Hyundai Creta (2017-2020) Buyer’s Guide

In the market for a staid but sturdy compact family car? Here’s why you might want to consider a used version of the 1st-gen Hyundai Creta, as well as a few negatives to keep in mind…

Whereas models such as the Ford EcoSport and 1st-gen Renault Duster helped to entrench the compact family car segment in South Africa more than a decade ago, Hyundai Automotive South Africa endured a significant gap in its crossover portfolio for several years, leaving the small crossover spoils to its rivals. It must have been a trifle frustrating for the South Korean firm’s local distributor, particularly once a seemingly ideal candidate – the Hyundai Creta – became available in certain other markets.

The original Creta (which wore the ix25 badge in China) hit the world stage in 2014, positioned as a sub-Tucson crossover designed specifically for emerging markets such as India, Brazil and Russia. However, South Africa had to wait a further 3 years for the Chennai-built model to saunter into local dealerships.

First-generation Hyundai Creta — *South Africa faced a lengthy wait for the original Creta.*

But when it finally did arrive, it became an overnight success, perhaps even surprising Hyundai Automotive SA (originally, the company predicted that the 1st-gen Creta would merely help to grow its market share “through incremental sales”). Despite its local lifecycle lasting for not even 4 years, the GS-series Creta garnered 14 811 registrations in Mzansi, making it 1 of the segment’s most popular options.

This compact family car was named after the Greek island of Crete, in line with Hyundai’s strategy of christening its crossovers in honour of well-known places (think Tucson, Santa Fe and Kona). However, it wore the “Cantus” badge in the Dominican Republic, where “creta” is said to be a, well, rude slang word.

Hyundai Creta rear — *The 1st-gen Creta was on the market in South Africa for under 4 years.*

Another fun fact: though the original Creta and initial examples of the 2nd-gen model sold in South Africa were sourced from India, the SU2 version currently on the market in Mzansi is imported from Indonesia.

Hyundai Creta model line-up in South Africa

In April 2014, Hyundai whipped the wraps off the ix25 Concept at the Beijing International Automotive Exhibition (motor show). The production version hit the market in China a few short months later, while the Indian-spec version started to roll off the South Korean brand’s Chennai assembly line in 2015.

Hyundai Creta cabin — *At launch in Mzansi, the range comprised a trio of derivatives sharing a trim level.*

The Creta was finally launched in South Africa in February 2017. Although the local line-up featured just a single trim level, buyers could choose between a naturally aspirated petrol engine (codenamed G4FG – from the Gamma family), paired with either a 6-speed manual gearbox or a 6-speed automatic transmission, or a turbodiesel motor, mated with the latter. All 3 derivatives were front-wheel drive.

Creta 1.6 MPI Executive 6MT (90 kW/150 Nm)
Creta 1.6 MPI Executive 6AT (90 kW/150 Nm)
Creta 1.6 CRDi Executive 6AT (94 kW/260 Nm)

The Creta’s belated arrival meant South Africa didn’t have to wait long for the facelifted version to touch down. In August 2018, the refreshed model hit the local market, sporting the latest version of Hyundai’s signature “cascading” grille, a redesigned front bumper (now with silver-painted sections), updated front foglamps (framed by LED daytime running lights) and a set of lower-profile roof rails.

Hyundai Creta pre-facelift versus facelift — *Pre-facelift model is on the left, with the refreshed version on the right.*

Round back, the midcycle update included a tweaked taillamp design, the repositioning of the bumper’s reflectors and a chunkier faux skidplate. A new alloy-wheel design completed the overhaul, while no substantial changes were made to the cabin. The powertrain line-up was also carried over unaltered.

In May 2019, Hyundai Automotive SA released 500 units of a new Limited Edition specification, which was available for any of the 3 derivatives. Offered exclusively in Polar White exterior paint with a black roof, these variants featured a “Limited Edition” badge on the tailgate.

Hyundai Creta Limited Edition — *Just 500 examples of the aptly named Limited Edition were available.*

The Limited Edition units furthermore scored 2-tone 17-inch rims, black-and-red leatherette upholstery (as opposed to the standard black-and-grey colour scheme), subtle red trim on the dashboard and an upgraded infotainment system, complete with Apple CarPlay and Android Auto.

About 18 months later (in December 2020), the 2nd-gen Creta made local landfall, featuring a far more divisive exterior design than its comparatively staid predecessor, along with a trio of new engines and as many as 4 transmission choices. And so ended the 1st-gen Creta’s local run.

What are the Hyundai Creta’s strengths?

*The cabin was functional and solidly screwed together.*

Cabin simplicity and durability: Though the 1st-gen Creta’s cabin featured a smattering of hard plastics, everything felt solidly screwed together, lending the interior a real sense of durability. In line with this 5-seater small crossover’s restrained exterior styling, the cabin’s design wasn’t especially exciting, but it was certainly ergonomically sound. There was generous space on offer, with rear passengers enjoying plenty of legroom; the load bay, in turn, was said to be capable of swallowing a claimed 402 litres.

Option of a turbodiesel engine: Only a handful of contenders in this market segment were available with turbodiesel power, with most models offered exclusively in petrol guise. Although the 1.6 CRDi was the priciest of the 3 Creta derivatives, it rewarded its owner with handy levels of twisting force (peak torque of 260 Nm arrived at 2 750 rpm) and the potential for wallet-friendly fuel economy.

*The turbodiesel engine could return impressive fuel-economy figures.*

Indeed, despite Hyundai’s combined-cycle fuel-economy claim of 7.4 L/100 km, it was entirely possible to achieve a real-world figure in the mid-6 range without much effort. However, keep in mind that this long-in-the-tooth engine – which conformed only to “ancient” Euro 2 emissions standards – wasn’t the most refined powerplant, particularly when cold (when the typical diesel clatter was at its most obvious).

Well-resolved ride quality: Sporting conventional MacPherson struts up front and a torsion-beam suspension setup at the rear, the Creta delivered a particularly well-resolved ride quality. The plump tyres – all derivatives rode on 205/65 R16 rubber – certainly added to the feeling of pliancy.

High-profile tyres added to the already well-cushioned ride.

In addition, the 190 mm of ground clearance allowed drivers of this compact family car to confidently tackle gravel roads. Furthermore, despite featuring a loftier ride height than the Tucson of the era, the original Creta felt stable through sweeping corners, exhibiting generally predictable road manners.

What are the Hyundai Creta’s weaknesses?

Iffy infotainment system: Unfortunately, the 8.0-inch colour touchscreen positioned in the centre of the 1st-gen Creta’s fascia felt decidedly “aftermarket”. Indeed, it wasn’t up to the standards of the infotainment system available in European-built Hyundai models and, though crammed full of weird and wonderful features, was often frustratingly slow to respond to inputs.

Hyundai Creta infotainment system — *The infotainment system was “quirky” at best.*

In addition, the glossy screen was downright impossible to read in bright sunlight, while owners of early models reported various system glitches (though this was usually solved with a software update at the dealer). Finally, we’ve heard of – and indeed experienced – the occasional loss of video signal from the standard reverse-view camera.

Some missing features: Though the single trim level included several useful features (such as height-adjustable front seats, leatherette upholstery, rear parking sensors, static bending headlamps and air-con vents for the rear passengers), it was also missing a few key items. For example, the steering column lacked reach adjustment, which made it tricky for taller drivers to dial in the perfect seating position.

