The Renault Duster has carved out a unique niche in the local automotive landscape. Known for its rugged simplicity and fuel efficiency, it has become a go-to choice for those who need a vehicle that can handle both the urban sprawl and the occasional gravel track. However, as these vehicles begin to age, potential buyers may ask: is a used Duster a safe bet?
In this video guide, we take a deep dive into the 2nd-generation Duster. We look specifically at the 1.5-litre turbodiesel model to uncover what to look out for, how much it costs to maintain and whether the “plucky” reputation holds up under scrutiny.
The legend of the 1.5 dCi
A neat design coupled with a just-right size meant the 2nd-gen Duster quickly found favour in the SA market.
At the heart of most used Duster models’ appeal is the 1.5-litre turbodiesel engine. This powerplant is arguably one of the most versatile engines in modern motoring. It’s seen service in everything from Mercedes-Benz commercial vans to Nissan SUVs. In South Africa, where long distances are the norm, this engine shines thanks to its impressive torque and exceptional fuel economy.
The Duster was offered in FWD and 4WD versions, as well as petrol or diesel, and manual or auto.
While the latest 3rd-generation Duster has moved away from diesel power, the 2nd-generation diesel remains highly sought after on the used market. It provides just enough punch for highway overtaking while maintaining a zippy character in city traffic.
The interior’s basic design had its benefits – it was particularly straight-forward to use.
Despite its robust nature, the Duster is a budget-focused product with origins in the Dacia brand. As such, it does have a few quirks that buyers should be aware of:
Refinement and rattles: The diesel engine is somewhat agricultural in its sound and vibration. Over time, these vibrations can lead to interior squeaks and rattles.
Transmission temperament: The Efficient Dual Clutch (EDC) automatic gearbox is a dry-clutch setup. In heavy stop-start traffic, it can become jerky or prone to overheating. It is far happier on the open road or a steady gravel path.
Infotainment glitches: While the system covers the basics, some users have reported software bugs and glitches. It is always worth ensuring the firmware has been updated to the latest version.
Loose driver’s seat: A recurring report among Duster owners involves a slight wobble or looseness in the driver’s seat rails. This is a relatively simple fix.
Mechanical “sweats”: On higher-mileage units, it is common to find minor oil “sweats” around the turbo area or coolant seeps from the side water housing.
While smooth-shifting, the EDC ‘box did have its quirks in stop-start traffic.
The maintenance factor
When buying any used diesel vehicle in South Africa, fuel quality is a major consideration. Clogged injectors or issues with the diesel particulate filter (DPF) can arise if the vehicle hasn’t been maintained correctly or has been run on poor-quality fuel.
A diagnostic check at a reputable service centre is essential. Modern diagnostic tools can often pick up “ghost” errors caused by low battery voltage if a car has been standing for a while. This can be easily cleared.
The highlight of the Duster package: Renault’s torquey, efficient 1.5-litre turbodiesel engine.
Mechanically, the Duster is known for its reliability, provided the basic service intervals for oil, filters, and coolant are strictly followed.
Our verdict on a used Duster
Gravel-roading was no chore for the Duster thanks to pliant suspension and generous ground clearance.
The Renault Duster remains a compelling used buy for those who value practicality and low running costs over premium finishes. It offers a level of versatility that few other vehicles in its price bracket can match. If you can live with its unrefined edges and humble interior, it serves as an excellent companion for South African conditions.
By opting for a used model with a full service history and perhaps choosing a reputable 3rd-party service provider, you can enjoy all the benefits of the dCi engine without the steep depreciation associated with a new vehicle purchase.
Chinese brand Chery has revealed the interior of its KP31 concept, a bakkie that’s expected to reach South Africa in production form in the final quarter of 2026…
Chery reveals KP31 concept’s interior
Cabin features swathes of leather trim
Production model confirmed for SA
In February 2026, the Chery KP31 concept was shown in Australia, officially previewing what the Chinese brand claims will be the “world’s first” bakkie to feature a diesel PHEV powertrain. And now this SA-bound model’s interior has been revealed.
As a reminder, the KP31 concept – which is expected to reach South Africa in production form in the final quarter of 2026 (or perhaps early in 2027) – seems to be very closely related to Chery’s Rely P3X that debuted in China in September 2025.
The KP31’s cabin design, however, appears distinct from that of the P3X. Based on the freshly released images of the (left-hand-drive) concept bakkie’s interior, we can expect plenty of tan-and-black leather trim and even suede finishes (the latter atop the dashboard), along with a flat-bottomed steering wheel, a large touchscreen and a digital instrument cluster.
The photographs released by Chery’s Australian division furthermore show the KP31’s stubby automatic gearshifter along with buttons for the locking differentials (front, centre and rear), crawl control, 360-degree camera system, heated-and-ventilated seats and hybrid modes.
In addition, the concept bakkie’s cabin appears to feature ambient lighting. Meanwhile, images of the rear bench suggest fairly generous passenger space back there (though it’s tricky to tell for certain based on photographs) and also show the presence of a panoramic sunroof.
While technical details have yet to be confirmed, Chery says the ladder-frame bakkie’s plug-in hybrid electric vehicle (PHEV) powertrain will be based on a 2.5-litre, 4-cylinder turbodiesel engine offering “class-leading thermal efficiency rated at 47%”.
In addition, the Wuhu-based automotive giant says the bakkie will offer a “competitive” 1 000 kg payload and 3 500 kg (braked) towing capacity. The concept vehicle measures 5 610 mm long, while standing 1 920 mm wide and 1 925 mm tall. That said, Chery has confirmed the production version “will be slightly shorter with a length of 5 450 mm” (for the record, that’s 100 mm longer than a Ford Ranger double cab).
