The Audi Q9 will be a three-row premium offering and will be globally revealed at the end of July 2026. Here’s a first look at Audi’s first large full-size SUV.
The Audi Q9 will revealed at the end of July 2026 and is locked in for a South African arrival in 2027. When it goes on sale, it will be the biggest offering from the premium German carmaker and take on the BMW X7 and Mercedes-Benz GLS.
Prior to its official debut, the Audi Q9 has been partly revealed, with the Ingolstadt-based manufacturer sharing numerous images detailing the three-row cabin and highlighting some of the features. For the first time, the second row of doors are electrically powered. The new Audi Q9 is set to offer up to 7 seats, although the pictures show a 6-seater configuration.
The Q9 looks like to be one of those vehicles where you can’t decide whether you want to drive or be driven. Perhaps the large, illuminated panoramic sunroof with switchable transparency and new 4D sound system will encourage you to take the second row of seats. The two individual seats are electrically-adjustable and feature active ventilation. Front seats feature heating, ventilation and massage.
The pano roof appears to be an impressive piece of hardware, measuring around 1.5 square metres and can be opened. If you don’t want the glare of the sun, well there are 9 segments which can be controlled and Audi claims the special laminated glass can block more than 99% of UV radiation.
Expect a diverse range of engines to choose from, ranging from traditional large-capacity diesels as well as big 6- and 8-cylinder options. It would be careless to rule out sporty iterations either and we know Audi has a habit of adding the ‘S’ prefix in front of its products along with twin-turbocharged engines. Watch this space.
As confirmed at Volkswagen Group Africa’s annual indaba, the Audi Q7 should reach local showrooms in 2027.
Pricing scoop! Here’s what the revised Ford Everest line-up – which will start some R128 000 lower than before – will cost when it officially launches in South Africa…
Updated 2.0 SiT engine will replace 2.0 BiT
New Active grade to come in 4×2 and 4×4
Starting price will effectively fall R128k
2.3T set to be added (though pricing is TBA)
3.0TD V6 4WD to be offered in Sport guise
The updated Ford Everest range is scheduled to launch in South Africa soon, complete with a revised engine line-up. But, ahead of this refreshed adventure SUV’s official market introduction, Cars.co.za has unearthed local prices – with our information suggesting a considerable R128 000 drop in the model’s starting price.
As announced late in 2025, Ford will discontinue the 2.0 BiT turbodiesel engine from the Thailand-sourced Everest portfolio, a move it has already completed with the locally built Ranger bakkie line-up. As a reminder, the bi-turbo motor powers 4 of the 6 derivatives in the outgoing Everest range, where it delivers peak outputs of 154 kW and 500 Nm.
Active grade returns (powered by 2.0 SiT engine)
An overseas version of the revived Active specification.
With Ford set to axe the 2.0 BiT engine, the company will instead offer the entry-level derivatives – which will furthermore switch to the Active grade (as the outgoing range’s XLT spec will fall away) – with the single-turbo version of the 4-cylinder oil-burning motor. This mill offers lower outputs of 125 kW and 405 Nm.
As it does in the updated Ranger, this updated 2.0 SiT engine has switched from a wet timing belt to a chain for what Ford describes as “improved durability”. It also upgrades to a 10-speed automatic transmission, which is standard across the revised 7-seater Everest range.
The Everest in Sport guise.
According to our information, the Everest 2.0 SiT Active 4×2 will be priced from R825 000, effectively cutting the ladder-frame SUV’s starting price by a considerable R128 000 (what with the R953 000 Everest 2.0 BiT XLT 4×2 falling away). The Everest 2.0 SiT Active 4×4, meanwhile, will seemingly start at R875 000.
3.0TD V6 range expands (with 2.3T petrol on the way)
The three trim levels (top to bottom): Active, Sport and Platinum.
While the Blue Oval brand earlier announced a new Everest 2.3T Sport 4×2 variant – which will employ a 222 kW/452 Nm turbocharged 2.3-litre, 4-cylinder petrol engine, as offered in the Ranger and Volkswagen Amarok line-ups – we’ve yet to confirm pricing for this derivative. That leads us to believe the EcoBoost engine might not be available right from launch.
Meanwhile, the Dearborn-based company will also offer a new Everest 3.0TD V6 Sport 4WD variant (to effectively replace the outgoing Everest 2.0 BiT Sport 4×4), expanding the 6-cylinder turbodiesel engine to a 3rd derivative. It’s our understanding this newcomer will be priced from R1 149 000, offering familiar peak outputs of 184 kW and 600 Nm as well as permanent 4-wheel drive.
A look inside the Everest (overseas model shown).
Finally, the Everest 3.0TD V6 Wildtrak 4WD will seemingly carry over at an unchanged price of R1 244 000, while the flagship Everest 3.0TD V6 Platinum 4WD will come in at R1 340 000 (making it some R16 000 more expensive than before), according to our information. Expect the new Tremor derivative (likewise featuring a 3.0TD V6) to join the line-up in the final quarter of 2026.
Though detailed specifications for the updated Everest line-up have yet to be confirmed, Ford Motor Company of SA has promised “various specification and feature enhancements” will be implemented as part of this range revision. Look out for more details on that front once the vehicle has officially launched in Mzansi…
What does the revised Ford Everest cost in South Africa?
