The new Nissan Gravite has been teased in India – and, yes, it will be based on Renault’s Triber. Here’s what we know about this 7-seater MPV so far…
Nissan has named its Triber twin the “Gravite”
7-seater MPV to be fully revealed in early 2026
No plans to launch in South Africa “at this point”
It’s official: “Nissan Gravite” is the name that will be worn by the brand’s upcoming MPV. As you might have already guessed, this freshly teased 7-seater – which will be built in India – will be based squarely on the Renault Triber.
The new 3-row Gravite and the (likewise not-yet-revealed) Duster-based Tekton will slot into Nissan’s line-up above the strong-selling Magnite in 2026. In addition, a new 7-seater model described by Nissan as a “C-SUV” (and surely based on Renault’s upcoming Bigster) is due to launch in 2027.
A teaser image shows the Gravite nameplate.
Under the Renault-Nissan-Mitsubishi Alliance, the new Gravite – which will be produced in Oragadam near Chennai alongside the Magnite, Triber and Kiger – will be a badge-engineered version of the Triber and thus share its CMF-A platform. Like its donor car, it will measure under 4 000 mm long.
Based on these latest teaser images, the new Gravite will feature the same sculpted bonnet as the facelifted Triber, though with “Gravite” lettering along the leading edge. In addition, the Nissan version will seemingly feature a unique front lighting signature as well as distinct front- and rear-bumper designs.
A glimpse at the Triber-based Gravite’s rear.
According to Nissan’s Indian division, the new Gravite will be fully revealed at some point in January 2026, before hitting showrooms across the world’s most populous nation by March 2026. Interestingly, Nissan South Africa says there are no plans “at this point” to launch the newcomer in Mzansi.
For the record, Nissan Motor Corporation filed to trademark the “Gravite” nameplate in South Africa in May 2024, though it has yet to be officially registered. The Japanese automaker applied to reserve the very same nameplate in India back in November 2023. Nissan says the name “draws inspiration from the word ‘gravity’, signifying balance, inherent stability and powerful attraction”.
Renault’s refreshed Triber arrived in SA in October 2025.
As a reminder, Renault SA launched the facelifted Triber locally in October 2025, trimming the range to 5 derivatives and sharpening the pricing. The naturally aspirated 1.0-litre, 3-cylinder petrol engine (as well as the 5-speed manual gearbox and 5-speed automated manual transmission) carried over, still delivering 52 kW and 96 Nm to the front axle.
Frequently Asked Questions (FAQ) About the Nissan Gravite
Q: What is the Nissan Gravite and what car is it based on?
A: The Nissan Gravite is an upcoming 7-seater MPV that is based on the Renault Triber. Built under the Renault-Nissan-Mitsubishi Alliance on the CMF-A platform, it is a badge-engineered version of the Triber and measures under 4 000 mm in length.
Q: When is the Nissan Gravite expected to be revealed?
A: The Nissan Gravite is scheduled to be fully revealed in early 2026, before officially hitting the market in India by March 2026.
Q: What are the expected engine specifications for the Nissan Gravite?
A: While specifications are yet to be confirmed, the Gravite is expected to use the same 1.0-litre, 3-cylinder petrol engine found in the Renault Triber. This engine produces 52 kW and 96 Nm of torque, and will likely be paired with either a 5-speed manual gearbox or a 5-speed automated manual transmission.
Exactly how much is the LDV T60 rated to carry? Let’s examine the payload capacity of each of the 7 double-cab derivatives in the Chinese-backed brand’s T60 line-up…
Are you considering an LDV T60 but aren’t quite sure if this double-cab bakkie will meet your load-carrying needs? Well, we’ve sorted through the specification lists to identify which derivatives are rated to carry the most weight and which ones are saddled with the lowest payload.
To refresh your memory, the T60 range of double-cab bakkies from LDV – a wholly owned subsidiary of China’s SAIC Motor – officially touched down in South Africa in May 2024. The company has also since launched the Terron 9 bakkie and the D90 SUV.
Though the local T60 line-up comprised 10 derivatives at launch, it’s since been pared back to 7 variants. In Mzansi, LDV currently offers the T60 with a choice of 2 turbodiesel engines, 3 transmissions and 4 trim levels.
LDV T60 double cabs: payload capacities
The 2 derivatives in the LDV T60 portfolio that are rated to carry the most are the base Elite versions, both featuring a 6-speed manual gearbox. The 4×2 and 4×4 iterations have a listed load capacity of 935 kg (though braked towing capacity is 2 500 kg and 3 000 kg, respectively).
Interestingly, the high-spec T60 2.0D Bi-Turbo Max Pro 4×4 – which benefits from a more powerful engine and an 8-speed automatic transmission – is next with a listed payload of 925 kg.
T60 DOUBLE-CAB DERIVATIVE
PAYLOAD CAPACITY
LDV T60 2.0TD Elite 6MT 4×2
935 kg
LDV T60 2.0TD Elite 6MT 4×4
935 kg
LDV T60 2.0D Bi-Turbo Max Pro 8AT 4×4
925 kg
LDV T60 2.0TD Elite 6AT 4×2
923 kg
LDV T60 2.0TD Elite 6AT 4×4
923 kg
LDV T60 2.0TD Pro 8AT 4×4
750 kg
LDV T60 2.0D Bi-Turbo Max Luxe 8AT 4×4
750 kg
Then come the Elite variants fitted with a 6-speed automatic transmission. Both the 4×2 and the 4×4 derivatives are rated to carry up to 923 kg, according to LDV. That leaves the mid-spec 2.0TD Pro 8AT 4×4 and the flagship 2.0D Bi-Turbo Max Luxe 8AT 4×4, which share the lowest payload at 750 kg.
LDV T60 double cabs: engines & transmissions
Here’s a quick refresher on the engines and transmission available for the T60. In South Africa, the Elite derivatives employ a 2.0-litre turbodiesel engine generating 120 kW and 375 Nm. Buyers have a choice of 4×2 and 4×4 configurations, each available with either a 6-speed manual gearbox or a 6-speed auto.
This engine is also offered in the Pro grade, though exclusively with an 8-speed automatic cog-swapper. The final 2 derivatives (Max Pro and Max Luxe) upgrade to a 2.0-litre bi-turbodiesel powerplant that churns out 160 kW and 500 Nm. These ship standard in 4×4 guise with an 8-speed automatic transmission.
Q: Which LDV T60 models have the highest payload capacity?
A: The LDV T60 Elite 6-speed manual derivatives (both 4×2 and 4×4) offer the highest payload capacity in the range, rated to carry up to 935 kg. The high-output Bi-Turbo Max Pro 4×4 follows closely with a capacity of 925 kg.
Q: What is the towing capacity of the LDV T60 compared to its rivals?
A: The LDV T60 has a maximum braked towing capacity of 3 000 kg on certain models. This is slightly lower than the 3 500 kg industry norm established by many of its double-cab competitors in South Africa.
Q: What are the engine specifications for the top-of-the-range T60 Max models?
A: The T60 Max Pro and Max Luxe derivatives are powered by a 2.0-litre bi-turbodiesel engine that produces 160 kW and 500 Nm. These models come standard with an 8-speed automatic transmission and a 4×4 drivetrain.
