Strong start: Jetour T2 sales soar in South Africa
The new Jetour T2 hit the market in South Africa only towards the middle of November 2025 but has already became the Chinese brand’s best-selling model…
T2 becomes Jetour’s top seller in launch month
Comfortably outsells T1, Dashing and X70 Plus
Jetour reaches all-time sales high of 1 235 units
The local arrival of the new Jetour T2 in South Africa has paid immediate dividends for the growing Chinese brand, with the boxy newcomer serving as Jetour’s best-selling model in November 2025.
Despite officially going on sale only in mid-November, the new T2 attracted as many as 545 sales last month, representing a whopping 44.1% of Jetour’s volume and comfortably making it the brand’s most popular nameplate.
This performance helped push Jetour to its best sales tally yet, with its total increasing a whopping 44.3% month on month to a record 1 235 units. The Chinese marque thus finished in 15th place overall (just behind the BMW Group), while also securing 11th position in South Africa’s new passenger-vehicle space.
Interestingly, the new T1 that launched alongside the T2 wasn’t nearly as popular, with 81 units registered in November. In addition, local registrations of the Dashing dipped 28.8% month on month to 366 units, while sales of the X70 Plus fell 28.9% month on month to 243 units.
As a reminder, the T1 and T2 are boxy crossovers that share a unibody platform. The T1 measures 4 705 mm from nose to tail, while the T2 is slightly larger at 4 785 mm (including its tailgate-mounted spare wheel). At launch last month, the T1 line-up comprised 4 variants, with the T2 offered in 3 guises.
The T1 range kicks off at R514 900, available with either a 125 kW/270 Nm turbocharged 1.5-litre, 4-cylinder petrol engine (driving the front wheels) or a 180 kW/375 Nm turbocharged 2.0-litre, 4-cylinder petrol motor (driving all 4 wheels). The T2 is offered with the same choice of powertrains (and likewise with a 7-speed dual-clutch transmission as standard), with prices starting at R569 900.
Frequently Asked Questions (FAQ)
Q: Which Jetour model became the brand’s best-seller immediately after its South African launch?
A: The new Jetour T2 immediately became the brand’s best-selling model in South Africa. Despite only going on sale in mid-November 2025, it attracted 545 sales, representing 44.1% of Jetour’s total volume for the month.
Q: What was Jetour’s total vehicle sales figure in South Africa in November 2025?
A: Jetour reached an all-time sales high of 1 235 units in November 2025. This was a 44.3% increase month on month and helped the brand secure 15th place overall in the South African new-vehicle market.
Q: What are the starting prices and engine options for the new Jetour T1 and T2 in South Africa?
A: The Jetour T1 range kicks off at R514 900, and the T2 range starts from R569 900. Both models offer a choice between a 125 kW/270 Nm 1.5-litre turbo-petrol engine (FWD) or a 180 kW/375 Nm 2.0-litre turbo-petrol motor (AWD), both using a 7-speed dual-clutch transmission.
P-Series hits 4-year high! SA’s best-selling bakkies in November 2025
In November 2025, the GWM P-Series registered a 4-year sales high, while the Ford Ranger grabbed back 2nd place on the list of SA’s best-selling bakkies…
Ranger grabs back 2nd place from D-Max
GWM P-Series sales reach 4-year high
Volkswagen Amarok slips 3 spots to 8th
In November 2025, South Africa’s total new-vehicle market grew 12.5% year on year to 54 896 units, with the light-commercial vehicle (LCV) segment registering its 8th straight month of year-on-year growth, surging 20.5% to 13 048 units. But what happened on the list of SA’s best- and worst-selling bakkies?
Well, with the reveal of the 9th-gen model having come and gone, the Toyota Hilux retained the title of Mzansi’s most popular bakkie in November 2025. In the end, local sales of the Prospecton-built stalwart dipped 4.8% month on month to 3 383 units, with the rental channel contributing 330 units. For the record, that marks 6 consecutive months of 3 000+ sales for the Hilux.
Toyota’s Hilux remains immensely popular among local buyers.
Meanwhile, after having to settle for 3rd place in October 2025, the Ford Ranger wrestled back the runner-up position in November. Local registrations of the Silverton-made bakkie – which will switch to a revised line-up in 2026, losing its 2.0-litre bi-turbodiesel engine but gaining a 2.2-litre turbopetrol mill – grew 12.6% month on month to 2 292 units (its 2nd best showing of the year after June 2025).
That saw the Isuzu D-Max fall back to the final spot on the bakkie podium. In November 2025, the Japanese brand sold 1 673 units of its Struandale-produced model (which is still awaiting its facelift and the possible introduction of a new 2.2-litre turbodiesel engine), down a considerable 27.0% month on month. Interestingly, 233 units (or nearly 14.0%) were reported as sales to government.
Ford’s Ranger grabbed back 2nd place in November.
As it has every month this year, the KwaZulu-Natal-assembled Mahindra Pik Up finished in 4th, though sales dipped 3.2% month on month to 737 units. However, the big news was that the GWM P-Series (including both the P300 and P500) registered its highest sales tally since December 2021. The Chinese brand sold 665 units in November, up a considerable 50.8% month on month and enough to see it climb 2 rankings to 5th.
The Rosslyn-built Nissan Navara – the D23-series model that our market will stick with when Australasia switches to the new Triton-based D27 early next year – held steady in 6th place, with sales increasing 10.6% month on month to 511 units. Despite registrations slipping 2.7% compared to October, the evergreen Toyota Land Cruiser 79 (403 units) climbed a ranking to 7th.
After breaking into the top 5 in October with its best effort yet (in 2nd-generation, Ford-built form, that is), the Volkswagen Amarok tumbled 3 places to 8th in November. In the end, local sales of the Silverton-made bakkie (which looks set to become available in Dark Label form next year) declined 16.6% month on month to 401 units.
The JAC T-Series (202 units; up 31.2% month on month) breached the 200-unit mark for what we believe is the first time, returning to the top 10 to grab 9th in the process. While JAC reports only a combined T-Series figure to Naamsa, we’re currently awaiting an unofficial breakdown of the range’s sales for November. Finally, the Foton Tunland G7 (194 units; down 13.8% month on month) fell a place to 10th.
Best of the rest in November: bakkies outside top 10
Changan sold 31 units of its Hunter last month.
So, which bakkies failed to make the top 10 last month? Well, the Peugeot Landtrek – currently made in China but expected to be available in SA-assembled form towards the end of 2027 – was the best of the rest in November, with 166 units (down 9.8% month on month) sold.
Next came the GWM Steed, which suffered a 49.5% month-on-month decline to end on 100 units (and drop out of the top 10), followed by the Mahindra Bolero (49 units) and Mitsubishi Triton (45 units). Having just launched, the Changan Hunter (31 units) made an appearance towards the foot of the table, while the Jeep Gladiator closed out proceedings with 10 sales in November.
