Volkswagen Transporter 2.0 TDI Kombi SWB Life (2026) Review

Courtesy of its current commercial-vehicle collaboration strategy with Ford, the new Volkswagen Transporter (and Kombi derivatives) is based on the Blue Oval’s widely acclaimed Transit/Tourneo platform. Will this move disappoint the VW faithful, or do they have nothing to be concerned about? Let’s see.

We like: Mix of cabin space and versatility in a shape/size that’s not too inconvenient to drive around town, improved practicality, good manoeuvrability given its size, seats easier to remove/carry.

We don’t like: Lack of padded oddments storage space around driver, engine can get caught a little flat-footed, pricey.

FAST FACTS

  • Model: Volkswagen Transporter 2.0 TDI Kombi SWB Life
  • Price: R1 174 600
  • Engine: 2.0-litre turbodiesel
  • Transmission: 8-speed automatic
  • Power / Torque: 125 kW/390 Nm
  • Claimed fuel consumption: 8.0 L/100 km
  • 0-100 kph: 12.14 sec (tested)

Where does the Volkswagen Transporter 2.0 TDI Kombi SWB Life fit in?

With such a rich history of providing fun, practical motoring to South Africans, the news that the latest-generation Volkswagen (T7) Transporter/Kombi would be based on the Ford Tourneo/Transit undoubtedly raised many an eyebrow with the VeeDub faithful. But let’s not forget that the iconic Ford van has an immense history in the UK (and elsewhere), too, even though it had a late start in South Africa.

Still, there are risks and opportunities that come with this collaboration. On the one hand, a package that benefits from Ford’s historical strengths of developing hardy, super-practical goods-movers that are surprisingly good to drive could be even greater when enhanced with Volkswagen’s traditional talents of car-like refinement, comfort and passenger-focused design … and vice versa.

On the other hand, in attempting to be all things to all possible consumers, both vehicles could end up compromising the stand-out aspects that made them so beloved by their respective fan bases in the first place. 

In Life trim, the Transporter Kombi features neat 17-inch alloys wrapped in chunky tyres to enhance ride comfort.

In this review, we look at one of the more affordable variants of the new Volkswagen (T7) Transporter Kombi line-up, the Life SWB, which is still priced at nearly R1.2 million. Besides its Ford sibling and the Mercedes-Benz Vito, it also has to counter the popular Hyundai Staria, and for those consumers who prioritise passenger comfort and luxury, the fantastic Kia Carnival.  

How the Volkswagen Transporter 2.0 TDI Kombi SWB Life fares in terms of…

Design & Packaging

While those in the know will easily spot similarities between the new Volkswagen Transporter and the Ford it is based upon, particularly from the rear, Volkswagen’s designers have done an admirable job of giving it its own persona. The design of the body colour-coded grille, bumper and the LED headlamps give the front-end a slightly more upmarket appearance compared with the Trend-specification Ford. At the same time, the design is in line with Volkswagen’s current design language; squint and it also reminds of the T5 generation. The fitment of neat, dual-tone 17-inch wheels further lifts the visual appeal.

Despite sitting lower in the spec pecking order, Life models gain full LED headlamps and a Driver Assistance Package.

At its core, the Transporter is, of course, a commercial van, but a lot of detailed work has gone into making it attractive from a people-transporting point of view, too. It has sliding doors on both sides, for example, and because the floor is low, ingress/egress is easy.

It might be a minor feature, but for us the fact that the windows on the sliding doors can slide open, too, is a welcome inclusion (on the Tourneo Custom Trend, these windows are fixed). 

All 6 rear seats (3 in the middle row, 3 in the back) are individual, rail-mounted chairs that can be easily moved around or removed. They are also much lighter than in previous iterations of the Transporter, so are easier on the carrier’s back, too. Another nice touch is that there are roller blinds for those seated in the middle row.

Dual sliding side doors ease access. They feature power latching only on top-spec Style trim.

Second-row passengers have access to an overhead air-conditioning control unit and there are roof-mounted ventilation outlets throughout. Access to the 3rd row is simple – the middle row tilts forward and you just step through the gap. There is no need to clamber over anything. 

The Transporter has 8 individual chairs, a sensible arrangement if you want to carry 5 and a mountain of luggage by removing the rearmost 3 pews.

Up front, the driver and passenger have commanding views over a neat dashboard which, from the mid-line upwards, is largely different to the one in the Ford. While the finishes are mostly hard-wearing plastic, there does appear to be more of an attempt to appear upmarket compared with the Ford Tourneo Trend we had tested last year. This has been achieved mainly through the use of a combination of grey and black plastics (same hues for the attractive artificial leather upholstery, by the way), and a little bit more attention to detail on some of the surfaces.  

Oddments stowage is surprisingly limited.

But one area in which the Volkswagen designers have definitely been trounced by their Ford partners is in terms of oddments stowage space, particularly around the driver. The gear shifter for the 8-speed gearbox may well be on the steering column, which has freed up a lot of space at the base of the centre hangdown section of the dashboard, but Volkswagen has not used it well. Consequently, the driver is forced to use the door pockets or the recesses on top of the dashboard. Yet, without padding, things slide around in those locations. It’s an irritating oversight. At least the front passenger has access to two lidded glove compartments. 

Crisp digital displays lift the interior despite the prevalence of hard grey plastics.

Fronting the driver is a crisp, neat 12-inch digital display dashboard. In the centre is an even larger 13-inch infotainment unit. As is the case with many modern cars, it is unfortunate that some often-used controls are located on the screen, rather than being physical switches (particularly for the HVAC system – including the surprise feature of heated front seats).

Prominent shortcut buttons make controlling the infotainment system easier, but not easy enough.

At least there are reasonably prominent shortcuts at the bottom of the screen. The system also features Android Auto and Apple CarPlay compatibility as standard. While there is no wireless charge pad, there are numerous USB outlets dotted throughout the cabin, also for the rear passengers, to keep devices charged. 

USB-C connections abound throughout the cabin.

If you’re in the market for a van-based people-mover, most likely you are also looking at occasionally making use of its load-carrying ability. As mentioned, the seats are easier to remove, largely because they’re all individual chairs and also lighter (28 kg each). The bigger footprint of this generation of short-wheelbase Transporter (146 mm longer and 128 mm wider) has also resulted in much more space inside, which allows for the transportation of even bulkier items.

Thanks to increased dimensions all-round, the Transporter Kombi is a spacious van even in SWB form.

The width between the wheelhousings at the rear has grown by 148 mm to 1 392 mm. Meanwhile, the length of the cargo floor has also stretched to 2 602 mm. While those needing maximum load carrying capability might have to opt for a long-wheelbase offering, we believe this short-wheelbase variant strikes a neat balance for families who will still appreciate the very large boot.

