D-Max pips Ranger! SA’s best-selling bakkies in March 2025
The D-Max grabbed 2nd from the Ranger on the list of SA’s best-selling bakkies for March 2025, while Mahindra’s Pik Up broke into 4 figures…
In March 2025, South Africa’s total new-vehicle market increased 12.5% year on year to 49 493 units. Once again, the local passenger-vehicle segment was responsible for much of this industry growth, with sales in the light-commercial vehicle (LCV) space conversely sliding 8.4% year on year to 13 328 units.
So, did anything interesting happen on the list of Mzansi’s best- and worst-selling bakkies in March 2025? Well, there was no change at the very top, as the Prospecton-produced Toyota Hilux retained 1st place, with sales of this Japanese stalwart increasing 8.9% (compared to February 2025) to 2 923 units.
March was the Toyota Hilux’s best month of 2025’s opening quarter.
However, the big news was the fact the Isuzu D-Max grabbed 2nd place from the Ford Ranger, with registrations of the Struandale-built bakkie surging 16.9% month on month to 2 250 units (off the back of a 36.2% improvement in February, we might add). Interestingly, 372 of these D-Max units represented sales to government.
That, of course, meant the Silverton-made Ranger had to settle for an unfamiliar 3rd position in March 2025, though the Blue Oval brand’s contender was just 71 units behind its Japanese foe. In the end, local Ranger sales improved marginally (0.5% month on month) to 2 179 units, with 183 of those sold to the state.
Meanwhile, the Mahindra Pik Up broke into 4 figures in March 2025, comfortably retaining 4th place. The Indian automaker’s seemingly evergreen bakkie – which is assembled under contract by the AIH Group in KwaZulu-Natal – enjoyed a 59.2% month-on-month improvement to end on 1 215 units, a figure we believe is this nameplate’s best effort yet (helping Mahindra to a record 2 253 sales overall).
The Nissan Navara climbed a ranking to 5th, with local registrations of the Rosslyn-made range – which recently welcomed a new Pro-4X Warrior flagship derivative – soaring 102.7% month on month to 835 units. That meant the imported Toyota Land Cruiser 79 (476 units) fell a place to 6th in March.
In March, Mahindra’s Pik Up put in what we believe was its best showing yet.
Seemingly bolstered by new P300 derivatives, the GWM P-Series line-up registered a 73.3% month-on-month improvement in sales to 402 units, seeing the Chinese bakkie move up a spot to 7th. The Volkswagen Amarok – which is built alongside the Ranger at Ford’s Silverton facility in Gauteng – thus slipped a ranking to 8th, with 275 units sold.
Having made its debut in the top 10 in February 2025, the Foton Tunland G7 retained 9th place in March, with 236 units registered. The final place on the table went to another Chinese bakkie in the form of the long-in-the-tooth GWM Steed (119 units), which held onto 10th.
Best of the rest in March 2025: bakkies outside top 10
JAC’s T-Series of bakkies (including the T9) hit 186 sales in March.
So, which bakkies didn’t make the top 10 in March 2025? 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 186 units. Meanwhile, the Peugeot Landtrek ended March 2025 on 79 units and was followed by the Mitsubishi Triton and Mahindra Bolero, each finishing on 39 units (having tied in February, too).
Finally, 5 examples of the Jeep Gladiator were sold, though 2 of them represented “single registrations” (that is, units Stellantis SA kept and licensed for its own use). Interestingly, March 2025 was the first month the Nissan NP200 didn’t appear on the new-vehicle sales charts since its discontinuation a year ago, suggesting stock has finally run dry.
10 best-selling bakkies in South Africa for March 2025
Mahindra hits fresh high! SA’s new-vehicle sales in March 2025
March 2025 was the SA new-vehicle market’s 6th straight month of year-on-year growth. Here’s your full market overview, including a look at the country’s best-selling automakers…
In March 2025, South Africa’s new-vehicle market recorded its 6th consecutive month of year-on-year growth, with sales increasing 12.5% to 49 493 units. This performance – the market’s best in virtually 2 years – furthermore represented a 3.2% improvement over February 2025’s showing.
Naamsa described March 2025 as a “pivotal month” for the local industry, with the positive news extending to the export front, too, with this part of the market seeing growth for the first time in some 10 months. In the end, export sales from Mzansi surged 31.1% year on year to 39 477 units in March 2025.
According to the industry representative body, some 86.8% of last month’s total reported domestic industry figure represented dealer sales, while an estimated 7.3% were sales to the new-vehicle rental industry, 3.5% to government and 2.5% to industry corporate fleets.
Unsurprisingly, it was SA’s new passenger-vehicle segment that again drove growth in the overall market, with sales here rocketing 25.3% year on year to 33 447 units (the rental channel accounting for 7.2% of that figure). Meanwhile, domestic sales of new light-commercial vehicles again declined year on year, this time falling 8.4% to 13 328 units.
Meanwhile, Brandon Cohen, National Chairperson of the National Automobile Dealers Association (NADA), said the results proved that South African consumers had a “strong appetite for new passenger vehicles in March”, though added that the actual tally “may be [even] higher than reported, as several Chinese brands are not yet included in the current data”.
“The resilience in new-vehicle sales is evident, despite ongoing financial constraints for consumers. The growing pressure on financial institutions to approve credit is influencing purchasing behaviour, while rising electricity costs and fluctuating fuel prices continue to strain household budgets. Nevertheless, new-car sales remain buoyant, particularly in the lower market segments, with medium car sales remaining stable,” Cohen pointed out.
WesBank added that the industry “continued to defy economic turmoil in March to mark 6 consecutive months of year-on-year growth and round out 2 optimistic quarters of growth for the South African motor industry”. Lebo Gaoaketse, Head of Marketing and Communication at WesBank, suggested this growth came at a time when “local economic headwinds” were providing “more challenges than positives”.
“While the pending increase in VAT only amounts to R500 per R100 000, we expect that some purchase decisions will have been accelerated by its imminent implementation. While interest rates remained unchanged during the month, their levels have alleviated some affordability, stimulating demand in the market for new vehicles. WesBank has also experienced a reduction in balloon amounts financed year-on-year, reinforcing the positive improvements in affordability in the market,” explained Gaoaketse.
New-vehicle sales summary for March 2025
Aggregate new-vehicle sales of 49 493 units increased by 12.5% (5 504 units) compared to March 2024.
New passenger-vehicle sales of 33 447 units increased by 25.3% (6 756 units) compared to March 2024.
New light-commercial vehicle sales of 13 328 units decreased by 8.4% (1 227 units) compared to March 2024.
Export sales of 39 477 units increased by 31.1% (9 354 units) compared to March 2024.
SA’s 10 best-selling automakers in March 2025
Toyota SA Motors (which includes the Lexus and Hino brands) ended March 2025 on 11 660 units, representing a marginal month-on-month fall of 0.7%. Of course, that tally was more than enough for the Japanese giant to retain 1st position, again more than doubling the efforts of the market’s next-strongest contender.
That runner-up spot in March went to Suzuki Auto SA, meaning the Hamamatsu-based automaker has placed 2nd in each of 2025’s opening 3 months. In the end, Suzuki registered a total of 5 284 units, some 12.6% down on its February’s figure. Volkswagen Group Africa (including Audi sales) thus again had to settle for 3rd place, with its sales dipping 6.4% month on month to 4 913 units (for the record, that’s 371 sales behind Suzuki).
Hyundai (3 103 units) and Ford (2 907 units) both enjoyed slight month-on-month sales increases to remain in 4th and 5th position, respectively. Isuzu registrations surged 20.1% (compared to February 2025) to 2 759 units, which saw the Japanese brand comfortably keep 6th place.