*Rear occupants benefitted from aft air-con vents, but the centrally seated passenger was saddled with a lap belt.*

Moreover, the GS-series Creta made do with manual aircon rather than climate control and did without cruise control. Though the list of safety features included 6 airbags, electronic stability control was sadly nowhere to be seen, while the centrally seated rear passenger was forced to endure a lap belt.

Miscellaneous issues: As with the IB-series i20 hatchback, Creta units finished in Polar White were known to suffer from flaking and peeling paint (also described as “paint delamination”). While Hyundai Automotive SA never publicly acknowledged this as a factory fault, we have heard of several instances of the South Korean brand’s local distributor covering repairs, or at least contributing to the cost thereof.

*Watch out for peeling paint on Polar White examples.*

Our research also led us to seemingly widespread claims in India that the 1st-gen Creta was afflicted with a braking issue, apparently linked to a faulty ABS sensor. However, despite searching high and low, we could find no concrete evidence of such incidents here in South Africa.

How much is a used Hyundai Creta in South Africa?

*We found no examples of the Limited Edition on the used market.*

The 1st-gen Creta shipped standard with Hyundai’s 5-year/150 000 km manufacturer’s warranty as well as a generous 7-year/200 000 km powertrain warranty. In addition, the purchase price included a 5-year/90 000 km service plan, with services scheduled at 15 000-km intervals.

Approximately 26% of the GS-series Hyundai Creta models listed on Cars.co.za at the time of writing were turbodiesel variants, while the automatic gearbox was the most prevalent transmission, accounting for nearly 60% of vehicles. No examples of the Limited Edition were for sale at the time of writing.

*Interestingly, auto-equipped derivatives were more prevalent than manuals.*

Unusually, listings were surprisingly evenly spread across the 4 model years, with 2018 slightly ahead on 26%. Indicated mileages varied from just 22 000 km (on a 2020 1.6 MPI AT) to 277 000 km (clocked up by a 2019 1.6 MPI MT). We also discovered a 2018 1.6 CRDi AT that travelled well beyond 200 000 km.

Below R200 000: All listings below this mark – bar a 2019 example that had been subjected to questionable exterior styling tweaks – were from the opening model year. Predictably, we found only petrol-fed derivatives here, though both manual and automatic transmissions were on offer.

From R200 000 to R250 000: About 43% of listings were squeezed into this relatively narrow price bracket, where both petrol and diesel variants were available. Most examples were from the 2017 and 2018 model years, with the majority showing 6-figure kilometre readings on their odometers.

R250 000 to R300 000: These pricing bookends likewise housed approximately 43% of listings, though the turbodiesel engine was slightly less prevalent here. In contrast with the bracket above, this space favoured the latter 2 model years, while mileages tended to be well below 100 000 km.

R300 000 and up: Beyond the R300k mark, we found a small collection of 2020 models (both petrol and diesel), with most showing under 50 000 km on their odometers. The most expensive GS-series Creta we found was a 2020 1.6 CRDi with 29 600 km on the clock, priced at R349 990.

Which Hyundai Creta derivative should I buy?

*Which do you prefer: pre-facelift or refreshed?*

So, which version should you consider? Well, apart from what suits your pocket, decide which design appeals to you most: the original or the facelift. Since the 1st-gen Hyundai Creta was available exclusively in the Executive trim level, buyers then need only determine their preferred powertrain.

Though the naturally aspirated 1.6-litre petrol motor wasn’t quite as lacklustre as you may think (well, not in the denser air at the coast, anyway), we’d argue that the auto-equipped turbodiesel offered the best overall ownership experience. Not only was it capable of delivering more manageable monthly fuel bills, but it also served up far more low-down torque (the petrol unit’s peak twisting force of 150 Nm arrived at a lofty 4 850 rpm, after all), making it an eminently more tractable – if notably noisier – engine.

*We’d opt for the turbodiesel powertrain.*

As an aside, it’s worth noting that at launch, the diesel-driven Creta derivative was priced dangerously close to the base Tucson, which offered more space and, arguably, more style. By the time the facelift was introduced, the Creta 1.6 CRDi Executive cost exactly the same as the Tucson 2.0 Premium (of course, the latter was petrol-powered, had less standard kit and employed a manual gearbox).

Is the Hyundai Creta a worthwhile used purchase?

*The facelifted Creta was available in these 5 colours.*

While the Hyundai Creta faced several rivals – ranging from the likewise Indian-built Kia Seltos to the LY-gen Suzuki Vitara (imported from Hungary) and perhaps even the RU-series Honda HR-V – during its time on Mzansi’s new-car market, few were available in turbodiesel form.

In fact, the list of competing oil-burners was limited to the (smaller) B515-gen Ford EcoSport 1.5 TDCi, the HM-series Renault Duster 1.5 dCi and the (larger) J11-gen Nissan Qashqai 1.5 dCi. In short, shoppers in this segment had very little choice when it came to turbodiesel-engined compact family cars.

In a way, that helped the GS-series Hyundai Creta to stand out in the small crossover swarm. Though it certainly wasn’t the most stylish contender in its class, those who could look past the relatively staid exterior design found a practical, comfortable and ultimately well-built offering. Largely fuss-free and unpretentious, it’s hardly surprising that the 1st-gen Creta was an overnight success in South Africa.

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Hyundai Creta Electric Revealed

The Hyundai Creta Electric has been revealed, with a range of just under 500 kilometres. Here are the early details.

The Hyundai Creta Electric is built in India and will be formally revealed at the Bharat Mobility Show in the middle of January 2025.

Most of the details, including critical info such as range and performance, have already been confirmed. Visually, the Creta Electric differs from the internal combustion-powered derivatives by way of its split grille which has been blocked with a pixelated pattern. This pattern is repeated on the rear and while the side profile is similar to the standard car, the 17-inch aerodynamic wheels are unique to this EV.

While outputs of the car have yet to be confirmed, performance is brisk, with a claimed 0-100 kph of 7.9 seconds, making it quicker than the petrol-powered Creta. There will be two battery sizes offered, with capacities of 42 kWh and 51.4 kWh. As far as range goes, 390 km and 473 km are the claims, based on the Automotive Research Association of India (ARAI) testing process.

The charging port is located on the front bumper and charging rates suggest 10-80% in about an hour using a DC charger, while a 10-100% on an AC wallbox should take around 4 hours.

Will the Hyundai Creta Electric come to South Africa?

As a reminder, electric car takeup in SA is hampered by a 25% import duty (petrol/diesel cars are subject to 18%) which makes them pricey. There are no incentives currently to encourage electric car take up either.

There’s good news coming though as the SA government published the new-energy vehicle white paper in late 2023 which should stimulate local electric car production and we should start seeing the effects of that implementation over the course of 2025 and 2026, which should then trigger some benefits in this space.

We’ll have more information about the Hyundai Creta Electric once it has been formally revealed and we will update this article.

Ford Tourneo Custom (2025) Review

Whether you need one for your business, or as a practical – yet somewhat luxurious – large family car, a minibus still holds significant appeal… Some models could even be described as highly desirable! Where does the Ford Tourneo Custom fit in, however?

We like: Capacious cabin, practicality, high-quality infotainment system.

We don’t like: Feels underpowered when all seats are occupied and a full complement of luggage is on board, too commercial-vehicle-like (in some aspects) to be regarded as a desirable family car.

