Mitsubishi Destinator (2026) Review

The Mitsubishi Destinator seems to have the perfect set of skills for the South African market, combining a turbocharged engine, big space and high equipment levels, all at an attractive price. But what’s it like in the real world?

We like: Powertrain offers a great blend of performance and economy; generous specification levels; huge practicality.

We don’t like: Off-road modes are gimmicks; could do with a larger fuel tank.

FAST FACTS

  • Model: Mitsubishi Destinator 1.5T Exceed
  • Price: R569 990
  • Engine: 1.5-litre 4-cylinder turbopetrol
  • Transmission: CVT
  • Power/Torque: 120 kW/250 Nm
  • 0-100 kph: 8.88 seconds (tested)
  • Fuel consumption: 7.2 L/100 km (claimed)
  • Range: 625 km (claimed)
  • Luggage capacity: 470 litres (claimed)

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Where does the Mitsubishi Destinator fit in?

The Mitsubishi Destinator is a 7-seater value-for-money SUV that was launched in South Africa in a 2-model lineup. Mitsubishi SA’s sales have lagged over the past few years and on the back of new product (and more to come), the Japanese brand hopes to claim a larger slice of the popular practical SUV segment.

Unveiled first in Indonesia (which is where it’s assembled) in July 2025, the Destinator is unmistakably Mitsubishi with its distinct design. There are 2 trim levels sharing the same powertrain. Pricing is enticing, starting from under R500 000. It sounds too good to be true…

When it comes to rivals, the list of well-equipped 7-seater options at a competitive price is quite short, despite the influx of newcomer brands from the Far East. The Chery Tiggo 8 Pro 290 LS and Changan CS75 Pro fly those flags at R499 900 and R459 900, respectively.

Compare the Destinator to the Chery Tiggo and the Changan CS75 using the Comparison Tool

From Korea come the Kia Carens and Hyundai Alcazar, the former exclusively available in diesel power, which may appeal to those who drive longer distances. Finally, you could also look at a Mahindra XUV700.

Compare the Destinator to the Kia Carens and Hyundai Alcazar using the Comparison Tool

How the Mitsubishi Destinator 1.5T Exceed fares in terms of…

Design & Packaging

The name doesn’t roll off the tongue that easily, but the design is easy on the eye. Combining a modern look with 7-seater practicality is not the easiest, but the design studio has done a great job.

While not marketed as an off-roader, Mitsubishi has not turned its back completely on its adventure heritage and has given the Destinator a useful 214 mm of ground clearance, meaning gravel roads will be crushed with confidence.

In terms of packaging, photographs don’t convey the Destinator’s dimensions. This is not a small vehicle by any stretch, measuring almost 4.7 metres long and boasting a practicality-focused wheelbase of 2.8 metres.

It’s all about the seating arrangements, however, and the 2nd row can split in a 40:20:40 fashion while the 3rd row boasts 50:50-folding pews. Moving the seats around is intuitive and easy to do. We’re also happy to report that with all 3 rows deployed, there’s still a bit of boot space available.

The 2 trim levels are GLS and, as tested here, the flagship Exceed. The GLS covers the basics with 18-inch wheels, fabric trim, a reverse camera, 8-inch infotainment screen, rear parking sensors, 6 airbags and keyless entry.

The Exceed adds some exterior visual goodies, leather trim, 12.3-inch infotainment, 360-degree camera, panoramic sunroof, a powered tailgate, tyre-pressure sensors, upgraded Yamaha audio and some additional safety in the form of blind-spot monitoring, lane-change assist and rear cross-traffic alert.

In a market obsessed with oversized infotainment screens with integrated functionality, it’s refreshing to drive a vehicle with plenty of switchgear. The array of buttons may be initially daunting, but ergonomically, everything is where you’d expect it to be. Materials used look and feel durable.

For the enthusiasts, Mitsubishi has given the Destinator’s infotainment system some aviation-inspired themes and while a lot of the information displayed is of very little relevance, it’s still fun and nerdy to gawk at the data overload!

Performance & Efficiency

Given its past products were equipped with naturally aspirated petrol engines resulting in lethargic performance, we’re happy to see some forced induction on duty. The 1.5-litre, turbocharged, 4-cylinder petrol engine makes a tidy 120 kW and 250 Nm, and this reaches the front wheels via a continuously-variable transmission (CVT). Generally, these types of transmissions are met with groans and sadness from the petrolhead community, but when you’re wanting a smooth and considered power delivery coupled with efficiency, a CVT is a good place to start.

We’ll commend Mitsubishi, as the 1.5-litre powertrain is impressively smooth and quiet, emitting a CVT drone and groan only when excessive amounts of accelerator travel is used. Drive with a measured approach, ride the momentum and we’d go as far to say that the Destinator is one of the quieter vehicles in its class.

The engine outputs translate into respectable performance and efficiency. While Mitsubishi hasn’t supplied a claimed 0-100 kph time, our testing gear captured 8.88 seconds for the 0-100 kph sprint, which is adequate for a vehicle of this class.

The claimed fuel economy is 7.2 L/100 km, and we managed 8.4 L/100 km with mostly urban driving. It’s worth noting the Destinator has a small 45-litre tank, giving it an estimated range of 625 km.

There are some unconventional driving modes which we found odd considering it’s a front-wheel drive 7-seater. There’s none of the usual sport/eco/normal modes. Oddly, you get a small switch on the gear selector which allows the car to accelerate quicker than usual. What’s more, modes labelled gravel, wet and mud don’t really add to the vehicle’s off-road ability other than loosening the stability control’s shackles and reducing the throttle sensitivity.

Ride, Handling & Comfort

Despite its size and passenger-carrying capacity, the Destinator is surprisingly light, with the licensed kerb weight listed as 1 500 kg. The driving position is best described as commanding, with a great feeling of elevation looking down on the road ahead. That said, we do wish the driver’s seat could drop down a touch lower.

We get the feeling the vehicle’s been set up with a bias towards comfort and on-road refinement. The steering setup is well weighted and reasonably direct for a vehicle in this class. There’s a noticeable lack of vibrations and wind noise, which aids comfort levels on longer drives.

Leave the tar behind and the Destinator continues to impress with its composure and confidence. While it’s marketed as an urban-biased and sensible 7-seater, it’s reassuring to know that, if you decide to venture down those back roads, the vehicle is competent.

Price & After-sales support

The Mitsubishi Destinator is sold with a 5-year/75 000 km service plan and a 5-year/unlimited km warranty. At the time of writing, there are 53 Mitsubishi dealers in South Africa.

Mitsubishi Destinator 1.5T GLSR489 990
Mitsubishi Destinator 1.5T ExceedR569 990
All pricing correct in August 2026.

