email them on [email protected] should they have any queries.
Frequently Asked Questions
Q: Which Ford vehicles are affected by the latest recall in Southern Africa?
A: The latest recall affects nearly 22 000 vehicles in Southern Africa, including certain versions of the Ford Ranger, EcoSport, Everest, Mustang and Transit Custom.
Q: What are the main issues identified in the recall campaign?
A: The campaign addresses 3 issues: a widespread infotainment-screen freeze that affects the rear-view camera, an intermittent blank display due to repeated short ignition cycles and a transmission issue in a small number of 2025 Ranger models.
Q: When will the fixes for the recalled vehicles be available?
A: Ford anticipates that the software updates for the infotainment issues will be available in the third quarter of 2025. The parts required to fix the transmission issue are expected by October 2025.
Japanese carmakers have produced some of the world’s greatest driver’s cars, so selecting the top 10 sportscars to emerge from the Land of the Rising Sun is no easy task, but we’ve given it a go anyway. Do you agree with our shortlist?
1. 1st-gen Mazda MX-5 (NA)
When the original MX-5 (Miata) arrived in the late ’80s, it took the world by storm. Here was a compact, no frills, rear-wheel-drive roadster in the tradition of the best British sportscars of the ’60s, but with all the reliability that Japanese cars and, indeed, sportscars were famous for.
Its recipe was simple – lightweight, 50/50 weight distribution and a focus on driving purity. Suffice it to say, the Mazda MX-5 quickly became the fastest-selling sportscar in the world and the current, 4th-gen (ND) model, which was launched in 2015, famously won the World Car of the Year title in 2016.
Regarded by many as Japan’s first serious attempt at a sportscar, the 2000GT was an important image builder for the Aichi-based automotive giant in the mid- to late-60s. At the time, Japanese cars were respected for their reliability, but not for their flair or performance.
Toyota aimed to shatter those perceptions with the 2000GT, and it garnered critical acclaim, with some scribes likening it to the Porsche 911. It was, however, very pricey at the time, so commercial success eluded it, even if a 1-off roadster version appeared in the 1967 Bond movie You Only Live Twice.
These days, however, it’s one of the most collectable Japanese cars, let alone sportscars.
In many ways, the LFA is to Lexus what the 2000GT was to Toyota. Also built in conjunction with Yamaha, the LFA was created to change perceptions of the Lexus brand (excellent quality, but a bit… boring).
It certainly was unlike any Lexus before, with a screaming 412 kW 4.8-litre V10 engine underneath its long bonnet, and thrilling dynamics to match its power (the peak of which was developed at a heady 8 700 rpm). It was, like the 2000GT, one of the most expensive Japanese cars ever produced.
If ever there was a vehicle that epitomised “the Subaru generation” with their obsession with blue paint, yellow livery and gold wheels, it’s the rare 22B. When the 22B came to market as a road-legal rally car, it immediately gained the giant-slayer tag thanks to its incredible performance, which, in 1998, was mental.
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Back in the day, getting from 0 to 100 kph in under 5 seconds was strictly reserved for the likes of Ferrari and Porsche – certainly not for many Japanese sportscars – and yet the 22B was able to trounce them at a fraction of the cost. Throw some corners into the mix, and it would take something truly special to match the Fuji-based firm’s bewinged coupe. Factor in some gravel… and the 22B was untouchable.
Loved by the Gran Turismo generation and with its fame cemented by appearing in the first instalment of the Fast & The Furious series, the 4th-gen Toyota Supra was a serious performance car which also offered significant tuning potential. It’s such a pity the model was never officially sold in South Africa.
Watch Ciro De Siena review the Toyota GR Supra manual:
With a focus on weight-reduction, optimal weight distribution and that 2JZ 3.0-litre inline-6 engine (naturally aspirated, or twin-turbocharged), the Toyota Supra MkIV could run with some of the planet’s most exotic machinery, but cost a fraction of the price.
Developed to be cheaper, faster and better looking than a Ferrari 348, the Honda NSX had a mid-engined naturally aspirated (3.0- and later, 3.2-litre) V6 and a cockpit inspired by the F-16 fighter jet. It was the first production car to have a fully electric power steering system and an all-aluminium body.
Then there’s THAT video of Ayrton Senna hustling it around Suzuka, showing us that when driven properly, the NSX was a tool for going very, very fast. The Honda NSX’s production spanned from 1990 to 2005, and our personal favourite, the NSX-R, has become a collector’s item among enthusiasts.
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If you don’t think hitting the redline of a naturally aspirated engine at an ear-piercing 9 000 rpm is cool, well, then you’re not cool. The S2000, produced in 1999 as a 2000 model to celebrate Honda’s 50th anniversary, is a highly sought-after, rear-wheel drive roadster that delivers ample driving thrills (and the 1st-gen model was particularly prone to snap oversteer).