Big record for Chery! SA’s new-vehicle sales in November 2025
In November 2025, South Africa’s new-vehicle market grew 12.5%, its 14th straight month of year-on-year growth. Here’s your full industry overview, including the top-selling brands…
Local new-vehicle sales reach 54 896 units
Ford pushes ahead of Hyundai to grab 4th
Chery SA hits record figure of 2 534 units
In November 2025, South Africa’s new-vehicle market registered its 14th consecutive month of year-on-year growth, with local sales increasing 12.5% to 54 896 units. For the record, that’s also the industry’s 5th straight month of breaching the 50 000-unit mark, though is 1.9% down on October 2025’s 10-year high.
According to Naamsa, this latest performance was supported by “easing inflation, meaningful fuel-price relief, a more accommodative interest-rate environment and a strengthened sovereign-risk profile” following the country’s first credit-rating upgrade in nearly 2 decades. Export volumes, however, dipped 3.9% year on year to 35 848 units thanks to what Naamsa termed “softer global-demand conditions and renewed geopolitical tensions”.
The industry-representative body said an estimated 79.6% of November 2025’s total reported domestic figure of 54 896 units represented sales via the dealership channel, while an again-lofty 16.3% were sales to the new-vehicle rental industry. Finally, some 2.4% represented sales to government and 1.7% to industry corporate fleets.
SA’s new passenger-vehicle market grew 11.0% year on year to 39 158 units in November 2025, with the rental channel remaining a “central contributor” to this volume (and accounting for 21.2% of the figure as the sector geared up for “peak holiday demand”). Meanwhile, local sales of light-commercial vehicles (LCVs) surged 20.5% year on year to 13 048 units.
Lebo Gaoaketse, Head of Marketing and Communication at WesBank, said the local new-vehicle market “continued its tradition of entering the festive season strongly” by putting in “another firm performance” last month.
“November’s performance reflects a market responding to a more supportive economic environment. Lower inflation, relief at the fuel pump and the first interest-rate cut under the revised 3.0% [inflation] target have helped restore a sense of predictability in household budgets. This stability is starting to show in mobility decisions,” explained Gaoaketse.
Brandon Cohen, Chairperson of the National Automobile Dealers Association (NADA), said the local industry had once again “shown that making sales forecasts” was “more of an art than science”, suggesting that very few industry commentators “could have predicted the vehicle sales boom that we’ve seen in the 2nd half of the year”.
“The aggressive marketing of a wide range of affordable models from China and India is playing a major role in boosting retail sales. At the same time, the rental industry is a significant contributor, accounting for 16.3% of the overall market and as much as 21.2% of the new passenger-car market, as operators optimistically fleet up ahead of the festive season, buoyed by an expected influx of international tourists,” he added.
New-vehicle sales summary for November 2025
Aggregate new-vehicle sales of 54 896 units increased by 12.5% (6 113 units) compared to November 2024.
New passenger-vehicle sales of 39 158 units increased by 11.0% (3 871 units) compared to November 2024.
New light-commercial vehicle sales of 13 048 units increased by 20.5% (2 221 units) compared to November 2024.
Export sales of 35 848 unitsdecreased by 3.9% (1 437 units) compared to November 2024.
10 best-selling automakers in SA in November 2025
Ford climbed to 4th place in November 2025.
It should come as no surprise that Toyota SA Motors (including Lexus and Hino) was again the country’s leading automotive company in November 2025, securing 24.7% of the total market. The Japanese giant registered 13 576 units last month, a marginal 0.1% month-on-month increase and its 2nd best performance of the year (after September 2025‘s effort).
After record sales in October, Suzuki Auto SA’s local registrations dipped 7.3% month on month to 6 385 units. Still, that was enough to keep the Hamamatsu-based automaker in 2nd (a position it has held all year long), even if the 3rd-placed Volkswagen Group Africa (6 044 units; down 2.8% month on month) closed the gap slightly.
Meanwhile, Ford Motor Company of SA enjoyed a 5.1% month-on-month improvement to end November on 3 095 units (the 3rd time this year the Blue Oval brand has sold in excess of 3 000 units) and climb a ranking to 4th. With 3 051 units, Hyundai Automotive SA was a mere 44 sales behind, dropping a spot to 5th despite growing its tally 1.1% compared to October 2025.
Local sales of products under the GWM SA banner slipped 9.7% month on month to 2 534 units, but the Chinese company still managed to retain 6th position. In contrast, Chery SA registered 13.4% month-on-month growth to hit its highest tally yet, beating the record it set as recently as September 2025. The Wuhu-based firm reached 2 506 units last month (or 4.6% of the total market), seeing it climb a ranking to 7th.
Isuzu Motors SA thus fell a spot to 8th, suffering a 23.7% month-on-month fall in sales – the most significant decline in the top 10 – to 2 124 units. Kia SA (1 828 units; up 1.1% month on month) held steady in 9th place, while Renault SA returned to the top 10, despite the French brand’s local registrations slipping 2.1% month on month to 1 415 units.
Omoda & Jaecoo fell just short of cracking the top 10 in November 2025, registering 7.4% month-on-month growth to secure a new high of 1 408 units. Mahindra SA was just 5 sales behind on 1 403 units, dropping 2 rankings to 12th on the back of a 9.5% month-on-month decline.
Meanwhile, Nissan SA (1 330 units; down 2.2% month on month) slid a position to 13th, with BMW Group SA – which includes the BMW and Mini brands – remaining in 14th (with a Naamsa-estimated 1 251 units). Finally, Jetour SA grew its tally a whopping 44.3% month on month (likely largely thanks to the arrival of the T1 and T2) to a record 1 235 units, forcing Stellantis SA out of the top 15.
1. Toyota – 13 576 units
2. Suzuki – 6 385 units
3. Volkswagen Group – 6 044 units
4. Ford – 3 095 units
5. Hyundai – 3 051 units
6. GWM – 2 534 units
7. Chery – 2 506 units
8. Isuzu – 2 124 units
9. Kia – 1 828 units
10. Renault – 1 415 units
SA’s sales outlook as 2025 draws to a close
So, with just a single month of 2025 left, where to from here for South Africa’s new-vehicle market? Well, Naamsa says the country’s current macro-economic landscape is defined by a “rare alignment of positive shifts in inflation, fuel pricing, fiscal credibility and monetary policy”.
The industry representative body also says despite the South African Reserve Bank retaining a “cautious forward-guidance tone”, the latest repo-rate cut and the government’s new 3.0% inflation target marks a “gradual departure from the restrictive policy stance that has characterised recent years, supporting affordability and improving sentiment heading into 2026”.
