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.
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.
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.
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 managed 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 (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
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 48V 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.
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.
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).
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.
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.
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.
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.
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.
Looking for the most affordable PHEVs on the market in South Africa right now? Here are the 7 most accessible plug-in hybrid options.
South Africa’s plug-in hybrid electric vehicle (PHEV) segment has grown rapidly over the past year or so. Several Chinese brands have moved into this space, seeing the segment’s entry point – which not long ago was more than R1 million – drop dramatically. These, then, are SA’s 7 most affordable PHEVs (all pricing is correct as of February 2026).
1. BYD Sealion 5 – from R499 900
Arriving as SA’s very first sub-R500 000 PHEV, the front-wheel-drive BYD Sealion 5‘s powertrain is built around a naturally aspirated 1.5-litre petrol motor. With some help from a front-mounted electric motor, this arrangement offers peak system power of 156 kW. The base Comfort version is priced at R499 900, while the better-equipped Dynamic derivative comes in at R569 900.
Battery pack size: 12.96 kWh
Claimed all-electric range: 52 km
2. Chery Tiggo 7 1.5T CSH – from R599 900
Like the Sealion 5, the Chery Tiggo 7 CSH is front-wheel drive. However, it employs a turbocharged 1.5-litre petrol engine mated with an electric motor to offer a considerably higher system output of 265 kW. While the Plus specification comes in at just under R600 000, there’s also an Ultra grade for R679 900.
Battery pack size: 18.3 kWh
Claimed all-electric range: 93 km
3. Geely E5 EM-i – from R599 999
Geely‘s recent return to Mzansi started with the launch of the E5 EM-i, which very briefly held the title of SA’s most affordable PHEV. Directing its drive to the front axle, an atmospheric 1.5-litre petrol mill combines with an electric motor to offer a total system output of 193 kW. The Aspire grade is priced at R599 999, while the appropriately named Apex flagship comes in at R679 999.
Battery pack size: 18.4 kWh
Claimed all-electric range: 83 km
4. BYD Sealion 6 – from R639 900
The BYD Sealion 6 range offers 2 distinct PHEV powertrain options. The Comfort (R639 900) and Dynamic (R696 900) variants are front-wheel drive, offering 160 kW from a naturally aspirated 1.5-litre petrol engine and an electric motor. Meanwhile, the flagship Premium derivative (R779 900) boasts a turbocharged 1.5-litre petrol unit and gains a rear-mounted electric motor, resulting in all-wheel drive and pushing peak power to 238 kW.
Battery pack size: 18.3 kWh
Claimed all-electric range: 70 km (Premium); 80 km (Comfort and Dynamic)
5=. Jaecoo J7 1.5T SHS – from R689 900
Interestingly, 5th place on the list of SA’s most affordable PHEVs is shared by 2 closely related models. First up is the Jaecoo J7 SHS, which combines a turbocharged 1.5-litre petrol unit with an electric motor to generate total system power of 255 kW. Just a single front-driven derivative is available in Mzansi.
Battery pack size: 18.3 kWh
Claimed all-electric range: 90 km
5=. Omoda C7 1.5T SHS – from R689 900
As you might have guessed, the Omoda C7 SHS appears to use the same powertrain as its J7 sibling above (and one no doubt closely related to the Tiggo 7 1.5T CHS above, too, considering all fall under the Chery Group banner). Curiously, however, this likewise front-driven derivative’s claimed all-electric range is 15 km higher than that of its J7 relative, at a listed 105 km.
Battery pack size: 18.3 kWh
Claimed all-electric range: 105 km
7. Chery Tiggo 8 1.5T CSH Apex – from R729 900
Yes, yet another front-wheel-drive Chery Group product closes out the list. The Tiggo 8 CSH – offered exclusively in top-spec Apex guise – appears to use the same powertrain as its Jaecoo J7 and Omoda C7 siblings above, though is a considerable larger vehicle, boasting seating for 7 occupants.
Battery pack size: 18.3 kWh
Claimed all-electric range: 90 km
Frequently Asked Questions (FAQ) About Affordable PHEVs in South Africa
Q: What is the most affordable Plug-in Hybrid (PHEV) in South Africa?
