A domain previously dominated by the humble hatchback, the compact-SUV segment’s steady rise in popularity has seen both established and emerging car brands scrambling for market share. Including representation from best-selling products, as well as those causing a stir in this popular segment, and armed with a budget of around R500k, we set out to see which of these family-focused favourites offers the most for your money.
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Whether it’s because of the perceived additional layer of occupant protection afforded by improved visibility from a taller driving position or the hint of adventure courtesy of raised ground clearance, the popularity of the compact-SUV segment has drawn keen interest from both established brands looking to future-proof their respective portfolios, as well as numerous ‘disruptor’ manufacturers, including those from China. Broad versatility and aesthetics aside, another key factor creating demand in this segment is a budget-driven trend towards buying down, where customers seek better value from a slightly smaller package than what is offered in the midsize-SUV category.
Acknowledging the importance of both perceived value and the needs of the average buyer in this segment – including the likelihood of transporting small children – and armed with a virtual budget of around R500 000, we set about sourcing as many contenders as possible ahead of a thorough three-day evaluation period.
Setting course via Clarence Drive for the picturesque town of Stanford, outside of Hermanus, the brief for the editorial team was to determine which of these 13 products offers the best combination of perceived build quality, standard specification, comfort, versatility and average fuel consumption – and accessible at our pre-set budget – while replicating the type of weekend-away an owner of this type of vehicle might plan to undertake.
With tyre pressures checked, standard features in mind, and a day of driving on light gravel factored into our travel plans, each contender took turns to transport our loaned fold-away pram in the luggage bay and have an Isofix-mounted infant seat loaded into the second row.
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With its blend of practicality and fairly robust build in a budget-friendly package, the Duster has been a longstanding CAR favourite. However, the third-generation, although admittedly striking, didn’t wow in its May-issue debut. While capable on loose surfaces, the 4WD system struggled on rough terrain, and this model’s 6-speed manual transmission was not as smooth as we had hoped.
Therefore, we reasoned that the more affordable, front-wheel-drive derivative – priced from R489 999 and exclusively available with a slick-shifting 7-speed dual-clutch gearbox – is likely the model of choice. Feeling just as composed on dirt roads as its 4WD sibling, the Duster served up a compliant ride on the corrugated dirt roads we tackled as part of our testing regimen. Furthering its family adventuring credentials was impressive road-holding on gravel, too.
However, while its MacPherson strut front/semi-independent rear suspension setup did an admirable job of soaking up pockmarked surfaces, the Duster’s on-road body control was not as resolved as some of its rivals’. Many will likely lament the departure of the previous car’s frugal 1.5-litre turbodiesel, which Renault discontinued owing to stringent emissions regulations. Although the newly introduced 1.3-litre turbopetrol is peppy, producing 33 kW more than the oil-burner, we maintain the diesel unit suited the Duster best.
The exterior design was universally praised by the team but the cabin was a mixed bag. The styling and tech are up to standard, but the fit and finish are subpar. The plastics feel low-rent and contributed to a great deal of trim rattle.
The interior is spacious; offering plenty head- and legroom for fore and aft occupants, including a child seat, and oodles of luggage space for the weekly shop or a pram. As a result of the dark colour scheme, the rear compartment might feel a touch claustrophobic, though.
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Taking in those sizeable DRLs and sharp lines, it’s fair to say the Outlander Sport is arguably one of the most striking compact SUVs currently available in SA. However, it’s this car’s interior that is the highlight of the package. Whereas the styling of some modern Mitsubishi interiors can be considered a touch outdated, this Mitsubishi’s is in-vogue.
The solidly constructed cabin is also packed with modern tech. Among other items, the flagship Exceed model tested here features a 12.3-inch touchscreen infotainment system with wireless Apple CarPlay/Android Auto, 8.0-inch digital instrumentation, an eight-speaker Yamaha sound system, wireless smartphone charging and dual-zone climate control.
The cabin is spacious, and the application of light-hued textile fabric on the facia and presence of sand-coloured contrast trim elements lend it an airy feel. There’s 855 and 835 mm of headroom for fore and aft occupants, respectively. However, while it provides a commanding view of the road ahead, the driver’s seat feels too tall. Rear legroom is respectable in this segment, and the 352-litre luggage compartment is the second largest in this company.
