Cars.co.za Podcast: “What’s really holding SA’s car industry back?”
The South African automotive industry is currently navigating a period of significant transition, facing a unique blend of global shifts and local logistical hurdles. For the latest episode of the Cars.co.za Podcast, we chatted to Charl Potgieter, the Managing Executive of Absa Vehicle and Asset Finance, to gain more insight on the challenges.
At the most recent NAAMSA Auto Week in Gqeberha, industry leaders gathered to address challenges head on. The event served as a platform for stakeholders who usually compete fiercely in the marketplace to collaborate on long-term solutions for the industry. From infrastructure failures to the rapid rise of New Energy Vehicles (NEVs), the themes emerging from Auto Week suggest that the sector is at a pivotal inflection point. We discussed all these points in-depth in the latest episode of the Cars.co.za Podcast.
The infrastructure hurdle
One of the most pressing concerns raised during the summit involves the state of South Africa’s logistics and infrastructure. The automotive industry relies heavily on efficient movement through ports and reliable road and rail networks. Reports indicating that the Durban port is among the worst performing in the world have sent shockwaves through the manufacturing sector.
For an industry that contributes approximately 5.2% to the national GDP and employs roughly 500 000 people, these bottlenecks are more than just an inconvenience; they are a threat to global competitiveness.
Reliable and cost effective energy supply also remains a top priority. Without urgent intervention in these areas, South Africa risks losing further investment to other emerging automotive hubs on the continent, such as Morocco and Egypt.
Manufacturing vs importing
A significant portion of the debate at Auto Week focused on the different levels of local involvement from manufacturers. While many new entrants, particularly from China, have entered the market recently as importers of fully assembled vehicles, the goal remains to transition these players toward more labour intensive local production.
Imported: Fully assembled vehicles brought in from overseas.
Semi-Knock Down (SKD): Vehicles imported in large parts and assembled locally, typically requiring less complex infrastructure.
Complete Knock Down (CKD): A comprehensive manufacturing process involving welding, painting, and full assembly, which creates a deep local supply chain and significant employment.
The challenge for policymakers is to create an investment business case that makes CKD manufacturing more attractive than simply importing. This requires stable policy frameworks and incentives that offset the current logistical disadvantages of operating within South Africa.
The affordability barrier and NEVs
The adoption of New Energy Vehicles (NEVs) is another major theme, although progress has been tempered by local realities. While there is a clear global shift toward battery electric vehicles (BEVs), South African consumers still face significant hurdles, including high initial purchase costs, range anxiety, and concerns over the national power grid.
Affordability remains the primary barrier. However, industry experts noted that as more competitively priced hybrid and electric models enter the market, consumer interest is beginning to shift.
The success of locally produced hybrids, like the Toyota Corolla Cross, demonstrates that when the price gap between traditional internal combustion engines and electrified alternatives is narrowed, South Africans are willing to make the switch.
Changing attitudes to vehicle ownership
Beyond just financing vehicles, the focus is shifting toward broader mobility solutions. Consumers are beginning to think differently about ownership and how they fund their transport needs.
The Cars.co.za Podcast
To listen to the full episode, watch the YouTube episode above or visit the Cars.co.za Podcast playlist, where you’ll find a variety of podcast episodes covering a number of fascinating topics.
The JMC Vigus DC gets an all-new platform and engine, all at an incredibly low price. But what do you really need to know about this bargain double cab bakkie?
South Africa’s double cab bakkie market is almost entirely diesel-powered. Sure, there are niche petrol models such as the turbopetrol Ranger Raptor and the petrol V6 Jeep Gladiator. But nearly every double cab bakkie registered new in South Africa is diesel-powered.
The problem for ambitious Chinese car companies is how to address South Africa’s need for diesel engines. Most of the engineering and powertrain development incentives in China are for petrol-hybrids and fully electric powertrains. That’s why Chinese EVs and PHEVs are so dominant.
But Chinese product people and powertrain engineers learn really quickly. ‘Shenzhen speed’ is a real thing and every few months, more Chinese turbodiesel engine options become available. And now there is one with decent outputs numbers that wildly undercuts traditional double cab models in the South African market.
JMC Vigus DC reloaded
The latest of these is the remarkably affordable JMC Vigus DC. The idea of a sub-R500 000 double cab leisure-focused bakkie from a legacy brand like Toyota or Ford isn’t a reality. The cheapest Hilux and Ranger double cabs are incredibly basic, equipped for mining or construction crews.
JMC’s solution is a turbodiesel double cab with all the dazzling large-screen Chinese in-car infotainment and comfort features buyers expect, but at an incredibly low price. How low? The JMC Vigus DC range starts at only R399 000. For that money, you get a double cab turbodiesel bakkie with a reasonable turbodiesel engine and comprehensive in-car infotainment and device syncing.
The best Hilux you can buy, in comparison, is a base-spec 2.4 GD-6 RB 4×2 six-speed manual for R577 000. Ford’s cheapest Ranger double cab? That’s the 2.0 SiT XL 4×2 six-speed manual at R621 000. You can get the full-spec JMC Vigus DC 4×4 auto for much less than both of those – only R499 000…
As diesel prices surge and South African bakkei buyers need to rethink value, capital investment and running costs, does the title of JMC now marketing the cheapest double cabs in South Africa really mean anything?
Is the engine good enough?
A bigger engine should mean better highway cruising ability and easier overtaking.
Drawing inspiration from the design and presence of American-style full-size bakkies, Chinese double cabs aren’t compact or light. Add the local need for good long-distance highway performance, especially when towing, and the demand on a JMC Vigus DC’s engine is real.
In that sub-R500 000 bakkie market, you get what you pay for; there are no powerful diesel engine options. But because they are turbodiesels, performance is consistent wherever you live and drive in South Africa, from coast to Gauteng.
The JMC Vigus DC engine isn’t a 2.0-litre, like many newer-generation double-cab bakkies. It’s a larger 2.5-litre turbodiesel in a reasonably mild state of tune, making 123 kW and 430 Nm. Those outputs are class average, but compared to the bakkie segment leader, they are excellent. Toyota’s Hilux 2.4 GD6 turbodiesel makes only 110 kW and 400 Nm, which hasn’t hindered it in South Africa.