Having returned to the top 10 in February, Nissan climbed a further 3 rankings to grab 7th in March 2025, with sales ballooning 53.8% (admittedly off a relatively low base) month on month to 2 303 units. Meanwhile, Indian automaker Mahindra put in what was easily its best performance yet, with local registrations climbing 39.9% month on month to a record 2 253 units.
Fascinatingly, that meant the market’s 2 largest Chinese brands were resigned to the final 2 spots in the top 10. Despite GWM sales increasing 20.6% month on month to 2 066 units – the first time the firm has breached the 2 000-unit mark since July 2023 – the company slid a place to 9th in March. Chery, meanwhile, fell 3 rankings to 10th, with registrations dipping 1.0% month on month to 1 904 units.
Still, Chery’s total was enough to again prevent Kia (1 402 units) and Renault (1 402 units) from re-entering the top 10. BMW Group SA (with a Naamsa-estimated 1 337 units) followed in 13th place, ahead of Omoda & Jaecoo (806 units) in 14th and Mercedes-Benz (with a Naamsa-estimated 563 units) in 15th.
1. Toyota – 11 660 units
2. Suzuki – 5 284 units
3. Volkswagen Group – 4 913 units
4. Hyundai – 3 103 units
5. Ford – 2 907 units
6. Isuzu – 2 759 units
7. Nissan – 2 303 units
8. Mahindra – 2 253 units
9. GWM – 2 066 units
10. Chery – 1 904 units
Sales outlook in South Africa for remainder of 2025
So, where to from here for South Africa’s new-vehicle market? Well, on the monetary policy level, Naamsa points to the country’s currently “stable” borrowing costs as a clear positive. However, it adds that “challenges such as energy constraints, rising living costs and the upcoming VAT increase in April may pose new hurdles in the months ahead”.
“Despite these potential headwinds, South Africa’s automotive industry remains committed to long-term growth and resilience,” the industry representative body says, adding that the industry has again “proved its ability to thrive amid geopolitical shifts and sustain its long-term growth trajectory”.
Meanwhile, NADA’s Cohen says while financial downturns have “historically” led to a “marked shift towards used vehicles as more affordable options”, this trend is “not as pronounced in the current environment, with strong growth in new-vehicle sales instead”. Still, NADA suggests the best approach currently is one of caution.
“With overall sentiment remaining constrained, we are adopting a cautious stance, particularly with the upcoming Budget Vote and potential US tariff announcements on the horizon. The sustained demand for passenger vehicles is a positive indicator, but broader economic uncertainties continue to shape the outlook for the automotive sector,” explains Cohen.
Finally, WesBank’s Gaoaketse says the arrival of “more and more Chinese brands and products is certainly creating more volume for the market at affordable prices with attractive specification levels”, adding that “some of these sales are winning market share from legacy brands, indicating a shift in buying behaviour as consumers become more product conscious and less brand conscious in their vehicle choice”.
In addition, Gaoaketse suggests relief at the pumps “thanks to substantial decreases across the fuel board during April” means consumer confidence “should remain as bullish as 1st quarter sales would suggest, providing a strong impetus for 2nd quarter sales. However, political and economic uncertainties continue to prevail, which could impact the growth trajectory”.
The J12-series Nissan Qashqai didn’t last even 2 years in South Africa, despite its forebears proving very popular over the preceding decade and a half. So, should you consider buying a used version of the short-lived 3rd-gen model? Let’s investigate…
While the first 2 iterations of the Nissan Qashqai thrived in South Africa, the J12-series model fell flat. In short, the Japanese brand’s 3rd-gen compact SUV failed to find favour with Mzansi’s new car buyers, leading Nissan SA to unceremoniously and abruptly end this nameplate’s 17-year run on the local market.
What caused this previously successful badge to fade away in South Africa? Well, it certainly wasn’t a product issue – the 3rd-gen Nissan Qashqai was a decidedly competent offering. Instead, it likely all came down to positioning. Facing more competition than ever before (including from China), Nissan shifted the J12 upmarket, arguably rendering this Sunderland-built crossover too pricey for local tastes.
The Mk3 Qashqai was revealed in early 2021.
Though this sharply styled model’s early demise in South Africa was a pity, there’s a potential upside for astute used car buyers. Yes, the J12-series model’s premature departure from the local new-vehicle market (preceded by significant discounts from Nissan South Africa’s dealer network) has resulted in rather attractive asking prices on the 2nd-hand market. But more on that later.
As an aside, the 3rd-gen Qashqai was discontinued in Mzansi around the time the facelifted version was revealed overseas. Will Nissan SA ever return to this space? Well, once the Qashqai’s local axing was official, the firm said it was “evaluating opportunities for new products” but did not go into further detail.
Daring design from the outset.
However, we believe a new Renault-based crossover, which is set to be built in India and will most likely be based on that right-hand-drive market’s 3rd-generation Duster, will eventually plug the Qashqai gap, joined by a 7-seater version that will reportedly share many components with the Dacia Bigster. In the end, these Nissan models will surely be more competitively positioned than the since-departed J12.
J12-series Nissan Qashqai line-up in South Africa
The J12 generation arrived in SA in September 2022.
Revealed in February 2021, the J12-series Nissan Qashqai was scheduled to reach local showrooms before the end of that year. However, it touched down in Mzansi only in September 2022, with the Yokohama-based brand’s local division stating it was “confident” this model would “be a game-changer”.
At launch, the local line-up comprised a trio of front-wheel-drive derivatives. The only engine on offer was a 1.3-litre, 4-cylinder turbopetrol motor (without the mild-hybrid assistance available overseas); the powerplant was jointly developed by the Renault-Nissan-Mitsubishi Alliance and Mercedes-Benz.
The local range included 3 trim levels.
The entry-level derivative featured a detuned version of this mill and a 6-speed manual gearbox (with a listed 0-100 kph time of 10.3 sec), while the mid-tier and flagship variants came with the high-output version (improving the claimed sprint time to 8.9 sec) and a continuously variable transmission (CVT).
Qashqai 1.3T Visia 6MT (96 kW/240 Nm)
Qashqai 1.3T Acenta CVT (110 kW/250 Nm)
Qashqai 1.3T Acenta Plus CVT (110 kW/250 Nm)
Over the next 20-odd months, Nissan SA made no changes to its Qashqai portfolio; e-Power derivatives were expected in “early 2023” but never materialised. The 3-cylinder mill in the Qashqai e-Power was used only to generate electricity, which was then transmitted to the battery pack, electric motor, or both.
The promised e-Power derivatives didn’t ever make it to SA.
In short, the electric motor was the sole source of power for the wheels, resulting in what Nissan called an “EV-like” driving experience. It sounded like a fascinating powertrain, but then again, e-Power variants would probably have come at a hefty premium, which nixed their feasibility.
As it happened, local sales of the J12-series Qashqai tapered sharply to just 10 units in April 2024 and then zero registrations the following month. Having spoken to several sources, Cars.co.za broke the news of the Qashqai’s local axing early in June 2024, with Nissan SA confirming the decision soon thereafter. According to our maths, approximately 1 700 new units were sold before the model was axed.
What are the Nissan Qashqai’s strengths?
Even the top-spec derivative featured relatively high-profile tyres.
Quiet and comfortable: Built on the ubiquitous CMF-C platform, the J12-series Nissan Qashqai offered lofty levels of refinement, entirely in line with its move upmarket. Very little vibration from the powertrain found its way into the cabin at idle, while the CVT drone was thankfully kept to a minimum on the open road (except when you flattened the accelerator pedal, that is).