While the bakkie has been known by the “KP31” codename since its reveal, Chery in Australia has almost wrapped up a competition to christen the production version in that market. What the bakkie will end up being called in South Africa, of course, remains to be seen…
Frequently Asked Questions (FAQ) About the Chery KP31 Bakkie
Q: What makes the Chery KP31 unique in the global bakkie market?
A: The KP31 is set to be the “world’s first” bakkie to feature a diesel plug-in hybrid (PHEV) powertrain. By pairing a 2.5-litre, 4-cylinder turbodiesel engine with electric motors, Chery aims to deliver exceptional fuel efficiency (targeting a 47% thermal efficiency rating) without compromising the torque needed for heavy-duty tasks.
Q: What can we expect from the interior of the production model?
A: Based on the recently revealed concept images, the cabin will lean toward the premium end of the segment. Expect a high-end atmosphere featuring tan-and-black leather upholstery, suede dashboard finishes, a panoramic sunroof and a large touchscreen. It also includes luxury hardware like heated and ventilated seats and a 360-degree camera system.
Q: How does the KP31’s size and capability compare to the Ford Ranger?
A: The production version is expected to be roughly 5 450 mm long, making it about 100 mm longer than the current Ford Ranger double cab. Despite its hybrid nature, it maintains “workhorse” credentials with a competitive 1 000 kg payload capacity and a 3 500 kg braked towing rating, matching the segment leaders.
What are run-flat tyres and do they keep you safe?
Run-flat tyres could mean the difference between harm and driving to safety after getting a puncture. Loss of vehicle control and risk of rim damage dictate that you stop but when your life depends on it, you keep driving. Run-flat tyre tech solves this conundrum, letting you continue your journey until you reach safety.
In crime-ridden South Africa, life is fast and, sadly, cheap. You don’t dare drive at night. And even when the traffic lights do work, you don’t stop unless absolutely necessary. Still, it only takes one dead streetlight and a perfectly placed pothole to cause a puncture. You have to weigh up the risk of stopping and being subjected to a criminal attack during a tyre change; or continue driving to a safer spot while damaging your car. This is where run-flat tyres (RFTs) come in, and if you get a puncture in an unsafe area, the tech could save your life.
How run-flat tyres work: Technology that keeps you moving after a puncture
It’s a horrible feeling. Whether you’ve driven over a nail, struck a kerb or crashed through a crater – the soundtrack and the sensation is always the same: deflation before the onset of offset steering. This is the after-effect of a normal road tyre that’s lost all its air and is compressing under the weight of the vehicle.
RFTs, though, are designed to prevent just that from happening.
Any tyre’s weakest point is its sidewall, which by design comprises thinner rubber and less internal protection than the road-facing tread section. They’re designed this way to enable bump absorption and flexing as an extension of a vehicle’s mechanical suspension.
In Michelin speak, ‘ZP’ refers to a run-flat tyre.
Therein lies the key difference. An RFT has a reinforced sidewall featuring additional support from extra rubber inserts and other load-bearing materials. These lessen structural deformation born from excessive friction and heat that would ordinarily compromise vehicle handling: the fastest way to destroy a normal tyre had you kept on driving after a puncture.
Run-flat tyres vs standard tyres: The key differences every driver should know
Attribute
Run-flat tyres
Normal tyres
Puncture-handling ability
Can drive 50-80 km (at up to 80 km/h max) after a puncture
Requires an immediate stop and change
Sidewall design
Reinforced; supports car weight even when punctured
Flexible; collapses without air
Ride comfort
Firmer; transmits more bumps
Softer/smoother; better bump absorption
Weight
Heavier (approx. 20- 30% more)
Lighter
Fuel efficiency
Slightly worse due to increased weight
Generally better
Repairability
Rarely repairable if driven while flat
Usually repairable (if tread only, but damage dependent)
While most medium- to high-spec BMWs, Mercedes-Benz models and Audis (and increasingly some Chinese brands) have them, the critical caveat is that if your model isn’t fitted with tyre pressure monitors (TPMS), as a rule you cannot fit run-flat tyres. Doing so might even void your car’s factory warranty.
That’s because, bizarrely, RFTs do their job of minimising post-puncture vehicle behaviour change too well. Basically, without being informed of a deflated tyre, you could continue driving at regular speeds over extended distances well beyond the RFT’s inherent – but ultimately still-fallible – safety margin. By then, rim damage is inevitable and a sudden high-speed direction-change would be catastrophic.
With the TPMS hurdle cleared (and additional replacement cost aside), if you do decide to upgrade your next set of tyres to RFTs, other compromises are worth noting.
The extra reinforcement makes RFTs heavier and noisier than regular tyres. In turn, the additional weight will make your car’s steering feel initially sharper but more prone to annoying feedback from the road surface (i.e. not the good kind).
Furthermore, with pliance traded for sidewall durability, RFTs can crash over bumps rather than absorb them, which are transmitted into the vehicle cabin – a trade-off that can be answered only by each individual’s driver’s tolerance levels of discomfort. That said, the newest and best RFTs have addressed this concern to an impressive degree by balancing sidewall strength and compliance.
Potentially putting, uhm, the final nail in the case for fitting RFTs is the fact that the additional rolling resistance owed to the extra weight and stiffness causes heat that reduces tyre life, meaning that not only are you paying more initially (and using more fuel because of the extra mass) than for normal tyres, you’ll also be replacing them more regularly.