Where the JMC Vigus DC has a further advantage is its 8-speed automatic transmission. That ensures plenty of gears with smoother shifts, smaller steps, and better overall efficiency, especially when towing or carrying a heavy load.
Ride quality depends on tyre size and suspension setup. The latter often suffers from cost saving, though.
The JMC Vigus DC has the same design specification as nearly all double-cab bakkies: a steel ladder frame, independent front suspension and a live rear axle. The trick is how much deep engineering is applied to shaping and constructing the steel ladder frame. Plus, selecting and tuning the front suspension and rear leaf springs to achieve a balance between ride comfort and load carrying.
South African dirt roads range from great, with nearly highway-quality surfacing, to some of the world’s worst if they haven’t been graded after rain, creating brutal corrugations. Chinese budget bakkies generally have lower specification dampers and simpler steel frame design than a Ranger. So don’t expect exemplary ride quality on challenging, coarse road surfaces – especially without a load in the back.
Load carrying and towing
An issue with these cheap Chinese double cabs? How little weight you can hitch behind them…
What the JMC Vigus DC does have that the soon-to-be-discontinued 8th-generation Hilux does not is rear disc brakes. That means it should have good braking performance, especially from high speeds when loaded or towing.
One of the weaknesses that the affordable Chinese double-cab bakkie has is very low braked tow ratings. Much lower than a Hilux or Ranger. And that’s a real issue if you need to tow a boat, a loaded horsebox or a caravan. All those rigs can all easily exceed the 2 000 kg braked tow rating of many of these ultra-affordable Chinese double cabs.
JMC has not confirmed the towing capacity of its new Vigus DC but it would be unusual for it to be lower than its predecessor’s. The previous-generation JMC Vigus DC had a braked tow rating of only 2 000 kg, way too little for demanding South African bakkie drivers. The expectation is there created by the more powerful engine of a better braked tow rating.
External tie-down loops on a new double cab? Very rare nowadays.
A very unusual detail of the new JMC Vigus DC are the external tie-down point and loops on its load box.
South Africa’s most popular bakkie models, like the Hilux and Ranger, no longer offer external tie-down points. There are several reasons for this. Internal tie-down hooks or loops are stronger. Why? Because they are mounted into the load box structure rather than the external body panels, which are designed for cosmetic rather than load-bearing purposes.
It’s also easier to secure heavy, low-profile loads, such as generator sets or industrial equipment, with internal tie-down points. They also create less of an external pedestrian safety risk and are more aerodynamic.
So why does the latest JMC Vigus DC, which is a brand new design, have external tie-down loops on the load box? It seems like an odd design choice without any obvious benefits, but those Chinese product people might be onto something.
For bulky or very tall items, such as a sofa or fridge, external tie-down points are easier to use. That’s especially true if you aren’t an experienced bakkie packer. Someone without a lot of rope and strap skills, not using the best ratcheting systems, will find it easier to secure a fridge or tall item using external tie-down loops or hooks, like those on the JMC Vigus DC.
Most double-cab bakkies aren’t really used for heavy-duty commercial hauling, but instead move household contents or clear the garage for a sale. That’s when those external securing loops on the JMC Vigus DC could actually make a lot of sense.
ICE vs EV: Total 5-year cost of ownership in SA
April’s record-breaking fuel hike, projected at over R4/litre, has turned ICE vehicle ownership into a budget crisis. But can an EV actually bridge the upfront price gap through running costs alone? We crunch the 5-year numbers on SA’s favourite petrol-powered B-segment hatch against its closest electric challenger. It’s ICE vs EV…
Although Cars.co.za is a car site, right now we wouldn’t blame you for shopping for a bicycle or hiking shoes, or considering public transport. With next week’s fuel price increase set to vaporise wallets and antagonise motorists, it’s only logical to ask whether a ICE vs EV would be cheaper to operate in the long run.
And with good reason… In 2021, using inland fuel prices, you’d have paid an average of R17.40 for a litre of petrol. Thanks to the Middle East conflict, today it’s closer to R25/litre.
Now, there’s much to dislike about Nersa’s repeated inability to keep Eskom’s tentacles out of the SA public’s piggybanks, but in truth electricity price increases have been far steadier than fuel, if still way above consumer inflation. Five years ago, residential rates averaged about R2.10/kWh, compared to roughly R3.40/kWh in 2026.
With that in mind, if you’d bought a Volkswagen Polo 1.0 TSI 5 years ago and your neighbour an electric BYD Dolphin Standard Range (theoretically assuming the BYD was offered back then) – which owner would have the most change left by each month-end in 2026?
As the Polo’s closest-sized electric competitor, as mentioned the BYD was not yet available for sale in 2021. To enable a real-world 5-year/90 000 km comparison, combining current and historical data, we’ve had to simulate its price against the prevailing market of that period.
ICE vs EV: Does the fuel saving bridge the R100k gap?
Owing to fewer number of moving parts; and common sense dictating that an EV’s running costs will always be less than that of a conventional internal combustion-powered (ICE) car, historically the former’s perceived benefit would likely be diminished by its disproportionate selling price.
Once that discrepancy is cleared by using near-equivalent pricing, the benefit is much clearer.
The 90 000 km reality: Why 2026 petrol prices make EVs inevitable
At a weighted 5-year average of R21.80/L, the Polo owner spends nearly R100 000 more on energy than the EV owner over the same distance.
Maintenance, however, is where the true hidden costs lurk.
Owing to the duration and structure of each vehicle’s individual aftersales care plans, the real savings start happening only from 90 000 km onwards. The Polo has a standard 3-year/45 000 km service plan. BYD, meanwhile, offers a 5-year/100 000 km full maintenance plan.