We do think the Mitsubishi could do with some under-the-skin revisions. It tips the scales at only 1 250 kg, yet the CVT-equipped 1.5-litre (77 kW/141 N.m), four-cylinder petrol engine was occasionally breathless. We felt a turbo-charged unit with a torque converter or dual-clutch transmission would elevate the Mitsubishi’s road manners considerably. Even so, the naturally aspirated unit should prove durable.
The Outlander Sport’s ride quality proved impressively resolved on tarmac; the MacPherson strut front/torsion beam rear suspension setup soaking up road scars with aplomb. As we would expect from a Mitsubishi, dirt-road performance was also impressive, with the Outlander proving stable and composed at speed on loose surfaces.
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Towards the end of 2024, Hyundai handed the Creta a nip and tuck, introducing a couple of subtle exterior updates such as revised bumpers and improved tech to the second generation. Locally, the refreshed lineup also offers a (R5 000) Matte Edition package. The latter includes gloss black exterior finishes, black alloy wheels and the choice of three matte body hues. Available in Premium and Executive spec, the Matte White model featured here was specified in the former trim.
As neat as it’s Tucson-inspired styling is, it’s fair to say the Hyundai’s interior could have benefited more from a refresh. Although logically laid out, the Creta’s facia looks somewhat dated in this company, but some may argue there is an appeal to its relative simplicity. Premium grade also lacks several modern technologies. The absence of digital instrumentation, automatic climate control and ADAS, including adaptive cruise control, may not necessarily be a deal-breaker, but the presence of only two airbags is disappointing. Fitted with six airbags, we would argue the (R519 900) Executive variant is worth the price premium.
However, the cabin’s construction is solid and the plastics feel durable. It is spacious, too. Fore and aft there is plenty of head- and kneeroom, a child seat fits comfortably behind a 1.7-metre- tall front passenger and the boot effortlessly swallows a pram. The driving position is commanding, and outward visibility is good.
The Hyundai’s 1.5-litre naturally aspirated four-pot is a proven powertrain. However, the latency of the CVT affects on-road refinement. The test unit’s overly firm ride quality further impeded driving comfort. It’s curious, as we have previously found the Creta’s suspension to be well damped.
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The XUV 3XO’s exterior styling, perceived interior build quality and on-road refinement won universal praise from the CAR team when tested in December 2024. It is one of the most polished products to come out of the Mahindra SA stable in some time. So, it was interesting to see how it would fare against segment rivals.
The top-spec AX7L is the least expensive compact crossover here by a fair margin, yet it’s also one of the most feature-packed cars, playing host to such big-car items as a camera array
displaying blind-spot video feed on the digital instrument cluster and ADAS. We did have our
gripes with the latter, which is overly sensitive to surrounding traffic and chimes in noisily when activated. Other niceties include sat-nav, dual-zone climate control, auto lights and wipers, and a Harman Kardon audio system. An even more impressive part of its value proposition is the five-year/100 000 km service plan.
The 3XO is a comfortable drive. Though not as torquey as the 1.5-litre turbodiesel in the XUV300, this car’s three-cylinder 1.2-litre turbopetrol is a willing performer and gels well with the newly introduced 6-speed automatic transmission. It is not as frugal as the diesel but nonetheless posted a respectable average fuel consumption of around 6.7 L/100 km during our trip.
The Mahindra’s ride quality was well resolved on both tarmac and gravel but the steering rack could do with more weight around dead-centre. At less than four metres long, it is small compared to the other cars tested, which translates to a cabin that, while sufficiently spacious up front, is not that generous for rear occupants and luggage. In addition, loading a pram over its tall load lip was not a convenient exercise.
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Introduced in 2019, Volkswagen’s most popular imported product was handed a timely update in 2024. Together with mild cosmetic changes and a reconfigured local lineup, VW was also quick to point out a considered upgrade of this vehicle’s interior build quality and choice of materials. Introduced throughout the range was digital instrumentation, with a new 8.0-inch infotainment display housing wireless smartphone connectivity.