On the plus side, RFTs are an essential peace-of-mind purchase if you don’t know how to change a tyre and don’t have anyone to call (or who’ll answer at 2am). And because the tyre retains its shape after a puncture, vehicle stability remains largely unaffected.
Do RFTs fit your car? Compatibility, costs & what to expect
Unsurprisingly, RFTs are pricier than all but (in some instances) the most premium iteration of their standard equivalents.
Tyre size / type
Standard tyre price range
Run-flat tyre price range
16-inch (budget)
R850 to R1 300
R2 100 to R2 800
17-inch (mid-range)
R1 400 to R1 900
R2 600 to R3 500
18-inch (premium)
R1 800 to R2 600
R3 200 to R4 800
19-inch+ (luxury/SUV)
R3 500 to R5 500
R6 000 to R12 000+
Still interested? No doubt, run-flat tyres aren’t without compromise. They’re heavier, firmer and pricier than regular rubber. But think of them as the roadside assistance you never knew you needed: they won’t make potholes disappear, but they might just let you laugh off a puncture instead of stressing over it when you least have to.
The new Kia Tasman has officially arrived in South Africa and we finally know what the South Korean firm’s distinctively styled double-cab bakkie will cost you…
New Tasman finally launches in South Africa
SA range comprises 3 derivatives at launch
2.2CRDi turbodiesel engine and 8AT standard
The lengthy wait is over. Yes, the new Kia Tasman has finally launched in South Africa, marking the South Korean brand’s first foray into the local double-cab bakkie market. And pricing has now been confirmed.
Revealed globally back in October 2024, the new Tasman was initially planned to reach Mzansi in the 2nd half of 2025. However, the divisively styled ladder-frame bakkie’s local launch was quietly pushed into 2026, with Kia SA telling us it was “still negotiating pricing” with head office in Seoul.
The Tasman can be ordered with colour-coded fenders.
Now, this new bakkie – which is imported from the automaker’s Hwasung factory in South Korea – has officially hit the market. At launch, the local Tasman portfolio comprises a trio of double-cab derivatives, each furthermore optionally available with colour-coded wheel arches (seemingly at an extra cost of R5 004). No word yet on single-cab variants for the local market.
So, let’s take a look at pricing. The Kia Tasman range in South Africa kicks off with the Tasman 2.2CRDi DC LX 4×2 8AT, priced from R679 995. The Tasman 2.2CRDi DC SX 4×4 8AT slots into the middle of the double-cab portfolio at R879 995, while the Tasman 2.2CRDi DC X-Pro 4×4 8AT tops the line-up at R999 995.
SUV-like cabin.
All 3 derivatives employ Kia’s 2.2-litre, 4-cylinder turbodiesel engine and an 8-speed automatic transmission, a powertrain familiar from the Sorento and Carnival. In the Tasman, however, this oil-burning 4-pot offers peak outputs of 154 kW (up from 148 kW) and 440 Nm. Expect a claimed fuel economy of 7.5 L/100 km for the 4×2 configuration and 7.8 L/100 km for the 4×4.
At R679 995, the base Tasman 2.2CRDi LX 4×2 8AT is positioned close to derivatives like the 135 kW Mitsubishi Triton 2.4DI-D GLS 6AT (R679 990), the 110 kW Isuzu D-Max 1.9TD LS X-Rider 6AT (R680 600) and the recently updated 125 kW Volkswagen Amarok 2.0TDI 10AT (R689 700).
Controversial exterior design.
We expect the LX trim level to include 17-inch alloy wheels, LED headlamps, a 12.3-inch touchscreen, a reverse-view camera, parking sensors (fore and aft), a gas-lift tailgate device and a full complement of airbags (including front thorax & pelvis as well as curtain airbags).
Meanwhile, the Tasman 2.2CRDi SX 4×4 8AT – with a price-tag of R879 995 – finds itself priced close to the likes of the 150 kW Toyota Hilux 2.8GD-6 4×4 Raider 6AT (R867 200), the 140 kW Isuzu D-Max 3.0TD LSE 4×4 6AT (R887 000) and the 135 kW GWM P500 2.4TD Super Luxury 4×4 9AT (R889 900).
The Tasman is Kia’s first real stab at a traditional double-cab bakkie.
The SX grade looks set to add features such as faux-leather upholstery, a powered driver’s seat, an electro-chromatic rearview mirror, dual 12.3-inch screens, a surround-view monitor, dual-zone automatic climate control, wireless smartphone charging, rain-sensing wipers and a raft of advanced driver assistance system (ADAS) features, including adaptive cruise control, lane-keep assist, blind-spot monitoring and more.
Finally, the R999 995 Tasman 2.2CRDi X-Pro 4×4 8AT is priced in the vicinity of models like the BYD Shark 6 Premium AWD (R969 900), the newly introduced Ford Ranger 3.0TD V6 Sport 4×4 10AT (R995 000) and the GWM P500 2.0T HEV Ultra Luxury 4×4 9AT (R999 900).
The Tasman in flagship X-Pro guise.
Though this flagship Tasman derivative is the same price as the Sorento 2.2CRDi EX+, it’s by no means Kia SA’s most expensive derivative, with the Carnival 2.2CRDi EX (R1 049 995), Sorento 2.2CRDi SX 4X (R1 199 995), Carnival 2.2CRDi SXL (R1 299 995) and Sorento 2.2CRDi SXL 4X (R1 299 995) all positioned on the far side of R1-million.
The X-Pro specification seemingly boasts features like electrically adjustable front seats (with heating and ventilation), customisable ambient cabin lighting, a Harman Kardon sound system and a sliding function for the rear bench.
Expect a payload of up to 1 000 kg.
