The new Toyota Hilux is just around the corner, with the first teaser having been released and the next-generation bakkie’s official reveal date finally confirmed…
Toyota drops teaser video for new Hilux
Official reveal date set for 10 November
15-second clip hints at new design cues
After a string of leaked imagesand plenty of speculation, the first teaser of the new Toyota Hilux has been released, with the Japanese brand also confirming the next-generation bakkie’s official reveal date.
Yes, Toyota Motor Thailand has released a short teaser video that includes a handful of shadowy shots of what will be the 9th-generation Hilux. The 15-second clip (which we’ve embedded below) also confirms a reveal date of 10 November 2025.
As with the outgoing model, the new Toyota Hilux will be built in several factories around the world, including Thailand. The latest version of the bakkie is also expected to again be produced at Toyota SA Motors’ Prospecton facility in KwaZulu-Natal. The brand’s local division has yet to announce a launch date, but an official market introduction is expected at some point in 2026.
But back to the new bakkie. While official details are still very thin on the ground, it appears that the new Hilux will retain the IMV platform of the current-generation version rather than switching to Toyota’s more advanced TNGA-F underpinnings. In fact, spy shots suggest the doors and certain panels will be carried over.
In addition, the 2026 Hilux is widely expected to stick with Toyota’s 2.8-litre, 4-cylinder turbodiesel engine (again likely offered with or without 48V mild-hybrid technology). As a reminder, this 1GD-FTV engine currently makes 150 kW and 500 Nm in standard guise, while an updated version employed by the GR Sport derivative generates 165 kW and 550 Nm.
The teaser video gives us a glimpse of the new Hilux’s redesigned front and rear ends, as well as a quick look at the revised bakkie’s wheels. Based on the clip (which shows a double-cab variant), we can expect slimmer headlamps and taillamps, along with simple “Toyota” lettering on the grille (the latter similar in design to the outgoing GR Sport flagship).
While the teaser video doesn’t show the new bakkie’s cabin, leaked images suggest it will draw heavily on that of the J250-generation Land Cruiser Prado, perhaps even scoring that SUV’s 12.3-inch touchscreen display.
To refresh your memory, the 8th-gen Hilux debuted way back in 2015, before being introduced to South Africa in February 2016. The Hilux has held the title of Mzansi’s best-selling vehicle for well over 50 years.
Frequently Asked Questions (FAQ)
Q: When is the official reveal date for the new Toyota Hilux?
A: The official reveal date for the 9th-generation Toyota Hilux has been confirmed for 10 November 2025.
Q: What are the expected engine and platform details for the 2026 Hilux?
A: The new Hilux is expected to retain the IMV platform of the current model and will likely stick with Toyota’s 2.8-litre, 4-cylinder turbodiesel engine (1GD-FTV), potentially featuring 48V mild-hybrid technology.
Q: When is the new Toyota Hilux expected to launch in South Africa?
A: While an official launch date has not been announced by Toyota SA Motors, an introduction to the South African market is expected at some point in 2026.
Why Toyota SA has ‘no plans’ for new Quest-like model
The head of Toyota in South Africa explains why the Japanese brand currently has no plans to offer a fresh prolonged-lifecycle model like the Tazz or Corolla Quest…
No plans for another prolonged-lifecycle model “at the moment”
Production of Corolla Quest ended at Prospecton late in 2024
“Competitive position” of imported models means there’s no scope
Over the years, Toyota South Africa Motors has rolled out several highly successful locally built “prolonged lifecycle” models, from the popular Conquest-based Tazz to the recently discontinued Corolla Quest. But the brand’s local boss says there are currently no plans for another.
Andrew Kirby, President and CEO of Toyota South Africa Motors, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
“Historically, we had quite a few programmes where we’ve tried to take a previous generation, refresh it and use that price point to create a new segment. Before Tazz was the Conquest – you might remember that – and those were all very successful,” he told us.
Volkswagen employs a similar strategy with its Kariega-built Polo Vivo (based on the 5th-gen Polo hatch), while Isuzu does the same with its Struandale-made D-Max Gen 6. In each case, by the time the initial model’s lifecycle ended, the significant sum already invested had likely been amortised. That means design, engineering and tooling costs for the so-called “legacy” vehicle were all already largely covered.
The original Corolla Quest debuted back in 2014.