WesBank’s Gaoaketse believes recent “macro-economic developments have reinforced cautious optimism”, saying there are “encouraging signs that the market’s growth is being shaped by disciplined consumer behaviour rather than exuberance”.
“Affordability remains a clear priority. Even with improving economic indicators, households are aware of their limits. Buyers are approaching dealerships with well-prepared budgets, strong views on total cost of ownership and a preference for predictable finance structures,” he explains.
“The fundamentals are much healthier than they were a year ago. The market we see today is built on informed choices and realistic budgets. This discipline supports long-term stability for both consumers and the industry and is an encouraging sign of things to come,” Gaoaketse concludes.
Finally, NADA’s Cohen points to a “noticeable improvement in finance approvals as affordability strengthens and credit conditions become more favourable” in South Africa.
“The ongoing buoyancy in the country’s economic environment, together with attractive incentives to purchase new vehicles before year-end, is expected to hopefully bring another strong month of sales in December [2025] and one of the highest annual totals of the past decade,” Cohen concludes.
The European-built Suzuki Vitara faded into the background in SA as its maker rolled out sharper-priced, Indian-made crossovers. But the LY-gen model has the potential to make a great used compact family car…
Tracing its roots all the way back to 1988, the Suzuki Vitara nameplate bears a storied – if somewhat convoluted – history, both globally and right here in South Africa. Our market received a relatively small allocation of the boxy original in the 1990s, before the 2nd generation graduated to the “Grand Vitara” badge towards the end of that decade.
After a 4-year hiatus (when the Suzuki brand wasn’t offered in SA), the Grand Vitara returned to Mzansi in 3rd-generation form in 2008. Then, in 2015, the 4th generation – the topic of this buyer’s guide – launched, reverting to the “Vitara” moniker. To muddy the waters further, the Vitara Brezza made local landfall in 2021 and the YK-gen Grand Vitara followed 2 years later, with both of these Indian-sourced models offered alongside the 4th-gen Vitara.
The unibody 4th-gen Vitara was somewhat of a departure for the nameplate.
While the opening 3 generations were all built in Japan and all employed a rugged body-on-frame configuration, the LY-generation Vitara was produced in Hungary and instead used a unibody platform (more in tune with modern tastes) that was shared with the SX4. Incidentally, the latter model was discontinued locally in 2017, seemingly after the Vitara – which was sold as the Escudo in Japan – cannibalised much of its market share.
With Suzuki Auto SA shrewdly taking advantage of its mother brand’s large-scale production facilities in fellow right-hand-drive market India (where Maruti manufactures massive volumes of budget-friendly compact vehicles), the LY-series Vitara eventually became one of the only Suzuki nameplates in the local range – alongside the Japan-sourced Swift Sport and certain Jimny derivatives – not imported from the world’s most populous nation.
Local buyers tended to favour more affordable Indian-built models over the Vitara.
So, with the focus increasingly falling on Indian-built budget models and the LY generation approaching a decade on the local market, the Vitara – which was a multiple #CarsAwards Compact Family Car category winner – quietly shuffled off into the South African sunset in April 2024. It’s local demise interestingly came right around the time the Hamamatsu-based firm revealed an updated version for Europe.
Suzuki Vitara model line-up in South Africa
The iV-4 concept that previewed this generation of Vitara.
Previewed by the iV-4 concept unveiled at the 2013 Frankfurt Motor Show, the production version of the 4th-gen Suzuki Vitara was finally revealed in October 2014 at the Paris Motor Show. The crossover started rolling off the assembly line at Magyar Suzuki, the Japanese firm’s Hungarian subsidiary, in early 2015.
By November of that year, the Vitara had touched down in South Africa. At launch, the local range comprised 5 derivatives spanning 3 specification levels and featuring a choice of 2 transmissions, as well as either front- or all-wheel drive (AllGrip). Each variant was powered by a naturally aspirated 1.6-litre, 4-cylinder petrol engine as standard.
The Vitara was available in both manual and auto form.
Vitara 1.6 GL 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT AllGrip (86 kW/151 Nm)
Vitara 1.6 GLX 5MT AllGrip (86 kW/151 Nm)
Vitara 1.6 GLX 6AT (86 kW/151 Nm)
In September 2016, Suzuki Auto SA expanded the line-up with the addition of a mid-spec automatic model. Based on the GL+ trim level and equipped with the 6-speed (torque-converter) self-shifting transmission from the top-spec GLX, this derivative arrived as the result of “strong customer demand and consistent dealer feedback”, according to Suzuki.
The facelifted Vitara arrived in Mzansi in the opening quarter of 2019.
The facelifted Vitara launched locally in February 2019, bringing a fresh front-end design, updated alloy-wheel options and revised rear styling (the latter complete with LED clusters). Inside, Suzuki said it focused on improving the cabin’s “fit and feel”, adding soft-touch materials to the upper instrument panel and rolling out new upholstery to the flagship GLX grade.
While the familiar trim levels were carried over, the make-up of the 5-strong range changed a little at the facelift. The GL remained a manual-only affair, while GL+ was available with either cog-swapper but now exclusively in front-wheel drive. Finally, the GLX could be ordered in auto-equipped front-wheel-drive form or manual-equipped all-paw guise.
Vitara 1.6 GL 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 5MT (86 kW/151 Nm)
Vitara 1.6 GL+ 6AT (86 kW/151 Nm)
Vitara 1.6 GLX 6AT (86 kW/151 Nm)
Vitara 1.6 GLX 5MT AllGrip (86 kW/151 Nm)
A turbocharged 1.4-litre engine saw the range expand early in the 2nd half of 2019.
In July 2019, a 2nd engine option joined the local portfolio, pushing the derivative count to 7. Offered exclusively in conjunction with the range-topping GLX grade, the turbocharged 1.4-litre, 4-cylinder “BoosterJet” motor delivered 103 kW and 220 Nm to the front axle via either a 6-speed manual gearbox or an automatic transmission with the same number of cogs. For the record, this K14C unit was shared with the A2L-gen Swift Sport (though the warm hatch boasted 10 Nm extra) that arrived in Mzansi at the same time.
Vitara 1.4T GLX 6MT (103 kW/220 Nm)
Vitara 1.4T GLX 6AT (103 kW/220 Nm)
At some point around the opening quarter of 2022, the GL and GL+ derivatives quietly fell away, as did the front-driven, auto-equipped GLX variant (likely to make some space for the upcoming YK-gen Grand Vitara). That meant the local Vitara line-up was reduced to 3 models from that point: the 1.6 GLX 5MT AllGrip, the 1.4T GLX 6MT and the 1.4T GLX 6AT. The Vitara was finally removed from price lists in the 2nd quarter of 2024.
What are the Suzuki Vitara’s strengths?
The naturally aspirated motor was a well-proven unit.