As a reminder, the double-cab version of the Tasman measures 5 410 mm from front to back, making it some 60 mm longer than a Ford Ranger double cab. The load bed measures 1 512 mm long and 1 572 mm wide, which Kia claims provides “best-in-class cargo capability of 1 173 litres”. The new bakkie’s payload ranges from 1 008 kg to 1 123 kg (depending on the derivative), while the braked towing capacity comes in at 3 500 kg.
What does the new Kia Tasman bakkie cost in SA?
DERIVATIVE
PRICE
Kia Tasman 2.2CRDi DC LX 4×2 8AT
R679 995
Kia Tasman 2.2CRDi DC SX 4×4 8AT
R879 995
Kia Tasman 2.2CRDi DC X-Pro 4×4 8AT
R999 995
The Tasman features Kia’s 5-year/unlimited kilometre warranty and a 6-year/90 000 km service plan.
Frequently Asked Questions (FAQ) About the New Kia Tasman
Q: What engine and transmission does the Kia Tasman use?
A: The entire local Tasman range is powered by Kia’s proven 2.2-litre, 4-cylinder turbodiesel engine, paired with an 8-speed automatic transmission. In this application, the engine has been tuned to deliver 154 kW and 440 Nm, providing a punchy and familiar powertrain similar to those found in the Sorento and Carnival.
Q: How does the Tasman’s size and load capacity compare to the Ford Ranger?
A: The Tasman is a physically imposing bakkie, measuring 5 410 mm in length, making it approximately 60 mm longer than a Ford Ranger double cab. Kia also claims “best-in-class” cargo capability with a load bed volume of 1 173 litres, a payload of up to 1 000 kg and a competitive 3 500 kg braked towing capacity.
Q: What are the key differences between the SX and the flagship X-Pro grades?
A: While the SX (R879 995) is highly specced with dual 12.3-inch screens and a full ADAS safety suite, the X-Pro (R999 995) adds premium luxury and utility features. These include a Harman Kardon sound system, heated and ventilated front seats, customisable ambient lighting and a sliding rear bench function for improved interior flexibility.
The Omoda C5 1.5T SHS HEV has officially launched in South Africa, arriving as one of the local market’s most affordable traditional hybrid electric vehicles…
Omoda C5 HEV hits the market in South Africa
Arrives as one of SA’s most affordable HEVs
Total system outputs of 165 kW and 295 Nm
The new Omoda C5 1.5T SHS HEV has officially touched down in South Africa, with the Chinese brand positioning the newcomer as one of the local market’s most affordable traditional hybrid electric vehicles (HEVs).
Interestingly, the Chery-backed firm is offering the C5 HEV at a special launch price of R469 900 (for the first month), though its official retail price is listed as R479 900. Based on the latter figure, only the Chery Tiggo Cross 1.5 CSH HEV (from R439 900) and MG3 1.5 Hybrid+ Luxury (from R469 900) are more affordable in the HEV space.
Slotting in at the top of the broader C5 portfolio, the new SHS-badged HEV pairs a turbocharged 1.5-litre, 4-cylinder petrol engine with an electric motor and a 1.83 kWh lithium iron phosphate battery, delivering combined outputs of 165 kW and 295 Nm to the front wheels.
Omoda claims a 0-100 kph sprint time of 7.9 seconds and a top speed of 175 kph. The C5 1.5T SHS HEV’s listed combined fuel consumption comes in at 4.9 L/100 km (on the WLTP cycle), which the Chinese automaker says will translate to a single-tank range of “more than 1 000 km”.
Inside, you’ll find a 12.3-inch dual-screen set-up (with Apple CarPlay and Android Auto), leather upholstery, power-adjustable front seats, an 8-speaker sound system, wireless smartphone charging, a powered tailgate and a sunroof. The company has also included as many as 20 driver-assistance systems, from blind-spot detection to rear cross-traffic alert and lane-change assist, along with 7 airbags.
What does the new Omoda C5 1.5T SHS HEV cost in SA?
DERIVATIVE
PRICE
Omoda C5 1.5T Street+
R339 900
Omoda C5 1.5T Style X
R374 900
Omoda C5 1.5T Lux X
R425 900
Omoda C5 1.5T Elegance X
R465 900
Omoda C5 1.5T SHS HEV
R479 900 (launch month price of R469 900)
Pricing includes a 5-year/150 000 km warranty and a 10-year/1-million km engine warranty (plus a 10-year/unlimited km battery warranty for the HEV variant). The Street+ and Style X derivatives come with a 2-year/25 000 km service plan, while the remaining ICE variants feature a 5-year/70 000 km service plan. The new HEV derivative features a 5-year/75 000 km service plan.
Frequently Asked Questions (FAQ) About the Omoda C5 HEV
Q: Where does the Omoda C5 HEV rank in terms of affordability in South Africa?
A: The Omoda C5 HEV is positioned as one of the most accessible traditional hybrids in Mzansi. With a special launch price of R469 900 (official retail R479 900), it is currently the third most affordable HEV on the market, sitting just behind its sibling, the Chery Tiggo Cross HEV, and the MG3 Hybrid+.
Q: What are the performance and fuel economy figures for this hybrid?
A: The C5 HEV produces a combined 165 kW and 310 Nm from its 1.5-litre turbo-petrol engine and electric motor setup. This allows for a 0-100 kph sprint in 7.9 seconds. More importantly for commuters, it boasts a claimed fuel consumption of just 4.9 L/100 km, potentially offering a total range of over 1 000 km on a single tank.
Q: What high-tech features are included as standard in the C5 HEV?
