Here’s how many BMW X3 units were built in SA in 2024
Exactly how many BMW X3 units were built at Plant Rosslyn in South Africa in 2024? Here’s a look at the official production figures for last year…
At the recent BMW Group Annual Conference, the Munich-based automaker shared all sorts of interesting facts and figures, including exactly how many BMW X3 units were produced at Plant Rosslyn in South Africa last year.
As a reminder, the BMW Group – which comprises the BMW, Mini, Rolls-Royce and BMW Motorrad brands – reported a worldwide sales figure of 2 450 804 units for 2024. For the record, that represents a 4.0% year-on-year decline.
The final G01-series X3 rolled off the line at Plant Rosslyn in September 2024.
Last year, the BMW Group manufactured a total of 2 513 830 vehicles (or 2 729 557, including BMW Motorrad products), down 5.6% year on year. BMW’s Spartanburg factory in the United States built the most vehicles at 396 117 (or 15.8% of the automobile total).
Dadong (China), Regensburg (Germany), Dingolfing (Germany), Tiexi (China), Leipzig (Germany), Munich (Germany) and Oxford (United Kingdom) all likewise reported 6-figure production numbers in 2024, with San Luis Potosí (Mexico) falling just short on 95 236 units.
Production of the G45-series X3 started at Plant Rosslyn in October 2024.
What about Plant Rosslyn in South Africa? Well, the local facility – which was the BMW Group’s very first manufacturing facility established outside of Germany – produced 55 516 units (down 18.6%, year on year) in 2024, seeing it rank 10th. That figure represents 2.2% of the BMW Group’s automobile production total for last year.
Keep in mind, of course, that Plant Rosslyn make the switch from building the G01-series X3 to manufacturing the latest G45-series X3 last year, which would have interrupted production (and likely explains at least part of that 18.6% year-on-year fall). The final G01-series unit rolled off the line in September 2024, with production of the G45-series model starting the following month.
Adapted from BMW Group Report 2024.
BMW Group South Africa says it reintroduced a 3rd production shift in early January 2025, “to meet growing demand”, with the plant now projected to produce an average of 110 units per shift. The local facility builds the X3 30e xDrive, X3 20 (petrol) and X3 20d (diesel) derivatives, with the X3 40d xDrive set to join the production line in May 2025. Plant Rosslyn is the only facility in the world producing the X3 30e xDrive PHEV and X3 40d xDrive.
Small car-based panel vans: how well are they selling in SA?
Touted as alternatives to the since-departed Nissan NP200, just how well are small passenger-car-based panel vans selling in SA? A look at February 2025’s figures…
The demise of the Nissan NP200 may have signalled the end of the half-tonne bakkie segment in South Africa, but it also sparked an upswing in the number of small passenger-car-based panel vans on the local market. So, just how well are these models selling?
Well, we sorted through the light-commercial vehicle (LCV) sales statistics for February 2025 in a bid to find out. For the record, we found sales figures for as many as 8 models – most of which were launched locally over the past year, once the NP200’s fate had been confirmed – operating in this space.
Of course, there are other compact models in the LCV segment that may well have gained some of the market share once held by the NP200 – we’re looking at you, Suzuki Super Carry (107 units in February) and Eeco (231 units in February) – but here we’re going to focus specifically on passenger-car-based iterations.
Interestingly, Chery Auto SA reported zero registrations of what is the segment’s 9th contender, the Tiggo 4 Pro Panel Van, in February. In addition, Volkswagen Group Africa has yet to launch its latest challenger, which will be based on the Kariega-built Polo Vivo and likely revive the “Xpress” badge when it hits the market in the 3rd quarter of this year.
But back to February 2025. Last month, the Nissan Magnite Move was the segment’s top seller, with 247 units (104 of which went to the rental industry) registered. Interestingly, at R224 900, the recently launched Magnite Move is the most affordable model here, though also features the lowest payload – a mere 250 kg, way down on the NP200’s capacity of 800 kg.
Then came the Hyundai Grand i10 Cargo (128 units), the only other vehicle in this segment to crack 3 figures. In fact, the next best was the Kia Picanto Runner, which took 3rd place despite attracting just 7 sales, followed by the Hyundai Venue Cargo (6 units), with the latter boasting the highest payload in the class at 620 kg.
The Kia Sonet Runner (4 units) and Mahindra XUV 3XO Panel Van (4 units) shared 5th, ahead of the Renault Triber Express (2 units) and Renault Kiger Express (1 unit) in 7th and 8th, respectively. Interestingly, Kia is not yet actively marketing the latest versions of its Picanto Runner and Sonet Runner, while Mahindra has likewise yet to add the XUV 3XO Panel Van to its website (the Kiger Express is still to debut on Renault SA’s website, too).
