The South African compact SUV segment is arguably the most contested space in the local market, and Changan is looking to secure a substantial slice of it with the new Uni-S. It offers style and space aplenty, but there are some shortcomings…
We like: Uni-S offers striking exterior design; spacious rear cabin with excellent legroom; refined and quiet ride; generous level of standard technology and features.
We don’t like: Infotainment interface takes some time to learn; transmission can be slightly hesitant in stop-start traffic; lack of physical climate control dials; boot space is average.
Measuring just over 4.5 metres long, the Uni-S sits squarely in the mid-size SUV category.
While Changan has already made waves with the avant-garde Deepal S07, the Uni-S is a more focused (and affordable) attempt at capturing the hearts of family buyers who want a blend of futuristic design, high-end technology, and strong performance without the premium price tag.
As a newcomer to a segment dominated by established names, the Uni-S has a lot to prove, but it arrives with a specification list that is hard to ignore. There are 3 trim levels, and here we’re reviewing the flagship CE derivative.
How the Changan Uni-S fares in terms of…
Design & Packaging
19-inch wheels are standard on the top-spec CE derivative.
The Uni-S is a visually arresting vehicle that manages to look distinct in a crowded field. The most striking element is the borderless, parametric grille that blends seamlessly into the bodywork, flanked by sharp LED headlight units. It follows the “Uni” design philosophy of “less is more,” but the result is a front end that feels high-tech and premium.
The sporty theme continues at the rear, with quad exhaust tips and a unique split roof spoiler that houses the high-level brake light.
The Uni-S follows convention with a large central touchscreen flanked by a smaller instrumentation screen. The former is a bit of a fiddle to use.
Inside, the packaging is equally impressive. The tiered dashboard design creates a cockpit-like feel for the driver, while the 12.3-inch infotainment screen is high-resolution and responsive. Pity its menu structure can take some time to master… The lack of physical climate controls continues to be baffling, too, like on so many of its competitors.
Boot capacity is adequate, but the flat floor and square shape aid loading.
Space is a major selling point here; there is a surprising amount of legroom in the rear, and the flat floor makes it a genuine 5-seater. However, while the boot is well shaped, it’s smaller than some key rivals.
Ride, Handling & Comfort
Don’t be fooled by the sporty alloys and faux exhaust tips – the Uni-S is geared for comfort.
On the road, the Uni-S prioritises a refined and cushioned driving experience. The suspension is tuned specifically for comfort, which is ideal for the varying quality of South African road surfaces. It manages to soak up smaller undulations with ease, and even on larger bumps, the cabin remains well-insulated from the drama unfolding beneath the wheels.
The steering is light and effortless, making it a breeze to navigate through urban traffic or park in tight spaces.
Uni-S models offer customisable driving modes, which even adjust the steering loading.
While it isn’t a sport-focused SUV, the chassis remains composed through corners, offering a predictable and safe feel.
NVH (noise, vibration & harshness) levels are notably low for a vehicle at this price point, with wind and road noise kept to a minimum even at highway speeds. This refinement makes the Uni-S a very capable long-distance cruiser.
Performance & Efficiency
The 1.5-litre turbopetrol is punchy yet impressively frugal.
Under the bonnet is Changan’s 1.5-litre Blue Core turbocharged engine, which produces a punchy 138 kW and 300 Nm of torque. These figures are higher than many of its immediate rivals, and it shows in the way the Uni-S gathers pace. The engine is paired with a 7-speed dual-clutch transmission that is smooth and generally intuitive, though like many DCTs, it can be irritatingly hesitant during low-speed crawling. Once at cruising speeds, the engine is in its element, providing ample torque for stress-free overtaking.
Changan claims a fuel consumption figure of 6.3 L/100 km, though in a real-world South African context, you can expect that figure to sit closer to the 7.5 to 8.0 L/100 km mark depending on your driving style. Overall, the powertrain feels modern and more than up to the task of hauling a fully loaded family vehicle.
Verdict
A distinctive design, generous spec and value-led pricing should see the Uni-S win fans despite its crowded segment.