DERIVATIVE
PRICE
Everest 2.0 SiT Active 4×2
R825 000 (new derivative)
Everest 2.0 SiT Active 4×4
R875 000 (new derivative)
Everest 2.3T Sport 4×2
TBA (new derivative)
Everest 3.0TD V6 Sport 4WD
R1 149 000 (new derivative)
Everest 3.0TD V6 Wildtrak 4WD
R1 244 000 (price unchanged)
Everest 3.0TD V6 Platinum 4WD
R1 340 000 (up R16 000)
The prices above will likely include Ford’s 4-year/120 000 km warranty and a 6-year/90 000 km service plan (which the buyer can optionally exclude).
Q: Why has the starting price of the Ford Everest dropped so significantly?
A: The starting price of the Everest range has effectively fallen by R128 000 (down to R825 000) due to a restructuring of the entry-level line-up. The previous 2.0 BiT XLT 4×2 has been replaced by a new “Active” trim level, which utilises a single-turbo 2.0-litre diesel engine instead of the more powerful bi-turbo unit.
Q: What are the key mechanical updates to the 2.0-litre diesel engine?
A: Ford has replaced the 2.0-litre bi-turbodiesel with an updated 2.0-litre single-turbo (SiT) engine. For improved durability, this revised motor has switched from a wet timing belt to a timing chain.
Q: Which new engine and trim combinations are joining the Everest range?
A: The revised line-up introduces the Active grade for entry-level models and expands the 3.0-litre V6 turbodiesel to the Sport trim (priced from R1 149 000). Additionally, a 222 kW 2.3-litre EcoBoost petrol engine is set to be added to the Sport 4×2 derivative, though its specific pricing is still to be confirmed.
Manual vs automatic cars for learner drivers – which is best?
If you have a learner driver in the family, is a manual or an automatic car the better choice for teaching them how to drive and to respect the rules of the road?
There are far fewer manual-gearbox cars available in South Africa than ever before. Even in the entry-level segment, buyers can choose between automated manual gearboxes and CVTs. Look at the most popular models on sale in South Africa now. The majority of trims and derivatives don’t feature the option of a manual gearbox. And that’s a potential problem for a learner driver.
Traditionally, the logic was that a manual gearbox is the superior learning experience. Why? It challenged learner drivers to understand how to manage, conserve, and control a vehicle’s momentum. And to develop a ‘feel’ for how acceleration feeds into the driving experience, especially at lower speeds.
With the sales of automatic vehicles having overtaken manuals, and the latter becoming more rare, this article aims to help parents and new drivers understand the benefits and disadvantages of the 2 transmission types.
Manual vs automatic … and learner driver distraction
Increasingly rare, but still invaluable to develop deep driving skills?
Times change and vehicle drivetrain technologies evolve. At one stage, even skilled drivers struggled to master the manual gearbox. This was before synchromesh gearing (now standard), which meant drivers had to expertly rev-match before shifting. Imagine doing that in early-morning or late-afternoon Gauteng or Cape Town traffic?
The manual-gearbox tutoring experience has value for reasons that have a lot less to do with mechanical understanding of driving and momentum management. Instead, what’s important is driver engagement. In a time when digital in-car distraction is a huge problem, especially for young drivers, manual gearboxes matter. Why? Because they force more engagement, plus awareness of what is happening in traffic.
You don’t really want to clutch-throttle coordinate this as a learner driver.
Many learner drivers developed critical driving skills using manual gearboxes. That meant there was always an anxiety surge when they needed to do a hill start. That parking brake, clutch, and throttle coordination could test the resolve of even the most focused learner driver, especially on steep hills in the Cape Town CBD or Northcliff in Johannesburg.
Is hill-starting really a necessary skill anymore? It used to be a mark of pride and proficiency for learner drivers. But since hill-start assist is standard on most new cars, the need for clutch coordination is no longer such an important skill.
The only space where traditional hill-start skills are still relevant is for 4×4 drivers, especially when a vehicle stalls on a steep incline in technical terrain. If it has a manual gearbox, you can hill-start it in low range with reverse engaged and use engine compression and gearing to control the rollback rate down the incline. Then again, this is a very rare and technical application.
With the vast majority of 4×4 vehicles with low-range sold in South Africa having automatic transmissions, you’ll seldom be in a position where the traditional 4×4 manual gearbox hill-start technique is required.
That ‘auto-only’ limitation
If you only qualify to drive auto, you are limited to it for life.
The likelihood of a learner driver operating a manual transmission throughout their driving life is becoming remarkably low. But it’s still better to be manually qualified and able to operate an automatic transmission without any legal issues. And that’s not the case if you learn to drive with an automatic, and then qualify for an automatic-only transmission limitation on your driver’s licence (known as Restriction Code 1).
Do you really want to have to redo a driving test in the future? All the anxiety about being evaluated and getting a booking again? No, you don’t.
There are exceptional circumstances where a very anxious learner driver might be overwhelmed by the challenge of taking their driving test in a manual gearbox car. But it’s infrequent.
Novice 4×4 drivers have a significant fear of stalling in steep terrain.
Anyone who has been in driving school during high school will know the dreaded dashboard tap from an instructor, the signal to apply the emergency brake.
Unless you are familiar with karting or other motorsports as a teenager, most drivers find emergency braking violent and uncomfortable. But it is a necessary skill for any driver. Local driving conditions feature high speeds, heavy traffic, diverse vehicle types and animal risk along or near the roadside. All those issues mean that emergency-braking skills are crucial.
There’s a lot of deep research on emergency braking. One of the fundamental learnings is that nearly all drivers make the same mistake when they have to emergency brake. What is that mistake? Not braking hard enough, or easing off the pedal prematurely.
Manual vs automatic braking skills?
Are automatic transmissions better for emergency braking?
The difference between a collision and a successful emergency stop is sometimes only a few metres. That discrepancy is often the difference between sustained, full-force pedal braking and momentary hesitation. And that’s where automatic transmissions, theoretically, have an advantage over manual gearboxes.
