Ford Everest Wildtrak (2024) Living with it

Now that the Platinum trim grade is offered in Ford’s Ranger and Everest line-ups, has that diminished the allure of the Wildtrak spec? We took the Ford Everest Wildtrak on a family holiday to Knysna to gain an appreciation for its talents… and price positioning.

It’s easy to imagine that middle-child syndrome may extend to the car world’s “price, performance and specification” hierarchy. Sandwiched in between entry-level and flagship variants are often-overlooked mid-rangers that live in the shadows of their better-priced or flashier peers. Based on my experience over the December holidays, the Ford Everest Wildtrak (launched in May 2023) is one such example.

Ford Everest Wildtrak frontal view — *Even when clad in a practical, if a bit drab, white paint finish, the Everest Wildtrak has an imposing presence.*

The 3.0TD V6 4WD Wildtrak is one of just two 6-cylinder derivatives in the Everest range; it’s positioned above the priciest 4-pot Sport, but crucially, below the range-topping V6 Platinum – and shorn of some of the latter’s tastiest treats – priced at a marginally more cents-saving R1 199 500 (almost R80k less).

Confession time. Truthfully, the prospect of having to hypermile the “2nd from the top” Everest variant with an expected drinking problem (only owing to its large-capacity engine) during my family’s annual pilgrimage to Knysna, when Ford’s more suitably configured and economically engined 2.0-litre people-carrier would have sufficed – read our Tourneo Custom (2024) Review – did not immediately appeal.

The Everest Wildtrak comes fitted with eye-catching 20-inch alloys that blend with the black detailing, plus side steps.

That’s because not only would spacial capacity (think everything from body boards to inflatable toys) be severely compromised in the Everest against the Tourneo’s desired fling-and-forget Boeing-beating belly, but so too would be the fuel budget. What a delight, then, to be proven wrong. On both counts.

Pack your bags… and everything else!

On the day of departure, adopting some cursory (and accompanying cursing) Courier Guy tactics, only a quartet of foldable beach chairs ultimately had to be sacrificed against a week’s worth of luggage and provisions for four – all of which was jammed into the back of the “fallback” Ford.

Ford Everest Wildtrak rear three-quarter view — *Although this generation of the Everest is an (uprated) evolution of its predecessor, it feels more SUV- than bakkie-like.*

And on a day when every square millimetre of load-bay capacity counted, the 2nd-row seat’s sliding function of the Ford Everest Wildtrak – intended for access to the 3rd-row seats – was a godsend.

The Wildtrak hits the (long) road

Google Maps says a mere 13 km separates the 2 routes to Knysna from Cape Town’s northern suburbs when sticking to the N2 (484 Km); or my preferred and shorter pairing of following the N1 to Worcester before tranquilly tacking back towards the N2 through Robertson before re-joining at Swellendam.

Ford Everest Wildtrak load bay — *If you have a family of 4, the flat-folding 3rd-row seats free up plenty of utility space to accommodate family holiday detritus.*

The extended seat time facilitated revealing observations about the Ford Everest Wildtrak. Sharing its upgraded T6 platform with the Ranger (though swapping the rear leaf springs for coils), from mechanical advancement to tech trickery and NVH control, Ford’s Fortuner rival is – hardly surprisingly – easily one generation ahead of any of its ladder-frame SUV contemporaries, including the top-selling Toyota.

Wind noise is minimal and not unlike the Ranger, given its character the 184 kW/600 Nm V6 – solely throaty on demand – is perhaps more subdued than enthusiasts would appreciate at highway speeds.

Ford Everest Wildtrak engine bay — *The torquey 3.0-litre V6 turbodiesel delivers plenty of in-gear acceleration but is pleasantly muted on the open road.*

Much of the engine’s Jekyll-and-Hyde persona is managed by Ford’s 10-speed automatic transmission, which, apart from being identical to the one in the Mustang, is arguably the star of the powertrain.

This ’box of tricks glides through the gears with the effortlessness of a cube of ice slithering into a glass of brandy-and-Coke (this is a 3.0-litre Ford, lest one forgets), as ratios are almost imperceptibly licked and skipped according to the torque demanded.

Ford Everest Wildtrak transmission lever — *The Everest Wildtrak’s transmission lever proved quite a handful – literally.*

10-speed auto ‘box revels in the V6’s torque

There’s no point in trying to keep track of which gear you’re in because there are simply too many – and why one doesn’t miss the presence of paddles (although the Ranger Raptor has them): it’s best to just trust the process.

Back in the real world, it’s also why Wildtrak drivers would be happy to select and forget, as groping the gargantuan transmission lever is a less gratifying affair. A literal handful that’s impossible to palm unless you’re Bigfoot, it’s a good-looking – but cumbersome – toggle that also finds Park too easily when one is only looking for reverse gear.

*The contrast-stitched multifunction steering wheel is chunky, but the author noticed the absence of an audio mute button.*

Other ergonomic shortcomings pertain to the absence of a mute button on the steering wheel to instantly silence the brain cell-brutalising jabbering of morning drive-time radio DJs and their ever-repeating songs (there’s a drinking game somewhere in correctly counting the repeats – provided you’re a passenger, of course); and there are no roof-mounted grab handles for the rear passengers.

Eminently comfortable cabin

On the plus side, the view from behind the wheel is suitably panoramic; on the open road, it adds a premium feel that’s absent in similar-styled rivals. The latter is aided by the front seats (finished with Wildtrak-specific orange stitching) providing terrific long-distance comfort that allows for above-average manspreading, unencumbered by the ungainly wide transmission tunnel present in said adversaries.

*Apart from offering a host of connectivity options, the Ranger Wildtrak comes equipped with a wireless charging pad.*

A wireless charging pad ahead of the gear selector allows for a less cluttered front cabin, freeing up the available USB-A and -C ports for the front passenger (there’s also a pair at the back – they’re essential to pacify itchy young travellers with mobile devices); the former enabling smartphones to pair seamlessly with the Wildtrak’s 12-inch SYNC 4 infotainment touchscreen through Android Auto or Apple CarPlay.

Not that thirsty, after all

And what of the 3.0-litre V6 turbodiesel’s dreaded thirst? Ford claims a combined consumption figure of 8.5 L/100 km that comprises a mix of urban and highway cycles. More often than not, such claims are marketing-driven pie-in-sky figures that are impossible to attain in the real world, however.

*Rear occupants can utilise a USB-A and/or -C port, a separate ventilation control, as well as an AC outlet.*

Yet after 5 and a half hours, the 3.0-litre Wildtrak covered the 468 km-long trek to Knysna by averaging 84 kph and a reasonable 8.6 litres/100 km. Although I wasn’t (and still am not) crazy about the lack of granular detail provided by 10 vertically stacked bars indicating the fuel level, the estimated range readout is a far more accurate and confidence-inspiring indicator of the distance to the next fill-up.

Over its 4-week-long stay, which included several short town-based trips, the average fuel consumption levelled out at 9.2 L/100 km, which is fair, considering the vehicle’s size, heft and family-hauling ability.

*The Everest Wildtrak made a handful of shorter trips too, its fuel consumption levelled out at 9.2 L/100 km.*

But do you really need a V6?

Unless you plan to utilise all of its 3 500 kg (braked) towing ability; and against the next-best 2.0-litre Everest Sport, which retails for R120k less – yeah, probably not. But when trundling around town, the faint hiss of the turbo masks the thrum of the throbbing V6 is a (nearly) priceless feel-good folly.

*Although the fuel bar (far right) is a little imprecise, the digital instrument cluster is clear and easy to understand.*

And, the steering-wheel-mounted speed limiter button is a countermeasure against the notoriously ferocious appetite of the Eden District’s authorities for year-end-party-funding speeding fines – it is so satisfying to press that button at the sight of one of many poorly camouflaged speed cameras.

During our stay, the Wildtrak embarked on several trips along the Cape South Coast and inland to the Cango Caves, where – when filling up for the first time since our departure – we incidentally discovered that the fuel flap was positioned opposite to the directional icon as indicated on the fuel gauge.

*The (large) fuel flap is located on the left side of the vehicle; remember to check the vehicle’s AdBlue levels habitually.*

Other idiosyncracies – good and less good – include the quietest windscreen wiper operation this side of a Rolls-Royce, but on the debit side, the indicator stalk is on the wrong side of the steering wheel and there is no retractable parcel shelf to block out the prying eyes of passers-by into the load area.

And, in the same vein, the removable towbar would be laughably easy to re-appropriate (thankfully it wasn’t) owing to its split-pin attachment setup.