Nissan to beef up Nismo range (but ‘no confirmed plans’ for SA)
Nissan will beef up its Nismo line-up, while also expanding “market availability” of these performance vehicles. But there are “no confirmed plans” for SA for now…
Nismo to expand portfolio and enter new markets
“No confirmed plans” for South Africa “at this stage”
New Nismo concept model to debut in January 2026
Nissan has announced plans to double the size of its Nismo performance line-up as part of its broader recovery plan, while also committing to expanding the “market availability” of such models. So, will South Africa be included in this expansion?
Well, while Nissan SA didn’t completely shut the door on the idea, it did tell Cars.co.za that “there are no confirmed plans at this stage to introduce additional Nismo models into the South African market”.
The Japanese-market Fairlady Z in Nismo trim.
“We continue to regularly evaluate our product line-up and assess opportunities that are relevant and suitable for our local customers, and will share updates should there be any developments in future,” the company’s local division added.
Though it’s not yet clear which global vehicles are next in line to gain Nismo upgrades, the Japanese firm confirmed it would reveal a “special Nismo concept model” at the Tokyo Auto Salon 2026 in January next year.
A teaser of the Nismo concept set to debut in January 2026.
“Continuing the success of the Nismo car line-up, Nissan aims to double the number of cars available globally, from 5 to 10. Nissan also plans to expand market availability of Nismo cars,” the company said in an international statement.
Nissan added that it “aims to increase annual shipment volumes” of Nismo products from approximately 100 000 units to 150 000 units by 2028, with overseas sales as a percentage set to rise from approximately 40% to 60%.
In some markets, Nissan offers the X-Trail in Nismo guise.
“In pursuit of added customer value, Nissan will actively consider collaborations with external partners to expand its Nismo car line-up business,” the firm said. For the record, Nissan currently partners with Premcar to build the flagship Warrior version of the D23-series Navara.
In various overseas markets, Nissan currently offers Nismo versions of the Z sportscar and Y63-series Patrol SUV, as well as Nismo-badged variants of the X-Trail, Ariya and Note. The upcoming global expansion of this line-up could potentially see Nismo positioned to battle Toyota’s Gazoo Racing (GR) division.
Frequently Asked Questions (FAQ) About Nissan Nismo Expansion
Q: What are Nissan’s global expansion plans for the Nismo performance brand?
A: Nissan aims to double its global Nismo line-up from 5 to 10 models by 2028. The company also plans to increase annual shipment volumes from 100 000 to 150 000 units, with overseas sales expected to account for 60 percent of that volume, up from the current 40 percent.
Q: Will new Nismo models be launched in South Africa soon?
A: While Nissan is expanding market availability globally, Nissan South Africa has stated there are no confirmed plans at this stage to introduce additional Nismo models locally. However, the company continues to evaluate the market for future opportunities.
Q: What new Nismo vehicles can enthusiasts expect to see in the near future?
A: Nissan has confirmed it will reveal a special Nismo concept model at the Tokyo Auto Salon 2026 in January. Globally, the current Nismo portfolio includes the Z sportscar, Patrol SUV, Ariya, X-Trail and Note.
The arrival of the Geely E5 and E5 EM-i marks a significant moment for the South African automotive landscape, signalling a new era of intelligent and accessible electric mobility.
PARTNERED CONTENT
This dynamic SUV duo embodies Geely‘s global vision to create a sustainable future through refined, high-tech and safe vehicles. Designed from the ground up to meet the specific needs of South African families and professionals, the E5 range promises sustainable options without compromising on quality, performance or world-class safety.
Electrified excellence: Introducing the Geely E5
The all-electric Geely E5 is built on the advanced GEA Global New Energy Architecture, which allows for the spaciousness of a larger SUV within a compact, efficient form.
Locally available in Aspire and Apex variants, the E5 features a modern, confident exterior and generous dimensions translating into a spacious interior, ensuring comfort for the whole family. The boot offers a versatile 461 litres of standard capacity, which expands to a substantial 1 877 litres for weekend adventures
World-class performance & range: the Geely E5
At the core of the E5 is an advanced next-generation battery system and an integrated 11-in-1 electric drive unit consolidating multiple components into a single, compact system that improves efficiency, performance and cost. This system delivers exceptional refinement and long-range capability.
Range: The 60.22 kWh battery pack provides the Aspire variant with an impressive 430 km WLTP combined range, while the Apex achieves 410 km.
Power: Peak outputs stand at 160 kW and 320 Nm of instantaneous torque, ensuring strong and consistent acceleration.
Charging: Convenience is key, with ultra-fast charging support, allowing a 30-80% top-up in just 20 minutes if using a rapid 160 kW charger. Actual charging times vary, of course, based on the age of the battery, ambient temperature and so on.
The E5 also offers practical capabilities such as V2L (Vehicle-to-Load, which allows you to power external electric devices) and V2V (Vehicle-to-Vehicle, effectively allowing cars to communicate with one another and share driving data for smoother progress).
The E5’s dynamic performance, including a top speed of 175 km/h, positions it among the segment’s top performers. Every E5 purchase includes a complimentary wallbox charger.
Geely’s currently offering an impressive finance deal on the new E5. Get one from just R9 660 per month, structured over 72 months, with 0% deposit and a 40% balloon.
The plug-in hybrid hero: Geely E5 EM-i
The Geely E5 EM-i is the brand’s second launch model. It introduces Geely’s advanced EM-i (E-Motive Intelligence) plug-in hybrid system to the South African market. This PHEV is engineered for a seamless blend of electric smoothness and petrol confidence, offering drivers freedom and range assurance.
Effortless hybrid power
The E5 EM-i is powered by an advanced hybrid powertrain featuring a 1.5-litre naturally aspirated petrol engine (73 kW and 125 Nm) coupled with a sophisticated electric drive unit, which contributes 160 kW and 262 Nm.
Exceptional range: The 18.4 kWh lithium-iron phosphate (LFP) battery helps achieve a total driving range of 943 km. Drivers can adapt the system to their specific driving needs by choosing between various modes, including Pure (full electric), Hybrid (intelligent balancing), and Power (peak performance) modes.
Flexibility and value: With an entry price of R599 999 for the Aspire variant, the E5 EM-i offers exceptional value in the rapidly growing hybrid SUV segment. Both AC (6.6 kW) and DC charging (30 kW) are supported, allowing a 30-80% charge in as little as 20 minutes.
Like the E5, every E5 EM-i purchase includes a complementary wallbox charger.
Likewise on the E5 EM-i, Geely’s offering exciting finance deals. Get one on a guaranteed future value for peace of mind from R7 998 per month.
Global design, local appeal
The global design language seen on the Geely E5 range emphasises purity and minimalism. Sleek body lines and surfaces give the vehicle a dynamic elegance. Similarly, the interior prioritises both a visual and tactile experience, with premium materials used throughout and easy convenience a key priority.
This design excellence has been globally recognised with prestigious honours, including the German Red Dot Design Award and the American IDA International Design Gold Award.
A new benchmark in space & comfort
The E5 and E5 EM-i set a new benchmark for intelligent cabin design. The GEA platform enables class-leading space. Passengers in the rear enjoy generous headroom and an impressive (large-SUV-rivalling) 1 005 mm of second-row legroom.
Intelligent storage: The cabin boasts an unparalleled 33 interior storage spaces, including a clever hidden-bridge structure in the armrest box and a 51-litre hidden boot compartment for wet items.