Well-proven atmospheric engine: When it comes to long-term ownership prospects, there’s something to be said for a well-proven, naturally aspirated petrol engine. That’s exactly what powered most derivatives in the Vitara range, with the M16A motor having earned its reliability stripes in earlier models as varied as the SX4 and the 1st- and 2nd-gen versions of the Swift Sport.
This free-revving 1.6-litre engine – which employed a timing chain rather than a belt – delivered its peak power of 86 kW at 6 600 r/min, though maximum twisting force of 151 Nm arrived a little late at 4 400 r/min. The latter manifested as a distinct lack of low-down torque compared with turbocharged rivals and indeed the forced-induction 1.4-litre unit. Still, claimed fuel economy was as low as 5.8 L/100 km for the front-driven manual model, while refinement levels were impressive.
The European-built Vitara came with plenty of safety kit.
Plenty of standard safety kit: Since it was sourced from Europe rather than India, the LY-series Vitara (which scored a 5-star rating from Euro NCAP) came equipped with plenty of safety kit as standard. Right from launch, all variants were fitted with ABS with brake assist, brake discs all round, electronic stability control, a full complement of 7 airbags (including a knee airbag) and ISOfix child-seat anchors. GLX derivatives furthermore gained hill-hold control plus front-and-rear parking sensors, while AllGrip variants boasted hill-descent control.
Spacious and practical: Thanks in part to its relatively boxy design, the Vitara featured a deceptively spacious interior. Though not quite class-leading in size, the well-shaped luggage compartment was rated to swallow 375 litres, a figure expandable to well over 1 100 litres with the 60:40-split rear bench neatly folded down.
Neat false floor in the luggage compartment.
The boot furthermore incorporated a clever false floor and a pair of shopping hooks, while all derivatives bar the entry-level GL featured a 12V accessory socket and a dedicated luggage-area light back there. Boot capacity didn’t come at the expense of rear-passenger space, with the bench offering decent levels of leg- and headroom. GL+ and GLX models benefitted from rear privacy glass, while outward visibility was a strong point, owing to slim pillars.
What are the Suzuki Vitara’s weaknesses?
The turbocharged mill was saddled with comparatively short service intervals.
Short service intervals (turbo engine): Although the turbocharged 1.4-litre petrol unit delivered a more tractable driving experience (with maximum torque on tap from just 1 500 rpm all the way through to 4 000 rpm) than the atmospheric motor, it was saddled with desperately short service intervals. While the 1.6-litre engine had to be serviced every year or 15 000 km, the turbocharged K14C powerplant’s intervals came in at a mere 10 000 km. Note, however, that a 4-year/60 000 km service plan was applicable in each case.
Some questionable cabin plastics: Although perceived build quality was generally high, there were perhaps a few too many areas in the cabin finished in hard, shiny plastics (including expansive sections of the facia and door trim). This was particularly evident in pre-facelift models, with Suzuki addressing some of these complaints at the mid-cycle update, chiefly through the addition of soft-touch material atop the dashboard. Regardless, though, make sure your test-drive procedure includes a check for rattles or creaking trim.
The basic infotainment system in the pre-facelift Vitara.
Basic infotainment system (pre-facelift): At launch, all Vitara derivatives made do with a decidedly basic infotainment screen – so rudimentary, in fact, that it was shared with the Celerio budget hatchback of the era – despite more advanced systems being available in Europe.
At the facelift, however, GL+ and GLX models upgraded to the Japanese brand’s “Smart Linkage Display Audio” system. The latter was built around a 7-inch touchscreen (which doubled as a display for the reverse-view camera), complete with Android Auto and Apple CarPlay. From this 2019 update, mid- and top-spec models furthermore gained a 4.2-inch full-colour LCD information display as opposed to the GL’s 3.5-inch monochrome item.
How much is a used Suzuki Vitara in South Africa?
Several factory-backed accessories were available.
When the Suzuki Vitara arrived in South Africa in 2015, a 3-year/100 000 km warranty (along with the aforementioned 4-year/60 000 km service plan) shipped standard. However, from July 2017, Suzuki Auto SA upgraded its passenger-vehicle range to a “promotional” 5-year/200 000 km warranty.
In addition, it’s worth noting more than 80 factory-backed accessories were available for the Vitara, from roof racks, bicycle racks and tow bars to cargo partitions, special door sills and even an electric cooler box for the luggage compartment. Furthermore, various “customisation packages” were on offer, including the so-called “Rugged Pack”, which added silver-painted scuff plates (fore and aft) and other cosmetic trim pieces.
Interestingly, the GLX was the most popular grade during our search.
Approximately three-quarters of the Suzuki Vitara models listed on Cars.co.zaat the time of writing used the naturally aspirated 1.6-litre engine, while the majority of those featured the automatic transmission and just a 10th used the AllGrip all-wheel-drive system. Surprisingly, the flagship GLX grade accounted for a considerable 60% of listed models, with the mid-tier GL+ next and the entry-level GL bringing up the rear.
The most common model year was 2019 (with nearly a quarter of all listings), while only about 25% of listed models showed more than 100 000 km. Indicated mileage ranged from 26 000 km on a 2023 Vitara 1.4T GLX AT to 220 000 km on a 2018 Vitara 1.6 GL+ 5MT.
Below R200 000: Slim pickings below this mark, where we found examples mostly from the opening 3 model years. Predictably, the manual gearbox dominated this space, while mileage tended to be higher than average. The cheapest Vitara we discovered was a 2016 1.6 GL priced at R119 900.
From R200 000 to R250 000: Shifting up to this pricing bracket – which contained a mix of pre-facelift and updated models, accounting for a third of all listed LY-gen Vitaras – opened the door to several auto-equipped examples and generally lower mileages.
R250 000 and up: All listings priced beyond R250 000 came from the final 4 model years, with the turbocharged engine proving more prevalent. The most-expensive Vitara we found was a low-mileage 2023 1.4T GLX 6MT, listed for R354 900.
Which Suzuki Vitara derivative should I buy?
We’d likely lean towards the normally aspirated motor.
So, which LY-series Suzuki Vitara should be at the top of your shopping list? Well, based on the driving experience alone, most would likely prefer the palpably perkier K14C motor, with either of the transmissions.
However, considering the 1.4T’s short service intervals and the fact it hasn’t been used by nearly as many models (nor for anything as long) as the M16A engine, we’d argue the simpler atmospheric 1.6-litre powerplant would deliver the more hassle-free long-term experience.
The touchscreen in the facelifted model.
Still, there are no widespread reliability complaints regarding the 1.4T unit and we certainly wouldn’t blame you for opting for this more flexible motor should your budget allow. We would, however, strongly recommend going for a front-driven derivative over an all-paw variant, since the latter system adds weight, fuel-consumption and purchase-price penalties. And, after all, this Vitara wasn’t designed to emulate the mud-plugging abilities of its forebears.
