What were the final pricing and performance figures for the Honda Civic RS and Civic Type R in SA?

The Civic 1.5 RS CVT was priced at R725 000 (131 kW/240 Nm), while the Civic Type R 6MT was priced at R1 021 600, generating 235 kW and 420 Nm from its 2.0-litre turbocharged engine.

Why Chinese double-cab bakkies have lower tow ratings…

The tow ratings of Chinese double-cab bakkies are lower than those of Toyota’s Hilux or the Ford Ranger. We explain why, and how this is starting to change.

The Cars.co.za stats experts provide a great breakdown of what’s happening each month in the South African new-car market. There are often surprises in the data, but the broad trends are quite obvious: bakkies and SUVs are more popular than ever.

More South Africans now own a vehicle with a 3 500 kg tow capacity than ever before. The irony is that few South African drivers know what the capacity actually means. Or know how to tow.

It’s all an unintended consequence of the surging popularity of double-cab bakkies as urban family cars. Buyers are choosing powerful double cabs for the feeling of safety and all-terrain capability when embarking on a cross-country road trip. And some load bin utility for occasionally getting something bulky home from a retail store.

Is unused tow capacity valuable?

*Ford’s V6 turbodiesel Rangers have a 3 500 kg braked towing capacity and, crucially, rear disc brakes.*

Is that 3 500 kg braked tow capacity a waste if left unused? Many South African owners of luxury double cabs may ponder this question.

Even if you’ve never used the peak tow rating of a Ford Ranger V6 turbodiesel or a Toyota Hilux 2.8 GD-6 (both of which have a braked tow rating of more than 3 000 kg), it still has value. Why? Because some components are over-engineered to handle that towing weight and therefore offer benefits in many other driving conditions, too.

It means the engine and transmission cooling systems are designed for extreme towing loads. This also makes these bakkies cope well with driving in traffic, where airflow is low, especially in extreme temperatures; or when driving slowly in low-range through thick sand, where engines and transmissions are working very hard but the ambient airflow for cooling is low.

Search for a Ford Ranger on Cars.co.za

*The BYD Shark 6 has oversized rear-section lateral beams and 3 500 kg tow capacity.*

You might never use that tow capacity to its full extent, but it means you get a bakkie with uprated cooling, brakes and rear suspension. Bakkies that can tow up to 3.5 tonnes are engineered to resist sag and “shunting”.

These bakkies often also feature rear disc brakes instead of drums, which allow much better high-speed deceleration in an emergency.

So, to address the headline: There are very few Chinese bakkies with a 3 500 kg braked towing capacity – why is this the case?

Why most Chinese double-cab bakkie tow less

*The JMC Vigus is a big bakkie, but can tow a braked mass of only 2 500 kg.*

Urban double-cab owners don’t really tow. Yet, South African bakkie drivers have a long legacy of towing. Farmers, watercraft owners and Airbnb-averse holidaymakers have been towing trailers and caravans all around Southern Africa for decades.

South Africa even has a globally renowned off-road caravan and trailer industry, creating rugged load-carrying chassis to tow behind bakkies deep into the Richtersveld or Kalahari. There is a real community of South African bakkie owners who regularly tow, which has a profound effect on product planning for automakers that sell bakkies in South Africa. Bakkie towing culture in China? Not really a thing.

Caravanning holidays aren’t particularly popular in China, nor are off-road trailers for overlanding journeys, or boating. And although China produces an enormous number of motorbikes, there’s no real amateur MX scene that requires motocross trailers.

This lack of a towing culture influences how engineers and planners think about their bakkies. And that’s why Chinese bakkies haven’t prioritised towing capacity.

Will these bakkies start towing more?

GWM P500 3.0TD — *GWM’s P500 proves Chinese bakkies can haul 3 500 kg trailers.*

We know from experience that the Chinese car industry moves at Shenzhen speed. Car companies possess an ability to make product decisions and deliver upgrades in less than half the time of a traditional American, European or Japanese car company.

Chinese product people analyse the specifications and technical capabilities of rival bakkies in incredible detail. They know what a Hilux, a Land Cruiser 79 or a Ford Ranger SuperDuty can do, including tow. And Chinese marketing teams know that by closing the tow-rating gap and matching their legacy rivals on capability at a much lower price, they will conquer even more South African customers.

As Chinese technical teams have proved, all the skills exist in the Chinese car industry to make incredibly advanced bakkies, like the BYD Shark 6. China also produces many heavy-duty vehicles, like trucks, so nobody needs to teach them about frame strength and resistance to wear and tear.

Search for a GWM P500 bakkie on Cars.co.za

More powerful bakkies are coming

*This is where Chinese bakkie product planning is trending: heavy-duty double-cabs.*

GWM’s P500 hasn’t been a huge sales success in South Africa, at least not yet. But this “larger-than-Ranger” Chinese double-cab bakkie has shown Chinese engineers and product people can develop a luxury double-cab with a 3 500 kg braked tow rating.

Over the past year, the Chinese approach to bakkie development has changed significantly. Observing the demand for more capable bakkies and customers’ willingness to pay nearly anything for an over-engineered double-cab, Chinese automakers have shown an incredible number of new double-cab concepts that are nearly production-ready. They even possess all the off-road accessories and oversized all-terrain tyres that weren’t even options on Chinese bakkies 5 years ago.