SA’s small car-based panel van sales for February 2025
There’s a sizable fuel price cut on the horizon for April 2025 according to the latest unaudited fuel price data from the Central Energy Fund (CEF). Take a look at the fuel price forecast below!
South African motorists can expect some fuel price relief at the pumps in April 2025!
This news will be widely welcomed as household budgets remain under considerable pressure in a difficult economic climate.
The Rand-Dollar exchange rate and international oil prices are major contributing factors and so far during March 2025, the Rand’s performance against the US Dollar is holding firm and lower international oil prices have led to an over-recovery at the mid-month point.
The fuel price data is currently indicating a potential price cut of 95 c/l for Petrol 95 while a 82 c/l slash is on the cards for Petrol 93. Similarly, the price of diesel could see cuts of 93 c/l for 0.005% diesel and 87 c/l for 0.05% diesel. The price of illuminating paraffin could also be cut by 87 c/l.
Note that the above is merely an indication of what might transpire come month-end and final fuel price adjustments will take effect on Wednesday, 2 April 2025.
See the fuel price forecast below!
Fuel Price Forecast: April 2025
Fuel Type
Mar 25 Inland
Mar 25 Coast
Apr 25 Inland*
Apr 25 Coast*
Petrol Unleaded 93
R22.09
R21.30
R21.27
R20.48
Petrol Unleaded 95
R22.34
R21.55
R21.39
R20.60
Diesel 0.05%
R20.16
R19.37
R19.29
R18.50
Diesel 0.005%
R20.21
R19.45
R19.28
R18.52
* April 2025 figures are forecast figures and not official.
This is arguably one of the prettiest mainstream sportscars of the early 21st century… We get behind the ‘wheel of a mint 2015 Aston Martin Vantage V8 manual.
As you open the driver’s door, it swings upwards – that’s a tell-tale characteristic of the 2005–2017 V8 Vantage, the svelte sportscar that served as Aston Martin’s entry point during the mid-Noughties and most of the 2010s. Some might even say it was the highlight of the British marque’s line-up of that era.
We recently sampled an Aston Martin Vantage V12 in manual guise, which provided a visceral driving experience – as one would expect of 1 of the top-rung iterations of this model. But, as we reported at the time, V12-engined examples trade at more than double the price of their V8 Vantage manual siblings.
Surely a V8 Vantage cannot be only half the car that its V12 Vantage equivalent is. To find out for myself, I jumped at the chance to drive a very neat 2015 V8 Vantage manual that had only 5 718 km on its odo.
The details
The Aston Martin Vantage is, in a word, gorgeous; it’s one of the very few sportscars that appeals to nearly everyone. This car was nicely specced with yellow cabin stitching with matching brake callipers.
And, what a minter. There are no marks or shininess on the steering wheel, the gear knob still looks perfect – so do the seats. This is what can only be described as a near-brand-new 10-year-old car.
When you open the expansive bonnet, you see the naturally aspirated 4.7-litre V8 – perfectly wedged in the clean engine bay. It may have 4 fewer cylinders than its V12 sibling, but as I was soon to find out, that doesn’t matter all that much. In this (rather shapely) 1.6-tonne package, 313 kW/470 Nm is plenty.
Specifications:
Model: 2015 Aston Martin V8 Vantage
Engine: 4.7-litre, V8, petrol
Power: 313 kW at 7 000 rpm
Torque: 470 Nm at 5 750 rpm
Transmission: 6-speed manual
Weight: 1 630 kg
0-100 kph: 4.9 sec (claimed)
Top Speed: 290 kph (claimed)
Behind the wheel
Inside, you feel enveloped by the imminently comfortable (but still relatively supportive) leather seats. There is a flat, almost elemental dashboard in front of you, replete with carbon trim above the air vents, while the crystal key fob, which you need to insert into a slot on the fascia, adds a sense of theatre.
The carbon fibre continues on the centre console around the stubby gear lever. And, because the side windows are narrow, you immediately feel um, royally, cocooned in this British sportscar’s cockpit.
With the engine up front, the bonnet seems to stretch ahead of you for several metres. You’re aware of the nose, which makes the V8 Vantage feel GT-like, in a way. But believe me, it’s still a pukka sportscar.
Shortly after I pull away, I don’t wait very long before pressing the V8 Vantage’s Sport button. After all, what is the point of driving this machine in any other setting? As with virtually all manual-equipped Aston Martins of this era, the shifter glides through the gate and it doesn’t take much effort to shift gears.