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Equipped with a high-revving, naturally aspirated 2.0-litre engine producing 179 kW and 208 Nm of torque, the S2000 made use of a snappy 6-speed manual ‘box to showcase its talents. The high-revving S2000, at the time, delivered the most kW per litre in the world for a naturally aspirated road car.
The first Nissan Skyline GT-R was introduced as long ago as 1969, but it wasn’t until the launch of the R32 version of the GT-R a couple of decades later that the legend of Godzilla began to gain any traction around the world. Of all the iterations, however, the GF-BNR34 (R34) has become somewhat of a unicorn – particularly among those who enjoy a bit of tyre-smoking drift action.
The R34 is special because it comes from an analogue era where a manual gearbox and 3-pedal dancing trumped double-clutch efficiency in the sportscar world. Of all the variants, the V-Spec N1 homologation special sits atop the R34 food chain. It was sold without air conditioning, audio equipment and other amenities and limited to just 38 units worldwide – it’s perhaps the holy grail of Japanese sportscars.
The sexy Japanese coupe was introduced late in 1969 as a 1970 model, featured glamorous styling and a 2.0-litre inline-6. It proved popular all over the world, particularly as it was significantly more affordable than rival sportscars. It was eventually replaced (and grew fatter each time) by the 260Z and then the 280Z, followed by the 300ZX in the ’80s and ’90s (with turbocharging), the re-imagined 350Z in the early 2000s, and ultimately the 370Z – the final iteration of Nissan’s Z-car that was sold in Mzansi.
The rotary-powered Mazda RX7 has remained part of car enthusiasts’ collective unconscious by virtue of its unique Wankel engine. A rotary engine has no pistons but owes its rotating motion to the process of pressure conversion, and the final (FD) generation boasted twin sequential turbocharging.
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With 206 kW and rear-wheel drive, the RX-7 was a joy to drive. It won numerous motorsport events too, notably the 1991 Spa 24-Hour race. There was even a rally version! It was popular among the tuners, and once you’d mastered the intricacies of the Wankel engine, it was near unbeatable.
Veilside RX-7 Built in SA! Highly customised, big-turbo rotary screamer
It even received screen time in the Fast and the Furious franchise, as Vin Diesel’s pride and joy in the first instalment. A 2nd RX-7 featured in Tokyo Drift, with an outrageous Veilside body kit. As for reliability, well, there’s a reason why so few of these screaming Japanese sportscars are around these days…
The facelifted Jeep Gladiator has finally touched down in South Africa, again powered by a naturally aspirated V6 petrol engine. Here’s what this updated bakkie costs…
Jeep finally releases Gladiator facelift in South Africa
Naturally aspirated 3.6-litre V6 petrol engine retained
Refreshed Gladiator priced from R1 399 900 in Mzansi
Almost 2 years after being revealed in North America, the facelifted Jeep Gladiator double-cab bakkie has finally touched down in South Africa.
Unlike the Wrangler (which switched to a turbocharged 2.0-litre, 4-cylinder petrol engine at its mid-cycle update), the refreshed Gladiator – again marketed locally exclusively in Rubicon form – sticks with the American brand’s naturally aspirated 3.6-litre V6 petrol engine.
The Pentastar 3.6-liter V-6 available in the Jeep® Gladiator.
As before, this “Pentastar” motor sends 209 kW and 347 Nm to all 4 wheels via an 8-speed automatic transmission as standard. The off-roading bakkie’s claimed combined fuel consumption is listed as 12.3 L/100 km.
So, what does the facelifted bakkie cost in Mzansi? Well, according to the eagle-eyed folks over at vehicle-information specialists duoporta.com, the refreshed Gladiator 3.6 Rubicon is priced from R1 399 900 (confirmed with a visit to Jeep SA’s website).
For the record, that makes it R14 526 more expensive than the pre-facelift version and means the Gladiator remains one of the most expensive double-cab bakkies on the local market. In fact, only the Ineos Grenadier Quartermaster range is pricier.
Unwrapped at the 2023 North American International Auto Show in Detroit, the refreshed double-cab bakkie gains “greater capability, advanced technology and more refinement”, according to the automaker.
The styling tweaks are subtle. For instance, the slimmer 7-slot grille scores an updated look featuring black textured slots, “neutral grey metallic” bezels and a body-colour surround. There’s also a new “trail-ready stealth antenna” integrated into the front windshield (replacing the previous steel mast item), along with fresh alloy-wheel designs. It seems the SA-spec version gains updates in the cabin, too, including the introduction of a new 12.3-inch touchscreen, powered-and-heated leather front seats and 2 extra airbags (for a total of 6).
The pre-facelift model was revealed in November 2018 but arrived in South Africa only in June 2022. In 2024, Stellantis South Africa registered 67 units of the Gladiator locally, with a further 36 examples sold in SA over the opening 7 months of 2025.
How much does the facelifted Jeep Gladiator cost in SA?