A minor concern (but it might be a bigger problem for some buyers) is that there is no electric tailgate. Lifting it open is not a problem, but closing it means you are pulling down using a strap with all your might.

Ride, Handling & Safety

The one thing that always distinguished Volkswagen’s people carriers was that they drove with more car-like comfort and refinement compared with other van-based rivals. With this new-generation of Transporter/Kombi, the underpinnings comes from the Ford Tourneo/Transit line. While that vehicle is widely admired as a van, it feels more utilitarian than plush. 

While the ride is inherently firm, the setup is comfortable enough and smooths out even further with cargo onboard.

Still, we think Volkswagen/Ford has struck a nice-enough balance here. It offers even more practicality and load space than before, but without making the drive feel too agricultural. Certainly, we’d say road holding and general ride/handling is better than in a double-cab, for example.

There is some inherent firmness in the ride that occasionally, on some surfaces, may filter through to your backside. Overall, though, we’d rate it as a comfortable bus.

An area that could do with improvement, however, is cabin noise. The more upmarket Volkswagen busses of the past were better in this regard.

Sensible, actual buttons on the steering wheel.

We were pleasantly surprised by the Kombi’s manoeuvrability. It is long (just over 5 metres) and wide, and also has a 3.1m long wheelbase. Yet, its light steering and tight turning circle (better than a Golf 8.5’s, according to the data) make it a breeze to drive around town. Of course, a rear-view camera system and park distance sensors further aid matters, as does great visibility from the driver’s seat.

The Kombi is also just shy of 2 metres tall, so getting into most underground parking does not pose a problem. By the way, roof carrying capacity has increased by 20 kg to 170 kg. If you use it, remember the height.

Myriad safety systems are standard on the Life derivative.

This Kombi Life variant features 6 airbags in total. It also has a host of active safety features, including forward collision avoidance (with braking) and lane keeping etc. Sadly, there is no adaptive cruise control. This particular model has not yet undergone EuroNCAP crash testing. There are ISOFIX child seat anchors for the side seats in both the second and third rows.

Performance & Efficiency

The Kombi Life is powered by Ford’s 2.0-litre single-turbo diesel engine. It delivers 125 kW at 3 500 rpm and 390 Nm of torque from 1 750 to 2 500 rpm. Power goes to the front wheels via an 8-speed automatic transmission.

Having the transmission lever on the steering column is a boon when making quick manoeuvres.

Volkswagen does not state a claimed acceleration time for this vehicle. Our own testing resulted in a 0-100 kph time of 12.14 seconds. While this isn’t brisk, the Volkswagen was however faster during the benchmark sprint than its sibling the Tourneo Custom. Tested in LWB form (heavier), it clocked a time of 13.69 seconds. It also felt livelier in general driving.

During most usage situations, you’ll probably find power as sufficient. The VW doesn’t battle to keep up with traffic around town on highways. Where it does struggle somewhat is when quick acceleration or response is required. In those instances, it can be caught lagging. Of course, add to the weight of the vehicle by using all its seating and luggage capacity, and family journeys on the open road will be leisurely, with little reserve power on tap for overtaking at the national speed limit.

Unladen, the Kombi achieves a consumption average of about 9.0 L/100 km.

Efficiency is good for this size and type of vehicle. Volkswagen claims an average consumption of 8.0 L/100 km. In the real world, you’re likely to achieve 9.0 L/100 km. On a full 70-litre tank of diesel, you could achieve a cruising range of around 750 km.

Note, however, that the 9.0 L/100 km figure was achieved with minimal load. Factoring in our experience with its Tourneo sibling, we predict a figure of 10.0 L/100 km if you use the Kombi’s passenger/load-carrying abilities.

The Kombi Life has a (braked) tow rating of 2 800 kg, which is 300 kg more than its direct predecessor.

Volkswagen Transporter 2.0 TDI Kombi SWB Life Price & After-sales support

The VW Kombi Life is (February 2026) priced at R1 174 600 and comes with a 3-year/120 000 warranty and 5-year/60 000km maintenance plan. Service intervals are annual or every 15 000 km and there is also a 12-years anti-corrosion warranty.

Pricing for the Transporter passenger van range begins at R933 500 and tops out at R1 342 400.

Verdict

In trying to be all things to all people, the Transporter Kombi falls short in some respects but is still an admirable addition to the MPV class.

The new-generation Volkswagen Transporter Kombi, particularly in this Life specification, admirably attempts to tread a middle ground. However, a vehicle such as the Kia Carnival, or even the Hyundai Staria, are more passenger-focused than this Volkswagen.

On the other hand, if you really want a passenger bus that also delivers maximum load-carrying versatility, the long-wheelbase versions of the Ford Tourneo, as well as this Volkswagen and certain variants of the Mercedes-Benz Vito must be on the radar.

So this Kombi Life sits in the middle, slightly compromised when you view its traits individually. However, it has a breadth of abilities it has not offered before. Progress? Yes, but at a cost.

Tata Altroz firming for SA as Polo Vivo rival?

A recently unearthed trademark filing suggests the Tata Altroz might be on the cards for South Africa. Here’s what we know about this VW Polo Vivo-sized hatch so far…

  • Tata has filed to trademark “Altroz” in SA
  • Billed as India’s “most premium” hatch
  • Facelifted version revealed in May 2025

Is the Tata Altroz B-segment hatchback in the pipeline for South Africa? Well, while the Indian brand’s local distributor has yet to officially mention this model, a recently discovered trademark application suggests it may well be on the cards.

Yes, Cars.co.za can confirm the Tata Group’s holding company in Mumbai filed to trademark the “Tata Altroz” name in South Africa in September 2025, with the application’s status currently listed as “pending”.

Around the same time, the automaker applied to protect the Tiago, Punch and Curvv nameplates, models with which Tata kicked off its return to South Africa’s passenger-vehicle market the very same month – alongside the Harrier, the local rights to which the brand has held since 2020.

For the record, Tata has yet to trademark “Nexon” and “Sierra” in SA – the next 2 vehicles confirmed for launch at some point in 2026 (along with the facelifted Punch). Interestingly, both wordmarks are currently owned by other parties (specifically in trademark class 12, which covers vehicles and apparatus for locomotion by land, air or water).

But back to the Altroz, which slots into Tata’s hatchback family above the diminutive Tiago. Billed by its maker as both “India’s most premium hatchback” and “India’s safest hatchback” (the latter thanks to its 5-star Bharat NCAP safety rating), the Altroz launched in its domestic market back in early 2020. However, it received a substantial facelift in May 2025.

Measuring 3 990 mm from nose to tail (with a wheelbase of 2 501 mm), the Tata Altroz is slightly longer than SA’s most popular passenger car, the Kariega-built Volkswagen Polo Vivo, and precisely the same length as the likewise popular Toyota Starlet (which is, of course, based on the Suzuki Baleno). The Indian-spec 5-door hatch has a listed luggage capacity of 345 litres, along with a ground clearance of 165 mm.