So, why is Toyota SA Motors no longer pursuing a prolonged-lifecycle strategy? Well, while any such opportunity would depend greatly on which vehicles are in production locally, Kirby suggested shifts in technology and the budget-friendly positioning of imported models – we suspect he’s referring to Suzuki-based, Indian-sourced vehicles like the Vitz and Starlet here – also played a role.
“At the moment, we don’t have any plans to [use] a previous-generation vehicle like that. The technology shifts and the competitive position of the vehicles that we’re getting – both imported and locally – don’t really provide us with that scope at the moment. We’re always keeping our minds open to it, but we don’t have anything in that space at the moment,” he emphasised.
Production of the 2nd-gen Corolla Quest ended late in 2024.
Toyota SA Motors currently builds the Hilux, Fortuner, Corolla Cross and Hiace Ses’fikile (technically a prolonged-lifecycle version of the H200-series Hiace) at its Prospecton plant in KwaZulu-Natal. Production of the 2nd-generation Corolla Quest – derived from the 11th-gen Corolla sedan and serving as the brand’s most recent prolonged-lifecycle model – ended late in 2024.
Of course, the last Corolla Quest was sold alongside the 12th-gen Corolla sedan. Since the latter is imported from Japan rather than built locally, Toyota’s SA division unfortunately won’t have the opportunity to repurpose it as a locally built 3rd-gen Quest.
Frequently Asked Questions (FAQ)
Q: Does Toyota South Africa plan to introduce another prolonged-lifecycle model like the Tazz or Corolla Quest?
A: No, Andrew Kirby, President and CEO of Toyota South Africa Motors, stated that the brand currently has “no plans” for another prolonged-lifecycle model “at the moment”.
Q: What reasons did Toyota South Africa give for not pursuing a prolonged-lifecycle strategy currently?
A: The main reasons cited by CEO Andrew Kirby are shifts in technology and the “competitive position” of imported budget-friendly models (likely referring to vehicles like the Vitz and Starlet), which don’t provide the scope for such a strategy at the moment.
Q: When did the production of the most recent prolonged-lifecycle model, the Corolla Quest, end?
A: Production of the 2nd-generation Corolla Quest, which was derived from the 11th-gen Corolla sedan, ended late in 2024 at Toyota’s Prospecton plant.
Nissan’s electric pioneer enters its 3rd generation in a distinctly different shape. We drive the latest iteration of the Nissan Leaf in Denmark, where most new cars sold are electric vehicles (EVs).
Nissan South Africa was so far ahead of the curve when it launched the 1st-gen Leaf in Mzansi nearly 15 years ago that these days, most locals have forgotten about the EV pioneer.
Perhaps predictably, the pricey Leaf did not light up the local sales charts in South Africa; the 2nd-gen model was unveiled in Tokyo in 2017 – my colleague Ciro De Siena was there – but the local firm decided to skip it. But then, it was always more of an image builder in Mzansi than a car with volume aspirations.
Whether South Africans will ever be able to buy the new, 3rd-gen Nissan Leaf remains to be seen. I would not bet on it – Nissan South Africa is fighting bigger challenges at the moment, and at the global launch in Denmark, Nissan said the new model was only confirmed for Europe, America and Japan.
Nevertheless, the opportunity to drive it came as a result of my duties as South Africa’s World Car of the Year juror. Nissan wanted to make sure many WCOTY judges got behind the wheel of “Leaf 3.0” before voting started for the 2026 World Car Awards programme – clearly, it believes it has a potential winner.
Crossover aesthetics
Whereas the first 2 iterations of the Nissan Leaf resembled C-segment hatchbacks, the 3rd-gen model looks more crossover-like. Developed markets prefer these “coupe” high-riders these days, as evidenced during our stay in Europe, where we saw countless Tesla Model Ys and Volkswagen ID.4s, among others.
Those with sharp eyes will note that the Leaf’s rear lights are inspired by those of the ’90s Nissan 300ZX (and current Z). There are also some truly striking alloy wheels to choose from, up to 19 inches in size. You may also notice the appearance of the =||| (2 / 3) symbol in various places on and in the Leaf.
In Japanese, it translates simply as Nissan. The symbol is supposedly hidden in 23 places in the car (again, note the importance of numbers 2 and 3), so if you want to go easter-egg hunting, well, you can.