A: As the flagship of the C5 range, the HEV is packed with premium equipment. This includes a 12.3-inch dual-screen interface, an 8-speaker sound system, leather upholstery, and a sunroof. Safety is also a major focus, with the vehicle featuring 20 different driver-assistance systems, such as blind-spot detection and lane-change assist.
We’ve sorted through the sales figures to identify South Africa’s 10 most popular Chinese vehicles for Q1 2026. Let’s take a closer look at the standings…
Tiggo 4 surges ahead in Q1 2026
Jetour T2 grabs strong 4th place
P-Series the only bakkie in top 10
With the opening quarter of the year already behind us and a certain East Asian nation playing an increasingly significant role in South Africa’s new-vehicle market, it’s time to sort through the figures and identify Q1 2026’s most popular Chinese vehicles.
Note we’ve included both the passenger-vehicle and the light-commercial vehicle (LCV) segments in this exercise. Furthermore, keep in mind some Chinese brands operating in South Africa currently don’t report sales figures to Naamsa, so aren’t included here.
Tiggo 4 still SA’s top-selling Chinese car
Unsurprisingly, the Chery Tiggo 4 – which includes both the Tiggo 4 Pro and the Tiggo Cross – is still leading the charge for Chinese vehicles in South Africa, with as many as 5 322 units registered in Q1 2026.
The Haval Jolion finds itself in 2nd place after the opening quarter of the year, with 3 542 units sold. The Omoda C5 completes the podium, ending the 3-month reporting period on 2 576 units (an average of around 858 examples a month).
Jetour T2 rockets up to 4th position
Despite having launched as recently as November 2025, the Jetour T2 (1 930 units) grabs a strong 4th place in Q1 2026, coming close to breaching the 2 000-unit mark. The closely related Jetour T1 (1 326 units) is just 2 spots behind in 6th position.
These boxy Jetour crossovers are separated by the GWM P-Series, which remains Mzansi’s most popular Chinese bakkie. In the 1st quarter of 2026, the P-Series – which includes both the P300 and the P500 – places 5th by reaching a total of 1 805 units.
H6 falls to 7th but stays ahead of Dashing
The rapid rise of Jetour’s T-Series siblings sees the Haval H6 – despite a 37.2% year-on-year increase in sales – fall to 7th place on the list of South Africa’s most popular Chinese vehicles, with 1 232 units registered.
Meanwhile, the Jetour Dashing (1 093 units) secures 8th place just ahead of the Chery Tiggo 7 (1 050 units), while the Jaecoo J5 completes the Chinese top 10, with 815 units registered in Q1 2026.
Frequently Asked Questions (FAQ) About SA’s Top-Selling Chinese Vehicles (Q1 2026)
Q: Which Chinese vehicle currently dominates the South African market?
A: The Chery Tiggo 4 (including the Tiggo 4 Pro and Tiggo Cross) remains the undisputed leader. In the first quarter of 2026 alone, it recorded 5 322 registrations, maintaining a significant lead over its closest rival, the Haval Jolion, which finished the quarter with 3 542 units.
Q: How has the new Jetour T-Series impacted the sales rankings?
A: Jetour’s T-Series has seen a meteoric rise since its late-2025 launch. The Jetour T2 rocketed into 4th place with 1 930 units, while the T1 secured 6th place. This surge has pushed established models like the Haval H6 and Chery Tiggo 7 further down the top 10 list, highlighting a shift in local appetite toward boxy, lifestyle-oriented crossovers.
Q: Are there any Chinese bakkies represented in the top 10?
A: Yes, the GWM P-Series is the sole representative for the light-commercial vehicle (LCV) segment in the top 10. Combining sales of the P300 and the larger P500, it achieved 5th place overall with 1 805 units, confirming its status as Mzansi’s most popular Chinese-branded pick-up.
Fuel costs are an unavoidable part of car ownership. All drivers and car owners want to spend as little as possible on fuel. Covering the driving distances on their daily commute and the occasional weekend road trip, without paying more.
When historic fuel price adjustments push South African petrol and diesel prices to record levels, it matters. And all the clever in-car tech and infotainment syncing with your playlist matter a lot less than getting more mileage for every litre of petrol or diesel you’ve paid for to use in the fuel tank.
But how do your driving habits, wheel/tyre choices, and engine maintenance awareness influence fuel consumption? We’ve got a guide for you that explains the driving behaviours and technical features that can increase or decrease your vehicle’s fuel consumption. Giving you 5 ways to improve fuel efficiency.
Change Your Driving Style
More throttle, more fuel. It’s not a difficult concept to understand. If you drive with sudden accelerations and then need to brake heavily at junctions and red traffic lights, you aren’t very efficient.
The truth is that South Africa’s hectic highway and urban traffic make it very difficult to avoid the stop-start driving that is ruinous to fuel consumption.
You can improve your fuel efficiency by adjusting your driving according to what is happening on the road. For example, if you are approaching a red robot or a stop sign, there is no point in speeding up. Rather, reduce speed and approach slowly until you have to come to a stop, then proceed slowly and smoothly.
But what about coasting downhill? It doesn’t really save any fuel because your engine’s electronic control software knows it’s running on low load, and does everything possible to save fuel when driving downhill. Short-shifting in general driving isn’t always that healthy for your car’s engine, either. Too much driving at low engine speeds can increase cylinder pressure, which isn’t ideal for long term engine health.
With most of South Africa’s new cars being automatics, CVTs or dual-clutch transmissions, many drivers don’t have to worry about perfect gearshift patterns to increase efficiency. They just need to be gentle on the throttle. If you have stop-start functionality, use it in traffic.