Chinese vehicles might be renowned for their incredibly advanced PHEV powertrains, but their automakers have also invested heavily in diesel-engine development for bakkie models. They know that Australia, Africa, Asia and the Middle East still want diesel engines.

The new generation of Chinese diesel engines will give Chinese bakkies the torque delivery needed for heavier towing. But what about the chassis strength, the upgraded rear suspension, the axles and the drivetrain? The answer to that has already been shown.

You know all those over-the-top adventure 4×4 bakkies we’ve seen over the last year? They all feature those upgraded components already integrated. Thus proving, again, that Chinese automakers’ product strategies and speed-to-market are unlike anything we’ve ever seen.

Search for a BYD Shark on Cars.co.za

Porsche 911 GT3 Touring (2026) Launch Review

The updated Porsche 911 GT3 arrives with meaningful aerodynamic, weight-saving and suspension refinements. We drive the “genteel” Touring variant on home turf, and can confirm that some obsessions are entirely justified.

It has recently come to my attention that, if you were to ask me to name my 10 most memorable drives of all time, nearly half of them would include a GT3 variant of Porsche’s iconic 911. A blast on a closed-off Bainskloof Pass in a 997-generation RS. Or a thrilling, seat-of-the-pants tyre test in France, driven in the company of a certain Walter Röhrl. These are experiences that lodge themselves permanently in the memory and set an impossibly high benchmark for everything that follows.

Classic Drive: Porsche 911 (991.2) GT3 Touring

And yet, despite all of those GT3 encounters, I had never driven a Touring variant. So, the opportunity to experience the latest, updated GT3 in that specific specification left me more genuinely excited than any new vehicle introduction has in some time. After all … just look at it!

What’s new for the updated Porsche 911 GT3?

The 911 GT3 is a car with a clear purpose, and Porsche’s approach to this update reflects that. Rather than reinventing the formula, engineers have gone further in the direction the GT3 has always pointed: closer to motorsport. The changes are concentrated in three areas – aerodynamics, dynamism and weight reduction – and together they amount to a car that’s said to be more precise, balanced and communicative than its already highly regarded predecessor.

Aerodynamics: form follows function

Thankfully, the new GT3 Touring doesn’t have the walrus-moustache-lookalike front air-dam treatment of some other recent 911s (GTS). The redesigned matrix LED headlights now integrate all front light functions into a single unit. Consequently, the air dam is left clean and the design is neat and tidy, almost minimalistic. This is not merely a styling decision. It frees up substantially larger air inlets on either side, feeding more cooling air to the front brakes and the front-mounted radiators. The used air exits through outlets in the front luggage compartment lid, reducing aerodynamic lift on the front axle in the process.

Deeper in the front-end structure, the suspension control arms on the double-wishbone front axle now carry the teardrop-shaped aerodynamic profile previously reserved for the GT3 RS. In a car that regularly encounters high-speed airflows over the front wheels, the turbulence generated in those wheel arches is a notable source of drag and lift. The aerofoil-profiled control arms reduce that turbulence significantly; they are, in essence, miniature wings doing structural duty. The redesigned front spoiler lip and modified front diffuser contour work in concert with revised underbody panels to further reduce front-axle lift and improve overall aerodynamic balance.

Suspension: less pitch, more precision

The double-wishbone front suspension has been tweaked to provide an enhanced anti-dive effect under braking. In practical terms, this means the front of the car resists the tendency to compress – or pitch forward – when the brakes are applied firmly. The result is a more consistent aerodynamic balance during deceleration because the front ride height changes less. In theory, braking stability is more predictable, which translates directly to driver confidence when approaching corners at speed. You’ll have to take Porsche’s word for this, as only a back-to-back drive with the GT3’s predecessor on a racing circuit will likely make such a detailed comparison possible.

The shortened final-drive ratio – the other significant mechanical change – sharpens the response between throttle input and acceleration. In a naturally aspirated engine, there is no turbo lag to compensate for; the relationship between right foot and forward momentum is already more linear than in a forced-induction car. It is another example of Porsche wanting to make the connection between driver and machine as instantaneous as possible.

Weight reduction: every kilogram contested

Porsche’s GT department treats weight with the same seriousness that other manufacturers these days reserve for the size of their touchscreen infotainment systems, and the updated GT3 continues that tradition. A carbon-fibre front luggage-compartment lid and a new, lighter 40Ah lithium-ion battery fitted as standard save approximately 4 kg over the previous model. The new (glorious) forged alloy wheels shed a further 1.5 kg.

In its lightest configuration – the GT3 with Touring Package, six-speed manual gearbox and the new Lightweight Package – the car weighs only 1 420 kg. At that weight, with 375 kW on tap, the power-to-weight ratio works out to 264,1 W/kg. That is, in the words of today’s youth, a lot!

For those who want to push even further, the Weissach, Leichtbau and Clubsport packages are available on the updated 911 GT3, but Clubsport is not offered on Touring.

What is the updated Porsche 911 GT3 Touring like to drive?

When you first pull away, the GT3 Touring announces its priorities without delay, despite its genteel appearance. The ride is firm. The suspension is unyielding over slow-speed bumps and urban imperfections. The car feels stiff and highly strung, and you are aware that you are at the controls of something that requires your full attention. The drivetrain whirrs, clatters and vibrates.