Engine options in the world’s most populous nation include a naturally aspirated 1.2-litre, 3-cylinder petrol motor (65 kW/115 Nm) and a 1.5-litre, 4-cylinder turbodiesel mill (66 kW/200 Nm), along with a compressed natural gas (CNG) version of the former. A 5-speed manual gearbox ships standard, while the petrol mill is optionally offered with a 5-speed automated manual transmission (AMT) or a 6-speed dual-clutch cog-swapper.

Though a turbocharged version of the 1.2-litre 3-pot was once available in India, it is seemingly no longer listed. Meanwhile, specification highlights (depending on the derivative) in that market include a 10.25-inch touchscreen, a reverse-view camera, a sunroof and wireless smartphone charging, while 6 airbags, electronic stability control and rear parking sensors are all standard across the range.

Of course, as we always point out in reports that involve trademark filings, an application by an automaker to protect a badge is by no means a guarantee the brand will use the nameplate in question. But this filing at least suggests Tata and Motus Holdings – the latter being the Indian passenger-vehicle brand’s local distributor – are considering adding the Altroz to the local line-up.

In addition, we should keep in mind that Thato Magasa, CEO of Tata Motors Passenger Vehicles in South Africa, told us in October 2025 that the budget 5-door hatchback segment – one that is as yet largely untapped by the Chinese – was a still-critical element of the local new-car market, saying this sector “has to stay in South Africa and will stay for some time”.

Frequently Asked Questions (FAQ) About the Potential Tata Altroz Arrival

Q: Is the Tata Altroz officially confirmed for South Africa?

 

A: While Tata Motors South Africa has not yet officially confirmed the Altroz, a trademark application for the nameplate was filed locally in September 2025. This suggests the brand is clearing the path to introduce the hatchback alongside the Nexon and Sierra crossovers scheduled for 2026.

Q: How safe is the Tata Altroz compared to other hatchbacks in its class?

 

A: The Altroz is often marketed as one of India’s safest cars. The latest facelifted version (revealed in May 2025) recently secured a full 5-star rating from Bharat NCAP, scoring 29.65/32 for adult occupant protection and 44.9/49 for child safety. It comes standard with 6 airbags and electronic stability control (ESC) across the range.

Q: How does the Tata Altroz size up against the VW Polo Vivo?

 

A: The Altroz is roughly the same size as the Kariega-built Polo Vivo but offers slightly more interior versatility. It measures 3 990 mm in length with a 2 501 mm wheelbase, providing a 345-litre boot – significantly larger than the Polo Vivo’s 280-litre capacity. It also features 90-degree opening doors for easier cabin access.

Related content

Facelifted Tata Punch coming to SA later in 2026

Tata Nexon: the next Tata model for South Africa

Tata’s local CEO on competing with the Chinese

Chinese crossover alternatives to Grand Vitara 

The Grand Vitara has a legendary reputation. But Suzuki’s SUV has some very capable Chinese rivals that offer lots of features and performance for the same price. We believe these are the ones you should consider.

Suzuki’s Grand Vitara has a proven adventure-SUV history. Since its debut in the late 1980s, the Grand Vitara has been the bigger, more comfortable alternative to the Jimny. And for a long time, there weren’t any other compact SUVs that could rival the Grand Vitara for all-terrain ability or mechanical durability.

Suzuki’s last truly off-road-capable Grand Vitara, with its integrated monocoque/ladder-frame chassis and low-range gearing, went out of production in 2018. The current, 4th-gen Grand Vitara is much more of a crossover SUV than a true all-terrain adventure wagon, unlike the first 3 generations of Grand Vitara.

If you need an example of just how much more of an urban crossover the Grand Vitara has become, consider that it no longer comes with a full-size spare wheel. Something unimaginable on those older hardcore Grand Vitaras, which proudly carried a full-size spare wheel on the tailgate…

Priced at just over R450 000, the Grand Vitara GLX is in direct price competition with some very capable Chinese crossover SUVs. They might not have on-demand all-wheel drive like the Grand Vitara GLX. However, they do offer a lot more engine power, especially if you live and drive on the Highveld. There, the Grand Vitara’s 1.5-litre naturally-aspirated engine’s 77 kW and 138 Nm can feel underpowered when it is fully loaded.

Chinese alternatives to the Grand Vitara generally have better infotainment screen specs and luggage capacity than the Suzuki’s 9-inch screen and 328-litre luggage capacity.

Buy a new or used Grand Vitara on Cars.co.za

MG ZS Pro Luxury – R431 500

The MG has a lot more power and luggage space than the Grand Vitara.

Neat exterior design and a cabin that’s not overdone, the MG ZS is an easy-to-live-with Chinese crossover SUV.

A high-definition 12.3-inch touchscreen infotainment system anchors the cabin. And yes, there are plenty of physical buttons, too, for drivers and passengers who aren’t comfortable making every little adjustment through the touchscreen.

Equipment levels outrank that of the Grand Vitara, with the ZS Pro Luxury offering a bigger, better touchscreen. It also has a direct tyre-pressure system, which is increasingly important on South African roads where potholes and road debris can cause slow pressure loss that can develop into a blowout. With the pressure sensors, you know there’s an issue in the MG, and can stop to inflate before suffering a blowout.

Disappointingly, the ZS Pro’s steering column is only height and not reach adjustable. The rear seats also don’t fold down flat, so should you need to move some bulky items on a weekend, the full load area isn’t shaped for absolute utility. But at 443 litres, the ZS Pro has 100 litres of luggage capacity more than the Grand Vitara. 

The MG’s 1.5-litre turbopetrol makes 62% more power than the Grand Vitara’s engine. And being turbocharged, it doesn’t lose any of its performance at altitude. If you live on the Highveld, MG’s ZS Pro has a far superior powertrain to the Grand Vitara. The MG ZS Pro’s 125 kW and 270 Nm make it a much better long-distance highway cruiser, especially when fully loaded and you need to overtake.

If you are going to use the MG ZS Pro for a lot of gravel travel and adventure driving, be mindful that it doesn’t come with a full-size spare wheel.

Buy a new or used MG ZS Pro on Cars.co.za

Chery Tiggo 4 Cross Elite 1.5 DCT – R449 900

Chery Tiggo Cross
For the money, the Chery offers more power and standard features than the Suzuki.

Another example of tidy Chinese exterior design, with all the in-car tech you could need and a turbocharged engine. And all at a very reasonable price.

The Tiggo 4 Cross Elite is powered by a 1.5-litre turbopetrol engine rated at 108 kW. That’s a lot more power than a Grand Vitara’s 1.5-litre engine, and being turbocharged, the Chery doesn’t lose any power or performance on the Highveld.