A: As of February 2026, the BYD Sealion 5 Comfort is the most accessible PHEV on the market, priced at R499 900. It is the first plug-in hybrid to break the sub-R500 000 barrier in Mzansi, offering an electric-only range of approximately 52 km.
Q: Why have PHEV prices dropped so significantly recently?
A: The entry price for PHEVs has plummeted from over R1 million to under R500 000 due to the aggressive entry of Chinese manufacturers like BYD, Chery and Geely.
Q: How much can I actually save on fuel with a PHEV?
A: If you charge daily and stay within the electric-only range (typically 50 to 100 km), electricity costs approximately 70% less per kilometre than petrol. Most models on this list, such as the Chery Tiggo 7 CSH and Geely E5, claim a total combined range of over 1 000 km on a single tank and charge.
We headed to VWGA’s facilities in Kariega, Eastern Cape for a preview of what’s to be launched in South Africa. Here are the new Volkswagens for SA in 2026.
Volkswagen Group Africa (which includes premium brand Audi) had a challenging 2025 with the group slipping down a place to third and losing some market share (from 12.9% to 10.7%).
That said, the locally-built Volkswagen Polo Vivo retained the title of SA’s best-selling passenger vehicle, an accolade it has held since its debut back in 2010! With 26 067 units sold, it nudged ahead of its Suzuki Swift rival which managed 23 921 units.
2026 will be quite the year for the group and while there are new product unveilings, perhaps of bigger importance is the local development of the Volkswagen Tengo, a new A0 crossover built right here in South Africa. This vehicle will be going on sale in 2027 and be positioned as an affordable and accessible vehicle.
The concern for the Kariega plant’s future stems from its export commitments. As it stands, VWGA exports both Polo and Polo GTI to the European market. Due to stringent emission standards, the future of Polo is under scrutiny, but it appears there will be a 2nd update which will include a mild-hybrid version of the 1.0-litre turbocharged three-cylinder petrol motor. Watch this space!
New Volkswagens for SA in 2026
Volkswagen Golf GTI 8.5 (Available to order now)
The iconic performance hatchback legend is back in South Africa, armed with a 2.0-litre turbocharged petrol engine which now makes 195 kW (from 180 kW), while torque stays at 370 Nm. There are 300 units for the SA market and pricing is set at R908 000, a premium of R54 600 over the pre-facelift model.
Volkswagen T7 Caravelle PHEV (Middle of 2026)
This smart-looking bus will be the first plug-in hybrid vehicle offered by Volkswagen in South Africa. It combines a 130 kW 1.5-litre turbo petrol with an 85 kW electric motor, giving it 4Motion all-wheel drive capability and reduced emissions. It has an all-electric range of up to 95 km, and the 25.7 kWh battery supports both AC and DC charging. We estimate pricing to be north of R1.2 million.
Volkswagen T-Roc (Second half of 2026)
The second-generation Volkswagen T-Roc introduces some sharp styling, increased cabin space and additional tech. There’s no official confirmation regarding engines, but we suspect that the new T-Roc will use both the older-spec 1.4-litre turbocharged petrol with 110 kW and 250 Nm, as well as the new mild-hybrid 1.5-litre turbocharged petrol motor. We estimate pricing to start around R725 000 and there should be both front-wheel drive and 4Motion derivatives.
At the time of writing, the Golf R 8.5 local debut was being worked on, with positive news hopefully later in the year.
Range Expansions
On top of the new product debuts, the existing portfolio will be receiving updates and enhancements. Starting from the entry-level point, the Volkswagen Polo Vivo will gain some additional content such as park distance control, rear-view camera and side airbags. Given the constant goal-post shifting and stricter standards by the Global NCAP safety testing, the Vivo’s updated spec should see it retain its 4-star rating.
The Golf, T-Cross, Taigo, and Tiguan will also receive additional features and tech as part of Volkswagen’s value-added initiatives. In terms of powertrain, the Golf, Tiguan and Tayron engine portfolio will grow with the addition of mild-hybrid petrol engines. These engines will be 1.5-litre in capacity and badged as eTSI.
The Volkswagen Polo GTI Edition 20 will make its local debut in 2026, complete with a new unique paint hue, wheel design, decals and in the cabin, GTI 20 floor mats and a dashboard insert. More details including pricing will follow closer to launch.
What is the cheapest Volkswagen car in South Africa?