Improve fuel efficiency by thinking aero
Roof boxes can be handy, but those roof rails and crossbars create drag all the time.
At highway cruising speeds, the most significant factor in fuel consumption is aerodynamic drag. The low-pressure zone around the rear of the car, is responsible for more than three-quarters of the fuel consumption.
Aerodynamic drag is a significant influence on your fuel economy, especially at higher speeds when travelling long distances. There isn’t much you can do to make your car more aerodynamic, but you can be cleverer about shape and spec to ensure you aren’t buying something that’s purposefully unaerodynamic.
Vehicles with a higher stance and boxier proportions have much more aerodynamic drag. That’s bakkies and SUVs. If you really don’t need the all-terrain ability of a high-stance SUV or double-cab bakkie, rather buy a crossover with a lower roofline and a slicker shape that has much less aerodynamic drag.
Also, if you have bicycle or roof racks, take them off when not in use, as they increase drag, which increases fuel consumption.
Unless you absolutely need to, avoid carrying unnecessary weight on your vehicle.
A vehicle loaded with unnecessary weight will use more fuel, so rather remove these items from your vehicle. If you have to transport goods, driving more slowly will reduce your fuel consumption.
As with aerodynamic considerations, weight is often a function of vehicle type. And it really makes a difference not buying more vehicle than you are going to use. If you don’t really need the structural strength of that heavy SUV or bakkie for towing or hardcore all-terrain adventure driving, you are carrying a lot of weight every driving moment, for no good reason.
Another weight issue to think of, is rotational weight. That’s the influence of unsprung weight, like your wheels and tyres. Those heavy-duty off road specification tyres might look great on your double cab bakkie or SUV. And work well on a road trip to Namibia, but they do increase rotational weight. And that will increase fuel consumption.
Tread and pressure
Large tyres with a deep, aggressive, tread pattern are much heavier on fuel.
Tyres are the most important safety feature on your car. But they also significantly influence performance and economy.
Most drivers know that driving with the correct tyre pressures will deliver the best braking performance, handling, and the lowest tyre drag. Monitoring and keeping your tyre pressures in the ideal range ensures better tyre life and the lowest possible fuel consumption. And it is something that is easy to check and adjust.
But tyres also influence your fuel consumption in other ways. If you choose a high-performance driving tyre designed for optimal braking and cornering grip, it will have a stickier compound and more drag. That also means heavier fuel consumption.
Tyre tread patterns can also dramatically influence fuel consumption. As do tyre size and weight. SUV and double cab bakkie owners often upgrade to all-terrain tyres. These tyres are heavier (with reinforced casings) and feature deeper tread lugs for better grip in sand, rock, and muddy conditions.
Besides being heavier, all-terrain tyres also have more aggressive, deeper, tread patterns, which increase rolling resistance and fuel consumption on sealed surfaces like highways and urban roads. That humming sound you hear from a tyre on a double cab bakkie or SUV at highway speeds? That’s the sound signature of that deep groove tread pattern, literally increasing your fuel consumption.
Carbon deposits, clogging, decayed oil, and worn internals all contribute to increased fuel consumption.
Car maintenance is essential, and a well-maintained car will use less fuel over time. Make sure that your car is regularly serviced and change your oil and air filters with each service. Also, make sure you are using the correct fuel and oil grade for your car.
You know that oil is essential in your car and it can improve fuel efficiency in ways you might not think of. Remember, it’s not only for lubrication. Oil also serves as an additional cooling agent for your engine. And in a climate like South Africa, where engines are exposed to extreme heat for half of every year, oil works hard. Most modern engines have camshaft timing and phasing, which is hydraulically controlled and driven by the engine oil, adding even more work to all the tasks the oil needs to do.
You should check oil regularly. Especially if you tow a lot, drive your vehicle fully loaded often, or spend most of your days in stop-stop traffic.
Beyond oil, carbon capture also influences engine health and how close your car can operate to its designed efficiency. Modern cars have very advanced emissions controls. The engines have exhaust gas recirculation (EGR) systems and diesel particulate filters (DPFs) that work hard to capture carbon and chemically contain harmful emissions.
But those systems can clog with carbon build-up if you drive in traffic all the time. Why? Because they need to run at a specific predetermined operating temperature to burn off any excess carbon build-up. The issue is that your engine can only reach that operating temperature for the emissions control systems to clean carbon build-up at highway speeds while running at a constant cruising speed. And if the emission systems clog, engine performance degrades and fuel consumption increases.
If you drive daily stop-and-go traffic, a Sunday drive at constant speed on the highway has value. It allows your engine’s carbon-capture system to reach peak operating temperature and clean itself as it was engineered to do.
Grey imports in South Africa: Are they legal?
Grey imports are the only way for local Fast & Furious fans to get their JDM-spec Skyline, Supra or RX-7 fix. Still, that foreign numberplate is not only a dead giveaway of such a vehicle’s status; it’s also a magnet for trouble with the authorities. Grey areas, ahem, do exist, though…
What could be cooler than owning a 1 000 hp A80-gen Toyota Supra in South Africa, dressed in an outrageous body kit, able to smoke Ferraris? Obviously, not much. So how to get your hands on one? Where there’s a will, there’s a way – you may think – and the most obvious route is a grey import.
A80-generation Toyota Supra.
So, get ready for the murky world of forged paperwork, dodgy VIN plates and cars falling off the back of trucks: of course it’s fast. It’s furious.
And sadly, it’s usually futile.
What are grey import cars and why are they in South Africa?
Grey imports are products – not just cars – brought into the country through non-official channels. Because their specifications and safety certifications are different to those sold by the local distributor, they do not qualify for any aftersales support.