Then the road opens up, the speed builds and something changes. It is rare these days to drive anything without turbo or hybrid assistance, so to experience a naturally aspirated 4.0-litre flat-6 that howls to 9 000 rpm is simply magical. Pure orchestra, actually. The engine builds through the rev range with the linearity and crescendo of a finely tuned instrument, and it does not stop rising until 9 000 rpm.

Make sure you “open the flaps” of the exhausts (somewhat annoyingly done through the touchscreen system) when you wring this boxer’s neck, because its scream is wholly unique and a rare treat in the modern automotive landscape. You’ll want to do it again and again. As we did on our drive, which happily included a nice tunnel.

Equipped with the PDK dual-clutch transmission, the GT3 Touring accelerates from zero to 100 kph in 3.4 seconds. Choose the 6-speed GT sports manual and that time increases to 3.9 seconds. This is an important decision, and an entirely personal one. The PDK I drove offers unarguable speed and precision, rewarding with crisp, near-instantaneous changes. Top speed is just over 310 kph.

The benefits of the suspension and aero tweaks are not easy to distinguish on a first drive on public roads, but knowing Porsche, they will be meaningful. Still, the turn-in response is so keen that you will need a little time to get used to it and the combination of grip and desire to change direction is utterly addictive. Those 315/35 20-inch rear wheels – glimpsed in the door mirrors, filling the wide haunches like something from a GT racing class – provide grip that simply has to be experienced to be fully believed.

Our test unit was fitted with enormous carbon ceramics. I’ve always had a love-hate relationship with such brakes, and in this drive they again took a little getting used to. You have to lean on them quite firmly and there is a noise to get used to as well, but they definitely do a great job of bringing the speed down without fade or fuss. You just have to adjust your brake timing and firmness.

Design & interior ambience

The Touring Package has always appealed to a particular type of 911 enthusiast: the driver who wants every last decimal of GT3 performance but without the visual declaration of the fixed rear wing and the motorsport graphics. It is a subtraction that adds up to something quite beautiful.

The Touring’s restraint is not entirely unconditional, however. The rear wing does raise electronically, activated automatically or on demand, and includes a Gurney flap – a defined edge that works with modifications to the front and underbody to ensure the aerodynamic balance remains sound even without the fixed-wing downforce. Elegant silver-coloured side window trims and a specially designed rear lid grille carrying the “GT3 Touring” logo distinguish it from the standard car at close range.

Inside, the GT3 Touring is an exercise in focused intent. The cabin has been updated with revised infotainment and the instrumentation is now fully digital. I certainly miss the previous mechanical centre dial. On the other hand, you can set the revised rev counter’s 9 000 rpm red line to be at the 12 o’clock position – nifty!

The fundamentals remain: a driver-focused environment with controls of reassuring weight and quality, and materials that feel like they will last. The new, lightweight bucket seat with folding function, available for the first time on the GT3 Touring, is a meaningful addition. It delivers the lateral support and body integration of a full motorsport bucket seat while retaining the everyday usability that the Touring buyer values.

Critically, the bucket seats allow access to the optional rear seat system. The GT3, in Touring specification, can now accommodate rear passengers without forcing its driver to choose between track ergonomics and practicality. It’s not terribly spacious back there, perhaps more useful as cabin storage, which is already quite limited in the GT3 Touring’s cabin.

How much does the updated Porsche 911 GT3 Touring cost in South Africa?

Whether you want your GT3 with the Touring specification or not, or manual or PDK-equipped, the price is the same: R4 795 000 before options. Weissach, Leicthbau and Clubsport packages are offered, but the last-mentioned is reserved for the GT3 (non Touring).

Compare their specs: Porsche 911 GT3 Touring vs GT3

The fact that the GT3 and GT3 Touring share identical pricing – and that manual and PDK are offered at the same price point – simplifies what is, in truth, a gloriously tough decision to make.

Verdict

In an era in which even the most engaging sports cars feel increasingly “soft”, the Porsche 911 GT3 Touring is a deliberately, gloriously uncompromising counterpoint. It will not cosset you. It will not isolate you from the road surface, or cushion the consequences of inattention, or make the business of rapid cornering feel easier than it really is.

Porsche’s promise is that it will reward you. Completely, viscerally, and memorably. The updated aerodynamics and suspension kinematics arguably sharpen an already exceptional chassis. The weight savings contribute to making a fast car feel even more nimble. And chasing 9 000 rpm is, well, magical.

All that said, and speaking purely as someone with “once in a blue moon” exposure to these cars, the incremental changes will be quite hard to identify. But it doesn’t matter. This is a special car, one that reminded me once again why I pursued this career in the first place, and which rekindled a flame that modern cars and legislation seem determined to extinguish.

I can now confirm what I suspected going in: the GT3 Touring might just be the perfect GT3 variant for me. And it might just make that list of 10, too.

New VW Tukan small bakkie (including single cab) revealed

The new Volkswagen Tukan small bakkie – a version of which has been earmarked for production in South Africa – has finally been fully revealed in Brazil…

Volkswagen unwraps its new Tukan in Brazil
Both single- and double-cab variants revealed
Localised version earmarked for SA production

Volkswagen’s division in Brazil has finally fully revealed the new VW Tukan small bakkie, which will be built at the São José dos Pinhais factory from 2027 though has also been earmarked for production in South Africa further down the line.