The entry-level model is the Volkswagen Polo Vivo. As of early 2026, pricing for the Polo Vivo Hatch 1.4 starts from approximately R271,900. It remains South Africa’s best-selling passenger vehicle, manufactured locally at the Kariega plant.
How much is the new VW Tiguan in South Africa?
The third-generation Volkswagen Tiguan starts from approximately R664,500 for the base model. Prices increase for the Life and R-Line trims, with the top-spec diesel 2.0 TDI 4Motion models reaching over R1,000,000 depending on options.
Can I buy the electric VW ID.4 in South Africa?
Right now? No. The Volkswagen ID.4 was initially introduced via a lease scheme and limited test fleet in 2025. It is looking increasingly likely that the ID.4 will not go on sale in South Africa and will be replaced by another battery-electric vehicle in the future.
What is the standard warranty for Volkswagen vehicles in South Africa?
Most Volkswagen passenger vehicles come with a standard 3-year/120,000 km warranty. The new Amarok, however, typically features a 4-year/120,000 km warranty. Service and maintenance plans (EasyDrive) are often optional or included for specific durations depending on the model and promotion.
Which VW models are manufactured in South Africa?
Volkswagen South Africa manufactures the Polo and Polo Vivo at its Kariega (formerly Uitenhage) plant in the Eastern Cape. This facility is a key export hub for the global Polo market.
Top 5 Small Automatic Cars
Combining efficiency, style and comfort with a reasonably affordable pricetag is no easy task, but increasingly what South Africa’s nine-to-fivers are looking for. Which compact automatic cars should you consider first?
Given the fact that an increasingly large segment of our population spend a great many hours every week stuck in traffic, the rise in popularity of compact automatic cars is easy to understand. These days the old arguments against small automatic cars (fuel economy, poor performance) have also largely been addressed by the efficiency of modern drivetrains.
In compiling this list of our five best compact automatics, we stuck to cars priced at under R400 000.
Hyundai Grand i10 Premium Automatic
The Hyundai Grand i10 is surprisingly classy inside given its pricing
Hyundai’s Grand i10 model is quietly doing brisk sales in the local market, and the automatic derivative has done well in South Africa, too.
Priced at below R269 900, the showroom appeal is strong, because the Grand i10 is not only a stylish product from the outside, but also inside, where the overall design and finish wouldn’t look out of place on a more expensive car.
Given its compact exterior it is also impressively spacious, and as we’ve come to expect from Hyundai, the features list is comprehensive. A radio/CD system with Bluetooth support and Aux and USB inputs is standard, as are air-conditioning, electric windows, two airbags and ABS. Best of all, you get a long warranty (five years/150 000 km). An extension of two years/50 000 km applies to the powertrain. This compensates to a very large extent for the lack of a standard service plan.
To drive, the 61 kW, Grand i10 provides no fireworks, but is nippy and refined enough for the daily drive. The fuel consumption figure of 6.1 L/100 km is decent. Weirdly, for a small automatic transmission car, this i10 doesn’t offer cruise control, but Hyundai’s i10 Executive 5-speed manual, does.
What is not so great about the Grand i10, is its safety spec. In recent tests, these small Hyundais scored very poorly, which is troubling and something to be aware of.
Suzuki small-car know how. With the back-up of Toyota’s huge South African dealer presence.
Toyota’s version of the popular Suzuki Baleno. A value champion for South African buyers who know that a 5-door hatchback still makes more sense for most driving, compared to a crossover.
Backed by Toyota’s immense dealer network and aftersales service reputation, is it one of the most sensible small automatic cars you can buy.
Engine is a 1.5-litre petrol, which isn’t amazing at altitude. But with 77 kW, 138 Nm, and a reasonably lightweight body, Starlet offers reasonable performance. Most importantly, claimed fuel consumption is only 5.7 L/100km.
Build quality is what you’d expect from Toyota, but equipment levels aren’t overly generous for the price. You pay R327 600 for halogen headlights…
The Starlet auto uses an old-school 4-speed transmission, which is okay in slow speed traffic crawling and urban driving, but an extra gear wouldn’t go amiss for highway cruising economy or overtaking performance.
The Mazda2 is a stylish with excellent build quality.