FAST FACTS

Model: Ford Tourneo Custom 2.0SiT Trend LWB
Price: R1 070 000 (January 2025, before options)
Engine: 2.0-litre 4-cylinder turbodiesel
Transmission: 8-speed automatic
Power/Torque: 100 kW/360 Nm
0-100 kph: n/a
Claimed fuel consumption: 7.4 L/100 km
Luggage capacity: n/a

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Where does the Ford Tourneo Custom fit in?

*At almost 5.5 metres in length, the Ford Tourneo Custom is the longest offering in its segment.*

From the days of David Kramer and the iconic Volkswagen Kombi ads from the ’80s, to the cult following the Mercedes-Benz V-Class now enjoys as a luxury “party bus”, nevermind the taxi industry, which is dominated by Toyota, minivans have occupied a special place in Mzansi’s automotive landscape.

After all, sometimes there is just no other vehicle than a large MPV (or people-mover, if you prefer) that will suffice. From a buyer who is looking for an all-round family/holiday vehicle, and a fleet operator that hauls goods and people almost every day, to a hotel shuttle service that requires a reasonably luxurious transport solution for ferrying guests, the minibus fulfils requirements that no other vehicle type can.

The challenge for the manufacturers of these vehicles, however, is that those prospective customers we mentioned have rather divergent requirements. For some, the ability to offer generous utility space – yes, sheer practicality, far outweighs the need for luxurious trimmings. For the family buyer, by contrast, a full suite of safety- and occupant comfort features is paramount. And for those who want to travel in style, or provide transport with a whiff of luxury, seats can be sacrificed for premium materials, trims and gizmos.

*The Tourneo Custom’s exterior styling is less than glamorous; you can tell this people-mover is based on a van.*

So, where does the Ford Tourneo Custom fit in? The Blue Oval’s minibus (based on an all-new platform and fitted with an impressive array of safety features, plus an up-to-date infotainment system) is priced at just under R1.1 million (January 2025), which seems quite steep, seeing as it is not only significantly more expensive than the admittedly less sophisticated Opel Zafira, but also the popular Hyundai Staria.

And yet, when you consider the Ford Tourneo Custom’s conservative exterior execution and focus on interior space, it appears to be more of a dressed-up commercial van than a focused people-mover…

The question is, then, whether the new Tourneo Custom (at the price) will offer enough of everything to satisfy most of its potential customers, or whether in an effort to please everyone, it has, as the saying goes, tried to sit on 2 chairs at the same time and ended up falling down the middle? Let’s find out.

Compare the specs of the Ford Tourneo Custom with those of the Hyundai Staria and Opel Zafira

How the Ford Tourneo Custom fares in terms of…

Design & Practicality

At 5 450 mm in length and 2 148 mm in width, the Ford Tourneo Custom has the biggest footprint in its segment. Its sheer size is visually exaggerated by the ultra-long wheelbase (3 500 mm). Considering the model’s all-new platform, 1 of the Blue Oval’s goals was clearly to offer segment-leading load space.

With the 2nd- and 3rd-row seats removed, it offers a truly massive 6.8 m³ load volume, suitable to swallow no fewer than 3 standard Euro pallets.

*The 2nd- and 3rd-row seats are mounted on tracks and are easy to remove or reposition in a front-to-front configuration.*

The attention to detail is quite impressive, considering the Tourneo Custom’s commercial-vehicle origins. The combination of a lower floor height, integrated side steps and large apertures for the dual sliding side doors makes it easier to get hefty objects in and out of the Ford. What’s more, the new architecture has reduced the vehicle’s height to below 2 metres, which has the double benefit of easing access to underground car parks, as well as improving aerodynamics, which aids the vehicle’s fuel efficiency.

But what this focus on creating a ginormous (in other words, very usable) load space has resulted in, is a vehicle that looks very much like the commercial vehicle, which it is – at its core, particularly in the fleet-friendly Frozen White hue of our test vehicle. The relatively small (16-inch) wheels (the Zafira and Staria both boast bigger rims) appear lost in the wheel arches and are pushed out to the corners of the vehicle.

Considering the Tourneo Custom 2.0SiT Trend LWB‘s asking prince (just under R1.1 million), perhaps you may want your “family” tourer to look a little bit more special. Of course, looks wouldn’t matter too much for commercial users and it’s worth noting that Ford’s Transit Sport and -Titanium X are due soon, and they look significantly more aesthetically pleasing, but we don’t know how much they will cost (yet).

*The 2nd-row seats have integrated safety belts and can be folded flat to create a “tabletop” surface for 3rd-row occupants.*

But back to the Ford’s interior… The Tourneo Custom 2.0SiT Trend (which is available exclusively in long-wheelbase form) offers 3 rows of seats in a 2/3/3 configuration. The 2nd and 3rd rows of seats are mounted on tracks, making it easy to move them around, or even remove them completely.

You can also mount the seats in “reverse” as the 2nd-row seats have their own integrated safety belts. The seats are easier to remove than before as they are lighter than those of the previous model and, to reiterate, access to the cabin is easier because the floor is lower and the side-door apertures larger.

*A low floor and large sliding door apertures provide ease of access to the 2nd- and 3rd-rows of the Tourneo Custom.*

We used the Tourneo Custom for 2 long trips, with the vehicle fully loaded with passengers and luggage on both occasions. There were no complaints about legroom – there is just simply so much space; the load bay remains capacious even when all seats are occupied and the 3rd row is pushed back quite far.

Unfortunately, Ford Motor Company of Southern Africa (FMCSA) has not released load volumes for the model, but we’re quite confident that it is the most capacious vehicle in its segment.

*8-seater MPVs are not renowned for offering generous luggage capacity, but the Tourneo Custom is an exception.*

A minor complaint is that the side windows on the sliding doors don’t open, but at least there is rear-seat climate control. Third-row passengers also have access to multiple USB-C ports and a 12V socket.

Move to the front seats and you notice a noticeable shift upmarket. While the driving position is typically bus-like with a commanding view of the road and surroundings, the cloth-upholstered seats offer good support overall, plus a wide range of adjustability, fold-down armrests and even heating (as do the Zafira and Staria, to be fair). Dual-zone climate control, as well as auto lights and -wipers, are present.

*The Trend variant may not be lavishly equipped, but 3-stage front-seat heating will be appreciated in the winter months.*

The cabin’s most aesthetically pleasing aspect is arguably its large (13-inch) infotainment touchscreen, flanked by a 12-inch digital instrument cluster. The graphics are crisp and clear and this slick-looking setup makes the otherwise workmanlike cabin seem a bit more luxurious. Built around Ford’s SYNC4 infotainment system, it offers wireless Android Auto and Apple CarPlay compatibility as standard.

A wireless charging pad is also fitted. Located low down on the centre console are USB A- and C-charging ports, as well as a 12V socket.

The location of the transmission lever on the steering column has freed up space in the lower part of the cabin, which contributes to the overall sense of spaciousness.

Another nice touch is that there are loads of storage solutions. A minor complaint, however, is that these spaces have no padding or rubberised surfaces, so items do tend to slide around in them.

Performance & Efficiency

For now, only 1 engine is offered in the Tourneo Custom: Ford’s trusty 2.0-litre 4-cylinder turbodiesel (with 1 turbocharger). Ford claims a peak power output of 100 kW at 3 500 rpm, with maximum torque of 360 Nm between 1 750 and 2 500 rpm. The engine is mated with an 8-speed automatic transmission.