The Changan Uni-S is a worthwhile addition to the local landscape. It offers a level of design sophistication and interior technology that sets it apart from many rivals at this price point. For buyers who are willing to look beyond traditional badges, the Uni-S provides a polished, spacious, and well-equipped alternative that challenges the status quo in the compact SUV segment.
Suzuki Ciaz (2015-2026) Buyer’s Guide
With spacious budget sedans few and far between on SA’s new-vehicle market, is now the time to consider a used Suzuki Ciaz? Let’s examine this long-running saloon’s strengths and weaknesses…
South Africa’s mid-size budget-sedan market is a shadow of its former self, with several big-name players – including the Toyota Corolla Quest, Honda Ballade and Nissan Almera – put out to pasture in recent times. The Suzuki Ciaz is the most recent casualty, ending its decade-plus run in Mzansi early in 2026.
Since the Ciaz was a solid choice among local rental-fleet buyers and ride-hailing drivers, we suspect Suzuki Auto South Africa would have preferred to keep this 3-box saloon in its portfolio for a mite longer. After all, the brand registered 2 364 units in 2024 and a further 1 544 units the following year (with limited stock).
The Ciaz was on the market in SA for almost 11 years.
But the Japanese brand’s local division seemingly had little choice in the matter. With the sedan segment shrinking and the automaker’s focus trained squarely on the still-growing crossover market, Maruti Suzuki in India opted to cease production of the Ciaz in April 2025. And that, as they say, was that.
Interestingly, as part of the 2 automakers’ global alliance, Toyota offered a rebadged version of the Ciaz (called the Belta) in certain African and Middle Eastern markets. However, the Belta wasn’t ever sold here in SA, since it would have tread firmly on the toes of the Prospecton-built Corolla Quest of the time.
Suzuki Ciaz model line-up in South Africa
The Ciaz arrived in Mzansi in April 2015.
In February 2014, Suzuki revealed the low-slung Ciaz concept in India, before displaying a closer-to-production version (dubbed the Alivio concept) in China in April of that year. In September 2014, the final version was unwrapped in India.
The Ciaz arrived in South Africa in April 2015, positioned above the likewise Indian-built Dzire but below the soon-to-depart Kizashi (which was imported from Japan). At launch in Mzansi, the Ciaz range comprised a trio of derivatives across 2 trim levels. All employed the Hamamatsu-based brand’s naturally aspirated 1.4-litre, 4-cylinder petrol engine (K14B).
Ciaz 1.4 GL 5MT (70 kW/130 Nm)
Ciaz 1.4 GLX 5MT (70 kW/130 Nm)
Ciaz 1.4 GL 4AT (70 kW/130 Nm)
The facelifted version touched down in April 2019.
The Ciaz line-up was largely unchanged until April 2019, when the facelifted model touched down in South Africa. In addition to the requisite exterior styling updates, extra standard kit (particularly for the GLX grade) and an expanded range, the refreshed Ciaz switched from the old K14B motor to the slightly more powerful 1.5-litre engine (K15B).
Ciaz 1.5 GL 5MT (77 kW/138 Nm)
Ciaz 1.5 GL 4AT (77 kW/138 Nm)
Ciaz 1.5 GLX 5MT (77 kW/138 Nm)
Ciaz 1.5 GLX 4AT (77 kW/138 Nm)
In February 2026, after Cars.co.za noticed the Ciaz was no longer listed on the Japanese brand’s local website, Suzuki Auto South Africa confirmed to us the sedan had indeed been discontinued in Mzansi. That marked the end of a local run that had lasted for almost 11 years.
What are the Suzuki Ciaz’s strengths?
A lengthy wheelbase translated into impressive cabin space.
Impressive interior space: One of the Ciaz’s key strengths was the space available in its cabin. Thanks largely to the 2 650 mm wheelbase, rear legroom was particularly generous, which (together with dedicated rear air vents) stood this sedan in good stead as a ride-hailing vehicle.
Note, however, that the middle occupant had to make do with a 2-point lap belt rather than a full 3-point emergency locking retractor (ELR) seatbelt. Furthermore, the Ciaz’s rear bench was fixed in place, meaning there was no option to fold it down to accommodate the loading of lengthy or bulky items.