Verdict

The Destinator is a great return to form for the Mitsubishi brand. This is a well thought-out, equipped and packaged family vehicle, at a market-relevant price. While it seems that the Far Eastern brands are selling in great numbers based on affordability alone, it’s great to see one of the legacy car brands come in at a competitive price and deliver exceptional value.

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Frequently Asked Questions

What engine powers the Mitsubishi Destinator in South Africa?

The Mitsubishi Destinator is powered by a 1.5-litre 4-cylinder turbocharged petrol engine that develops 120 kW of power and 250 Nm of torque. Power is sent to the front wheels via a Continuously Variable Transmission (CVT).

How much does the Mitsubishi Destinator cost in South Africa?

The Mitsubishi Destinator range is offered in two model derivatives:
  • Destinator 1.5T GLS CVT: Priced from R489 990
  • Destinator 1.5T Exceed CVT: Priced from R569 990

How many seats and what cabin space does the Destinator offer?

The Mitsubishi Destinator is a 7-seater crossover with three rows of seating. The cabin features configurable seating layouts with 40:20:40 split-folding second-row seats and 50:50 split-folding third-row seats, expanding luggage volume up to 1 930 litres.

What features are included in the flagship Exceed trim?

The top-spec Exceed trim comes equipped with a 12.3-inch touchscreen display, an 8.0-inch digital instrument cluster, a premium Yamaha audio system, a 360-degree camera, artificial leather upholstery, a panoramic sunroof, a powered tailgate, and advanced driver assistance systems (ADAS).

What warranty and service plan cover the Mitsubishi Destinator?

In South Africa, the Mitsubishi Destinator comes standard with Mitsubishi’s Diamond Advantage coverage, which includes a 5-year / unlimited-kilometre manufacturer warranty and a 5-year / 75 000 km service plan.

BYD ‘assessing’ Dolphin G PHEV hatch for SA

Chinese brand BYD has confirmed it is “assessing” the new Dolphin G – a model that would stand as the local market’s only PHEV hatchback – for South Africa…

  • BYD Auto considering Dolphin G for Mzansi
  • SA market currently has no PHEV hatchbacks
  • Could it arrive as SA’s most affordable PHEV?

BYD Auto South Africa has confirmed to Cars.co.za that it is “assessing” the new Dolphin G DM-i for the local market, suggesting there might be a place in Mzansi for a plug-in hybrid electric vehicle (PHEV) hatchback.

SA’s new-vehicle market currently features precisely zero PHEV hatches, with Chinese crossovers dominating the lower end of the broader plug-in hybrid market. Should the Dolphin G receive the green light, it could potentially launch as the country’s most affordable PHEV – a crown currently held by BYD’s Atto 2 Comfort DM-i (R449 900).

BYD Dolphin G DM-i

Mark Handley, BYD Auto South Africa’s Director of Commercial Operations, told Cars.co.za that he had “certainly noticed the Dolphin G that has been launched in quite a few markets in Europe”.

“It has a couple of battery options and a couple of trim options,” Handley told us, referencing the 2 battery capacities available in Europe and adding that the vehicle has “lots of electric range and lots of total range”.

BYD Dolphin G DM-i charging

“Is it a hatchback? Yes, but it’s a very cool hatchback. We know that the hatchback segment remains pretty big in South Africa, despite South Africans’ love for SUVs. So, we’re definitely looking at it. We’re assessing the Dolphin G and who knows? Maybe watch this space,” he suggested.

Revealed for Europe in June 2026, the Dolphin G DM-i measures 4 160 mm from front to back, making it some 130 mm shorter than the fully electric Dolphin Extended Range that is already marketed here in South Africa (or 170 mm shorter than the Atto 2 DM-i and 86 mm longer than the Volkswagen Polo hatch). 

BYD Dolphin G DM-i interior

On the Old Continent, the Dolphin G’s powertrain comprises a naturally aspirated 1.5-litre petrol engine (70 kW/120 Nm), a front-mounted electric motor and a choice of lithium iron phosphate (LFP) battery packs.

Using the WLTP standard, the 7.42 kWh battery pack offers around 45 km of all-electric range and about 1 020 km of total range. Meanwhile, higher-spec (though heavier) derivatives equipped with the 18.3 kWh battery pack boost those figures to 105 km and around 1 040 km, respectively.

In Europe, the base variant with the 7.42 kWh battery pack has peak system outputs of 129 kW and 210 Nm, while the 18.3 kWh derivatives boast maximum power of 156 kW (with peak twisting force interestingly unchanged at 210 Nm).

BYD says the Dolphin G DM-i’s electric motor drives the front wheels “in most situations”, though there are various instances in which the petrol engine – which otherwise acts largely as a generator – can also do so.

Frequently Asked Questions (FAQ)

Q: Is the BYD Dolphin G DM-i coming to South Africa?

A: BYD Auto South Africa is currently assessing the Dolphin G DM-i for local release, according to Cars.co.za.

Q: What powertrain and battery options does the BYD Dolphin G DM-i offer?

A: In Europe, the Dolphin G features a 1.5-litre naturally aspirated petrol engine paired with an electric motor. It offers two LFP Blade Battery options: a 7.42 kWh pack (129 kW, 45 km EV range, ~1 020 km total range) and an 18.3 kWh pack (156 kW, 105 km EV range, ~1 040 km total range).

Q: How big is the BYD Dolphin G compared to other BYD models in SA?

A: Measuring 4 160 mm long, the Dolphin G DM-i is 130 mm shorter than the fully electric Dolphin Extended Range hatchback and 170 mm shorter than the Atto 2 DM-i compact crossover. Despite its compact footprint, it offers a practical 425-litre boot capacity.

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Refinancing your balloon payment: The processes, costs & potential traps

Once your vehicle instalments are done, your balloon payment becomes due. Refinancing that lump sum means entering an entirely separate credit agreement with its own costs and traps. Here is what you must consider before signing

The merits of balloon payments for vehicles have been widely debated. Yet what remains undisputed is the prolonged financial commitment a balloon payment can create. Why? Because under such an agreement, the benefit of your lower monthly instalments is offset by the large lump sum (often up to 35% of the total price) owed at the end of the finance term.

For some buyers, however, the attraction of a balloon is simply that the lower monthly instalment brings a more expensive vehicle within reach. Yet, that can become problematic when the balloon finally becomes due.

If you don’t have the cash to settle the balloon payment but you don’t want to sell the car, financing the balloon becomes unavoidable. However, after 6 or 7 years with your car as a depreciating asset – which you may well have outgrown by now – you’re going to be stuck with it for a longer time still during the balloon downpayment period.

Additionally, getting that loan approved comes with a raft of previously unconsidered administrative responsibilities. Here’s what you should know.

Read more: Financing a car in SA: The true cost of 60-month balloons vs 84-month loans

Refinancing a balloon payment: Why it’s a whole new credit agreement

So you’re about to finish the instalments on your once-new car. But the balloon is due, and you don’t have a few hundred thousand rand hidden in your sofa.