While the vehicle supplied is the entry-level (base) T-Cross, R471 400 gets you into the mid-spec Life model, formerly known as Comfortline. This includes welcome features such as a wireless charging dock and electric folding mirrors. An optional Comfort package (R16 600) adds keyless entry and park assistance with reverse camera, while a Light and Vision package (R7 100) introduces rain-sensing wipers and an auto-dimming rearview mirror. This takes the price to R495 100. An upgrade to 17-inch alloy wheels (R7 800) is tempting, though it would likely impact on the otherwise exceptional ride quality offered by this model’s standard 16-inch items.
Although our child seat proved easy to install, the pram needed to be placed on its side, with the luggage board removed. For the time being, the whole local T-Cross range is powered by the brand’s proven 1.0-litre, three-cylinder turbopetrol engine. Paired with an impressively refined dual-clutch transmission, the only downside to this setup is that it can encourage spirited driving that may impact its otherwise frugal average fuel consumption.
Although it is light on specification in comparison with some of the Chinese contenders (you still cannot opt for a sunroof in the T-Cross), the Volkswagen counters this with its superior perceived build quality, impressively quiet cabin, and assured ride and handling characteristics.
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Introduced just in time to make it onto this Shootout, Omoda’s updated C5 package gains a new X Series naming structure to celebrate subtly revised exterior styling compared to the model launched in 2023, a revised specifications list and a lower asking price than before. The original C5 package has been retained in the form of Street and Style models to offer a compelling entry point into this Chinese brand’s fast-expanding product portfolio.
Styling and ergonomics aside, the new C5 X Series also gains a more advanced multilink rear suspension compared to the torsion beam setup offered elsewhere in the range, as well as a new dual-clutch transmission that replaces the CVT.
Priced at R465 900, the top-of-the-range Elegance X featured here ships with leather seat upholstery (including ventilation), dual-zone climate control, a 50 W wireless mobile phone dock, as well as a premium Sony audio system. This package also incorporates black 18-inch alloy wheels.
Curiously, while Omoda claims 64 litres of additional luggage space in the X Series compared to the original C5, we suspect this has been achieved by positioning the rear seats slightly further forward. While this meant the pram was easily accommodated, the child seat was a slightly tighter fit than we anticipated.
A premium-looking product, the C5 Elegance X is let down by a strangely configured cabin with a space-guzzling centre console that favours accommodating your mobile phone rather than overall comfort, resulting in a cramped driving position. Another gripe is the climate control settings being rendered all but illegible in direct sunlight.
With a five-year/150 000 km warranty and a five-year/ 70 000 km service plan, while the Omoda C5 Elegance X ticks lots of boxes in terms of being a value proposition, it is not quite as polished as we recall.
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A replacement in other markets for the best-selling Tiggo 4 Pro, the arrival of the Tiggo Cross provided Chery South Africa with the opportunity to expand its local product portfolio. Positioned between the Tiggo 4 and Tiggo 7, the Cross introduces modern, European-inspired exterior styling, including a fluid grille design with intricate use of LED lighting technology. Available in Comfort and Elite, the latter derivative gains 18-inch alloy wheels and red brake callipers.
The Tiggo Cross features a soft-touch dashboard, leather upholstery and a now somewhat generic-looking expansive display panel that combines a 10.25-inch digital instrument cluster and a 10.25-inch touchscreen. Although relatively neat and intuitive, this display is prone to glare from the sun.
Standard features include keyless entry and start, auto lights and wipers, dual-zone climate control, a wireless smartphone charger, ambient lighting and parking sensors with a reverse camera.
The Tiggo Cross now features a turbocharged 1.5-litre engine paired with an impressively smooth 6-speed dual-clutch transmission.
Where the Haval and BAIC surprised us with newfound levels of composure and drivetrain refinement compared to the previous examples we have tested, the Tiggo Cross served as a reminder of how far the others have since improved. From a vague, lifeless steering setup to a poor throttle calibration that undoubtedly impacts both everyday usability and average fuel consumption, another black mark against the Chery is a poorly insulated cabin that allows in a bit too much wind and road noise.
The Cross is well packaged, though; able to accommodate both the child seat and pram (though, with the boot board removed). While this is another Chinese product laden with standard specification and, indeed, potential, the general feeling was that its pricing is on par with what is on offer, rather than competitive.