*Ford Motor Company of Southern Africa may want to beef up the security system on the Everest Wildtrak’s (standard) tow bar.*

Don’t forget about AdBlue

Most importantly, though (and too rarely reported on) is the need for owners to keep an eye on the AdBlue level indicator, which is hidden away in the Everest Wildtrak’s sub-menu.

In our case, the Everest was delivered with around 7 800 km on the odo while displaying a warning about the remaining estimated 1 500 km of range before requiring a top-up of the emissions-emasculating extract (AdBlue) – just hours before the start of the mid-December long weekend; by which time most businesses had already or were about to close up shop for the rest of the year.

*The Everest Wildtrak in its very element… a coastal town during the holiday season.*

While Ford’s fast-moving fleet folk could swiftly provide a top-up before our Knysna sojourn began, the experience highlighted the need for owners to be vigilant about their turbodiesel vehicles’ AdBlue levels.

Price and after-sales support

The Ford Everest 3.0TD V6 4WD Wildtrak retails for R1 199 500, which includes a 4-year/120 000 km warranty, 4-year/unlimited distance Roadside Assistance and 5-year/unlimited distance corrosion warranty. The recommended service interval is 15 000 km or annually, whichever occurs first.

In line with the Right to Repair legislation, customers can purchase service or maintenance plans of up to 8 years or 165 000 km, and the warranty can be extended to 7 years/200 000 km.

Summary

By adding V6 options to its ladder-frame-based SUV lineup, Ford has bestowed the Everest range with halo products that neither Toyota, Mitsubishi, nor Isuzu respectively provide in their Adventure SUVs.

*The Everest sits atop the Adventure SUV pile, but are you willing to spend R1.2 million to get a V6-powered one?*

There’s something as innately South African about a 3.0-litre 6-cylinder SUV that bears a Blue Oval on its nose as braaiing and beers in the bushveld. To be fair, given its R240k-or-so price premium, the Everest Wildtrak V6 doesn’t truly compete with the flagship Toyota Fortuner – it’s a more upmarket product.

The Ford Everest Wildtrak may be the lower-specced V6-engined derivative in its line-up, but it’s no piecemeal offering. Ignoring the heart-or-head-conundrum demanded by its lofty price point, it’s still the cheapest new V6-powered Adventure SUV you can buy in SA. Now that’s an overachieving middle child.

Find a new/used Ford Everest listed for sale on Cars.co.za

Faves and flops! SA’s best- and worst-selling bakkies of 2024

We’ve tallied up the sales figures to identify South Africa’s best- and worst-selling bakkies of 2024. Here’s where your favourite pick-up placed last year…

With 2024 done and dusted, it’s time to tally up the sales figures and identify South Africa’s best- and worst-selling bakkies for the year. For the record, Mzansi’s broader light-commercial vehicle (LCV) segment ended 2024 on 133 254 units, translating to a 12.0% year-on-year decline (in a total market that was down 3.0% to 515 712 units).

So, which bakkies were the segment’s chief volume drivers in 2024? And which models achieved the most robust year-on-year growth in a declining market? And, of course, which contenders simply struggled throughout the year? Well, let’s break down the figures from the past 12 months and answer these questions and more…

Top 3 unchanged as Ranger narrows gap to Hilux

Toyota Hilux Raider double cab — *There was no stopping Toyota’s Hilux in 2024, though the Ford Ranger did cut the gap.*

Yes, the Toyota Hilux remained South Africa’s best-selling bakkie – and indeed the country’s top-selling vehicle overall – in 2024, a title it has now held for more than 50 straight years. That said, sales of the Prospecton-built stalwart fell 12.6% year to year (largely in line with the overall LCV segment’s performance) to 32 656 units, for a monthly average of 2 721 units.

With the Hilux shedding sales compared with the prior year, the 2nd-placed Ford Ranger at least managed to narrow the gap to 7 103 units (from 12 764 units in 2023). In the end, the Silverton-made contender enjoyed a 3.8% year-on-year improvement in sales to finish 2024 on 25 553 units. As expected, the Struandale-produced Isuzu D-Max again completed the podium, with its registrations growing marginally (just 0.1%, in fact) to 18 973 units.

Mahindra Pik Up climbs as defunct NP200 falls

*Mahindra’s Pik Up gained a ranking thanks to the axing of the Nissan NP200.*

While the KwaZulu-Natal-assembled Mahindra Pik Up registered a handy 3.4% year-on-year increase in sales to finish 2024 on 8 336 units, its movement up a ranking to 4th position overall was largely thanks to the death of what was South Africa’s last-surviving half-tonne bakkie.

Yes, with production of the Nissan NP200 at Rosslyn having ceased back in March 2024, sales of the Japanese firm’s small bakkie plummeted 48.6% year on year to 6 544 units last year. However, the NP200 still managed to place inside the top 5, falling just a single spot (despite sales tapering to a mere 3 units in December 2024).

Ford-built Amarok rises as P-Series stumbles

*Volkswagen’s Amarok enjoyed the strongest year-on-year growth in the top 10.*

Though the Rosslyn-made Nissan Navara enjoyed a 6.0% year-on-year increase to end on 4 874 units and retain 6th, it was the Ford-built Volkswagen Amarok that registered the strongest growth in the top 10, improving 18.2% (compared to 2023) to 3 957 units and rising 2 rankings to 7th in the process.

Meanwhile, local registrations of the GWM P-Series slid 18.0% year on year to 3 659 units, seeing this Chinese-made bakkie (which is due a facelift) drop a place to 8th. Similarly, the Japanese-built Toyota Land Cruiser 79 – which benefitted from a refresh early last year – suffered a 13.0% year-on-year fall in sales to 3 459 units, meaning it slipped a position to 9th. Finally, the GWM Steed retained 10th place, with sales up 4.8% to 1 197 units.

5 bakkies at the bottom of the 2024 sales charts

*Peugeot Landtrek sales surged 128% year on year, but it still couldn’t crack the top 10.*

So, what about the bakkies at the foot of the table? Well, the Chinese-made Peugeot Landtrek was the best of the rest in 2024, registering a whopping 128% year-on-year increase in local sales to end on 782 units and climb 2 places to 11th. As a reminder, Stellantis SA plans to start local assembly of this bakkie from completely knocked-down kits at a new facility in Gqeberha towards the end of 2025 or the beginning of 2026.

Having moved into a long-awaited new generation late in 2024, the Mitsubishi Triton had to settle for 12th place (a ranking lower than it achieved in 2023), with sales down 22.8% year on year to 563 units. That was only slightly ahead of the Mahindra Bolero, which enjoyed a 49% year-on-year improvement to finish on 520 units (though slipped a spot to 13th).

The Jeep Gladiator, meanwhile, finished 2024 on just 67 units, though this low-volume model’s year-on-year decline of 67.8% didn’t impact its ranking (which remained 14th). Finally, the Mazda BT-50 – which was discontinued in South Africa in the opening quarter of the year – again rounded out the top 15, reaching a total of 42 units (down 39.1%, year on year).

*For the record, we’ve focused on traditional bakkies in this feature, excluding models such as the Hyundai H100, Kia K Series, Volkswagen Transporter Pick Up and Suzuki Super Carry. We were also not able to include the JAC T6, T8 and T9 ranges as the Chinese automaker reported only a combined number (which we tallied up to 1 198 units, an increase of 85.2%, year on year).

Bakkie sales in South Africa for 2024

1. Toyota Hilux – 32 656 units (-12.6%)

2. Ford Ranger – 25 553 units (+3.8%)

3. Isuzu D-Max – 18 973 units (+0.1%)

4. Mahindra Pik Up – 8 336 units (+3.4%)

5. Nissan NP200 – 6 544 units (-48.6%)

6. Nissan Navara – 4 874 units (+6.0%)

7. Volkswagen Amarok – 3 957 units (+18.2%)

8. GWM P-Series – 3 659 units (-18.0%)

9. Toyota Land Cruiser 79 – 3 459 units (-13.0%)

10. GWM Steed – 1 197 units (+4.8%)

11. Peugeot Landtrek – 782 units (+128.0%)

12. Mitsubishi Triton – 563 units (-22.8%)

13. Mahindra Bolero – 520 units (+49.0%)

14. Jeep Gladiator – 67 units (-67.8%)

15. Mazda BT-50 – 42 units (-39.1%)

The Prowse Mercedes-Benz collection

Etienne Prowse has a rather interesting collection of Mercedes-Benz cars, with models spanning several decades – and body styles.

The first time I met Etienne Prowse was at Zwartkops Raceway. He was kind enough to bring along his Merceded-Benz 450SLC 5.0 Mampe tribute race car for a drive and a photo shoot. Apart from talking about all things related to cars, it was evident that he was a true Mercedes-Benz enthusiast.