Extremely generous levels of rear leg-room.
That said, the luggage compartment – though lined with fairly flimsy-feeling material – was one of the most capacious in the class, offering a claimed 495 litres (or 480 litres, seemingly depending on the measurement method used). In Mzansi, a full-size spare wheel was included as standard.
Well-proven, fuel-efficient K15B engine: While the pre-facelift version used the K14B motor, the updated Ciaz upgraded to the higher-capacity K15B engine. Offering an additional 7 kW and 8 Nm (for peaks of 77 kW and 138 Nm), this powerplant offered a palpably better driving experience.
Though the eager-to-rev engine’s outputs appeared modest on paper, the Ciaz tipped the scales at only a smidgen over a tonne, meaning it felt sufficiently zippy in practice. Suzuki claimed a combined fuel economy of 5.5 L/100 km for the manual version and 5.6 L/100 km for the auto, figures that were entirely achievable in the real world.
The K15B engine in the refreshed model is a well-proven unit.
It’s also worth keeping in mind the K15B engine has been – and still is, at the time of writing – widely used in various other Suzuki models (and indeed their Toyota-badged twins). As such, parts availability is unlikely to be a problem in the years to come.
Comfortable ride: Despite coming equipped with the customary budget-car suspension set-up – MacPherson struts up front and a torsion-beam arrangement at the rear – the Suzuki Ciaz rode with an impressive degree of pliancy. In short, the ride was geared towards comfort, something that was particularly evident with the facelifted model.
What are the Suzuki Ciaz’s weaknesses?
Global NCAP handed the Indian-spec version just a single star for adult-occupant safety.
Meagre standard safety specification: The Ciaz was decidedly light in the safety department, coming fitted with dual front airbags, ABS with EBD and brake assist. Key missing safety features thus included additional airbags, IsoFix child-seat anchors and electronic stability control.
Though the latter system was added to the 4-door sedan sold in India in early 2023, the last official Ciaz specification sheet from Suzuki Auto SA suggests this feature didn’t ever make it to South Africa.
Moreover, Global NCAP awarded the Indian-spec model (featuring both stability control and rear outboard IsoFix points) just a single star for adult-occupant safety in December 2025, with the body shell and footwell both rated as “unstable”. The sedan was furthermore heavily penalised for its lack of curtain airbags.
Mind your head on the way out…
Limited headroom for taller drivers: Though the driver’s seat was adjustable for height (in GLX derivatives, anyway), it wasn’t quite low-slung enough – even in its rock-bottom position – to comfortably accommodate taller drivers. The result was an awkwardly raised driving position and a distinct risk of tall drivers knocking their heads on the door frame upon exit.
Uber-car persona: Thanks to its attractive purchase price, generous cabin space and suitcase-swallowing luggage compartment, the Ciaz was a popular choice among ride-hailing operators (not to mention rental fleets). That means there’s a distinct chance privately owned examples of this sedan could be mistaken for an Uber…
How much is a used Suzuki Ciaz in South Africa?
Pre-facelift examples are not common on the used market.
In South Africa, the Ciaz initially shipped with a 3-year/100 000 km warranty and a 3-year/60 000 km service plan (the latter with 15 000 km intervals). However, from around July 2017, Suzuki Auto SA switched to what it called a “promotional” 5-year/200 000 km warranty, which has remained in place for all passenger vehicles (past the Ciaz’s discontinuation, in fact).
Available dealer-fitted accessories for the Ciaz in Mzansi included various bits of chrome-effect exterior trim, divisive “Birch Blonde” interior door armrest trim, rear side-window sunshades and even a cheeky boot spoiler.
The facelifted GLX derivative’s cabin.
Of the Suzuki Ciaz listings on Cars.co.za at the time of writing, almost 60% featured the automatic transmission. Considering this sedan’s popularity among fleet buyers, it’s perhaps unsurprising the GL grade accounted for a lofty 71% of listed units, with the GLX making up the balance.
Interestingly, 2024 was comfortably the most popular model year, accounting for a whopping 52% of all listings. Next came 2023 (18%) and 2025 (17%), with only 5% of all listed Ciaz units taking the form of pre-facelift examples. Mileage ranged from virtually zero on a 2026 unit to over 210 000 km on a 2018 1.4 GLX 5MT.