Luxury comfort: Comfort reaches premium standards with rear passengers benefiting from adjustable backrest angles, which can set up in a relaxing reclined position. The front seats in the Apex variant feature both ventilation and massage functions, with a fully motorised passenger leg rest for extended journeys.
Next-generation intelligent cabin technology
The Geely E5 range is defined by its cutting-edge digital driving environment.
Multi-screen ecosystem: The cockpit features a 15.4-inch HD central touchscreen, a 10.2-inch LCD instrument cluster, and a commanding 13.8-inch Head-Up Display (on the Apex variant). These displays form a cohesive ecosystem, delivering critical information with clarity and ease.
Flyme Sound: The self-developed Flyme Sound Boundaryless Audio System offers a theatre-grade surround effect through a dedicated 1 000 W amplifier and 16 meticulously tuned speakers, including class-exclusive headrest speakers on the Apex.
World-class safety
Safety is a core pillar for Geely, and the E5 is the first Geely model to secure dual 5-star safety ratings from both Euro NCAP and ANCAP.
Structural integrity: The E5’s intelligent safety architecture is engineered to surpass demanding global benchmarks, successfully enduring severe testing scenarios, including the 50 km/h frontal centre-pole crash test.
Intelligent assistance: The GEA platform provides L2-level intelligent driving assistance through a seamless suite of ADAS technologies. Core systems such as Automatic Emergency Braking (AEB), Adaptive Cruise Control (ACC), and Lane Keeping Assist (LKA) work in unison to provide all-scenario protection for the South African driver.
Geely Care+: Commitment to the South African market
Every E5 and E5 EM-i is supported by the comprehensive Geely Care+ aftersales promise, reflecting a long-term commitment to customer satisfaction.
Coverage
E5 (BEV)
E5 EM-i (PHEV)
Vehicle warranty
6 years/150 000 km
6 years/150 000 km
Battery warranty
8 years/200 000 km
8 years/200 000 km
Service plan
6 year/120 000 km
5 years/75 000 km
Roadside assistance
5 years/unlimited km
5 years/unlimited km
The arrival of the Geely E5 and E5 EM-i establishes a formidable new presence in the intelligent electric-vehicle segment in South Africa, offering a blend of technology, safety, space and design excellence.
For full specifications and pricing, visit Geely Auto South Africa’s official website at geelyauto.co.za or connect with your nearest authorised dealer.
Renault Duster (2018-2025) Buyer’s Guide
Lack of a turbodiesel option putting you off the new Renault Duster? You may want to consider a used 2nd-gen version of the brand’s rugged compact family vehicle instead…
The original Renault Duster was an absolute hit. Affordable, spacious and not at all shy to get its boots dirty, this Dacia-built compact family vehicle was the epitome of honest motoring – even if that made it a little too rough around the edges for some tastes.
The 2nd-generation Duster stuck resolutely to its forebear’s winning formula, riding on a revised version of that model’s B0 platform and again employing the ubiquitous 1.5 dCi turbodiesel motor. However, it also upgraded to slightly smarter exterior styling and higher-quality interior materials, all while remaining excellent value for money.
The 2nd-gen Duster rode on an updated version of the original model’s platform.
With the diesel-powered derivatives having developed a particularly loyal following in South Africa, it’s perhaps a pity the new 3rd-gen Renault Duster is available exclusively in turbopetrol guise. Still, since there are plenty of oil-burning Mk2 examples on the used market, we thought it pertinent to take a closer look.
For the record, the budget-friendly Duster was conceived by Renault’s Romanian subsidiary, Dacia. All SA-spec versions of the 2nd-gen model were built at Dacia’s Mioveni factory in Romania (as a reminder, early examples of the 1st-gen model were imported from India).
Renault Duster model line-up in South Africa
The Prestige derivative topped the range at launch.
The 2nd-gen Duster was revealed (wearing a Dacia badge) in late-August 2017, before making its world premiere at the Frankfurt Motor Show the following month. By November of that year, the Renault-badged version had broken cover, set apart chiefly by its brand-specific grille (and, of course, logo).
The HM-series Duster officially hit the market in South Africa at the start of October 2018, with the local line-up comprising 4 front-wheel-drive derivatives spanning 3 trim levels.
At launch, the local Duster line-up comprised 4 derivatives.
Buyers had the option of a naturally aspirated 1.6-litre (16 V) petrol engine or the Renault Group’s familiar 1.5-litre turbodiesel motor. The latter mill was offered in 2 states of tune and was available with either a 5-speed manual gearbox or a 6-speed EDC dual-clutch transmission.
Duster 1.6 Expression 5MT (84 kW/156 Nm)
Duster 1.5 dCi Dynamique 5MT (66 kW/210 Nm)
Duster 1.5 dCi Dynamique EDC (80 kW/250 Nm)
Duster 1.5 dCi Prestige EDC (80 kW/250 Nm)
At launch, the Duster did without Apple CarPlay and Android Auto. However, from what we understand, Renault SA quietly rolled out this smartphone-connectivity feature to the mid-tier Dynamique and top-spec Prestige grades (both of which employed a 7-inch infotainment system) early in 2019.
The 4WD variant touched down in March 2019.
In March 2019, the 4WD version of the Duster made local landfall, offered exclusively in 6-speed manual guise and featuring the Dynamique trim level as standard. While the 1.5 dCi engine’s maximum power was again 80 kW, the all-paw version’s peak torque increased slightly to 260 Nm.
It wasn’t long before Renault SA tweaked its Duster portfolio yet again. In July 2019, a pair of TechRoad variants arrived, effectively supplanting the front-wheel-drive Dynamique derivatives. The TechRoad grade was distinguished by special badging and red accents, inside and out, and also gained some kit (including a reverse-view camera and 17-inch alloy wheels) previously reserved for the flagship Prestige derivative.
Duster 1.6 Expression 5MT (84 kW/156 Nm)
Duster 1.5 dCi TechRoad 5MT (66 kW/210 Nm)
Duster 1.5 dCi TechRoad EDC (80 kW/250 Nm)
Duster 1.5 dCi Dynamique 6MT 4WD (80 kW/260 Nm)
Duster 1.5 dCi Prestige EDC (80 kW/250 Nm)
The TechRoad switched from red to blue accents in August 2020, as well as gaining this new Iron Blue paint option.
A little over a year later (August 2020), the Boulogne-Billancourt-based automaker’s local division subtly updated its TechRoad variants, essentially switching from red to blue accents and adding a fresh “Iron Blue” paint colour to the mix.
The final update to the HM-series Duster range came in November 2021, when the mildly facelifted model touched down. Mechanically, the so-called “Phase 2” version of the budget SUV was unchanged, though Renault SA opted to drop the single (low-spec) petrol derivative at this point, thus pruning the range to 4 diesel variants.
The mildly facelifted Duster arrived late in 2021.
Inside, all derivatives upgraded to a new, “semi-floating” 8-inch touchscreen. Furthermore, the Duster’s trim-naming strategy was revised, with “Zen” replacing both the Dynamique and TechRoad grades, while “Intens” took over from Prestige at the very top of the portfolio.