Prowse invited me to view his Mercedes-Benz collection, located outside of Hermanus when he visited the Cape again. Recently, we managed to align our diaries and early 1 morning, when the holidaymakers were heading to the beach, I made my way to a secret location outside of the bustling coastal town.

The building where Etienne stores his collection thankfully has enough space for all the cars, as well as lots of parts. He is working with a plan though, as he wants to rent out some of these cars in the near future. First, however, we rewind to where it all started.

“I only really started collecting Mercedes cars in 2012. The first car I bought was a R107-series 500SL. I wanted a 500SL as they are rarer than the more prolific 450SL. However, I learned a hard lesson.

“When I checked the chassis number and details, I found out that it was, as a matter of fact, a 450SL. I subsequently sold it and quickly discovered how and what to look for when purchasing a classic ‘Benz.

“My father drove Mercedes-Benzes as company cars in the 1980s. Some enthusiasts always joke and say you drive what your father drove. Well, that has been the case with me.

“There is a trick to it though. When I had around 3 cars, my wife started raising her eyebrows. Then, for her 50th birthday, I bought her an SLK32 AMG, because only around 4 000 units were manufactured.

“When I found one, it was not close to her birthday, so I had to hide the car for a few months before I could give it to her. From then on, we were collecting Mercedes-Benzes together. The trick worked!

“I think Mercedes-Benz has been building great cars for many decades. Even when I bought that first SL, I couldn’t believe what it still offered after so many decades. This included the level of performance, practicality and ride quality.”

Etienne admits that his cars are not in “concourse condition”, but as he uses them regularly and plans to rent them out, it is understandable why he wants to have them in a good, but not concourse condition.

The main building houses, among other cars, three 450SLs, a 280SL and a 500SL. Apart from the one R129 500SL, all the cars are from the 107 series.

Etienne says he can’t actually explain how he ended up focusing on the 107 series. He says it is also partly because the Pagoda is not as fun and practical to drive and also now costs an arm and a leg.

Find a new or used Mercedes-Benz SL listed for sale on Cars.co.za

“I also have several additional R107 bumpers and other parts, including a full wiring loom and an engine.”

We head outside where Etienne and his assistant have neatly parked the cars. There is clearly quite a lot on the to-do list this morning. The row of cars is made up of no fewer than three SLK32 AMGs, an SLK320 and an SLK200.

“With 260 kW in such a relatively small car, it is truly a fun experience. I’ve had no major issues with the SLK32 AMGs. The only issue that is surfacing now is that some of the small pistons that are part of the automatic roof mechanism now need some attention.”

Two of the SLK32 AMGs have full-service histories, but the beautiful blue example had sadly been in an accident before Etienne bought it, but he knew that, meaning it is currently an emergency parts car should anything major go wrong with any of the other two.

“The SLK320 is truly a great little cruiser. Same engine as the SLK32 AMG, but just without the compressor,” he adds.

Find a new or used Mercedes-Benz SLK listed for sale on Cars.co.za

Etienne tackles some of the easier jobs himself, for example replacing the roof lining. “You can’t have all the jobs done by other people, it will simply cost too much. Remember, Google is your friend!”

The car with the highest mileage, but also for some enthusiasts the most desirable, is the 1981 Mercedes-Benz 240 GD Geländewagen. It has a full-service history, throughout its 601 000 km! Even so, some work must be done on this car which is earmarked for 2025.

It might be a single-brand collection, but between the AMGs, the Geländewagen, SLs and SLCs, the collection covers a wide base of Mercedes-Benz’s rich history and offerings.

Search for a classic or new Mercedes-Benz on Cars.co.za

Find exclusive car-themed merchandise at the SentiMETAL Shop

Electric G-Class Price Locked in for SA

The all-electric G-Class is on its way to South Africa and pricing has been confirmed. Here’s your first look at the Mercedes-Benz G 580.

Interestingly Mercedes-Benz ditched its electric badging for the BEV G-Class, with the EQG name staying on the concept. Officially, this is the Mercedes-Benz G 580 with EQ Technology, yes that is quite the mouthful.

So, what do you get for your R4.6 million? The great news is that the electric G-Class will still be a formidable offroader, riding on a ladder-frame setup with a selectable low-range gearbox.

Powering the G 580 are four individually controlled motors near the wheels. A total output of 432 kW and 1 164 Nm is claimed and thanks to torque vectoring, there are virtual differential locks.

Range is up to 473 km based on the WLTP cycle, thanks to a 116 kWh battery which has been integrated into the ladder frame chassis for a low centre gravity and Mercedes-Benz claims it is water and dirt proof thanks to a torsion-resistant casing and carbon underbody protection. An energy consumption figure of around 29 kWh/100 km is claimed – which is heavy, yes, but not unexpected due to the 3-ton weight and un-aerodynamic shape.

Inside, the electric G-Class features synthesised engine sounds, which won’t be as cool as the AMG’s V8, but interesting nevertheless. The rest of the cabin features a layout and updates that are near identical to the current facelifted G-Class range. Niceties include the latest iteration of MBUX infotainment system and a massive 31.2 cm screen which has integrated driver and media info.

How much does the electric G-Class cost in South Africa?

The below price is for the Launch Edition and includes VAT as well as a service & maintenance plan.

Mercedes-Benz G580 with EQ Technology

R4 647 456

Kia Rio (2017-2024) Buyer’s Guide

Though it has exited Mzansi’s new-vehicle market, the Kia Rio remains a compelling option as a used buy. Let’s examine the pros and cons of the 4th-gen hatchback…

In the opening quarter of 2024, the 4th-gen Kia Rio quietly left South Africa’s new-vehicle market, bringing down the curtain on this nameplate’s 23-year local run. Around a year earlier, the South Korean firm’s local distributor had confirmed to Cars.co.za the Rio would be “phased out” since its successor would not be produced in right-hand-drive guise.

The Kia Rio is now a popular choice in the used car market!

Unlike the 3rd iteration – see our Kia Rio (2011-2017) Buyer’s Guide – the YB-series Rio was available only in 5-door hatchback guise in Mzansi (no sedan body style was offered). Known as the Pride in its home market and the K2 in China, the SA-spec Rio was sourced from Kia’s Sohari plant in South Korea.

4th-gen Kia Rio front three-quarter view — *The 4th-gen Kia Rio was revealed in 2016.*

As one of the Seoul-based brand’s most recognised nameplates, the Rio was a steady seller in Mzansi, even if it couldn’t come close to matching the sales figures of the segment’s most popular offering, the Kariega-built Volkswagen Polo hatch. See also: VW Polo hatchback (2010-2017) Buyer’s Guide

Local registrations dipped from 3 907 units in 2021 to 3 511 units the following year, before declining further to 1 977 units in 2023 (and settling on around 100 units in 2024, with stock finally depleted).

Interestingly, the once-bustling compact-hatch segment lost a couple of other big names shortly before the axe fell on the Rio; the Ford Fiesta and Nissan Micra were both discontinued locally in 2022.

Kia Rio (YB) model line-up in South Africa

4th-gen Kia Rio frontal view — *The Rio touched down in Mzansi in mid-2017.*

In September 2016, Kia released the first official images of the YB-series Rio ahead of the model’s premiere at the 2016 Mondial de l’Automobile in Paris. Again penned by Peter Schreyer, but with input from the brand’s design centres in Germany and California, the Rio hatchback gained 15 mm in length (to 4 065 mm) and 5 mm in width (to 1 725 mm), while its wheelbase increased by 10 mm to 2 580 mm.

In June 2017, the 4th-gen Rio touched down in South Africa, with Kia claiming pricing was “virtually unchanged from the outgoing model”. At launch, the local line-up comprised 7 front-wheel-drive derivatives and offered the choice of a pair of naturally aspirated 4-cylinder petrol engines, 3 transmission options and 4 trim levels.

Kia Rio 1.2 LS 5MT (62 kW/120 Nm)
Kia Rio 1.4 LX 6MT (74 kW/135 Nm)
Kia Rio 1.4 LX 4AT (74 kW/135 Nm)
Kia Rio 1.4 EX 6MT (74 kW/135 Nm)
Kia Rio 1.4 EX 4AT (74 kW/135 Nm)
Kia Rio 1.4 TEC 6MT (74 kW/135 Nm)
Kia Rio 1.4 TEC 4AT (74 kW/135 Nm)

Interestingly, though these 1.2- and 1.4-litre engines were effectively carried over from the 3rd-gen Rio, they were “revised” to offer slightly less peak power (down from 65 kW and 79 kW, respectively). Load-bay capacity increased by 37 litres to a generous 325 litres, while a full-size spare wheel came standard.