Based on the brand’s CMF-EV platform, which also underpins the bigger Ariya EV, the Nissan Leaf has aero-optimised bodywork – flush door handles, for example, and lots of underbody airflow detailing, to achieve an excellent drag coefficient of 0.25.
With its rigid, relatively light structure and aero excellence, Nissan’s pursuit was lightness and efficiency… From the design phase, it wanted to achieve excellent real-world long-distance range, but without just going for bigger batteries (and the resultant weight).
It helps, of course, that the 2026 Nissan Leaf is probably unique in the world in that it is a 3rd-generation EV, and that it is the product of all Nissan’s learnings with the previous two iterations. Nissan will understand better than most what consumers actually want… and how they use their EVs.
Battery and Range
The 2026 Nissan Leaf is offered with 2 battery options: 52 kWh and 75 kWh. The higher-capacity battery enables the model to produce peak outputs of 160 kW and 355 Nm of torque, enough for a (claimed) brisk 0-100 kph sprint time of 7.6 seconds. Top speed is limited to 160 kph.
More importantly, it allows for a long-distance range of 622 km (WLTP). During the launch programme, we were given a very long route, taking in the Danish countryside, and there was no planned recharging. Nissan’s confidence was evident.
The company claims that even when driving at highway speeds of up to 130 kph (high for Europe, and high for EVs), the range will be 330 km.
It is also worth noting that the smaller-battery Leaf still offers a range of above 440 km (WLTP) and there isn’t too much of a performance penalty either (130 kW/345 Nm) and sprints to 100 kph just 1 sec slower.
Nissan says consumption (of the 75kWh car) is as low as 13.8 kWh/100 km and that the 75 kWh Leaf supports 150 kW DC fast charging, recovering up to 420 km in range in just 30 minutes of charging.
Another element that remains relatively rare (certainly in terms of daily usability) in South Africa is the Leaf’s so-called Vehicle-to-Load (V2L) capability.
It offers 3.6 kW output to charge devices or power cooking gear, when camping, for example. It is also future-ready in terms of Vehicle-to-Grid (V2G) capability – it can return energy to the grid.
2026 Nissan Leaf: Cabin & Features
Step inside, and the 2026 Nissan Leaf is quite a radical departure from the first 2 generations, which represents a clear shift away from traditional hatchback architecture.
Two 14.3-inch screens dominate the horizontal fascia, while different textures and materials (notably light cloth) stretch from the door panels to the top of the fascia, adding a feeling of lightness and luxury.
Look up, and you’ll note a neat full-length sunroof with segmented dimming functionality – consequently, a sliding cover is not needed. The sunroof is fitted as standard on higher-specification variants.
Another major talking point is the presence of Google built-in – this means the Google system is part of the car. In other words, and as an example, it can use its knowledge of the car’s remaining charge, traffic situations on the route, etc., to better plan journeys, keeping in mind charge station availability.
Of course, Apple CarPlay is standard, but not built-in (so when using CarPlay, some of the car- and situation-specific information isn’t integrated – as is the case when using CarPlay in a “normal” car utilising the system). The other advantage of the built-in Google tech is that all the app icons and general UX (including Google Maps) will be familiar.
Measuring 4 350 mm in length, this very different-looking Leaf hasn’t changed hugely compared with its predecessor in terms of size. But as a consequence of better packaging, it does seem more spacious.
I spent some time in the rear seat (behind my own stretched-out front-seat position – I am 1.8 metres tall), and there was definitely enough knee room. Space for feet is a little tight, however.
The boot is claimed to be able to accommodate up to 437 litres of luggage and boasts 2 floor levels.
There is no “frunk”, and instead Nissan has prioritised in-car storage with numerous compartments and surfaces for smaller items.
What is the 2026 Nissan Leaf like to drive?
My shuttle from Copenhagen airport to the launch venue was in Nissan’s Ariya, a striking, bigger electric crossover that is based on the same platform. I emerged from that passenger ride thinking that the quietness and ride quality were impressive.
The CMF-EV underpinnings certainly appear to be excellent, then, because the Leaf felt much the same as its bigger sibling as we headed out on Copenhagen’s roads.
Even on big 19-inch wheels, it rides beautifully and quietly – yes, there are some occasionally coarse and bumpy surfaces, even on generally excellent Danish roads.