*The Ford’s powertrain is a real workhorse, but its middling peak outputs are quite apparent when the vehicle is fully laden.*

On paper, at least, the Tourneo Custom seems a little underpowered, particularly as the Opel Zafira puts out 110 kW and 370 Nm, while the Hyundai Staria produces 130 kW and 430 Nm.

The Ford is a fair bit lighter than the Hyundai, so when driven without load, and pottering around town, the former is unlikely to feel underpowered, though the gearbox is a bit tardy in changing down at times.

*The Ford Tourneo Custom’s instrument cluster has a simple layout, but at least it’s an all-digital setup.*

However, we encountered some challenges on the 2 aforementioned open-road trips. When cruising at near the national speed limit, with all its seats taken, its luggage compartment loaded to near-capacity and the aircon on full blast to cool the massive cabin, the Ford has precious little power in reserve for overtakes and struggles to maintain speed on uphill sections. This can make it quite frustrating to drive.

In such situations (when the Ford’s operating in full people-mover mode), you are left with no alternative but to almost “flat foot the drive”, which obviously has a negative impact on fuel consumption.

Ford claims an average consumption figure of 7.4 L/100 km, which is comfortably better than that of the Hyundai Staria (8.7 L/100 km), but not as good as the (claimed) figure for the Opel Zafira (6.3 L/100 km).

In our experience, however, the real-world consumption figure will depend largely on your usage pattern. If you will be making use of the Tourneo Custom’s load-carrying capacity more often than not, or travel on the open road at the national speed limit frequently, then expect figures of closer to 10 L/100 km.

Ride & Handling

We’ve mentioned that the Tourneo Custom rides on a new platform, which incorporates an all-new independent rear suspension, all of which benefits ride comfort, handling and refinement. Generally speaking, it is a comfortable vehicle to pilot – more so than Opel’s less-refined Zafira, for example.

But you have to remain wary of the Ford’s bulk. Manoeuvrability is relatively good, with nicely weighted steering and good visibility all-round, but given that long wheelbase, tight turns require forethought. It comes as standard with a 180-degree camera with parking sensors – crucial for this size of vehicle.

*The Tourneo Custom is sizeable, but reasonably easy to manoeuvre in town thanks to the reverse-view camera and parking sensors.*

It’s also (from a ride quality point of view) a comfortable cruiser; the Ford has sufficient suppleness in its suspension to absorb all but the worst imperfections, but to its credit, the ride is not so soft that it starts to feel like “floating”, which is a common problem with this type of vehicle. Dynamically, Ford has always fought at the front of whatever segment it competes in and, with the Tourneo Custom, that trait lives on.

*The Ford Tourneo Custom delivers a soft ride quality, but without the floatiness that large MPVs are prone to exhibit.*

Several comfort and safety features add to the Tourneo Custom’s long-road cruising appeal – as for the minibus’ lack of grunt, well, you will just have to get used to it. There is adaptive cruise control, a lane-keeping aid, forward-collision avoidance, reverse brake assist (very useful when backing this big vehicle out of a parking spot) and, of course, electronic stability control etc. It also features 6 airbags.

Like most cars these days, it has an annoyingly intrusive driver alert and -impairment monitor, which on our long journeys, kept suggesting extremely frequent rest stops with increasing “firmness” to its tone.

Price and After-Sales Support

The Ford Tourneo Custom 2.0SiT Trend LWB costs R1 070 000 (January 2025), but unlike other Ford models, it’s listed with a 4-year/120 000 km warranty and 6-year/90 000 km service plan included in the asking price. It is also worth noting that the vehicle comes pre-wired for the fitment of a towbar.

Verdict

*The Ford Tourneo Custom Trend is an accomplished product that could be priced more competitively.*

To reiterate, the Tourneo Custom 2.0SiT Trend LWB is, for now, the only variant on offer, but there are more upmarket offerings on the way (obviously at different price points that are still to be confirmed).

Given its R1 070 000 list price (in January 2025) it is our opinion that, given its overall specification, drivetrain and segment rivals, the Ford Tourneo Custom is priced a little above its station.

Too obviously “commercial” in some aspects, yet impressively modern in others, we could forgive its “blue-collar” characteristics if only it made for a more compelling tourer (remember, we review vehicles with a focus on the passenger-, not commercial market) – as it stands, the Ford simply lacks sufficient punch. That said, the 2.0SiT Trend LWB is only the start; let’s see how this model portfolio expands…

Search for a new/used Ford Tourneo listed for sale on Cars.co.za

Nissan Magnite Move Panel Van (2025) Price & Specs

The Nissan Magnite Move panel van will soon launch in South Africa as an indirect replacement for the NP200 half-tonne bakkie – and we’ve unearthed local pricing…

Though Nissan South Africa says it’s still working on a genuine successor to the NP200 half-tonne bakkie, the Japanese firm’s local division will soon launch an indirect replacement in the form of the Nissan Magnite Move panel van.

As a reminder, production of the NP200 wrapped up back in March 2024, bringing down the curtain on what was Mzansi’s last surviving half-tonne bakkie. In a bid to fill this space in the light-commercial vehicle segment, several automakers have since created small panel vans based on passenger vehicles – and now Nissan is poised to join the fray.

Based on the recently launched facelifted version of the Magnite small crossover, the new panel-van derivative will debut the “Move” badge in SA. From what we understand, the Magnite Move is based on the 1.0 Visia variant, meaning it employs a naturally aspirated 1.0-litre, 3-cylinder petrol engine sending 53 kW and 96 Nm to the front axle via a 5-speed manual gearbox (with a claimed consumption of 5.9 L/100 km).

So, what will it cost? Well, according to our information, the Magnite Move 1.0 Visia Panel Van will be priced at R224 900, making it the cheapest derivative in Nissan SA’s current range (for reference, the entry-level Magnite passenger vehicle comes in at R246 200, while the base NP200 was priced at R245 300 before its axing). However, a service plan is not included in the price.

Interestingly, the Magnite Move is the most affordable option among SA’s growing crop of passenger vehicles converted to panel vans, undercutting models such as the Hyundai Grand i10 Cargo (from R249 500), Renault Triber 1.0 Express (R266 999), Kia Picanto 1.0 LX Runner (from R284 900), Mahindra XUV 3XO 1.2T MX1 Panel Van (R296 999), Kia Sonet 1.5 LS Runner (R319 995), Hyundai Venue 1.2 Premium Cargo (R321 500) and Renault Kiger 1.0 Turbo Express (R334 999).

What else do we know about the Nissan Magnite Move? Well, with the rear bench ditched, this panel van’s load bay measures 1 300 mm long, allowing it to swallow a claimed 690 litres of cargo. From what we understand, the official payload capacity will come in at 250 kg (quite some way under the old NP200’s 800 kg rating).

As has become the norm in this growing segment, the Magnite Move features honeycomb partitioning between the front-passenger area and the load bay, with this barrier treatment repeated on the rear side windows and rear screen (which furthermore feature an opaque film, likely applied to keep the cargo area’s contents from prying eyes). The load-bay, meanwhile, comes with “Hexa Grip” flooring.