4th-gen Kia Rio rear view — *Luggage capacity increased 37 units to 325 litres, compared with that of the 3rd-gen hatch.*

Just 3 months after the launch, Kia Motors SA announced a “voluntary safety recall” of about 1 266 examples of the Rio to “inspect the operation of the rear-door child locks”. On certain models, the child-locking function may have been “inoperative due to the actuator cable length being out of spec”.

In the final month of 2018, Kia ditched the antiquated 4-speed automatic transmission (available with the 1.4-litre motor) – it was replaced by a 6-speed (likewise torque-converter) self-shifting gearbox. Such-equipped variants were thus 3-tenths of a second quicker from zero to 100 kph (at a claimed 12.9 seconds), with (for what it’s worth) the stated maximum speed increasing from 166- to 175 kph.

*The facelifted Rio arrived in SA late in 2020.*

Towards the end of 2020, the facelifted Kia Rio made local landfall, arriving with subtly refreshed exterior styling, more standard equipment and seemingly again-tweaked engines (with the 1.2- and 1.4-litre units each dropping a kilowatt to 61 kW and 73 kW, respectively). The GT-Line version shown overseas unfortunately didn’t make it to local dealerships.

Kia Rio 1.2 LS 5MT (61 kW/120 Nm)
Kia Rio 1.4 LS 6MT (73 kW/135 Nm)
Kia Rio 1.4 LS 6AT (73 kW/135 Nm)
Kia Rio 1.4 LX 6MT (73 kW/135 Nm)
Kia Rio 1.4 LX 6AT (73 kW/135 Nm)
Kia Rio 1.4 EX 6MT (73 kW/135 Nm)
Kia Rio 1.4 EX 6AT (73 kW/135 Nm)
Kia Rio 1.4 TEC 6MT (73 kW/135 Nm)
Kia Rio 1.4 TEC 6AT (73 kW/135 Nm)

While the 4 trim levels were retained, Kia Motors SA expanded the range to 9 derivatives by making the 1.4-litre engine (in either manual or auto form) available in entry-level LS guise. All variants upgraded to an 8-inch touchscreen, while Perennial Grey and Sporty Blue were added to the exterior paint colour palette. Note, however, that the 1.2 LS downgraded to a 2-year/60 000 km service plan at this point.

What are the strengths of the YB-series Rio?

4th-gen Kia Rio LS trim grade — *The pre-facelift Rio LS was specced to attract fleet buyers.*

Plenty of standard features: At launch, most derivatives came generously equipped, though it’s worth noting the pre-facelift 1.2 LS was pitched squarely at fleet buyers, which meant it made do with items such as steel wheels and a decidedly basic audio system. The LX grade boasted automatic headlamps, front foglamps, LED daytime running lights, 15-inch alloy wheels, a centre console armrest, a leather-trimmed steering wheel, an upgraded instrument cluster and extra speakers (a total of 6).

Next came the EX trim grade, which included projector headlights and LED rear combination lamps, along with a 7-inch touchscreen system (compatible with Apple CarPlay and Android Auto), a reverse-view camera and rear parking sensors. Finally, the TEC trim level was set apart by 17-inch rims, rain-sensing wipers, cruise control, an electro-chromatic rearview mirror, alloy pedals and leather trim.

4th-gen Kia Rio TEC trim grade interior — *A look at the pre-facelift TEC derivative’s cabin.*

At the facelift, all variants upgraded to the aforementioned 8-inch touchscreen, while LS variants gained a 6-speaker audio setup and 15-inch alloys. Interestingly, the LX grade lost LED DRLs at this point, while the EX traded up to 17-inch alloys and the TEC gained auto aircon (climate control).

While the cabin featured plenty of plastic, it felt solidly put together with suitably tight shut lines. Rear passenger space was about class average (with aft occupants benefitting from access to a dedicated USB charging point), while the 60:40-split rear bench folded down flat to free up generous utility space. All derivatives came with tilt-and-telescopic adjustment for the steering column.

4th-gen Kia Rio engine bay — *Both engine options were well-proven in the preceding model.*

Well-proven engines: When the YB-series Rio was introduced in Mzansi, Kia Motors SA said it had opted to stick with the atmospheric 1.2- and 1.4-litre petrol engines (rather than go the forced-induction route) because the powerplants had “proven themselves over the past 5 years” and remained “very popular” with local buyers. For the record, both powerplants used so-called lifetime timing chains rather than belts. Properly maintained, these engines should provide several years of reliable service.

Unlimited-kilometre warranty: In South Africa, the 4th-gen Rio was sold with Kia’s 5-year/unlimited-kilometre warranty (along with roadside assistance for the same period). As such, late model-year examples on the used market would still enjoy appreciable warranty coverage, regardless of mileage.

What are the weaknesses of the YB-series Kia Rio?

*The pre-facelift Rio wasn’t available with stability control.*

No ESC in pre-facelift range: While the SA-spec version of the pre-facelift Rio shipped standard with dual front airbags, ABS and ISOfix child-seat anchors (along with side- and curtain airbags in the range-topping TEC derivative), it was regrettably missing any form of electronic stability control (ESC).

Still, that shortcoming was largely addressed at the mid-cycle update in December 2020, when both ESC and hill-start assist were added to all grades bar the entry-level LS.

Overly firm ride on 17-inch wheels: With its forebear criticised for a lack of dynamic sparkle, the 4th-gen Rio featured a revised spring-and-damper set-up to ostensibly deliver “more enjoyable, engaging handling characteristics”.

However, in variants fitted with 17-inch alloys and 205/45 R17 tyres (the TEC and the facelifted EX), this manifested as an overly firm, and sometimes fidgety, low-speed ride. Derivatives with 15-inch wheels, wrapped in plumper 185/65 R15 rubber, had a palpably more comfortable on-road demeanour.

*Models on 17-inch alloys featured a firm ride.*

Lack of low-down grunt: As was the case with its predecessor, the 4th-gen Rio scored potential reliability points for its relatively fuss-free atmospheric engines, but the resulting fly in the ointment was a distinct lack of low-down torque compared with competitor products powered by turbocharged powerplants. In short, both mills felt comparatively lifeless in the bottom part of the rev range.

The 1.2-litre motor’s meagre maximum torque (120 Nm) arrived only at 4 000 rpm, while the 1.4-litre unit made its peak figure (135 Nm) at an even loftier 4 200 rpm. Though a 1.0-litre, 3-cylinder turbopetrol engine (offered in conjunction with 7-speed dual-clutch auto ‘box) was available in some overseas markets – and reportedly under consideration for South Africa – it didn’t ever make local landfall.

How much is a used Kia Rio in South Africa?

*A sunroof was optional on the TEC grade.*

As a reminder, all derivatives came with a 5-year/unlimited-kilometre warranty and a 4-year/60 000 km service plan – bar the facelifted 1.2 LS, which dropped to a 2-year/60 000 km service plan. The only options were metallic paint and a sunroof, with the latter exclusive to the TEC derivatives.

Of the used 4th-gen Kia Rio models listed on Cars.co.za at the time of writing, around 60% featured the 1.4-litre 4-cylinder petrol engine. The manual gearbox was comfortably the most prevalent transmission with about 79%, while the base LS grade accounted for nearly half of all listings.

Below R200 000: The cheapest YB-series Kia Rio we discovered was a 2021 1.4 LS listed for just R99 900, though the seller declared that it had been involved in an accident. Still, we found several more units priced below R150 000, mostly from the opening 2 model years. The sub-R200 000 space also played host to later model-year examples, chiefly in LS guise.
From R200 000 to R250 000: Like the pricing bracket above, this space contained almost a 3rd of all 4th-gen Rio listings. Around half of the variants listed were facelifted examples, while their indicated mileages were, on average, well below 100 000 km.
R250 000 to R300 000: Once more, approximately 30% of listed examples were positioned between these pricing bookends, with the majority from the final 3 model years. Most showed under 50 000 km on their respective odometers, though the base LS grade interestingly still dominated.
R300 000 and up: A mere 6% of listed variants were priced above R300 000. All were facelifted examples, with the transmission split between manual and auto almost even. The most expensive unit we unearthed was a 2022 Rio 1.4 TEC 6AT with 32 000 km on the clock, priced at R359 995.

Which Kia Rio derivative should I buy?