Duster 1.5 dCi Zen 5MT (66 kW/210 Nm)
Duster 1.5 dCi Zen EDC (80 kW/250 Nm)
Duster 1.5 dCi Zen 6MT 4WD (80 kW/260 Nm)
Duster 1.5 dCi Intens EDC (80 kW/250 Nm)
The 3rd-generation Renault Duster arrived in South Africa in March 2025, though local registrations of the outgoing model had tapered into single figures as early as August 2024. We’d estimate approximately 10 000 units of the HM-series model were sold locally, compared with about 15 000 examples of the original.
What are the Renault Duster’s strengths?
The turbodiesel engine had the potential for impressive fuel economy.
Frugal turbodiesel engine: The long-serving 1.5 dCi engine was arguably one of the Duster’s defining features (remember, the petrol alternative wasn’t very popular locally and fell away at the facelift). This “K9K” 4-cylinder engine was lauded for its fuel efficiency, with the front-driven EDC-equipped version sipping at a claimed 4.8 L/100 km.
That translated to a theoretical range of 1 042 km from the standard 50-litre fuel tank. The 66 kW manual version wasn’t far behind with a claimed figure of 5.1 L/100 km, while even the 4WD iteration was rated to use just 5.2 L/100 km. All 3 versions of the 1 461 cc motor generated peak power at 4 000 r/min and maximum torque at just 1 750 r/min. Braked towing capacity came in at 1 500 kg in each instance.
The 1.5 dCi motors carried over to the facelifted model.
Of course, this oil-burning engine was by no means perfect. Working with a narrow torque band, for instance, meant the 1.5 dCi both exhibited some turbo lag low down and lacked a little oomph at higher engine speeds. But these were minor complaints about an otherwise highly capable powertrain that was perfectly suited to the Duster’s persona.
Available in 4WD: Unlike most family vehicles of a similar size and price, the Duster was available in part-time 4-wheel-drive (4WD) form. Although it certainly wouldn’t have been considered a “pukka 4×4” in enthusiast circles, the all-paw Duster was surprisingly capable off the beaten track.
The Duster could be specified with part-time 4WD.
It benefitted from 210 mm of ground clearance, while Renault claimed the Duster’s 30-degree approach- and 34-degree departure angles were “best in class”. The 4WD derivative furthermore came with hill-descent control, a “MultiView” camera system, a 4×4 monitor and a transmission mode selector.
Interestingly, while the front-driven variants used a basic torsion-beam rear suspension set-up, the 4WD derivative upgraded to a more sophisticated multi-arm arrangement. In addition, since it lacked a low-range transfer case, the 6-speed manual ‘box – there was no option to pair an automatic with 4WD – had a particularly short-ratio 1st gear.
Plenty of packing space.
Interior space and practicality: Though the 2nd-gen Duster was a similar size to the original, it nevertheless boasted impressive levels of interior room. With the spare wheel stowed underneath the vehicle’s body, the luggage compartment was downright capacious (Renault SA listed a figure of 478 litres), while rear passengers scored a modicum more legroom than before.
There was also a palpable improvement in interior material quality. Although still largely utilitarian – with hard plastics dominating, as was to be expected at this price point – the HM-series Duster’s cabin gained some pleasing design touches. For instance, derivatives fitted with automatic air-conditioning featured classy ventilation controls complete with integrated digital displays.
Room for rear passengers was generous for the class.
The French automaker also implemented some ergonomic improvements, including shifting the touchscreen up the fascia (the original’s display was mounted frustratingly low, making it difficult to read or indeed operate when on the move). Unfortunately, however, the cruise-control buttons were again awkwardly sited on the transmission tunnel.
What are the Renault Duster’s weaknesses?
Airbags for front passengers only: While the base Expression variant shipped standard with dual front airbags and all other derivatives furthermore gained front side airbags, there was unfortunately no airbag coverage for the rear passengers. A curious decision for a family vehicle, though one we suspect was largely driven by cost.
The HM-series Duster’s crash-test ratings were a mixed bag.
For the record, the Dacia Duster scored a middling 3 stars in its Euro NCAP test back in 2017. In 2019, a dual-airbag (Renault-badged) version was handed 4 stars by Latin NCAP, before this rating was downgraded to zero stars in 2021, with the 2nd tested vehicle showing “unstable structure performance and a fuel leakage” in the front-impact test.
However, it’s not clear where the unit tested in 2021 was built as the official Latin NCAP report simply lists it as “made in Brazil and Romania”. All SA-spec derivatives did, at least, also come standard with electronic stability control and ABS with EBD.
The dual-clutch transmission sometimes felt indecisive.
Sometimes indecisive EDC: As we pointed out in our comprehensive 2018 review of the Duster 1.5 dCi Prestige EDC, this variant’s 6-speed dual-clutch transmission sometimes felt somewhat hesitant, rendering the Duster a little flat-footed in certain driving scenarios. Still, provided you’re not in a hurry, it generally provided well-timed shifts and was certainly an improvement over the 1st-gen’s comparatively clunky dual-clutch cog-swapper.
Miscellaneous potential issues: So, what should you look out for when shopping for a used example? Well, as we advise when considering the purchase of any 2nd-hand off-road-capable vehicle, be sure to carefully examine the underbody for signs of damage.
Check for underbody damage.
It’s also worth keeping in mind that we’ve heard of a few instances of turbo failures on the 1.5 dCi engine, while clogged diesel particulate filters (DPFs) are by no means uncommon.
A clip attaching a hose (running from the intercooler) to the throttle body is also known to fail prematurely, a problem that was seemingly inherited from 1st-gen models. Finally, remember the oil-burning engine requires a cambelt change at intervals of 4 years or 90 000 km.
How much is a used Renault Duster in SA?
Around a 5th of listed HM-series Dusters were TechRoad derivatives.
Throughout its stint on the local market, the 2nd-gen Renault Duster featured a 5-year/150 000 km mechanical warranty, a 6-year anti-corrosion warranty and a 3-year/45 000 km service plan (the latter with intervals of 15 000 km). When shopping for a used model, check for evidence of routine maintenance and favour vehicles with a full service history.
Of the 2nd-gen Renault Duster units listed on Cars.co.za at the time of writing, approximately 93% used a turbodiesel engine. Perhaps surprisingly, the manual gearbox was more prevalent than the automatic transmission, accounting for around 54%, while just 13% featured 4WD.
EDC-equipped examples accounted for more than half of all listed units.
Predictably, Dynamique was the most popular grade on 33%, followed by Prestige and TechRoad, each on 20%. Next came the facelift range’s Zen (16%) and Intens (7%) trim levels, with the base Expression making up the difference.
The most prevalent model years were 2019 and 2021, each representing nearly a quarter of total listings. The highest indicated mileage we saw was 198 920 km, a figure achieved by a 2022 Duster 1.5 dCi Zen.
Below R200 000: At the time of writing, most units listed below R200 000 were from the opening 2 model years. This was also where we found the few petrol derivatives available, along with – somewhat unexpectedly – a handful of 4WD examples.
From R200 000 to R250 000: About 35% of listings were positioned between these pricing bookends. Shopping towards the upper end of this bracket would comfortably get you into a pre-facelift example with your preferred powertrain.
From R250 000 to R300 000: Graduating to this pricing bracket freed up a further 34% of 2nd-gen Duster listings. Here we discovered a mix of low-mileage pre-facelift models and refreshed examples, with most units showing well under 100 000 km on their respective odometers.