Though the Magnite Move makes do with 16-inch steel wheels and cloth upholstery (along with a polyurethane finish for its steering wheel), this derivative nevertheless comes standard with features such as tyre-pressure monitoring, air conditioning, rear parking sensors, stability control, dual front airbags, ABS with EBD and even a fire extinguisher fitted under the front-passenger seat. Meanwhile, the touchscreen infotainment system has been dropped, though “pre-wiring” for the 6-speaker audio system remains.

How much does the Nissan Magnite Move cost in SA?

Nissan Magnite Move 1.0 Visia Panel Van – R224 900

It’s our understanding that the price above includes Nissan’s 6-year/150 000 km warranty. No service plan is include.

Porsche 911 (930) Turbo vs (996) GT3: Classic Comparison

There are various modern-classic Porsche 911 variants to consider at around the R1.6- to R1.8-million mark. We compare 2 tantalising options: the 930 Turbo and 996 GT3.

IMAGES: Michael Schmucker

If you are reading this article, it is more than likely that you also get rather hot under the collar when someone expresses the opinion that “all 911s are the same”. It is often doubly irksome when the persons who make this nonsensical statement claim to be so-called “motoring enthusiasts”.

That’s because the variety of 911s produced during the past 60 years is unlike those of any other series-production sportscars. Distinctive body shapes, with vastly different engines/transmission combinations, constitute a long and storied lineage of cars that offer an immense array of driving experiences.

Porsche 911 (930) Turbo and 911 (996) GT3 front view

Depending on your budget, there is an abundance of 911s to choose from in the classifieds and from specialists when you take mileage, condition and age into account. This is proven by these two 911s we’ve lined up around 70 km outside Johannesburg.

From around the R1.5 million mark, you can purchase a high-mileage 1st-generation turbocharged 911 in the shape of the wide-arched 3.3-litre flat-6-powered 930-series 911 Turbo.

Keep in mind, at this price point the car will need some level of attention. This is the bottom end in the current market conditions for these cars as their asking prices rise to over double this figure, depending on the factors mentioned above, as well as history, provenance or if any special models are considered.

Porsche 911 (930) Turbo and 911 (996) GT3 rear-view tracking.

But, on the opposite end of 911 scale in terms of the driving experience, one of Porsche’s early water-cooled road racers, in the shape of the 996 GT3 Mk II can be sourced. However, in this instance, you can choose one of the best examples on the market… Which of these rather iconic 911 models should be considered most strongly for your next vehicular acquisition?

Details of the Porsche 911 (930) Turbo

When this specific 1979 911 (930) Turbo was acquired by its owner at the time of our drive, it needed a decent restoration. Although it might have looked in good nick judging by a casual walk-around inspection, the car was stripped, repainted, received a new interior and its engine was rebuilt.

It was during the latter revision that 911 SC cams were fitted – a welcome upgrade.

Specifications

Model: 1979 Porsche 911 (930) Turbo
Engine: 3.3-litre, flat-6 turbopetrol
Power: 221 kW at 5 500 rpm
Torque: 412 Nm between 4 000 rpm
Transmission: 4-speed manual, RWD
Weight: 1 335 kg
0-100 kph: 5.4 sec (claimed)
Top speed: 260 kph

Even the tartan inserts on the seats were imported from Germany. These seats with the black side bolsters are perfectly in tune with the 1970s and complement the altogether neat interior.

This 930 Turbo was originally delivered in Hamburg, Germany, and featured options such as the right-side mirror (261), aircon (559) and, importantly, colour code 99, which is this beautiful platinum metallic.

When I open the engine cover, the squeaky clean flat-6 engine with the necessary stickers demonstrates that the motor has been reconditioned.

The metallic finish suits the car perfectly and the colour-coded Fuchs rims add further aesthetic allure to this rare machine. It is stylish, but the performance on offer and the link with Porsche’s race cars at the time is clear for all to see.

Next to the 930 Turbo, the 996 GT3 Mk II appears clearly related to its older stablemate, but it is an entirely different machine. The visual differences are immediately apparent: the 996’s shape is soapy smooth, but as its owner rightly remarks: “The added aero does make the car pop and stand out”.

And that is certainly the case. According to the owner at the time, this 996 GT3 was originally ordered with the 996 RS’s rear carbon-fibre wing and side mirrors. A peek through the car’s official documents reveals an “Aerokit Cup” annotation, which doesn’t have a code, but states the word “coordinate” next to it. These two features simply add to the focused stance of the silver (paint code X1X1) GT3.

On the road, it is a pure joy to view the Turbo from behind, but the experience is most pleasurable when the 930 delivers a burst of full-throttle acceleration and the forced induction motor emits a barrage of whistling noises.

The GT3, by contrast, produces a more mechanical, sonorous and intense sound from below the carbon-fibre rear wing. For a moment, I’m thankful that I can experience the sound from the photography car. However, it is soon time to experience each car from behind their respective tillers.

Behind the wheel of the 911 (930) Turbo

As I get behind the (starkly minimalist, by modern standards) steering wheel of the Porsche 911 (930) Turbo for the first time, I’m reminded of how comfortable this car is inside. The seats are fairly cushy, while the damping is also not as stiff as other sportier 911s, like the GT3, for example.

Equipped with only 4 gears, the driving experience is much more relaxed than in the 6-speed, howling 3.6-litre engine that revs to 8 200 rpm. This fact adds to the 911 Turbo’s long-distance mile-crunching capability. The gears are long, but make no mistake, there is still plenty of excitement to be had.

During the first 3 500 rpm you might question the car’s ability, but as you approach 4 000 rpm, the turbo is well on its way to delivering the rush it was designed for, and the needle swings vigorously around the rev counter. I decided to change up just after 6 000 rpm (after all, the engine had recently been rebuilt), but the owner reminds me that he often revs the motor to the redline, which is around 6 800 rpm.

Porsche 911 (930) Turbo instrument cluster

It is a driving experience to which you will need to become accustomed; when you keep a constant throttle, even above 4 000 rpm, and then put your foot down, the boost needs to build for a moment before you receive that rush of torque and the Turbo’s narrow body is pushed to the next corner.

The steering wheel is, as expected, very lively, and such a strong reminder about the feedback of early 911s. The power delivery isn’t as progressive as those of modern turbocharged cars, but that is one of several characteristics that enable the 911 (930) Turbo to deliver such an invigorating driving experience, even by today’s standards. The transmission does a good job; I never had any difficulty finding a gear.

Porsche 911 (930) Turbo front three-quarter view

Time to give the 966 GT3 a whirl…

Upon sliding into this 2004 996 GT3 Mk II’s driver’s seat, the 911’s 3-decade metamorphosis is evident. Compared with the 930 Turbo, the Mezger-design engine has an 8 200 rpm redline, the gearbox has 6 gears and the proper bucket seats hug me all the way to my shoulders… and I’m 1.87 metres tall!

This model also doesn’t feature the CD holders behind the gear lever, which means there is more focus on the short lever on the transmission tunnel. A look over my shoulder reveals there are no rear seats.

Specifications

Model: Porsche 911 (996.2) GT3
Engine: 3.6-litre, flat-6 petrol
Power: 284 kW at 7 400 rpm
Torque: 385 Nm at 5 000 rpm
Transmission: 6-speed manual, RWD
Weight: 1 380 kg
0-100 kph: 4.5 sec (claimed)
Top speed: 306 kph

I immediately feel more ensconced in the car compared with the 930 Turbo, more dialled-in to what it is capable of. I have even more confidence in driving the car harder than I did when I positioned myself behind the 1979 car’s ‘wheel.