As a reminder, earlier in 2026, Martina Biene, Chairperson and Managing Director of Volkswagen Group Africa, confirmed to Bloomberg that a localised version of the Tukan could potentially be manufactured at the Kariega plant in the Eastern Cape from around 2029.

Now that very bakkie – which could, of course, end up wearing an entirely different name should it eventually be offered here in Mzansi – has been revealed in South America, billed as a replacement for the long-running Saveiro. Set to officially hit the market in Brazil in the opening half of 2027, VW unveiled its new Tukan in both single- and double-cab form, though has yet to release images of the interior.

The Wolfsburg-based automaker has also not yet announced any technical information, so details on exterior dimensions, powertrain options and indeed payload capacities remain entirely unconfirmed. Still, VW has said the newcomer’s rear suspension set-up includes a rigid axle and leaf springs to facilitate “excellent load capacity”.

The Tukan single cab was revealed in “Robust” trim, featuring basic white paint, steel wheels and plenty of black plastic cladding up front. Equipped with a shorter cab and a longer cargo bed, this workhorse model has what Volkswagen’s Brazilian arm describes as a “work-oriented focus”.

The double-cab version, meanwhile, was unveiled in flagship “Extreme” guise. Painted in the Tukan’s “Canary Yellow” launch colour and featuring an obviously shorter load bay, this highly specified “lifestyle” model is equipped with alloy wheels, a styling bar and various exterior styling updates.

So, will a localised version of this bakkie (which has an internal codename of “Udara”) eventually be built in SA and sold locally? While such an investment has not yet been officially announced, it’s worth keeping in mind the new VW Tukan rides on the brand’s MQB platform, which also underpins the upcoming Tengo, a small crossover scheduled to start rolling off the Kariega production line – alongside the Polo and Polo Vivo hatchbacks – next year.

Back in October 2024, Biene told Cars.co.za the planned SA-built small bakkie that was to be spun off the new Tengo had hit something of a roadblock. Still, Biene didn’t rule out the possibility of eventually building some sort of pick-up at the Kariega plant, calling on South Africans to make their voices heard should they be keen to buy such a vehicle.

Then, earlier in 2026, Biene told Bloomberg that Volkswagen’s head office in Wolfsburg had already approved a plan to build a small bakkie in South Africa, though suggested the ultimate decision on this potential investment would hinge on long-awaited policy action from South Africa’s government…

Frequently Asked Questions (FAQ)

Q: What is the new Volkswagen Tukan and what variants have been revealed?

A: The Volkswagen Tukan is a new compact bakkie designed as a replacement for the Saveiro. Revealed in Brazil, the line-up features both a workhorse single-cab in basic “Robust” trim with a long load bed and steel wheels, and a lifestyle double-cab shown in top-tier “Extreme” specification with Canary Yellow paint, alloy wheels and a styling bar.

Q: What platform and chassis details have been confirmed for the VW Tukan?

A: The Tukan is built on Volkswagen’s MQB unibody architecture. To maximise utility and load capacity, its rear suspension is fitted with a rigid axle and leaf springs rather than a traditional torsion-beam setup. Official cabin photos, exact exterior dimensions, engine specs and payload ratings have not yet been released.

Q: Is the Volkswagen Tukan confirmed for production or release in South Africa?

A: While not yet officially confirmed for SA production, a localised version is seemingly under strong consideration. Volkswagen Group Africa management indicated that local assembly at the Kariega plant in the Eastern Cape could potentially begin around 2029.

Hilux grabbed SA’s double-cab sales crown from Ranger last month

The Toyota Hilux grabbed SA’s double-cab bakkie sales crown from the Ford Ranger in July 2026, though the latter still leads year to date. Here’s a look at the figures…

Hilux grabs double-cab sales crown in July 2026
Ford Ranger still leads the DC race, year to date
Toyota rules single- and extended-cab segments

While the Toyota Hilux has long reigned as South Africa’s best-selling bakkie overall, the Ford Ranger has made a habit of topping the double-cab sales charts, having secured that crown for a 3rd straight year in 2025. Interestingly, however, the Hilux managed to push ahead of its Silverton-built rival in the double-cab rankings for July 2026.

Yes, according to figures kindly supplied to Cars.co.za by the folks over at Lightstone Auto, Toyota SA Motors registered as many as 1 922 units of its Hilux Double Cab last month (out of the nameplate’s lofty total of 4 189 units, as reported to Naamsa), making it Mzansi’s most popular dual-cab bakkie in July.

Meanwhile, Ford Motor Company of SA registered 1 599 units of the Ranger Double Cab (out of a 2 063-unit total), putting it some 323 units behind its Prospecton-built competitor for the month. Though it was the 2nd time this year the Hilux ranked ahead of the Ranger on the double-cab charts (after March, when 1 795 units played 1 729 units), the Blue Oval bakkie still leads year to date at the end of July.

According to Lightstone Auto, the Ranger Double Cab’s 7-month tally sits at 11 674 units, while the Hilux Double Cab comes in at 9 809 units – some 1 865 units off the pace. For the record, the Struandale-made Isuzu D-Max Double Cab ranks 3rd, with 5 304 units registered (including 889 units in July), year to date.

*The Ranger still leads the double-cab race, year to date.*

Lightstone Auto’s dataset furthermore suggests that all other 1-tonne double-cab bakkies – that is, excluding the Ranger, Hilux and D-Max (and indeed models from any brands that don’t report sales figures to Naamsa) – collectively managed 15 907 units over the opening 7 months of the year.