Below R150 000: Just 5% of all listed Suzuki Ciaz units fell below the R150 000 mark at the time of writing. Predictably, most were pre-facelift models with well over 100 000 km on their respective odometers. The split between manual and automatic transmissions here was even.
R150 000 to R250 000: A considerable 79% of listings were positioned between these bookends. Here we found everything from a couple of high-mileage pre-facelift examples to several 2025 1.5 GL 4AT units, each with around 25 000 km on the clock.
R250 000 and up: A budget upwards of R250 000 unlocked the final 16% of listed Ciaz units. All were from the final 3 model years, with most featuring the auto cog-swapper. The highest mileage here was 69 000 km, while the most expensive example was a 2026 1.5 GL 4AT (showing just 50 km) for R311 900 – matching this derivative’s price when new.
At the end of its time on the new-car market, the top-spec Ciaz cost R356 900.
For context on the numbers above, here’s a quick look at Suzuki Ciaz pricing just before the budget sedan officially exited South Africa’s new-vehicle market in February 2026:
1.5 GL 5MT – R294 900
1.5 GL 4AT – R311 900
1.5 GLX 5MT – R339 900
1.5 GLX 4AT – R356 900
Which Suzuki Ciaz derivative should I choose?
We’d suggest opting for a facelifted example.
We’d recommend narrowing your search to a facelifted example of the Suzuki Ciaz, since this iteration offered more grunt from its larger-displacement engine (and since very few pre-facelift units are on the used-vehicle market today). Furthermore, the refreshed version came with some extra standard kit, while late model-year examples would benefit from the balance of Suzuki’s warranty, too.
Your chosen transmission will depend on your preferences and requirements, though either is a solid option from a reliability point of view (when the vehicle has been properly maintained, that is). Still, the 4-speed auto could certainly have done with an extra couple of cogs, while the 5-speed manual would have benefitted from a 6th forward gear for highway cruising.
The facelifted GLX came with a 7.0-inch touchscreen.
What about trim levels? Well, it could be argued that the GL grade was pitched squarely at fleet buyers, with the facelifted version making do with 15-inch steel wheels, halogen headlamps, a polyurethane steering wheel, cloth upholstery and a basic audio system (including a CD player – something of a throwback in 2026!).
In contrast, the GLX – which we’d suggest is far better suited to private buyers – upgraded to 16-inch alloys, LED projector headlights, a leather-trimmed steering wheel, leather upholstery (a combination of genuine and artificial) and a 7.0-inch touchscreen system, complete with a reverse-view camera.
LED front foglamps and chrome-effect trim on the GLX.
Furthermore, the GLX grade gained items like chrome-effect exterior trim, automatic headlamps, LED daytime running lights, LED front foglamps, LED taillamps, electrically folding side mirrors, keyless entry (with push-button start), an electro-chromatic rear-view mirror, a 4.2-inch colour LCD for the instrument cluster, automatic (rather than manual) air conditioning, cruise control, a retractable rear sunshade and derivative-specific interior trim.
What are the alternatives to Suzuki’s Ciaz sedan?
The Ciaz faced several budget-sedan rivals.
During the Ciaz’s lengthy run on the local market, it faced several budget-sedan rivals, including the Volkswagen Polo Sedan (initially the Vento-based model and then its Virtus-based successor). It also competed with both generations of the locally built Toyota Corolla Quest as well as the likes of the similarly long-running Nissan Almera and the 7th- and 8th-generation Honda Ballade.
Earlier in its local tenure, the Indian-built Ciaz had to contend with South Korean rivals in the form of the Kia Rio Sedan (in 3rd-gen guise) and the Hyundai Accent Sedan (RB series). Later in the Ciaz’s lifecycle, local buyers might also have considered the Fiat Tipo Sedan (though few actually purchased one).
Is a used Suzuki Ciaz worth considering?
Strong value on the used market.
So, should the Suzuki Ciaz be on your shortlist of used budget sedans? Well, the facelifted iteration – particularly in flagship GLX guise – certainly deserves a spot alongside big hitters like the Polo Sedan and Corolla Quest.