Its 6-speed dual-clutch transmission has some odd shift patterns at low speeds, though. And like most dual-clutch transmissions, there’s the risk of increased clutch wear if you drive in heavy, bumper-to-bumper traffic daily, especially on a hilly commuter route.

Specification is superior to the Grand Vitara GLX’s, with several features the Suzuki doesn’t offer. These include adaptive cruise control and heated front seats. You do get excellent safety spec, including the rarity of an airbag running between the front seats.

Chery’s Tiggo 4 Cross Elite has 52 litres more packing space than the Grand Vitara in the luggage area, but you don’t get a full-size spare wheel.

Buy a new or used Tiggo 4 Cross on Cars.co.za

Haval Jolion Pro Super Luxury – R428 950

Haval Jolion Pro
Lots more power and tech than the Grand Vitara, but not much more luggage space…

The Jolion Pro Super Luxury is the upper trim version in GWM’s very popular Haval sub-brand range, offering more space, performance and tech than a Grand Vitara 1.5 GLX for less money.

Like its MG and Chery rivals, this Haval boasts conservative styling and proportions. And the cabin tech isn’t too intrusive or overwhelming. The Jolion Pro Super Luxury has a much better infotainment system than the Suzuki, with a larger 12.3-inch screen, plus better cabin materials.

A disappointing feature of the Jolion Pro Super Luxury is its tiny luggage area. At only 291 litres, it has a smaller luggage capacity than the Grand Vitara’s 328 litres, and much less storage space than the Chery or MG. And don’t think that limited luggage space is because you get a full-size spare under the luggage area floor, because you don’t.

The Jolion Pro Super Luxury is powered by a 105 kW version of GWM’s 1.5-litre turbopetrol engine, which means power loss on the Highveld isn’t an issue, giving it much better highway and overtaking performance than the Grand Vitara. Like many Chinese turbopetrol engines, it’s much heavier on fuel than you’d expect, though.

With a 7-speed dual-clutch transmission, the Jolion Pro Super Luxury has a more complex gearbox than the old-school 4-speed automatic in Suzuki’s Grand Vitara. It might feel a lot more responsive to drive, but those dual-clutch transmissions have two clutches and many internal parts. And it can be vulnerable to increased clutch wear if you drive daily in heavy Gauteng or Cape Town peak traffic.

Buy a new or used Jolion on Cars.co.za

Leapmotor C10 (2026) Review

The South African motoring landscape is currently being reshaped by a wave of new brands from the East, but Leapmotor arrives with a slightly different pedigree. Supported by the global Stellantis Group, this newcomer is looking to bridge the gap between traditional motoring and the electric future.

We like: Sprightly performance despite the weight, offers something different to other Chinese brands, range-extender cancels out range anxiety.

We don’t like: Still heavy, as usual – every function is incorporated into the touchscreen.

FAST FACTS

  • Model: Leapmotor C10 REEV Design
  • Price: R799 900 (February 2026)
  • Engine: electric + 1.5-litre petrol range extender
  • Transmission: automatic
  • Power/Torque: 158 kW/320 Nm 
  • 0-100 kph: 8.5 sec (claimed)
  • Claimed consumption: 0.9 L/100 km
  • Luggage capacity: 435-1 410 litres

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Where does the Leapmotor C10 REEV fit in?

The C10 is a large family SUV that aims to offer the benefits of an electric vehicle without the associated range anxiety. It introduces a range-extender powertrain to the local SUV segment (hence the REEV name: Range Extender Electric Vehicle), promising a seamless transition for those not yet ready to commit to a full battery electric vehicle.

The C10 Style model features LED headlamps with automatic high beam plus neat 20-inch alloys.

The Leapmotor C10 range-extender concept

Unlike a traditional hybrid or a pure electric vehicle, the C10 utilises a range-extender system. This means the wheels are driven exclusively by an electric motor, providing that signature silent and smooth acceleration.

As expected of a Chinese SUV, a full suite of active and passive safety features come as standard.

The internal-combustion engine on board serves strictly as a generator. Once the battery reaches a certain level of depletion, the 1.5-litre naturally aspirated petrol engine kicks in to top up the charge. Because the engine is not connected to the drive wheels, it can run at its most efficient state, and the driver never has to worry about finding a charging station on a longer journey. With a full tank and a full charge, the total range is claimed to be nearly 1 000 km (the electric-only range is 145 km).

Minimalist interior design

Minimalism is the name of the game in the cockpit – notice the almost complete lack of physical controls.

Inside the cabin, the C10 embraces a hyper-minimalist philosophy. Physical buttons have been almost entirely banished, replaced by a massive, high-resolution central touchscreen that controls everything from the climate control vents to the side mirrors.

Even the airvents have to be adjusted via the screen; an annoying quirk not exclusive to Leapmotor.

The dashboard layout is clean and modern, featuring high-quality materials and an instrument cluster that provides all the necessary driving data. While the interface is highly responsive and visually impressive, the learning curve is steep due to the integration of almost every vehicle function into the digital menus.

However, the system supports over the air updates, meaning the user experience can be refined and improved throughout the ownership period.

Practicality & Space

One of the standout features of the C10 is the sheer amount of interior room. Despite being a 2-row SUV, its wheelbase is longer than some 7-seater rivals, resulting in massive amounts of legroom and headroom for rear passengers.

Oodles of rear leg- and headroom.

The seats are upholstered in a unique, soft-touch silicone material that is both comfortable and hard wearing. Practical touches like illuminated USB ports and ample storage bins make it a well considered family cruiser.

Read more: Leapmotor C10 REEV rivals (2025) and tech breakdown

In the luggage compartment, the C10 proves its worth by comfortably swallowing a standard set of cooler boxes, though the access method via an NFC card rather than a traditional key adds an interesting twist to daily ergonomics.

How does the Leapmotor C10 drive?

While the ride can be a touch firm on the Style’s 20-inch alloys, refinement is superb.

With 158 kW and 320 Nm of torque delivered to the rear wheels, the C10 feels sprightly on the move despite weighing more than 2 tonnes. The electric motor provides effortless low-end torque, making it feel lighter than its weight would suggest.

The ride quality leans towards the firmer side, but the cabin remains exceptionally quiet. Because there is no mechanical link between the engine and the wheels, the usual vibrations and noises associated with a petrol SUV are largely absent.

The Leapmotor C10 is a particularly relaxed long-distance cruiser.

This level of refinement, combined with a suite of driver assistance features like adaptive cruise control, makes for a relaxed long distance touring experience.

Verdict

Will the prospect of a range-extender powertrain convince buyers in a massively crowded segment to opt for the Leapmotor C10?