From 45 000 km on, all services carried out on a Polo are out-of-pocket. After 90 000 km, the car would have undergone its 2nd owner-financed major service (the previous one was at 60 000 km, with 75k a minor service) comprising pricey items such as DSG gearbox flushes, belts, spark plug replacements and at least a set of new brake pads.
Because the BYD’s primary retardation originates by means of electric resistance, even at 90 000 km its brakes should still be in good shape.
In both cases, the tyres would have also been replaced. Rubber replacement is the only area where an EV will forever lag behind an ICE rival. The BYD’s high mass and instant torque will see it chewing through tyres faster, so by 90 000 km, you might already be starting on your 3rd set of tyres.
That said, owing to its comprehensive maintenance plan, the latter will still only be the sole expected extra for the Dolphin.
At 1 000 km, the Polo is the significantly cheaper car. After 45 000 km, it starts to even out because now the Polo’s service plan has expired, meaning you are now paying R0,34 maintenance tax per km owing to its lapsed service plan versus R0,13 per km for the Dolphin (essentially, just the tyres). By 90 000 km, the latter has clawed back its R110k premium through accumulated energy and maintenance savings.
From R17 to R25 per litre: How 5 years of fuel hikes broke the ICE advantage
By now, you may be thinking the petrol Polo is a lost cause. Certainly, beyond 5 years of ownership, its running costs will progressively continue exceeding those of the electric BYD.
However, when ring-fencing the total cost of ownership (pertaining to vehicle purchase, fuel and tyres used) to the originally stated 5-year period, the facts show that the Polo still trumps the BYD by the narrowest of margins. But that’s really only because the BYD was significantly more expensive to buy in the 1st place. By all other measures, it’s the more affordable vehicle to run.
At face value, the numbers don’t lie. The Polo puts 1 mid-range takeaway pizza (about R136) each month on your table over the original 5-year period, despite being vastly less expensive to buy in the 1st place.
What it doesn’t do is protect you from future fuel shocks like those triggered by the Middle East conflict, whereas if you opted for the BYD, you’d be future-proofed against not only price volatility, but even fuel shortages if you are charging using solar power.
VW’s maintenance plan vs. BYD’s: Does pre-paying for services save the Polo?
To make this even more of an equitable comparison and pocket some more peace of mind, Polo owners can extend the standard 3-year/45 000 km service plan using Volkswagen’s EasyDrive programme to 5 years/90 000 km for approximately R15 300. That translates to a R7 000 saving over the originally quoted out-of-pocket prices.
The only caveat is that the decision to extend must be made before the original plan expires. On the other hand, should an owner plan to sell the car shortly thereafter, they benefit from not having had to make the extra capital outlay. The downside is it also condemns the car to never qualifying for a dealer-grade maintenance plan again. (Car companies don’t like taking on the risk of unknown service history gaps.)
In 2021, the idea of an EV competing with a Polo on price was a fantasy. In 2026, it is a mathematical reality.
While the Polo is technically cheaper over the 5-year period, the gap is now so narrow that the choice is no longer about the bank balance; it’s about the lifestyle and resilience against future fuel price instability.
If you want the flexibility of a lower purchase price and the familiarity of the ICE network, the Polo is your winner. But if you want to stop doomscrolling through fuel price announcements every first Wednesday of the month, the BYD Dolphin has earned its seat at the table.
So, in 2026, the “electric gap” hasn’t just closed; in the face of R25/litre of petrol, it has effectively flatlined.
MG3 vs Suzuki Swift vs VW Polo Vivo (2026): Ultimate Budget Hatch Comparison
In the South African motoring landscape, few segments are as vital or as fiercely contested as the budget hatchback market. For years, the Volkswagen Polo Vivo and the Suzuki Swift have traded blows at the top of the sales charts, but a new challenger has arrived to disrupt the status quo...
The MG3 marks the first modern hatchback entry from a Chinese brand in South Africa, promising high specifications and an aggressive price point. To see if it has the substance to match its impressive on-paper credentials, we pitted it against the locally built stalwart from the Eastern Cape and the frugal favourite from Japan in the battle of the best budget hatchback.
The established heavyweight: Volkswagen Polo Vivo
The Polo Vivo is more than just a car; it is a South African institution. Built at the Volkswagen Group Africa plant in Kariega, it remains the country’s best-selling passenger vehicle. In Life trim, the Vivo 1.4 offers a sense of maturity and solidity that is often lacking in the budget segment.
While it is the most expensive car in this comparison, Volkswagen has updated the 2026 model year to include more value. New additions like rear parking sensors, a reverse camera, and additional airbags help bridge the gap to its more modern rivals. The 1.4-litre naturally aspirated engine may be old-school, but its proven track record for longevity is a significant draw for many local buyers.
The frugal favourite: Suzuki Swift
The Suzuki Swift has carved out a massive following thanks to its exceptional value and industry-leading fuel efficiency. In top-spec GLX manual form, it offers a wealth of features including keyless entry, automatic climate control, and a leather-wrapped steering wheel.
The move to a 1.2-litre three-cylinder engine in the latest generation has made the Swift even more economical. During our testing, it consistently returned figures under 5.0 L/100 km, a feat neither of its rivals could match.
Despite its light weight, the Swift remains impressively well-damped, handling road imperfections with a level of refinement that belies its budget positioning.
The new challenger: MG3
MG enters the fray with the MG3, a vehicle designed to European standards that brings a fresh aesthetic to the segment. In Comfort specification, it undercuts its rivals on price while offering the most powerful engine on paper: a 1.5-litre unit delivering 81 kW and 142 Nm. It also boasts the longest warranty in this group at 7 years or 200 000 km.
The interior is a standout, featuring a modern dashboard with a nicely integrated touchscreen and high-quality graphics.
While the MG feels substantial and well-insulated on the move, its real-world performance and fuel consumption figures didn’t quite live up to the high expectations set by its technical specifications.
Practicality & Boot space
In the world of compact hatchbacks, every litre of luggage space counts. While all three vehicles feature ISOFIX child seat mounts and spare wheels, their boot layouts differ significantly. The Volkswagen Polo Vivo offers the most depth and overall volume, making it the practicality king for small families.