Finally, which trim level makes the most sense? Well, we’d advise avoiding the base GL (which ran on steel wheels and made do with window winders at the rear – and is seemingly in short supply anyway) and instead focusing your search on the mid-tier GL+ specification.
The base GL grade made do with steelies.
At launch, the latter was the obvious sweet spot, featuring 16-inch alloy wheels, front foglamps, a leather-trimmed steering wheel, cruise control and climate control (as opposed to manual air conditioning in the GL). It also gained the touchscreen system at the facelift.
For the record, the GLX added features such as 17-inch alloys, extra chrome-effect exterior trim, automatic headlamps, a panoramic sunroof, parking sensors (front and rear) and suede upholstery, which was offered in combination with leatherette from the mid-cycle update.
Is the Suzuki Vitara a worthwhile used purchase?
A look at the turbo model’s cabin.
Having spent nearly a decade on Mzansi’s new-vehicle market, the LY-generation Suzuki Vitara shared this segment with a diverse range of rivals. Key competitors ranged from the likewise European-built Volkswagen T-Cross and discontinued Toyota C-HR to Indian-sourced contenders like the GS-generation Hyundai Creta and SP2i-series Kia Seltos.
Early on, this likeable Suzuki also faced competition from crossovers such as the B515-series Ford EcoSport, the J87-gen Renault Captur, the original Nissan Juke and the boxy PS-series Kia Soul. Even the HM-gen Renault Duster competed in a similar section of the market.
The Vitara boasted more safety kit than most rivals.
Still, the majority of compact family crossovers at the Vitara’s price point skimped on safety features, despite the fact they were chiefly marketed at families. As such, the Suzuki stood apart on that front, while also riding with an impressive degree of pliancy, complemented by entirely predictable handling.
Having somewhat ironically lived in the shadow of its budget-beating Indian-built siblings for the final few years of its existence, the Suzuki Vitara became increasingly underappreciated in South Africa, despite its numerous virtues. But that only enhances the LY-gen model’s potential as a terrific used buy today.
In fact, we simply wouldn’t bet again a well-looked-after Vitara 1.6 GL+ derivative – preferably facelifted but with either of the 2 transmissions available – offering several years of trouble-free motoring.
Wondering what the new 772 kW Ferrari 849 Testarossa will cost you in South Africa? Well, here’s pricing for the Coupé and Spider iterations. Cheque books at the ready…
SA pricing for the Ferrari 849 Testarossa Coupé and Spider
Twin-turbo V8 engine combines with trio of electric motors
Peak system power of 772 kW and 0-100 kph in 2.3 seconds
Get your bank managers on the phone, folks: we have local pricing for the new Ferrari 849 Testarossa. Yes, we now know what the SF90’s replacement – which revives the iconic Testarossa badge and is set to be available in both Coupé and Spider form – will cost in South Africa.
Thanks to our astute colleagues over at duoporta.com, we can confirm the 849 Testarossa Coupé will be priced from R12 350 000, while the 849 Testarossa Spider will come in from R13 550 000 (with the latter thus commanding a significant R1.2-million premium).
As a reminder, the 849 Testarossa – which the Maranello-based brand unveiled as recently as September 2025 – comes equipped with a trio of electric motors (2 at the front and a single unit at the rear) alongside a mid-rear-mounted twin-turbo V8 petrol engine (the latter spinning to 8 300 rpm).
This plug-in hybrid electric vehicle (PHEV) set-up (with an 8-speed dual-clutch transmission) boasts a whopping total system power output of 772 kW (up from the SF90’s peak of 735 kW), with the 4.0-litre petrol mill (F154FC) bringing 610 kW and 842 Nm to the party. Meanwhile, a 7.45 kWh lithium-ion battery installed in the chassis offers a claimed all-electric range of 25 km.
According to Ferrari, both the Coupé and Spider versions of the 849 Testarossa can complete the obligatory 0-100 kph sprint in a mere 2.3 seconds, before topping out at over 330 kph. While the hard-top derivative reaches 200 kph from standstill in a listed 6.35 seconds, the open-air variant takes a claimed 6.5 seconds.
The 849 Testarossa Spider features a retractable hard top, which allows the driver to open and close the roof in 14.0 seconds at speeds up to 45 kph. This derivative furthermore features a “wind stop” that has been patented by the Prancing Horse brand. In the open-roof configuration, the wind stop captures incoming air above the side window through intakes integrated into the bench and releases it into the seat’s floorpan area via 2 small vents.
What does the Ferrari 849 Testarossa cost in SA?
DERIVATIVE
PRICE
Ferrari 849 Testarossa Coupé
R12 350 000
Ferrari 849 Testarossa Spider
R13 550 000
The prices above include a 3-year/unlimited kilometre warranty and a 7-year/unlimited kilometre maintenance plan.
Frequently Asked Questions (FAQ)
Q: What is the South African pricing for the Ferrari 849 Testarossa Coupé and Spider?
A: The Ferrari 849 Testarossa Coupé is priced from R12 350 000, and the open-air 849 Testarossa Spider starts from R13 550 000. These prices include a 3-year/unlimited kilometre warranty and a 7-year/unlimited kilometre maintenance plan.
Q: What is the peak power output and 0-100 kph time for the 849 Testarossa?
A: The plug-in hybrid system, which combines a twin-turbo V8 with three electric motors, boasts a peak total system power output of 772 kW. Both the Coupé and Spider versions can accelerate from 0-100 kph in a blistering 2.3 seconds.
Q: What type of engine and hybrid system does the Ferrari 849 Testarossa use?
A: The 849 Testarossa is a plug-in hybrid electric vehicle (PHEV). It features a mid-rear-mounted twin-turbo V8 petrol engine that works alongside a trio of electric motors (2 at the front, 1 at the rear). It has an 8-speed dual-clutch transmission and a 7.45 kWh lithium-ion battery offering a claimed all-electric range of 25 km.
The BYD Sealion 5 is officially South Africa’s most affordable plug-in hybrid SUV. Here’s how much you can expect to pay, plus a look at the features.
New-energy brand BYD will launch its new Sealion 5 before the end of 2025 and thanks to a helpful BYD dealer, we’ve uncovered some specifications as well as a launch price.
In terms of size, the BYD Sealion 5 measures 4 738 mm long, 1 860 mm wide and has a height of 1 710 mm. A wheelbase of 2 712 mm is claimed and these figures make it a little bigger than the Toyota Corolla Cross, Kia Seltos and Chery Tiggo 7 Pro.
The BYD Sealion 5 is powered by a plug-in hybrid petrol engine. The 1.5-litre naturally-aspirated petrol motor makes 72 kW and 122 Nm, and that is complemented by an electric motor which makes 145 kW and 300 Nm. BYD claims a system total max power figure of 156 kW.