The clutch pedal is heavy, but after a few changes and a couple of kilometres, you get used to it. As you trundle through traffic, you’re chaperoned by a lush, welcoming burble from the exhaust ends. It puts a smile on your face, but it also delights onlookers, who can even hear the V8 better from outside the car.
I also realised that you would have to start a V8 Vantage and a V12 Vantage next to each other to hear the difference in the cars’ engine notes: to my ears, the V8 sounds almost as loud and deep as the V12.
In traffic, below 3 000 rpm, the exhaust note is relatively demure. However, from 3 000 rpm onwards, that 4.7-litre V8’s sound – and fury – truly intensifies. Watch the rev needle swing anti-clockwise and, as it passes the 6 000-rpm mark, you can get ready to change up at around 7 000 rpm. The engine’s urge is simply relentless; it doesn’t hesitate at any point in the rev range and is quite happy to hug the redline.
There is enough feedback from the unadorned tiller and all 4 corners offer a good level of grip. I imagine enthusiasts will revel in exploring the Aston’s talents – at the very limit of its performance – on a track.
What’s more, the suspension setup feels rather sophisticated. This is a delicately damped sportscar: the ride is always firm, but never crashy, which suggests this car will also be a joy to drive on a long trip.
As I enjoy Boyes Drive’s twists and turns, the V8 Vantage feels stable and planted throughout.
I just couldn’t resist the urge to keep the revs just above 4 000 rpm (to exploit the final 3 000 rpm of the motor’s rev range), before selecting the next gear and enjoying the burbling exhaust note all over again.
Summary
They say beauty is in the eye of the beholder, but as I parked the Aston Martin V8 Vantage to take a few pictures, I couldn’t imagine that there might be motoring enthusiasts out there who don’t find Astons from this era, well, ravishing. The proportions are perfect, while the sinuous wheel arches add presence. The subtle chrome touches and air vents – just a few around the car – contribute to the visual feast.
As I climb back into the V8 Vantage’s driver’s seat and return to the dealership, I gain so much respect for the 1st owner and how he kept this car in a near-perfect condition. There might be newer models, but this is an “as new” and arguably more enjoyable and definitely more connected driving experience than modern versions. I’ve said it before, the second-hand car market is truly an exciting space to explore!
This car was sourced from MotoVillage, located in Tokai, Cape Town
Toyota Land Cruiser Prado vs Lexus GX: What Should You Buy?
The new Lexus GX will soon arrive in South Africa and it will look to steal sales from the new Toyota Land Cruiser Prado which is currently hugely popular in South Africa. Will the V6-powered Lexus GX ruffle the new Prado’s feathers when it arrives? Let’s take a closer look!
The Prado nameplate has been a huge success in South Africa and when the new J250 iteration of the Land Cruiser was announced, the hype was tangible and that hype translated into notable success for Toyota on local soil with no less than 2 341 units finding homes in South Africa since its arrival in July 2024.
In the same month, Lexus confirmed that its Prado-based GX was earmarked for introduction in South Africa and the newcomer is due in local showrooms in early April 2025. In fact, the GX was recently spotted at the recent Cars.co.za Awards Showroom held in early March 2025 at Mall of Africa in Gauteng!
Buyer’s looking for a capable premium offroad SUV will soon be faced with an interesting decision to make, whether to buy the Land Cruiser Prado or the new Lexus GX!
Here are some of the major differences to consider that will help you make your decision.
Toyota Land Cruiser Prado or Lexus GX: What looks better?
Styling is subjective and opinions will vary and while both models share a square-cut design, they do exhibit their own design identity.
The biggest difference is seen on the front-end design where the grille execution is distinctly different. The Land Cruiser Prado adopts a segmented grille design with both vertical and horizontal lines while the Lexus GX wears a more familiar spindle grille design that’s in line with the firm’s current design language. Note that the Prado can be had with a round (First Edition only) or slim LED headlight design while the GX wears a slim arrow-like LED headlight design.
Both models feature bulging and squared-off wheel arches but the Toyota is more generously dressed in plastic cladding. At the rear, the Lexus GX features a horizontal light bar as its defining feature while the Prado adopts a more conventional look.
You’ll have to decide for yourself what look you prefer most!
Engine Performance
Toyota Land Cruiser Prado
Lexus GX 550
Engine
2.8L, turbodiesel
3.4L, twin turbo, V6, petrol
Power
150 kW
260 kW
Torque
500 Nm
650 Nm
Transmission
8-speed automatic
10-speed automatic
Fuel efficiency
7.9 L/100km
TBC
The Lexus GX is powered by a stonking twin-turbo 3.4-litre V6 petrol engine.