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Your eyes are not deceiving you. While we had ‘ordered’ our (now-pre-facelifted) Mokka in 1.2T Elegance trim, the arrival of a flagship GS Line derivative at our offices meant we needed to include this model in our Shootout, while factoring in the adjusted level of standard specification.
A black-painted roof made little difference, but the 18-inch alloy wheels fitted to this unit, compared to the more forgiving 17-inch footwear on the Elegance derivative, were considered, especially while travelling on gravel. Despite this, and an unexpected price increase that takes the entry-level model uncomfortably close to R510 000, the consensus was that this SUV Shootout was better for the inclusion of a left-field contender like the Mokka.
Other specification anomalies between Elegance and GS trim include the installation in the cheaper package of a 7.0-inch touchscreen infotainment display and matching-size digital instrumentation, compared to the GS’s 10-inch infotainment and 12-inch instrumentation.
Powered by 1.2-litre, three-cylinder turbopetrol engine developing 96 kW and 230 N.m, and fitted with an 8-speed automatic transmission, the Mokka feels altogether more car-like than its rivals, including a firmer, more assured default ride quality.
Sharing its underpinnings with the Peugeot 2008 (which could have been included), the Opel’s relatively compact interior is nevertheless comfortable and feels well put-together. That said, while the child seat fitted snugly, the pram needed to be loaded on its side with the luggage shelf removed.
As a left-field alternative to traditional compact SUVs, together with “only” a four-year/60 000 km service plan, the Mokka feels a touch too expensive by comparison. (It is worth noting the recently-revealed facelifted model ships with a three-year/60 000 km service plan.)
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The Kia Seltos’ inclusion in this lineup was a bit of a contentious issue, especially as its price has been brought within budget courtesy of a deal-assistance programme that saves R60 000. Even so, we considered it a worthwhile exercise to show buyers that a diesel option can be had at this price point, and it’s a particularly good one. For reasons difficult to discern, but perhaps owing to the stir caused by the capable performance of the Sportage and fantastic value represented by the recently facelifted Sonet, the Seltos has somehow become a bit lost in Kia’s SUV mix, despite receiving an update of its own last year.
Yet, every member of the test team who stepped out of the Seltos – be it after motorway driving or on dirt tracks – walked away seriously impressed. The 1.5-litre turbodiesel engine was not only proving refined and torquey (barring a split second of in-gear latency under hard acceleration), it was returning astonishingly low fuel consumption fi gures; the 4.7 L/100 km on its 75 km run between Fisherhaven and Somerset West was particularly noteworthy.
Although the EX specification looked modest compared to some of the cars here, it encompassed the features that broadly mattered in terms of safety and comfort, and combined impressive sense of perceived quality and assured road manners that made the Seltos feel like it belonged in a segment above some of its peers.
Factor in a cabin that serves up plenty of rear legroom and a boot that easily accommodated the pram, and the Seltos ably meets the family car practicality provisos. It’s not as showy or feature-packed as some of its rivals, but the Seltos serves up a hard-to-match balance of style, practicality, pleasing road manners and impressive frugality.
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At the tail-end of 2024, after two years on the SA market, BAIC’s striking X55 compact SUV received an update that included some styling and spec improvements, as well as introducing a Premium-suffixed model. Underpinned by the firm’s BMFA modular platform, the X55 is marginally larger than the Jolion Pro featured here – a trait that made accommodating the child seat and pram a breeze – and in its Plus specification, it now features more distinctive blade-style alloy wheels and quad-exhaust finishers on the rear valance.
In keeping with the X55’s rakish styling is a driving package that rates as one of the best to arrive from a Chinese manufacturer. The 1.5-litre turbopetrol feels punchy and matches the Haval in terms of power output (130 kW) but, more importantly, it gels well with the 7-speed dual-clutch transmission and does not succumb to the lag and lurch that afflict other Chinese offerings. Factor in its compliant ride, well-weighted steering and good stability on both tarmac and dirt, and the X55 is an accomplished package. Average fuel consumption in the 9s and 10s during our trip, is unacceptably high, though.
As space-age and edgy as the cabin is, there are some cheap-feeling plastics and odd ergonomics (hazard light switch is ceiling mounted). Even so, the Premium-grade model hosts a wealth of standard features: leather seats with heating/ventilation and electrical adjustment, parking sensors with 360-degree camera feed, panoramic sunroof, power tailgate, keyless entry and ignition, and a full suite of ADAS features. It’s worth noting the update has ushered in a much- improved infotainment system with a faster processor and wireless Android Auto/Apple CarPlay.