In some ways, the Ciaz was an underappreciated option on SA’s new-vehicle market. Today, it offers arguably even stronger value in the used space, where it continues to impress with a heady mix of generous cabin space, a cavernous luggage compartment and impressive real-world fuel economy.
The Ciaz’s business end.
In fact, for the private buyer, the only significant blots in its ledger are its Uber-car persona and – in what we’d posit could be a deal breaker for shoppers planning on regularly ferrying family members – its regrettably meagre level of standard safety equipment (in modern terms, anyway).
Q: Why was the Suzuki Ciaz discontinued in South Africa?
A: The Suzuki Ciaz ended its 11-year run in South Africa in early 2026. This move followed Maruti Suzuki’s decision to cease production of the sedan in India in April 2025, as the brand shifted its focus toward the more popular crossover and SUV segments.
Q: Is the Suzuki Ciaz a safe car for families?
A: While the Ciaz offers great space, its safety credentials are a weakness. In late 2025, Global NCAP awarded the Indian-spec model a one-star rating for adult-occupant safety, citing an unstable body shell. It also lacks modern safety features common in rivals, such as electronic stability control (ESC), curtain airbags and Isofix child-seat anchors.
Q: Which used Suzuki Ciaz derivative is the best to buy?
A: The facelifted GLX (post-2019) is the recommended choice. It features the more powerful 1.5-litre K15B engine and significant luxury upgrades over the base GL, including LED projector headlamps, leather upholstery, a 7.0-inch touchscreen with a reverse camera, and cruise control.
Vehicle modifications in South Africa – what’s legal, and what isn’t?
Car modifications are the ultimate way to unlock style and performance. However, in South Africa, kilowatt-chasing can quickly lead to legal headaches, voided warranties and rejected insurance claims. Here’s how to navigate the compliance minefield before you turn the first bolt.
If you were born in the same year as the first Fast & Furious film (cue the eyerolling in-car laptop “Danger to manifold!” meme), in 2026 you’re old enough to own a car that’s been modified.
On the face of it, modifying a car is great. With enough determination and dollars, your Golf R can be turned into a BMW M4-eater. Yet, other than a wonky credit record, your obsessive pursuit of that 10-second car could also get you in hot water with the authorities and insurers.
How?
Common car modifications: What’s legal vs. illegal in South Africa?
To the uninformed, the temptation exists to deem “roadworthiness” as the sole determinant of the legality of go-fast parts.
In truth, though, it’s far more complicated.
In South Africa, umbrella legislation guiding vehicle safety is the National Road Traffic Act (NRTA). The act oversees homologation – the approval of market-ready vehicles as approved by the National Regulator for Compulsory Specifications (NRCS); roadworthiness in compliance with the SABS; traffic policing; and the NaTIS registering authority.
Among these, grey areas exist. One roadworthy testing station may deem a modification legal (or turn a blind eye following the right type of “motivation”), whereas the next won’t.
Modification
Legal status (NRTA)
Requirement for “roadworthiness”
SAPS/NaTIS action
Insurance/warranty impact
ECU remapping
Legal
No change to physical safety standards
None required
Critical: Must declare to insurer; usually voids drivetrain warranty
Bolt-on turbo-/supercharger
Legal
Must not compromise braking or cooling efficiency
None (if engine block is original)
High risk: Significant risk of claim rejection if undeclared.
Cold air intake/intercoolers
Legal
Must be securely mounted with no loose parts
None required
Low risk for insurance; may affect engine warranty
Exhaust systems (cat-back)
Conditional
Must not exceed 85dB (seldom measured); must not vent into cabin
May result in roadworthy failure; environmental fine risk
Identical engine replacement
Legal
Engine numbers must match registration papers
Required: Police clearance and “change of engine” at DLTC
Must update engine number on policy to ensure cover
Engine swap (different model)
Conditional
Must pass specialised “modified vehicle” roadworthy test
Required: Full SAPS clearance and NaTIS update
Severe: Many standard insurers will refuse cover; requires specialist broker
Nitrous oxide (NOS)
Illegal
Prohibited for use on public roads
None
Automatic void: Policy cancelled if found installed
Lowered suspension
Legal (within limits)
Must not affect steering or ground clearance excessively
None required
High risk for handling claims; must declare to ensure replacement value
Aftermarket rims
Legal
Must not protrude beyond the bodywork
None required
High risk for handling claims; must declare to ensure replacement value
Modified cars & the National Road Traffic Act: Safety & compliance
Here’s the thing: Roadworthiness pertains to both physical and administrative legality.