The MG3 follows closely behind, offering a decent amount of space for the weekly shop. The Suzuki Swift, while improved over its predecessor, remains the smallest in this regard. However, it is the only vehicle in this trio to offer 60/40 split-folding rear seats, providing an extra layer of versatility when you need to carry both passengers and longer items.
Verdict
Choosing the “best” budget hatchback depends heavily on your priorities. The Volkswagen Polo Vivo remains the safe, patriotic choice with excellent resale value and an extensive dealer network. The MG3 is the high-spec alternative for those who want the latest tech and the longest possible warranty at the lowest price.
However, as an all-rounder, the Suzuki Swift continues to set a high bar. Its combination of standard features, refined ride quality, and incredible fuel economy makes it a difficult package to beat in a price-sensitive market. Each car has its strengths, and for the first time in years, the budget hatchback segment has a genuine three-way battle for supremacy.
Suzuki Jimny 3-Door (2026) Price & Specs
Scoop! The Suzuki Jimny 3-Door will soon receive several upgrades, including more safety equipment, optional ADAS kit and a larger touchscreen. Here’s what it will cost in SA…
Jimny 3-Door to upgrade to 6 airbags
Larger (9.0-inch) touchscreen coming
Optional ADAS package to be available
The Suzuki Jimny 3-Door is in line to receive a number of upgrades in South Africa, ranging from additional safety kit – including a full complement of 6 airbags – to a larger touchscreen and even optional advanced driver assistance system (ADAS) features. And Cars.co.za can confirm local pricing a little early.
As a reminder, the Jimny 3-Door line-up – which launched locally way back in November 2018 – currently comprises a pair of high-spec GLX derivatives, with the base GA and mid-tier GL variants no longer available. Interestingly, while the Jimny 5-Door (launched late in 2023 and offered in GL and GLX guise) is made in India, the Jimny 3-Door is instead imported from Japan.
The update for the Jimny 3-Door doesn’t include styling changes.
So, what changes have been made to the 3-door version of the Hamamatsu-based brand’s plucky little body-on-frame SUV? Well, while the Jimny 3-Door GLX – which remains available in 5-speed manual and 4-speed automatic guise – previously made do with dual front airbags, the updated version upgrades to 6 airbags (gaining front-side and curtain items).
In addition, Suzuki has ditched the old 7.0-inch infotainment system in favour of a 9.0-inch touchscreen (as used in the Jimny 5-Door GLX), complete with a reverse-view camera. Finally, the 3-door Jimny gains electrically foldable side mirrors. According to our information, the Jimny 3-Door 1.5 GLX AllGrip 5MT will be priced at R444 900, while the Jimny 3-Door 1.5 GLX AllGrip 4AT will come in at R466 900 (an increase of R8 000 in each case).
The Jimny 3-Door will upgrade to a 9.0-inch touchscreen (as used in the Jimny 5-Door GLX).
Interestingly, Suzuki Auto SA will also offer the Jimny 3-Door with what it terms “Dual Sensor Brake Support II” (DSBSII). Models such equipped will feature a monocular camera and laser sensor to detect vehicles, bicycles and pedestrians ahead (issuing audio and visual warnings or automatically applying the brakes, if necessary), unlocking various ADAS functions.
As such, the DSBSII-equipped derivatives will feature adaptive cruise control, lane-departure warning, lane-departure prevention, weaving alert and automatic high beams. These variants will also score front parking sensors (in addition to the seemingly now-standard rear items).
The Jimny 3-Door is in line to score optional new ADAS features.
Based on our understanding, the Jimny 3-Door 1.5 GLX AllGrip 5MT DSBSII will be priced at R459 900, while the Jimny 3-Door 1.5 GLX AllGrip 4AT DSBSII will cost you R481 900. In each instance, that effectively translates to a R15 000 premium over the standard derivatives.
As before, the Jimny 3-Door is powered by Suzuki’s ubiquitous naturally aspirated 1.5-litre, 4-cylinder petrol engine (K15B), which delivers an unchanged 75 kW and 130 Nm to all 4 wheels via either a 5-speed manual gearbox or a 4-speed torque-converter automatic transmission.
What will the updated Suzuki Jimny 3-Door cost in SA?
DERIVATIVE
PRICE
Jimny 3-Door 1.5 GLX AllGrip 5MT
R444 900
Jimny 3-Door 1.5 GLX AllGrip 5MT DSBSII
R459 900
Jimny 3-Door 1.5 GLX AllGrip 4AT
R466 900
Jimny 3-Door 1.5 GLX AllGrip 4AT DSBSII
R481 900
The prices above include Suzuki’s 5-year/200 000 km warranty and a 4-year/60 000 km service plan.
Frequently Asked Questions (FAQ) About the Updated Suzuki Jimny 3-Door
Q: What are the key safety improvements in the updated Jimny 3-Door?
A: The most significant change is the move from 2 to 6 airbags as standard, now including front-side and curtain airbags. Additionally, Suzuki is introducing an optional “Dual Sensor Brake Support II” (DSBSII) package, which adds a monocular camera and laser sensor to enable advanced driver assistance features like autonomous emergency braking.
Q: What tech and convenience features have been added to the cabin?
A: The updated GLX model ditches the old 7.0-inch display for a larger 9.0-inch touchscreen infotainment system, the same unit found in the Jimny 5-Door GLX. Other convenient additions include electrically foldable side mirrors.
Q: How much extra will the new ADAS features cost compared to the standard GLX?
A: Choosing the DSBSII-equipped version adds a R15 000 premium to the price. This package includes adaptive cruise control, lane-departure warning, lane-departure prevention, weaving alert and automatic high beams, making it the most technologically advanced 3-door Jimny offered in South Africa to date.