The Leapmotor C10 enters a crowded segment with a very specific value proposition: EV refinement without the range limitations. It offers more space than many of its immediate price rivals and introduces a sophisticated powertrain that is likely to appeal to tech savvy South African families.

Does this new brand have what it takes to unseat the established players, or does the minimalist tech approach go a step too far? Watch the full video to see our final verdict.

Haval Jolion Pro LTD (2026) Price & Specs

GWM SA has added a new Haval Jolion Pro LTD derivative to its range, handing this limited-edition variant a silver-accented grille and bold green exterior details…

  • Haval Jolion Pro LTD arrives in Mzansi
  • Bold green accents applied to exterior
  • Available in choice of 3 paint colours

GWM South Africa has rolled out a new Haval Jolion Pro LTD derivative, handing this seemingly limited-production variant cosmetic updates in the form of a silver-accented grille and bold green detailing on the outside.

So, what will it cost you? Well, the Chinese automaker’s new LTD derivative is priced at R431 450, representing a marginal R2 500 increase over the Jolion Pro 1.5T Super Luxury (R428 950) on which it’s based. It arrives as the 8th derivative in the broader Jolion range.

From what we can tell, that extra cash buys you a variant-specific grille that features silver rather than black vertical bars. There are also striking green accents running all the way around the vehicle, applied to the front and rear lips as well as the side skirts. This hue is repeated on the brake callipers, which GWM SA describes as a “performance-inspired touch”.

The Jolion Pro LTD is available exclusively in Hamilton White, Sun Black and Light Ayers Grey paint. The Chinese brand says the cabin gains branded carpets, but other than that the interior seems unchanged (featuring faux-leather upholstery and black trim, just like the standard Super Luxury variant).

Other standard features inherited from the Super Luxury grade include a panoramic sunroof, black 18-inch alloys (wrapped in 225/55 R18 tyres), automatic LED headlamps, rain-sensing wipers, black roof rails, black side-mirror caps and black exterior door handles.

Inside, you’ll find a 7.0-inch LCD instrument cluster, a 12.4-inch touchscreen, dual-zone automatic air-conditioning, a 6-way powered driver’s seat, 6 airbags, a reverse-view camera, rear parking sensors and various advanced driver-assistance system (ADAS) features.

Power comes from GWM’s turbocharged 1.5-litre, 4-cylinder petrol engine, which here delivers an unchanged 105 kW and 210 Nm to the front axle via a 7-speed dual-clutch transmission as standard. The Chinese brand claims a combined fuel consumption of 8.1 L/100 km.

In 2025, GWM SA registered 13 607 units of the Jolion (including both the basic model and the Pro), representing a significant 47.7% year-on-year increase and proving enough to see this crossover climb 2 spots to 8th on the list of South Africa’s best-selling passenger vehicles. A further Jolion 1 172 units were sold in Mzansi in January 2026.

What does the Haval Jolion Pro LTD cost in SA?

DERIVATIVEPRICE
Haval Jolion Pro 1.5T Super Luxury LTDR431 450

The price above includes a 7-year/200 000 km warranty and a 7-year/75 000 km service plan (with intervals of 15 000 km).

Frequently Asked Questions (FAQ) About the Haval Jolion Pro LTD

Q: What exactly is the Haval Jolion Pro LTD and how does it differ from the standard model?

 

A: The Jolion Pro LTD is a limited-edition variant based on the 1.5T Super Luxury grade. The primary differences are visual: it features a unique silver-accented vertical grille and vibrant green exterior detailing on the front and rear lips, side skirts and brake calipers. At R431 450, it costs just R2 500 more than the model it is based on.

Q: Does the LTD version have more power or better performance?

 

A: No. The LTD uses the same 1.5-litre turbocharged 4-cylinder engine found in the standard Jolion Pro, producing 105 kW and 210 Nm. While the green brake callipers give it a performance-inspired look, the drivetrain and 7-speed dual-clutch transmission remain unchanged from the Super Luxury trim.

Q: What colours and interior features come with this limited edition?

 

A: The LTD is available in three exterior colours: Hamilton White, Sun Black and Light Ayers Grey. Inside, it mirrors the Super Luxury spec, offering a 12.4-inch touchscreen, a 7.0-inch digital instrument cluster, a panoramic sunroof and a suite of advanced safety features.

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New Haval H6 PHEV confirmed for SA

The new Haval H6 PHEV has been confirmed for South Africa. Here’s what we can expect from the Chinese brand’s upcoming plug-in hybrid crossover…

  • New H6 PHEV is set to launch in February 2026
  • GWM SA’s 2nd plug-in hybrid after H6 GT PHEV
  • Both 2WD and 4WD variants offered in Australia

In October 2025, the head of GWM South Africa told Cars.co.za the Chinese brand was planning to bring more plug-in hybrid electric vehicles (PHEVs) to local shores. And now the new Haval H6 PHEV has been confirmed for Mzansi.

Yes, while the coupé-style Haval H6 GT PHEV hit the market in mid-2025 as GWM SA’s very first PHEV, the company’s local division has now confirmed on its website and social-media channels that the standard body H6 PHEV is “coming soon”, with a local launch scheduled for later in February 2026.

So, what can we expect? Well, it’s worth noting the H6 PHEV is already available in fellow right-hand-drive market Australia, though both front- and all-wheel drive variants are offered there, with the latter wearing the Hi4 (that’s “Hybrid Intelligent 4WD”) badge. It’s not yet clear whether SA will receive just one or both of these configurations. Still, the claimed combined range – for Australia, anyway – is well over 1 000 km regardless of the number of driven wheels, with a 19.09 kWh battery pack standard in each case.

Down Under, the 2WD plug-in hybrid generates peak outputs of 240 kW and 540 Nm, combining a turbocharged 1.5-litre, 4-cylinder petrol engine with a single electric motor. Meanwhile, the 4WD version boasts another electric motor (meaning there is one on each axle), boosting its maximum figures to 268 kW and 760 Nm. According to GWM’s Australian division, the all-paw derivative is capable of seeing off the 0-100 kph sprint in just 4.8 seconds.

Interestingly, these power and torque figures are lower than those of the all-wheel-drive H6 GT PHEV – which offers 321 kW and 762 Nm, and is priced at R799 900 – that’s already available here in South Africa. We’re guessing the new H6 PHEV will slot in below the H6 GT PHEV but above the traditional (so-called “self-charging”) hybrid H6 variants, which start at R641 500.

As a reminder, the facelifted H6 portfolio currently comprises 6 standard-body models (including a quartet of 2.0-litre turbopetrol variants and a pair of HEV derivatives) as well as the purely petrol-powered H6 GT and the aforementioned H6 GT PHEV. Look out for more official information on the new H6 PHEV – including pricing and exactly where it will fall on the list of SA’s most affordable PHEVs – in the coming days…

Frequently Asked Questions (FAQ) About the New Haval H6 PHEV in South Africa

Q: When will the standard-body Haval H6 PHEV be available in South Africa?