Ride comfort was also a strong point, thanks largely to a suspension setup offering impressive bump absorption and road-noise suppression. Comfort levels were further enhanced by the entry-level Visia’s plump (215/65 R17) tyres, while even the mid-spec Acenta and range-topping Acenta Plus were fitted with relatively high-profile rubber (235/55 R18 and 235/50 R19, respectively).
Ground clearance was a claimed 193 mm.
Ground clearance came in at 193 mm. Curiously, though front-wheel-drive Qashqais (wearing wheels measuring up to 19 inches) came with a comparatively rudimentary torsion-beam rear suspension in Europe, Nissan SA’s official specification sheet listed all 3 local derivatives as boasting the multi-link configuration reserved for all-paw examples (and those with 20-inch rims) on the Old Continent.
High-quality, well-equipped cabin: When we tested the 1.3T Acenta Plus soon after the Qashqai’s local launch, we described the cabin as looking and feeling “notably upmarket”. We rated the build quality as “up there with the best in the segment”, pointing out that panels lined up neatly, materials felt plush, and the switchgear “wouldn’t have looked out of place” in a similarly sized model built by a German brand.
A well-built cabin with plenty of standard kit.
The 3rd-gen Qashqai was available with the sort of big-car kit that was previously reserved for premium marques’ models. For instance, the flagship derivative came with items such as Nappa leather trim, electrically adjustable front seats, a front-seat massaging (and heating) function and a 10-speaker Bose premium audio system.
Even the mid-table Acenta came equipped with features such as adaptive headlamps, intelligent cruise control, built-in navigation and wireless smartphone charging (the latter was, in fact, standard across the line-up). Interestingly, every variant in the South African J12-series Nissan Qashqai line-up had to make do with an analogue instrument cluster rather than the digital item available in some overseas markets.
Plenty of safety kit: Soon after its unveiling in Europe, the J12-series Qashqai was awarded a 5-star safety rating by Euro NCAP. And, refreshingly, the South African specification of Nissan compact SUV was also well equipped in this department: 6 airbags, ABS with EBD, a brake-assist system, hill-start assist, ISOfix child-seat anchors and tyre-pressure monitoring were standard across the range.
In addition to the entry-level Visia’s reverse-view camera, the Acenta and Acenta Plus derivatives gained Nissan’s 360-degree camera system (complete with “moving object detection”), parking sensors (fore and aft) and a raft of semi-autonomous driver-assistance features.
The latter list included features such as blind-spot intervention, cross-traffic alert, intelligent forward emergency braking, predictive front-collision warning, lane-departure warning, lane-keep assist and driver-attention alert.
What are the Nissan Qashqai’s weaknesses?
The J12-generation Qashqai was imported from the United Kingdom.
Lofty asking price when new: It could certainly be argued that the Qashqai’s local demise boiled down to its ambitious positioning in the market. Ultimately, there was no getting away from the fact that this UK-built model was very pricey in Mzansi, nor that shoppers in this segment had plenty of alternatives.
It was perhaps telling that Nissan SA opted not to impose a single price hike to the J12-series range – in stark contrast to industry trends at the time – during this model’s almost 2 years on the local market. So, from launch to discontinuation, the Qashqai had lofty pricing bookends of R568 200 and R670 600.
The luggage compartment was a little below par.
Slightly below-par load bay: Measuring 4 425 mm in length, the 3rd-gen Qashqai was a little larger than the J11-series model that preceded it, but its luggage compartment was nevertheless smaller than those of similarly priced rivals. Nissan South Africa listed a slightly below-par volume (for the segment) of 480 litres, but the load bay’s lack of flexibility was perhaps its biggest issue.
The rear bench, for instance, featured only a 60:40 split rather than the more versatile 40:20:40 configuration, while dropping these seats flat required scurrying from door to door since there were no dedicated buttons situated in the luggage compartment. Moreover, the rear bench – which offered merely average occupant space – was fixed in place, with no option to slide it fore or aft.
Only a turbocharged 1.3-litre petrol engine was offered locally.
No turbodiesel option: While the J10- and J11-series Nissan Qashqai were both available locally with a wide range of powerplants, the J12 iteration was offered only with the 1.3-litre 4-cylinder turbopetrol motor. The lack of a turbodiesel engine was likely particularly disappointing for local Qashqai fans, although, to be fair to Nissan SA, an oil-burning powertrain was not developed for this generation.
Still, at least the turbopetrol unit ostensibly had the ability to return relatively pleasing fuel-economy figures (if not quite as impressive as a diesel might have managed), with Nissan claiming 6.4 L/100 km for the manual-equipped Visia and 6.1 L/100 km for the CVT derivatives. For the record, we managed an indicated 9 L/100 km during our review of the flagship Nissan Qashqai 1.3T Acenta Plus.
While we’re on the topic of engines, another quick aside: considering the J12 Qashqai is still a young vehicle in automotive terms, we can’t make any definitive calls on this model’s mechanical reliability, particularly in a local context.
How much is a used Nissan Qashqai in SA?
With comparatively few sold in SA, there aren’t many 3rd-gen Qashqai units on the used market.
Nissan SA offered the 3rd-gen Qashqai with a 6-year/150 000 km warranty and a service plan spanning 3 years or 90 000 km (with intervals of 15 000 km). Factory-backed accessories included items such as a chrome styling pack, a protection pack (featuring mudguards, a rear upper-bumper protector, a luggage-bay entry guard, illuminated kickplates and rubber mats) and a removable towbar.
At the time of writing, just over 50 units of the J12-series Nissan Qashqai were listed on Cars.co.za. The mid-spec Acenta accounted for a whopping 72%, followed by the flagship Acenta Plus (19%) and, finally, the manual-equipped Visia grade (9%).
The top-spec Acenta Plus accounted for about a 5th of listings at the time of writing.
Indicated mileages ranged from just 16 km on (an apparently unused) demo vehicle to 86 000 km on a 2022 Acenta Plus (the latter being one of only 4 listings with more than 50 000 km on its odometer). Unsurprisingly, 2023 was the most prevalent model year (46%), while Magnetic Blue (the hue seen in most of the images here) was the most popular paint colour, accounting for 37% of listed examples.
Below R400 000: Though just 11% of J12-series Qashqai listings were positioned below R400 000, all 3 trim levels were represented here. Most came from the opening model year, though we also found a couple of Visia variants from 2023 in this space. The cheapest example was a 2022 Visia with 58 000 km, priced at R329 990. As a reminder, this variant would have cost R568 200 new.
R400 000 to R450 000: Despite this bracket spanning just R50 000, it contained a considerable 45% of the J12-series Qashqai units listed at the time of writing. The 2023 model year was the most prevalent by some margin, with the majority of derivatives featuring the mid-spec Acenta grade.
R450 000 to R500 000: Jumping another R50 000 opened the door to a further 34% of listings, though we interestingly found no examples of the base Visia between these pricing bookends. There were several enticing deals in this space, including a delivery-mileage 2024 Acenta priced at R499 900 (representing a whopping R139 400 saving over its listed new price).
Above R500 000: The remaining 10% of listings were positioned above R500 000, with all but one example from the final model year. Just a single unit was priced over R550 000, with this 2024 Acenta (showing 1 850 km on the clock) coming in at a rather high R644 800. This was an outlier, however, since we found several models with similar mileage priced at around R529 900.
Which Nissan Qashqai derivative should you buy?
The mid-spec Acenta featured all the driver-assistance tech of the flagship.
So, which of the 3 derivatives was the pick of the bunch? Well, while the Visia wasn’t poorly specified – it came with LED headlamps, a reverse-view camera, an 8-inch touchscreen system, cruise control, wireless smartphone charging and 17-inch alloy wheels, but made do with manual aircon and a polyurethane finish for the steering wheel – we’d be tempted to climb the ladder a little further.