How did you get here?

Your original finance agreement was structured with two distinct milestones – the instalments and the balloon. The first terminates once fulfilled, then that deferred lump sum comes into play because your overarching agreement with the bank does not allow you to pay off the balloon in instalments.

The full outstanding amount must be settled in one payment. Simply put: you’ve paid R5k per month for 72 months for a new car. At the end of the 72-month term, the R150 000 balloon becomes due.

Read more: The real monthly cost of owning a car (2026)

However, a key consideration is that refinancing that R150k cannot be part of your original deal. Refinancing means you’re applying for new credit to settle the balloon, so the lender has to assess you under a new credit agreement. As this is a completely new financial transaction, you are required to make a new credit application and undergo FICA compliance and credit checks (and a whole lot of other admin pains, too).

The unexpected costs: Interest rate hikes, admin fees & inspections

Even without the extra administrative burden, there’s a significant financial one when refinancing your car’s balloon payment.

Firstly, fees. As you’re applying for a new loan, you’re looking at an initiation fee of R1 207.50, plus another recurring monthly ex-VAT service fee of R69.00. That adds up to roughly R3 000 in admin fees over a 24-month refinancing period – just to keep driving a car you already own.

Next, interest rates. Six years ago, you bought a brand-new car with possibly a cleaner credit record that netted you a lower interest rate. Banks now have to finance a 6-year-old out-of-warranty asset representing a higher risk to them. The interest rate on the new agreement may also differ from the rate you originally received. Your lender will reassess your application and determine the rate based on various factors, including your current credit profile and affordability.

Depending on the lender and the vehicle, you may also be required to provide additional documentation or have the vehicle inspected. These tests typically go for R500-R800. The last thing you then want is a bald tyre or leaks demanding out-of-pocket repairs (the service plan has long expired) before the certificate can be issued.

Finally, as was the case with your previous vehicle finance agreement, the bank will require proof of active comprehensive insurance before granting the loan.

The double-interest trap: Compounding debt on a depreciating asset

Did we mention interest? Well, say a begrudging hello to its bad-cop partner – “double interest”. That’s right: the true pain of refinancing lies in paying a prolonged period of interest on the same amount of money loaned.

The balloon didn’t escape interest simply because you postponed paying it. It formed part of the outstanding debt under the original agreement, meaning you paid interest on that outstanding balance during the original finance term. If you then refinance the balloon, the new agreement charges interest on that remaining amount again. After 6 years of instalments, you’re about to cough up a lot more interest when you finance the balloon payment with a new loan.

Finance declined

And that’s not the worst of it. You could still be owing more on the car than it is worth on the market (negative equity). All the while, you’re paying interest on an asset that is worth less every day. Were you to sell it midway through your loan, you could well find its trade-in value being less than your bank settlement amount.

Or, had you chosen to persist with the balloon refinancing, you’re looking at a combined finance period of 8 to 9, perhaps even 10 years – for a car that you’d by then probably wished you could replace. Or never bought with a balloon.

Original vehicle financeBalloon refinance
Credit agreementOriginal vehicle-finance agreementNew credit agreement
Amount financedVehicle purchase price less deposit, plus applicable costsOutstanding balloon amount
Affordability assessmentConducted when finance was originally approvedConducted again
VehicleNewer vehicleOlder vehicle
InterestCharged under original agreementCharged under new agreement
FeesOriginal finance feesNew initiation and monthly service fees
Typical purposeFinance vehicle purchaseSpread final balloon over further instalments

Refinancing vs. the alternatives: What are your real options when the balloon is due?

At the end of the 72-month term, the R150 000 balloon becomes due. The good news is that you have some options. The bad news is that none of them are great.

Option 1: Settling in cash

This is first prize. You settle the debt immediately and the car becomes yours, with no further obligations to the bank. But again, considering you opted for a lower instalment option owing to affordability challenges in the first place, it isn’t very likely that most consumers will have a large enough cash pile lying around.

Option 2: Pay what you can and refinance the balance

You don’t necessarily have to choose between paying the entire balloon in cash or refinancing the entire amount. If you have some savings available, putting a lump sum toward the balloon reduces the amount you need to refinance, and therefore the interest you’ll pay on the new agreement.

Option 3: Trading in

This is the most common route, but it can also become the most expensive. Just before month 60 or 72, you decide to trade your car in for a new one. It can become the most expensive option if the vehicle is worth less than the settlement amount and the shortfall is rolled into the next finance agreement. Debt gets compounded, meaning that you’re paying for two cars instead of just one. It also locks you into more debt for the next 6 or 7 years.

Option 4: Selling privately

Selling privately usually gets you a higher price than trading in. The generated cash must be used to settle the balloon and what’s left can be put towards the deposit on your next vehicle. On the downside, you have to deal with private buyers and the admin hassle all by yourself. And, crucially, you’re still without a car afterwards and only the prospect of more debt.

Option 5: Guaranteed buy-back or voluntary return (if your agreement allows it)

A safe choice, but it does mean you’ve effectively treated your car more like a long-term lease than a vehicle you intended to own outright. This may or may not have been stipulated under a guaranteed buy-back plan with its own mileage and wear-and-tear conditions (and there are penalties to be paid if these are exceeded). As with selling, afterwards you’re free and your wallet much lighter, but you’re still without a car.

The economics behind balloon payments are simple. If you are unable to come up with the cash to settle it, refinancing it becomes a tool of necessity rather than a smart savings strategy. Think carefully: is the short-term gain of lower monthly instalments really worth the reckoning of long-term pain?

5 most powerful hot hatches in South Africa (2026)

Prefer your hatchback with serious heat? These are the 5 most powerful hot hatches available on South Africa’s new-vehicle market right now…

While budget hatchbacks clearly still have a place in the local market, there are also various options at the other extreme of the pricing (and power) scale. Yes, we’re talking about South Africa’s 5 most powerful hot hatches, each featuring monster outputs and all-wheel drive.

Interestingly, there’s no space on the list for Toyota’s GR Yaris and GR Corolla siblings (which each generate 210 kW from their fiery 3-pot motors), while Mzansi is still awaiting – patiently or not – the arrival of the 245 kW Volkswagen Golf 8.5 R.

In addition, the 235 kW FL5-series Honda Civic Type R was recently quietly discontinued in SA. Note, too, that the Mercedes-AMG hot-hatch twins in the list below are seemingly on the way out, with production expected to end later this year.

1. Mercedes-AMG A45 S 4Matic+ – 310 kW

Most powerful new cars -Mercedes-AMG A45S

The Mercedes-AMG A45 S still holds the title of South Africa’s most powerful hatchback. Priced from a heady R1 461 469, this “hyper hatch” employs Affalterbach’s “M139” turbocharged 2.0-litre, 4-cylinder petrol engine, which sends a whopping 310 kW and 500 Nm to all 4 wheels via an 8-speed dual-clutch transmission.