 

A: GWM South Africa has confirmed that the H6 PHEV is “coming soon”, with the official local launch scheduled for February 2026. This follows the 2025 release of the H6 GT PHEV (the coupé-styled version), expanding the brand’s plug-in hybrid footprint in Mzansi.

Q: How much will the Haval H6 PHEV cost compared to the H6 GT PHEV?

 

A: While official pricing for the standard H6 PHEV is still under wraps, it is expected to slot in between the H6 HEV (currently starting at R641 500) and the flagship H6 GT PHEV (priced at R799 900).

Q: What is the expected electric range and performance of the H6 PHEV?

 

A: The H6 PHEV features a 19.09 kWh battery pack, providing a claimed electric-only range of approximately 110 km (NEDC) and a total combined range exceeding 1 000 km. In 4WD “Hi4” guise, it produces 268 kW and 760 Nm, capable of a 0–100 kph sprint in just 4.8 seconds, making it one of the quickest family SUVs in its segment.

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Omoda C5 Hybrid Locked in for SA

The Omoda C5 Hybrid will be landing in South Africa in March 2026, bringing some punchy performance without compromising on fuel economy. Here are some early details.

The popular Omoda C5 range will be gaining a new flagship in March 2026. Badged as the C5 SHS, this hybrid is likely to be the most efficient derivative but this doesn’t mean it’ll be sluggish. As a reminder, the C5 was Omoda’s best seller in 2025, with almost 8 500 units sold. It was the third best-selling Chinese vehicle after the Chery Tiggo 4 and Haval Jolion.

Omoda C5 Hybrid side

Under the bonnet is a 1.5-litre turbocharged engine which is paired with an electric motor, backed up by a compact 1.83 kWh battery. The vehicle is front-wheel driven and features Omoda’s Dedicated Hybrid Transmission (DHT). Total outputs of 165 kW and 310 Nm give it a claimed 0-100 kph time of 7.9 seconds, which is quicker than the rest of the range.

The on-paper range and consumption claims are impressive with around 1000 km on a single tank and a consumption figure of 5.3 L/100 km.

Omoda C5 Hybrid interior

Being the flagship derivative, the Omoda C5 Hybrid will ship standard with a 12.3-inch dual-screen setup, Apple CarPlay/Android Auto, leather upholstery, 8-speaker audio system, sunroof as well as a powered tailgate. It’ll also boast the standard loadout of assisted driving and safety tech features.

Pricing for the Omoda C5 Hybrid will only be announced at the vehicle’s local debut in March 2026 but we can make some educated guesses so long. The C5 range, as of February 2026, starts from R339 900 and goes to R465 900, so we expect it to come in under R500 000. All will be revealed soon enough.

Further Reading

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

The latest Omoda news and reviews

New Audis for SA in 2026

German carmaker has a number of new offerings for our market this year. Here are the new Audis for SA in 2026.

Audi South Africa outlined its new vehicle launches at the recent Volkswagen Group Indaba. In terms of last year’s sales performance, Audi managed 5 350 units and landed up in 2nd place behind BMW. In terms of market share, Audi secured 17% with its best-selling units being the A1 hatchback, Q3 small SUV and Q5 mid-size SUV.

Audi SA has gained new leadership in the form of Markus Schuster (who previously led Audi Singapore) and it’ll be interesting to see if the premium German brand can regain some market share from compatriot BMW as well as bucking some of the buy-down trend.

New Audis for SA in 2026

Audi RS e-tron GT performance

When it arrives in the second quarter of 2026, this will be Audi’s most powerful production vehicle. Armed with 680 kW and over 1000 Nm, this twin-motor electric GT is said to sprint to 100 kph in just 2.5 seconds. It’s a four-door grand tourer and we estimate pricing around the R3.5 million mark.

Audi Q3

New Audi Q3

The new 3rd-generation Audi Q3 will be launching in the 3rd quarter of 2026 bringing a bold design and a new-for-our-market 1.5-litre petrol engine. Here’s hoping the diesel powertrain is retained for our allocation too. Expect pricing to start from around R800 000.

Audi Q5

The new 3rd-generation Audi Q5 follows its smaller brother in terms of timings. There’s a new platform and it is expected to be offered with both 48 V mild-hybrid turbopetrol and turbodiesel engines. The current Q5 is priced at just over R1 million, so pricing is going to be around R1.1 million.

Audi RS5 Sedan/Avant

Set to be revealed in the first quarter of 2026, the new-generation Audi RS5 is said to feature an enhanced version of the current 2.9-litre twin-turbocharged V6 petrol engine paired to an electric motor. Given the poor market performance to the Mercedes-AMG C63 PHEV, it’ll be interesting to see what reception the newcomer gets.

If 2026 looked appetising, well 2027 should be even more tantalising for local Audi fans with a special-edition RS3, A6 allroad, new-generation Q7 and brand-new Q9, as well as a pair of battery-electric vehicles in the form of A6 e-tron Avant and Q6 e-tron SUV.

Further reading:

New Volkswagens for SA in 2026

The latest Audi news and reviews

Want to buy a new or used Audi? Vehicles for sale right here

Frequently Asked Questions

What is the cheapest Audi car in South Africa?

The entry-level model is the Audi A1 Sportback. As of early 2026, pricing for the A1 Sportback 30 TFSI starts from approximately R530,900. The Audi Q2 is the most affordable SUV in the range, starting around R748,280.

What does the Audi Freeway Plan cover?

All new Audi vehicles sold in South Africa come standard with the Audi Freeway Plan, which is a 5-year/100,000 km maintenance plan. It covers scheduled services, wear-and-tear items (excluding tyres and glass), and roadside assistance. Owners can extend this plan up to 15 years or 300,000 km.

Which electric Audi models are available in South Africa?

Audi South Africa offers a comprehensive range of electric vehicles (EVs) under the e-tron badge. The line-up includes:

  • Audi e-tron 50 and 55 (SUV and Sportback)
  • Audi e-tron S Sportback
  • Audi e-tron GT and RS e-tron GT
  • The new Audi Q6 e-tron is also joining the local market in 2026.

How much is the Audi RS 3 in South Africa?

The high-performance Audi RS 3 Sportback and Sedan are priced from approximately R1,500,000 to R1,600,000, depending on the specific trim and optional extras selected.

Does Audi South Africa offer guaranteed future value?

Yes, through Audi Financial Services, buyers can opt for Audi Assured. This finance plan guarantees the future value (GFV) of the vehicle at the end of the contract term, giving customers the option to trade in, return, or retain the vehicle.

Porsche 911 (993) Turbo vs Turbo S: Classic Comparison

How does a Porsche 911 (993) Turbo compare with its much-rarer Turbo S sibling? We drive 2 perfect yellow examples in Gauteng to find out.