*The pre-facelift versions of the EX, LX, LS and TEC (left to right).*

In terms of engines, we wouldn’t hesitate to recommend the larger-capacity 1.4-litre unit – which furthermore benefitted from an extra cog in manual form, making highway driving a decidedly more refined affair – over the comparatively breathless 1.2-litre mill. If you require a self-shifting transmission, opt for the 6-speed automatic cog-swapper introduced late in 2018 rather than the earlier 4-speed ‘box.

What about trim levels? Well, though it’s seemingly the most prevalent grade on the used market, we’d suggest steering clear of the entry-level LS specification and instead focusing your search on the better-equipped LX (or even the EX and TEC).

*Note the larger touchscreen in this facelifted Rio’s cabin.*

Of course, should ride comfort be high on your list of priorities, note that the range-topping TEC and the facelifted EX might not be your best choices owing to these derivatives’ 17-inch wheels and relatively low-profile tyres. In such a case, we’d thus again recommend the LX, which ran on plumper rubber. Unfortunately, however, keep in mind only the TEC came with the full complement of 6 airbags.

Finally, look for a facelifted model, considering the YB-series Rio’s mid-cycle update added items such as a larger touchscreen and electronic stability control (the latter for all except the LS derivatives).

Is the YB-series Rio a smart used purchase?

*The 4th-gen Rio faced several big names in the B-segment.*

What alternatives do you have in this space? Well, the heavy hitters in the B-segment at the time were the 6th-gen Volkswagen Polo hatch, the 7th-gen Ford Fiesta, the Renault Clio V and, of course, both the IB- and BI3-series versions of the Rio’s Hyundai i20 cousin.

Somewhat less popular rivals (though still worthy of your consideration) include the seemingly evergreen 3rd-gen Mazda2, the P2JO-series Opel Corsa and the K14-series Nissan Micra, along with late model-year examples of the 3rd-gen Honda Jazz (and early versions of the Fit that replaced it). After something a little more left-field? Well, there’s also the Peugeot 208 and Citroen C3.

Of course, most of the models mentioned above were available with downsized turbocharged engines, while the YB-series Kia Rio stuck with simple atmospheric motors in South Africa. Still, the resulting lack of low-down punch is arguably offset by a greater potential for long-term mechanical reliability.

Add neat exterior styling, an ergonomically sound cabin and commendable levels of hatchback practicality and you can see why we feel it’s a shame this nameplate has been discontinued in South Africa (and indeed all other right-hand-drive markets). Thankfully, however, there are still plenty of examples available on the used market today.

Looking for a used Kia Rio to buy?

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More Buyer’s Guides in this segment

Nissan Micra (2018-2022) Buyer’s Guide

Opel Corsa (2015-2020) Buyer’s Guide

Kia Rio (2011-2017) Buyer’s Guide

Ford Fiesta (2008-2018) Buyer’s Guide

Renault Clio IV (2013-2022) Buyer’s Guide

VW Polo hatch (2010-2017) Buyer’s Guide

Frequently Asked Questions

Is the Kia Rio still sold new in South Africa?

No, the Kia Rio was discontinued in South Africa in the first quarter of 2024. The 4th-generation model’s production did not include a right-hand-drive version for the South African market. It is now only available as a used vehicle.

What engines were available in the Kia Rio in South Africa?

The Kia Rio in South Africa was sold with two naturally aspirated petrol engine options: a 1.2-litre (62 kW, 120 Nm) and a 1.4-litre (73 kW, 135 Nm).

Is the Kia Rio a good used car to buy in South Africa?

The Kia Rio has a reputation for being a reliable and economical choice, making it a popular option on the used car market. Many late-model examples may still have the balance of a 5-year/unlimited-kilometre warranty, which provides extra peace of mind for buyers.

What are the main alternatives to the Kia Rio?

Direct competitors and similar alternatives to the Kia Rio in South Africa include the Volkswagen Polo, Hyundai i20, and Ford Fiesta.

SA’s favourites in 2024: 10 best-selling cars & crossovers

A trio of South Africa’s 10 best-selling cars and crossovers* for 2024 achieved double-digit year-on-year growth. Here are Mzansi’s favourites in the passenger-vehicle space…*

In 2024, South Africa’s new-vehicle market fell 3.0% year on year to 515 712 units. That said, the new passenger-vehicle segment experienced marginal year-on-year growth of 1.1% to finish on 351 302 units. So, which cars and crossovers were ultimately Mzansi’s favourites in 2024? We’ve done the maths to identify the 10 best-selling models.

Rather fascinatingly, every vehicle that placed on the list of SA’s 10 best-selling cars and crossovers in 2023 again achieved that feat in 2024 – though there were some positional changes. That means the list again comprises 4 models produced right here in South Africa, along with another 4 imported from India and the remaining 2 shipped over from China.

As many as 3 nameplates (all imported) in the top 10 enjoyed double-digit year-on-year growth, while a further 3 (interestingly, all inside the top 4) suffered a fall in sales compared with the preceding reporting period. Let’s take a closer look at the figures and which of SA’s favourites placed where…

Podium unchanged as Polo Vivo wins again

Yes, the Volkswagen Polo Vivo (which was facelifed in August 2024) retained its long-held title of South Africa’s best-selling passenger car in 2024, finishing the year on a heady 25 913 units – or a monthly average as high as 2 159 units. The Kariega-built hatchback’s year-on-year growth of 8.4% is all the more impressive considering it came off the back of a 14.6% increase in 2023.

Though sales of the Toyota Corolla Cross slid 3.2% year on year to 21 861 units, the Prospecton-made crossover retained 2nd position in 2024, ending 4 052 units off the pace (for the record, the gap in 2023 was just 1 312 units). Similarly, sales of the Suzuki Swift were down 1.3% year on year to 15 768 units (thanks in part to the switchover to a new generation), but the Indian-manufactured hatchback still comfortably retained 3rd place.

Grand i10 records strongest growth in top 10

The Indian-built Toyota Starlet – which was again beaten to the title of SA’s most popular imported vehicle by the Swift – held onto 4th place despite local registrations falling 10.1% year on year to 14 129 units. For the record, the Baleno – the Suzuki model on which the Starlet is based – finished 2024 in 13th place on 7 311 units.

Meanwhile, the Hyundai Grand i10 – which benefitted from a mid-year price cut – climbed 3 rankings to 5th place, registering the strongest growth in the top 10. In the end, sales of the Indian-made budget model (which is offered locally in both hatchback and sedan form) surged 38.2% year on year to 13 583 units. Note this figure excludes the 756 Cargo-badged panel-van units Hyundai also registered in the light-commercial vehicle space.

Tiggo 4 Pro climbs as Polo hatchback slips

The Chery Tiggo 4 Pro was again the highest-ranked Chinese vehicle, moving up a position to grab 6th place in 2024. Sales of the small crossover grew an impressive 25.8% year on year to 12 646 units (this after soaring a whopping 117.5% in 2023). The increasingly popular Tiggo 4 Pro cracked 4 figures as many as 7 times in 2024, a feat it failed to achieve even once in the preceding 12 months.

The year 2024 was somewhat of a mixed bag for the Volkswagen Polo hatchback, with sales increasing 4.3% year on year to 12 253 units but the Kariega-manufactured model still slipping 2 spots to end in a comparatively lowly 7th. As a reminder, the Polo hatch was SA’s 2nd best-selling passenger vehicle (behind only the Vivo) as recently as 2021, though tumbled from the podium in 2022.

Magnite sneaks into 5 figures (and past Jolion)

While sales of the Toyota Fortuner increased 2.7% year on year to 10 666 units, the locally built adventure SUV ended up dropping 2 rankings to finish in 8th. That said, the Fortuner easily remained Mzansi’s top-selling ladder-frame SUV, with its nearest rival being the Ford Everest way down in 30th on 3 109 units.

Meanwhile, the Nissan Magnite breached the 5-figure mark to climb a spot to 9th, with local registrations of this Indian-built crossover – which was facelifted in October 2024 – surging 17.2% year on year to 10 059 units. With the NP200 no more, the Magnite accounted for a whopping 45.1% of Nissan SA’s volume in 2024. Finally, the Haval Jolion fell a place to 10th position, despite sales growing 7.1% year on year to 9 213 units.

Which models were bubbling under in 2024, falling just outside the top 10? Well, the
Kia Sonet (7 425 units) was the best of the rest, placing 11th and followed closely by a trio of Suzuki models: the Fronx (7 355 units), Baleno (7 311 units) and Ertiga (7 198 units). The Celerio-based Toyota Vitz, meanwhile, took 15th position with 6 927 registrations.