There’s a 12.96 kWh battery which offers around 50 km of pure electric driving, and the vehicle is front-wheel driven via a CVT. It also features Vehicle-to-Load (V2L) tech to power accessories.
Trim Levels
The Sealion 5 will be offered in two trim levels, Comfort and Dynamic. Customers have the choice of one interior colour and four exterior colours; Atlantis Grey, Obsidian Black, Snow White, Time Grey.
Comfort
NFC key access
Four airbags
ADAS suite (FCW, LDW, ELKA, adaptive cruise control, traffic sign recognition, auto emergency brake etc)
Stability control, anti-lock brakes, hill descent control, blind spot detection
Tyre pressure sensors
Rear parking sensors
18-inch wheels
Reverse camera
Auto LED headlights
Auto wipers
12.8 inch infotainment screen
Android Auto/Apple CarPlay
6-speakers
Two front USB ports (Type A & C)
Two rear USB ports (Type A & C)
Dynamic (The above content plus:)
Full 360-degree camera
Front parking sensors
6-way electric adjustment for driver’s seat
Heated & Ventilated seats for driver
4-way adjustment for front passenger
Electric sunroof
Front 15W wireless phone charger
Roof rack
Electric tailgate
Electric folding mirrors
How much does the BYD Sealion 5 cost in South Africa?
While warranty and service plan has yet to be confirmed, we reckon it’ll follow the rest of the BYD PHEV range aftersales package, which is a 5-year/100 000 km vehicle warranty, 8-year/150 000 km battery warranty, and a 5-year/100 000 km maintenance plan.
What is the BYD Sealion 5 and where does it fit into the local market?
The BYD Sealion 5 is a compact Plug-in Hybrid Electric Vehicle (PHEV) SUV. It is positioned as BYD’s most affordable PHEV in the South African market, sitting below the larger Sealion 6. Its primary purpose is to introduce South African consumers to electric driving without the range anxiety of a pure EV, thanks to its hybrid capability.
What are the expected launch prices for the BYD Sealion 5 in South Africa?
The BYD Sealion 5 is expected to be the first PHEV in South Africa with a starting price under R500,000. Indicative pricing for the two main derivatives is:
**Essential Model:** Approximately R499,900.
**Premium Model:** Approximately R579,900.
Official pricing and specifications are typically confirmed at the time of the vehicle’s official launch.
What kind of driving range can I expect from the Sealion 5?
The Sealion 5 is offered with two battery options, affecting its pure electric range:
The **Essential** model (with a 12.9 kWh battery) offers an estimated real-world pure electric range of approximately 50 km (WLTP equivalent).
The **Premium** model (with an 18.3 kWh battery) offers a longer pure electric range, closer to 70 km (WLTP equivalent).
Both models utilise a petrol engine and Super DM-i Hybrid Technology to achieve a total driving range of over 1,000 km.
Does the Sealion 5 come with all-wheel drive?
The initial launch models of the BYD Sealion 5 in South Africa are expected to be **Front-Wheel Drive (FWD)**. They are powered by a 1.5-litre petrol engine combined with a single front-mounted electric motor. This setup prioritises efficiency and urban driving performance.
What is the V2L function on the Sealion 5?
V2L stands for Vehicle-to-Load. This function allows the BYD Sealion 5 to use the energy stored in its high-voltage battery to power external electrical devices, such as camping equipment, tools, or even basic household appliances during a power outage. This feature is standard on both plug-in models.
How F&I Managers help to protect you from car fraud
Buying a car is a big milestone, but scams are common. Fortunately, one of car dealer’s Finance and Insurance (F&I) Manager roles is to help prevent car fraud. In this guide, brought to you by Absa, we explain how F&I Managers protect you when buying a car.
At a vehicle dealership, the F&I Manager is the person who helps you navigate the finance and insurance aspects of your purchase. Yes, they handle paperwork, but they’re not just there to draft contracts… They’re trained to explain finance options, insurance, and extras. More importantly, they help ensure you don’t fall victim to car fraud. Think of them as your financial bodyguard in the car-buying process.
Fraud isn’t always as obvious as some skelm selling stolen cars from a corner lot. It’s often much, much sneakier. Fraudsters use fake documents and scams that target both dealerships and buyers.
And when things go wrong, you, as the buyer could be left paying for a mess you didn’t cause.
Confirm the car isn’t stolen or already financed with an ownership and finance check.
Verify the dealership’s credentials.
Avoid intermediaries who offer to “handle everything”.
Share personal details only with the dealership and bank.
Ask questionsand insist on plain-language answers.
Take your time, read everything before signing.
Double-check details, down to the last digit.
How your F&I Manager protects you against car fraud
Your F&I Manager is more than a paperwork processor, they’re your fraud-fighting co-pilot. Here’s how they keep you safe:
Verify documents: They check your ID, proof of income, and proof of address to confirm authenticity.
Protect your data: Your personal and banking details are handled securely to prevent misuse.
Conduct affordability checks: They ensure compliance with the National Credit Act so you don’t take on debt you can’t manage.
Use digital tools: Advanced fraud detection systems help spot risks early in the process.
Structure your loan application: They organise your application to maximise approval chances while meeting your affordability needs.
Ensure transparency: Every financing option, interest rate, and term is explained clearly, no hidden surprises.
Act as a financial partner: They flag anything unusual in the sale to protect your interests.
Maintain compliance: They stay up to date with consumer protection laws and disclosure requirements so you don’t have to.
Why this matters for you
Fraud isn’t just a car dealership problem, it can wreck your life. Imagine losing your deposit to a fake seller or paying off a loan on a car that was never yours. An F&I Manager ensures every aspect of a sale is legal, transparent, and safe.
Prefer buying from a private seller? Use Absa’s Private Buy solution. You can take the car you plan to buy to an Absa-approved Private Buy dealership; they’ll see to it that the car is checked and arrange finance.
Watch out for these car fraud danger signs:
Seller refuses to show registration papers.
Price way below market value.
Pressure to sign paperwork quickly.
Fine print no one explains.
Seller insists on meeting in a quiet place.
Add-Ons and Extras – what’s worth it?
F&I Managers often offer extras like service plans, warranties, tyre and rim cover, and scratch and dent protection. You don’t need them all, but some can be useful, especially if you drive on pothole-ridden roads or plan to keep your car long-term.
Comprehensive insurance is the only legal requirement for financed cars, the rest is up to you.
Wondering if they push products for commission? In South Africa, they’re legally required to present all offers fairly and disclose bank ties. While they do earn commission, their role is to guide, not trap, and the final decision is yours.
Ask to see all bank responses and loan structures – check the term, interest rate, balloon payments, and extras. When approval comes through, don’t let excitement cloud your judgment. Read the full contract, ask questions, and agree only to what fits your budget.