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It was a last-minute addition to this year’s SUV Shootout lineup, but we are glad Honda’s capable little Elevate was included as it gave a good account of itself during its six-month stint in our long-term fleet. As the second most affordable offering here, the Elevate has managed to carve out a welcome niche in a Honda lineup that has become a bit pricey of late. Even so, in this
company, it managed to divide opinion among the CAR test team.
We all agreed the interior is impressively spacious and the overall road manners, encompassing a compliant ride and reasonably feelsome steering, were notable plusses. The level of specification isn’t lavish, but the essentials are all present and correct. The only tech-related letdown is a rather small and dimly illuminated infotainment screen.
While the 1.5-litre engine is willing and does not have a lot of mass to shift, the CVT can become drony under hard acceleration, only smoothing out once up to speed. The Elevate’s light frame also garnered some criticism in terms of occasional floatiness at speed on loose surfaces and possibly contributes to a fair bit of road noise. However, these are hardly deal-breakers when it comes to assessing the Elevate’s suitability as dependable family transport.
That light frame translates into respectable fuel economy, both in town and on the open road. The interior packaging is also a boon for those with kids – the rear doors open wide to a cabin
with lots of legroom and a boot that is among the largest in this gathering. Factoring in the combination of strong pricing and the Honda badge as genuine drawcards, the Elevate does make a strong – if somewhat understated – case for itself among some rivals that trade more on style than practicality.
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Four years on the SA market and nearly 64 000 sales on, the Corolla Cross has become a compact-SUV segment staple, and with good reason. While the XR hybrid is probably one of the most purchased and accepted cars of its ilk locally, its R545 200 price precluded it from competing here, but the recent facelift – ushering in features like a hexagonal grille, hands-free electric tailgate, a new 12.3-inch digital instrument binnacle, panoramic-view monitor and electric handbrake – meant the R501 500 mid-range 1.8 XR was a perfect fit for this Shootout.
Over time, Toyota’s Prospecton-built compact SUV has shifted the former segment prerequisites such as terrain-tackling under-pinnings; instead, focusing on consumer-driven provisos such as an elevated driving position, modern technology and extra practicality at a palatable price.
Size-wise, the Cross is deceptive, looking compact in the metal but packaged in such a way that its interior dimensions are like those of a midsize SUV. With a 440-litre boot and more than 1 200 litres of utility space – not to mention plentiful head, shoulder and kneeroom aided by the new recline function for the rear seats – the Cross made light work of accommodating the pram and child seat.
Solidly constructed and possessing balanced, comfortable road manners – as well as being stable and composed on dirt and gravel – there is little the Cross does badly. We did find the CVT to be a little laggy, taking some of the low-end urgency out of the otherwise punchy 1.8-litre engine, and we were disappointed by a blurry reverse camera feed that sat at odds with the otherwise slick and crisp-looking 10.1-inch infotainment display. Yet, by and large, the well-equipped XR remains one of the most complete offerings in this segment.
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Context can be a powerful thing when it comes to assessing cars, and the experience of revisiting the Jolion Pro alongside rival offerings was especially enlightening. When we tested the less powerful 1.5T in our October 2024 issue, we remained impressed with its execution and sense of quality but felt the Pro had not really moved the game on significantly; something we thought would hamstring it in this company.
However, with some of its Chinese rivals fumbling the ball in terms of powertrain, handling and refinement, the Pro has really shone in this comparative arena. With its solidly constructed cabin and a turbopetrol engine that is smooth and punchy – and, more importantly, isn’t subject to some of the throttle/transmission calibration gremlins affecting the likes of the Chery and Omoda – the team was of the consensus the Pro is the most upmarket-feeling product in this gathering.
It is not without its drawbacks: the infotainment system isn’t that easily navigable, some of the ADAS features are bothersome, and certain touches such as the front spoiler canards and ambient lighting that can be set to pulse to the music could be improved or discarded.