For many learner drivers, the fear of stalling, real or imagined, is overwhelming. New drivers are deeply anxious about being embarrassed in traffic by stalling a manual gearbox vehicle.
That subconscious fear can also manifest when they have to respond in an emergency braking situation. How? The fear of stalling means learner drivers often delay pressing the brake pedal during an emergency braking event. Why? Because they dip the clutch first to avoid stalling before hitting the brake pedal. And it’s that momentary delay that’s the problem, as it increases the stopping distance.
Hill-start assist has solved the fear of stalling and poor clutch coordination on steep hills. And with automatic transmissions, it’s a non-issue. But the skill of coordinating clutch and throttle action on a steep gradient is valuable to learn.
Yet, in a South African new-car market where the majority of vehicles sold are automatic, the opportunities for novice drivers to develop those skills are increasingly dwindling.
The updated Everest range will be expanded by the addition of a Tremor derivative, set to arrive in the 4th quarter of 2026.
The Ford Everest Tremor is likely to be the most rugged and talented offroad-ready version of Ford’s three-row SUV. The Tremor trim level is purely focused on leaving the tarmac far behind and features a number of upgrades.
These take the form of an offroad suspension with Bilstein dampers and new springs. The wheels are wrapped in General Grabber AT3 all-terrain rubber and thanks to the combination of both the tyres and enhanced suspension, the Ford Everest Tremor boasts an additional 26 mm of ground clearance in comparison to the standard Everest. This derivative also features the Rock Crawl drive mode.
In terms of engine and transmission, the 3.0-litre V6 turbocharged diesel engine is on duty and in this application it makes 184 kW and 600 Nm, and Ford claims a 3.5 ton maximum braked towing capacity.
Visually, you’re going to able to differentiate the Tremor from its lesser Everest siblings thanks to a distinct honeycomb grille design with auxiliary LED lamps, a steel bash plate, heavy-duty side steps, and signature Tremor badging. It will also be available in the unique Command Grey exterior colour that is exclusive to the Tremor series.
Inside, it features Tremor-embossed leather accented seats, ebony-coloured interior accents, and durable all-weather floor mats, the latter being an absolute no-brainer considering the terrain you’ll be travelling.
When is the Ford Everest Tremor coming to South Africa?
The Ford Everest Tremor will be hitting South African showrooms in the 4th quarter of 2026 and we’ll have final pricing and specifications closer to launch.
The Citroen Basalt brings sporty coupe-crossover styling to the B-segment. With an attractive price and generous specification level, is it worth a second look?
We like: Citroen Basalt has a strong engine, impressive efficiency, ride quality, generous boot space, value for money.
We don’t like: Some cheap-feeling plastics, 3-cylinder engine vibration … but we’re really nitpicking here.
The sub-R400k compact SUV segment is bulging at the seams with entrants from across the spectrum. You have your legacy brands trying to secure their regular sales amid an onslaught of newcomer brands, all taking place in a price-sensitive market.
In an effort to differentiate itself, Citroen’s Basalt is more of a sports-coupe SUV than a generic 2-box shape. Think of it as Citroen’s BMW X4, Audi Q3 Sportback and so on, trying to stand out in a busy crowd. Citroen is clamouring for private sales; a quick glance at the Stellantis sales charts shows a large portion of units are sold to the rental fleets. If it’s good enough for the likes of Avis, Sixt, First, Thrifty and co, why has there been minimal interest from the general buying public?
Perhaps it’s perception of the brand (there’s always one naysayer screeching about the lack of parts and reliability), lack of dealership footprint and being drowned out by brands that have substantially larger marketing budgets.
Rivals for the Basalt are numerous and considerable, but once you start looking under that R400k threshold, how much value can you get? At this price point, we’ve identified the Kia Sonet 1.5 LX auto and Haval Jolion Pro 1.5T Premium as solid alternatives. A direct comparison would be the same-styled Tata Curvv, which offers a similar powertrain and is priced pretty close, but we’re yet to drive it…
The Basalt retains all the classic Citroen design elements, like split headlights, but here in a liftback crossover package. We do wish the car had larger wheels … the standard 16-inch units look too small for the arches.
Granted, the sporty-coupe SUV aesthetic is as niche as they come. If you don’t believe us, take a look at how many Volkswagen Taigos are sold in comparison to the standard T-Cross, or BMW X2 versus X1 sales…
There are two derivatives on offer – Plus and Max – with the latter being the subject of this assessment. For the price difference of R15 000, you get a fin-shaped radio aerial, leather-wrapped steering wheel, boot light, 2 additional tweeters for the audio system, electrochromatic rear-view mirror, and reverse camera.
Standard specification is excellent at this price. The 10-inch infotainment system boasts wireless Android Auto/Apple CarPlay via a simple and straightforward interface. No menus within menus; the Basalt’s system is focused on getting the basics right. There’s also a 7-inch digital instrument cluster that contains all the most critical info. Other noteworthy features include keyless entry, push-button start, cruise control, and climate control.
Build quality is a mixed bag. Visually, it’s Citroen at its best: vibrant, non-conformist and easy to use, but the tactile feel of the plastics may disappoint some. That said, the hard plastics should be long lasting and easy to clean.
The styling and shape may be interesting, but there’s method to this unorthodox approach. The boot space is easily one of the biggest in the segment. Sitting at a claimed 470 litres, it comfortably outguns most of its rivals.