The new JMC Vigus double-cab bakkie has arrived in South Africa, powered by a 2.5-litre turbodiesel engine and priced from just under R400 000…
New Vigus DC revealed for Mzansi
Ties for title of SA’s cheapest DC
3 derivatives available from launch
2.5 TD makes 123 kW and 430 Nm
Jiangling Motors Corporation – or “JMC” for short – officially returned to South Africa late in 2025 with the JMC Vigus workhorse bakkie and the Carrying Plus truck. But the automaker has already rolled out a new version of the Vigus double cab, launching a model that’s badged as the “Baodian” in its domestic market of China.
The new Vigus double-cab portfolio comprises a trio of derivatives at launch, each powered by a 2.5-litre, 4-cylinder turbodiesel engine generating 123 kW (at 3 400 rpm) and 430 Nm (from 1 600 to 2 200 rpm). These peak outputs are delivered via either a 6-speed manual gearbox or an 8-speed automatic transmission. The range-topper features a BorgWarner 4WD system with a low-range transfer case.
The Chinese brand – which is distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi) – has confirmed the Vigus 2.5TD DC 4×2 6MT will be priced at R399 900, while the Vigus 2.5TD DC 4×2 8AT will come in at R459 900 and the flagship Vigus 2.5TD DC 4×4 8AT at R499 900.
That base price of R399 900 sees the new Vigus tie for the title of South Africa’s most affordable double-cab bakkie, sharing the tag with fellow Chinese contenders the Foton Tunland G7 2.0TD TL 4×2 6MT (R399 900) and the JAC T8 2.0CTI Lux 4×2 6MT (R399 900).
The new ladder-frame bakkie measures 5 335 mm long, which makes it around 15 mm shorter than a Ford Ranger double cab. Though official specification details for the local market are still thin on the ground, we do know you’ll find a 9.0-inch instrument cluster and a 12.8-inch touchscreen inside, along with a reverse-view camera (complemented by parking sensors).
Claimed payload and towing-capacity figures have yet to be confirmed for the local market. It’s likewise not yet clear whether the older Vigus double-cab derivatives launched late last year (each powered by a 104 kW/350 Nm 2.0-litre oil-burner and priced close to these new entrants) will soldier on or fall away.
What does the new JMC Vigus cost in South Africa?
DERIVATIVE
PRICE
JMC Vigus 2.5TD DC 4×2 6MT
R399 900
JMC Vigus 2.5TD DC 4×2 8AT
R459 900
JMC Vigus 2.5TD DC 4×4 8AT
R499 900
The prices above include a 5-year/200 000 km warranty and a 4-year/65 000 km service plan.
Frequently Asked Questions (FAQ) About the New JMC Vigus Double Cab
Q: What engine and transmission options are available in the new JMC Vigus?
A: The new Vigus range is powered by a 2.5-litre, 4-cylinder turbodiesel engine that produces 123 kW and 430 Nm. Buyers can choose between a 6-speed manual transmission or an 8-speed automatic gearbox. The flagship 4×4 model also features a BorgWarner four-wheel-drive system with a low-range transfer case for off-road use.
Q: How does the size of the JMC Vigus compare to established bakkies like the Ford Ranger?
A: The Vigus is a full-sized contender in the double-cab segment. Measuring 5 335 mm in length, it is only about 15 mm shorter than a Ford Ranger. This translates to a substantial road presence and a cabin that comfortably accommodates five passengers, while still offering a practical load bed for work or leisure gear.
Q: What standard warranty and service support does JMC offer in South Africa?
A: To provide peace of mind for local buyers, JMC includes a comprehensive 5-year/200 000 km warranty as standard. Additionally, the purchase price includes a 4-year/65 000 km service plan, which is significant in the budget-bakkie segment where such plans are often sold as optional extras.
Toyota Corolla Cross GR-Sport (2026) Launch Review
The GR-Sport version of the popular Toyota Corolla Cross is the most successful Gazoo-badged model on sale in South Africa. The midlife update of this model has a lot to live up to, then…
We recently found ourselves at Zwartkops Raceway for the launch of the refreshed Toyota Corolla Cross GR-Sport. An ambitious locale for a midsize crossover’s launch, I thought, despite its illustrious Gazoo Racing badging. Except, our test route immediately pointed away from the circuit to the leafy ‘burbs of Pretoria. Fine, I guess it’s where the family SUV thrives, after all.
The Corolla Cross GR-Sport sits at the pinnacle of this hugely successful midsize crossover’s range.
This is, in fact, a midlife update. As mentioned up front, its predecessor was the most successful Gazoo-badged model in the Japanese marque’s portfolio here in Mzansi, so no pressure. Pricing remains compelling at R527 000 for the regular petrol-powered 1.8 GR-S, while R569 700 gets you the hybridised 1.8 GR-S HEV model.
Design & Packaging
Exterior tweaks include a bespoke GR-S grille and bumper treatment.
Both versions enjoy all the mod-consand features you’d expect from models high up in the line-up, but benefit further from being the sportiest (in appearance) iterations.
The design changes include exterior tweaks, a dedicated GR-S grille, and new multi-spoke 18-inch machined alloy wheels.
18-inch alloys distinguish the GR-Sport.
Around the rear, you’ll encounter a stylish update on the LED lamps as well as the new black model name badge. This contrasts well against the body colours – Glacier White, Chromium Silver and Arizona Red – each with a black roof.
Hop aboard and you’ll encounter an interior that continues the race-inspired theme. Dark-silver accents and red stitching abounds, joined by sports pedals, red seat belts, a GR logo on the helm (and elsewhere) plus column-mounted shift paddles (ICE model exclusively).
A new 10.1-inch touchscreen display is standard throughout the Corolla Cross range.
All versions of the Corolla Cross receive a refreshed cabin design, and here the revisions include a 10.1-inch touchscreen media display and a 12.3-inch digital instrument cluster (on GR-S and XR derivatives). The cabin feels higher-end as a result, and tactile with a great usage of premium surfaces.
GR-S and XR versions gain a 12.3-inch digital instrument array.
It also serves as a great venue to drive. The driver’s pew is a grippy sports bucket finished in cowhide and adorned once again with a Gazoo Racing logo in the headrest.
Also present are park-distance sensors, dual-zone climate control, and a panoramic parking camera. There’s even a kick sensor to remotely open the tailgate.