Isn’t it remarkable how associations with certain cars and life events become etched in our memories? My first experience of a Porsche 911 (993) Turbo was during the first year after I finished high school. I joined the Porsche Club in the Western Cape (without having owned a car of any kind, whatsoever), and I recall turning up at the national event in my parents’ 1977 VW Kombi…

Fortunately, I shared a passion for air-cooled motors — and at the very least the Kombi’s engine position and layout (flat-4) was the same as that of a 911! 

My highlight of the event was a passenger ride in a 993 Turbo, when its owner achieved an indicated speed of 270 km/h. Up to that point of my life, I hadn’t travelled in an even moderately fast car. Therefore, the performance of the Turbo impressed me beyond my wildest imagination.

Read more: Porsche 911 (930) Turbo vs (996) GT3: Classic Comparison

The memory might be all of 25 years old, but back then the car looked devastatingly fast, it certainly felt that fast and, for its day, it was fast. I was eager to find out how the car would stack up today, especially in comparison with its more powerful and much more sought-after sibling, the 993 Turbo S.

Released in 1995 (although a few were produced in 1994), it was the first 911 Turbo to feature 4-wheel traction. It was well received by the media and buyers, and even when the 996 Turbo arrived, some unofficial in-gear tests showed that the 993 Turbo still reigned supreme. 

Specifications

  • Model: 1996 Porsche 911 (993) Turbo
  • Engine: 3.6-litre flat-6, turbopetrol
  • Power: 300 kW at 5 750 rpm 
  • Torque: 540 Nm at 4 500 rpm 
  • Transmission: 6-speed manual, AWD
  • Weight: 1 500 kg
  • 0-100 kph: 4.3 sec (claimed)
  • Top speed: 290 kph (claimed)

After all, when the US publication Motortrend tested the 993 Turbo, they achieved a scarcely believable 0-96 kph time of just 3.7 seconds. They summed up the car as follows: “The bottom line of the new 911 Turbo states, unequivocally, that this is the greatest road-going Porsche ever created.” Lofty praise indeed.

Based on the 3.6-litre engine from the Carrera, the new engine (M64/60) featured twin turbos for the first time. The 993 Turbo also introduced several new technologies to the 911 range. These included electronic boost control, an exhaust monitoring system, a hot-film mass air-flow sensor and aluminium hollow-spoke wheels. The latter was a first for a production car and reduced the weight at each corner (by 23% at the front and 20% at the rear).

Read more: Air-cooled Porsche 911 Turbos: Classic Comparison

Shortly before the 993 Turbo’s production ended in 1997, Porsche launched its very first Turbo S derivative, unlike today when both models are usually launched at the same time. Offering the same principle of a near-perfect combination of performance and luxury, the S featured a host of updates that partially justified its near-50% higher price tag. 

The exterior of the S featured a new front bumper that incorporated a revised design with a lower lip spoiler. The rear wheel arches featured those gentle, rounded air intakes, the rear wing was also different with 2 small side air inlets, while the two exhaust pipes boasted a quartet of outlets instead of 2.

The wheels, which covered yellow (instead of red callipers) were shinier, while most notably the car was lowered by 15 mm, resulting in a visibly hunkered stance with the wheels filling the arches even more convincingly than ever before.

As could be expected, there was a power increase to complement the exterior modifications. The Turbo S’s engine was based on that of the Turbo, but was simply coded with an S or RS after the engine code (depending on whether you had the 316 or 331 kW version). The most notable changes were upgraded turbochargers and the addition of an oil cooler. Porsche evidently succeeded in its aim to offer a special run-out model of its last air-cooled 911 Turbo…

Specifications

  • Model: 1996 Porsche 911 (993) Turbo S
  • Engine: 3.6-litre flat-6, turbocharged
  • Power: 331 kW at 5 750 rpm 
  • Torque: 585 Nm at 4 500 rpm 
  • Transmission: 6-speed manual, AWD
  • Weight: 1 500 kg
  • 0-100 kph: 4.1 sec (claimed)
  • Top speed: 300 kph (claimed)

When opening the doors to both cars, the carpet inserts on the cars’ door cards definitely add to the level of luxury. However, if it is a high equipment level you desire, the S ticks a few more boxes. Carbon fibre is used for the inside door handles, door cards, facia, around the instrumentation cluster and on the steering wheel. On this specific Turbo, the lightweight material (optional at the time) features only on the handbrake lever and gear knob. 

The seats are of the same design on both cars, although for some reason I feel like I sit lower in the S, which could be attributed to the differences in how the cars’ seats have worn over the years. Both cars’ steering wheels are slightly off-centre to the left (the case with most early right-hand-drive 911s), and the pedals even more so, but you soon get used to their positions. 

Read more: Porsche 911 (993) GT2 Clubsport ‘Evo’: Classic Drive

Further changes to the S include instrument dials in aluminium with inner rings in chrome, standard coloured seat belts, carpet behind the rear seats with neat “Turbo S” logos, a roof liner in leather, a self-dimming rear view mirror and, if something is not covered in carbon-fibre, it is likely to be covered in leather. 

Its current owner bought from this Turbo new in 1995 and it was one of the first models to arrive in South Africa. Since then, he has covered a 85 000 km with the car. By contrast, his Turbo S has 50 000 km on the odo and, of course, makes the perfect addition to his collection. 

None of these cars are trailer queens, however; both have been driven extensively to the tune of return trips of over 750 km apiece.

With most of the photography done and the track surface quite wet, I was eager to find out how the Turbo behaves. It was, after all, labelled Porsche’s first all-weather production supercar, following the limited run of the 959.

The engine catches the moment you turn the key, and sounds only slightly subdued compared with those of the Turbo’s naturally-aspirated contemporaries.

Read more: Porsche 911 (993) GT2: Classic Drive

I pull away, short sift to 2nd gear and lean on the throttle pedal. The turbos take a brief moment to spool up, and then from 3 000 rpm the needle swings zestfully towards 6 000 rpm. Moments later, I shift across the gate into 3rd, and the blowing noise mixed with that characteristic flat-6 note fills the cabin once more.

Red Star Raceway outside Johannesburg is a compact circuit. Even though the track measures 4 km, its corners are notoriously tight. As I approach the first corner, the centre pedal feels firm, and the braking system confidently scrubs off speed. I take it easy through the rain-drenched corners, but I have slightly more trust in the car’s grip than I would have in a rear-wheel-drive 911.

The gearshift action is relatively precise and the steering is notably heavier than today’s cars, but not to such an extent that you couldn’t drive the Turbo every day. After all, the 911 was, and still is, designed to be used daily. A further testament to this is the fact that, compared with its predecessor, the car’s clutch pedal travel was reduced by 15%, while pedal effort decreased by 25% thanks to a hydraulically assisted clutch. 