You’d think that such a large boot would impact rear space, but this is not the case. Second-row passengers have adequate leg- and headroom. The addition of USB-C fast-charging ports is useful, and given the slow-charging USB-A at the front, we found ourselves using a longer cable to access these instead.
Ride, Handling & Safety
The Basalt forms part of Citroen’s developing market strategy, aimed at countries like India (where it’s assembled), South America and South Africa. It’s built on the Stellantis Compact Modular Platform (CMP) and Citroen vehicles have a reputation for on-road comfort. This is also the case for the Basalt. The ride set-up is on the comfier side and the car’s able to absorb the majority of road imperfections.
The compliant arrangement means there is some body roll when executing quicker cornering, but we prefer comfort over sportiness in a crossover. Not everything has to be ‘dynamic’ and we’re certain many customers just want to get from A-B without much theatrics, engagement or drama.
The steering set-up is pleasantly light and reassuringly direct. Those tight parking spots will be effortless to fill. Seating comfort is generally fair, but the seats themselves feel quite square in shape and lack side support during cornering.
There’s a useful 180 mm of ground clearance, which serves 2 purposes: getting in is easier, plus the reassurance of some degree of gravel travel being possible.
In terms of safety features, the Basalt has 6 airbags, stability control, tyre pressure monitoring and anti-lock brakes. It scored 4 stars in India’s Bharat NCAP.
Performance & Efficiency
The engine is one of the Stellantis Group’s stalwarts and has been around for some time. In this application, the 1.2-litre turbocharged 3-cylinder petrol PureTech makes 81 kW and 205 Nm. It is front-wheel driven and features a 6-speed automatic transmission.
Those outputs make the Basalt one of the more powerful options in the segment, comfortably outgunning naturally aspirated rivals like the Suzuki Across both in terms of overtaking capabilities and standing-start acceleration. There’s no 0-100 kph claim, but our testing recorded 11.05 seconds. However, the vehicle feels quicker than it actually is, showing minimal hesitation to get up and go.
Now, punchy turbocharged petrol engines may deliver commendable performance, but this can come at the expense of heavier-than-expected fuel consumption. It’s furthermore compounded by farcical economy claims. That’s not the case with the Basalt. Its claim of 6.3 L/100 km was met with an impressive 6.6-6.9 L/100 km in the real world.
As 3-pot engines have an odd number of cylinders, they’re inherently unbalanced. This is made obvious by a distinct engine note (usually not unappealing) and vibration. In some higher-end 3-cylinder vehicles like a BMW 118, there’s additional noise- and vibration-deadening in an effort to smooth things out. In the case of the much cheaper Citroen, you get what you pay for. Is it a deal breaker? No, we don’t think so.
Citroen Basalt 1.2T 6AT Price & After-sales support
The Basalt is sold with a 5-year/100 000 km warranty and a 4-year/60 000 km service plan (with intervals of 15 000 km).
Basalt 1.2T Plus 6AT
R354 900
Basalt 1.2T Max 6AT
R369 900
Verdict
We’ll confess that we started our test experience with low expectations, but after 2 weeks, the Basalt proved considerably better than expected. A pleasant surprise, if you will.
Genuine value for money is a rare commodity in these cash-strapped days. Yes, brands from the East have carved out a serious niche for themselves, offering huge value, but even they struggle to match the honesty, performance and efficiency of the Basalt.
Should you buy one? If you’re happy to take the risk on Citroen’s so-so reputation and can get an even better deal, then it’s unlikely you will be disappointed.
How much does the Citroën Basalt cost in South Africa?
As of May 2026, the Citroën Basalt pricing starts at R354 900 for the 1.2T Plus derivative and R369 900 for the top-spec 1.2T Max model.
What engine is used in the SA-spec Citroën Basalt?
The Basalt is powered by a 1.2-litre turbocharged 3-cylinder petrol engine producing 81 kW and 205 Nm, paired exclusively with a 6-speed automatic transmission.
What is the fuel consumption of the Citroën Basalt?
The Citroën Basalt has a claimed combined fuel consumption of 6.3 litres per 100km, offering a theoretical range of over 700 km from its 45-litre tank.
Does the Citroën Basalt have a good safety rating?
Standard safety features across the range include 6 airbags, Electronic Stability Control (ESC), ABS with EBD, ISOFIX child seat anchors, and tyre-pressure monitoring.
What warranty and service plan is included?
The Basalt comes with a 5-year/100 000 km warranty and a 4-year/60 000 km service plan as standard in South Africa.
Ford Ranger Super Duty Confirmed for SA in 2027
The Ford Ranger Super Duty is an industrial-grade workhorse from the Blue Oval brand and it is confirmed for a South African market introduction in 2027. Here’s what you can expect.
The Ford Ranger is the best-selling double-cab bakkie in South Africa and its easy to see why. It blends lifestyle functionality and offroad capability without compromising on its workhorse origins. But, what if you wanted a double-cab that could work even harder? Enter the Ford Ranger Super Duty, and it is going on sale in South Africa in 2027. It will be an imported model from the Ford Thailand plant.
This ain’t no sticker pack or trim level, but rather a standalone model which has been engineered to be even more tough, more capable and work harder. Under the skin there’s a stronger front and rear driveshaft while a new heavy-duty rear axle provides enhanced load carrying capacity.
There’s more ground clearance, the Ranger platform is taller and there’s a wider track fitted. The wheels are wrapped in 33-inch General Grabber all-terrain tyres and for those of you who do serious towing like boats and horseboxes, the rating has been increased to 4 500 kg which is 1 500 kg more than the standard Ranger. It also features a recalibrated integrated trailer brake controller as well as the Ranger’s Pro Trailer Backup Assist that’ll make hitch ups easier.