As the above table demonstrates, there’s a fair degree of freedom on offer for horsepower hunters, but legal compliance still depends on registration, roadworthiness, and safety standards. The engine number must correspond with NaTIS records, and any change must be formally updated through the licensing authority.
Where you may hit a speed bump is that a modified car’s braking should match its power potential. Failing to match the one with the other may see it declared unroadworthy by either the testing station or a traffic officer. In the event of an accident, that becomes the driver’s liability.
Engine swaps complicate matters by a couple of notches more. For that you need:
Proof of purchase: invoice, donor vehicle paperwork and scrapyard receipt.
Police clearance: here the engine number is checked for tampering and run against VIN and engine-number databases for stolen or tampered vehicles.
Licensing department update.
Ground, welded and restamped engine numbers are trouble magnets. Swaps within the same manufacturer platform or similar configurations are generally easier to register and clear.
Performance tuning & the law: Speed vs. safety
There are thousands of modified cars running around unchecked on South African roads. Most don’t invite complications with the authorities, unless they are involved in accidents that trigger roadworthy and insurance inspections. Then dodgy structural work, stretched tyres, under-spec suspension, brakes and drivetrains all turn into red flags.
Should you be pulled over and a traffic officer deems your modified car’s sawed-off springs or loud exhaust exceeding permissible noise limits or deemed excessive by enforcement officers in violation of the NRTA, you will be issued a notice of unroadworthiness. This essentially means the only travelling your car does next will be on the back of a flatbed truck.
It’s also worth knowing that, while the AARTO demerit system continues to be phased in, points will be deducted from offenders’ licenses from 1 September 2026 when fully implemented. An unroadworthy vehicle will cost you 3 out of the 15 available points.
How aftermarket mods affect your car insurance & warranty
If dealing with the authorities over an unroadworthy car isn’t bad enough, you’re headed for even bigger headaches with your insurer if your modifications haven’t been declared.
Principally, by modifying your car, you’re changing its risk profile.
And you’re handing a smoking gun to your insurer when you’ve been involved in an accident in your non-disclosed modified vehicle, even if the crash was not caused by excessive speeding or reckless driving.
To counter attempts at keeping modifications hidden, insurers are getting smarter and using increasingly sophisticated assessment and diagnostic methods to police software tampering. They can detect even if an aftermarket version has been flashed back to stock before inspection.
Whether deciding to declare or not, the stress test questions are:
Do the modifications increase accident risk (power, handling, braking changes)?
Do they increase theft risk (more expensive rims or sound upgrades)?
Do they increase repair cost?
If the answer is yes to any of the above, it’s best to declare them to avoid complications come claim day.
A final word on South Africa’s Guidelines for the Automotive Aftermarket (commonly known as “Right to Repair”): while this legislation allows you to use independent workshops for standard servicing and repairs without losing your warranty, it is not a blank cheque for performance upgrades. The moment stock components are swapped for high-performance aftermarket parts, the manufacturer is well within their rights to void the warranty for that specific part. As well as any others affected by it.
The “danger to manifold” era of modding might have been about living life a quarter mile at a time, but in the South Africa of 2026, staying legit requires playing by the rules.
Volkswagen Touareg Final Edition (2026) Price & Specs
With production of Volkswagen’s largest luxury SUV coming to an end after 24 years, the Touareg Final Edition is now available in South Africa. Here’s what it costs…
VW set to wrap up production of Touareg
Final Edition package adds subtle details
Offered for both Elegance and R-Line
It’s almost time to say goodbye to the Volkswagen Touareg, as the German brand will soon cease production of its largest SUV (though rumours of the badge returning on a fully electric model persist). So, to celebrate 3 generations of a nameplate offered over a 24-year period, VW has quietly rolled out the Touareg Final Edition to South Africa.