Best-selling single- and extended-cab bakkies in July 2026

Toyota Hilux Single Cab SRX — *Toyota SA Motors recently launched its initial 9th-gen Hilux single-cab derivatives.*

What about the single-cab space? Well, the Toyota Hilux again ranked as South Africa’s best-selling single cab in July 2026, with 1 533 units registered – taking its year-to-date tally to 9 634 units. The Isuzu D-Max Single Cab remained 2nd with 895 units in July and 5 744 units over the opening 7 months of 2026.

Meanwhile, the KwaZulu-Natal-assembled Mahindra Pik Up completed the single-cab podium in July (537 units) and indeed year to date (4 248 units). For the record, Ford sold just 98 units of its Ranger Single Cab in July, inching its 7-month tally to 805 units.

*The Ranger Super Cab ranks 2nd on the extended-cab sales charts, year to date.*

The Hilux also leads the extended-cab race, with Toyota having registered 680 units of its Hilux Xtra Cab last month and 3 269 units, year to date. The Ranger Super Cab (366 units in July and 2 106 units, year to date) remained in 2nd place, ahead of the D-Max Extended Cab (185 units last month and 989 units, year to date) in 3rd.

Overall – that is, including all 3 body styles – the Hilux is comfortably ahead in the year-to-date sales race (and firmly on track to retain its crown), with as many as 23 051 units registered, according to figures reported to Naamsa. The Ranger’s 7-month total sits at 14 535 units, while the D-Max’s tally comes in at 12 037 units.

Frequently Asked Questions (FAQ)

Q: Which double-cab bakkie won the South African sales race in July 2026?

A: The Toyota Hilux Double Cab took the top spot in July 2026 with 1 922 units registered, outperforming the Ford Ranger Double Cab (1 599 units) and the Isuzu D-Max Double Cab (889 units), according to Cars.co.za and Lightstone Auto.

Q: Who leads the South African double-cab and overall bakkie sales year to date?

A: The Ford Ranger Double Cab maintains the lead in the year-to-date double-cab segment at 11 674 units compared to the Hilux Double Cab’s 9 809 units. However, looking at overall bakkie sales across all body styles, the Toyota Hilux holds a firm lead overall with 23 051 total units sold compared to the Ranger’s 14 535 units.

Q: How did single-cab and extended-cab bakkies perform in July 2026 sales rankings?

A: Toyota dominated both secondary segments in July 2026, based on Lightstone Auto data. The Hilux led the single-cab race with 1 533 units (followed by the Isuzu D-Max at 895 and Mahindra Pik Up at 537), while the Hilux Xtra Cab claimed the extended-cab crown with 680 units ahead of the Ford Ranger Super Cab (366 units) and Isuzu D-Max Extended Cab (185 units).

End of an era: Honda Civic (including Type R) exits SA

The Honda Civic – including the Type R – has been discontinued in South Africa, bringing down the curtain on one of the Japanese brand’s most iconic nameplates…

Honda discontinues Civic derivatives in SA
Civic RS sedan & Type R hot hatch both gone
Brand’s local arm cites “market dynamics”

Honda Motor Southern Africa has confirmed to Cars.co.za that the Civic RS sedan and Civic Type R hot hatch have been discontinued in South Africa, bringing down the curtain – locally, anyway – on one of the Japanese automaker’s most iconic nameplates.

As a reminder, global production of the Honda Civic – which is currently in its 11th generation – started way back in 1972 and continues today, meaning this model still serves as the Minato-based brand’s longest-running automotive nameplate.

In a statement issued to Cars.co.za earlier this week, Honda Motor Southern Africa confirmed that “both the Honda Civic and Civic Type R have been discontinued in the South African market”.

“Overall, this decision forms part of our broader strategy to focus our product portfolio on models that are better aligned with current market dynamics and consumer demand. In particular, the South African market continues to show a strong and growing preference for SUVs, and we are therefore placing greater emphasis on this segment going forward.”

*The Civic 1.5 RS CVT touched down in August 2022.*

From the 2nd quarter of 2023 until now, the local Civic range had comprised just a pair of derivatives: the Civic 1.5 RS CVT sedan and the FL5-series Civic Type R 6MT hatchback. The Civic 1.5 RS was last priced at R725 000, while the Type R hot hatch had been available for R1 021 600.

The RS-badged version of the Civic sedan employed a turbocharged 1.5-litre, 4-cylinder petrol engine, which delivered 131 kW and 240 Nm to the front axle via a continuously variable transmission (CVT).

*The FL5-series Civic Type R arrived in SA in April 2023.*

The Civic Type R, meanwhile, had held the title of the local market’s most powerful front-wheel-drive hot hatch, with its turbocharged 2.0-litre, 4-cylinder petrol engine generating 235 kW and 420 Nm. These peak outputs were channelled through a 6-speed manual gearbox.

Technically, the Civic entered the South African market back in 1982, though that version was badged in Mzansi as the Ballade – a nameplate incidentally discontinued locally (along with the BR-V) late in 2025. However, in 1996, the EK-series Civic hatchback was launched here alongside the closely related Ballade sedan.

For the next 30 years in South Africa, the Civic badge was used on both hatch and sedan models (as well as on a 9th-gen station-wagon iteration known as the Civic Tourer). The 11th-gen version touched down in August 2022, with the line-up limited to the Civic RS saloon. The FL5-series Civic Type R followed in April 2023.