Import laws protect local manufacturing, such as Ford’s Silverton plant.
In the specific case of cars, by outlawing grey imports, the South African government protects the local automotive industry (mainly Toyota, Ford, Mercedes-Benz, BMW, Isuzu and Volkswagen – that have assembly plants here). It contributes about 5% of the country’s GDP and dumping of cheap imports would harm the industry. It threatens local assemblers’ competitiveness and limits tax liability through under- or misdeclaration or misclassification of their real value.
By contrast, in the absence of manufacturing industries to protect, in many other African countries, there is little to no regulation (or enforcement) and unofficial imports from Europe, the Middle and Far East are common sights on the roads.
Are grey imports legal to own and drive in South Africa? The loopholes explained
It is legal to own a grey import but not register or drive it on a public road. That’s because you won’t be issued an ITAC permit (International Trade Administration Commission of South Africa), a body whose express purpose is to regulate fair trade.
Vintage and collector vehicles can be imported, provided they’re older than 40 years.
How can I get a legal import permit? There are 6 recognised circumstances under which an ITAC permit will be issued to enable the import of a car to South Africa.
Reason
Circumstance
Immigration
People moving to South Africa permanently
Returning SA residents
Worked or lived abroad for 6 months or longer and owned the vehicle during that time
Physically disabled persons
Specially adapted vehicles not sold locally
Inherited vehicles
A family member living abroad leaves a vehicle in their will
Vintage/collector cars
Cars older than 40 years
Racing cars
Motorsport use only; cannot be registered
Left-hand-drive, grey import cars are generally illegal for road use in South Africa, and any attempt to register, convert, or disguise them outside narrow exceptions constitutes non-compliance or criminal activity.
The risks of buying a grey import: Insurance, parts & seizure
The issuing of an ITAC certificate is still only half the battle won. The latter allows the car to be brought into country. However, you still need a letter of authority from the National Regulator of Compulsory Standards (NRCS) confirming the vehicle meets local technical, safety and emissions standards. The latter will also allow you take out insurance on your import special.
Only once you have both certificated, the vehicle can be legally registered.
So, what about those loopholes?
The most common practice surrounding grey imports pertain to abuse of the exceptions listed above. A car may be legally imported but quickly sold. To curb this practice, the South Africa Revenue Service stipulates a 2-year period from importation before the vehicle can be sold and only after the full duties and taxes that would have been originally waived are fully paid.
However, the importer may informally transfer ownership of the car to the next owner while leaving it registered under his own name until the restriction period lapses.
Many vehicles from the Far East enter SA through the Durban Port destined for neighbouring countries, but never reach their final destination.
Equally common, and illegal, is abuse of the transit process, whereby no import or VAT duties are paid. A car enters the country through Durban Port and is intended for neighbouring landlocked states. However, on the way to the border, the vehicle is diverted and sold locally with falsified VIN plate and bogus papers.
With no ITAC certificate, you are driving a contraband car, which means it can never be legally registered on the eNaTIS database. If caught, you’ll be fined and the vehicle will be confiscated and crushed.
How to spot an illegal grey import before you buy
Clearly, there’s no such thing as a free tuna sandwich – even if you’re Paul Walker chatting up Vin Diesel’s sister. If you happen upon a R33 Nissan Skyline GT-R on Marketplace sold with “Namibian papers” or “customs cleared” but no SA papers, keep scrolling.
R33 Nissan Skyline GT-R.
Cars imported as parts with the intention of local reassembly still require an NRCS approval certificate. These are usually fitted with an altered or new VIN plate, or matched to an existing car on the road, which will get you in hot water with the police.
To stay on the right side of the law with grey imports, the best legal avenues are:
Living abroad for 6 months or longer and owning it there before returning to SA.
Owning it as a track-only car.
Garaging it in a neighbouring country and driving it there. Admittedly not very practical, but Maseru is a mere 350 km from Johannesburg; and Lesotho has some great (tarred) passes for canyon carving.
Essentially, it’s worth knowing that it’s not illegal to import a car to South Africa. Rather, it’s the manipulation of the processes to evade tax, safety and customs regulations that makes it illegal.
In the end, the allure of the JDM grey area is undeniable, but without the right paperwork, you aren’t buying a supercar-slayer. You’re just buying a 10-second way to lose your money.
The only 5 manual RWD coupés left on SA’s new-car market
These are the only 5 manual-equipped, rear-wheel-drive coupés left on South Africa’s new-vehicle market today. And just one comes in at under the R1-million mark…
It feels like the manual gearbox is becoming rarer by the minute. Rear-wheel-drive sportscars? They’re few and far between these days, too. Then there’s the coupé body style, which itself is a dying breed. What if you want all 3 of these things in one vehicle? Well, there are currently just 5 such models left on South Africa’s new-car market (and one’s about to leave).
Yes, we rummaged through the local new passenger-vehicle space and found that only a handful of manual RWD coupés have survived, with models like the Ford Mustang unfortunately no longer available locally in 3-pedal form. Let’s take a closer look at each (note all prices below are accurate in April 2026).
Toyota GR86 2.4 6MT – from R900 700
The only contender here priced below the R1-million barrier, Toyota’s GR86 is available in both 6-speed manual and 6-speed automatic guise, with the latter commanding a R26 600 premium over the former. In either case, a naturally aspirated 2.4-litre flat-4 engine (sourced from fellow Japanese automaker Subaru) generates peak outputs of 174 kW and 250 Nm.