The mid-tier Acenta upgraded to a 12.3-inch infotainment system (along with USB-A and USB-C ports), while also gaining adaptive high beams, auto headlamps, rain-sensing wipers, roof rails, paddle shifters and all the driver-assistance technology that would usually be reserved for a flagship variant.
The Acenta Plus rode on 19-inch alloys.
So, unless you have to have a manual gearbox, the Acenta is the sweet spot. Of course, should you be prepared to spend a little more, the flagship Acenta Plus furthermore featured Nappa leather upholstery, a massaging (and heating) function for the front seats, an uprated audio system and larger alloys.
Is the Nissan Qashqai a smart used purchase?
The J12 faced increased competition.
While the original J10-series Nissan Qashqai that arrived in Mzansi back in 2007 faced very little direct competition, the J12 iteration found itself lost in the crowd, again straddling traditional segment lines. Mainstream alternatives in the family crossover space included the likes of the NX4-series Hyundai Tucson, NQ5-series Kia Sportage, 2nd-gen Volkswagen Tiguan, XA50-series Toyota RAV4 and the seemingly evergreen KF-series Mazda CX-5 – all of which were larger than the Nissan.
Buyers keen on something a little more left-field might also have considered the P84-series Peugeot 3008, Citroën C5 Aircross and even the 2nd-gen Renault Koleos, not to mention an ever-growing crop of aggressively priced Chinese crossovers. The base Qashqai also faced pressure from the segment below, where more affordable Indian-built offerings such as the Kia Seltos, SU2-series Hyundai Creta and Suzuki Grand Vitara made their presence very much felt.
The Qashqai was far more popular in Europe than it was in SA.
In addition, Nissan SA’s ambitious pricing effectively put the top-spec version of the Qashqai directly in the firing line of several premium-badged offerings, including the F3-series Audi Q3, U11-series BMW X1, Mini Countryman (F60), H247-series Mercedes-Benz GLA and Lexus UX.
Ultimately, the J12-series Qashqai’s shift upmarket – a huge risk in a new vehicle market as notoriously price-sensitive as ours – put it out of reach of its more affordable predecessors’ target audience. It also failed to convince higher-earning shoppers that it was a true alternative to premium-badged models.
Plenty of neat design details.
Price aside, though it was perhaps not a class leader in what had become an overpopulated segment, the J12-series Nissan Qashqai was nevertheless a highly competent and rather sophisticated offering. Thanks to this model’s falling residual values, it now represents rather strong value on the used market.
South Africa has World’s Most Dangerous Roads – Study
Where are the most dangerous roads in the world? A recent study by online driver education resource, Kutobi, has revealed interesting insight on the safest and most dangerous roads around the world and South Africa is considered to be the most dangerous! Take a look!
There’s no doubt about it, South Africa is home to some of the world’s most beautiful driving roads, but sadly, South African roads are also ranked as the most dangerous roads in the world, according to a recent study by Zutobi.
South Africa has some of the most beautiful driving roads in the world, but they are also the most dangerous! Note that Cars.co.za officially closed off this road.
Road safety remains a major challenge in South Africa and statistics from the recent 2024/2025 festive season highlight a myriad of problems that contribute to the country’s dire road safety crisis. Road users, in general, blatantly disobey traffic laws with no regard for human life. The numbers don’t lie and the consequences are tragic.
During the period under review (1 Dec 24 – 20 Jan 25), 1 502 fatalities were recorded from 1 234 crashes, representing a year-on-year fatality increase of 5.3%. Notably, 41% of all fatalities were pedestrians and 87% of all crashes were directly related to human behavior, including hit-and-runs, jay-walking, fatigue, loss of control over vehicles, excessive speed, drunken driving and reckless overtaking, to name a few.
South Africa’s lacklustre road safety track record is mainly driven by poor road user behaviour.
If you live in South Africa, you will know how dangerous our roads are, but how does South Africa stack up against other countries around the world?
Zutobi, an online driver education resource, has conducted a study analysing road safety in numerous countries using key indicators including estimated road traffic death rate, maximum motorway speed limit, seat-belt wearing rate, road deaths attributed to alcohol and Blood Alcohol Concentration (BAC) limits for drivers to determine the world’s safest and most dangerous countries to drive. The ranking was determined by giving each factor a normalised score out of 10 with an average score calculated across all 5 factors.
Where does South Africa rank? Let’s take a look!
Where are the world’s most dangerous roads for driving?
Surprise, surprise! According to the Zutobi study, for the second consecutive year, South Africa is ranked No.1 as the country with the world’s most dangerous roads!
South Africa’s estimated road traffic death rate is 24.5 deaths per 100 000 of the population and shockingly only 31% of front passengers wear a safety belt! What’s more disturbing is that South Africa has the highest alcohol-related traffic death rate in the world at 57.5 deaths per 100 000 people which is significantly higher than any other country in the study! The national speed limit in South Africa is 120 kph with a 0.05 g/dl legal Blood Alcohol Concentration (BAC) limit for drivers.
To put the above in perspective, Norway is ranked as the safest country for driving in the world with only 1.5 road traffic deaths per 100 000 of the population. More so, 97.8% of Norwegians buckle up and the country has an alcohol-related road traffic death rate of 13 deaths per 100 000 people. The speed limit in Norway is 110 kph with a Blood Alcohol Concentration (BAC) limit for drivers set at 0.02 g/dl.
Thailand ranks as the second most dangerous country for driving behind South Africa, followed by the United States, Argentina and India rounding out the Top 5 most dangerous countries for driving.
Where are the world’s safest roads for driving?
As mentioned, the safest country for driving is Norway, followed by Iceland, Japan, Estonia and Hungary.
It’s clear from the above data that a deep behavioural shift needs to occur in South Africa if a significant improvement in road safety is to be realised.
Cars.co.za encourages all roads users, including pedestrians and motorists, to obey all the rules of the road at all times, exercise patience while travelling, show compassion to fellow drivers and other road users, buckle up, abstain from reckless driving and don’t drink and drive!
Most Fuel-Efficient New Cars in South Africa (2025)
If fuel efficiency is important to you, then consider the most fuel-efficient new cars on sale in South Africa!
What are the most fuel-efficient new cars in South Africa? Check out this list!
The cost of running a car is often overlooked by car buyers, and fuel consumption is an important cost consideration when you are shopping for a new or used car.
Fuel prices are generally on the rise which means that the cost of travel is increasing. By choosing to drive a more fuel-efficient car, you will save hundreds and thousands of Rands per annum.
This list includes both petrol and diesel-powered cars but excludes New Energy Vehicles (NEVs) such as Battery Electric cars, Hybrids and Plug-In Hybrids.
The list is generated using claimed manufacturer fuel consumption figures. Note that real-world fuel consumption will vary depending on many factors such driving style, road conditions, load etc and therefore this list should only be used as a guide.
Most fuel-efficient cars in South Africa for 2025
Suzuki Celerio and Toyota Vitz automatic – 4.2 L/100km
The automatic versions of the Suzuki Celerio and Toyota Vitz are the most fuel-efficient cars in South Africa, both claiming an excellent 4.2L/100km. Suzuki products are well known for returning impressive real-world fuel economy and as a result of the Suzuki-Toyota product share agreement, the Toyota-badged Vitz benefits from the same frugal engine.
The engine under the bonnet is a naturally-aspirated 1.0-litre petrol engine with 49 kW and 89 Nm on offer and mated with a 5-speed automatic transmission. Note that the manual derivatives of the Celerio and Vitz claim a fuel efficiency figure of 4.4 L/100km which is also well worth considering if you prefer to drive a manual car.