In terms of local sales, Honda Motor Southern Africa reported only a combined Civic total to industry-representative body Naamsa each month, with 90 units registered in 2023. That figure increased slightly to 110 units in 2024, with our records suggesting 74 units were sold locally in 2025. A further 11 units were reported over the opening 7 months of 2026.

Find a used Honda Civic on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: Why has Honda discontinued the Civic range in South Africa?

A: Honda Motor Southern Africa officially discontinued the Civic RS sedan and Civic Type R hot hatch to align its portfolio with local consumer demand, according to a statement issued to Cars.co.za. The brand says it is shifting its strategic focus toward the strongly growing SUV segment.

Q: What were the final pricing and peak outputs for the Honda Civic RS and Civic Type R in SA?

A: Before discontinuation, the Civic 1.5 RS CVT was priced at R725 000 and featured a 1.5-litre turbo engine producing 131 kW and 240 Nm. The flagship FL5 Civic Type R 6MT was listed at R1 021 600, powered by a 2.0-litre turbo engine sending 235 kW and 420 Nm to the front wheels.

Q: How long was the Honda Civic badge present in the South African market?

A: The Civic line has a 44-year legacy in Mzansi, beginning locally as the Ballade in 1982 before using the Civic nameplate in 1996. Over decades, the badge spanned hatchbacks, sedans, wagons and performance Type R models until its exit in 2026.

Haval H6 Hi4 (2026) Review

The flagship Haval H6 Hi4 plug-in hybrid promises incredible outputs, AWD traction to put all that power to the road, plus benchmark fuel efficiency. We test the top-tier derivative to see how 268 kW and 760 Nm feel in a midsize family SUV.

We like: Explosive in-gear acceleration; H6 Hi4 offers immense AWD traction and grip; generous standard feature specification; run-flat tyres as standard.

We don’t like: Complex, distraction-heavy touchscreen interface; overly intrusive ADAS; firm ride quality.

FAST FACTS

Model: Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV
Price: R749 900
Engine: 1.5-litre 4-cylinder turbopetrol, dual electric motors & 19.1 kWh battery
Transmission: 2-speed Dedicated Hybrid Transmission (DHT)
Power/Torque: 268 kW/760 Nm
0-100 kph: 7.10 seconds (tested)
Fuel consumption: 1.1-5.3 L/100 km (claimed; depending on battery charge)
Range: 100/1 000+ km (claimed; electric-only/overall)
Luggage capacity: 560-1 445 litres (claimed)

Serious about buying/selling?

Some dealerships regularly offer great deals. See our New Car Specials!

Looking to sell your car? Sell it on Cars.co.za for free

Where does the Haval H6 fit in?

Haval has expanded its popular H6 family SUV line-up with the arrival of a high-tech plug-in hybrid (PHEV) powertrain, badged as the Hi4. Positioned at the very top of the local H6 range, this derivative introduces a dual-electric-motor setup that provides genuine all-wheel-drive capability.

Competing in the increasingly busy electrified-SUV segment, the H6 Hi4 goes head-to-head with options like the BYD Sealion 6, Jaecoo J7 PHEV and Chery Tiggo 8 Pro Plug-in Hybrid. With pricing set at R749 900 for this flagship variant (and a single-motor 2WD model available at R699 000), it aims to deliver high-end luxury features and sports-car-rivalling straight-line performance without the traditional fuel consumption penalty.

Compare their specs: Haval H6 vs BYD Sealion 6 vs Omoda C7

How the Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV fares in terms of…

Design & Packaging

Sporting a neat but generically inoffensive design, the H6 Hi-4 boasts black 19-inch alloy wheels and a high-gloss exterior trim kit.

Jump inside and you’ll find a cabin that’s lavishly equipped but not quite finished at the ostentatious level of some competitors like the Omoda C7. Instead, the H6 presents a clean, ultra-modern visual layout. High-resolution dual digital screens dominate the dashboard, complemented by premium materials, heated and ventilated seats, a heated steering wheel, and a high-definition 360-degree camera system.

Opinion: Is the Haval H6 the best midsize family SUV for your money?

However, this digitised approach brings a steep learning curve. Adjusting basic functions – such as switching climate settings, adjusting power delivery modes, or fine-tuning vehicle settings – requires navigating layers of sub-menus, which is distracting while driving.

In terms of practicality, because the hybrid components and rear electric motor occupy space beneath the luggage floor, a traditional spare wheel is omitted. However, run-flat tyres are fitted as standard equipment to HEV and PHEV variants to mitigate puncture concerns on local roads.

Performance & Efficiency

At the heart of the H6 Hi4 is the usual 1.5-litre turbocharged 4-cylinder petrol engine paired with two electric motors, one per axle. Combined, this setup develops an impressive 268 kW and 760 Nm of torque.

In dynamic testing, standing start acceleration is rapid but perhaps not as brisk as the outputs would suggest. With launch control engaged, we recorded 7.10 seconds to go from 0-100 kph. More impressive than 0-100 kph launches is in-gear acceleration, which is instantaneous and makes highway overtaking effortless.

The powertrain utilises a 19.1 kWh battery pack, which is par for the course in this segment. While GWM claims a wildly optimistic 1.1 litres/100 km, real-world driving with mixed battery charge levels yields around 6.0 L/100 km. This is still impressive.