The bottom line is, your F&I Manager does much more than push paperwork. They’re your fraud-fighting co-pilot. That said, it’s still up to you to ask questions and stay sharp during this process.
Absa’s Fulufhelo Mandane discusses what you need to consider before you start shopping for a vehicle, the costs of ownership and your various finance options. Absa First-time Buyer Guide to Vehicle Finance
Absa’s Gordon Wood details how the new Aftermarket Guidelines, which were introduced in the motor industry last year, affect you as a vehicle owner. Absa’s Guide to Responsible Vehicle Ownership
Mercedes-Benz SA slashes C-Class prices
Mercedes-Benz South Africa has slashed the prices of its locally built C-Class sedan, with the most drastic drop coming in at a considerable R122 079…
Price cuts for all C200 and C220d variants
Reductions range from R86 970 to R122 079
Mercedes-AMG C43 and C63 S not included
Mercedes-Benz South Africa has quietly slashed the prices of its mainstream C-Class range – a line-up that is, of course, produced in East London – repositioning both the petrol-powered C200 and the turbodiesel C220d versions of its locally built W206-series sedan.
The news comes after the German brand reduced the list prices of every variant in its wide range of models – except the fully electric vehicles, that is – back in April 2025. However, these latest C-Class price cuts are deeper still (big thanks to the folks at duoporta.com for helping us work through the numbers!).
Yes, the C200 Avantgarde’s price has been dropped by a whopping R99 863, from R1 040 519 to R940 656, meaning the C-Class portfolio again sports a sub-R1-million starting price. The C200 AMG Line, meanwhile, costs a significant R86 970 less than before, with its sticker price falling from R1 095 919 to R1 008 949.
But it’s the C220d Avantgarde that sees the most drastic price drop, with a R122 079 reduction meaning its starting price has fallen from R1 106 502 to R984 423. Finally, the C220d AMG Line has had its price slashed by a considerable R98 354, decreasing from R1 161 902 to R1 063 548.
Note, however, the Mercedes-AMG C43 and Mercedes-AMG C63 SE Performance are not included in this latest repositioning exercise, so these high-performance variants remain priced at R1 709 405 and R2 412 842, respectively. In addition, keep in mind the C200 and C220d derivatives each saw price increases of approximately R20 000 in July 2025 (somewhat curiously, considering the timing of this latest cut).
Of course, the repositioning of the core C-Class range sees this executive sedan’s new pricing bookends of R940 656 and R1 063 548 more closely aligned with those of its key rival, the BMW 3 Series (currently priced fromR913 731 to R1 067 731, excluding the M340i xDrive and M3 Competition M xDrive). The new Audi A5 Sedan, meanwhile, runs from R1 123 000 to R1 281 800.
As a reminder, the locally built W206-series C-Class was introduced to SA in the 3rd quarter of 2021. The C200 employs a turbocharged 1.5-litre, 4-cylinder petrol engine delivering 150 kW and 300 Nm to the rear wheels via a 9-speed automatic transmission. A mild-hybrid system is also included, capable of briefly adding around 15 kW and 200 Nm.
Meanwhile, the C220d uses a turbocharged 2.0-litre, 4-cylinder turbodiesel motor. Likewise equipped with a mild-hybrid set-up, this oil-burning engine sends 147 kW and 440 Nm to the rear axle through a 9-speed auto.
Mercedes-Benz C-Class (2025) price adjustments
DERIVATIVE
OLD PRICE
NEW PRICE
DIFFERENCE
C200 Avantgarde
R1 040 519
R940 656
-R99 863
C200 AMG Line
R1 095 919
R1 008 949
-R86 970
C220d Avantgarde
R1 106 502
R984 423
-R122 079
C220d AMG Line
R1 161 902
R1 063 548
-R98 354
The prices above include a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan (which Mercedes-Benz SA says the buyer “shall be entitled to exclude from the purchase”).
Q: Which Mercedes-Benz C-Class models are included in the recent price cuts?
A: The price cuts apply to the locally built W206-series C-Class sedan derivatives: the petrol-powered C200 and the turbodiesel C220d, including both the Avantgarde and AMG Line trim levels. The Mercedes-AMG C43 and C63 SE Performance are not included.
Q: What is the range of the price reductions, and which derivative saw the biggest drop?
A: The reductions range from R86 970 to R122 079. The C220d Avantgarde saw the most drastic cut, with a reduction of R122 079, bringing its new price to R984 423.
Q: What is the new starting price for the Mercedes-Benz C-Class portfolio?
A: The C-Class portfolio’s new starting price is R940 656 for the C200 Avantgarde, which is a reduction of R99 863 from its previous price of R1 040 519. This means the C-Class again has a starting price below R1-million.
Nissan is going through its worst cash crisis in history. It is forcing the company to reshape itself for survival. And that means more bakkies, like Navara. But why no new Navara for South Africa?
In South Africa, the Nissan model portfolio has shrunk alarmingly. The only models on sale that really generate money for Nissan dealers are X-Trail and Navara. But mostly, it’s Navara.
Legacy models like Hilux, Ranger and Isuzu’s D-Max dominate the local bakkie market. Then there’s the flood of new Chinese double cabs, offering advanced petrol/electric powertrains and unmatched cabin infotainment. All of this puts a lot of pressure on the current D23 Navara, which is now more than ten years old. In bakkie years, that’s a lot.
To remain relevant Nissan needs to keep trend with bakkie tech. That’s why there’s a new Navara that’s a rebadged Mitsubishi Triton. Because Nissan really didn’t have the money to develop an all-new Navara on its own, it’s doing a deal to borrow technology.
Strangely, there is no commitment to bring this new D27 Navara to South Africa. It is weird, but nothing new from Nissan. But does Nissan South Africa have good reasons for not importing the D27 for South African buyers?
‘Old’ Nissan bakkies aren’t anything new
Nissan milked the NP300 platform for much longer than intended. And buyers kept buying the old tech bakkie.
Nissan has an established presence in the bakkie market. And for decades, it traded on loyalty. And product legacy. It’s why the Nissan 1400 Champ was kept in production for 37 years, well beyond its technology lifecycle.
It’s also why Nissan kept producing the NP300 locally, in parallel to Navara, until 2021. Recycling older technology with a continuation model, in the same way Toyota did with Corolla Quest and VW has perfected, with the Polo/Vivo model lines.
The current D23 Navara was launched in 2014, but arrived very late in the South African market. It only went on sale here in 2017. Bizarrely, the D23 Navara was available in the UK, two years before South Africa, which is a much bigger bakkie market.
And it’s not just South African bakkie buyers who have suffered from delayed Nissan products. Americans have been buying the NP300-based Frontier from 1998-2021. One of the longest bakkie lifecycles in history.