DERIVATIVE
PRICE
Jeep Gladiator 3.6 Rubicon Double Cab
R1 399 900
The price above includes a 5-year/100 000 km warranty and a service plan with the same parameters (rather than the previously offered 3-year/100 000 km maintenance plan).
Q: What engine powers the facelifted Jeep Gladiator in South Africa?
A: The facelifted model, marketed exclusively in Rubicon form in South Africa, is powered by a naturally aspirated 3.6-litre V6 Pentastar petrol engine. It delivers 209 kW of power and 347 Nm of torque, which is sent to all 4 wheels via an 8-speed automatic transmission.
Q: How much does the facelifted Jeep Gladiator cost in South Africa?
A: The refreshed Gladiator 3.6 Rubicon Double Cab is priced from R1 399 900.
Q: What are the key updates on the refreshed Jeep Gladiator?
A: The facelifted Jeep Gladiator features subtle styling tweaks, including a slimmer 7-slot grille and a new trail-ready stealth antenna integrated into the front windshield. The interior has also been updated with a new 12.3-inch touchscreen display.
Fuel Price Drop in South Africa for September 2025
Motorists in South Africa are likely to pay less for petrol and diesel in September 2025 if the unaudited mid-month fuel price data released by the Central Energy Fund (CEF) is to be realised. See the forecast below!
Overburdened consumers in South Africa will be happy to know that the fuel price for both petrol and diesel is expected to decrease in September 2025 based on mid-month fuel price data released by the Central Energy Fund (CEF).
International oil prices dropped sharply in the first half of August 2025 and the US Dollar-Rand exchange rate showed some resilience during the same period, resulting in a positive outlook.
As of 15 August, the data points to a potential petrol price reduction of 8c/l for Petrol 95 grade and 15c/l for Petrol 93 grade.
As for diesel prices, the decrease is more substantial with Diesel 0.05% showing a potential decrease of 39c/l and Diesel 0.005% with a decrease of 41c/l.
With just under 2 weeks to go until the end of the month, these predictions are likely to change and the final fuel price adjustments will come into effect on Wednesday, 2 September 2025.
Fuel Price Forecast for South Africa – September 2025
Fuel Type
Aug 25 Inland
Aug 25 Coast
Sept 25 Inland*
Sept 25 Coast*
Petrol Unleaded 93
R21.51
R20.72
R21.36
R20.57
Petrol Unleaded 95
R21.59
R20.76
R21.51
R20.68
Diesel 0.05%
R20.00
R19.17
R19.61
R18.78
Diesel 0.005%
R20.04
R19.28
R19.63
R18.87
* September 2025 figures are forecast figures and not official.
The Volkswagen Arteon was available locally for only a short time; was it criminally under-appreciated by South Africans? Let’s take a closer look at this sleekly styled fastback…
Let’s face it: the Volkswagen Arteon was fighting a losing battle from the very moment it hit the market in South Africa. Not only did VW launch this sleekly styled fastback into a segment already in decline, but it came without an Audi, BMW, Mercedes-Benz or other premium badge affixed to its eye-catching snout.
Yes, we’re convinced badge snobbery played a significant role in this striking Volkswagen’s sluggish sales performance, ultimately leading to its premature departure from the local market.
To complicate matters, the Arteon also faced competition from within the VW Group, both from the closely related (and more palatably priced) Passat and the premium-badged Audi A5 Sportback.
That sloping roofline was a key design feature.
While its arresting lines gave us a glimmer of hope that the Arteon might buck the trend and survive, this coupe-inspired sedan – which was, for all intents and purposes, the follow-up to the likewise Passat-based CC and thus positioned as VW’s flagship sedan – failed to last even 2 years in South Africa.
Watch Ciro De Siena’s video review of a 2018 Volkswagen Arteon:
In fact, our calculations suggest that fewer than 430 units were registered in Mzansi, which makes the Arteon an incredibly rare sight on our roads today. For the record, the Wolfsburg-based automaker says just short of 190 000 units were built for global markets.
Production of the fastback body style ended at the German firm’s Emden factory in 2023 (long after its local axing), though the so-called “Shooting Brake” version (which was never offered in South Africa) continued to roll off the line at the Osnabrück plant until early 2025. The nameplate was effectively succeeded by the fully electric Volkswagen ID.7, a model not on the cards for Mzansi.
VW Arteon model line-up in South Africa
R-Line on the left and Elegance on the right.
Previewed by the Sport Coupe Concept GTE of 2015, the production version of the Volkswagen Arteon was officially unveiled at the Geneva International Motor Show in March 2017. South Africa had to wait until May 2018 for VW’s so-called “gran turismo” to make local landfall.
At launch in Mzansi, the Arteon line-up comprised a trio of derivatives, 2 of which were powered by a turbodiesel engine and the 3rd by a turbopetrol motor (with both mills having 4-cylinder configurations and displacing 2.0 litres). The oil-burner employed a 6-speed dual-clutch transmission to drive the front axle, while the petrol unit used a 7-speed dual-clutch gearbox feeding all 4 wheels.