As I turn the key, a comparatively harder, more mechanical sound erupts from the 3.6-litre flat-6 and its exhaust tips, even just at idle speed.

The transmission has a perfect short throw through each gear, a feature that beckons me to change gears more than is necessary. Surely, I’m not the only one who has felt so compelled when behind the wheel of these cars? I sense there is no delay from the engine when you touch the throttle pedal.

Even at 2-, 3- or 4 000 rpm, there is enough torque to push this 1 380 kg car irrepressibly forward. But, this engine was never designed to potter around at these low engine speeds. After all, this engine’s roots can be traced back to Porsche’s Le Mans-winning GT1 – it has been written about numerous times.

I put my foot down and relish the rev needle surging intently just beyond 8 000 rpm. A clean shift into the next gear and, with my foot back on the throttle again, the clear metallic soundtrack continues. It is better to start your gear change 2- to 300 rpm before the redline, otherwise you will run into the limiter.

The first part of the brake-pedal travel is soft, which works out fine, because as the centre pedal starts to become firmer, it aligns with the accelerator pedal (should you wish to heel-and-toe). Even if you prefer to simply blip the throttle before a down change, the engine response is truly something to experience.

Porsche 911 (996) GT3 front three-quarter tracking shot.

There is less body movement compared with the 930 Turbo, and the steering is extremely direct, while providing feedback by the bucket load. There are no electronic stability systems to bank on to save you from the ravages of physics, but grip levels are high, while the limited-slip differential can be trusted.

The result is that it takes a while to realise that you should apply the throttle earlier upon corner exit than you might have thought. It goes without saying that the 996 GT3’s grip levels are lower than those of contemporary 911 variants, but that is one of the highlights of these earlier GT3s. Things don’t happen as quickly in the newer cars, but you can have more fun at lower speeds… and more often.

It is an exhilarating drive, and every moment I have I want to plant the throttle, even if it is only for a second or 2 to experience the engine and how light the 996 GT3 feels on its, um, wheels.

Summary

Porsche 911 (930) Turbo and 911 (996) GT3 tracking shot.

For covering longer distances at considerable speed, I can see the appeal of a Porsche 911 (930) Turbo. It is a car in which you can travel in comfort for hours. The luxury and comfort factors go out the window with the 996 GT3, except if your requirements for comfort are vastly different to those of most people.

At the same time, the 996 GT3 will excite at every possible opportunity. It is a car that does not mind being driven hard and it will possibly put more smiles on your face through a mountain pass than the Porsche 911 (930) Turbo. Needless to say, variety is truly the spice of life, and that applies equally as much to the diversity of the Porsche 911 range.

Search for a Porsche 911 listed for sale on Cars.co.za

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MG ZS Pro (2024) International Launch Review

While the ZS Core is the value-oriented compact family car offering in MG’s local line-up, the Chinese brand will slot the newer generation of the model, named the ZS Pro, above it in 2025. Our correspondent, who drove it in China, gives us a preview.

After sampling some of the new models that the returning Chinese brand offers/will offer in Mzansi, I reckon the MG ZS is the one (in Core and, later, Pro guise) that will find its way to many of our driveways.

See also: MG ZS (2024) Price & Specs (for the current ZS Core model)

Sure, the larger and slightly more impressive MG HS – MG’s 2nd-gen medium SUV – is already here and the MG3 hatchback – charming, intrinsically European in look/feel, and very likely to challenge hard in its segment – is coming, but the latter’s segment (compact 5-door cars) is but a shadow of its former self.

The MG ZS, however, is fighting other compact family cars/small crossovers and is looking to bloody the noses of not just the European, Korean and Japanese stalwarts, but also a glut of Chinese rivals.

Consider the Haval Jolion and Chery Tiggo Cross, plus their compatriots from BAIC (X55), GAC (GS3 Emzoom), Jaecoo (J7) and Omoda (C5) to have an idea of how vast the battlefield has become.

What MG arguably has going for it, is some pedigree and substantial financial backing. I won’t pretend that Morris Garages has a tonne of brand cachet in South Africa in 2024, but the British marque’s badge used to be synonymous with sportiness and innovation.

MG is exactly a century old, now the purveyor of the petrol-powered and hybridised models mentioned earlier, in addition to an electric sportscar: the Cyberster, which has also been launched in Mzansi.

More crucially, MG’s coffers are full and healthy since SAIC (China’s largest state-owned vehicle manufacturer) has acquired it. But, to quote Joe Pretorius, MG Motor SA’s Marketing Manager: “The ZS is the right product at the right price”. Well, time will tell, but first, allow me to clear up some confusion.

Indeed, our market will welcome the new ZS Pro in the first half of 2025, but the MG ZS Core is already in the Chinese brand’s local line-up. Before you run out and grab one, you should know that the MG Core model is meant to be an affordable small crossover offering, because it is the older iteration of the ZS.

Put another way, MG has rolled out the older model first and the newer one will follow next year, when MG Motor SA will sell them side-by-side at different price points – well, that is the plan, anyway.

A 2-pronged MG ZS line-up

Whereas the ZS Core (shown above) kind of resembles a 5-year-old Mazda CX-5, the MG ZS Pro features the same style signatures as its contemporary siblings, and it’s that model we’ll focus on here.

Design-wise, you can tell the ZS Pro is related to its bigger sibling (the MG HS); it looks more up-to-date and characterful than the ZS Core. MG says the headlamps are “feline-inspired”… I don’t know about all of that, but they’re attractive projector items with LED DRLs and they’re joined by a narrow bonnet line.

Beneath them, the bumper features a gaping (mesh) grille flanked by a pair of similarly finished air dams, which creates a floating graphic. It’s all underpinned by a silver diffuser for a bit of machismo and the result is attractive overall, if not quite striking enough to be noticed in a parking lot full of SUVs.

Then again, that was probably the brief. Move to the rear and it’s more of the same – inoffensive-looking, functional, and vaguely familiar ie. large wedge-shaped tail lamps and the obligatory tail-pipe finishers ensconced in a silver diffuser surrounded by the chunky black plastic – all classic softroader hallmarks.

The ZS Pro will also be available in Comfort and Luxury trim grades; whereas the former will be fitted with silver 17-inch alloys – they’re machine-finished on the Luxury.

Both iterations have a 1.5-litre 4-cylinder turbopetrol engine that produces 84 kW/150 Nm and is paired with a 4-speed automatic transmission. This enables the ZS Pro derivatives to have a top speed of 195 kph and an average fuel economy figure of 7.1 L/100 km, MG claims.

Globally, the ZS Pro receives a hybridised version of this drivetrain, but we don’t have confirmation on whether it will also be offered in our Chinese-built models – if so, it will be offered at a slight premium.

Clambering aboard reveals a handsome interior, with a stylish mix of dark surfaces, a restrained amount of silver accents and the bold MG badge on the helm, which sure looks the part. It feels right to have this brand back on our roads and, if I’m being honest, the ZS is making quite an impression on me so far.

The cabin is pleasingly ergonomic, well-lit and just as well-appointed, with an abundance of technology and safety systems in place. To earn its 5-star Euro NCAP crash safety rating, MG has deployed its full “Active Safety” package in the ZS Pro – ABS with EBD and brake assist, 6 airbags (dual front-, side- and curtain airbags), electronic stability control and a tyre-pressure monitoring system are standard.