If you’re looking for a relatively affordable automatic hatchback that also boasts some pizazz, then look no further than Mazda’s delightful “2”. This particular derivative makes use of the brand’s 1.5-litre petrol engine which delivers 85 kW, but you do lose a lot of that power at Gauteng altitudes.
The slick six-speed automatic transmission is smooth and responsive. And while the 5.7 L/100 km claimed consumption figure isn’t the lowest in this category, it appears to be more realistic than the lower claims of some turbocharged rivals.
For your money (R371 300) you get a vehicle with excellent interior quality, a dash of design flair and nimble road manners. What you don’t get is a lot of space. It has comparatively little rear legroom compared with its segment rivals, but the boot is of a decent size.
Frustratingly, Mazda doesn’t allow you to use touchscreen functionality in their cars, when driving – like every other car in class. So it’s all a bit old-school regarding this Mazda’s infotainment system, using a physical controller, when you aren’t parked.
This model is backed with Mazda’s usual three-years/100 000 km warranty and three-years/unlimited km service plan.
The Swift is highly rated by owners and offers excellent value for money.
We’ve sung the praise of Suzuki’s Swift many times before, and we’re doing so again here. Priced at only R267 900, the 1.2 GL+ Auto offers excellent value for money. And it comes with a comprehensive specification list, that’s better than a Polo Vivo.
The latest Suzuki Swift has standard front, side and curtain airbags, ABS, ESP, and a great touchscreen infotainment system. It’s a lot of kit compared to some rivals (like Vivo), and builds on the reputation of Suzuki’s Swift in the local market.
If there is a caveat, it concerns the performance, specially at altitude. Swift’s 1.2-litre 3-cylinder is only rated at 60 kW. The CVT transmission is very efficient, with low friction to optimize urban driving fuel consumption. But CVTs can cost more to maintain in the long-term, compared to a manual or traditional automatic transmission.
Want a popular compact automatic… then look no further than VW’s Polo Vivo.
One of South Africa’s most popular vehicles and with proven mechanical components, if not always the latest design and technology.
Powered by the venerable VW 1.6-litre naturally-aspirated petrol engine, this Polo Vivo makes more power than an equivalent Suzuki Swift.
With 77 kW and the 6-speed Tiptronic automatic transmission, the two-pedal Polo Vivo has a tidy power- and drivetrain. It responds well to throttle demands in traffic, and when you need to overtake slower traffic on the highway. Claimed fuel consumption is 6.5 L/100km.
Equipment levels aren’t amazing at the price of R326 600. You need to pay extra for side airbags, a reverse camera and parking sensors, which are standard on most rivals. And the driver’s footrest is awfully shaped and undersized, if you wear anything larger than a size 10 shoe.
Interestingly, the Polo Vivo auto has a 15mm suspension lift, compared to other models, which should make it a touch less vulnerable to underbody damage when driving on rough rural dirt roads.
Best Chinese double cab bakkies under R600k in South Africa
The Toyota Hilux and Ford Ranger may be South Africa’s most popular double cabs, but the Chinese are catching up fast. From Foton to GWM, JAC, JMC, LDV and Changan, we break down the best Chinese bakkies for less than R600k to see which one fits your budget and lifestyle.
In an ideal world, each South African supper would comprise the nutrition-rich combination of flame-grilled ribeye along with an on-tap supply of cognac-and-cola. Yet, sometimes, budget constraints mean you have to settle for a boerewors roll and Klippies and Coke.
It’s no different in the world of South Africa’s favourite transport: the double-cab bakkie. It’s a genre dominated by the boulder-busting dynasties of Toyota, Ford and Isuzu, yet their products are priced increasingly out of range for most middle-class buyers.
GWM P300.
Enter the Chinese, who, in mirroring their passenger car portfolio, are now offering better value than the Hilux, Ranger or D-Max for cash-strapped adventure seekers. So park that boerie, grab your chopsticks and a can of Tsingtao beer instead, and let’s make sense of the double-cab alphabet soup offered by GWM, JMC, JAC, LDV, Changan and Foton.
Top Chinese bakkies under R600k in SA: Prices & Specs
Foton Tunland G7.
Although there are even more expensive derivatives available, we’ve capped the list of Chinese bakkies at R600k, which sits at the upper end of the middle-class car price band in South Africa.