South Africa’s 10 best-selling passenger vehicles in 2024

1. Volkswagen Polo Vivo – 25 913 units (+8.4%)

2. Toyota Corolla Cross – 21 861 units (-3.2%)

3. Suzuki Swift – 15 768 units (-1.3%)

4. Toyota Starlet – 14 129 units (-10.1%)

5. Hyundai Grand i10 (excluding LCV) – 13 583 units (+38.2%)

6. Chery Tiggo 4 Pro – 12 646 units (+25.8%)

7. Volkswagen Polo (hatch) – 12 253 units (+4.3%)

8. Toyota Fortuner – 10 666 units (+2.7%)

9. Nissan Magnite – 10 059 units (+17.2%)

10. Haval Jolion – 9 213 units (+7.1%)

Aston Martin V12 Vantage: Classic Drive

We sample what is arguably one of the most exciting modern-classic Aston Martins: the 2009-2018 V12 Vantage – equipped with a manual transmission, no less!

Aston Martin is well-known for its gorgeous sportscars. We immediately associate the Gaydon-based brand with James Bond, as well as a strong racing pedigree. So, desirability is certainly strong. It can be argued, however, that most of the marque’s offerings fall more in the grand tourer category than being thrilling, engaging driver’s cars (excluding the likes of the super-exclusive Valour and Valkyrie, of course).

There are exceptions, though. If you’re looking for a fairly modern Aston Martin sportscar that is both good to look at and thrilling to drive, then the V12 Vantage, introduced in 2009, must rank at, or near, the top of the list. Besides… when last did you experience a V12 mated with a 6-speed manual gearbox?

Aston Martin V12 Vantage rear three-quarter view

The Details

Being the V12, this model is equipped with numerous model-specific addenda. Notice, for example, the carbon-fibre louvred bonnet, which is not just for show – it allows excess engine heat to dissipate.

You have to appreciate the 10-spoke alloy wheels and the small front splitter, to name a few other eye-catching details. It is not “over-the-top”, however, this car is still immediately recognisable as a Vantage.

The doors swing open (slightly upward) to reveal a cabin still in a near-pristine condition. When we took this car for a drive, it had less than 10 000 km on its odometer; unsurprisingly, the sportscar’s leather trim and the tastefully applied Alcantara inserts were in great condition.

When you’re ensconced behind the tiller, you are greeted by an anti-clockwise analogue rev counter and the clockwise speedometer behind a thick-rimmed (and Alcantara-trimmed) steering wheel. To your left is the most notable feature in the cabin, the stubby – and rather shiny – metal-capped gear lever.

This ornament gives you access to the car’s party piece: a 6-speed manual gearbox – not an automated manual, but a true stick-shift. Next, slot the crystal glass key fob into the dashboard. Press it and the 6.0-litre V12 engine erupts with a (very welcoming) deep burble from the pair of exhaust pipes at the back.

Specifications

Model: Aston Martin Vantage V12
Engine: 6.0-litre, 12-cylinder (V12), petrol
Power: 380 kW at 6 500 rpm
Torque: 570 Nm at 5 750 rpm
Transmission: 6-speed manual, AWD
Weight: 1 680 kg
0-100 kph: 4.34 sec (as tested by CAR magazine)
Top speed: 305 kph (claimed)

Behind the ‘wheel

Whether you’re parking the car or trundling through town at low speeds, the V12 Vantage feels relatively compact. At no time does it feel like a big, cumbersome GT, even if the expansive bonnet is pronounced.

Aston Martin V12 Vantage instrument cluster

In the bottom half of the rev range (at, say, 2 000 or 3 000 rpm), you can lean on the sizeable V12 motor’s torque, but the engine truly comes alive from there on out. If you push the revs past 6 000 rpm, the Aston feels like a true sports car in every way, accompanied by a magnificent soundtrack.

As I head towards Kalk Bay along Boyes Drive, I revel in the V12 Vantage’s ample performance and can’t help but smile at the visceral driving experience that this British machine delivers. With 380 kW and 570 Nm of torque on tap, you quickly run out of road to experience all the performance that it has to offer.

Make no mistake: the V12 Vantage is a fast car. Its claimed 0-100 kph time is 3.9 sec (with a top speed of 305 kph), but you’ll need time to familiarise yourself with the car, so you can learn how to best launch it.

The steering wheel provides enough feedback, while the carbon-ceramic brakes work perfectly to brush off speed – and in a hurry, which may often be the case. The faster you drive the V12 Vantage, the more compact the car begins to feel. The ride quality is firm, but thankfully not crashy whatsoever.

You can also count on the car’s grip, which is immense, but should the situation allow – and you’re sufficiently skilled behind the wheel – you can get the back end to break away with ease (such fun!), even if the front tyres are 255/35 ZR19 in size and, at the rear, a more substantial 295/30 ZR19.

If you haven’t driven a hardcore manual sportscar for a while, the Aston’s clutch action might seem a trifle heavy, but after a few minutes, you forget about it and are simply absorbed in the experience.

Summary

This Aston Martin V12 Vantage has a split personality. I can imagine how one could spend a good few hours behind the ‘wheel while covering vast distances in relative comfort. At the same time, it’s a dyed-in-the-wool sportscar that invariably offers an exhilarating experience, even on a dash to the shops.

Seeing as it’s a modern classic, don’t forget to pack your CDs from a decade ago if you need musical accompaniment in the car, but for most enthusiasts, I suspect the sonorous V12 will more than suffice.

Trading at more than double the price of a manual Vantage V8 from the same era, a V8 Vantage in great condition might still be a better buy – a bargain, even. However, if you want the ultimate non-S Vantage variant – a driver’s car that will beguile and engage you – it is hard to fault the V12 Vantage manual.

Apart from those gorgeous looks, the combination of the performance and the practicality of being able to take on a road trip (with some luggage accommodated in the boot), makes it a great proposition as a weekend toy and grand tourer. Relative rarity should ensure values remain strong in the long term, too.

This car was sourced and sold by MotoVillage, located in Tokai, Cape Town.

Find a new or used Aston Martin model listed for sale on Cars.co.za

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2025 World Car Awards finalists announced

The Top 10 finalists in the running for the prestigious World Car of the Year title have been announced, along with the Top 5 in the 6 individual categories.

Now in its 21st year, the World Car Awards has been the world’s top motoring awards programme for the past 12 years (source: AITASTIC’s 2024 report, which analysed the WCA’s media reach in 47 markets) and the 2025 World Car Awards winners will be announced at the New York Auto Show on 16 April 2025.

A jury of 96 distinguished international automotive journalists from 30 countries selected the finalists based on their evaluation of each eligible vehicle as part of their professional work. Cars.co.za’s Head of SentiMETAL & Special Projects, Hannes Oosthuizen is South Africa’s longest-serving juror.

“With cars such as the locally-manufactured BMW X3, the recently-launched Ford Mustang, Mini Cooper, Suzuki Swift, Toyota Prado and Volkswagen Tiguan all in the running, this year’s World Car Awards are particularly relevant to our market,” said Oosthuizen. “Furthermore, several of these finalists are also in the running in the 2024/25 Cars.co.za Awards – sponsored by Absa,” he added.

Top 10 finalists: World Car of the Year

The trophy that car brands want most is the overall World Car of the Year title. The following 10 vehicles are competing for this prestigious trophy – the initial list consisted of no fewer than 52 contenders.

For the record, the current World Car of the Year is Kia’s EV9.

Audi A5 / S5
See also: Audi A5 (2025) International Launch Review
BMW X3
See also: All-New 2025 BMW X3 Price & Specs
Ford Mustang
Video: One night stand with new Ford Mustang: Is old school still cool?
Hyundai Inster / Casper Electric
Kia EV3
Mini Cooper Electric
Suzuki Swift
Video: We compare the new Suzuki Swift with its predecessor
Toyota Camry
Toyota Land Cruiser Prado / Land Cruiser 250
Video: Tank 500 vs New Toyota Prado | Comprehensive offroad comparison
Volkswagen Tiguan / Tayron
See also: Volkswagen Tiguan (2024) Launch Review
Video: Jacob Moshokoa reviews the Tiguan 1.4TSI R-Line

Top 5 finalists: World Electric Vehicle

Thirty-one vehicles competed in the World Electric Vehicle category this year. The top 5 finalists are:

Hyundai Inster / Casper Electric
Kia EV3
Porsche Macan Electric
Volkswagen ID. Buzz
See also: VW ID.Buzz (2023) International Launch Drive
Volvo EX90

Top 5 finalists: World Luxury Car

There were 10 cars in the 2025 World Luxury Car class – progressing to the finals are:

Lexus GX
Porsche Macan
Porsche Panamera
Volkswagen ID. Buzz
Volvo EX90
See also: Volvo EX90 (2025) International Launch Review

Top 5 finalists: World Performance Car

The 2025 World Performance Car had 17 cars competing in the category. The top 5 finalists are:

Bentley Continental GT Speed
BMW M5
Video: Drag Race! New BMW M5 vs Mercedes-AMG C63 S
Ford Mustang
See also: Ford Mustang (2024) Launch Review
Porsche 911 Carrera GTS
See also: Porsche 911 Carrera S (2025) Price & Specs
Porsche Taycan Turbo GT
See also: Porsche Taycan Turbo GT (2025) Price & Specs

Top 5 finalists: World Urban Car

There were 12 candidates in the 2025 World Urban Car class. The top 5 finalists are:

BYD Seagull / Dolphin Mini
Hyundai Inster / Casper Electric
Mini Cooper
Mini Cooper Electric
Video: We compare Mini Cooper SE with the BMW X1 and Volvo EX30
Suzuki Swift
See also: Suzuki Swift (2024) Price & Specs

Top 5 finalists: Car Design of the Year

Furthermore, all vehicles competing in the 5 categories above are eligible for the 2025 World Car Design of the Year award.