Arteon 2.0 TDI Elegance DSG (130 kW/350 Nm)
Arteon 2.0 TDI R-Line DSG (130 kW/350 Nm)
Arteon 2.0 TSI R-Line 4Motion DSG (206 kW/350 Nm)
The Arteon was axed in SA at some point in the opening half of 2020.
With local sales stuttering, Volkswagen scrapped the TDI derivatives at some point in the 3rd quarter of 2019 (interestingly, soon after confirming the facelifted B8-series Passat would not be coming to South Africa), citing “low customer interest”.
That left the flagship 2.0 TSI R-Line to soldier on as the lone Arteon variant until the nameplate was finally discontinued in Mzansi in the opening half of 2020. While the mid-2020 facelift detailed overseas introduced both the estate body style and a new full-fat “R” flagship, neither would make it to Mzansi.
What are the Volkswagen Arteon’s strengths?
One of VW’s most stylish cars of the modern era?
Stylish exterior design: Though design is admittedly a largely subjective topic, we’d argue the Arteon was easily one of the most stylish offerings of Volkswagen’s modern era. Endowed with a dramatically sloping roofline and a lengthy bonnet (not to mention that particularly distinctive front end), the exterior design was anything but bland.
Well-equipped and spacious: While alternatives from the Teutonic Trio came with notoriously brief lists of standard kit, the Arteon was downright generously equipped. For instance, items such as adaptive dampers, heated front seats and 3-zone climate control were standard across the range.
Plenty of standard kit.
The R-Line grade, meanwhile, added VW’s Active Info Display (a slick digital instrument cluster), the 9.2-inch “Discover Pro Navigation” system (as opposed to the 8-inch “Composition Media” set-up in the Elegance), power adjustment (and a massaging function) for the front seats, ambient interior lighting, adaptive cruise control, a panoramic sunroof and that eye-catching R-Line exterior styling kit.
That said, VW did offer a short list of factory-fitted options for the Arteon, including an uprated Dynaudio sound system and a head-up display. But, overall, this fastback was very well specified as standard, particularly in the case of the R-Line derivatives.
Rear legroom was downright excellent.
At 4 862 mm in length and with a wheelbase of 2 841 mm, the Arteon furthermore offered excellent rear legroom (the German automaker described it as “best in class”) along with a practically shaped luggage compartment affording a cavernous 563 litres of boot space (while housing a full-size spare wheel).
Accomplished long-distance cruiser: Spacious enough to seat 4 adults in comfort, with more than enough room to accommodate their luggage as well, the Arteon made for a highly accomplished tourer. Both the 2.0 TDI and 2.0 TSI powerplants were tractable motors that did their best work out on the open road, while rolling refinement levels were suitably lofty.
Most at home on the open road.
Thanks in part to the multi-link rear suspension arrangement, ride quality was another highlight, though keep in mind that R-Line variants featured sports suspension (that lowered the vehicle by 10 mm) and examples fitted with the optional 20-inch “Rosario” alloy wheels featured a noticeably firmer ride in the sportiest drive modes.
What are the Volkswagen Arteon’s weaknesses?
Out of place on a track.
Relatively dull to drive: Yes, the Arteon was available with Volkswagen’s ubiquitous EA888 engine, tuned to deliver a healthy 206 kW (not far off the Golf 7 R’s 213 kW) and 350 Nm of torque. With power in this derivative sent to all 4 corners, one would be forgiven for assuming it would offer a driving experience similar to that of the (admittedly lighter and more compact) apex Golf.
However, that wasn’t quite the case. Instead, with a firm focus on refinement, the Arteon was certainly brisk and decidedly surefooted but not exactly exciting to drive fast – in short, it seldom encouraged its driver to press on.
R-Line’s front seats were at least supportive.
With its front-wheel-drive-biased MQB underpinnings and Passat running gear, Volkswagen’s swoopy fastback was nowhere near as dynamically gifted as models like the rear-driven BMW 4 Series Gran Coupe (F36).
That said, it displayed a useful turn of speed in 2.0 TSI form, seeing off the obligatory 0-100 kph sprint in a claimed 5.6 seconds (or a somewhat more leisurely 8.7 seconds in the case of the TDI derivatives) and topping out at 250 kph (or 220 kph for the oil-burners).
Could VW have done more with Arteon’s cabin design?
Staid cabin design: The interior design came across as relatively unadventurous, particularly when juxtaposed with the eye-catching exterior styling. While the cabin was ergonomically sound and its perceived build quality pleasingly high – the Arteon felt miles better built than the C-Class of the era, for instance – it was all a bit, well, plain.
In fact, plenty of switchgear was borrowed from the Volkswagen Golf 7.5, which was curious for a model positioned as the brand’s most premium sedan. The Wolfsburg-based brand did attempt to jazz things up a little with a smattering of gloss-black plastic, but these areas simply attracted fingerprints and dust. The analogue clock in the centre of the dashboard, however, was a neat touch.