R300 000 and up: A budget upwards of R300 000 unlocked access to more facelifted models, many with under 50 000 km on the clock. The most expensive 2nd-gen Duster we found was a 2022 Duster 1.5 dCi Zen EDC (having covered 28 700 km) for R347 990. For the record, the 4-strong Duster’s pricing ran from R397 999 to R465 999 before it was discontinued.
Which Renault Duster derivative should I buy?
The facelift included this larger touchscreen.
So, which is our pick of the range? Well, that depends on your requirements. Still, we’d swiftly rule out the seldom-spotted 1.6-litre petrol derivative and instead turn our attention to the 1.5 dCi in its various iterations. Motorists who regularly head off the beaten track would, of course, be best served by the 4WD variant. And that’s probably the model we most appreciate.
However, for those who stick to tarmac (with perhaps some occasional gravel travel thrown into the mix), the front-wheel-drive derivatives likely make more sense. Remember the base 1.5 dCi made do with just 66 kW and a 5-speed manual gearbox, so the full 80 kW tune was limited to the EDC-equipped variants (and, of course, the aforementioned 4WD).
The TechRoad featured red (and later blue) accents inside.
That leaves us with the 1.5 dCi Dynamique/TechRoad EDC and 1.5 dCi Prestige EDC in pre-facelift form, and the 1.5 dCi Zen EDC and 1.5 dCi Intens EDC in refreshed guise. We’d argue the mid-tier TechRoad likely offered the strongest value of the bunch, pinching some features from the flagship Prestige grade.
Is the Renault Duster a smart used purchase?
Most rivals were available only in petrol flavour.
Identifying direct rivals to the Renault Duster was no easy task, particularly since most similarly sized models were exclusively petrol powered. However, potential buyers keen on turbodiesel oomph might also have considered the B515-series Ford EcoSport as well as the Kia Seltos and 1st- and 2nd-gen Hyundai Creta (though note that only the pre-facelift version was offered in oil-burning guise).
The LY-series Suzuki Vitara made for an interesting petrol-driven alternative, while those in the market for a 4×4 would likely have had the 4th-gen Suzuki Jimny on their lists as well. The latter model, of course, was more capable off-road (set apart by its low-range transfer case and ladder-frame chassis), though couldn’t hold a candle to the Duster when it came to ride quality and highway-cruising ability.
Still unapologetically simple.
In the end, the HM-series Renault Duster had all the honest, rugged appeal of the original but with a dash of extra refinement, a more modern interior and a sharper exterior design. Still, it remained unapologetically simple, offering the sort of back-to-basics motoring experience that made the Duster nameplate so very popular.
So, with the recently launched 3rd-generation Renault Duster no longer available in turbodiesel form, a neat example from the 2nd generation looks all the more tempting…
Suzuki Dzire vs Honda Amaze: small sedans compared
What are the main differences between the Suzuki Dzire and Honda Amaze? Let’s see exactly what separates these Indian-built small sedans on paper.
The Suzuki Dzire and Honda Amaze are both small sedans built in India. They’re both popular with ride-hailing services and both entered a new generation here in South Africa towards the middle of 2025. So, what are the main differences between these diminutive sedans?
Below, we’ll compare the key attributes of the Dzire and Amaze, including overall dimensions, luggage space, powertrains, safety features and, of course, warranty and pricing details. What we won’t do here is a deep dive on standard equipment – we’d encourage you to head over to our handy comparison tool should you wish to explore that topic further.
Dimensions & boot space
The Amaze features a slightly larger boot.
While the Dzire and Amaze both measure exactly 3 995 mm from nose to tail, it’s the Suzuki sedan that stands ever-so-slightly wider and taller. However, the Amaze hits back with a 20 mm longer wheelbase, which arguably translates to a marginally roomier cabin. And it has a 38-litre more generous luggage compartment, too.
Suzuki Dzire
Honda Amaze
Length
3 995 mm
3 995 mm
Width
1 735 mm
1 733 mm
Height
1 525 mm
1 500 mm
Wheelbase
2 450 mm
2 470 mm
Ground clearance
145 mm
138 mm
Luggage capacity
378 litres
416 litres
Interestingly, the Dzire rides on 14-inch steel wheels (wrapped in 165/80 R14 tyres) or 15-inch alloys (shod with 185/65 R15 rubber), depending on the derivative, while offering 145 mm of ground clearance. All Amaze variants feature 15-inch alloy rims, 185/60 R15 tyres and 138 mm of ground clearance.
Engines & transmissions
While the Dzire uses a 3-cylinder motor, the Amaze has a 4-pot.
Despite both engines displacing 1.2 litres, there’s a key difference between these powerplants: the cylinder count. Yes, the Dzire’s unit is a 3-pot, while the Amaze motor features 4 cylinders. The latter offers marginally more power, but the former makes slightly more torque.
Suzuki Dzire
Honda Amaze
Engine
1.2-litre, 3-cylinder petrol
1.2-litre, 4-cylinder petrol
Power
60 kW @ 5 700 r/min
66 kW @ 6 000 r/min
Torque
112 Nm @ 4 300 r/min
110 Nm @ 4 800 r/min
Transmission
5-speed manual or CVT
5-speed manual or CVT
Fuel consumption
4.4 L/100 km (4.5 for CVT)
5.5 L/100 km
It’s also worth noting the Amaze’s engine generates its peak figures somewhat higher in the rev range. It has a higher fuel-economy claim, too. For the record, both small sedans are available with either a 5-speed manual gearbox or a continuously variable transmission (CVT).
Basic safety features
The Dzire switched from beige to black seats in November 2025.
We’re pleased to report all derivatives across the Dzire and Amaze line-ups ship standard with ABS (with EBD), stability control and ISOfix child-seat anchors. Suzuki should be commended for including 6 airbags as standard. Honda offers a full complement of airbags only for the Comfort grade, with the base Trend specification making do with 2.
Suzuki Dzire
Honda Amaze
ABS with EBD
Yes, all derivatives
Yes, all derivatives
Stability control
Yes, all derivatives
Yes, all derivatives
Airbags
6, all derviatives
2 for Trend; 6 for Comfort
ISOfix child-seat anchors
Yes, outer rear
Yes, outer rear
For the record, the current Suzuki Dzire was awarded a 5-star adult-occupant safety rating and a 4-star child-occupant rating by Global NCAP in November 2024, before scoring 5 stars in each category in India’s Bharat NCAP assessment. The latest Honda Amaze, meanwhile, was granted 5 stars for adult-occupant protection and 4 stars for child-occupant protection by Bharat NCAP (but hasn’t been tested by Global NCAP).
Pricing, warranty & service plan
Price-wise, the Dzire is positioned lower than the Amaze.
Though the Dzire and Amaze are similar in several ways, they’ve intriguingly been positioned somewhat differently in South Africa. The Suzuki, for instance, is more affordable, but the Honda counters with some additional equipment.
Suzuki Dzire
Honda Amaze
Entry-level price
GA MT: R229 900
Trend MT: R254 900
Top-spec price (manual)
GL+ MT: R252 900
Comfort MT: R274 900
Top-spec price (auto)
GL+ CVT: R272 900
Comfort CVT: R294 900
Warranty
5-years/200 000 km
5-years/200 000 km
Service plan
4-years/60 000 km
4-years/60 000 km
Both are covered by a comprehensive 5-year/200 000 km and 4-year/60 000 km service plan (with intervals of 15 000 km). Note that all pricing is correct as of December 2025.