2. Audi RS3 Sportback quattro – 294 kW

The priciest hatchback on the local market today, Audi’s RS3 Sportback starts at R1 498 200, with the Carbon Edition kicking off at a whopping R1 591 900. Offering 294 kW and 500 Nm from a turbocharged 2.5-litre, 5-cylinder petrol powerplant (known as the “EA855 Evo”), the all-paw RS3 Sportback features a 7-speed S tronic dual-clutch gearbox as standard.

3. Audi S3 Sportback TFSI quattro – 245 kW

The current version of Audi’s 8Y-series S3 Sportback offers maximum figures of 245 kW and 420 Nm from its “EA888” turbocharged 2.0-litre, 4-cylinder petrol motor. Drive is delivered to all 4 wheels via a 7-speed dual-clutch transmission as standard. Local pricing for Audi Sport’s deputy hot hatch starts at R1 091 100.

4. Mercedes-AMG A35 Hatch 4Matic – 235 kW

Mercedes-AMG A35

Billed as the understudy to the full-fat A45 S, Mercedes-AMG’s A35 Hatch (from R1 303 932) uses a 225 kW/400 Nm version of the “M260” turbocharged 2.0-litre, 4-cylinder petrol mill, which benefits from a 48-volt mild-hybrid system providing a brief power boost of 10 kW (taking total power to 235 kW). An 8-speed dual-clutch cog-swapper and all-wheel-drive are standard.

5. BMW M135 xDrive – 233 kW

BMW 1 Series M135 xDrive

The only model on this list with a starting price below R1-million (though, at R988 768, only just), the M135 is powered by BMW’s “B48” turbocharged 2.0-litre, 4-cylinder petrol engine. This motor’s peak outputs of 233 kW and 400 Nm are delivered to all 4 corners via a 7-speed dual-clutch transmission as standard.  

Frequently Asked Questions (FAQ)

Q: What is the most powerful hot hatch currently available in South Africa?

A: The Mercedes-AMG A45 S 4Matic+ holds the title as SA’s most powerful hatchback. Its M139 2.0-litre turbocharged 4-cylinder engine generates a massive 310 kW and 500 Nm of torque, achieving a claimed 0–100 kph sprint in just 3.9 seconds.

Q: Why are notable hot hatches like the Honda Civic Type R and VW Golf 8.5 R missing from this top 5 list?

A: The FL5-series Honda Civic Type R was recently discontinued in South Africa, while the updated 245 kW Volkswagen Golf 8.5 R has not yet officially arrived in the local market. Additionally, options like the Toyota GR Yaris and GR Corolla fall just outside the top 5 with 210 kW each.

Q: Which of South Africa’s top 5 most powerful hot hatches is the most affordable?

A: The BMW M135 xDrive is the only vehicle on the list priced below R1-million, starting at R988 768. It produces 233 kW and 400 Nm from its 2.0-litre turbocharged 4-cylinder engine, sprinting from 0 to 100 kph in 4.9 seconds.

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PHEV market drives SA’s strong NEV growth in H1 2026

PHEV sales in South Africa surged some 486% year on year in H1 2026, driving growth in the country’s overall new-energy vehicle (NEV) market. Here are all the details…

  • NEV total up 84.2% year on year in H1 2026
  • Sales in SA’s PHEV segment rocket 486.7%
  • EV registrations grow 232.8%; HEVs up 15%

Industry-representative body Naamsa has released official sales figures for new-energy vehicles (NEVs) – a segment comprising traditional hybrids (HEVs), plug-in hybrids (PHEVs) and fully electric vehicles (EVs) – in South Africa for the 2nd quarter of the year. And these numbers allow us to calculate total NEV sales for H1 2026.

Based on Naamsa’s latest quarterly figures (combined with its Q1 numbers), our calculations suggest total NEV sales in Mzansi in H1 2026 increased 84.2% year on year to 13 196 units. For the record, this NEV total translates to some 4.2% of South Africa’s overall new-vehicle market (at 315 303 units) for the opening half of the year.

It’s worth keeping in mind the local market’s latest NEV sales performance was strongly supported – as Naamsa points out – by “new entrants starting to report new-vehicle sales data” (as well as a “broader range of product offerings” in this space). For instance, NEV automaker BYD began reporting sales figures to the industry-representative body in March 2026 and has averaged 740 sales a month since.

According to our calculations, PHEV sales in South Africa rocketed 486.7% year on year to 4 623 units in H1 2026 (admittedly off a fairly low base), meaning this segment accounted for 35.0% of total NEV sales during the reporting period. Meanwhile, EV sales for the opening half of 2026 surged 232.8% year on year to 1 897 units (or 14.4% of the NEV total).

Toyota’s Corolla Cross HEV is all but certainly still SA’s best-selling traditional hybrid.

Finally, our sums suggest HEV sales in South Africa increased 15.0% year on year to 6 676 units during this 6-month reporting period. As such, traditional hybrids again represented the majority of local NEV registrations in H1 2026, though it’s interesting to note this segment’s share dropped sharply to 50.6% (from H1 2025’s lofty figure of 81.0%).

Frequently Asked Questions (FAQ)

Q: How significantly did South Africa’s overall new-energy vehicle (NEV) market grow in H1 2026?

A: Total NEV sales in South Africa surged by 84.2% year on year to reach 13 196 units during the first half of 2026. This performance allowed NEVs to capture a 4.2% share of the country’s total new-vehicle market (315 303 units) over the same 6-month period.

Q: What drove the massive surge in PHEV and EV sales during H1 2026?

A: Growth was fueled by a broader selection of product offerings and new market entrants reporting data to Naamsa — such as BYD, which averaged 740 monthly sales since joining in March 2026. Consequently, Plug-in Hybrid Electric Vehicle (PHEV) sales rocketed by 486.7% year on year to 4 623 units, while fully electric vehicle (EV) sales grew 232.8% to 1 897 units.

Q: Do traditional hybrids (HEVs) still hold the largest share of the NEV market in Mzansi?

A: Yes, traditional hybrids (HEVs) remain the largest single NEV sub-segment in South Africa, expanding 15.0% year on year to 6 676 units in H1 2026. However, due to the sharp rise in PHEV and EV popularity, HEV market share declined from 81.0% in H1 2025 down to 50.6% in H1 2026.

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Why Chinese double-cab bakkies have lower tow ratings…

The tow ratings of Chinese double-cab bakkies are lower than those of Toyota’s Hilux or the Ford Ranger. We explain why, and how this is starting to change.

The Cars.co.za stats experts provide a great breakdown of what’s happening each month in the South African new-car market. There are often surprises in the data, but the broad trends are quite obvious: bakkies and SUVs are more popular than ever.

More South Africans now own a vehicle with a 3 500 kg tow capacity than ever before. The irony is that few South African drivers know what the capacity actually means. Or know how to tow.