Foton Tunland G7 2.0TD
JMC Vigus
GWM P300 2.0T / 2.4T
Changan Hunter 2.0TD
LDV T60 Elite
JAC T9 2.0CTi
Price range*
R399 900- R599 900
R439 900-R499 900
R446 950- R599 900
R449 900- R569 900
R480 000-R560 000
R549 900- R599 900
Engine
2.0 L turbodiesel
2.0 L turbodiesel
2.0 L turbodiesel 2.4 L turbodiesel
2.0 L turbodiesel
2.0 L turbodiesel
2.0 L turbodiesel
Power/Torque
120 kW/390 Nm
104 kW/350 Nm
120 kW/400 Nm 135 kW/480 Nm
110 kW/350 Nm
120 kW/375 Nm
125 kW/444 Nm
Transmission/ Drivetrain
6-speed manual or 8-speed auto 4×2 or 4×4
8-speed auto 4×2 or 4×4
6-speed manual or 8-speed auto 4×2 or 4×4
6-speed manual or 6-speed auto 4×2 or 4×4
6-speed manual or 6-speed auto 4×2 or 4×4
8-speed auto 4×2
*Pricing correct as of February 2026.
As all of its rivals are driven by less powerful 2.0-litre motors, the GWM P300 2.4T in LS trim provides the most torque-per-rand at R529 900 (available in 4×4 at R579 900). In several instances, its torque figure exceeds that of its rivals’ by more than 100 Nm courtesy of its additional 400 cubic centimetres. It’s an awful lot of bakkie for under R600k…
By comparison, the least expensive Hilux double-cab 2.4 SR produces 110 kW/400 Nm and costs R572 000 (RWD) and R657 000 (4×4).
Did you know?
The Foton Tunland will be locally assembled at the BAIC plant in Gqeberha for this year onwards.
Changan Hunter.
By sheer coincidence, both the Changan and JAC lineups have a derivative called Hunter, although in the latter case pricing exceeds the Chinese-bakkie-under-R600k cutoff.
Does Chery sell a double cab bakkie in SA? (Everything we know about the Himla)
Chery Himla.
GWM’s same-sized arch-rival in South Africa is Chery, and if there’s market share to be had – or not – they’ll come for it.
As a result, Chery will launch its own chunky-styled double cab, first seen at last year’s Shanghai Auto Show, closer to the end of the year. All types of propulsion – from petrol, diesel, hybrid and full electric – are on the cards, although the final powertrain line-up is still under consideration for SA.
A 1-tonne payload and 3-tonne towing capacity has been confirmed.
Maintenance & resale: Is buying a Chinese bakkie under R600k a smart long-term move?
JMC Vigus.
Reliability, economy and performance aside, an equally pertinent value metric of any vehicle is its aftersales proposition. In their mission to establish trust in their products and brands at levels comparable to established market leaders, Chinese car companies now provide warranties that far exceed those of established players.
LDV T60.
For example, the respective warranty periods for the Hilux, Ford Ranger and Isuzu D-Max are 3 years/100 000 km, 4 years/120 000 km, and 5 years/120 000 km.
The verdict: Which Chinese bakkie under R600k fits your life?
With the head-scratching no different in intensity than having to choose between Wimpy, Steers or McDonald’s, the Chinese bakkies under R600k discussed in this article are all comparatively priced and similarly specced. And yet, even in their shared basic functionality of work, play and pray from Monday to Sunday, each is also unique in its flavouring.
For the best price and refinement, the Foton Tunland G7 with its 8-speed ZF gearbox is the one to go for.
The GWM P300 is the most powerful in the sub-R600k category and provides the most peace of mind with the most extensive aftersales arrangement supported by the largest dealer network. And all this from the longest-standing Chinese brand in the country.
Jac T9.
For trailerists, boatists and caravanistas, the JAC T9 (and, as of 2026, the GWM P300) with its class-leading 3 500 kg towing ability is the go-to choice. Vigus (3 000 kg) aside, all other contenders here are in the 2 000-2 250 kg towing range.
With its marginally more compact dimensions and corresponding tighter turning circle, the LDV T60 with its best-braking-rating is the most urban-friendly choice.
And finally, for sheer freakish nostalgia and maintenance familiarity, the JMC Vigus has the most interesting backstory. The Jiangling Motors Corporation’s relationship with Ford runs over three decades – a contemporary example of that partnership is the Territory SUV being a rebadged Yusheng S330 built in China.