Frequently Asked Questions (FAQ): Suzuki Dzire vs Honda Amaze
Q: What are the primary differences in size and luggage capacity between the Suzuki Dzire and Honda Amaze?
A: Both sedans measure exactly 3 995 mm long. The Honda Amaze has a 20 mm longer wheelbase (2 470 mm), suggesting a slightly roomier cabin. The Amaze also boasts a larger boot capacity of 416 litres, compared to the Dzire’s 378 litres. The Dzire, however, is slightly wider and taller.
Q: How do the engines and safety features of the Dzire and Amaze compare?
A: The Dzire uses a 1.2-litre, 3-cylinder petrol engine (60 kW/112 Nm) while the Amaze features a 1.2-litre, 4-cylinder petrol engine (66 kW/110 Nm). In terms of safety, the Suzuki Dzire includes 6 airbags as standard on all derivatives. The Honda Amaze offers only 2 airbags on the base Trend specification, with 6 airbags reserved for the top-spec Comfort grade.
Q: How are the Suzuki Dzire and Honda Amaze positioned in terms of pricing?
A: The Suzuki Dzire is positioned as the more affordable option. Its entry-level price (GA MT) is R229 900, compared to the Amaze’s entry price (Trend MT) of R254 900. The top-spec automatic models show a similar difference, with the Dzire GL+ CVT priced at R272 900 and the Amaze Comfort CVT at R294 900.
A Toyota engineer has revealed why the Japanese brand opted to stick with the IMV platform for the new Hilux, rather than shift the bakkie to the more modern TNGA-F architecture…
Toyota engineer says 4 factors informed the decision
Total cost of ownership was seemingly the key driver
Wondering why Toyota opted not to underpin the new Hilux with its latest TNGA-F platform, instead sticking with an updated version of the long-in-the-tooth IMV architecture? Well, a high-ranking Toyota engineer says 4 specific reasons informed the Japanese brand’s decision.
Anyarat Sutthibenjakul, Regional Chief Engineer at Toyota Motor Asia, told carsales.com.au that while the automotive giant indeed investigated a potential switch to the TNGA-F platform (as employed by North America’s Tacoma, for instance), it ultimately decided to build the 9th-generation Hilux on the IMV underpinnings.
Why? Well, Sutthibenjakul suggested the decision to stick with the IMV platform was informed by the following 4 factors: QDR (quality, durability and reliability), off-road performance, safety performance and total cost of ownership.
Based on her comments to the Australian publication, the latter appeared to be the key driver of this strategy. In short, she suggested moving the Hilux to the more modern TNGA-F architecture would simply have made the final product too expensive to buy and maintain, compared to the outgoing version.
“When we talk about total cost of ownership, there are so many things, including the upfront pricing and serviceability, the maintenance, the downtime, whatever,” Sutthibenjakul told carsales.com.au, adding that the Hilux “should have the best total cost of ownership”.
She went on to suggest that while employing a single global platform – in this case, TNGA-F – to underpin Toyota’s various bakkies might look like good business sense, it would have been to the detriment of Hilux customers, who would have had to “pay more” for a platform that would furthermore have “unnecessarily” added weight.
“That’s something that customers are not expecting. So, we keep the optimum platform for customers, not for ourselves,” Sutthibenjakul told the publication, before conceding the 9th-gen Hilux’s lifecycle could potentially be shorter than the traditional 10 years.
As a reminder, the new Hilux was revealed in Thailand on 10 November 2025, a decade after the debut of its predecessor. It retains that outgoing generation’s IMV platform, though gains new hydraulic engine mounts and shear-type cabin mounts to “reduce vibrations and enhance ride comfort”.
The new Hilux – the 9th iteration of a nameplate that has held the title of Mzansi’s best-selling vehicle overall for more than half a century – is expected to launch in South Africa at some point in 2026. The SA-spec version will again be produced at Toyota SA Motors’ Prospecton plant in KwaZulu-Natal.
Q: Why did Toyota choose to stick with the IMV platform instead of moving the new Hilux to the modern TNGA-F architecture?
A: Toyota says its decision to stick with the updated IMV platform was based on 4 key factors: Quality, Durability and Reliability (QDR), off-road performance, safety performance, and total cost of ownership. The key driver was ensuring the Hilux remains affordable to buy and maintain, as using the TNGA-F platform would have unnecessarily increased its weight, complexity and final price for customers.
Q: What are the main components of “total cost of ownership” that influenced Toyota’s decision?
A: According to a Toyota engineer, total cost of ownership includes several factors, such as the upfront pricing, serviceability, maintenance and downtime. The company prioritised keeping these costs low to meet the expectations of its Hilux customers globally.
Q: When is the new, 9th-generation Toyota Hilux expected to launch in South Africa?
A: The new, 9th-generation Toyota Hilux, which retains the IMV platform with various upgrades, is expected to launch in South Africa at some point in 2026. The SA-spec version will again be produced locally at Toyota SA Motors’ Prospecton plant in KwaZulu-Natal.
The introduction of the all-new Tata Harrier marks an important development for the Indian brand as it re-enters the local automotive market; the Harrier joins what is arguably one of the most popular and hotly contested segments: midsize crossover. However, it has a potential ace up its sleeve to set it apart: the relative rarity of diesel power.
After a hiatus of more than 6 years, Tata is back in South Africa with a line-up of 4 passenger cars. At the head of this range sits the new Tata Harrier, which steps into the competitive midsize SUV/crossover arena promising an unbeatable blend of value, features, and distinctive styling. We spent time with the flagship Harrier Fearless+ 2.0DT AT derivative to see how it stacks up against its Asian and European rivals.
Tata Harrier: Bold & angular exterior design
All Harrier models features LED headlamps as standard, while mid-spec Adventure+ and up have a comprehensive ADAS setup.
The first aspect of the Harrier that commands attention is its styling. While design is subjective, the Harrier’s sharp angles and bold appearance successfully distinguish it from the family SUV crowd. The review vehicle, finished in white with a contrasting black roof and 18-inch black alloy wheels wrapped in sensible 235/60 tyres, showcased a modern and assertive road presence. Impressive.
While we appreciate the Harrier’s inclusion of separate controls for the climate system, it’s curious that the 12.3-inch central touchscreen is angled away from the driver.
The Tata Harrier‘s interior is packed with technology and features, particularly in the top-spec Fearless+ model, which is priced at R699 900. However, even the Pure+ variant is well equipped at R549 900, including niceties like 17-inch wheels, gear shift paddles, a reverse-view camera, keyless entry and start, plus wireless Android Auto and Apple CarPlay.
The Adventure+ and Fearless+ get a wireless smartphone charger. Note the neat terrain mode selector.
Stepping into the flagship Fearless+ model, you gain the following standout features:
Premium sound: A 10-speaker JBL sound system.
Comfort: Ventilated seats for hot days.
Connectivity: A generous number of USB-A and USB-C ports, a wireless charging pad, and integration with Amazon Alexa, allowing for voice-controlled climate control.
Safety: The Harrier boasts a comprehensive safety package, including seven airbags, a 360-degree camera, all-round park sensors, and Level 2 assisted driving capability.
A 10.25-inch digital display is standard on all Harriers.