It’s all an unintended consequence of the surging popularity of double-cab bakkies as urban family cars. Buyers are choosing powerful double cabs for the feeling of safety and all-terrain capability when embarking on a cross-country road trip. And some load bin utility for occasionally getting something bulky home from a retail store.

Is unused tow capacity valuable?

Ford’s V6 turbodiesel Rangers have a 3 500 kg braked towing capacity and, crucially, rear disc brakes.

Is that 3 500 kg braked tow capacity a waste if left unused? Many South African owners of luxury double cabs may ponder this question.

Even if you’ve never used the peak tow rating of a Ford Ranger V6 turbodiesel or a Toyota Hilux 2.8 GD-6 (both of which have a braked tow rating of more than 3 000 kg), it still has value. Why? Because some components are over-engineered to handle that towing weight and therefore offer benefits in many other driving conditions, too.

It means the engine and transmission cooling systems are designed for extreme towing loads. This also makes these bakkies cope well with driving in traffic, where airflow is low, especially in extreme temperatures; or when driving slowly in low-range through thick sand, where engines and transmissions are working very hard but the ambient airflow for cooling is low.

Search for a Ford Ranger on Cars.co.za

The BYD Shark 6 has oversized rear-section lateral beams and 3 500 kg tow capacity.

You might never use that tow capacity to its full extent, but it means you get a bakkie with uprated cooling, brakes and rear suspension. Bakkies that can tow up to 3.5 tonnes are engineered to resist sag and “shunting”.

These bakkies often also feature rear disc brakes instead of drums, which allow much better high-speed deceleration in an emergency.

So, to address the headline: There are very few Chinese bakkies with a 3 500 kg braked towing capacity – why is this the case?

Why most Chinese double-cab bakkie tow less

The JMC Vigus is a big bakkie, but can tow a braked mass of only 2 500 kg.

Urban double-cab owners don’t really tow. Yet, South African bakkie drivers have a long legacy of towing. Farmers, watercraft owners and Airbnb-averse holidaymakers have been towing trailers and caravans all around Southern Africa for decades.

South Africa even has a globally renowned off-road caravan and trailer industry, creating rugged load-carrying chassis to tow behind bakkies deep into the Richtersveld or Kalahari. There is a real community of South African bakkie owners who regularly tow, which has a profound effect on product planning for automakers that sell bakkies in South Africa. Bakkie towing culture in China? Not really a thing.

Caravanning holidays aren’t particularly popular in China, nor are off-road trailers for overlanding journeys, or boating. And although China produces an enormous number of motorbikes, there’s no real amateur MX scene that requires motocross trailers.

This lack of a towing culture influences how engineers and planners think about their bakkies. And that’s why Chinese bakkies haven’t prioritised towing capacity.

Will these bakkies start towing more?

GWM P500 3.0TD
GWM’s P500 proves Chinese bakkies can haul 3 500 kg trailers.

We know from experience that the Chinese car industry moves at Shenzhen speed. Car companies possess an ability to make product decisions and deliver upgrades in less than half the time of a traditional American, European or Japanese car company.

Chinese product people analyse the specifications and technical capabilities of rival bakkies in incredible detail. They know what a Hilux, a Land Cruiser 79 or a Ford Ranger SuperDuty can do, including tow. And Chinese marketing teams know that by closing the tow-rating gap and matching their legacy rivals on capability at a much lower price, they will conquer even more South African customers.

As Chinese technical teams have proved, all the skills exist in the Chinese car industry to make incredibly advanced bakkies, like the BYD Shark 6. China also produces many heavy-duty vehicles, like trucks, so nobody needs to teach them about frame strength and resistance to wear and tear.

Search for a GWM P500 bakkie on Cars.co.za

More powerful bakkies are coming

This is where Chinese bakkie product planning is trending: heavy-duty double-cabs.

GWM’s P500 hasn’t been a huge sales success in South Africa, at least not yet. But this “larger-than-Ranger” Chinese double-cab bakkie has shown Chinese engineers and product people can develop a luxury double-cab with a 3 500 kg braked tow rating.

Over the past year, the Chinese approach to bakkie development has changed significantly. Observing the demand for more capable bakkies and customers’ willingness to pay nearly anything for an over-engineered double-cab, Chinese automakers have shown an incredible number of new double-cab concepts that are nearly production-ready. They even possess all the off-road accessories and oversized all-terrain tyres that weren’t even options on Chinese bakkies 5 years ago.

Chinese vehicles might be renowned for their incredibly advanced PHEV powertrains, but their automakers have also invested heavily in diesel-engine development for bakkie models. They know that Australia, Africa, Asia and the Middle East still want diesel engines.

The new generation of Chinese diesel engines will give Chinese bakkies the torque delivery needed for heavier towing. But what about the chassis strength, the upgraded rear suspension, the axles and the drivetrain? The answer to that has already been shown.

You know all those over-the-top adventure 4×4 bakkies we’ve seen over the last year? They all feature those upgraded components already integrated. Thus proving, again, that Chinese automakers’ product strategies and speed-to-market are unlike anything we’ve ever seen.   

Search for a BYD Shark on Cars.co.za

Porsche 911 GT3 Touring (2026) Launch Review

The updated Porsche 911 GT3 arrives with meaningful aerodynamic, weight-saving and suspension refinements. We drive the “genteel” Touring variant on home turf, and can confirm that some obsessions are entirely justified.

It has recently come to my attention that, if you were to ask me to name my 10 most memorable drives of all time, nearly half of them would include a GT3 variant of Porsche’s iconic 911. A blast on a closed-off Bainskloof Pass in a 997-generation RS. Or a thrilling, seat-of-the-pants tyre test in France, driven in the company of a certain Walter Röhrl. These are experiences that lodge themselves permanently in the memory and set an impossibly high benchmark for everything that follows.

Classic Drive: Porsche 911 (991.2) GT3 Touring

And yet, despite all of those GT3 encounters, I had never driven a Touring variant. So, the opportunity to experience the latest, updated GT3 in that specific specification left me more genuinely excited than any new vehicle introduction has in some time. After all … just look at it!

What’s new for the updated Porsche 911 GT3?

The 911 GT3 is a car with a clear purpose, and Porsche’s approach to this update reflects that. Rather than reinventing the formula, engineers have gone further in the direction the GT3 has always pointed: closer to motorsport. The changes are concentrated in three areas – aerodynamics, dynamism and weight reduction – and together they amount to a car that’s said to be more precise, balanced and communicative than its already highly regarded predecessor.

Aerodynamics: form follows function

Thankfully, the new GT3 Touring doesn’t have the walrus-moustache-lookalike front air-dam treatment of some other recent 911s (GTS). The redesigned matrix LED headlights now integrate all front light functions into a single unit. Consequently, the air dam is left clean and the design is neat and tidy, almost minimalistic. This is not merely a styling decision. It frees up substantially larger air inlets on either side, feeding more cooling air to the front brakes and the front-mounted radiators. The used air exits through outlets in the front luggage compartment lid, reducing aerodynamic lift on the front axle in the process.