In addition to the aforementioned Celerio and Vitz, the Suzuki S-Presso is also recognised as one of the most fuel-efficient petrol cars available with the S-Presso automatic derivative claiming 4.4 L/100km while the manual derivatives claim 4.6 L/100km.
The S-Presso is powered by a naturally aspirated 2.0-litre petrol engine with 49 kW and 89 Nm and is paired with a 5-speed automated manual transmission (AMT) or a 5-speed manual transmission.
Pricing for the Suzuki S-Presso starts from R178 900 and goes up to R219 900. The S-Presso 1.0 GL automatic is priced at R192 900 while the GL+ automatic is priced from R203 900.
The Mercedes-Benz CLA received a subtle facelift in 2023 and C220d is powered by a 2.0-litre turbodiesel engine that produces 140 kW and 400 Nm with a fuel efficiency claim of 4.4 L/100km. An 8-speed dual-clutch automatic transmission is standard. The CLA is offered in 2 trim guises including Progressive, priced from R969 256 and the AMG Line from R998 956. The CLA 220d is the most fuel-efficient new diesel car on sale right now.
The facelifted Mercedes-Benz A200d sedan employs a 2.0-litre turbodiesel engine with 110 kW and 320 Nm and is paired with an 8-speed dual-clutch automatic transmission. Mercedes-Benz claims 4.5 L/100km.
The A200d Progressive sedan is priced from R970 614 while pricing for the A200d AMG Line starts from R1 000 314.
Mercedes-Benz claims the third position on this list with its 2.0-litre turbodiesel engine proving to be the most efficient, this time applied in the mild-hybrid C-Class sedan with 147 kW and 440 Nm and paired with a 9-speed automatic transmission. This engine is said to return 4.7 L/100km.
Pricing for the Mercedes-Benz C-Class C220d starts from R1 134 587.
The Audi A1 Sportback 30TFSI claims the third spot on this list with the German firm claiming 4.8 L/100km.
The Audi A1 is powered by a peppy turbocharged, 3-cylinder, 1.0-litre petrol engine with 85 kW and 200 Nm of torque and is paired with a 7-speed dual-clutch automatic transmission.
The A1 Sportback 30TFSI Advanced is priced from R530 900 while the A1 Sportback 30TFSI Black Edition is priced from R593 390.
The new BMW 2 Series came to market in 2022 and the 220d is particularly efficient with BMW claiming 4.8L/100km.
The 2 Series can be had in either Gran coupe or Coupe guise and the 2.0-litre turbocharged 220d offers 140 kW and 400 Nm of torque and comes paired with an 8-speed automatic transmission.
Pricing for the BMW 2 Series 220d Coupe is priced from R905 037.
The charming Fiat 500 is powered by a 1.2-litre, 4-cylinder petrol engine that offers 51 kW and 102 Nm of torque and is paired with a 5-speed automated manual transmission.
The VW Polo Vivo received an update in 2024 and the range-topping Polo Vivo GT is the most fuel-efficient derivative in the lineup with Volkswagen claiming an impressive 4.8 L/100km!
Under the bonnet is a 1.0-litre turbocharged petrol engine that offers 81 kW and 200Nm and is paired with a 6-speed manual transmission.
The BMW 420d Coupe employs the same 140 kW / 400 Nm 2.0-litre turbodiesel engine that’s found in the BMW 2 Series (see above) and it too is paired with an 8-speed automatic transmission. The 4 Series is offered as a Coupe, Gran Coupe or Convertible.
BMW claims a fuel consumption figure of 4.8 L/100km for the 420d Coupe (priced from R1 045 373) while the 420d Gran Coupe (priced from R1 046 044) claims 5 L/100km.
The new BYD Sealion 6 has touched down as South Africa’s most affordable PHEV. We have pricing for this Chinese newcomer, which has a slated range of up to 1 092 km…
The new BYD Sealion 6 – known as the “Song Plus” or “Seal U” in some countries – has quietly arrived in South Africa, debuting as the local market’s most affordable plug-in hybrid electric vehicle (PHEV).
As we first reported in February 2025, the local Sealion 6 portfolio comprises a trio of derivatives at launch. According to our information, the line-up kicks off at R639 900, which makes this Chinese crossover Mzansi’s most affordable PHEV.
The Sealion 6 thus undercuts the 225 kW Toyota RAV4 2.5 PHEV – which is priced at R980 000, though Toyota SA Motors has yet to start actively marketing this model – by as much as R340 100. It’s also more attainable than the 342 kW Haval H6 GT PHEV that is scheduled to hit the local market towards the middle of 2025, priced at approximately R800 000.
But back to the Sealion 6, which arrives as BYD Auto SA’s 2nd PHEV after the likewise freshly launched Shark 6. The Sealion 6 is available in the Comfort, Dynamic and Premium grades. Comfort (starting at R639 900) and Dynamic (priced from R689 900) derivatives combine a naturally aspirated 1.5-litre, 4-cylinder petrol engine with a front-mounted electric motor drawing urge from an 18.3 kWh battery pack.
Peak outputs for this PHEV system come in at 160 kW and 300 Nm, facilitating a 0-100 kph sprint in a claimed 8.5 seconds. All-electric range is a listed 80 km, while the overall range is slated to be as high as 1 092 km.
Meanwhile, the flagship Premium variant upgrades to a turbocharged 1.5-litre petrol mill and adds a 2nd (rear-mounted) electric motor. This all-paw derivative’s maximum power and torque figures thus increase to 238 kW and 550 Nm, respectively, cutting the claimed 0-100 kph time to just 5.9 seconds (though the electric range dips to 70 km and the overall range falls to 961 km). The Premium AWD derivative is priced from R789 900.
All 3 variants ride on 19-inch alloy wheels as standard and ship with a panoramic sunroof, LED headlamps, sequential rear indicators, rain-sensing wipers, dual-zone climate control, faux-leather upholstery, an 8-way power-adjustable driver’s seat, a 4-way power-adjustable front-passenger seat, a 12.3-inch digital instrument cluster and a 15.6-inch rotating touchscreen.
Safety features standard across the range include 7 airbags, adaptive cruise control, autonomous emergency braking, rear parking sensors, lane-departure warning, lane-departure prevention, emergency lane-keeping assist, front-collision warning, rear-collision warning, blind-spot detection, high-beam assist and a raft of other driver-assistance features.
The mid-tier Dynamic and top-spec Premium trim levels further boast a 360-degree camera system (as opposed to the Comfort derivative’s reverse-view camera), front parking sensors, 1-touch tailgate operation, a 10-speaker “Infinity” audio system (rather than the Comfort’s 6-speaker “Dirac” arrangement), dual wireless smartphone chargers and heated-and-ventilated front seats. Finally, the all-wheel-drive Premium variant additionally scores a head-up display.
Measuring 4 775 mm from nose to tail, the BYD Sealion 6 is by no means a small vehicle, coming in at just 20 mm shorter than the 7-seater Toyota Fortuner, for instance, and exactly the same length as the Omoda C9. For the record, BYD claims a luggage capacity of 425 litres.
In South Africa, the Sealion 6 is available in only 4 (muted) exterior colours: Time Grey, Arctic White, Delan Black and Smokey Grey. Interior colour schemes include plain black and a black-and-brown combination.
How much does the BYD Sealion 6 cost in South Africa?
BYD Sealion 6 Comfort FWD – R639 900
BYD Sealion 6 Dynamique FWD – R689 900
BYD Sealion 6 Premium AWD – R789 900
The prices above likely include BYD Auto SA’s 5-year/100 000 km warranty and a maintenance plan with the same parameters.
Changan Automobiles will be returning to South Africa with Jameel Motors handling distribution.