A design panel comprising 5 highly respected world design experts was asked to 1st review each candidate and establish a short list of recommendations for the jurors’ final vote. The design experts were in alphabetical order: Anja Bracht (Germany – Pforzheim University), Gert Hildebrand (Germany – Owner Hildebrand-Design), Tom Matano (USA – Academy of Art University, Former Head of Design – Mazda), Victor Nacif (USA – Chief Creative Officer, Brojure.com and Design instructor, New School of Architecture and Design) and Shiro Nakamura (Japan – CEO, Shiro Nakamura Design Associates Inc.)

The 5 finalists chosen by the design panel for the jurors’ vote in February are:

Baojun Yunduo / Cloud / MG Windsor EV
Kia EV3
Mini Cooper
Toyota Land Cruiser Prado
See also: Toyota Land Cruiser Prado (2024) Launch Review
Volkswagen ID. Buzz

The 3 finalists of the 2025 World Car Awards will be announced virtually via World Car TV on Tuesday, 4 March 2025.

View new car specs – start your search and request a test drive

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

Toyota LC79 cracks top 5! SA’s best-selling bakkies in December 2024

Toyota’s Land Cruiser 79 climbed into the top half of the list of South Africa’s 10 best-selling bakkies in December 2024. Here are the sales figures for the final month of the year…

In December 2024, South Africa’s new-vehicle market improved 2.5% year on year to 41 273 units. While the passenger-vehicle segment was yet again the driver of this overall industry growth, sales in the light-commercial vehicle (LCV) space slid 10.3% year on year to 9 136 units.

So, what happened on the list of Mzansi’s best- and worst-selling bakkies in December 2024? Well, the Toyota Hilux ended the year right where it started – at the very top of the list. In 2024’s final month, Toyota registered as many as 2 926 units of the Prospecton-built bakkie around SA, representing an 8.3% increase over November 2024‘s effort.

Meanwhile, local sales of the Ford Ranger dipped 14.4% month on month to 1 924 units in December, meaning the Silverton-manufactured contender found itself more than 1 000 units off the pace in 2nd place. However, the Isuzu D-Max’s month-on-month decline was even more marked, with sales of the Struandale-made model – which nevertheless retained 3rd position – falling a considerable 38.4% to 1 086 units in December 2024.

Though local registrations of the KwaZulu-Natal-assembled Mahindra Pik Up plummeted 44.2% month on month to 390 units, the Indian brand’s bakkie still managed to retain 4th place. However, the Toyota Land Cruiser 79 (352 units) range – which recently welcomed a manual-gearbox version of the 2.8-litre GD-6 powertrain – was hot on its heels, moving up 2 places to crack the top 5 in December.

The Ford-built Volkswagen Amarok (315 units) remained in 6th spot last month, while the Rosslyn-produced Nissan Navara (300 units) slid 2 rankings to finish in 7th. Despite a slow-down in sales compared with November, the GWM P-Series (which will soon gain a facelift, with the standard models adopting the “P300” badge) managed to keep hold of 8th place, with 169 units registered.

Interestingly, the Chinese-made Peugeot Landtrek breached 3 figures for only the 3rd time this year, with its December tally of 126 units representing its 2nd-best effort of 2024 and proving enough for it to return to the top 10 and snaffle 9th. As a reminder, Stellantis SA plans to commence local assembly of this bakkie from completely knocked-down kits at a new facility in Gqeberha towards the end of 2025 or the beginning of 2026.

Finally, the Mitsubishi Triton – which moved into a new generation locally in November 2024 – closed out the table with 65 units, retaining 10th place. Though this figure represented a decrease compared with the 82 examples sold in the preceding month, it was indeed enough to keep the Japanese contender inside the top 10.

Best of the rest in December 2024: bakkies outside top 10

*The GWM Steed was knocked out of the top 10 in December 2024.*

What about the bakkies that didn’t crack the top 10 in December 2024? Well, the JAC T-Series – the Chinese firm unfortunately reported only a combined figure for its T6, T8 and T9 line-ups, so we technically can’t rank these individual nameplates in the top 10 – managed 86 units.

Meanwhile, the GWM Steed – which had placed 9th in November – finished on 52 units, while the Mahindra Bolero ended the month on 19 units. Next came the Jeep Gladiator (8 units), a facelifted version of which is expected to launch locally at some point in 2025, with the since-discontinued Nissan NP200 (production ceased at Rosslyn back in March 2024) bringing up the rear on just 3 units.

10 best-selling bakkies in SA for December 2024

1. Toyota Hilux – 2 926 units

2. Ford Ranger – 1 924 units

3. Isuzu D-Max – 1 086 units

4. Mahindra Pik Up – 390 units

5. Toyota Land Cruiser 79 – 352 units

6. Volkswagen Amarok – 315 units

7. Nissan Navara – 300 units

8. GWM P-Series – 169 units

9. Peugeot Landtrek – 126 units

10. Mitsubishi Triton – 65 units

Jaecoo J7 (2024) Living with it

2025 will be a big year for Jaecoo, as it looks to expand its product line-up and dealer network. For now, the brand offers only the J7, which makes a strong 1st impression, but does it stand up to closer scrutiny? Read our extended review of the 1.6T Glacier!

A standard Cars.co.za review is thorough (we conduct it over a 7- to 14-day period), but if we hope to discover a model’s granular details, talents and quirks, an extended test over the December holiday period is the ideal opportunity to form a more in-depth understanding and appreciation of a vehicle.

For the 2024/2025 period, this author got behind the ‘wheel of a Jaecoo J7, tested here in the mid-spec Glacier trim grade. Jaecoo is a new Chinese brand that began operating in South Africa in 2024 and, in case you didn’t know, the brand forms part of the Chery Group‘s O&J division, along with Omoda.

Fundamentally, all the Chery Group vehicles make use of common platforms and share powertrains, but have different exterior designs, cabin layouts, and market positionings.

Jaecoo J7 rear three-quarter view — *Many onlookers said the J7 had Range Rover design cues. We expected it: the Chery Group builds JLR products in China.*

The Jaecoo J7 is the brand’s only model (for now) and priced from R549 900 (January 2025), with new arrivals like the compact J5, the boxy, all-electric J6 and J8 7-seater earmarked for South Africa in 2025.

See also: Jaecoo J7 launch review

Which models rival the Jaecoo J7?

The R500k-R600k family car segment is awash with excellent offerings. However, when you look at the technical data, you will see the Jaecoo J7 is a little smaller than traditional medium SUVs, so you can rule out the Toyota RAV4, VW Tiguan, Kia Sportage, Hyundai Tucson and Mazda CX-5 as possible rivals.

As like-for-like rivals, which are very similarly sized to this striking Chinese newcomer that purposely resembles a luxury British car brand’s SUV, we’ve singled out the Kia Seltos and Volkswagen T-Roc.

Compare the specs of the Jaecoo J7 with those of the Kia Seltos and Volkswagen T-Roc

Jaecoo J7 front three-quarter view — *It’s not a road trip until you stop at an obscure padstal for biltong!*

Things To Like about the Jaecoo J7

An abundance of standard features

The J7 1.6T Glacier is one of those vehicles where it is simply easier to list the features that are missing – otherwise, we’d fill this entire page and take up far too much of your time detailing each and every item.

A heated steering wheel, privacy glass and all-wheel drive are the only items left off – they’re reserved for the 1.6T Inferno AWD flagship variant, which costs a notable R80k more than the 1.6T Glacier.