According to Ford, the new rear differential is the strongest and biggest to ever be fitted to a production Ranger, plus the Super Duty also features its onboard scale where sensors mounted in the suspension can measure the current payload. If you’re working hard and in remote areas, the Ranger Super Duty boasts a 130-litre fuel tank which is shielded by thick steel. The underbelly features bash plates.
Under the bonnet is the 3.0-litre turbocharged diesel V6 engine and we’d assume at this point that it makes 184 kW and 600 Nm. But Ford Australia claims outputs of 154 kW and 600 Nm, presumably for reliability and emissions? Speaking of weight, Ford Australia says the double-cab Super Duty weighs 2 675 kg.
At this stage, the Ford Ranger Super Duty has not been homologated for the SA market, so we’ll have to wait and see if a Code 10 licence is required. As a reminder, the Ford F250 was sold in South Africa between 2005-2008 and due to its size and mass, it needed that documentation.
We’ll have specifications and pricing for this vehicle closer to its launch in South Africa in 2027.
The facelifted Isuzu D-Max has finally launched in South Africa and we have pricing. Here’s what this refreshed SA-built bakkie will cost you…
Facelifted D-Max finally launches in SA
No sign of new 2.2-litre turbodiesel engine
Portfolio again comprises 32 derivatives
X-Rider DC to be offered with 3.0TD motor
New 4×4 variants in extended-cab line-up
Single-cab range’s starting price cut R23k
It’s been a long time coming, but the facelifted Isuzu D-Max has finally launched in South Africa. And we can now confirm pricing for this refreshed locally built bakkie.
As a reminder, the facelifted RG-series D-Max was revealed in Thailand way back in October 2023. While that market (and many others that source this model from Thailand, such as Australia) has had the refreshed bakkie for a couple of years already, South Africa stuck with the pre-facelift version, built at Isuzu Motors SA’s local factory in Struandale.
The facelifted D-Max is finally on sale in SA.
Now, however, the facelifted Isuzu D-Max has finally started rolling off the line in the Eastern Cape. According to our information, the updated range again comprises as many as 32 derivatives (excluding the “Gen 6” prolonged-lifecycle derivatives, that is), though there are more extended-cab variants and fewer double-cab derivatives.
In addition, there’s no sign of the new “RZ4F” 2.2-litre turbodiesel engine (120 kW/400 Nm) and 8-speed automatic transmission, with the local market instead sticking with the 1.9-litre (110 kW/350 Nm) and 3.0-litre (140 kW/450 Nm) oil-burning motors. That’s despite the fact the Struandale facility imports its D-Max engines and transmissions from Thailand rather than producing powertrains locally.
Facelifted D-Max: the double-cab line-up
Note the revised front-end styling.
Right, let’s take a closer look at the refreshed line-up, starting with the D-Max Double-Cab range, which will shrink slightly – if perhaps only temporarily – from 19 to 17 derivatives. From what we understand, a facelifted version of the flagship AT35 won’t be available from launch, while the outgoing range’s trio of X-Rider Black variants will seemingly fall away.
According to our information, the 1.9TD Double Cab L 6MT 4×2 will kick off the D-Max double-cab portfolio at R574 010, representing an increase of R6 810. The 1.9TD Double Cab L 6AT 4×2 will cost R593 880 (up R8 780), with the 1.9TD Double Cab LS 6MT 4×2 coming in at R611 730 (up R10 230) and the 1.9TD Double Cab LS 6AT 4×2 at R633 290 (up R10 590).
This is the updated X-Rider, which can now be ordered with the 3.0TD engine.
Meanwhile, the 1.9TD Double Cab X-Rider 6MT 4×2 will cost R668 990 (up R9 890), with pricing for the 1.9TD Double Cab L 6MT 4×4 unchanged at R670 800. Next is the 1.9TD Double Cab X-Rider 6AT 4×2 at R690 810 (up R10 210), followed by the 1.9TD Double Cab LS 6AT 4×4 at R717 700 (up R12 000) and the 1.9TD Double Cab X-Rider 6AT 4×4 at R776 890 (up R11 490).
And the 3.0-litre derivatives? Well, our information suggests the 3.0TD Double Cab LS 6MT 4×4 will cost you R791 200 (up R11 700), with the 3.0TD Double Cab LS 6AT 4×4 coming in at R810 960 (up R13 290). Interestingly, Isuzu Motors SA will offer this larger-displacement engine in conjunction with the X-Rider grade, with the 3.0TD Double Cab X-Rider 6AT 4×2 set at R792 470 and the 3.0TD Double Cab X-Rider 6AT 4×4 at R844 470.
A look at the X-Rider’s cabin.
The top-spec versions (until we perhaps see an updated AT35, anyway) will be the LSE and V-Cross models. The 3.0TD Double Cab LSE 6AT 4×2 will be priced at R850 880 (up R12 580), with the 3.0TD Double Cab V-Cross 6AT 4×2 coming in at R898 380 (up R13 280). Then there’s the 3.0TD Double Cab LSE 6AT 4×4 for R900 310 (up R13 310) and finally the 3.0TD Double Cab V-Cross 6AT 4×4 for R948 930 (up R14 030).
Extended-cab range expands to 8 derivatives
The extended-cab range gains new 4×4 derivatives.
From what we can tell, Isuzu Motors SA will expand its D-Max Extended Cab range from 6 to 8 derivatives, adding new 4×4 variants while scrapping the L-spec 6MT 4×2 model. New derivatives include the 1.9TD Extended Cab L 6AT 4×2 (R553 690), 1.9TD Extended Cab L 6MT 4×4 (R583 690) and 1.9TD Extended Cab LS 6AT 4×4 (R634 340).