However, the interior is not without its peculiarities. A frustrating ergonomic choice is the positioning of the infotainment screen, which is noticeably angled towards the passenger rather than the driver.
Tactile quality is fine but our test unit exhibited an unsettling number of squeaks and rattles. Try before you buy to confirm whether this is common to other Harriers, or just to this press unit.
Practicality & passenger comfort
A family SUV must be practical above all else, and the Harrier doesn’t trip up in this regard. The second row is comfortable, offering generous legroom and sufficient headroom. A highlight is the clever design of the headrests, which resemble those found on an airline seat, cradling the head and proving ideal for napping during a long journey.
The Harrier offers impressive rear-seat space, plus enhanced comfort thanks to the airline-style headrests that can be folded inwards.
Rear passengers also benefit from privacy blinds, additional climate control vents in the B-pillars, and multiple USB-A and USB-C ports. There’s also a commendable amount of both head- and legroom for tall adults.
The luggage bay is accessed via an automated tailgate (with gesture control) on the top-spec model and offers a capacity of 445 litres, which is segment-average. We managed to comfortably fit 6 cooler boxes, proving it adequate for a weekend jaunt.
Diesel power & open-road performance
While the Harrier’s automatic transmission might seem antiquated with just six gears, it provides a happy match for the diesel engine.
Under the bonnet, all Tata Harrier derivatives are equipped with a 2.0-litre turbocharged diesel engine delivering a commendable 125 kW and 350 Nm of torque. It’s paired with a six-speed automatic transmission driving the front wheels.
We’ve become accustomed to petrol power in midsize crossovers, often mated with one or more electric motors, so it’s refreshing to pilot a torquey diesel engine that moves the Harrier along with little fuss: both mid-range acceleration and refinement are commendable.
As we’ve come to expect from vehicles sourced from India, the ride quality is absorbent. Sensibly profiled tyres wrapping 18-inch alloys help in this regard.
The Harrier offers three driving modes: city, sport and eco. In terms of efficiency, the manufacturer claims a figure of 6.6 L/100 km. During the review, the vehicle achieved a real-world average of 7.6 L/100 km over 560 km of varied driving, which will likely tumble in more gentle, considered daily driving.
As for the driving experience, the ride quality is absorbent, like we’ve come to expect from India-sourced vehicles, but the handling is stable rather than involving. Open-road cruising refinement is generally good, with the diesel engine settling down.
The Tata Harrier’s competitors & pricing
The Harrier is strikingly styled, helping it stand out in a sea of accomplished rivals.
The Tata Harrier enters the market facing stiff competition from several established players. Among its fiercest diesel rivals are the Hyundai Tucson, Kia Sportage and Volkswagen Tiguan (although its diesel derivatives are priced well beyond the Harrier range). If you’re willing to forego diesel power, a whole range of excellent petrol-powered Asian and European competitors are available.
Aside from this Lunar White hue, the Harrier can be specced in four other colours: Ash Grey, Seaweed Green, Pebble Grey and Coral Red.
The Harrier’s three-model line-up starts from R549 900, with the range-topping Fearless+ reviewed here topping out at R699 900. The aftersales package includes a 5-year/125 000 km warranty and a 5-year/75 000 km service plan.
Model Derivative
Price*
Tata Harrier 2.0TD Pure+ 6AT
R549 900
Tata Harrier 2.0TD Adventure+ 6AT
R649 900
Tata Harrier 2.0TD Fearless+ 6AT
R699 900
*All pricing correct as of December 2025.
Verdict
Great looks with diesel power make it an interesting choice.
Overall, the new Tata Harrier brings an appealing combination of diesel power, distinctive design and a comprehensive list of features to the South African market. However, in reality it lacks some of the refinement and premium touches vehicles such as the Kia Spotage offer.
For that reason, we feel there’s better value to be found in the entry-level and mid-spec derivatives. That said, if you’re willing to consider petrol alternatives (and even some hybrid and plug-in hybrids), you’ll find the market offers a number of truly excellent alternatives.
Frequently Asked Questions (FAQ)
Q: What engine and power outputs does the Tata Harrier use in South Africa?
A: All derivatives of the Tata Harrier are equipped with a 2.0-litre turbocharged diesel engine that produces 125 kW and 350 Nm of torque, paired with a six-speed automatic transmission.
Q: What is the price range for the new Tata Harrier in South Africa?
A: The Tata Harrier range starts from R549 900 for the entry-level 2.0TD Pure+ 6AT model and goes up to R699 900 for the top-spec 2.0TD Fearless+ 6AT model.
Q: Does the Tata Harrier come with ventilated seats?
A: Yes, the top-spec Tata Harrier Fearless+ 6AT model includes comfort features such as ventilated front seats.
Q: What aftersales package is included with the purchase of a Tata Harrier?
A: The Tata Harrier comes standard with a 5-year/125 000 km warranty and a 5-year/75 000 km service plan.
Refreshed VW Polo to gain hybrid powertrains – report
The SA-built Volkswagen Polo hatch is in line to receive a significant update, which a fresh report suggests will include new hybrid powertrains. Here’s what we know…
Polo hatch set to receive “substantial” update
Mild- and full-hybrid powertrains on the cards
Revised hatch to live on alongside ID Polo EV
Although Volkswagen is preparing to reveal its all-new fully electric ID Polo, the 6th-generation version of the Kariega-built hatchback is set to live on thanks to what will effectively be a 2nd facelift – and a report out of Europe suggests this update will include hybrid powertrains, too.
Yes, according to Auto Express, an upcoming “substantial update” for the Polo hatch – currently offered exclusively with pure-combustion engines – will include the rolling out of new hybrid powertrains. The British publication claims VW is planning both a mild-hybrid powertrain and a “new-generation” traditional hybrid system.
The ID Polo EV will be sold alongside the updated Polo in Europe.
The incorporation of such powertrains will be possible thanks to what the report describes as a “major upgrade” for the Polo’s MQB-A0 architecture. This will furthermore allow the Wolfsburg-based automaker to incorporate its latest digital interfaces in the cabin, along with uprated advanced driver-assistance systems. Revised exterior styling, meanwhile, seems to be a given.
Martin Sander, who serves as Volkswagen’s board member for sales, marketing and aftersales, confirmed to Auto Express: “There will be an update to the combustion Polo. We can continue to build combustion-powered cars for as long as we need to – there is no limit. The existing platform is more than capable of that”.
The Mk6 Polo is currently offered in ICE (internal combustion engine) flavour only.
“In order to compete in Europe, we have to service the whole of Europe. Norway is 100% electric, but the South is very different. Somewhere like Italy is only 10% electric. And we still need to offer our customers the sorts of car they want to buy, no matter their region or preference,” Sander added.
Back in 2022, the petrol-powered Polo hatch appeared to be on the chopping block in Europe, owing to the continent’s tightening emissions regulations. But in May 2024, Thomas Schäfer, CEO of the Volkswagen brand, suggested this model might continue “until the end of this decade”.
The GTI tops the currently Polo range.
This remains significant news for South Africa, since Volkswagen’s Kariega facility is currently the sole producer of the Polo hatchback worldwide. Considering Europe is the factory’s main export market, the Polo’s stay of execution on the Old Continent will allow VW Group Africa’s plant in the Eastern Cape – which has built over 2 million Polo units since 1996 – to retain significant production volumes.