The Lexus GX shares its underpinnings with the Land Cruiser Prado, but differentiates itself with a powerful twin-turbocharged 3.4-litre V6 petrol engine that produces 260 kW and 650 Nm and comes paired with a 10-speed automatic transmission driving all four wheels.
Comparatively, the Toyota Land Cruiser Prado is powered by the familiar 2.8-litre turbodiesel engine, the same found in numerous Toyota products such as the Hilux and Fortuner, which produces 150 kW and 500 Nm in the Prado application. This engine is paired with an 8-speed automatic transmission driving all four wheels.
The Land Cruiser Prado features Toyota’s tried-and-trusted 2.8-litre turbodiesel engine.
While we have yet to drive the Lexus GX on local soil, its on-paper outputs suggest that it will offer superior performance in terms of acceleration and pulling power. We will, however, reserve judgement until we have sampled the Lexus GX in the metal.
As for the Prado’s performance, it’s certainly acceptable for general-purpose-use and it’s likely to outshine the GX in terms of fuel consumption (if that matters to you) with Toyota claiming 7.9 L/100km and our real-world testing returning similar figures. The Prado does have a maximum tow capacity of 3500 kg but the GX, with more power and torque, will probably perform better when towing heavy loads.
Interior execution and features
Moving inside, the Land Cruiser Prado boasts impressive perceived build quality along with most of the comfort features you’d expect from a car at this price point. Buyer’s can choose between the base TX trim line and the range-topping VX-R.
A central 12.3-inch infotainment system is fitted and depending on the grade, the Prado is also equipped with either a 9-inch (TX) or 12.3-inch (VX-R) digital instrument cluster. The Prado VX-R adds further nice-to-have features such as LED headlights with high beam assist, a moonroof, Head Up display, surround view camera, wireless charging pad, heated steering wheel and cooler box. A total of 9 airbags are standard along with adaptive cruise control, blind spot monitoring, lane departure warning with lane keeping assist and tyre pressure monitoring.
The Lexus GX features a larger infotainment screen.
As for the Lexus GX, it’s our understanding that 3 GX derivatives will be available from launch including the GX 550 Overtrail (also with Bi-Tone derivative), GX 550 SE (road biased) and the GX 550 Overtrail Off-Road is expected to join the range at a later stage with specific 4×4 related features.
Standard features for the GX 550 Overtrail will include a 12.3-inch digital instrument cluster with head-up display and a large 14-inch touchscreen. Wireless charging will also be standard for the Overtrail grade as well as a tilt-and-slide moonroof, multi-terrain monitor, 10-speaker sound system, wireless smartphone charging, a refrigerated cooler box, faux-leather upholstery and electrically adjustable and heated-and-ventilated front seats.
Note the design similarity between the GX and Prado central transmission tunnel.
The road-biased GX 550 SE gains features such as 21-speaker Mark Levinson sound system, semi-aniline leather upholstery, a front-seat massaging function, 2nd-row seat heating, a fixed panoramic glass sunroof, panoramic-view monitor, a digital rear-view mirror and automatically deploying side steps.
We have yet to drive the GX, but we expect build quality to be excellent as is the Lexus standard but we’ll have more information to share in early April 2025 from the local launch.
The Lexus GX will be listed on Cars.co.za closer to launch.
Toyota Land Cruiser Prado
Lexus GX
Length
4 925 mm
5 015 mm
Width
1 980 mm
1 980 mm
Height
1 935 mm
1 925 mm
Wheelbase
2 850 mm
2 850 mm
Ground clearance
216 mm
215 mm
Approach angle
30°
26°
Departure angle
17°
21° (SE) 26° (Overtrail)
Breakover angle
–
24°
Wading depth
–
700mm
Low Range
Yes for both Prado TX and VX-R
Yes for both GX SE and Overtrail
Differential Locks
Prado TX – Limited-slip Rear only Prado VX-R: Limited-slip Centre + Rear
GX 550 SE – Centre differential lock
GX 550 Overtrail – Limited Slip Rear + Centre
Offroad driving system
Multi-Terrain Select with Multi Terrain Monitor
Multi-Terrain Select with Multi Terrain Monitor
Towing capacity (braked)
3 500 kg
3 500 kg (Overtrail) 3 150 kg (SE)
Practicality Summary
The Land Cruiser Prado and Lexus GX share the same ladder-frame underpinnings and are therefore near-identical when it comes to dimensions and practicality. They even share the same offroad hardware with Toyota’s Multi Terrain Select system featuring in the Lexus too.
We recently tested off-road capability of the Land Cruiser Prado VX-R against the Tank 500 and we came away impressed by not only the Prado’s offroad ability and offroad refinement but also the responsiveness of its offroad systems to demanding terrain. For further insight, we suggest that you watch the video comparison below!