So-called “cab-and-a-half” variants that carry over include the 1.9TD Extended Cab 6MT 4×2 for R533 690 (up R28 990), the 1.9TD Extended Cab LS 6MT 4×2 for R561 190 (up R9 390), the 1.9TD Extended Cab LS 6AT 4×2 for R584 340 (up R8 640), the 3.0TD Extended Cab LSE 6AT 4×2 for R700 760 (up R10 360) and the 3.0TD Extended Cab LSE 6AT 4×4 for R785 720 (up R11 620).
Single-cab line-up gains new entry-level variant
The updated D-Max single cab.
Finally, the D-Max Single-Cab line-up will again comprise 7 derivatives, though the LS grade has seemingly been axed and a new entry-level “Low Rider” variant added. The latter is the 1.9TD Single Cab LR 6MT 4×2, set to come in at R433 860 and thus drop the range’s starting price by some R23 140.
The remaining derivatives are the 1.9TD Single Cab HR 6MT 4×2 for R463 860 (up R6 860), the 1.9TD Single Cab L 6MT 4×2 for R483 650 (up R7 150), the 1.9TD Single Cab L 6AT 4×2 for R502 230 (up R7 430), the 1.9TD Single Cab L 6MT 4×4 for R585 200 (unchanged), the 1.9TD Single Cab L 6AT 4×4 for R603 600 (unchanged) and finally the 3.0TD Single Cab L 6AT 4×4 for R689 090 (up R10 190).
New 9.0-inch infotainment screen.
Across the range, the revised D-Max’s styling mirrors that of the model revealed in Thailand in 2023. So, there’s a “power bulge” for the bonnet, a higher-and-wider grille, redesigned headlamps (with a new lighting signature) and the taillights with a 3-level “L-shaped” motif courtesy of LED tubes. New alloy-wheel designs debut as well.
From what we can tell, lower-spec versions of the facelifted D-Max gain a new 8.0-inch infotainment system, while higher-spec grades score a new 9.0-inch item.
What does the facelifted Isuzu D-Max cost in SA?
SINGLE-CAB DERIVATIVE
PRICE
D-Max 1.9TD Single Cab LR 6MT 4×2
R433 860 (new derivative)
D-Max 1.9TD Single Cab HR 6MT 4×2
R463 860 (up R6 860)
D-Max 1.9TD Single Cab L 6MT 4×2
R483 650 (up R7 150)
D-Max 1.9TD Single Cab L 6AT 4×2
R502 230 (up R7 430)
D-Max 1.9TD Single Cab L 6MT 4×4
R585 200 (unchanged)
D-Max 1.9TD Single Cab L 6AT 4×4
R603 600 (unchanged)
D-Max 3.0TD Single Cab L 6AT 4×4
R689 090 (up R10 190)
EXTENDED-CAB DERIVATIVE
PRICE
D-Max 1.9TD Extended Cab 6MT 4×2
R533 690 (up R28 990)
D-Max 1.9TD Extended Cab L 6AT 4×2
R553 690 (new derivative)
D-Max 1.9TD Extended Cab LS 6MT 4×2
R561 190 (up R9 390)
D-Max 1.9TD Extended Cab L 6MT 4×4
R583 690 (new derivative)
D-Max 1.9TD Extended Cab LS 6AT 4×2
R584 340 (up R8 640)
D-Max 1.9TD Extended Cab LS 6AT 4×4
R634 340 (new derivative)
D-Max 3.0TD Extended Cab LSE 6AT 4×2
R700 760 (up R10 360)
D-Max 3.0TD Extended Cab LSE 6AT 4×4
R785 720 (up R11 620)
DOUBLE-CAB DERIVATIVE
PRICE
D-Max 1.9TD Double Cab L 6MT 4×2
R574 010 (up R6 810)
D-Max 1.9TD Double Cab L 6AT 4×2
R593 880 (up R8 780)
D-Max 1.9TD Double Cab LS 6MT 4×2
R611 730 (up R10 230)
D-Max 1.9TD Double Cab LS 6AT 4×2
R633 290 (up R10 590)
D-Max 1.9TD Double Cab X-Rider 6MT 4×2
R668 990 (up R9 890)
D-Max 1.9TD Double Cab L 6MT 4×4
R670 800 (unchanged)
D-Max 1.9TD Double Cab X-Rider 6AT 4×2
R690 810 (up R10 210)
D-Max 1.9TD Double Cab LS 6AT 4×4
R717 700 (up R12 000)
D-Max 1.9TD Double Cab X-Rider 6AT 4×4
R776 890 (up R11 490)
D-Max 3.0TD Double Cab LS 6MT 4×4
R791 200 (up R11 700)
D-Max 3.0TD Double Cab X-Rider 6AT 4×2
R792 470 (new derivative)
D-Max 3.0TD Double Cab LS 6AT 4×4
R810 960 (up R13 290)
D-Max 3.0TD Double Cab X-Rider 6AT 4×4
R844 470 (new derivative)
D-Max 3.0TD Double Cab LSE 6AT 4×2
R850 880 (up R12 580)
D-Max 3.0TD Double Cab V-Cross 6AT 4×2
R898 380 (up R13 280)
D-Max 3.0TD Double Cab LSE 6AT 4×4
R900 310 (up R13 310)
D-Max 3.0TD Double Cab V-Cross 6AT 4×4
R948 930 (up R14 030)
The prices above include Isuzu’s 5-year/120 000 km warranty and a 5-year/90 000 km service plan.