Recognise any bits from the Golf of the era?
Water-pump housing leak: One of the EA888 engine’s most widely known weaknesses – which we’ve touched on before in other buyer’s guides – was its poor water-pump housing design. The water pump and thermostat (as well as its integrated sensors) were packaged inside a plastic housing, which was prone to early failure.
As with models such as the Golf 7 GTI and R, this might initially have presented as a minor coolant leak, before developing into a more substantial problem – and, if left unchecked, eventually leading to the engine overheating.
The full-fat Arteon R didn’t ever make it to SA.
No Arteon R for South Africa: Since the Arteon R was unveiled only at the nameplate’s mid-cycle update, this high-performance version of VW’s sleekly styled fastback unfortunately remained forbidden fruit for South Africa.
So, what did we miss out on? Well, the German automaker massaged its familiar turbocharged 2.0-litre petrol engine to generate 235 kW, delivered to all 4 wheels with the added benefit of “R-Performance” torque vectoring. The result was a 0-100 kph sprint in a listed 4.9 seconds and a top speed of 250 kph, though the latter figure could be optionally raised to 270 kph.
How much is a used VW Arteon in SA?
Used examples are few and far between.
In South Africa, the Arteon shipped standard with a 3-year/120 000 km warranty and a 5-year/100 000 km service plan (with intervals of 15 000 km). VW furthermore offered optional service-plan extensions all the way up to 10 years or 300 000 km, as well as full maintenance plans.
At the time of writing, we found just 8 examples of the Arteon listed on Cars.co.za, illustrating this model’s scarcity in Mzansi. The TSI engine accounted for 5 of those listings, with the TDI motor representing the remaining 3. All were from the 2019 model year, and all but 1 example featured the R-Line trim.
Elegance derivatives seem particularly rare in SA.
Indicated odometer readings ranged from approximately 84 000 km to 195 000 km, with the latter achieved by a TSI derivative. Unsurprisingly, that high-mileage example was also the cheapest Arteon listing we discovered, priced at R339 950.
Considering this model’s truncated stay on the local market – and indeed the concomitant lack of used stock – it’s no surprise that its pricing bracket is relatively narrow, with the most expensive unit we could find coming in at R499 900.
Which Volkswagen Arteon variant should I buy?
We’d pick the TDI over the TSI… just.
So, which Volkswagen Arteon was the pick of the bunch? Well, given the satisfying mix of grunt and efficiency offered by the turbodiesel engine, we’d narrowly recommend it over its petrol-engined and 4Motion-equipped sibling. There’s ample oomph, plus the distinct benefit of saving cash at the pumps.
In addition, the TDI was available in both Elegance and R-Line guise, meaning buyers can opt for either the slightly more forgiving ride of the former (on 18-inch alloys with higher-profile tyres) or the decidedly loftier equipment levels of the latter, depending on their preferences.
Is the VW Arteon a worthwhile used purchase?
R-Line had all the kit you’d likely need.
Based on its fastback styling, the Volkswagen Arteon‘s direct rivals were the F5-series Audi A5 Sportback and BMW 4 Series Gran Coupe (F36). However, it also had to contend with traditional sedans such as the B9-series Audi A4, the G20-series BMW 3 Series and the W205-series Mercedes-Benz C-Class, not to mention its B8-series VW Passat sibling.
Other fringe players in this space included the Jaguar XE and Alfa Romeo Giulia – sedans that sported above-average dynamic abilities but were largely under-appreciated in Mzansi – while the seldom-spotted rear-driven Kia Stinger might also have been considered an interesting Arteon rival (though remains an even more uncommon sight on South African roads).
Most rivals were likewise from German brands.
Locally, VW was likely hoping the country’s legions of Golf GTI and Golf R owners would eventually migrate to the Arteon in search of something a little more sophisticated. However, the Arteon wasn’t around long enough to see that happen. In addition, with buyer preferences by that point already skewed heavily towards crossovers, we’d guess many simply opted for a Tiguan instead.
So, in a way, the highly competent Arteon arrived at just the wrong time. But, as we pointed out at the very beginning of this buyer’s guide, so-called “badge snobbery” unquestionably played a central role in its early local demise, too.
A tempting alternative to the usual suspects? We think so.
Highly regarded and widely acclaimed, but seemingly lacking appeal to those who actually buy premium vehicles, the Volkswagen Arteon nevertheless represents an exceedingly compelling 2nd-hand alternative to the usual suspects. Now, if only there were more on the used market…
Q: When was the Volkswagen Arteon available in South Africa?
A: The Volkswagen Arteon was available in South Africa from May 2018 until the first half of 2020.
Q: What were the engine options for the Arteon in South Africa?
A: The Arteon was offered with a 2.0-litre turbodiesel (TDI) engine producing 130 kW and 350 Nm, and a 2.0-litre turbopetrol (TSI) engine producing 206 kW and 350 Nm.
Q: What was the boot space of the Volkswagen Arteon?