Performance & Efficiency
While no firecracker, the hybrid version is smooth and efficient.
From that revised cockpit, you drop your palm onto a leathery gear shifter, stick it in D for drive and have access to 103 kW and 173 Nm in the regular ICE car, whereas the HEV produces 72 kW from its engine, bolstered by the electric motor’s contribution of 90 kW. Torque sits at 142 Nm.
These are hardly earth-shattering numbers, but overall acceleration is impressively linear, especially in the hybrid.
Despite its sportier positioning, the GR-S rides comfortably.
Bouncing between the derivatives revealed 2 comfortable-to-drive models that are easy to recommend not just for their proven practicality, but also because, in GR-S guise, this crossover is an attractive prospect. Literally… With its high-contrast colour scheme, large wheels and blistered bodywork, it’s a head-turner – one we don’t mind vouching for.
A full suite of safety features is standard, as is a 360-degree camera system.
As it’s the highest trim grade, GR-S also earns a 5-star NCAP rating due to the inclusion of Toyota’s suite of electronics dubbed Safety Sense 2.0 with features such as rear-cross-traffic alert, in addition to 7 airbags, including driver and passenger, driver knee, front side, and curtain.
Ride, Handling & Comfort
Easy, fuss-free driving manners underscore why the Corolla Cross is so popular.
On the road, the updated Corolla Cross remains a pleasure to pilot, offering all the benefits of a compact crossover with a Toyota badge. It’s comfortable and unobtrusive, with a seamless CVT, a trio of driving modes that you soon ignore and easy usability on the move with lots of physical buttons still present.
Toyota Corolla Cross Prices & After-sales support
Hybrid variants gain an 8-year/160 000 km battery warranty.
All models boast a 6-service/90 000 km service plan, 3-year/100 000 km warranty and a 8-year/160 000 km warranty on the hybrid models‘ batteries.
Corolla Cross 1.8 Xi
R420 700
Corolla Cross 1.8 XS
R458 400
Corolla Cross 1.8 XS HEV
R501 100
Corolla Cross 1.8 XR
R508 200
Corolla Cross 1.8 GR-S
R527 000
Corolla Cross 1.8 XR HEV
R552 400
Corolla Cross 1.8 GR-S HEV
R569 700
Pricing correct as at March 2026.
Verdict
Right-sized and right-priced for our market, the updated Corolla Cross looks set to remain hugely popular.
Overall, Toyota has done well to deliver an even better-rounded package with the 2026 Corolla Cross, with the 1.8 GR-S and GR-S HEV models representing the tip of the spear.
Haval Jolion Pro vs MG ZS Pro vs Toyota Corolla Cross (2026): Ultimate SUV Comparison
The compact SUV/crossover segment in South Africa is arguably the most fiercely contested area of the new car market. To see how the status quo holds up against the latest challengers from Asia, we brought together a venerable fan favourite and 2 popular crossovers from China for the ultimate SUV comparison…
The dependable Toyota Corolla Cross has been a staple of the South African market for a good number of years now. However, nipping at its heels (and overtaking it in the sales charts last month) is the incredibly popular Haval Jolion Pro, while the new MG ZS Pro is hungry for its own slice of the compact crossover pie. Each of these vehicles offers a different take on the mid-sized SUV formula, but only one can be the best all-rounder in this ultimate SUV comparison.
Toyota Corolla Cross: The sensible stalwart
The Corolla Cross is a masterclass in “boringly brilliant” engineering. Built right here in South Africa at Toyota’s Prospecton plant, it was the 3rd best-selling passenger vehicle in the country in 2025.
It is the only vehicle in this group with a naturally aspirated 1.8-litre engine, which produces 103 kW and 172 Nm. While it lacks the turbocharged punch of its rivals, it counters with a reputation for bulletproof reliability and the strongest resale value in the business.
Inside, the Toyota feels the most traditional. It lacks the massive, high-resolution screens of the Chinese pair, but it makes up for it with tried-and-tested ergonomics.
Lastly, add a massive dealership footprint that provides unmatched peace of mind for long-distance travellers and the Corolla Cross is the choice for the head rather than the heart, offering a predictable ownership experience that few can match.
Haval Jolion Pro: The stylish high-tech contender
Haval has become a household name in record time, and the Jolion Pro is the reason why. It is packed to the rafters with features that would typically cost thousands more in European rivals. The Super Luxury trim tested here includes a panoramic sunroof, a fully digital cockpit, and a 1.5-litre turbocharged engine delivering 105 kW.
The Jolion Pro stands out with its bold design and premium-feeling cabin. It also boasts the longest wheelbase in this group, which translates into class-leading rear legroom – a vital metric for families with growing teenagers.
While its fuel consumption is the highest of the three, the sheer amount of “car for your money” makes it an incredibly tempting proposition.
MG ZS Pro: The surprising newcomer
MG is the newest player on the South African block, but the ZS Pro proves the brand isn’t here to simply make up the numbers. Unlike the ZS, the “Pro” version is a massive leap forward in quality, refinement, and performance. Its 1.5-litre turbo engine is the powerhouse of the group, churning out 125 kW and 275 Nm, which makes it noticeably more effortless when overtaking on the highway.
Perhaps the most surprising aspect of the MG is its ride quality. The suspension is exceptionally well-damped, soaking up road imperfections with a level of sophistication that matches more expensive vehicles.
With a 5-year/200 000 km warranty and a cabin built to European standards, it is a formidable alternative to the more established brands.
Practicality & the Family Test
When it comes to their boots, the numbers can be deceiving. While the Haval and Toyota both claim 440 litres of space, the MG ZS Pro features a clever false floor that makes it surprisingly adept at swallowing bulky items.
However, for those concerned about South African road conditions, the Toyota is the only one in this test to offer a full-size spare wheel, which is a significant “green flag” for many local buyers.