Frequently Asked Questions (FAQ)
Q: Has the Isuzu D-Max engine line-up changed with the South African facelift?
A: No, the South African-built D-Max retains the 1.9-litre (110 kW/350 Nm) and 3.0-litre (140 kW/450 Nm) turbodiesel engines. While a new 2.2-litre engine was introduced in other markets, it is not currently part of the local range. However, Isuzu has expanded the 3.0TD engine’s availability to the popular X-Rider trim.
Q: How has the starting price for the Isuzu D-Max range changed?
A: Interestingly, the starting price for the D-Max range has actually decreased by over R23 000. This is due to the introduction of a new entry-level “Low Rider” (LR) variant in the single-cab lineup, which is priced from R433 860. Pricing for most other established derivatives has seen a moderate increase.
Q: What are the main styling and interior upgrades for the refreshed D-Max?
A: Exterior updates include a new “power bulge” bonnet, a wider grille, redesigned LED headlamps and 3-level L-shaped taillights. Inside, the bakkie receives updated technology, featuring a new 8.0-inch infotainment screen on lower-spec models and a 9.0-inch display on higher-grade variants.
Prefer your bakkie with upwards of 200 kW? These are the 5 most powerful double-cab bakkies on South Africa’s new-vehicle market right now…
These days, not all bakkies are workhorses. In fact, thanks to the sustained growth of the so-called “leisure bakkie” segment, many South African buyers now consider modern double cabs their preferred luxury-vehicle status symbol. And, with luxury often comes power. So, which are the most powerful double-cab bakkies available right now?
Well, we’ve combed through Mzansi’s new-vehicle market and picked out the 5 ladder-frame double-cab bakkies with the most potent power figures. Interestingly, 2 models featured here are locally built, while 2 are imported from China and 1 comes over from Thailand. Note that all pricing is correct as of May 2026.
1. BYD Shark 6 Premium AWD – 321 kW
The BYD Shark 6 arrived in South Africa over a year ago (as Mzansi’s first plug-in hybrid pick-up) and has held the title of the local market’s most powerful double-cab bakkie since. The Chinese automaker’s electrified bakkie makes 321 kW and 650 Nm courtesy of a PHEV powertrain that combines a turbocharged 1.5-litre, 4-cylinder petrol engine with a 29.6 kWh battery pack and an electric motor on each axle. For the most part, the petrol engine acts as a generator to top up the battery. BYD claims a 0-100 kph time of just 5.7 seconds.
Starting price: R989 900
Fuel consumption (claimed): 9.6 L/100 km (when battery below 25%)
Shipped over from Thailand rather than built alongside its standard Ranger siblings at Ford’s Silverton facility in Gauteng, the Raptor boasts the largest-capacity engine here. This halo derivative’s twin-turbo 3.0-litre V6 petrol engine drives all 4 wheels through a 10-speed automatic transmission as standard, generating 292 kW and 583 Nm in the process. Still, it’s the Raptor’s suspension set-up – including a Watt’s linkage at the rear and special Fox shock absorbers all round – that benefitted most from Ford’s significant R&D spend.
Currently topping GWM’s broader P-Series range (above the P300 derivatives and, indeed, the 2.4TD P500 variants), the HEV version uses the Chinese brand’s turbocharged 2.0-litre, 4-cylinder petrol-hybrid set-up, which includes a single electric motor and a small 1.76 kWh battery pack. Total system outputs come in at 255 kW and 648 Nm, channelled to all 4 corners through a 9-speed automatic transmission as standard.
Recently added as part of Ford’s updated Ranger portfolio, the turbocharged 2.3-litre, 4-cylinder petrol engine is available in double-cab form in both Sport and Wildtrak guise. This EcoBoost mill generates 222 kW and 452 Nm, sent exclusively to the rear wheels via a 10-speed automatic transmission. Interestingly, the Blue Oval brand doesn’t currently offer this petrol motor in all-wheel-drive flavour here in South Africa.
4=. Volkswagen Amarok 2.3 TSI PanAmericana 4Motion – 222 kW
Built by Ford alongside the Ranger in Silverton, the 2nd-generation Volkswagen Amarok is also offered with the Dearborn-based company’s turbocharged 2.3-litre 4-pot (which VW rebrands as a “TSI” engine). However, in Amarok guise, this likewise 222 kW/452 Nm powerplant – employing the same 10-speed automatic, of course – drives all 4 wheels as standard. The German firm claims a 0-100 kph time of 7.6 seconds.
Q: Which double-cab bakkie is currently the most powerful in South Africa?
A: The BYD Shark 6 Premium AWD holds the title of South Africa’s most powerful bakkie as of May 2026. Its plug-in hybrid (PHEV) powertrain delivers a combined 321 kW and 650 Nm, allowing it to sprint from 0-100 kph in a claimed 5.7 seconds.
Q: Which of South Africa’s most powerful bakkies are manufactured locally?
A: Of the top five most powerful models, the Ford Ranger 2.3T (Sport and Wildtrak) and the Volkswagen Amarok 2.3TSI PanAmericana are produced locally at Ford’s Silverton plant in Gauteng. Despite being built in the same facility, the Amarok features all-wheel drive as standard, while the 222 kW Ranger 2.3T is currently only offered in rear-wheel-drive guise.
Q: What is the most powerful purely internal combustion engine (ICE) bakkie on the market?
A: While the BYD Shark 6 and GWM P500 use hybrid assistance to achieve high outputs, the Ford Ranger Raptor remains the most powerful non-electrified bakkie. Its twin-turbo 3.0-litre V6 petrol engine produces 292 kW and 583 Nm.