The growth rate of Chinese brands always continues to defy belief. One minute the products are average at best, and then soon enough, the vehicles are futuristic and effortlessly on par with established brands. Changan Automobiles had a small presence here back in the day (remember the Chana Star LCV?) but will be making a comeback in 2025.
Changan Automobile and Jameel Motors have signed an agreement to bring in a portfolio of SUVs, sedans, bakkies and new-energy vehicles to South Africa. Changan Automobile is one of China’s four largest automotive groups, and like most of the giants, has numerous sub brands too. Jameel Motors’ operations are extensive and retails both passenger and commercial vehicle brands across the Middle East, Africa, Europe and Asia.
While product specifics are not fully confirmed yet, the statement said Changan’s range of SUVs, sedans and bakkies with internal-combustion power as well as Deepal’s new-energy vehicles will be coming to SA in the 4th quarter of 2025.
As a reminder, the Changan Hunter double-cab bakkie services as the underpinnings for the Peugeot Landtrek bakkie, but interestingly, Stellantis will be building an assembly facility in South Africa for this vehicle and that should be coming online in the next few years.
Now that the 2024/25 CarsAwards programme has ended, let’s look at the models that have been highly influential in the SA new-vehicle market during the first 25 years of the 21st century. Which model would you crown SA’s “Car of the Quarter Century?”
It seems that just an eyeblink ago, we were still talking about Napster, the Y2K bug, the dot-com bubble that no one expected to burst and the birth of Survivor (“reality TV”). Suddenly, we’re contemplating which model on the local new-vehicle market deserves the title of SA’s “Car of the Quarter Century”!
An honourable mention for the Suzuki Swift – a champion of the shrinking light hatchback segment – and a sales smash.
No, you haven’t been in a time machine. The beard-greying, hair-losing reality is that 12 weeks ago, the 1st century of the millennium turned 25 years old. Good or bad, the world is a much different place: AI and politics have become pervasive, let alone divisive, while nationalism is on the rise around the globe.
Here at the southern tip of the African continent, however, things tend to happen a little slower. We’re more about what factor sunscreen to put on today and what meat we’re slamming onto the braai tonight than about, uhm, (failing) bipartisan agreements between parties. And that’s a good thing. Our transport needs haven’t changed. Moreover, no talk of Trump or totalitarianism will ever temper our love for cars.
The Nissan GT-R was a niche product, but for a while, it offered supercar-slaying performance at an almost attainable price.
So, sticking within the borders of Mzansi and in the spirit of democracy, I thought I’d put forward a list (in no particular order) of the most influential cars on the South African market of the past 25 years; my list of candidates for the – unofficial, of course – SA’s “Car of the Quarter Century” title provides a snapshot of changes to consumers’ car choices – and buying power (in light of reduced new-car affordability).
Mercedes-Benz C-Class (W203-series)
In January 2005, the Three-pointed Star sold a whopping 2 774 new units of its W203-series C-Class business-class sedan in Mzansi. It was more than double its nearest segment rival – the E46-gen BMW 3 Series, which, admittedly, was on runout at heading for replacement by the E90 model just months later.
Nonetheless, this was the pre-recessionary boom at its best: more new Mercedes-Benz C-Class units found homes that month than the infinitely humbler Toyota Corolla. Even the Volkswagen Polo and CitiGolf lagged behind the mighty (and locally produced) ‘Benz by around 1 000 units each.
Ciro De Siena presents a Buyer’s Guide to the W204-series-based C63 AMG:
But sales shocks aside, during that period, the East London-built C-Class cemented its status as the benchmark transport choice for church ministers, headmasters, town mayors and corporate middle managers alike, popularising a balance of luxury and all-important badge appeal from just R220k for a base-model C180. In 2007, this candidate for SA “Car of the Quarter Century” was succeeded by the W204-series (shown above), followed by the W205-series (in 2014) and the W206-series (in 2022).
Mercedes-Benz SA’s Buffalo City assembly plant began producing the W205-series C-Class in 2014.
Thanks to the rise of the crossover, the 3-box sedan is now all but dead; today, Mercedes-Benz SA sells only a few hundred cars across all its ranges combined each month. Still, the W203-series C-Class will forever remain an automotive icon of street cred in a simpler time when things seemed more affordable.
The 2nd-gen BMW X5 made its local debut in early 2007.
Think about it – a 5 Series in Timberland boots sounds both outrageous and marvelous, doesn’t it? As the pioneering luxury SUV, the BMW X5 combined luxury, versatility and performance into a product that appeared to be able to go off-road – but couldn’t. Yet, no one cared. Last year, I argued the case for the BMW X5 as the most influential “Car of the Quarter Century” – that’s why I have included it on this list.
Watch Francisco Nwamba’s Buyer’s Guide video for the F15-series BMW X5:
Right-lane roadhogs love the invincible feel of the X5, as do soccer moms, and so do hasty politicians with nowhere to go – to say nothing of blue-light brigades. No wonder it was BMW AG’s 3rd-best-selling model in 2011. If you’re a wealthy Saffer, you can’t leave for Trumptown if you haven’t owned an X5 yet.
Not all that long into the new millennium, it became obvious to the SA motor industry that the geriatric Toyota Tazz and Volkswagen CitiGolf continuation models couldn’t be kept on life support forever.
And so, because one can never get to much of a good thing, (then) Volkswagen SA decided to keep outgoing versions of the Polo alive (starting with the 4th-gen, which was rebranded as the Polo Vivo) – as a spiritual successor to the CitiGolf, in 2010 – the same year as the 5th-gen Polo was launched.
Watch Juliet McGuire’s Buyer’s Guide video for the 5th-gen VW Polo:
The 5th-gen Volkswagen Polo built on the successes of its predecessors and was empirious as South Africa’s most popular light hatchback. Its pricier predecessor, the (now facelifted) 6th-gen Polo, has a lot more competition – from myriad budget and small crossovers built in countries such as India and China.
For its part, the Polo Vivo has been a sub-Saharan smash hit, racing to 425 000 units sold by August last year. Sure, this budget-beater will forever exist in the shadow of the more vaunted but pricier Polo, but South Africans’ love of the brand and confidence in its build quality has meant that even as a gateway model, the Vivo’s popularity has remained unequalled; and doing justice to the original meaning of the name Volkswagen: a car for the people. See also:Volkswagen Polo Vivo (2024) Launch Review
The 1st iteration of the Volkswagen Polo Vivo bowed out with the nostalgia-baiting Citi Vivo.
In simple terms, the 1st-gen Volkswagen Tiguan was the tremor that triggered the crossover tsunami; it kicked off an entire generation of hatch-based crossovers that would later redefine family transport.
The Tiguan was also one of the 1st beneficiaries of VW’s then-new philosophy of platform-sharing (in this case, the Golf 5’s MQB platform) that standardised as many components as possible across a multitude of vehicle applications: a game-changing trend that’s become universal practice today.
Watch Juliet McGuire’s Buyer’s Guide video for the 2nd-gen VW Tiguan:
No one could argue against the allure of a Golf on stilts – not then, or when the 2nd-gen Tiguan arrived in 2016 and not today, when the 3rd-gen Tiguan continues to push even further upmarket.
The 1st-gen Tiguan was a trailblazer – but far from perfect. Buyers of the short-lived (there’s a reason why) super- and turbocharged variant may want a word first, seeing as they wish they’d opted for a TDI instead of eternally visiting their twin-charged 1.4 TSIs at their local workshops’ “intensive care units”.