Jaecoo J7 infotainment screen with Android Auto — *Wireless Android Auto works well on the massive portrait-oriented infotainment screen*.

Highlights (features we used extensively) include the ventilation function for the front seats (they can also be heated) – it was very welcome on hot summer days, integrated dashcam, head-up display, 360-degree parking camera, wireless Android Auto and Apple Carplay, Sony audio system, 14.8-inch portrait touchscreen, and 50W wireless charging (which is genuinely effective, not all cars’ inductive pads are).

Jaecoo J7 wireless charging pad — *Most car wireless charging pads have outputs ranging from 5 to 10W. This is 50W!*

Eager performance

Under the bonnet is a 145 kW/290 Nm 1.6-litre 4-cylinder turbopetrol engine mated with a 7-speed dual-clutch automatic transmission. Those peak outputs suggest the J7 should be brisk in a straight line, but seeing as the test unit arrived with very few kilometres on its odo, we delayed the 0-100-kph test a while.

Jaecoo J7 frontal view — *The front end of the Jaecoo J7 is distinctive, it looks bigger than it is!*

But once the odometer nudged past 2 000 km, we hooked up our test gear for 1st first acceleration run of 2025. The 1.6T Glacier bucked its name by zipping to 100 kph from a standstill in a spirited 8.04 sec; Jaecoo doesn’t state an acceleration time for the J7, but it feels punchy for a not-so-small crossover.

Jaecoo J7 drive modes — *Three drive modes are available: Sport, Eco and Normal*.

Like in other Chinese brands’ models, the throttle calibration isn’t perfect – we found the J7’s powertrain tended to respond to gentle (to firmer) accelerator pedal inputs with nothing, nothing again, and then all of the torque at once (often accompanied by a chirp from the front tyres), but we solved that by driving exclusively in Eco (the other drive modes are Normal and Sport), which is smoother and more relaxed.

Jaecoo J7 transmission lever — *Usually, you’d knock a transmission lever to the side to access the manual override mode, but not here.*

The transmission, which shifts smoothly and exactly when you expect it to, is excellent. Granted, there are no ‘shift paddles on the ‘wheel and the manual override function is unconventional because you use the standard shift movement from Park-Reverse-Neutral-Drive to change up/down, which is quite novel.

Safety Features

Considering the 1.6T Glacier’s price point, it’s fitted with a staggering (but impressive) level of safety equipment. In Glacier trim, the Jeacoo J7 comes fitted with 8 airbags (including a driver’s knee bag and 1 positioned between the seats), autonomous emergency braking, adaptive cruise control, traffic-jam assist, lane-departure warning/prevention, rear cross-traffic alert/assist, and much more.

We also discovered a pair of interesting features. First, the blind-spot assist works in conjunction with the rear passenger doors when the Jaecoo is standing still. If a vehicle is approaching, a subtle warning light will flash to alert passengers that it is unsafe to exit the vehicle. Second, when you’re sitting in traffic and not paying attention, the 1.6T Glacier will beep to let you know the car in front of you has moved. Clever!

Dislikes?

Iffy electronics

Because an increasing number of new-car buyers are more concerned with new vehicles’ packaging than their mechanical configurations, most car manufacturers now endow their products with a bristling assortment of high-tech features… but getting them to work together seamlessly is no easy task.

Software specialists often talk about UX (user experience, including intuitiveness, efficiency, utility and so on) and it’s a bit frightening to think about how much computing power new cars have. But even if cars have become increasingly connected, bugs/glitches commonly occur – especially on new models.

In our case, a week before the J7 was due to be collected, its blind-spot detection system stopped working. A quick reset (turning the car off and on again) didn’t resolve the problem. We drove to the office and a few hours later, when we returned to the car to drive home, the glitch had vanished. It was weird, but such issues are becoming common – another car in our December fleet had a similar problem.

Jaecoo J7 digital instrument panel — **When Integrated Cruise Control is active, the road markings turn blue. The red dots are the driver monitoring system**

Integrated Cruise Control is Jaecoo’s propriety name for its assisted-driving program, which utilises adaptive cruise control and lane-keep assist to perform semi-autonomous driving. You have to keep your hands on the wheel – if you don’t, the car will detect a lack of resistance on the rim and sound an alert.

The system works adequately, but there were a few times when the integrated cruise control actuated overly harsh steering inputs and applied automatic braking force VERY late, so some fine-tuning or polishing is required. For what it’s worth, if you crave this sort of tech, then look to Volvo’s Pilot Assist.

Located atop the steering column is a small rectangular sensor, which tracks your eye moment. If you’re not paying attention to the road in front of you, an alert will sound. It quickly becomes overbearing – and intrusive. It CAN be switched off, yes, but it will reactivate itself once you restart the vehicle.

Clumsy ergonomics

*There’s no shortage of safety features in the J7 – very impressive!*

Yes, the sizeable portrait-orientated touchscreen boasts excellent graphics and visibility (day and night, in all types of weather), but it does seem as if Jaecoo has impeded the user-friendliness of the J7’s infotainment system by integrating, no, jam-packing way too much functionality into it.

Here’s an example of digital clunkiness: if you want to change the cabin temperature while Android Auto is running, you have to exit that application, push the home screen button, open the climate control menu (to make the adjustment), then push the home button, before you can open Android Auto again.

Jaecoo J7 drive-mode selector — *There are very few buttons in the Jaecoo J7, there are (pretty much) all you get.*

All that faff, just to change the cabin temperature? A simple climate control shortcut button would solve that, but to be fair, so would more familiarisation: there is a discreet AC on/off button located adjacent to the drive-mode selector, which will call up the climate menu. The rest of the screen’s ergonomics are quite un-car-like – they incorporate a smartphone- or tablet-esque user flow with swipes and flicks.

If you swipe downwards from the top of the screen, you get access to the menu shown above, from which you can deactivate the start-stop system – it took us 10 days to find that setting! You’ll notice that you can also adjust the screen brightness and volume with sliders, much like a smartphone/tablet. Great for the younger generation, but it’s likely to be a steep and intimidating learning curve for older buyers.

Mediocre fuel economy

Even when we utilised the most conservative drive mode (Eco) frequently and adopted a measured driving style while travelling long distances with the 1.6T Glacier, we couldn’t get the test unit to consume less than 7.9 L/100 km (Jaecoo claims 7 L/100 km and we travelled about 2 500 km). In our opinion, when compared with similarly-sized rivals, the J7 is on acceptable. We expect that if you drive with a care-free attitude in Normal or Sport mode, the average consumption will nudge – or eclipse – 9 L/100 km.

Jaecoo J7 average fuel consumption display — *We achieved 7.9 L/100 km in Eco mode in combined driving conditions.*

The Jaecoo J7 range will gain a plug-in hybrid version in 2025, which should address any fuel economy concerns. It’s likely to be the priciest derivative (due to its more sophisticated powertrain), but tests in China have claimed an average consumption of 3.3 L/100 km, as well as a pure electric range of 125 km.

Price & after-sales support

Jaecoo J7 1.6T Vortex	R549 900
Jaecoo J7 1.6T Glacier	R599 900
Jaecoo J7 1.6T Inferno AWD	R679 900

Prices include a 5-year/70 000 km service plan and a 5-year/150 000 km mechanical warranty, as well as an “additional engine warranty valid for 10 years/1 000 000 km,” Omoda & Jaecoo South Africa says.

Summary

*Visiting one of our favourite wine farms on a particularly scorching hot day near Citrusdal*.

Jaecoo (and parent company Chery) is well aware that it has no legacy (and therefore, little brand cachet) in South Africa and is in the early stages of building a reputation in the local automotive market.

Buying a new car isn’t a cheap exercise – there are precious few bargains out there – and convincing potential customers to look past legacy brands to choose something brand new – and unproven – is a tough ask. Yet, when you look around on our roads, the uptake of new Chinese brands’ cars is high!

First impressions count for a lot. The keen pricing, extensive after-sales support, abundance of standard equipment, impressive infotainment screen and punchy driving performance outweigh the drawbacks.

Happily, these issues can, and should, be resolved with running updates and given the Chery Group’s rapid pace of manufacturing, short lifecycles and vast parts bin, we won’t have to wait long. The devil is in the details: better English grammar and syntax in the menus will also bolster the brand’s credibility.

Overall, despite its quirks, we enjoyed getting to know Jaecoo’s J7 and can understand why it is selling as strongly as it is (soon there will be more Jaecoos to choose from, which will also benefit the model). It offers ample space for families, plenty of performance and more gadgets than you’re ever likely to need.

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