Developed alongside the BMW Z4 roadster, Toyota’s GR Supra employs the German brand’s turbocharged 3.0-litre straight-6 engine, which here generates 285 kW and 500 Nm. The 6-speed manual derivative serves as the entry point, with the 8-speed auto version priced some R36 800 higher. Note that GR Supra production officially ended in March 2026, so this model will soon exit SA’s new-vehicle market.
BMW’s M2 can still be ordered in 6-speed manual guise, although the latter interestingly costs R10 346 more than the 8-speed automatic version. In manual form, the Munich-based automaker’s turbocharged 3.0-litre straight-6 motor churns out maximum figures of 353 kW and 550 Nm (with peak twisting force increasing to 600 Nm in the case of the auto variant).
Whether you order the 718 Cayman GTS 4.0 in 6-speed manual form or 7-speed dual-clutch automatic guise, Porsche will charge you the same amount. This naturally aspirated 4.0-litre flat-6 powerplant generates 294 kW, with the 3-pedal version offering maximum torque of 420 Nm and its 2-pedal sibling making slightly more at 430 Nm.
Porsche currently offers its quintessential coupé in 2 distinct manual, rear-wheel-drive flavours. The 290 kW Carrera T serves as the entry point (though is hardly “entry level”, starting at over R3-million), while the 375 kW 911 GT3 and 911 GT3 Touring are each priced at R4 722 000 in stick-shift form.
Frequently Asked Questions (FAQ) About SA’s Last Manual RWD Coupés
Q: Which model is the most affordable manual, rear-wheel-drive coupé in South Africa?
A: The Toyota GR86 holds the title of the most affordable (and only sub-R1-million) option on this list, starting at R900 700. It is praised for its “back-to-basics” approach, utilising a naturally aspirated 2.4-litre boxer engine and a lightweight chassis designed specifically for driver engagement.
Q: Is it true that the Toyota GR Supra is leaving the market?
A: Yes. Production of the GR Supra officially ended in March 2026. While it is currently still listed on the new-car market starting from R1 524 800 for the 6-speed manual, it will only remain available as long as local dealership stock lasts. If you want a factory-new Supra with a stick shift, the window of opportunity is closing fast.
Q: Why does the manual BMW M2 cost more than the automatic version?
A: In a reversal of traditional pricing, the 6-speed manual BMW M2 carries a premium of R10 346 over the 8-speed automatic. This is largely due to the manual gearbox becoming a “niche” enthusiast choice, despite the automatic actually offering slightly more torque (600 Nm vs 550 Nm).
Ferris Cars unveils expanded & modernised Ferris Workshop in Bryanston
Precision engineering meets passion: Johannesburg’s premier supercar specialists take their after-sales service to the next level.
PARTNERED CONTENT
Ferris Cars has long been synonymous with South Africa’s finest pre-owned Ferraris, Lamborghinis and other exotic marques. Founded in 2010 as the country’s first specialist pre-owned Ferrari dealership by Keith Gilmour and Dave Ringwood, the business was acquired in 2020 by Paul Kennard (former vice-chairman of the Ferrari Club of South Africa for 17 years) and Tommy Roes. What began as a passion project in Fourways has evolved into a full-service luxury motoring destination known for transparency, trust and genuine client relationships.
Now, the dealership has taken a significant step forward with a major renovation and expansion of its in-house workshop, operating from its modernised facility serving the Bryanston and greater Johannesburg area. The upgrade transforms the business’s ability to care for the world’s most prestigious vehicles while maintaining the personal, client-centric ethos that has defined Ferris Cars since day one.
After splitting the showroom into two distinct areas, the Ferris workshop was purpose-built from scratch. New state-of-the-art hoists, compressors, tools and tool cabinets were installed, complemented by hidden air and water lines that run directly to each lift for a cleaner, more efficient working environment.
Several compliance upgrades were completed to secure Retail Motor Industry (RMI) status (currently being established), ensuring the workshop meets the highest industry standards. The result is a facility equipped with advanced automotive computer diagnostic equipment and specialist tools that enable the team to carry out approximately 90% of all work in-house, from routine servicing to complex mechanical and engine repairs.
The core focus remains high-end cars such as Ferrari, Lamborghini, Maserati, Porsche, Aston Martin and McLaren, although the team is equally at home working on Range Rovers, Mercedes-Benzes and other prestige vehicles.
The workshop is led by 2 highly experienced mechanics: 1 trained directly on Maserati and Ferrari with broad expertise across most high-end performance cars, and the other trained by Maserati with equally impressive credentials. Supporting them is a dedicated parts technician, a workshop manager and an aftersales supervisor.
What sets Ferris Cars apart
In an era when official Maserati representation in South Africa has diminished, Ferris Cars has capitalised on its deep Maserati expertise, becoming a go-to destination for owners who still demand factory-level care. This capability is so strong that the dealership is already considering further workshop expansion.
What truly makes the Ferris Workshop unique, however, goes beyond equipment or brand-specific knowledge. It is the dealership’s unwavering commitment to service excellence: transparent communication, professional standards and the personal relationships built with every client.
“Our level of service, our expertise, our level of communication with our clients, the professionalism of all our staff and the personal relationships we build with each and every client are the qualities that set Ferris Cars apart,” says co-owner Paul Kennard.
Clients can expect the same honesty and passion that have defined the sales side of the business for over 15 years, extended seamlessly into after-sales care.
Preserving legends at Ferris Cars
Whether it’s a modern-classic Ferrari 488, a Lamborghini Gallardo, or a current-generation Maserati Ghibli or McLaren, the new workshop is designed to protect performance, value and the sheer driving pleasure that owners of these vehicles expect.
The expanded Ferris Workshop is now open and ready to welcome existing and new clients.