I park the Turbo next to the S and, shortly thereafter, climb in behind the latter’s partial carbon-fibre steering wheel. It’s immediately apparent that the S has a slightly deeper exhaust note than the Turbo and, as I did with the latter, I plant my right foot in second gear. Suddenly, there is a quicker and more forceful urge from the engine. It feels as if the throttle pedal is more sensitive than the Turbo’s, although that could simply be attributed to the additional power and torque delivered by virtue of the S’s mechanical improvements.

Read more: Porsche 911 (993) Carrera RS vs (991.1) GT3 RS: Classic Comparison

The moment I turn the wheel, the S ducks into the corner with more confidence than its sibling, which has to be as a result of the car’s lowered chassis and the front strut brace. I immediately trust the vehicle and enjoy every corner ever so slightly more than with the standard car and marvel at the additional push from the engine in (what feels like) every part of the rev range.

After I park next to the Turbo, the owner urges me to drive the S some more. However, common sense prevails and I decide to call it a day on a successful track outing with 2 supercar heroes from the Nineties. What a privilege it was to have driven them back-to-back on a track.

Fortunately, there is still some 60 km of driving to be enjoyed on the highway that leads to Johannesburg. Because I drove the Turbo to the track, I opt to return home at the wheel of the S. As the sun sets and the traffic begins to clear, there is, luckily for me, ample space to stretch the S’s legs. 

I select the boost indicator view in the information screen below the S’s rev counter, and watch every time as I put my foot down how it climbs from 0 to 0.8 bar. Even by today’s standards, it feels fast. I survey the wide body of the Turbo through the windscreen and, when I cast my gaze slightly lower, I appreciate the smooth bonnet and front wings associated with any 993. 

The S’s firmer chassis setup feels fairly pliant on the highway (and the track, for that matter), but its stiffness is apparent in the car’s interior — the cabin of the ultimate 993 emits a few more trim creaks than that of the Turbo.

After handing the S’s key back to its kind owner, I reflect on the 2 cars’ qualities. After a few laps on the track and some road driving, the differences are apparent. 

Verdict

In terms of outright collectability, the 911 (993) Turbo S is undoubtedly the one to have. However, considering the market prices of both variants, the Turbo S is certainly not twice the car the Turbo is. As mentioned, the price difference in the 90s was also quite significant, so it remains to this day. 

The fact that this is a right-hand-drive Turbo S makes it even rarer, as only around 25 of them are said to have been made. You also need to keep in mind that Porsche’s Exclusive department offered Turbo S engines with 316 kW, and many customers chose this engine spec for their standard 911 (993) Turbos. 

But, Porsche successfully delivered an overall package that does justice to the S badge on the rear of the 993 Turbo. In terms of performance, design and driving experience, it pips the Turbo for the ultimate air-cooled 911 Turbo experience, but for half the money, the latter seems like a veritable bargain. 

PHOTOS: Rob Till

Sayonara! Mitsubishi ASX departs SA after 15 years

The original Mitsubishi ASX has been officially discontinued in South Africa, bringing down the curtain on a local run that lasted approximately 15 years…

  • ASX exits local market after some 15 years
  • Overlap in pricing with Outlander Sport
  • Captur-based version not for South Africa

Pour one out for another fallen stalwart. Yes, the long-serving Mitsubishi ASX crossover – which had been on the local market for approximately 15 years – has been officially discontinued in South Africa.

We recently noticed local ASX registrations had tapered to just a single unit in each of November and December 2025, before zero examples were sold in January 2026. So, we asked Mitsubishi Motors SA about the ASX’s status on the market. The Japanese brand promptly confirmed the crossover “has been officially discontinued”.

The original ASX launched locally back in 2011.

With the Outlander Sport having arrived around a year ago – positioned roughly in line with the ASX in terms of pricing – it’s no surprise the GA-series crossover has finally been put out to pasture. For the record, local sales fell from 614 units in 2023 to 390 units in 2024, before just 103 examples were registered in 2025.

Just prior to its axing, the ASX line-up in Mzansi had compromised 5 derivatives, each powered by a naturally aspirated 2.0-litre, 4-cylinder petrol engine sending 110 kW and 197 Nm to the front axle via either a 5-speed manual gearbox or a continuously variable transmission (CVT). Pricing ran from R419 990 to R504 995 (close to the 4-strong Outlander Sport’s bookends of R429 990 and R499 990).

The ASX’s 2nd facelift was rolled out locally in 2017.

Revealed in its domestic market of Japan as the Mitsubishi RVR back in early 2010, the original ASX arrived in South Africa in September 2011. It was updated in early 2013, before a facelifted version touched down in October of that year. Yet more updates were implemented in January 2015, with a 2nd facelift debuting in February 2017.

After a couple more range tweaks in 2018 (and the subsequent launch of the Eclipse Cross in February 2019), Mitsubishi Motors SA trimmed the ASX portfolio to just 2 derivatives, cutting its price in the process. The 3rd and final facelift made its way to South Africa in February 2020, before the range was expanded at the start of 2022.

A look at the final version’s cabin.

Interestingly, the GA-series Mitsubishi ASX formed the basis for the Citroën C4 Aircross and the Peugeot 4008, though both of these French versions went out of production back in 2017. In September 2022, Mitsubishi in Europe revealed the 2nd-generation ASX, based squarely on the Renault Captur of the era. This badge-engineered crossover, however, remains off the menu for Mzansi.

Find a used Mitsubishi ASX on Cars.co.za!

Frequently Asked Questions (FAQ) About the Mitsubishi ASX Discontinuation

Q: Why was the original Mitsubishi ASX discontinued in South Africa?

 

A: After a 15-year local run, the ASX was retired due to the arrival of the Mitsubishi Outlander Sport (known globally as the Xforce). The Outlander Sport is positioned at a similar price point but offers a more modern platform, improved ground clearance (222 mm) and updated interior technology, making the aging ASX redundant.

Q: How does the new Outlander Sport compare to the outgoing ASX?

 

A: While the ASX used a 2.0-litre engine (110 kW/197 Nm), the Outlander Sport utilises a 1.5-litre naturally aspirated engine producing 77 kW and 141 Nm. Although it has less power, the Outlander Sport features a much more advanced cabin with a 12.3-inch infotainment screen, a Yamaha premium sound system on top trims and better rear legroom.

Q: Will South Africa get the Renault-based Mitsubishi ASX sold in Europe?

 

A: No. The 2nd-generation ASX sold in Europe is a badge-engineered Renault Captur. Mitsubishi Motors South Africa has opted for the Indonesian-built Outlander Sport instead, as it is better suited for local conditions and aligns with the brand’s strategy for markets outside of Europe.

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