Even when battery energy drops to lower thresholds, the system maintains a hybrid reserve, ensuring peak power is always accessible. Charging via a public DC fast charger sees peak intake rates at around 29 kW to 35 kW, allowing a 10% to 80% top-up in roughly 30 minutes, while a standard AC home wallbox completes the job in about 3 hours.

Ride, Handling & Comfort

On the move, the flagship H6 feels like a notable step forward from previous generations, offering a firmer, sportier setup that inspires confidence through corners. The smart all-wheel-drive system provides exceptional traction on low-grip surfaces such as wet roads, mud, or unpaved gravel tracks, transferring power between axles with zero wheel spin.

The ride quality is generally controlled and composed, but the suspension does seek out sharper road ruts and surface imperfections. The run-flat tyres could be the culprit.

Wind whistle around the exterior mirrors is also noticeable at national highway speeds. Additionally, the Advanced Driver Assistance Systems (ADAS) can be overly sensitive, generating frequent and annoying auditory warnings.

Price & After-sales support

All Haval H6 models are backed by a comprehensive 7-year/200 000 km vehicle warranty, an 8-year/150 000 km battery and hybrid component warranty, and a 7-year/75 000 km service plan.

Haval H6 2.0T Luxury 2WD 9DCT	R495 500
Haval H6 2.0T Super Luxury 2WD 9DCT	R542 500
Haval H6 2.0T Luxury 4WD 9DCT	R574 500
Haval H6 2.0T Ultra Luxury 4WD 9DCT	R614 500
Haval H6 1.5T DHT Luxury 2WD Hybrid	R641 500
Haval H6 1.5 DHT Ultra Luxury 2WD Hybrid	R686 500
Haval H6 1.5 DHT Ultra Luxury 2WD PHEV	R699 900
Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV	R749 900

All pricing correct in August 2026.

Verdict

The Haval H6 Hi4 is a highly capable, feature-packed family SUV that manages to combine explosive on-the-go performance with respectable real-world fuel economy. Its intelligent all-wheel-drive system gives it a distinct advantage over many two-wheel-drive PHEV rivals, while the overall luxury package represents strong value at the price point.

If you can overlook the distraction-heavy touchscreen user interface and sensitive active driver aids, the H6 Hi4 stands out as a compelling, high-tech package in the family crossover segment.

Watch: Haval H6 GT PHEV (2025) Launch Review

Frequently Asked Questions (FAQ)

Q: What powertrain and output figures does the Haval H6 Hi4 PHEV feature?

A: The H6 Hi4 pairs a 1.5-litre turbocharged 4-cylinder petrol engine with dual electric motors to produce a combined system output of 268 kW and 760 Nm of torque, driving all four wheels.

Q: What type of spare wheel is included with the Haval H6 PHEV variants?

A: A traditional spare wheel is omitted to accommodate the hybrid battery pack underneath the luggage floor; instead, HEV and PHEV variants are fitted with run-flat tyres as standard.

Q: What is the retail price of the flagship Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV in South Africa?

A: The flagship Hi4 4WD PHEV is priced at R749 900 (pricing correct as of August 2026).

Lepas L6 EV under consideration for South Africa

The Lepas L6 EV is under consideration for a South African market launch. Here’s what we know so far about this battery-electric family SUV.

The Lepas L6 EV could be hitting South African showrooms before the end of the year, offering customers an electrified derivative of the newly-launched L6 family SUV.

Measuring 4 570 mm long, 1 852 mm wide, 1 683 mm tall and with a wheelbase of 2 700 mm, the Lepas L6 EV should offer adequate space. We understand the Lepas L6 EV will be offered with a 65 kWh lithium iron phosphate battery, giving it a claimed range of up to 510 km based on the NEDC cycle. This claim comes from Lepas Thailand, while Lepas Australia says 450 km.

The powertrain is a single electric motor driving the front wheels. It makes 160 kW and 275 Nm, and Lepas claims a 0-100 kph time of 7.9 seconds. The battery supports 120 kW DC charging, and Lepas reckons a 30-80% top up can be completed in 20 minutes. For those requiring the benefit of vehicle-to-load (V2L) external power supply, the L6 EV provides 3.3 kW.

Final specification and features have yet to be confirmed, but based on the Australian and Thailand markets, the vehicle gets a portrait-orientated infotainment screen, imitation leather upholstery, panoramic sunroof, 18-speaker audio system from Sony, 50W wireless charging, ambient lighting, ventilated seats as well as ADAS features in the form of adaptive cruise control, lane-keep assist and forward collision warning.

What is the price of the Lepas L6 EV in SA?

At the time of writing, no pricing for this vehicle is available, but based on its specifications and electric powertrain, we estimate the Lepas L6 EV will retail between R550 000 and R650 000.

Want to buy a new or used Lepas? Browse vehicles for sale

Read the latest Lepas news and reviews

Frequently Asked Questions

What is the Lepas L6 Electric SUV?

The Lepas L6 EV (marketed internationally as the Fulwin T7 BEV in China) is a fully electric compact crossover SUV built by Chery under its export-oriented Lepas brand. It features “Leopard Aesthetics” styling, a high-tech cabin, and is built on Chery’s T1X modular vehicle platform.

What powertrain and performance figures does the electric Lepas L6 deliver?