First revealed for overseas markets late in 2025, the special-edition version of the Slovakia-built SUV is now available in Mzansi. Interestingly, the “Final Edition” package is applied to both the Elegance and R-Line derivatives offered locally.
So, what is the cost? Well, from what we understand, the subtle updates add R3 000 to the price in each case, meaning the Touareg V6 TDI Elegance Final Edition is priced at R1 497 300, while the Touareg V6 TDI R-Line Final Edition comes in at R1 805 200.
You’ll have to pay close attention to spot a Touareg Final Edition out on the road, with the only exterior clues being the understated “Final Edition” lettering laser-engraved on the window surrounds of the rear doors. Inside, this label is embossed in the leather of the gear lever and repeated on the illuminated dash panel trim as well as the door-sill panels.
Both derivatives are powered by the VW Group’s turbodiesel 3.0-litre V6 engine, which delivers 190 kW and 600 Nm to all 4 wheels via an 8-speed automatic transmission. The obligatory 0-100 kph sprint takes a claimed 6.5 seconds, while top speed comes in at 228 kph. Claimed fuel consumption is 7.8 L/100 km.
As a reminder, the original (7L series) Touareg hit initial markets way back in 2002. Developed alongside the 1st-generation Porsche Cayenne, the opening version of the big VW SUV – which was fascinatingly produced even in W12 and V10 TDI form – launched in South Africa in 2004.
The 2nd-generation (7P series) model was unwrapped in 2010, arriving in Mzansi the very same year. Finally, the current-generation (CR series) Touareg was unveiled in 2018, making local landfall in July of that year. In August 2024, meanwhile, a refreshed version touched down in SA, offered exclusively with the aforementioned 3.0-litre V6 TDI powertrain.
In 2023, Volkswagen sold 182 units of the Touareg in South Africa, with that figure falling to 164 units in 2024. Local sales of the Touareg then increased to 195 units in 2025, with a further 45 examples registered over the opening 4 months of 2026.
What does the VW Touareg Final Edition cost in SA?
DERIVATIVE
PRICE
Touareg V6 TDI Elegance
R1 494 300
Touareg V6 TDI Elegance Final Edition
R1 497 300
Touareg V6 TDI R-Line
R1 802 200
Touareg V6 TDI R-Line Final Edition
R1 805 200
The prices above include a 3-year/120 000 km warranty and a 5-year/100 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What makes the Volkswagen Touareg Final Edition different from the standard model?
A: The Final Edition features subtle, exclusive design details to mark the end of the model’s 24-year production run. This includes “Final Edition” lettering laser-engraved on the rear window surrounds, as well as the label embossed on the leather gear lever and repeated on the illuminated dash trim and door-sill panels.
Q: How much does the Final Edition package cost in South Africa?
A: The Final Edition package adds a R3 000 premium to the standard pricing of the luxury SUV. As of May 2026, the Touareg V6 TDI Elegance Final Edition is priced at R1 497 300, while the flagship R-Line Final Edition costs R1 805 200.
Q: What are the engine specifications and performance figures for the Touareg Final Edition?
A: Both Final Edition derivatives are powered by a 3.0-litre V6 turbodiesel engine producing 190 kW and 600 Nm. Paired with an 8-speed automatic transmission and 4Motion all-wheel drive, it reaches 100 kph in 6.5 seconds and has a top speed of 228 kph.
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.
Standard features for the revived Active grade include adaptive cruise control, a lane-keeping system, parking sensors (front and rear), smart keyless entry, cloth seats (with 8-way power adjustment for the driver), a 12-inch touchscreen, wireless smartphone charging, 18-inch alloy wheels, automatic LED headlamps, black roof rails and black side steps.
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).
New features for the Sport grade include tyre-pressure monitoring, a 360-degree camera and a blind-spot information system (the latter complete with trailer coverage). Sport derivatives furthermore benefit from a powered tailgate, a 400W inverter, a windscreen-mounted USB port, 8-way power adjustment for the front passenger seat and leather trim for the seats, steering wheel and gear-shift knob.
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.
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.