A: The Volkswagen Arteon had a luggage compartment with 563 litres of boot space, and it housed a full-size spare wheel.
Q: Why was the Arteon discontinued in South Africa?
A: The Arteon was likely discontinued in South Africa due to sluggish sales performance, perhaps owing to “badge snobbery” and competition from within the VW Group, as well as a declining market segment for such vehicles.
Toyota Hilux Legend 55 (2025) Price & Specs
The Toyota Hilux Legend 55 has hit the market in SA, offered in both extended- and double-cab guise (though not in widebody form). Here’s pricing for this special-edition bakkie…
Legend 55 has officially joined Hilux range
4 derivatives offered across 2 body styles
R26 500 premium over standard Legend
Waiting patiently for the Toyota Hilux Legend 55 to arrive? Well, it’s finally here. Yes, this special-edition bakkie has officially hit the market in South Africa, offered in both extended- and double-cab form. Interestingly, however, it seems the widebody configuration has been ditched.
As a reminder, the locally built Hilux Legend 55 – which was conceived to celebrate 55 years of the Hilux nameplate in South Africa, so technically arrives a year late – was first displayed in widebody prototype form at the Japanese firm’s 2025 State of the Motor Industry (SOMI) address at Kyalami back in January.
What engine powers the Hilux Legend 55?
A look at the profile of the Legend 55.
Toyota SA Motors offers the new Hilux Legend 55 in both 4×2 and 4×4 guise, and in both the extended- and double-cab body styles. Power comes from the automaker’s familiar 2.8-litre, 4-cylinder turbodiesel engine, which delivers the standard 150 kW and 500 Nm via a 6-speed automatic transmission.
Despite an earlier promise of “performance enhancements”, that means the Legend 55 misses out on the higher-output version of this oil-burning motor, which generates 165 kW and 550 Nm in the widebody Hilux GR-Sport (and indeed in the flagship Fortuner GR-Sport). It thus also forgoes the 48V mild-hybrid system fitted to certain Raider and Legend derivatives.
What do the Legend 55 derivatives cost in SA?
Note the branded sportsbar.
So, what do these new special-edition variants cost? Well, the Hilux 2.8GD-6 Xtra Cab 4×2 6AT Legend 55 is priced from R728 300, while the Hilux 2.8GD-6 Xtra Cab 4×4 6AT Legend 55 kicks off at R813 700.
Meanwhile, the Hilux 2.8GD-6 Double Cab 4×2 6AT Legend 55 is priced from R885 700, with the Hilux 2.8GD-6 Double Cab 4×4 6AT Legend 55 coming in at R935 900. Predictably, the Legend 55 grade thus slots in above the standard Legend trim level (at a premium of R26 500 in each case).
What sets the Hilux Legend 55 apart?
Standard Legend at the top and new Legend 55 at the bottom.
So, what sets the 55-badged newcomer apart from the standard Legend? Well, though the prototype displayed at SOMI boasted a widebody configuration and so-called “wide-tread suspension”, it seems the production version sticks with the regular body.
But there is a sportsbar, an underbody bashplate, a towbar, a lockable roller shutter and rubberising for the loadbin. In addition, it appears to borrow its 2-tone 18-inch alloy wheels from the Fortuner, while a new “Dark Green Mica Metallic” paint colour is available (and “Sand Beige” makes a return to the colour palette).
Underbody protection.
Look closely and you’ll furthermore spot “Legend 55” badges on the front doors (replacing the “2.8 GD6” badges that featured on the prototype displayed in January) and tailgate, with this branding repeated on the sportsbar, the scuff plates and the front-seat head rests. Meanwhile, courtesy lights display the “Legend 55” graphic on the ground upon unlocking, while the centre console gains a “55th Anniversary” plaque.
What’s the history of the Legend badge in SA?
The Legend badge stretches back to 2004.
The Legend 55 launches as the 5th limited-edition model in this SA-specific quinquennial tradition. Every 5 years since the Legend 35 was released back in 2004, Toyota SA Motors has celebrated the Hilux’s heritage with some sort of special Legend model (before the Legend trim became a permanent fixture in 2020).
For whatever reason, the Legend 55 is about a year late to its own party, with the Legend 50 having hit the market in July 2019 (and the count starting from the Hilux’s local inception way back in 1969).
Sand Beige (top) makes a return, while the Legend 55 will also available in the new Dark Green Mica Metallic hue (bottom).
The Hilux hit the market in South Africa back in 1969, just a year after debuting overseas. Toyota released the first limited-edition Legend – the appropriately named Legend 35 – in 2004, followed by the Legend 40 in 2009 and the Legend 45 in 2014. The latter model was “extremely well received by the market”, according to Toyota SA Motors. Then, in 2019, the Legend 50 arrived to mark half a century of the Hilux in SA.
The Legend 50 turned out to be what Toyota SA Motors in early 2021 described as a “massive success”, to the point that dealers are said to have ran out of stock for a couple of weeks. In short, the Prospecton plant in KwaZulu-Natal simply couldn’t churn them out fast enough.