Deeper in the front-end structure, the suspension control arms on the double-wishbone front axle now carry the teardrop-shaped aerodynamic profile previously reserved for the GT3 RS. In a car that regularly encounters high-speed airflows over the front wheels, the turbulence generated in those wheel arches is a notable source of drag and lift. The aerofoil-profiled control arms reduce that turbulence significantly; they are, in essence, miniature wings doing structural duty. The redesigned front spoiler lip and modified front diffuser contour work in concert with revised underbody panels to further reduce front-axle lift and improve overall aerodynamic balance.

Suspension: less pitch, more precision

The double-wishbone front suspension has been tweaked to provide an enhanced anti-dive effect under braking. In practical terms, this means the front of the car resists the tendency to compress – or pitch forward – when the brakes are applied firmly. The result is a more consistent aerodynamic balance during deceleration because the front ride height changes less. In theory, braking stability is more predictable, which translates directly to driver confidence when approaching corners at speed. You’ll have to take Porsche’s word for this, as only a back-to-back drive with the GT3’s predecessor on a racing circuit will likely make such a detailed comparison possible. 

The shortened final-drive ratio – the other significant mechanical change – sharpens the response between throttle input and acceleration. In a naturally aspirated engine, there is no turbo lag to compensate for; the relationship between right foot and forward momentum is already more linear than in a forced-induction car. It is another example of Porsche wanting to make the connection between driver and machine as instantaneous as possible.

Weight reduction: every kilogram contested

Porsche’s GT department treats weight with the same seriousness that other manufacturers these days reserve for the size of their touchscreen infotainment systems, and the updated GT3 continues that tradition. A carbon-fibre front luggage-compartment lid and a new, lighter 40Ah lithium-ion battery fitted as standard save approximately 4 kg over the previous model. The new (glorious) forged alloy wheels shed a further 1.5 kg. 

In its lightest configuration – the GT3 with Touring Package, six-speed manual gearbox and the new Lightweight Package – the car weighs only 1 420 kg. At that weight, with 375 kW on tap, the power-to-weight ratio works out to 264,1 W/kg. That is, in the words of today’s youth, a lot!

For those who want to push even further, the Weissach, Leichtbau and Clubsport packages are available on the updated 911 GT3, but Clubsport is not offered on Touring. 

What is the updated Porsche 911 GT3 Touring like to drive?

When you first pull away, the GT3 Touring announces its priorities without delay, despite its genteel appearance. The ride is firm. The suspension is unyielding over slow-speed bumps and urban imperfections. The car feels stiff and highly strung, and you are aware that you are at the controls of something that requires your full attention. The drivetrain whirrs, clatters and vibrates. 

Then the road opens up, the speed builds and something changes. It is rare these days to drive anything without turbo or hybrid assistance, so to experience a naturally aspirated 4.0-litre flat-6 that howls to 9 000 rpm is simply magical. Pure orchestra, actually. The engine builds through the rev range with the linearity and crescendo of a finely tuned instrument, and it does not stop rising until 9 000 rpm.

Make sure you “open the flaps” of the exhausts (somewhat annoyingly done through the touchscreen system) when you wring this boxer’s neck, because its scream is wholly unique and a rare treat in the modern automotive landscape. You’ll want to do it again and again. As we did on our drive, which happily included a nice tunnel.

Equipped with the PDK dual-clutch transmission, the GT3 Touring accelerates from zero to 100 kph in 3.4 seconds. Choose the 6-speed GT sports manual and that time increases to 3.9 seconds. This is an important decision, and an entirely personal one. The PDK I drove offers unarguable speed and precision, rewarding with crisp, near-instantaneous changes. Top speed is just over 310 kph.

The benefits of the suspension and aero tweaks are not easy to distinguish on a first drive on public roads, but knowing Porsche, they will be meaningful. Still, the turn-in response is so keen that you will need a little time to get used to it and the combination of grip and desire to change direction is utterly addictive. Those 315/35 20-inch rear wheels – glimpsed in the door mirrors, filling the wide haunches like something from a GT racing class – provide grip that simply has to be experienced to be fully believed. 

Our test unit was fitted with enormous carbon ceramics. I’ve always had a love-hate relationship with such brakes, and in this drive they again took a little getting used to. You have to lean on them quite firmly and there is a noise to get used to as well, but they definitely do a great job of bringing the speed down without fade or fuss. You just have to adjust your brake timing and firmness. 

Design & interior ambience

The Touring Package has always appealed to a particular type of 911 enthusiast: the driver who wants every last decimal of GT3 performance but without the visual declaration of the fixed rear wing and the motorsport graphics. It is a subtraction that adds up to something quite beautiful.

The Touring’s restraint is not entirely unconditional, however. The rear wing does raise electronically, activated automatically or on demand, and includes a Gurney flap – a defined edge that works with modifications to the front and underbody to ensure the aerodynamic balance remains sound even without the fixed-wing downforce. Elegant silver-coloured side window trims and a specially designed rear lid grille carrying the “GT3 Touring” logo distinguish it from the standard car at close range.

Inside, the GT3 Touring is an exercise in focused intent. The cabin has been updated with revised infotainment and the instrumentation is now fully digital. I certainly miss the previous mechanical centre dial. On the other hand, you can set the revised rev counter’s 9 000 rpm red line to be at the 12 o’clock position – nifty!

The fundamentals remain: a driver-focused environment with controls of reassuring weight and quality, and materials that feel like they will last. The new, lightweight bucket seat with folding function, available for the first time on the GT3 Touring, is a meaningful addition. It delivers the lateral support and body integration of a full motorsport bucket seat while retaining the everyday usability that the Touring buyer values.

Critically, the bucket seats allow access to the optional rear seat system. The GT3, in Touring specification, can now accommodate rear passengers without forcing its driver to choose between track ergonomics and practicality. It’s not terribly spacious back there, perhaps more useful as cabin storage, which is already quite limited in the GT3 Touring’s cabin.

How much does the updated Porsche 911 GT3 Touring cost in South Africa?

Whether you want your GT3 with the Touring specification or not, or manual or PDK-equipped, the price is the same: R4 795 000 before options. Weissach, Leicthbau and Clubsport packages are offered, but the last-mentioned is reserved for the GT3 (non Touring).

Compare their specs: Porsche 911 GT3 Touring vs GT3

The fact that the GT3 and GT3 Touring share identical pricing – and that manual and PDK are offered at the same price point – simplifies what is, in truth, a gloriously tough decision to make.