Proton dropped by SA distributor (but will Geely take over?)
Proton’s local distributor looks set to off-load the struggling Malaysian brand. While Geely confirms it’s in “discussions” to take over distribution in SA, it says “no formal decisions” have yet been made…
CMH confirms Proton distribution agreement will “terminate”
Geely in talks to take over but says no decision has been made
Proton sales in SA slumped 87.5% year-on-year in Q1 2026
With Proton sales in South Africa flagging, the Combined Motor Holdings (CMH) Group has confirmed its distribution agreement with the Malaysian brand with soon “terminate”. Chinese firm Geely – which owns a 49.9% stake in Proton globally – says it’s in discussions to take over local distribution, though emphasises “no formal decisions” have yet been made.
As a reminder, Proton returned to South Africa in September 2022, after the CMH Group was appointed as the brand’s local distributor. In May 2025, we reported that the marque’s future in Mzansi looked uncertain, based on comments from CMH Group CEO Jebb McIntosh. Soon thereafter, Proton SA released a statement saying it was “not exiting the South African market”.
Now, a year later – with local Proton sales having tapered to a fresh low – McIntosh confirmed in the CMH Group’s recently released 2026 integrated annual report (for the year ended 28 February 2026) that the “Proton import/distribution operation will terminate when the remaining inventory is sold”.
“The products have proven to be of good quality, with low warranty-claim rates, but the import pricing is uncompetitive. The [CMH] Group will continue to support [Proton] customers with workshop and parts facilities through its retail outlets until the local Geely operations are ready to take over,” McIntosh wrote in the report.
Since McIntosh made specific mention of the Chinese brand, we asked Geely Auto South Africa – which is a wholly owned subsidiary of the Zhejiang-based automotive giant – whether it did indeed have plans to take over local distribution for Proton. For context, Geely returned to SA late in 2025, relaunching its local operations with the E5 range, before adding the fully electric E2 in April 2026.
“We are aware of the market speculation regarding Proton’s future distribution arrangements in South Africa. Discussions are currently ongoing, however no formal decisions or announcements have been concluded at this stage. As such, it would be premature for us to comment further at this time,” Geely Auto SA told Cars.co.za, adding that any “confirmed information” would be “communicated through the appropriate formal channels”.
Ahead of its return to the local market in 2022, Proton’s global division said it was “bullish about its sales prospects in South Africa”, adding that it was “projecting strong sales” in the final months of 2022, before setting itself a target of more than doubling its volume in 2023.
The automaker started reporting sales figures to industry-representative body Naamsa in July 2023, with 640 units registered in the 2nd half of that year. In 2024, Proton sold 888 units in Mzansi (translating to a monthly average of 74 units), a total that fell to just 459 units in 2025 (or around 38 units a month).
In Q1 2026, Proton SA suffered the local market’s most significant year-on-year percentage drop in sales, with registrations plummeting 87.5% compared to the same 3-month reporting period in 2025, falling from 160 units to a mere 20 units. A further 7 units were registered in April 2026.
Proton’s range in South Africa currently comprises the Saga sedan along with the X50, X70 and X90 crossovers. Pricing starts at R209 900 for the base version of the Saga and runs through to R679 900 for the top-spec derivative in the X90 line-up. According to its website, Proton currently has 10 dealerships in SA – down from the 17 that were listed a year ago (in May 2025) and the 20 that marked the brand’s relaunch in 2022.
Frequently Asked Questions (FAQ)
Q: Is Proton leaving the South African market?
A: While the current distributor, Combined Motor Holdings (CMH) Group, has confirmed it will terminate its distribution agreement once remaining inventory is sold, the brand might not actually exit. Geely Auto South Africa is currently in discussions to potentially take over local distribution, though no formal decision has been finalised.
Q: How poor were Proton’s sales figures in early 2026?
A: Proton suffered a massive 87.5% year-on-year sales decline in Q1 2026, with registrations dropping from 160 units in the first three months of 2025 to just 20 units in the same period of 2026. Only 7 additional units were registered in April 2026.
Q: Will current Proton owners still have access to parts and services?
A: CMH Group CEO Jebb McIntosh has confirmed that the group will continue to support existing customers with workshop and parts facilities through its retail outlets, seemingly until local Geely operations are prepared to take over the responsibility.
Scoop! The Toyota Land Cruiser FJ is launching in South Africa in May 2026 and we have specifications and pricing for the new compact offroader.
Revealed back in October 2025, the new Toyota Cruiser FJ is about to make its local showroom debut, priced under R800 000. Sharing a modified and updated version of the Hilux and Fortuner platform, the Toyota Land Cruiser FJ boasts a wheelbase of 2 580 mm, meaning its a bit longer than the Corolla Cross, but just shorter than the RAV4 (itself due for replacement).
Powertrain
The ladderframe architecture, low-range transfer case and wheel articulation mean it should be one talented machine when it comes to the offroad trails. In terms of powertrain, it appears there’s just one combination offered and that’s the 2.7-litre naturally-aspirated 4-cylinder petrol engine. Codenamed the 2TR-FE, it produces 120 kW and 246 Nm to all four wheels via a 6-speed Super ECT automatic transmission. It is rumoured a diesel powertrain will eventually follow.
At the time of writing, we understand there’ll be two trim levels; GX and VX. Further comfort and convenience features will be added as more information is released.
Trim Levels GX
Grey 17-inch alloys Fabric upholstery
VX
Black 18-inch alloys Leather trim
At this stage, there is no sign of the Toyota Land Cruiser FJ First Edition (below right).
How much does the new Toyota FJ cost in South Africa?