Of course, whether the SA-spec version of the updated Polo hatchback will be available in mild- and full-hybrid form remains to be seen. Currently, VW Group Africa offers no hybrid models in Mzansi, having previously suggested SA’s fuel quality was not compatible with these powertrains (explaining such models would be available locally only after the implementation of SA’s long-delayed “Clean Fuels II” regulations, scheduled for 2027).
VW’s Kariega facility has produced over 2 million Polo units since 1996.
As a reminder, the Mk6 Polo hatch launched in South Africa in January 2018, with the likewise locally produced GTI hot hatch following by the middle of that year. The facelifted version hit the local market at the start of 2022. The current 5-strong range kicks off at R373 800 and runs through to R585 800 for the GTI (prices correct in December 2025).
In 2022, local sales of the Polo hatchback fell 13.9% year on year to 15 697 units, seeing this model slide 3 places to 5th on the list of SA’s best-selling passenger vehicles. Though it retained that ranking in 2023, registrations fell a further 25.2% to 11 748 units.
VW’s Kariega factory exported more than 115 000 units of the Polo hatch in the opening 11 months of 2025.
Despite gaining 4.3% in 2024 to end on 12 253 units, the Polo hatch dropped to 7th last year. With just a month of 2025 to go, this model finds itself way down in 13th place on 8 652 units. However, over the same 11 months, as many as 115 478 units have been exported from South Africa.
Q: What significant changes will the upcoming update for the Kariega-built VW Polo hatch include?
A: The upcoming “substantial update” for the Polo hatch will reportedly include the rolling out of new hybrid powertrains (both a mild-hybrid and a traditional hybrid system). Volkswagen will likely also incorporate its latest digital interfaces in the cabin, uprated advanced driver-assistance systems and revised exterior styling.
Q: What platform modification makes the incorporation of the new hybrid powertrains possible?
A: The ability to incorporate new mild- and full-hybrid powertrains will seemingly be possible due to a “major upgrade” to the Polo’s existing MQB-A0 architecture. This platform enhancement will also allow the automaker to integrate its newest digital technology and driver-assistance systems.
Q: Why is the continuation of the petrol-powered Polo hatch significant for Volkswagen South Africa?
A: The continuation of the Polo is significant because Volkswagen’s Kariega facility is the sole global producer of the Polo hatchback. Its continued demand in Europe, the factory’s main export market, will allow the Eastern Cape plant to retain significant production volumes.
The launch of the JMC Vigus bakkie officially marks the Chinese brand’s return to South Africa’s competitive bakkie market. Here’s pricing for the 3-strong line-up…
Chinese marque JMC revived in South Africa
Vigus bakkie kicks off at just under R300 000
Single cab has 2.4TD; double cabs use 2.0TD
Jiangling Motors Corporation – or “JMC” for short – is officially back in South Africa, with the Chinese brand’s local range comprising the JMC Carrying Plus truck and the JMC Vigus bakkie at (re)launch.
Now distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi), JMC announced its return to SA back in July 2025. Around a year prior, Cars.co.za discovered trademark filings suggesting JMC was indeed lining up a local revival.
The Vigus single cab launches as one of the most affordable options in its segment.
JMC says it plans to hit a total of 40 dealerships across the country within the next year. In addition to the Carrying Plus truck (which is offered in a trio of body styles), the Chinese marque marks its return with the launch of the Vigus ladder-frame bakkie. It says “additional model ranges” (including the larger Grand Avenue bakkie) will follow in due course.
But for now, the Vigus portfolio includes a single-cab derivative and a pair of double-cab variants. The Vigus 2.4TD SC 4×2 5MT is priced at R299 900, making it one of the most affordable options in its segment. It slots between the Mahindra Pik Up 2.2CRDe SC S4 4×2 6MT (R289 249) and the GWM Steed 5 2.0VGT SC S 4×2 6MT (R307 950).
A (frustratingly low-resolution) look at the Vigus single cab’s interior.
This 2-door derivative is powered by a Ford-derived 2.4-litre, 4-cylinder turbodiesel engine, which delivers 103 kW and 310 Nm to the rear axle via a 5-speed manual gearbox. Key standard features include a rubberised load bay, 17-inch alloy wheels, front foglamps, a 4-speaker audio system, cruise control, rear parking sensors, ABS (with EBD) and a driver’s airbag (with a front passenger airbag listed as “optional”).
What about the double cabs? Well, the Vigus 2.0TD DC 4×2 8AT is priced at R439 900, while the Vigus 2.0TD DC 4×4 8AT comes in at R499 900. Interestingly, the 4-door versions – measuring the same 5 305 mm from front to back as the single cab – switch to a newer (likewise Ford-sourced) 2.0-litre, 4-cylinder turbodiesel motor, which delivers 104 kW and 350 Nm (to either the rear axle or all 4 wheels) via a ZF-sourced 8-speed automatic transmission.
Distinct grille designs for the single- and double-cab derivatives.
Compared with the single-cab workhouse, these double-cab derivatives gain items like side steps, a 9.7-inch touchscreen (with wireless Android Auto and Apple CarPlay), a reverse-view camera, a front passenger airbag and the option of leather upholstery. JMC South Africa has yet to announce load capacity or fuel economy claims for any of the 3 derivatives.
For the record, the Vigus is known as the “Yuhu” in its domestic market of China. The single-cab derivative now available in SA appears to be related to the Yuhu 7 (as opposed to the Yuhu 5 previously offered in our market). The SA-spec double cabs, meanwhile, seem closer aligned to the Yuhu 9, which itself is based on the Yuhu 7.
What does the JMC Vigus cost in South Africa?
DERIVATIVE
PRICE
JMC Vigus 2.4TD SC 4×2 5MT
R299 900
JMC Vigus 2.0TD DC 4×2 8AT
R439 900
JMC Vigus 2.0TD DC 4×4 8AT
R499 900
The prices above include a 5-year/100 000 km warranty. Service-plan details have yet to be confirmed, with JMC SA thus far saying only that “service plans vary per model”.
Frequently Asked Questions (FAQ) About the JMC Vigus Bakkie
Q: What are the three variants and their prices in the new JMC Vigus line-up in South Africa?
A: The JMC Vigus line-up in South Africa consists of three derivatives: the JMC Vigus 2.4TD SC 4×2 5MT (Single Cab) priced at R299 900, the JMC Vigus 2.0TD DC 4×2 8AT (Double Cab 4×2) at R439 900 and the JMC Vigus 2.0TD DC 4×4 8AT (Double Cab 4×4) at R499 900.
Q: What are the engine specifications and transmissions used for the single-cab and double-cab Vigus models?
A: The single-cab model uses a Ford-derived 2.4-litre turbodiesel engine (103 kW and 310 Nm), paired with a 5-speed manual gearbox. The double-cab models switch to a Ford-sourced 2.0-litre turbodiesel engine (104 kW and 350 Nm), which uses a ZF-sourced 8-speed automatic transmission.
Q: What features do the Vigus double-cab models gain over the entry-level single-cab derivative?
A: The Vigus double-cab models gain several features compared to the single cab, including side steps, a 9.7-inch touchscreen (with wireless Android Auto and Apple CarPlay), a reverse-view camera, a front passenger airbag and the option of leather upholstery. Both double-cab versions come standard with the automatic gearbox and the 2.0-litre turbodiesel engine.