Taking a leaf from the Volkswagen Tiguan’s prize-winning book, the Blue Oval took the Fiesta‘s B-platform, raised its ride height and slapped on a pseudo-SUV body to create the Ecosport small crossover. Along with the 1st-gen Renault Duster, which also made its local debut in 2013, the EcoSport helped to establish the South African new-vehicle market’s now-bustling compact SUV segment.
The Ecosport was a value-for-money (and cutesy) crossover that shot off the showroom floors because those who drove it (mostly women) appreciated the elevated seating position combined with compact proportions – so compact, in fact, that there was no space under the load-bay floor for a spare wheel.
As its local sales performances constantly demonstrated, the fit-for-purpose Ford was hard not to like, but as familiarity breeds contempt, by the end of its 10-year-long tenure, it had become long in the tooth, and its platform was unable to accommodate newer technologies, which is why the model was shelved.
Not that local buyers would have cared about aging DNA; as the little available used stock in the market pays testimony to that. Sadly for Ford SA, the EcoSport’s death hasn’t translated to buyers leaping with the same fervour towards its infinitely more sophisticated, but also quite pricier, Puma replacement.
Of course, no list of favourites would be complete without mentioning a Toyota product. When the Hilux-based body-on-frame 1st-gen Fortuner was unveiled here in 2006, it became an overnight middle-class must-have – and almost 20 years and (just) 2 generations later – it still is.
Ciro De Siena presents a Buyer’s Guide for the 1st-gen Toyota Fortuner (2006-2016):
No pandemic, price increases, or overly prolonged life cycle (the current one was launched here in 2016) has put acolytes off – Toyota continuously struggles to meet demand, month after month. For making 7-seat off-roader ownership attainable for thousands of South Africans and outselling rival products by an exaggerated margin, the Fortuner deserves to be a candidate for SA’s “Car of the Quarter Century”.
Watch Ciro De Siena’s video review of the 2023 Toyota Fortuner 2.8GD-6 VX 4×4:
Never mind the Japanese Adventure SUV’s slightly cramped and outdated cabin – or its compromised load bay: South Africans adore a 4×4 badge, and the Fortuner has come to personify suburbia’s latent adventure aspirations like no other. See also:Toyota Fortuner GR-Sport (2025) Launch Review
After more than a decade in the bakkie wilderness as rebadged Mazda efforts, the Ford Ranger finally came good in 2011 when it was consolidated as a single, Australian-designed global model, the T6.
Produced for more than a decade (in Silverton, South Africa, among other places), the original lineup comprised a considerable 33 derivatives, including single-cab, SuperCab and double-cab variants.
Watch Ciro De Siena compare the 2019 examples of the Ford Ranger and Toyota Hilux:
The Ranger was, finally, a genuine potential Toyota Hilux beater, with reasonable durability, arguably better ride quality, a higher-grade tech interface (first SYNC 2, then SYNC 3), and from 2019, available with a compelling 157 kW/500 N.m 2.0-litre twin-turbodiesel with a 10-speed automatic transmission.
Until being replaced by the “T6.2” Ranger in 2022, the bakkie was kept current by constant variant and specification upgrades, notably the Thunder, Wildtrak, Stormtrak and Raptor flagship (shown above).
When Korean cars arrived in SA in the late ’90s, they were barely better than the 1st wave of Chinese ones that followed a decade later. The Kia Sportage, which began life as a homely small off-roader (with low range), evolved dramatically into a meritorious candidate for SA’s “Car of the Quarter Century”.
The launch of the 3rd-gen Sportage (and identical Hyundai iX35) in 2010 represented a quantum leap forward for Kia’s family car offering. The newcomers were attractive, well-specced, competitively-priced – and highly desireable; massively boosting the public perception about the quality of Korean cars in a time that Indian and Chinese cars were hitting rock-bottom in the aftermath of the global financial crisis.
That perception was bolstered by the 2023 launch of the current-gen Sportage. While some legacy brands persist with the business model of making any feature beyond 4 seats and a steering wheel an optional extra, the Sportage is available in generously equipped trim grades. The Kia was, and is, a smart buy. Like it did in 2023/24, the Sportage won the 2024/25 Cars.co.za Awards’ Family Car category.
Today, Chinese vehicles are taking over the world market at a rapacious pace. For that, they have to thank 2021’s Haval H6, which embodied Chairman Mao’s vision of a Giant Leap Forward for Chinese cars like no other. FYI, the Haval H6 will soon be facelifted, bringing with it more features and performance, but here’s why the GWM sub-brand’s family car is a candidate for SA’s “Car of the Quarter Century”.
Ciro De Siena and Jacob Moshokoa compare the Haval H6 and Chery Tiggo 8 Pro Max:
The H6, offered in turbopetrol-, petrol-electric hybrid and GT guises, opened the floodgates for Chinese-made small crossovers and medium SUVs. They’re eye-catching, stuffed to the hilt with luxury and tech features, plus they’re offered at prices that force SA’s legacy brands to improve their competitiveness.
Watch Ciro De Siena’s review of the Haval H6 GT:
The Chery armada has followed, incorporating its platform shared sub-brands Omoda and Jetour in an all-out assault (as has GAC, but on its own steam); the new brands recognise that in this segment, the battle for customer wallets is no longer being won on the Nürburgring, but by offering superior value.
No list of SA favourites (or candidates list for SA’s “Car of the Quarter Century”) would be complete without a Volkswagen Golf GTI. Most iterations of the Wolfsburg-based brand’s hot hatch have been offered in Mzansi, but the 4th-gen Golf GTI, which debuted in the late ’90s and was beefed up early in the 2000s, deserves a mention because it successfully made the world forget about the awful Golf 3 GTI.
The Golf 4 GTI is memorable as the 1st-ever turbocharged GTI, an avenue that has now become the norm as hatchback-making OEMs first implemented turbocharging in pursuit of power and, later, fuel efficiency. It also suggested that a hot hatch could balance premiumness with performance. Suffice it to say that the “best-of-both-worlds” approach has become the GTI nameplate’s lasting trademark.
Watch Francisco Nwamba’s Buyer’s Guide video for the 7th-gen VW Golf GTI:
However, the Golf 5 GTI gets the nod for introducing another industry-defining component: the dual-clutch transmission (or direct-shift gearbox – DSG). Yes, subsequent GTI iterations were faster, more refined and luxurious, but the Golf 5 GTI had a rawness that later models, which increasingly trade on badge value instead of the joy of the driving experience itself, lack. It remains the GTI that I want most.
Watch Ciro De Siena’s video review of the Volkswagen Golf 7 GTI:
Will Nissan SA stick with old Navara over Triton-based bakkie?
Will South Africa receive the next-gen (Triton-based) Nissan Navara or could a heavily facelifted version of the locally made D23-series model soldier on in our market?
While the next-generation Nissan Navara – based on the new Mitsubishi Triton – has been confirmed for markets like Australia, the Japanese automaker will seemingly instead offer a heavily facelifted version of the current D23-series model in Latin America. Where does that leave South Africa?
Well, the answer to that question is by no means clear, leaving us to offer little more than well-considered speculation at this point. But first, if you’ll indulge us, let’s take a step back. At its recent Global Product Showcase event in Yokohama, Nissan detailed its global product plans covering the next couple of years.
The next-gen Navara will be based on Mitsubishi’s new Triton.
In its overview of key models by region, the Japanese company said Oceania – that is, Australia, New Zealand and a handful of smaller markets in the area – would welcome an “all-new 1-tonne pick-up” in “FY26” (Japan’s fiscal year, running from the start of April 2026 to the end of March 2027).
Though it oddly didn’t specify that this bakkie would wear the Navara badge, the company again said the product would leverage “Nissan’s partnership with Mitsubishi Motors”. That, of course, means the version locked in for Australia will indeed be based on Alliance partner Mitsubishi’s 6th-generation Triton.