The fascia is dominated by an 8-inch touchscreen infotainment system (equipped with a reverse-view camera on the Luxury variant). What’s more, virtually all the connectivity you could ask for (USB ports, Bluetooth telephony and streaming and Apple Carplay/Android Auto screen-mirroring tech) is provided.

For your added peace of mind, MG has fitted rear PDC, remote central locking, speed-activated door locking, electric windows (with one-touch for the driver), electrically folding and -heated side mirrors, remote steering wheel controls and a 4-speaker audio system (the latter on the Comfort derivative).

The top-of-the-range Luxury enjoys a 6-speaker system with 3D sound, plus cruise- and climate control.

What is the MG ZS Pro like to drive?

Our ZS Pro test car was a petrol-electric hybrid unit and even at pullaway, I was immediately – but pleasantly – surprised by a drivetrain that was eager to go places, albeit not terribly quickly. Once it was up to speed, the MG felt poised and would continue to do its part as the handling course got twistier.

No, this is not a sporty MG model by any means, but as a mildly athletic small crossover, the ZS Pro can hold its own – not that there’s any large enough amount of grunt here that could get you in any kind of trouble. I did miss reach adjustment on the steering column, so wasn’t able to get perfectly comfortable behind the ‘wheel and there was a fair bit of road-noise intrusion, but not so much as to be distracting.

Summary

There is a lot to like about the MG ZS Pro. Like its siblings, it will come with a competitive warranty (5 years/200 000 km vehicle & 7 years/unlimited km on the engine), plus a 5-year/60 000 km service plan. Pricing will be revealed shortly before launch (to reiterate, at some point before the middle of 2025), but MG Motor SA knows the ZS Pro will need to be keenly priced to be competitive in this cutthroat segment.

The compact family car/small crossover market is massive – and bristles with talent. MG enters the local market when Western brands are struggling to do business, and new models from China and India have proliferated. I can’t pretend to imagine how different our roads will look in 2 years purely in terms of what cars will survive, but it wouldn’t surprise me if the MG ZS (Core and especially, -Pro) thrives.

Would you consider buying an MG in 2025?

MG HS (2024) Price & Specs

The new MG HS is the freshly relaunched brand’s take on a family SUV. Here’s what this 2nd-gen model – pitched against the likes of Haval H6 – costs in South Africa…

Officially relaunched in South Africa after an 8-year pause, the MG Motor range kicks off with the entry-level ZS (Core) crossover and tops out with the flagship Cyberster electric roadster. But what’s in the middle? Well, the MG HS family SUV neatly fills that slot.

Measuring 4 655 mm from front to back (with a wheelbase of 2 765 mm), the MG HS arrives in Mzansi in 2nd-generation form – sharing much with parent company SAIC Motor’s Chinese-market Roewe RX5 – and is quite close in size to the Haval H6. It’s also very similarly priced.

The 4-strong HS line-up starts with the MG HS 1.5T Comfort 7DCT, which is priced at R499 900, followed by the MG HS 1.5T Luxury 7DCT for R534 900. These derivatives are powered by a turbocharged 1.5-litre, 4-cylinder petrol motor delivering 125 kW and 275 Nm to the front wheels through a 7-speed dual-clutch transmission as standard. Maximum speed is a claimed 195 kph, while combined consumption is listed as 6.9 L/100 km.

In addition to the basic safety kit (including 7 airbags and rear parking sensors), the HS boasts plenty of driver-assistance technology, such as front-and-rear collision warning, lane-departure warning, emergency lane-keep assist, lane-change assist, blind-spot detection, rear cross traffic alert (and braking), a driver-monitoring system and intelligent cruise assist.

Inside, you’ll find items like 12.3-inch dual screens, a 360-degree camera system and perforated leatherette upholstery. The 1.5T Luxury variant furthermore scores a panoramic sunroof, rear privacy glass, an 8-speaker audio system (2 more than the 1.5T Comfort), front parking sensors, electrically adjustable (and heated) front seats, dual-zone climate control and a wireless smartphone charger.

Interestingly, MG Motor SA has also released pricing for a pair of more powerful 2.0T derivatives, which were initially expected to arrive only later. While official information on this larger-capacity engine is thin on the ground, we do know this likewise 4-cylinder motor generates 170 kW and 370 Nm, peak outputs that are delivered to the front wheels via a 9-speed torque-converter automatic transmission.

This engine – which has a claimed combined fuel consumption of 8.6 L/100 km – is likewise available in both the aforementioned trim levels, with the MG HS 2.0T Comfort AT priced at R629 900 and the MG HS 2.0T Luxury AT coming in at R665 900. All HS derivatives ship standard with a 5-year/200 000 km warranty on the vehicle, a 7-year/unlimited kilometre warranty on the engine and a 5-year/90 000 km service plan.

How much does the MG HS cost in South Africa?

MG HS 1.5T Comfort 7DCT – R499 900

MG HS 1.5T Luxury 7DCT – R534 900

MG HS 2.0T Comfort 9AT – R629 900

MG HS 2.0T Luxury 9AT – R665 900

The prices above include a 5-year/200 000 km warranty on the vehicle a 7-year/unlimited kilometre warranty on the engine, plus a 5-year/90 000 km service plan.

New Kia Syros revealed (but will it come to SA)?

This is the new Kia Syros, a small boxy model described as a “new species of SUV”. And, from where we’re sitting, it looks likely to be on the table for South Africa…

Meet the new Kia Syros, revealed in India and potentially in line for South Africa. Described as a “new species of SUV”, this boxy model is built on what the South Korean firm calls a “reinforced” version of the K1 platform, an architecture that also underpins pint-sized Hyundai siblings like the Grand i10 and Exter.

So, will we see this newcomer in Mzansi? Well, Kia South Africa earlier didn’t rule out the possibility, telling Cars.co.za in November 2024 that it “will look at all product made available to SA in right-hand drive and evaluate all possibilities” to ensure it brings in “the right product at the right price” for the local market.

Furthermore, it’s interesting to note the automaker’s head office in Seoul applied to trademark the “Syros” badge locally in March 2024, with the status currently listed as “pending”. Of course, we should point out that an application to protect a badge is no guarantee the brand will use the nameplate in question.

The new Syros is set to slot into the (narrow) gap between the likewise Indian-made Sonet and Seltos, though is very similar in size to the former. Indeed, the 3 995-mm-long Syros is only slightly wider and taller than the Sonet, while its 2 550 mm wheelbase is 50 mm lengthier.

Though the exterior design is seemingly inspired by the likes of the fully EV3 and EV9, the boxy silhouette is not dissimilar to that of the Soul (a model no longer built in right-hand drive). These proportions, however, unlock what appears to be a more practical cabin than that of the Sonet.

Indeed, Kia says the Syros boasts “first in-segment” sliding, reclining and ventilated 60:40-split seats at the rear, along with other big-car features, such as a dual-pane panoramic sunroof, a Harman Kardon sound system, wireless smartphone charging and various driver-assistance systems.

Standard safety features for the Syros in the world’s most populous nation include electronic stability control, hill-start assist and 6 airbags. The Indian-spec model’s cabin furthermore features a whopping 30-inch panoramic display panel along with 64-colour ambient lighting and a 4-way electrically adjustable driver’s seat.