We also put these SUVs through the ultimate stress test: fitting a child seat. While all three feature ISOFIX mounting points, the height of the vehicle and the ease of access through the rear doors become critical factors. Each car had its quirks, but the overall ease of use highlighted just how well suited this class of vehicle is to the modern family lifestyle.
Verdict
Choosing the best vehicle in this SUV comparison is no easy task. The Toyota Corolla Cross remains the safe, logical choice for those prioritising longevity and resale. The Haval Jolion Pro is the style and technology leader, offering a premium experience at a mainstream price. Meanwhile, the MG ZS Pro is the performance and comfort dark horse, delivering a drive that punches well above its weight.
Ultimately, the best choice depends on your specific family needs – be it the peace of mind of a massive dealer network, the allure of cutting-edge tech, or the refined punch of a modern turbocharged engine.
Mercedes‑Maybach van? Flagship VLS confirmed!
Mercedes-Benz has confirmed it plans to offer a Mercedes-Maybach van, basing this upcoming flagship “Grand Limousine” model on the as-yet-unrevealed VLS…
Flagship VLS to feature Maybach badge
Set to be first Maybach based on a van
Likely to feature all-electric powertrain
German brand Mercedes-Benz has officially confirmed it will affix the storied Mercedes-Maybach badge to a (seemingly not-so-humble) van for the very first time, revealing plans to roll out a flagship version of the upcoming VLS.
As a reminder, the Mercedes-Benz VLE is tipped to eventually replace the current-generation V-Class, with the yet-to-be-revealed VLS set to be positioned above it. However, the Stuttgart-based brand has now confirmed a Mercedes-Maybach VLS will serve as the very pinnacle of the range.
The Vision V concept of 2025 may well serve as a preview of the Maybach VLS.
Describing the upcoming luxury van as a “Grand Limousine defined by prestige and exceptional elegance”, Mercedes-Benz promised the Maybach-badged version would appeal to “customers with the highest expectations”. The company suggested the Maybach VLS would bring together “generous space, uncompromising elegance and an uncompromising commitment to the rear passenger”.
“The all-new Mercedes‑Maybach VLS delivers an exceptional sense of space with unrivalled exclusivity, welcoming passengers into a completely new world of comfort and digital sophistication,” the automaker said in a short statement. Currently, the Maybach range includes ultra-luxury versions of the fully electric EQS SUV, the S-Class sedan, the GLS SUV and the SL roadster.
Note the Vision V concept’s distinctive rear lighting arrangement.
“This extravagant Grand Limousine transforms the generous space into an extraordinary private lounge with everything that characterises a Mercedes‑Maybach: impeccable craftsmanship, luxurious materials and exquisite design details. It’s a true Maybach, now combined with the ultimate spatial and immersive digital experience, elevating automotive excellence even further,” Mercedes-Benz added.
Though the official announcement made no mention of powertrains, it’s all but certain the new Maybach-branded van will ride on Mercedes-Benz’s latest modular Van Electric Architecture (VAN.EA). It will also likely draw plenty of inspiration from the “Vision V” concept revealed by Mercedes-Benz Vans back in April 2025.
The Vision V concept’s extravagant rear quarters.
That concept vehicle – which effectively took the form of a 4-seater – featured a large, automatically opening door on the right-hand side as well as an illuminated, retractable running board. Meanwhile, a “switchable” glass wall separated the “private lounge” area from the cockpit. The seating area furthermore featured a retractable 65-inch cinema screen (with split-screen functions and 4K resolution).
According to British publication Autocar, the “standard” version of the new VLS is expected to go into production towards the end of 2026, with the flagship Mercedes-Maybach VLS set to follow in 2027. Look out for a full reveal in the coming months…
Frequently Asked Questions (FAQ) About the Mercedes-Maybach VLS
Q: Is this the first time Mercedes-Benz has put a Maybach badge on a van?
A: Yes, the upcoming VLS will mark the official debut of the Mercedes-Maybach nameplate in the MPV segment. While 3rd-party tuners have customised V-Class interiors for years, this is a factory-backed “Grand Limousine” designed to offer the same level of prestige as the Maybach S-Class and GLS SUV.
Q: What can we expect from the interior of the Maybach VLS?
A: Based on the “Vision V” concept, the Maybach VLS is expected to function as a mobile private lounge. Potential features include a switchable glass partition between the cockpit and rear quarters, a massive 65-inch retractable 4K cinema screen and an emphasis on “immersive digital sophistication” for rear passengers.
Q: Will the Mercedes-Maybach VLS be electric or petrol-powered?
A: While official engine specs haven’t been released, the VLS is set to ride on the new modular Van Electric Architecture (VAN.EA). This strongly indicates that the flagship Maybach version will be a fully electric vehicle, aligning with Mercedes-Benz’s strategy to electrify its top-tier luxury portfolio.
Nobody does diesel hybrids. But Chery is going to bring a turbodiesel hybrid bakkie to South Africa, soon. What do Chery engineers know, that everyone else, doesn’t?
Chery is now the dominant Chinese car company in South Africa. It might not be obvious from the numbers at first, but if you do the smart math, it’s true.
Take all the Chery sales, add in the Chery sub-brands (which operate independently) and it is the biggest Chinese car company (as an associated entity) operating in South Africa. It’s a huge achievement for a brand that started off with terrible reverse-engineered Daewoo Matiz clones nearly 20 years ago.
The one thing Chery doesn’t have is a bakkie. Product planners at Chery have clearly seen the strong demand for bakkies in the South African market. They would have observed the success of GWM’s P-Series range, too. That’s possibly part of the reason why Chery purchased the Nissan assembly plant at Rosslyn, which has operated as a specialist bakkie assembly plant during the last phase of its Japanese ownership.
There is no containing Chery’s ambition and it has confirmed that the Himla bakkie will be marketed locally this year. But the more interesting news is the diesel-hybrid KP31, which Chery has also confirmed for the local market later this year or early in 2027.
South Africans are buying more hybrid vehicles than ever before, and last year saw a huge increase in demand for PHEVs. But they are all petrol-electrics, not diesel. And that begs the question: why has nobody built true diesel-electric PHEVs? And does Chery know something we don’t with the KP31?