Do some buyers prefer old tech?
Triton-based Navara can run at high speed, and on sealed surfaces, in 4H. That’s a big tech win.
The D27 Navara is a Triton. And that’s not a bad thing in the bakkie world, at all. Triton is one of the best double cabs available.
With a proven 2.4 turbodiesel engine and one of the best transfer case systems of any bakkie, the new Navara gets a lot of great stuff from Triton. With an ability to run in all-wheel drive, at high speeds, on tar roads and gravel, for added traction. And when towing heavy trailers or caravans.
Triton’s ability to operate in all-wheel drive on tar, up a steep mountain pass, is invaluable when you are towing. Especially in the rain, when having to round sharp corner, climbing a mountain pass with a heavy trailer or caravan.
But do some bakkie buyers want old-school technology? They want in-cabin screen functionality and device pairing, but don’t want invasive driver-assistance systems. Or warning buzzers that trigger at every possible action and interaction with the vehicle. Especially in chaotic South African road conditions, where haphazard animal movements and pedestrians, not to mention high-risk traffic, can easily overwhelm a driver assistance system designed for European road conditions.
D23 Navara’s best tech, is hidden out of view, at the rear. It’s that coil-sprung rear axle.
Nissan’s D27 Navara uses a similar rear suspension set-up to most other double-cab bakkies: a solid axle with leaf springs. Commercial vehicle and bakkie engineers have been using this design for more than a century. It’s robust and more importantly, it’s cheap.
But the truth is that most double cab bakkie owners never use the full load capacity of their bakkies. And unladen leaf-sprung live axle rear suspension is ultra-stiff and rides very harshly. Which is annoying when driving on a poorly surfaced highway and even worse, on a corrugated dirt road, unladen.
When it launched a decade ago, D23 Navara’s standout technical feature was its coil-sprung rear suspension. This rear-axle set-up is much better at mitigating the effects of corrugations and other surface irregularities. Ride quality is less harsh, and high-speed tracking stability on corrugated dirt roads is much better.
Ford’s Ranger Raptor is the most advanced double cab on sale in South Africa, if high-performance suspension design and components mean something to you. And it has coil-sprung rear suspension for a reason. So do some of the new ‘premium’ Chinese bakkies. Nissan’s engineers clearly knew something in the early 2010s, when they were finishing the design of D23 Navara, and chose a coil-sprung rear suspension.
Suppose you are a South African double cab buyer who wants the ride quality, superior steering authority, and towing stability of a coil-sprung rear axle, especially on dirt roads. In that case, the ‘aged’ D23 Navara is arguably better than the new leaf-sprung D27 version.
Considering how much ‘old’ Hilux is in the new one… Is Nissan being smart by keeping the D23 Navara for SA?
New designs and technology integration drive the vehicle market. Bakkies are not different. Customers want more cabin comfort, better seats, improved ventilation systems, better infotainment, and enhanced crash safety.
They also want better sound insulation, improved ride quality across all terrain types, and powerful, efficient engines. Those bakkie buyer demands mean new technology is required. And Chinese bakkie models are providing an abundance of the latest tech. And at times, too much tech.
The global standard by which all bakkies are measured is Hilux. And Toyota’s shown, again, that the market accepts its conservative product development approach. New Hilux has a great deal of carryover tech and features. And it’s going to be a huge sales success.
Money and price sensitivity are possibly the main reasons why Nissan doesn’t want to commit to a new D27 Navara for South Africa. These bakkies would be imported and subject to import taxes, making them more expensive than locally built market leaders like Hilux, Ranger, and D-Max. Continuing with the current D23 Navara allows Nissan to keep its double cab bakkie in the market, with all the pricing benefits of local production and the government incentives that support South African manufacturers.
Can South Africans really judge Nissan for continuing with the D23 Navara? Especially when Toyota has just revealed a Hilux that will be hugely influential in the bakkie market until 2035 – with engines dating back to the mid-2010s?
It’s official: BMW has confirmed production of the G29-series Z4 will end in March 2026, with a “Final Edition” package marking the end of the line for the roadster…
G29-series Z4 production set to wrap up in March 2026
Final Edition package includes Frozen Matte Black paint
Special swansong version not confirmed for South Africa
It’s almost time to say farewell to the G29-series BMW Z4. Yes, while revealing a new “Final Edition” package, the Munich-based automaker has officially confirmed production of the roadster will end in March 2026.
As a reminder, the G29-series Z4 – which was developed alongside the Toyota GR Supra, with both models built by Magna Steyr in Austria – was revealed back in August 2018, before arriving in Mzansi the following year. Toyota, of course, also recently confirmed that production of the A90-series Supra will cease in March 2026.
So, what about do we know about the Z4 Final Edition? Well, while it’s not yet clear whether this 2-seater swansong derivative will be offered here in South Africa, BMW’s international press material says the Final Edition’s “short order window” will begin in “late January 2026”.
This special model will be available in Frozen Matte Black paint (a hue exclusive to this package), though the German firm says buyers can select other colours “at no extra cost”. Red brake callipers are also included, as is the M High-Gloss Shadowline exterior-trim package.
Inside, you’ll find contrasting red stitching on the instrument panel, centre console, door trim and M Sport seats (the latter finished in a leather-and-Alcantara combination). There’s also an M Alcantara steering wheel (likewise with contrasting crimson seams), along with branded door-sill strips.
In Europe, the Final Edition package will be available for the Z4 sDrive20i, Z4 sDrive30i and Z4 M40i. Note, however, that only the latter M Performance derivative is offered here in South Africa, with the 4-cylinder Z4 sDrive20i having been quietly discontinued locally back in October 2024 (after the facelifted version arrived in 2023).
Currently priced from R1 332 760, the SA-spec Z4 M40i uses a twin-turbo 3.0-litre line-6 petrol motor that generates 285 kW and 500 Nm, peak outputs that are directed to the rear wheels via an 8-speed automatic transmission as standard. The 0-100 kph sprint takes a claimed 4.1 seconds, while top speed is electronically capped at 250 kph.
Q: When will production of the G29-series BMW Z4 end?
A: Production of the G29-series BMW Z4 is officially confirmed to end in March 2026.
Q: What are the key features of the Z4 “Final Edition” package?
A: The Final Edition package includes Frozen Matte Black paint (exclusive to the package), red brake callipers, the M High-Gloss Shadowline exterior-trim package, and an interior with contrasting red stitching on the M Sport seats (leather-and-Alcantara), instrument panel, console, door trim and an M Alcantara steering wheel.
Q: Will the Z4 “Final Edition” be available in South Africa?
A: It is not yet confirmed whether the Z4 “Final Edition” will be offered in South Africa. Internationally, the “short order window” for this special model is scheduled to begin in “late January 2026.”