The Google built-in tech also brings some immediate familiarity into the cabin, helpful when you’re in a new car for the first time, and also don’t know the area you’re driving in. I also liked the Bose speakers built into the headrests, as the driving instructions from the navigation were crystal clear.
As is the case with many EVs, you can pretty much drive the 2026 Nissan Leaf with 1 pedal, but the Leaf also allows you to shift between various levels of strength for the regen braking.
Another useful feature, particularly when navigating tight spaces, is a 3D-Around View Monitor with an 8-point perspective, which includes Invisible Hood View and Front Wide View. For a South African sitting on the wrong side of the car, on the wrong side of the road, these features took a lot of the stress away.
And that’s really the 2026 Nissan Leaf driving experience in a nutshell – stress-free. Serene, comfortable, packed with intuitive tech that actually works and with great real-world range, it speaks volumes about Nissan’s learnings and experience in this segment.
Summary
At the time of its launch, Nissan had not yet announced any pricing details. Production and pre-orders of the newcomer (in Sunderland, UK) start before the end of this year, but deliveries are only slated to commence in Spring (Europe) 2026.
As I mentioned earlier in this review, I doubt South Africans will see the 2026 Nissan Leaf on local soil any time soon. The local EV market remains very small, is particularly price sensitive, and Nissan South Africa needs to find some volume and production sustainability first. But who knows… The new, 3rd-gen Nissan Leaf is certainly one of the more practical and pleasant EVs out there.
Q: What are the available battery options and their corresponding maximum ranges for the 2026 Nissan Leaf?
A: The 2026 Nissan Leaf is offered with two battery options: a 52 kWh battery (with a range above 440 km WLTP) and a higher-capacity 75 kWh battery (with a maximum range of 622 km WLTP).
Q: How has the design of the 3rd-generation Nissan Leaf changed?
A: The 3rd-generation model is a radical departure from its predecessors. It moves away from the C-segment hatchback shape to a more crossover-like aesthetic, reflecting market preference for “coupe” high-riders.
Q: What is the maximum DC fast charging speed and charge time for the 75 kWh model?
A: The 75 kWh Leaf supports 150 kW DC fast charging, which allows it to recover up to 420 km in range in just 30 minutes of charging.
Q: When are deliveries slated to commence for the 2026 Nissan Leaf in Europe?
A: While production and pre-orders start before the end of this year (2025), deliveries are only slated to commence in Spring (Europe) 2026.
Toyota Land Cruiser FJ tech & engine deep dive
The ‘Toyota FJ Cruiser revival’ has many people wondering about the newcomer’s lack of a turbodiesel engine… and whether the Land Cruiser FJ is a bigger Jimny 5-door or a true mini-Fortuner. We unpack the tech spec for you.
Nobody understands trends and simplicity better than Toyota. Already dominant in the SUV and all-terrain vehicle market, Toyota‘s latest product reveal – the Land Cruiser FJ – is guaranteed to become a massive hit in South Africa.
Unquestionably, the star car of the 2025 Tokyo Show – the “new” FJ – is a brilliant example of Toyota‘s product planning vision and execution. Globally, the demand for rugged all-terrain vehicles remains very strong. But as urban road infrastructure strains under increased vehicle numbers, the size requirements for rugged all-terrain vehicles have diminished.
David Taylor previews SA-bound cars at the Japan Mobility Show 2025:
It’s why Suzuki’s Jimny is so successful. It combines a purposeful design with real all-terrain ability, mechanical simplicity, and dimensions that make it effortless to drive around the Cape Town City Bowl or through the traffic on Grayston Drive in Sandton.
As it always does, Toyota has been observing the market, evaluating its in-house components and engineering, and has created a very clever solution in the new Land Cruiser FJ.
It’s not a crossover. It’s not a vanilla SUV. It’s a proper miniaturised Fortuner, built on a shortened IVM ladder-frame platform – the same used by the Hilux. Most of the core engineering technology is aged, but that doesn’t matter, because the design is charming and Toyota’s all-terrain reputation is unrivalled.
RAV4 sizing, with Fortuner ruggedness. Similar in concept to the 5-door Jimny, but with more power – it’s likely to be more expensive too.