We’d imagine that the Lexus GX 550 will offer similar levels of offroad ability but if you intend to do serious offroading, it might be worth waiting for the 4×4-focused GX Overtrail Off-Road to reach South Africa.
Note that the Lexus GX is not yet listed for sale in South Africa.
Final thoughts
The major difference between the Land Cruiser Prado and incoming Lexus GX is under the bonnet! We suspect that many buyers will be interested in the GX’s V6 performance and that alone might be enough to convert a few would-be Prado buyers into Lexus GX owners.
With that said, we don’t think that Prado-loving 4×4 enthusiasts will be tempted to buy the Lexus GX, not only because it’s more expensive but perhaps because the GX might be perceived to be more of a luxury fashion accessory than a serious off-roader, even if it shares Toyota’s off-roading hardware.
Toyota, as a brand, has a strong 4×4 legacy and an undeniable reputation for ability and reliability. Comparatively, Lexus is known as a luxury brand and so the Lexus GX will be targeting a different customer, with particular tastes and needs.
The Lexus, however, with 110kW and 150Nm more oomph on offer, represents a compelling alternative to the Prado and it will be interesting to see how well the GX will be received locally when it arrives in April 2025. Don’t be too surprised to see the Lexus GX hopping pavements in Sandton soon!
Watch this space!
Ineos Grenadier Commercial (2025) Price & Specs
The Ineos Grenadier Commercial will soon launch in South Africa as a 2-seater van that qualifies for VAT reclamation. Here’s what you’ll pay for this BMW-powered van…
The Ineos Grenadier Commercial is scheduled to launch in South Africa later this year, set to arrive as a 2-seater van on which SARS-registered businesses can reclaim VAT (value added tax).
Revealed in the United Kingdom around a year ago, Ineos describes the Grenadier Commercial as a “customised version” of the original 5-seater station-wagon model “aimed at those who need a 4×4 for professional use”.
According to Ineos Automotive South Africa – which emphasises that the newcomer is “SARS-approved as a commercial vehicle” – local order books for the body-on-frame Grenadier Commercial will open on 1 May 2025.
The price? Well, thanks to a heads-up from the friendly vehicle-information specialists over at duoporta.com, we can confirm the Grenadier Commercial will start at R1 378 850 (or R1 199 000, excluding VAT) regardless of whether buyers opt for a petrol or diesel BMW-sourced turbocharged 3.0-litre inline-6 engine.
As a reminder, the petrol motor makes 210 kW and 450 Nm, while the oil-burner offers 183 kW and 550 Nm, with a ZF-sourced 8-speed automatic transmission standard for both. In either case, that represents a R338 250 (including VAT) saving over the station-wagon derivative and a R483 250 (VAT inclusive) cut compared to the Quartermaster double-cab bakkie.
So, what makes a Grenadier Commercial? Well, this modified model features a full-length flat floor with what Ineos calls a “robust” floor-to-roof cargo barrier behind the 2 front seats, and can carry a standard 1 200 mm x 800 mm Euro pallet. The van boasts a braked towing capacity of 3 500 kg, along with more than 2 000 litres of cargo space, while the payload (sans driver) comes in at 871 kg in the case of the petrol derivative and 796 kg for the oil-burner.
Ineos has replaced the rear passenger windows with aluminium panels, tinted the glazing on the 30:70 split rear doors and “permanently disabled” chassis mounting points to prevent a 2nd row of seats being fitted. It’s not yet clear what the British automaker has removed in terms of standard specification.
With its gross vehicle mass (GVM) listed as 3 500 kg, the Grenadier Commercial squeezes into South Africa’s light-commercial vehicle (LCV) segment. And the only pricier model in the country’s LCV space right now is Ineos Automotive SA’s own Grenadier Quartermaster double cab.
What does the Ineos Grenadier Commercial cost in SA?
Ineos Grenadier Commercial 3.0TD – R1 378 850
Ineos Grenadier Commercial 3.0T – R1 378 850
The prices above include a 5-year/100 000 km warranty, while service and maintenance plans are optional.
Internal Combustion Engine (ICE) cars as well as new energy vehicles (BEVs, PHEVs and Hybrids) were considered for this list.
Note that pricing is accurate as of March 2025 and cars are listed in order of speed (0-100kph), not price.
Fastest Cars in South Africa Under R1-million
1. BMW M135 – 4.9 seconds
The range-topping BMW M135 is the fastest BMW (also see the BMW M235i xDrive below) you can buy for under R1 million with a claimed zero to 100 kph sprint time of 4.9 seconds!
Under the bonnet is BMW’s 2.0-litre turbopetrol engine that develops 233 kW and 400 Nm of torque and comes mated with a 7-speed automatic transmission.