The fully electric Lepas L6 is equipped with a permanent magnet synchronous electric motor producing 160 kW (218 hp) of power. It utilizes a 67.08 kWh Lithium Iron Phosphate (LFP) battery pack provided by Gotion High-Tech.

What is the driving range of the electric Lepas L6?

The Lepas L6 BEV achieves an estimated electric driving range of approximately 400 km to 500 km on a single full charge depending on testing standards (WLTP vs CLTC) and local driving conditions.

What interior and technology features are standard on the Lepas L6?

Standard features inside the cabin include a 13.2-inch HD touchscreen infotainment system with wireless Apple CarPlay and Android Auto, a 540-degree HD surround-view camera system, a 50W wireless smartphone charging pad, faux-leather upholstery, a panoramic glass sunroof, and a powered tailgate.

What warranty and service coverage does Lepas offer?

Lepas models come backed by a 5-year/150 000 km manufacturer vehicle warranty, a 5-year/75 000 km service plan, and dedicated multi-year high-voltage battery warranty coverage for electric and hybrid variants.

New BYD Ti 7 ‘under evaluation’ for South Africa

A BYD executive has confirmed the new Ti 7 is “under evaluation” for South Africa, saying the boxy 7-seater model would be a “great fit” for the local market…

BYD Ti 7 is under consideration for SA
Local exec says it would be a “great fit”
PHEV powertrain generates 300 kW

The new BYD Ti 7 is officially “under evaluation” for South Africa, with the Chinese brand’s local commercial director suggesting the boxy 7-seater vehicle “would be a great fit for our market”.

In May 2026, we reported that this large unibody model – which is sold under BYD’s Fangchengbao sub-brand in China – was firming for Mzansi, with the Shenzhen-based new-energy vehicle (NEV) company having filed to trademark the “Ti 7” badge locally on 22 April 2026.

Now, Mark Handley, BYD Auto South Africa’s Director of Commercial Operations, has confirmed to Cars.co.za that this plug-in hybrid electric vehicle (PHEV) is very much under consideration for the local market.

“The BYD Ti 7 is an amazingly successful vehicle – it is awesome. It’s exactly what customers are looking for: the box shape, very practical, lots of headroom at the back, lots of luggage space, looks cool,” Handley told us, adding that it “performs like a supercar”.

“I’m looking at it. I’m evaluating [it] and doing a [feasibility] study. We would very much like to bring the car, but it’s currently under evaluation for South Africa. We believe it would be a great fit for our market,” Handley revealed, saying the vehicle had proven to be “an amazing sales success” in China.

For the record, the export version already confirmed for fellow right-hand-drive market the United Kingdom measures 5 146 mm from front to back, making it some 128 mm longer than Land Rover’s Defender 110. The vehicle features 3 rows of seating, along with what the Chinese brand describes as a “generous load space”.

In the UK, the Ti 7 will feature BYD’s so-called “Dual Mode Performance” (DM-p) plug-in hybrid powertrain. The system includes a pair of electric motors (one on each axle), a turbocharged 1.5-litre petrol engine and a 35.6 kWh (gross) battery pack. The brand claims peak power of 300 kW and a 0-100 kph time of 4.8 seconds.

Inside the UK-spec Ti 7, you’ll find items like a 15.6-inch touchscreen, a 10.25-inch digital instrument cluster, an 18-speaker sound system, leather upholstery, 3-zone climate control and an in-car refrigerator (plus drinks warmer).

According to BYD, middle-row passengers benefit from 4-way-adjustable seats, while the luggage capacity of 126 litres can be expanded to 970 litres by folding down the 3rd row. Drop the 2nd row as well and utility space increases to a claimed 1 830 litres.

Frequently Asked Questions (FAQ)

Q: Is the new BYD Ti 7 coming to South Africa?

A: The BYD Ti 7 is currently “under evaluation” for South Africa. BYD Auto SA’s Director of Commercial Operations, Mark Handley, confirmed to Cars.co.za that a local feasibility study is underway, noting that the boxy 7-seater plug-in hybrid would be a “great fit” for the market.

Q: What engine and performance specs does the BYD Ti 7 offer?

A: The Ti 7 features BYD’s Dual Mode Performance (DM-p) plug-in hybrid system, combining a 1.5-litre turbocharged petrol engine with two electric motors and a 35.6 kWh battery pack. Together, they generate a total output of 300 kW, allowing the unibody SUV to accelerate from 0 to 100 km/h in 4.8 seconds.

Q: How big is the BYD Ti 7 and what features are included inside the cabin?

A: Measuring 5 146 mm in length with 3 rows of seats, the Ti 7 offers up to 1 830 litres of utility space with the rear rows folded down. Interior highlights include a 15.6-inch central touchscreen, a 10.25-inch digital instrument panel, an 18-speaker audio system, 3-zone climate control, leather seats and an integrated in-car refrigerator/drinks warmer.

GWM Ora 5 1.5T (2026) Review

GWM has given its Ora sub-brand a comprehensive pivot in South Africa, spearheaded by the new 5 crossover. We test the entry-level ICE variant to establish whether traditional petrol power combined with a high-value sticker price is the key to unlocking more sales.

We like: Quirky design; impressive interior fit and finish; loads of cabin space; excellent ride comfort; frugal; absence of intrusive ADAS features.

We don’t like: Quirky design?; poor transmission calibration; infotainment screen does too much heavy lifting; limited boot capacity.