Verdict

In an era in which even the most engaging sports cars feel increasingly “soft”, the Porsche 911 GT3 Touring is a deliberately, gloriously uncompromising counterpoint. It will not cosset you. It will not isolate you from the road surface, or cushion the consequences of inattention, or make the business of rapid cornering feel easier than it really is.

Porsche’s promise is that it will reward you. Completely, viscerally, and memorably. The updated aerodynamics and suspension kinematics arguably sharpen an already exceptional chassis. The weight savings contribute to making a fast car feel even more nimble. And chasing 9 000 rpm is, well, magical.

All that said, and speaking purely as someone with “once in a blue moon” exposure to these cars, the incremental changes will be quite hard to identify. But it doesn’t matter. This is a special car, one that reminded me once again why I pursued this career in the first place, and which rekindled a flame that modern cars and legislation seem determined to extinguish.

I can now confirm what I suspected going in: the GT3 Touring might just be the perfect GT3 variant for me. And it might just make that list of 10, too.

New VW Tukan small bakkie (including single cab) revealed

The new Volkswagen Tukan small bakkie – a version of which has been earmarked for production in South Africa – has finally been fully revealed in Brazil…

  • Volkswagen unwraps its new Tukan in Brazil
  • Both single- and double-cab variants revealed
  • Localised version earmarked for SA production

Volkswagen’s division in Brazil has finally fully revealed the new VW Tukan small bakkie, which will be built at the São José dos Pinhais factory from 2027 though has also been earmarked for production in South Africa further down the line.

As a reminder, earlier in 2026, Martina Biene, Chairperson and Managing Director of Volkswagen Group Africa, confirmed to Bloomberg that a localised version of the Tukan could potentially be manufactured at the Kariega plant in the Eastern Cape from around 2029.

Now that very bakkie – which could, of course, end up wearing an entirely different name should it eventually be offered here in Mzansi – has been revealed in South America, billed as a replacement for the long-running Saveiro. Set to officially hit the market in Brazil in the opening half of 2027, VW unveiled its new Tukan in both single- and double-cab form, though has yet to release images of the interior.

The Wolfsburg-based automaker has also not yet announced any technical information, so details on exterior dimensions, powertrain options and indeed payload capacities remain entirely unconfirmed. Still, VW has said the newcomer’s rear suspension set-up includes a rigid axle and leaf springs to facilitate “excellent load capacity”.

VW Tukan single cab

The Tukan single cab was revealed in “Robust” trim, featuring basic white paint, steel wheels and plenty of black plastic cladding up front. Equipped with a shorter cab and a longer cargo bed, this workhorse model has what Volkswagen’s Brazilian arm describes as a “work-oriented focus”.

The double-cab version, meanwhile, was unveiled in flagship “Extreme” guise. Painted in the Tukan’s “Canary Yellow” launch colour and featuring an obviously shorter load bay, this highly specified “lifestyle” model is equipped with alloy wheels, a styling bar and various exterior styling updates.

So, will a localised version of this bakkie (which has an internal codename of “Udara”) eventually be built in SA and sold locally? While such an investment has not yet been officially announced, it’s worth keeping in mind the new VW Tukan rides on the brand’s MQB platform, which also underpins the upcoming Tengo, a small crossover scheduled to start rolling off the Kariega production line – alongside the Polo and Polo Vivo hatchbacks – next year.

Back in October 2024, Biene told Cars.co.za the planned SA-built small bakkie that was to be spun off the new Tengo had hit something of a roadblock. Still, Biene didn’t rule out the possibility of eventually building some sort of pick-up at the Kariega plant, calling on South Africans to make their voices heard should they be keen to buy such a vehicle.

Then, earlier in 2026, Biene told Bloomberg that Volkswagen’s head office in Wolfsburg had already approved a plan to build a small bakkie in South Africa, though suggested the ultimate decision on this potential investment would hinge on long-awaited policy action from South Africa’s government…

Frequently Asked Questions (FAQ)

Q: What is the new Volkswagen Tukan and what variants have been revealed?

A: The Volkswagen Tukan is a new compact bakkie designed as a replacement for the Saveiro. Revealed in Brazil, the line-up features both a workhorse single-cab in basic “Robust” trim with a long load bed and steel wheels, and a lifestyle double-cab shown in top-tier “Extreme” specification with Canary Yellow paint, alloy wheels and a styling bar.

Q: What platform and chassis details have been confirmed for the VW Tukan?

A: The Tukan is built on Volkswagen’s MQB unibody architecture. To maximise utility and load capacity, its rear suspension is fitted with a rigid axle and leaf springs rather than a traditional torsion-beam setup. Official cabin photos, exact exterior dimensions, engine specs and payload ratings have not yet been released.

Q: Is the Volkswagen Tukan confirmed for production or release in South Africa?

A: While not yet officially confirmed for SA production, a localised version is seemingly under strong consideration. Volkswagen Group Africa management indicated that local assembly at the Kariega plant in the Eastern Cape could potentially begin around 2029.

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Hilux grabbed SA’s double-cab sales crown from Ranger last month

The Toyota Hilux grabbed SA’s double-cab bakkie sales crown from the Ford Ranger in July 2026, though the latter still leads year to date. Here’s a look at the figures…

  • Hilux grabs double-cab sales crown in July 2026
  • Ford Ranger still leads the DC race, year to date
  • Toyota rules single- and extended-cab segments

While the Toyota Hilux has long reigned as South Africa’s best-selling bakkie overall, the Ford Ranger has made a habit of topping the double-cab sales charts, having secured that crown for a 3rd straight year in 2025. Interestingly, however, the Hilux managed to push ahead of its Silverton-built rival in the double-cab rankings for July 2026.

Yes, according to figures kindly supplied to Cars.co.za by the folks over at Lightstone Auto, Toyota SA Motors registered as many as 1 922 units of its Hilux Double Cab last month (out of the nameplate’s lofty total of 4 189 units, as reported to Naamsa), making it Mzansi’s most popular dual-cab bakkie in July.

Meanwhile, Ford Motor Company of SA registered 1 599 units of the Ranger Double Cab (out of a 2 063-unit total), putting it some 323 units behind its Prospecton-built competitor for the month. Though it was the 2nd time this year the Hilux ranked ahead of the Ranger on the double-cab charts (after March, when 1 795 units played 1 729 units), the Blue Oval bakkie still leads year to date at the end of July.

According to Lightstone Auto, the Ranger Double Cab’s 7-month tally sits at 11 674 units, while the Hilux Double Cab comes in at 9 809 units – some 1 865 units off the pace. For the record, the Struandale-made Isuzu D-Max Double Cab ranks 3rd, with 5 304 units registered (including 889 units in July), year to date.

The Ranger still leads the double-cab race, year to date.

Lightstone Auto’s dataset furthermore suggests that all other 1-tonne double-cab bakkies – that is, excluding the Ranger, Hilux and D-Max (and indeed models from any brands that don’t report sales figures to Naamsa) – collectively managed 15 907 units over the opening 7 months of the year.