When the Volvo EX30 arrived in South Africa in early 2024, both the Single and Twin Motor derivatives were priced under R1-million, with the latter being the fastest in the range with a claimed sprint time of 3.4 seconds while the former claims 5.3 seconds.
However, new car pricing has surged upwards and the EX30 has consequently dropped from 1st to 5th place on this list. For the record, the EX30 Twin Motor Performance is now priced from R1 114 000 while the EX30 Plus Single Motor is priced from R968 400. The base EX30 Core Single Motor is priced from R835 500 but acceleration drops to 5.7 seconds for this derivative.
With its single rear-mounted electric motor generating 200 kW and 343 Nm of torque and a 69 kWh battery unit, electric range for the EX30 Plus Single Motor is claimed at 480 km.
Under the bonnet is Hyundai’s familiar turbocharged 2.0-litre turbopetrol engine that produces 206 kW and 392 Nm of torque, paired with an 8-speed dual-clutch transmission. Hyundai claims 5.4 seconds in the sprint to 100kph.
Current pricing for the Hyundai i30 N starts at R848 900.
Mini Countryman John Cooper Works ALL4 – 5.4 seconds
The new Mini Countryman SUV came to market in 2024 with higher levels of refinement and comfort and the John Cooper Works ALL4 derivative is the fastest in the range with a claimed zero to 100 kph time of 5.4 seconds.
Under the bonnet is a 2.0-litre turbopetrol engine that offers 233 kW and 400 Nm of torque and is paired with a 7-speed dual-clutch automatic transmission.
Pricing for the Mini Countryman John Cooper Works ALL4 starts at R965 768.
Toyota’s rally-inspired GR Yaris packs a punch in a compact package with the Japanese firm claiming 5.5 seconds in the sprint from zero to 100 kph.
The GR Yaris is powered by a 3-cylinder, 1.6-litre turbopetrol engine that whacks out 198 kW and 360 Nm and is paired with a 6-speed manual transmission.
Current pricing for the Toyota GR Yaris starts from R848 600.
The potent Hyundai Kona N rounds off this list with a claimed sprint time of 5.5 seconds, thanks to its 2.0-litre turbopetrol engine that delivers 206 kW and 392 Nm in conjunction with a 8-speed dual-clutch automatic transmission, the same powering the Hyundai i30 N (see above).
Pricing for the Hyundai Kona N starts from R848 900.
Toyota Vitz gets price cut (sort of) and extra airbags
The Toyota Vitz has quietly gained a significant safety upgrade and a longer service plan as well as a price cut (well, sort of) that officially makes it SA’s cheapest new car…
The Toyota Vitz is now officially South Africa’s cheapest new car after the Japanese firm’s local division not only added extra safety features and a longer standard service plan but also cut the budget hatchback’s price – well, sort of (we’ll explain shortly).
Yes, Toyota SA Motors has quietly adjusted the respective list prices of each of the 3 derivatives in its Vitz line-up, with the entry-level Vitz 1.0 now pegged at R178 800 (down some R11 100). That means its starting price is a mere R100 less than that of Suzuki’s S-Presso 1.0 GL (R178 900), thus giving it the official title of Mzansi’s cheapest new car.
Meanwhile, the Vitz 1.0 XR now comes in at R209 900, having benefited from a R10 000 price cut. Finally, the Vitz 1.0 XR AMT tops the portfolio at R224 900, some R15 000 more affordable than before (for the record, the X-Cite derivatives introduced in September 2023 have since fallen away). As such, the Vitz undercuts the Suzuki Celerio (which currently runs from R188 900 to R225 900) on which it’s based.
So, why do we say this “sort of” amounts to a price cut? Well, though Toyota SA Motors left the Vitz’s list price unchanged between its May 2023 introduction and this latest adjustment, it offered a circa-R20 000 “promotional rebate” (also described by the brand as a “deal assist” or “special offer”) from at least August 2023. So, technically speaking, the Vitz was available from as little as R169 899 for nearly 2 years.
Still, Toyota has now handed the Vitz – which is, of course, built by Maruti Suzuki in India – some additional safety equipment (we’re guessing Suzuki Auto SA will roll out these updates to the Celerio soon as well). All 3 derivatives in the Vitz line-up upgrade to 6 airbags, scoring side and curtain airbags in addition to the dual front items.
From what we understand, the diminutive city car furthermore gains seat-belt warning lights and buzzers for the front and rear passengers (in addition to those already present for the driver’s seat), while the XR variants furthermore score a reverse-view camera. As before, all Vitz derivatives ship standard with ABS with EBD, stability control and rear parking sensors.