Everyone loves hybrids … with petrol engines
The Corolla Cross is one of SA’s most popular hybrids, with a simple, naturally-aspirated, petrol engine.
Hybrids are great to own but an engineering nightmare. Integrating both internal-combustion and electric powertrains into a single platform is complicated, costly and sacrificial in terms of packaging. You have some of the benefits of an ICE powertrain or electric drive, but also all of the disadvantages of each.
Since the first hybrids came to market in the late 1990s, engineers have preferred to make them naturally aspirated petrol-electrics. Why? Because naturally aspirated petrols are simpler, with lower long-term maintenance risk. But also because the linear power delivery of a naturally aspirated petrol engine complements the hybrid’s setup best.
Why do naturally aspirated petrol engines work so well with hybrids? Because there is so little power delivery overlap. What do we mean by that? The battery-electric part of a hybrid drives at pull-away and low speeds, where a naturally aspirated petrol engine is weakest and not very efficient. At the speed where the hybrid system’s electric motor becomes overburdened for its power output, the petrol engine is in its ideal power curve to take over.
Why diesels aren’t good hybrids
Back in 2008, SsangYong tried to develop diesel hybrid tech…
The reason nobody really makes any diesel hybrids is that their energy-delivery overlap is too great. Diesels are all about lots of torque at low speeds, and that means they’d make the electric-motor bit of a hybrid setup nearly redundant.
In a hybrid, you want the 2 elements of the powertrain to be complementary, not operating simultaneously. The other issue is that diesels have heavier engine internals and are less tolerant of the inconsistent duty cycle that is inherent to a hybrid. All that on/off operation isn’t great for diesel engine efficiency.
Experienced diesel bakkie and SUV owners know that these engines run best when they are at a very constant throttle and speed. An issue with diesels in hybrid systems is the durability risk. Modern diesels have many emissions-control components, which can become problematic. The diesel particulate filters and exhaust gas recirculation systems need high temperatures to function properly and to burn off carbon and other particulates.
When diesel engines run start/stop, they are at risk of more carbon and particulate matter buildup, with very expensive maintenance and repair costs. Why? Because of the interrupted duty cycle of being part of a hybrid system, the diesel engine doesn’t run consistently hot enough for all its emissions systems to function.
Petrol engines are just inherently less risky in the hybrid duty cycle. And cheaper to maintain, in the long term, as part of a hybrid system. Petrol engines also have much less vibration, especially at start-up, low speeds, and during acceleration than diesel engines.
The Chery diesel hybrid
Chery’s PHEV turbodiesel. Is this the Chinese hybrid that changes everything in the bakkie market?
If diesel hybrids aren’t a great idea, and nobody really makes them, why is Chery choosing to be an outlier? Because being first to market with a diesel PHEV will give it huge brand standing in the bakkie market. And it promises a huge range – in excess of 1 000 km – with ease of refuelling in rural areas, where diesel is always available but petrol is not.
Sourcing the best automotive-grade battery is a given because Chery will use a Chinese-made battery pack for the KP31, so the electric portion of the hybrid powertrain will be excellent.
But what about that 2.5-litre turbodiesel Chery’s developed? Theoretically, the ideal engine for a South African-market bakkie is still a pure turbodiesel, not a hybrid. The Toyota Hilux is the measure of everything in the South African bakkie market, and yes, technically it does offer a “hybrid” option. But those Hilux 2.8-litre turbodiesel “hybrids” are compliance hybrids, with a 48 V integrated starter motor that does very little to drive the bakkie.
The form factor of an electric drive unit under the front or rear axle can become a ground clearance issue…
Chinese brands, especially those in the Chery brand stable, have dominated the surge in demand for PHEVs in the local crossover-SUV market. But South African bakkie buyers seem disinterested in transitioning from diesel to hybrid bakkie powertrains.
GWM’s big hybrid bakkies and the BYD Shark are halo models, but both have been criticised for their limited range and true all-terrain ability in South African conditions.
Demand for these petrol-hybrid bakkies from GWM and BYD has been low, while demand for traditional turbodiesel brands’ double-cabs, priced in the same segment as the P500 and Shark, remains very strong. The fact that Hilux and Ranger turbodiesel sales have not been impacted by the P500 and Shark is evidence of how traditional South African bakkie buyers still are, even at the R1-million price point in the lifestyle bakkie market.
We don’t yet know the output numbers of Chery’s KP31 engine but there is an official thermodynamic claim of 47% efficiency. How good is that? Well, an AMG One has a thermal efficiency rating of only 40%. Perhaps even more importantly for the KP31 is the 30% reduction in noise and vibration compared to other diesel engines in the market.
Can Chery solve diesel hybrid issues?
Those 6-stud wheels suggest the KP31 will be a lot more off-road capable than P500 or BYD’s Shark.
The main issues with a diesel hybrid – the fact that all the best diesel benefits overlap with those of the electric motor, thereby reducing the overall benefit of the system – seem difficult to solve. What could Chery’s engineering innovation breakthrough be to make hybrid power and diesel engines work?
Could Chery’s engineers somehow keep the engine at an operating temperature that is ideal for diesel engine health, especially the emissions treatment systems, while it’s coasting and syncing with the battery pack and electric motor? That kind of duty-cycle frequency management appears complicated and costly. Still, Chinese engineers have done amazing things in the hybrid and EV powertrain space over the last decade, so there’s every possibility that they will surprise the market with the KP31’s powertrain integration.
On some of its pure ICE vehicles, Chery’s low-speed throttle calibration lacks refinement. But on the hybrids, Chery’s engineers are masters of integration and software control. However, with most turbodiesels operating best between 1 500 and 2 800 rpm, it’s difficult to imagine what the KP31’s diesel engine will be doing at low speed in city traffic. Or, even more problematically, when driving on challenging, steep terrain off-road.
If Chery has solved the pairing and integration issue of a turbodiesel hybrid, it could be the biggest thing in bakkie powertrains since common-rail diesel injection.