This special graphic is projected onto the ground upon unlocking and opening the door.
With a new-generation Hilux seemingly not too far away, the Legend 55 will likely serve as a swansong for the 8th-generation version of the strong-selling bakkie. With 16 526 units sold in the opening half of this year, the Prospecton-built stalwart is well on track to remain Mzansi’s best-selling bakkie – and indeed the country’s top-selling vehicle overall – in 2025, a title it has held for more than 50 straight years.
How much is the Toyota Hilux Legend 55 in SA?
DERIVATIVE
PRICE
Toyota Hilux 2.8GD-6 Xtra Cab 4×2 6AT Legend 55
R728 300
Toyota Hilux 2.8GD-6 Xtra Cab 4×4 6AT Legend 55
R813 700
Toyota Hilux 2.8GD-6 Double Cab 4×2 6AT Legend 55
R885 700
Toyota Hilux 2.8GD-6 Double Cab 4×4 6AT Legend 55
R935 900
The prices above include Toyota’s 3-year/100 000 km warranty and a 9-service/90 000 km service plan.
A: The Toyota Hilux Legend 55 is powered by Toyota’s familiar 2.8-litre, 4-cylinder turbodiesel engine. This engine delivers 150 kW of power and 500 Nm of torque, paired with a 6-speed automatic transmission. It’s available in both 4×2 and 4×4 configurations.
Q: How much does the Toyota Hilux Legend 55 cost in South Africa?
A: The Legend 55 is priced from R728 300 to R935 900. These prices include Toyota’s 3-year/100 000 km warranty and a 9-service/90 000 km service plan.
Q: What distinctive features set the Toyota Hilux Legend 55 apart from other models?
A: The Toyota Hilux Legend 55 is distinguished by several unique features, including a model-specific styling kit, a revised sportsbar, an underbody bashplate, a towbar, a lockable roller shutter and rubberising for the loadbin. Furthermore, it sports 2-tone 18-inch alloy wheels, “Legend 55” badges on the front doors and tailgate, branding on the sportsbar, scuff plates and front-seat headrests. Courtesy lights display the “Legend 55” graphic and the centre console features a “55th anniversary” plaque.
Mahindra ‘Vision’ concepts revealed: 3 SUVs and a half-bakkie
Mahindra has revealed a quartet of “Vision” concept vehicles in India, including 3 SUVs and something of a half-bakkie. Here’s what we know so far…
Mahindra has unwrapped as many as 4 new concept vehicles
A coupé-style crossover, 2 boxy SUVs and a half-bakkie, half-SUV
All 4 ride on Mahindra’s new “NU_IQ” modular unibody platform
Indian automaker Mahindra has whipped the wraps off a quartet of “Vision” concept vehicles in Mumbai, including 3 SUVs and a model that appears to be half SUV, half bakkie.
While official details are still thin on the ground, we do know these concept vehicles – revealed on India’s Independence Day – all ride on Mahindra’s new “NU_IQ” unibody modular platform.
The boxy Vision.S concept.
The brand describes this architecture as “multi-energy”, suggesting both internal combustion and electrified powertrains are on the cards, and hints that it will play mostly in the “global C-segment”. According to the brand, the concepts “will go into production starting 2027”.
Based on dimensions listed during Mahindra’s livestream presentation, the vehicles on this platform will all measure between 3 990 mm and 4 320 mm long, with both front- and all-wheel-drive configurations planned.
The Vision.SXT concept appears half SUV, half bakkie.
According to the automaker, the show cars are the combined work of the Mahindra Advanced Design Europe (MADE) studio in the United Kingdom and the “recently inaugurated” Mahindra India Design Studio (MIDS).
Mahindra Vision.S concept
Though no technical details have yet been released, the Vision.S concept initially struck us as a Jimny rival, though it’s likely a fair bit larger (and, based on the “S” in its name, will form part of the Scorpio series). It features a boxy design, chunky cladding along its flanks and a bold lighting signature that extends into the grille. There’s also a Defender-style storage box on one side, a roof ladder on the other and a spare wheel mounted on the tailgate.
Mahindra Vision.X concept
Based on the images alone, we’d speculate that the Vision.X concept could preview a coupé-style addition to Mahindra’s XUV line-up (which currently includes the XUV 3XO). The windscreen appears sharply raked, while the rear end features a full-width light bar. Up front, this show car is defined by its stacked lighting signature and closed-off upper grille (the latter perhaps suggesting a full electric powertrain).
Mahindra Vision.T and Vision.SXT concepts
The Indian automaker has grouped these 2 concepts together, since they appear closely related. The Vision.T show car (in silver) looks like an updated take on the Thar.e concept revealed back in 2023. Meanwhile, the Vision.SXT concept scores not only a different grille design but also a small load-bay, with the latter effectively transforming it a half-SUV, half-bakkie mash-up.