The Navara built in Argentina and Mexico is badged as the Frontier.
However, quite fascinatingly, in the section on models for Latin America, Nissan said the “Frontier/Navara mid-size pick-up truck” would arrive in that region in FY26, “bringing an evolved design, enhanced infotainment and [an] impressive suite of advanced driver-assist technologies”.
The accompanying (suitably shadowy) teaser image for Latin America shows a double-cab bakkie with a new front end – featuring triple light stacks and a red “Nissan” badge – and squared-off wheel arches. But the side mirrors, front doors and rear doors all appear identical to those of the current D23-series Navara.
Nissan’s teaser image for the Latam region shows the updated Frontier/Navara and new Versa.
So, it seems Latin American markets like Brazil and Argentina (where the bakkie is badged as the Frontier) will eschew the Triton-based model in favour of a heavily updated – or, in Nissan’s words, “evolved” – D23-series model, a generation that dates all the way back to 2014.
Curiously, the section on Africa makes absolutely no mention of a bakkie, instead detailing plans to roll out the Indian-made Magnite to further nations in the region, while also touching on the new Y63-series Patrol (pencilled in for Mzansi for FY26) and a fresh 5-seater SUV (set to be based on the Indian-spec Renault Duster and also likely to arrive in SA in 2026).
Nissan started building the D23-series Navara in SA in mid-2021.
Of course, the Navara is a crucial product for Nissan South Africa seeing as it’s currently the only model rolling off the line at the Rosslyn factory in Gauteng, with production of the half-tonne NP200 having ceased back in March 2024 (which prompted a “restructuring” of the local business).
Interestingly, Nissan SA has yet to make any announcements on a new investment into the local facility, which would, of course, be required were Rosslyn to produce the next-gen version. But, considering such a model will be based on the Triton, we’d expect it to be built in a Mitsubishi factory (likely the firm’s Laem Chabang plant in Thailand) instead.
Will Africa follow Latin America’s lead with the Navara?
That leads us to believe Nissan’s bakkie strategy in Africa could mirror its approach in Latin America. If that indeed ends up being the case, South Africa would stick with a heavily facelifted version of the long-in-the-tooth D23-series model, a bakkie that would likely continue being built in Rosslyn for export to the rest of Africa.
In effect, the D23-series Navara would thus live on in Mzansi as a prolonged lifecycle vehicle, in much the same way as the 1st-generation Volkswagen Amarok is still in production in Argentina (despite much of the rest of the world having moved to the Ranger-based 2nd-generation model produced at Ford’s Silverton plant in South Africa).
The Rosslyn-built Navara is exported to several African markets.
For now, though, the Japanese automaker’s local division is keeping its cards very close to its chest, saying only that the Rosslyn facility – which has been producing the Navara since mid-2021 – remains “Nissan’s light commercial vehicle (LCV) hub” for Africa and a “key component of the company’s ongoing strategy to expand into new export markets”.
At the recent reveal of the Navara Pro-4X Warrior, Jordi Vila, President of Nissan Africa, added that he “sees a strong future for our company in Africa, and the Navara represents a core model in our plans to capture opportunities and expand our footprint”.
Nissan SA recently expanded its Navara range with the Premcar-developed Warrior flagship.
Make of that what you will, but we’d say – based on the latest information, at least – that there’s every chance South Africa will stick with a prolonged lifecycle version of the Navara rather than switch to the new Triton-based model. Of course, only time will tell…
Like your bakkies with an extra dose of brawn? Let’s take a look at the most powerful double-cab bakkies currently available in the South African market…
Double-cab bakkie buyers in South Africa are spoilt for choice, and if power and torque figures get you revved up and excited, this bakkie list is for you. Here are the most powerful double-cab bakkies currently on offer in South Africa…
Pricing is accurate as of March 2025.
Most Powerful Double-Cab Bakkies in SA
1. BYD Shark 6 – 321 kW
The BYD Shark 6 has arrived in South Africa and it’s not only the first Plug-In Hybrid Electric (PHEV) bakkie on sale in Mzansi, it’s also the most powerful bakkie you can buy right now, knocking the Ford Ranger Raptor off its perch at the top of this list.
The BYD Shark 6 combines a 1.5-litre turbopetrol engine with a plug-in hybrid system that comprises a 29.6 kWh battery pack and an electric motor on each axle. Peak outputs are rated at 321 kW and 650 Nm or put another way, 70 kW and 310 Nm up front, and 150 kW and 340 Nm at the rear.
All-electric range is claimed at 85 km with a total range of around 760 km. BYD says the battery’s state of charge will move from 30 to 80% in approximately 20 minutes when using a 55 kW DC fast charger.
The Shark 6 is said to accelerate from zero to 100 kph in 5.7 seconds, which if true, makes it the quickest bakkie on the market, for now…
Pricing for the new BYD Shark 6 starts at R959 900.
The Ford Ranger Raptor made landfall in South Africa in the opening quarter of 2023 and offers a whopping 292 kW and 583 Nm developed from its twin-turbocharged 3.0-litre V6 petrol engine, which comes paired with a specially calibrated 10-speed automatic transmission.
The Ranger Raptor offers formidable off-road performance thanks to its uprated Fox 2.5-inch Live Valve Internal Bypass shock absorbers, which make high-speed off-road driving a breeze. Moreover, the Raptor features a 2-speed transfer case, front and rear locking differentials and up to 7 driving modes as well as an electronically controlled active exhaust system.
The Ford Ranger Raptor is priced from R1 270 000 (note this excludes the cost of a service plan).
The 2.0-litre turbopetrol hybrid powertrain develops a total output of 255 kW and 648 Nm and is paired with a 9-speed automatic transmission. This powertrain is also found under the bonnet of the Tank 500 SUV.
The Ineos Grenadier Quartermaster has arrived in South Africa and it’s currently the third most powerful double-cab bakkie you can buy with its BMW-sourced 3.0-litre, 6-cylinder turbopetrol engine developing 210 kW and 450 Nm of torque. An 8-speed automatic ZF transmission is standard.
Local buyers can also opt for a 3.0-litre, 6-cylinder turbodiesel engine with 183 kW and 550 Nm of torque on offer.
The Jeep Gladiator Rubicon is the 5th-most powerful double-cab bakkie in South Africa with only 1 kW separating it from the new Ineos Grenadier Quartermaster. The Gladiator draws power from a naturally aspirated 3.6-litre Pentastar V6 petrol engine that offers 209 kW and 347 Nm of torque, and is mated with an 8-speed automatic transmission.
Apart from boasting an impressive power output, the Jeep Gladiator is also one of the most hardcore 4×4 bakkies on the market. In addition, it’s one of the most expensive double-cab bakkies you can buy right now with a price tag of R1 385 900.
The Wildtrak and Platinum version of the latest Ford Ranger can be specified with a 3.0-litre V6 turbodiesel engine, which generates a heady 184 kW and 600 Nm. Ford’s 10-speed automatic transmission is standard fare.
Pricing for the V6-powered Ranger Wildtrak starts at R1 087 000 while the range-topping Ranger Platinum is priced from R1 150 000. Note that, again, a service plan is not included as standard.
While Volkswagen’s original Amarok employed a 6-cylinder motor boasting 190 kW and 580 Nm, the 2nd-generation version of the bakkie (built by Ford) has switched to the Blue Oval brand’s aforementioned 3.0-litre V6 turbodiesel unit, paired with a 10-speed automatic transmission.
The Amarok V6’s peak power output thus falls slightly to 184 kW, though maximum torque increases to 600 Nm. Pricing for the V6-powered Amarok starts from R1 071 100 (in conjunction with the Style trim level).