In addition, we noticed that Toyota SA Motors has doubled the Vitz’s standard service plan from the previous 2-service/30 000 km arrangement to a more generous 4-service/60 000 km plan. The warranty, however, remains at 3 years or 100 000 km.
As a reminder, the Vitz launched in SA towards the middle of 2023, arriving as a replacement for the Agya (which was based on the Daihatsu Ayla and hit local roads at the end of 2020, supplanting the Aygo). It uses Suzuki’s naturally aspirated 1.0-litre, 3-cylinder petrol engine (K10C) delivering 49 kW and 89 Nm to the front axle through a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of cogs.
In 2023, Toyota SA Motors sold 5 117 units of the Vitz, with this figure climbing to 6 927 units in 2024. The brand registered a further 1 376 examples over the opening 2 months of 2025, including an 825-unit haul in January.
How much does the Toyota Vitz cost in South Africa?
ADJUSTED PRICING (March 2025)
ORIGINAL PRICING (May 2023)
Toyota Vitz 1.0 MT – R178 800
Toyota Vitz 1.0 MT – R189 900
Toyota Vitz 1.0 XR MT – R209 900
Toyota Vitz 1.0 XR MT – R219 900
Toyota Vitz 1.0 XR AMT – R224 900
Toyota Vitz 1.0 XR AMT – R239 900
The prices above include Toyota’s 3-year/100 000 km warranty and a 4-service/60 000 km service plan.
MG is back in South Africa with 2 SUV offerings. This HS variant is a family SUV in the vein of a Haval H6 or a Chery Tiggo 7 Pro. How well does the new MG HS perform its familial duties you ask? Ciro explores the buying proposition of the new MG HS in this video, give it a watch!
MG has had great success since its Chinese owners took over around 10 years ago and began revamping the brand within the SAIC group. Now, MG has returned to the South African market with its compact ZS SUV and this larger HS model.
Ciro De Siena reviews the new flagship MG HS variant, taking us through the ownership experience, what it’s like to drive, practicality as well as some of the risks of buying a new Chinese brand.
For nearly 2 years, the Renault Duster has been conspicuous by its absence from the French brand’s local sales sheets. Now that the new, 3rd-gen model is finally here, we got to drive it in the Western Cape at the budget off-roader’s national media launch.
What’s new on the Duster?
The new Duster’s design is eye-catching and modern.
The Renault Duster has achieved great success in the South African market by catering for new-car buyers that want the versatility of an off-roader combined with the keen price tag of a small crossover.
Yes, it was basic inside and its cabin plastics felt harsh, but whereas most of its competitors were soft-roaders designed to ferry city slickers and float over speed bumps, the Duster was a hard-wearing and durable compact family car and was pretty good off-road. Back when the 1st-gen model was launched in 2013, there weren’t so many Chinese competitors, so what does this new Duster bring to the party?
The new Duster’s design is striking and holds universal appeal. In an era when most new products seem bigger in every direction compared with their predecessors, the Duster has more fine-tuned dimensions. This Duster is 11 mm wider and just 2 mm longer, while the 4×4 gets a nifty 7 mm extra ground clearance and features a different front bumper that offers a better approach angle than the 4×2 variants.
Engine wise, the much-loved turbodiesel has been discontinued (as is the case with many European manufacturers’ passenger-car line-ups) and there are now just 2 turbopetrol offerings – a 1.3-litre turbo for the 4×2 and a 1.2-litre turbo for the 4×4. Strangely, there is no auto available on the 4×4, and you can also only have the 4×4 in the lower Zen spec, not the Intens spec, which you can have on the 4×2.
Is the new Duster still good off-road?
It is still a capable off-roader and the ride quality on gravel is excellent.
The Duster’s claim to fame is its ruggedness, and the new one also likes to put its best, um, wheels forward on gravel roads. We only got to try out the 4×4 version and its suspension felt well damped on the dirt route we traversed. The newcomer rides washboard gravel very well compared with even more expensive 4×4 SUVs and feels remarkably stable when you up the speed to triple figures on dirt.
The cabin is quiet too – even when the Duster travels on gravel roads – so that also probably added to the sense of solidity it imparted while passing harvesters and bakkies on the Malmesbury farm roads.
We also had a chance to test it on the Atlantis dunes, which is a tricky place for a small off-roader with only 96 kW and 230 Nm of torque. Sand driving is all about momentum and building speed. The Duster tried hard in the dunes, but ultimately, it lacks the grunt to be well suited for this application.
However, I suspect it will do well over more suitable off-road terrain, such as rocks or slow inclines and declines. There are special off-road drive modes (they can be accessed via a rotary dial on the centre console) and you can use them to set the car up for specific situations, such as sand, mud or snow.