Our loading tests revealed plenty room for the mounted child seat behind a 170 cm driver, and while the boot accommodated the pram, we had to remove the parcel shelf. Considering its wealth of standard features and a seven-year/75 000 km service plan, the Pro is an impressive value-for-money proposition.
Ultimately, the engine’s thirst proved to be its undoing. While it holds joint honours with the BAIC as the most powerful car here, we all too often saw the fuel consumption hovering around the 11–12 L/100 km mark, which is unacceptably high for a vehicle in this segment.
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With photography done, arms aching from hauling child seats and prams into 13 cars, and a wealth of driving on open roads and gravel tracks behind us, the surprisingly difficult task of choosing the top three finalists was upon us. Instead of agonising over who was going through, it was the process of eliminating the 10 diverse but worthy runners up that proved difficult.
There were some unexpected disappointments in the mix, notably the Chery Tiggo Cross and Renault Duster; the former, despite its neat styling and competitive asking price, falling
foul of poor powertrain calibration while the Duster’s underwhelming perceived quality and poor refinement stymied its chances.
We were also surprised by the Creta’s hard ride and laggy transmission, especially as its build quality, spaciousness and general road manners otherwise impressed. The Omoda, while striking and generously stocked, was similarly affected by sloppy dynamics and a pokey cabin.
It was not all doom and gloom, though. Two of the Chinese delegation, the Haval and BAIC, put in strong performances. The former especially impressed in terms of refinement and quality, while the BAIC proved spacious and capable all-round. It was only their thirsty powerplants that tripped them up at the final hurdle.
Things were a little closer between the Indian-built Honda Elevate and Mahindra 3XO. The Mahindra is simply chock-full of features and, despite losing its predecessor’s turbodiesel, it remains a pleasure to drive. Ultimately, a cramped boot and rear quarters were the only obstacles to a strong recommendation. Another car hamstrung by its compact packaging was the Mokka.
There was some discussion regarding its inclusion, but in terms of driveability and sense of occasion, we concluded it to be worthwhile, even though its price and tight-fitting cabin counted against its progression to the final three.
There were no such qualms in the surprisingly spacious Elevate, and we loved its affordability and ease of use, but a drony CVT and so-so NVH insulation were black marks against it. Powertrain shortcomings were also at the heart of our decision not to let the Mitsubishi Outlander Sport through. This was a pity, as the fitment of a punchier turbocharged engine could well have seen this spacious, well-equipped and appealingly styled dark horse cause a bit of an upset.
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From being a relatively contentious inclusion in this Shootout, the Kia Seltos 1.5CRDi EX has, by unanimous decision, emerged victorious. Updated in 2024 to introduce updated exterior styling, reworked cabin conveniences with upgraded materials and a revised model lineup, Kia South Africa is rightly proud to have the only vehicle in this segment still fitted with a frugal turbodiesel powerplant.
While this EX-spec model’s listed price of R561 995 should have seen it excluded from competing (like the R545 000, hybrid-powered Corolla Cross), based on what Kia South Africa is calling “promotional pricing valid for the foreseeable future”, it was impossible not to add in this compelling Seltos package within our established budget. Included in its current price of R501 995 is a four-year/60 000 km service plan, as well as an impressive five-year/unlimited km warranty.
A distinctly styled Korean contender, the modern Seltos offers a welcome blend of charm and familiarity. Fitted with 17-inch alloys and available to order with a black roof, EX trim also introduces a generous level of standard equipment.
Despite the presence of shiny, hard-to-the-touch materials on the facia, the test team lauded this Kia’s perceived build quality and well-considered combination of modern touchscreen technology and traditional but effective switches and dials for ease of use. We also welcomed the myriad storage options available throughout the cabin.
While the Kia’s front seats could do with a little more in the way of cushioning, the combination of an assured yet compliant default ride setup and impressively low NVH levels conspire to make the Seltos a consummate long-distance cruiser.
Comfortable and spacious (with the added ability to easily accommodate the pram and child seat), if the rest of the Seltos package was not already in contention for the outright win, the inclusion in this derivative of its refined turbodiesel engine capable of delivering assured (250 N.m at 1 500 r/min) performance while returning 5.0 L/100 km, seals the deal.
We’d like to thank Continental Tyre South Africa, Noola South Africa and AfriCamps Stanford Hills for their roles in making SUV Shootout 2025 possible.
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