Shaped for easy urban driving
One of the reasons why Jimny is so cherished is its tiny size. A Jimny is great in traffic and for urban commutes because it’s so easy to place on the road and park. Fortuners aren’t. RAV4s are somewhere in the middle, but they don’t have the rugged steel ladder-frame chassis and off-road ability that potential FJ buyers want. And no, it’s not a replacement for the previous Toyota FJ Cruiser.
Toyota’s new all-terrain SUV isn’t big. It’s about RAV4-sized. And crucially, it has that body-on-frame chassis, with a steel ladder frame. That means that thousands of kilometres of the roughest corrugated dirt roads won’t trouble it. At all.
The FJ is manoeuvrable, too. Its turning circle is only 11m, which is better than a Jimny 5-door’s 11.4m. You get a vehicle that has nearly twice the power of a Jimny, for much better cruising and overtaking performance. But that is also better at nosing into those tight underground garage parking bays.
Solid rear axle, a ‘locker, low range and 18-inch all-terrain tyres. What more do you want?
All the ruggedness you need
But what about the off-road ability? There’s everything you could wish for in a compact 5-door SUV. A low-range transfer case, solid rear axle and lockable rear differential. Ground clearance? Toyota’s not sharing a number yet, but with the standard wheels and tyres, on the IVM platform, expect a number not dissimilar to Jimny’s 210 mm.
Interestingly, Toyota has said that the new Land Cruiser FJ has similar wheel articulation to the Land Cruiser 70. These are legendary vehicles, known for their toughness. But with leaf-sprung suspension, wheel articulation has never been a particular strength of the Land Cruiser 70, unlike a coil-sprung Jeep Wrangler, which has exceptional wheel articulation.
With low-range gearing, a lockable rear axle, proven steel ladder frame chassis and compact dimensions, the new Toyota Land Cruiser FJ will be more capable at true overlanding than most owners will ever need it to be. And crucially, it can carry a lot more, and cover highway mileage with greater confidence and comfort, than a Jimny 5-door.
Cabin is a winner. Lots of physical controls, and a sensibly sized footrest.
That 2.7-litre engine: right or wrong?
Toyota likes reusing proven engines rather than engineering new ones. Case in point is the current Prado. In South Africa, it only has one engine option: Toyota’s 2.8-litre 4-cylinder GD-6 turbodiesel engine, which has been around since the late 2000s.
Engine options, or the lack of them, are points of debate with the new Land Cruiser FJ. It’s only going to be available with the 2.7-litre naturally-aspirated4-cylinder petrol engine. Yes, it is related to the same engine that debuted in South Africa twenty years ago, in the 7th-gen Hilux.
But the 2.7-litre petrol is a proven engine for local conditions, powering an enormous amount of minibus taxis, although it’s heavy on fuel. Being naturally aspirated, it’s going to lose a lot of power at altitude. Heavy fuel consumption and altitude-induced power loss are 2 notable downsides for any all-terrain touring vehicle in South Africa, which is why most Toyota SUVs are turbodiesel.
The previous FJ was no turbodiesel hero either. And only had the thirsty V6 petrol engine option.
Toyota Land Cruiser FJ 2.7 and altitude
Most of South Africa’s SUVs and 4×4 run inland, at high altitudes, which means that naturally aspirated engines suffer a lot of power loss. And the new Land Cruiser FJ‘s 2.7 doesn’t deliver great outputs to start with. Peak power is 120 kW, and torque only 243 Nm.
Effectively, it’s going to be a similar scenario to what 5-door Jimny owners experience: all the power you need in low-range, when navigating challenging off-road trails. But just never enough power for confident highway cruising, fully laden, at Gauteng altitudes. And with the penalty of limited range due to much higher fuel consumption than a comparable turbodiesel engine.
But unlike the range issue affecting the Jimny, because its fuel tank size is ultimately limited by the Suzuki’s tiny dimensions and packaging constraints, the FJ should be better. Yes, it will be very heavy on fuel, but because it’s a slightly bigger vehicle, it will have a comparatively larger fuel tank to aid range.
There’s no question the 2.7-litre petrol engine will be heavy on fuel. But South African buyers have embraced 1.5-litre turbopetrol Chinese crossovers and SUVs, which are notoriously heavy on fuel – is that a real-world issue for everyone? Evidently not.
Is Toyota denying fans what they need, or does the 2.7 petrol engine make sense?