Chery Tiggo 7 PHEV review: Is this the BEST Value Plug-in Hybrid?
Join David Taylor for an in-depth review of South Africa’s most affordable plug-in hybrid family car, the Chery Tiggo 7 PHEV! He takes a comprehensive look at the vehicle’s features, performance, running costs and ownership proposition.
David starts by focusing on the core tech of the Chery Tiggo 7 PHEV: its petrol-electric power unit, which combines a 1.5-litre 4-cylinder turbopetrol engine with an electric motor and an 18.3 kWh hybrid battery.
He puts the Chery’s powertrain to the test, demonstrating how its peak combined outputs (265 kW, 530 Nm of torque), and claimed 93 km of all-electric range perform in everyday driving conditions. He also assesses the vehicle’s responsiveness in city and open-road scenarios and overall driving feel.
While outright speed is not the primary concern for a family SUV, the 0-100 kph test is still informative, because it provides a tangible measure of how effectively the hybrid setup provides the seamless power delivery required for executing safe overtaking manoeuvres and confidently merging with highway traffic.
Premium interior defies Tiggo 7 PHEV price position
The Tiggo 7 PHEV’s cabin is a modern, feature-rich environment with soft-touch materials and synthetic leather upholstery that challenges what one might expect in this price bracket. It provides front occupants with heated and ventilated seats, dual-zone climate control, a panoramic sunroof, a wireless phone charger in the centre console, a novel fragrance dispenser, and generous storage for small items.
The striking dual-screen cockpit is a major highlight of the Tiggo 7 PHEV; David explores the functionality and user-friendliness of the infotainment system and the digital instrument cluster.
He also takes a close look at the car’s ergonomics, including the haptic controls on the steering wheel and the touch-sensitive panel for climate control.
Impressive practicality for a PHEV
Beyond the premium feel, the Tiggo 7 PHEV also offers significant practicality. There’s generous rear legroom (even David, who is 1.89 metres tall, can fit behind the driver’s seat when it’s set to his driving position) and amenities, including dedicated ventilation outlets and recharging options via a USB port.
Furthermore, a visual assessment of the load bay reveals its true strength. The Tiggo 7 PHEV is claimed to offer 626 litres of cargo space, which expands to 1 672 litres with the 60/40-split rear seats folded.
David highlights the convenience of the electric tailgate and points out a detail often overlooked in hybrids: the inclusion of a full-size spare wheel, a significant bonus for South African drivers.
Examining Cost of Ownership
The Tiggo 7 PHEV’s cost of ownership and efficiency are key selling points. Our test team examined the real-world performance of the test unit and concluded that it could probably handle most daily commutes without using any petrol at all. This pure-EV capability is a central theme, as the discussion highlights how consistent charging could significantly reduce a driver’s fuel bill over the course of a year.
For those new to plug-in hybrids, the review provides crucial details on the charging process. It explains the flexible options available: for home charging, a full recharge from a standard AC outlet takes between 4 and 8 hours, making it easy to plug in overnight.
For faster charging on the go, the Tiggo 7 PHEV supports DC fast charging, which can replenish the battery from 30% to 80% in just 19 minutes. This provides clear information that helps to ease any potential range anxiety and simplifies the ownership experience.
How much is the Chery Tiggo 7 CHS PHEV in South Africa?
Chery Tiggo 7 1.5T CSH PHEV Plus
R619 900
Chery Tiggo 7 1.5T CSH PHEV Ultra
R679 900
*introductory launch price of R599 900 valid for 3 months (until October 2025)
The prices above include Chery’s 5-year/150 000 km warranty, a 10-year/unlimited kilometre battery warranty (limited to the 1st owner) and a 5-year/60 000 km service plan.
David concludes the review by contextualising the Chery Tiggo 7 PHEV within the broader South African market. The pricing and warranty of the model are discussed in detail and compared with those of its cousin, the Jaecoo J7 1.5T SHS PHEV. This review provides a well-reasoned argument on why this Chery represents incredible value for money, considering its blend of technology, performance, and practicality.
Q: What are the starting prices for the Chery Tiggo 7 PHEV in South Africa?
A: The Chery Tiggo 7 PHEV starts at R599,900 for the Plus model, while the Ultra model is priced at R679,900.
Q: What are the engine specifications and power output of the Chery Tiggo 7 PHEV?
A: The Tiggo 7 PHEV is powered by a 1.5-litre turbo-petrol engine combined with dual electric motors, producing a total system output of 265 kW and 530 Nm of torque.
Q: How long does it take to charge the Chery Tiggo 7 PHEV?
A: Using a DC fast charger, the battery can be charged from 30% to 80% in as little as 19 minutes. A full recharge on a standard AC home charger takes between 3 and 8 hours.
Q: What is the boot space of the Chery Tiggo 7 PHEV?
A: The boot space of the Chery Tiggo 7 PHEV is 626 litres, which can be expanded to 1,672 litres with the rear seats folded down.