So, because the Vigus’ engine is based on the Ford Puma engine family, which powered the previous-gen Ranger, Transit, and of the old Land Rover Defender and Mazda BT-50, there’s an abundance of spares and know-how. Think of it as a poor man’s Ranger, just without the badge: ideal for DIY tinkerers and fleet buyers alike.
When the original Toyota GR Yaris arrived, it shocked the motoring world by being a bespoke, rally-bred homologation special hiding under a humble hatchback badge. Now, Toyota has updated its pocket rocket, and we got behind the wheel of the facelifted version to see if the addition of an automatic gearbox has diluted the magic.
We like: Fizzy, characterful engine, pure hot hatch design details.
We don’t like: While easier to live with, the auto ‘box does remove interactivity, pricing is starting to nudge a million.
The GR Yaris is the smaller, feistier sibling of the equally accomplished GR Corolla.
While it shares its name with the standard city car, the Toyota GR Yaris is a vastly different beast. It was born from Toyota’s desire to return to the World Rally Championship, with the project personally overseen by Akio Toyoda.
The roof is finished in carbon fibre, adding an exclusive touch to this small hot hatch.
Built at the legendary Motomachi plant, the same facility that produced the Lexus LFA, the GR Yaris is largely hand built, featuring a carbon fibre roof and a unique all-wheel-drive system. It is a passion project from a global giant, designed to be a halo car for driving enthusiasts.
But what effect will the torque-converter automatic transmission have on this spiky hot hatch?
The new automatic transmission
The 8-speeder shifts decently quickly, but does rob the vehicle of some interactivity.
The most significant change for the facelifted model is the introduction of an 8-speed torque-converter automatic transmission. While some purists might have expected a dual-clutch setup, Toyota opted for a torque converter for its robustness and durability.
And surprise, surprise, it works well. Toyota having taken the “2-pedal” route may alter the character of the car, but it makes this rally-bred machine a more viable option for the daily commute without losing its competitive edge. For the “purists”, the manual gearbox remains on sale alongside the auto.
Enhanced performance & grip
AWD and Michelin performance rubber ensure the GR Yaris has limpet-like grip in corners.
The 1.6-litre 3-cylinder turbocharged engine was already a marvel, but Toyota‘s engineers have managed to squeeze even more out of it. With a boost in both power and torque, the GR Yaris remains one of the most powerful small-displacement hatchbacks in the world.
On the road, this translates to blistering acceleration that challenges established heavyweights in the hot hatch segment. The sophisticated all-wheel-drive system, paired with high-performance Michelin rubber, ensures that the car offers immense levels of grip, allowing it to dart around with incredible agility.
A driver-focused cockpit
Aside from the new transmission, the interior has undergone the biggest transformation.
Inside, the facelift has brought about a redesigned cabin that prioritises the person behind the wheel. The seating position has been lowered to make the driver feel more connected to the chassis, and the dashboard has been tilted for better ergonomics.
The bucket seats are grippy and comfortably, although set a touch too high.
While the design might be more functional than flashy, every button and control is placed within easy reach. We like the inclusion of interesting features like an intercooler spray button and the rally-style sequential shift logic on the gear lever, further cementing the car’s motorsport intentions. The seats are fantastic, too.
The value proposition: has the GR Yaris become too expensive?
One of the more unique vehicles on South African roads!
Alongside the updates and the new transmission comes a shift in pricing. The GR Yaris has moved up-market, and it is no longer the relative bargain it once was. However, given its bespoke nature and limited production feel, it remains a unique proposition in a market where many legendary hot hatch brands have disappeared.
Is the new automatic GR Yaris a future classic in the making? Watch the full video to see how it handles the curves and whether the transmission has made it even better.
div style=”background-color: #f5f5f5; padding: 20px; border-radius: 10px;”>
Frequently Asked Questions (FAQ)
Q: What is the most significant mechanical update on the facelifted Toyota GR Yaris?
A: The most significant change is the introduction of a new eight-speed torque-converter automatic transmission, offering a self-shifting alternative to the traditional six-speed manual gearbox.
Q: Where is the Toyota GR Yaris manufactured?