What about engine options? Well, in India, Kia will offer the new Syros with the choice of 2 powertrains. The first is a turbocharged 1.0-litre petrol engine (1.0 T-GDi) sending 88 kW and 172 Nm to the front axle via either a 6-speed manual gearbox or a 7-speed dual-clutch transmission.

Buyers will also have the option of a 1.5-litre turbodiesel motor (1.5 CRDi VGT) directing 85 kW and 250 Nm to the front wheels through either a 6-speed manual cog-swapper or a torque-converter automatic ‘box with the same number of gears.

Customer deliveries in India are expected to start in February 2025, so if the Syros does end up getting the official nod for South Africa, we’d expect it to arrive towards the very end of 2025 or – perhaps more likely – only in 2026.

MG ZS (2024) Price & Specs

The MG ZS arrives in South Africa as the freshly relaunched brand’s most affordable crossover, kicking off at under R300k. Is this MG’s answer to the Chery Tiggo 4 Pro?

MG has officially returned to South Africa and its volume driver is expected to be this: the MG ZS. So, how much does this compact crossover cost in Mzansi?

Well, before we take a look at local pricing, it’s worth pointing out the ZS available at launch in South Africa is the 1st-generation model, which has been in production since 2017. The 2nd-gen version, however, is tipped to arrive in the opening half of 2025, likely wearing the “ZS Pro” badge and positioned above the older model (which we expect to soldier on as the “ZS Core”).

With that out of the way, back to the topic at hand. In South Africa, the original ZS launches in 2 flavours: the MG ZS 1.5 Comfort 4AT for R289 900 and the MG ZS 1.5 Luxury 4AT for R309 900. That sees this model debut with a foot in the highly competitive sub-R300k segment and the other just outside it.

So, where does this model fit into Mzansi’s broader crossover market? Well, measuring 4 314 mm from snout to rump, it’s very similar in length to the popular Chery Tiggo 4 Pro (which currently runs from R269 900 to R415 900). Though it interestingly undercuts the slightly larger Haval Jolion (currently priced from R345 950), it also finds itself competing with a throng of smaller Indian-built crossovers, based on price alone.

Both ZS derivatives employ a naturally aspirated 1.5-litre, 4-cylinder petrol engine, delivering 84 kW and 150 Nm to the front wheels via a 4-speed automatic transmission. MG Motor SA claims a top speed of 195 kph and a combined fuel economy of 7.1 L/100 km in each case. Luggage space is listed as 357 litres, expandable to 1 166 litres with the rear bench dropped.

The Comfort and Luxury trim levels both feature electronic stability control, 6 airbags, tyre-pressure monitoring and rear parking sensors as standard. The Comfort grade, however, comes with a 4-speaker sound system and cloth-trimmed seats, while the Luxury model upgrades to 6 speakers and leatherette upholstery. An 8-inch touchscreen is standard, with the Luxury grade furthermore featuring a reverse-view camera.

MG Motor SA is set to kick off its retail operations in the final few days of 2024, the year in which the brand celebrates its centenary. Founded 100 years ago as “Morris Garages” in the United Kingdom, MG is these days run by Chinese group SAIC Motor, a state-owned manufacturer that is also responsible for the LDV marque.

Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back, describing itself as “100% committed to the South African market”.

How much does the MG ZS cost in South Africa?

MG ZS 1.5 Comfort 4AT – R289 900

MG ZS 1.5 Luxury 4AT – R309 900

The prices above include a 5-year/200 000 km warranty on the vehicle and a 7-year/unlimited kilometre warranty on the engine, plus a 5-year/60 000 km service plan.

MG Cyberster (2024) Price & Specs

How much will the new MG Cyberster cost in SA? Well, the 100-year-old brand has released pricing for its 375 kW electric roadster, which comes complete with scissor doors…

Yes, MG is officially back in South Africa after an 8-year absence. While the launch line-up includes a pair of crossovers (the ZS and HS), the model hogging the headlines has been the flagship MG Cyberster. So, how much does this fully electric roadster cost?

Well, the Chinese-backed brand – which returns to Mzansi just in time to celebrate its centenary – has released pricing for its svelte 2-seater electric roadster. Slotting in at the very peak of MG’s local range, the Cyberster is priced from R1 399 900. In the local soft-top market, that sees it slot in between the 285 kW BMW Z4 M40i (R1 332 760) and 167 kW Mercedes-Benz CLE200 Cabriolet AMG Line (R1 527 271).

Interestingly, it seems only the full-fat, all-wheel-drive version (there’s also a lower-powered, rear-driven iteration offered in some markets) will be sold in South Africa, offering a whopping 375 kW and 725 Nm courtesy of dual electric motors.

The Cyberster draws its urge from a 77 kWh lithium-ion battery pack that accepts a maximum AC charge rate of 7 kW and maximum DC charge rate of 144 kW. MG claims a single-charge WLTP range of 443 km, a 0-100 kph time of just 3.2 seconds (using launch control) and a top speed of 208 kph.

The SA-spec Cyberster rides on 20-inch alloy wheels (framing Brembo brakes), while a quartet of drive modes (Comfort, Sport, Custom and Super Sport) along with 4 regenerative braking modes are standard. The roadster features an electrically operated fabric hood that can be opened or closed in 15 seconds at speeds up to about 50 kph.

Previewed by a concept released in 2021, the production Cyberster – complete with scissor doors – was revealed in 2023. Officially under the stewardship of Shanghai-based SAIC Motor since around 2007, MG began its previous re-entry to South Africa late in 2011, though again exited the local market in 2016. Now, some 8 years later, it’s back, with the halo Cyberster leading the charge…

How much does the MG Cyberster cost in South Africa?

MG Cyberster – R1 399 900

The price above includes a 5-year/200 000 km warranty on the vehicle a 7-year/250 000 km warranty on the powertrain, plus a 5-year/100 000 km maintenance plan.

Hyundai Creta (2017-2020) Buyer’s Guide

In the market for a staid but sturdy compact family car? Here’s why you might want to consider a used version of the 1st-gen Hyundai Creta, as well as a few negatives to keep in mind…

Hyundai Creta model line-up in South Africa

What are the Hyundai Creta’s strengths?

What are the Hyundai Creta’s weaknesses?

How much is a used Hyundai Creta in South Africa?

Which Hyundai Creta derivative should I buy?

Is the Hyundai Creta a worthwhile used purchase?

Looking for a used Hyundai Creta to buy?

Hyundai Creta Electric Revealed

The Hyundai Creta Electric has been revealed, with a range of just under 500 kilometres. Here are the early details.

Will the Hyundai Creta Electric come to South Africa?

Further Reading

Ford Tourneo Custom (2025) Review

Whether you need one for your business, or as a practical – yet somewhat luxurious – large family car, a minibus still holds significant appeal… Some models could even be described as highly desirable! Where does the Ford Tourneo Custom fit in, however?

FAST FACTS

Serious about buying/selling?

Where does the Ford Tourneo Custom fit in?

How the Ford Tourneo Custom fares in terms of…

Price and After-Sales Support

Verdict

Nissan Magnite Move Panel Van (2025) Price & Specs

The Nissan Magnite Move panel van will soon launch in South Africa as an indirect replacement for the NP200 half-tonne bakkie – and we’ve unearthed local pricing…

How much does the Nissan Magnite Move cost in SA?

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