Best-selling single- and extended-cab bakkies in July 2026

Toyota Hilux Single Cab SRX
Toyota SA Motors recently launched its initial 9th-gen Hilux single-cab derivatives.

What about the single-cab space? Well, the Toyota Hilux again ranked as South Africa’s best-selling single cab in July 2026, with 1 533 units registered – taking its year-to-date tally to 9 634 units. The Isuzu D-Max Single Cab remained 2nd with 895 units in July and 5 744 units over the opening 7 months of 2026.

Meanwhile, the KwaZulu-Natal-assembled Mahindra Pik Up completed the single-cab podium in July (537 units) and indeed year to date (4 248 units). For the record, Ford sold just 98 units of its Ranger Single Cab in July, inching its 7-month tally to 805 units.

The Ranger Super Cab ranks 2nd on the extended-cab sales charts, year to date.

The Hilux also leads the extended-cab race, with Toyota having registered 680 units of its Hilux Xtra Cab last month and 3 269 units, year to date. The Ranger Super Cab (366 units in July and 2 106 units, year to date) remained in 2nd place, ahead of the D-Max Extended Cab (185 units last month and 989 units, year to date) in 3rd.

Overall – that is, including all 3 body styles – the Hilux is comfortably ahead in the year-to-date sales race (and firmly on track to retain its crown), with as many as 23 051 units registered, according to figures reported to Naamsa. The Ranger’s 7-month total sits at 14 535 units, while the D-Max’s tally comes in at 12 037 units.

Frequently Asked Questions (FAQ)

Q: Which double-cab bakkie won the South African sales race in July 2026?

A: The Toyota Hilux Double Cab took the top spot in July 2026 with 1 922 units registered, outperforming the Ford Ranger Double Cab (1 599 units) and the Isuzu D-Max Double Cab (889 units), according to Cars.co.za and Lightstone Auto.

Q: Who leads the South African double-cab and overall bakkie sales year to date?

A: The Ford Ranger Double Cab maintains the lead in the year-to-date double-cab segment at 11 674 units compared to the Hilux Double Cab’s 9 809 units. However, looking at overall bakkie sales across all body styles, the Toyota Hilux holds a firm lead overall with 23 051 total units sold compared to the Ranger’s 14 535 units.

Q: How did single-cab and extended-cab bakkies perform in July 2026 sales rankings?

A: Toyota dominated both secondary segments in July 2026, based on Lightstone Auto data. The Hilux led the single-cab race with 1 533 units (followed by the Isuzu D-Max at 895 and Mahindra Pik Up at 537), while the Hilux Xtra Cab claimed the extended-cab crown with 680 units ahead of the Ford Ranger Super Cab (366 units) and Isuzu D-Max Extended Cab (185 units).

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End of an era: Honda Civic (including Type R) exits SA

The Honda Civic – including the Type R – has been discontinued in South Africa, bringing down the curtain on one of the Japanese brand’s most iconic nameplates…

  • Honda discontinues Civic derivatives in SA
  • Civic RS sedan & Type R hot hatch both gone
  • Brand’s local arm cites “market dynamics”

Honda Motor Southern Africa has confirmed to Cars.co.za that the Civic RS sedan and Civic Type R hot hatch have been discontinued in South Africa, bringing down the curtain – locally, anyway – on one of the Japanese automaker’s most iconic nameplates.

As a reminder, global production of the Honda Civic – which is currently in its 11th generation – started way back in 1972 and continues today, meaning this model still serves as the Minato-based brand’s longest-running automotive nameplate.

The Civic badge is no more in Mzansi.

In a statement issued to Cars.co.za earlier this week, Honda Motor Southern Africa confirmed that “both the Honda Civic and Civic Type R have been discontinued in the South African market”.

“Overall, this decision forms part of our broader strategy to focus our product portfolio on models that are better aligned with current market dynamics and consumer demand. In particular, the South African market continues to show a strong and growing preference for SUVs, and we are therefore placing greater emphasis on this segment going forward.”

The Civic 1.5 RS CVT touched down in August 2022.

From the 2nd quarter of 2023 until now, the local Civic range had comprised just a pair of derivatives: the Civic 1.5 RS CVT sedan and the FL5-series Civic Type R 6MT hatchback. The Civic 1.5 RS was last priced at R725 000, while the Type R hot hatch had been available for R1 021 600.

The RS-badged version of the Civic sedan employed a turbocharged 1.5-litre, 4-cylinder petrol engine, which delivered 131 kW and 240 Nm to the front axle via a continuously variable transmission (CVT).  

The FL5-series Civic Type R arrived in SA in April 2023.

The Civic Type R, meanwhile, had held the title of the local market’s most powerful front-wheel-drive hot hatch, with its turbocharged 2.0-litre, 4-cylinder petrol engine generating 235 kW and 420 Nm. These peak outputs were channelled through a 6-speed manual gearbox.

Technically, the Civic entered the South African market back in 1982, though that version was badged in Mzansi as the Ballade – a nameplate incidentally discontinued locally (along with the BR-V) late in 2025. However, in 1996, the EK-series Civic hatchback was launched here alongside the closely related Ballade sedan.

For the next 30 years in South Africa, the Civic badge was used on both hatch and sedan models (as well as on a 9th-gen station-wagon iteration known as the Civic Tourer). The 11th-gen version touched down in August 2022, with the line-up limited to the Civic RS saloon. The FL5-series Civic Type R followed in April 2023.

In terms of local sales, Honda Motor Southern Africa reported only a combined Civic total to industry-representative body Naamsa each month, with 90 units registered in 2023. That figure increased slightly to 110 units in 2024, with our records suggesting 74 units were sold locally in 2025. A further 11 units were reported over the opening 7 months of 2026.

Find a used Honda Civic on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: Why has Honda discontinued the Civic range in South Africa?

A: Honda Motor Southern Africa officially discontinued the Civic RS sedan and Civic Type R hot hatch to align its portfolio with local consumer demand, according to a statement issued to Cars.co.za. The brand says it is shifting its strategic focus toward the strongly growing SUV segment.

Q: What were the final pricing and peak outputs for the Honda Civic RS and Civic Type R in SA?

A: Before discontinuation, the Civic 1.5 RS CVT was priced at R725 000 and featured a 1.5-litre turbo engine producing 131 kW and 240 Nm. The flagship FL5 Civic Type R 6MT was listed at R1 021 600, powered by a 2.0-litre turbo engine sending 235 kW and 420 Nm to the front wheels.

Q: How long was the Honda Civic badge present in the South African market?

A: The Civic line has a 44-year legacy in Mzansi, beginning locally as the Ballade in 1982 before using the Civic nameplate in 1996. Over decades, the badge spanned hatchbacks, sedans, wagons and performance Type R models until its exit in 2026.

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