My intuition says the new Renault Duster’s capability sits underneath that of a Suzuki Jimny, but it’s also more capable and comfortable on a gravel road than, say, a Haval H7.
As for on-road performance, that prudent suspension setup translates into a comfortable ride quality; I expect the Duster would be happy doing the school run and the annual pilgrimage to the bush or coast.
Why no diesel for the Duster?
You now get off-road drive modes like sand, mud and snow on the 4×4 manual.
Turbodiesel-powered Dusters gained a loyal following in our market, but European manufacturers have been forced to step away from diesel powertrains to meet city emissions regulations, rather than fuel-efficiency targets. This means that the black (sooty) smoke emitted from diesels is a problem and most European carmakers have been forced to offer only petrol-fed variants with some form of hybridisation.
The 1.2-litre turbopetrol in the 4×4 features a 48V mild-hybrid setup, which helps lower fuel consumption during start-ups and when pulling away. The official claimed consumption figure for this engine (with the manual ‘box) is 5.7 L/100 km, but we saw an indicated return of 7.3 L/100 km after our 180-km trip in mixed conditions. I suspect that most owners will achieve something in between those numbers.
Renaults haven’t always had the smoothest throttle, gear and clutch setups; I’ve found it takes time to learn how to avoid making jerky shifts into 2nd and 3rd. This model still has some of that difficulty, but I got better at shifting smoothly sooner, which is good. Also, the engine delivered good acceleration and got up to 120 kph and stayed there pretty easily, even with 2 adults and some luggage in the car.
Unfortunately, there wasn’t a 4×2 variant (with the 1.3-litre turbopetrol engine) to drive, because peak outputs of 113 kW and 250 Nm, in combination with 2WD, might be quite peppy. That said, the claimed consumption of that Duster is 6.5 L/100 km, so you might be in for a “thirstier drive” by comparison.
What’s the interior like?
There are a lot of hard plastics inside, but it feels durable and in-line with the Duster ethos.
The interior of the Renault Duster has never been about an upmarket ambience/soft-touch materials. The new model continues that trend, with hard (but durable) plastics that feel sturdy and reliably fastened.
The infotainment system feels modern and it’s simple to pair your smartphone with it. It’s got wireless Apple CarPlay and Android Auto, as well as 2 USB C ports at the front. There is a wireless charger in the front of the cabin, but it didn’t seem to fit a modern smartphone, so make sure to try it out for size.
In front of the driver, you get a 7-inch digital instrument cluster that’s fairly basic to operate and, if you like, you can change the display themes and the colour of the dials’ backgrounds.
Outdoorsy people will appreciate the rubber floormats because they can take much more abuse than carpeted mats and, of course, be hosed down with ease. The Duster’s rubber mats also feature a cool yellow design streak across them.
The Duster’s load bay is comparable with that of the 2nd-gen model – the 4×4 can accommodate 444 litres and the 4×2 variants can take 472 litres, Renault says. All versions come with a full-size spare wheel and, if you need more capacity, you can fold the rear seats down in a 60/40 split to free up 1 696 litres.
The 1.3T Intens variant gets upgraded seats, while space for taller passengers was tight in the back.
When I got into the back of the Duster for the patented “sit behind yourself” test (when the driver’s seat is set to your position), I found the legroom was a little tight (I’m 1.82m tall). However, if you’re shorter than that or have children seated at the back it will probably be acceptable. There is no centre armrest for aft occupants, but there are ISOfix points on either side of the bench (2 child seats can be installed).
Best of all, the seats of the new Duster are exactly 1 billion times better than the old-school chairs that were fitted in the previous generation – that should make longer trips much more bearable. The centre console is in a bit of an awkward spot, however, as I had to choose to have my arm in an unnatural position when shifting gear. Taller drivers are more likely to experience this ergonomic issue, though.
In the crowded small crossover segment, the Duster weighs in with more off-road credibility and a distinctive design.
The Duster doesn’t appear to be as much of a bargain as it once was, but that’s more due to the Chinese competitors swooping in than Renault massively increasing the Duster’s pricing. What I still like about the Duster is that it stays true to its off-roader roots. It’s good on gravel, and it certainly seems more capable of reaching out-of-the-way locations than its rivals. What it lacks in luxurious refinement, it makes up for in durability and capability. Plus, its design, which stands out as bold and modern, is a major drawcard.
Something to keep in mind, however, is that the new Duster’s line-up is limited. The flagship 4WD is only available in manual guise (many consumers will demand an auto at this price point) and in the Zen trim grade, which means it misses out on a surround camera system (for example), which would suit it nicely.