A: The GR Yaris is largely hand built at Toyota’s famous Motomachi plant in Japan, the same specialised facility that was responsible for producing the Lexus LFA supercar.
Q: Has the engine performance of the GR Yaris been improved in the new model?
A: Yes, the 1.6-litre three-cylinder turbocharged engine has been retuned to deliver more power and torque than the original version, further enhancing its performance capabilities.
New Jetour G700 ‘in the pipeline’ for SA
The super-sized Jetour G700 is “in the pipeline” for SA, where it will slot in at the top of the Chinese firm’s range. Here’s what we know about this body-on-frame SUV…
New G700 already pencilled in for SA
Likely to arrive as Jetour SA’s flagship
Global specs point to PHEV powertrain
With its freshly launched T1 and T2 crossovers already proving very popular with local buyers, Jetour South Africa has confirmed plans to expand its line-up with a very large body-on-frame SUV called the Jetour G700.
Yes, the Chinese brand’s local division told Cars.co.za that the G700 is “in the pipeline” for South Africa, though added that local launch timing had yet to be nailed down. When the newcomer does arrive, we expect it to slot in at the very summit of Jetour SA’s range, well above the Dashing, X70 Plus, T1 and T2.
So, what do we know about the G700? Well, according to Jetour’s global website, this SUV – which forms part of the brand’s “Zongheng” product series in its domestic market – measures a whopping 5 198 mm long (with a wheelbase of 2 870 mm) and 2 050 mm wide, while standing 1 956 mm tall. That makes it even bigger than the likes of the Land Rover Defender 110, Toyota Land Cruiser 300 and GWM Tank 500.
The brand’s international website furthermore says the G700 employs a plug-in hybrid electric vehicle (PHEV) powertrain combining a longitudinally mounted turbocharged 2.0-litre petrol engine (155 kW/340 Nm) with dual electric motors (generating 210 kW/360 Nm at the front and 300 kW/435 Nm at the rear) plus a 34.13 kW lithium-iron phosphate battery pack. Peak system outputs are listed as a scarcely believable 665 kW and 1 135 Nm.
The obligatory 0-100 kph sprint takes a claimed 4.6 seconds (despite a vehicle weight on the far side of 3 000 kg), while top speed is listed as 180 kph. Fitted with a 100-litre fuel tank, Jetour says the G700 – which has a claimed fuel consumption of 8.6 L/100 km – boasts a combined range of well over 1 000 km.
Billed as a genuine off-roader, the G700 has a ground clearance of 230 mm and a wading depth of 900 mm (plus apparent “amphibious capabilities”). Meanwhile, the approach, departure and breakover angles are listed as 35, 28 and 21 degrees, respectively, with the braked towing capacity coming in at 2 500 kg. Interestingly, both 5- and 6-seater versions are listed on Jetour’s global website.
Inside, you’ll find a slim 35.4-inch instrument panel that spans almost the entire width of the dashboard, along with a 15.6-inch central touchscreen. Other highlights include a panoramic sunroof, powered front seats, a raft of driving modes and plenty of advanced driver-assistance system (ADAS) features.
Of course, specifications – everything from the powertrain to the sort of equipment included as standard in each trim level – have yet to be confirmed for South Africa. But we’ll endeavour to share more official information on the incoming Jetour G700 as we have it…
Frequently Asked Questions (FAQ) About the Jetour G700 in South Africa
Q: What is the Jetour G700 and where will it fit in the local line-up?
A: The G700 is a luxury body-on-frame large SUV from Jetour’s off-road “Zongheng” series. It is significantly larger than the T2 and is set to arrive in South Africa as the brand’s new flagship.
Q: What kind of performance can we expect from this “super-sized” SUV?
A: Global specifications reveal a formidable Plug-in Hybrid (PHEV) system. It combines a 2.0-litre turbo petrol engine with dual electric motors to produce a massive 665 kW and 1 135 Nm of torque. Despite weighing over 3 000 kg, it can sprint from 0-100 kph in a claimed 4.6 seconds.
Q: Is the Jetour G700 actually capable of “swimming”?
A: While often described as “amphibious”, it is technically designed for extreme wading. It has a standard wading depth of 900 mm and features a specialised “floating mode” that allows it to navigate deep water for up to 40 minutes in emergencies. It even includes an external oxygen generator for the cabin.