Why no Land Cruiser FJ diesel?
On paper, the Land Cruiser FJ has a very average engine. And everyone wants it to be equipped with a turbodiesel, offering much better overtaking acceleration and the ability to “flatten” those long highway gradients.
There’s also the range and fuel budget benefits of a turbodiesel, which are fundamental considerations when journeying into Namibia, Botswana or Mozambique. But does Toyota understand something that many people dismissing the new FJ’s petrol-only engine configuration don’t?
Turbodiesel engines balance performance and economy, but they have become increasingly vulnerable to fuel issues. And South Africa has some of the world’s most variable diesel fuel quality. With more stringent aftertreatment systems to achieve emissions compliance, long-term turbodiesel engine maintenance, including DPF filters and the like, can become a cost issue. And those are issues that don’t influence a naturally aspirated engine like that of the Land Cruiser FJ.
It’s also part of Toyota‘s product hierarchy and powertrain strategy to avoid any cannibalisation from smaller to larger vehicles. That’s why you can’t have a slightly detuned version of the awesome 3.3-litre V6 turbodiesel in the Prado. Because of the risk to Land Cruiser 300 sales. And that logic applies to new Land Cruiser FJ, and why it doesn’t feature a 2.4- or 2.8-litre 4-cylinder turbodiesel engine.
No diesel engine. Not going to be cheap. But you know Toyota is going to sell more than they can make.
RAV4 proves there’s non-diesel demand
The 2.7 VVT-i has been proven by hundreds of millions of kilometres driven by minibus taxis and legacy petrol-powered Hilux bakkies, fuelled across South Africa.
That means it is validated and proven for local use and fuel. Globally, the 2.7 TR-FE engine also powered Toyota’s most important bakkie, in the world’s most demanding bakkie market. Tacoma used versions of the 2.7 in America from 1995 to 2023, including the latest TR-FE version.
Toyota realises that trends are changing amongst its smaller SUV buyers. There was a time when the idea of a RAV4 model range without a diesel engine would have been inconceivable. RAV4 remains the benchmark vehicle in its class for sales, despite the current range not offering a diesel.
Customers might overwhelmingly buy diesel Fortuners, but the current RAV4, without a single diesel engine option, proves to Toyota that customers in the SUV and crossover market aren’t indifferent to petrol engines.
The new Toyota Land Cruiser FJ is effectively a short-wheelbase Fortuner with petrol power. And like the Fortuner when it launched in South Africa in 2006, it’s going to be wildly popular.
Frequently Asked Questions (FAQ) about the Land Cruiser FJ
Q: How is the new Toyota Land Cruiser FJ positioned in the market and what platform is it built on?
A: It is positioned as a “miniaturized Fortuner,” built on a shortened version of the robust IMV ladder-frame platform, which is shared with the Hilux. This gives it ruggedness in a compact, RAV4-sized package.
Q: What engine is available in the Land Cruiser FJ, and what are its performance figures?
A: The Land Cruiser FJ is launched with a single engine option: the 2.7-liter naturally-aspirated four-cylinder petrol engine (2TR-FE), which produces 120 kW of power and 243 Nm of torque.
Q: Why did Toyota decide not to offer a turbodiesel engine option for the FJ?
A: Reasons include avoiding cannibalization of larger Land Cruiser/Prado sales, addressing concerns over the long-term maintenance costs of modern turbodiesels (like DPF filters), and dealing with variable diesel fuel quality in certain markets like South Africa.
Q: What core off-road equipment is included in the Land Cruiser FJ?
A: The FJ comes equipped with serious off-road gear, including a low-range transfer case, a solid rear axle, a lockable rear differential, and a steel ladder-frame chassis.
More Haval PHEVs coming, says GWM SA boss
The head of GWM South Africa says the local sales success of the H6 GT PHEV will likely see more plug-in hybrids from the Haval sub-brand introduced in early 2026…
Local GWM boss suggests more Haval PHEVs are coming soon
“Phenomenal” sales traction for 321 kW H6 GT PHEV in SA
New H6 PHEV seems most likely candidate for introduction
In June 2025, GWM South Africa introduced its very first plug-in hybrid electric vehicle, the Haval H6 GT PHEV. And the head of the Chinese brand’s local division has suggested its early sales success will see more plug-in Haval models launched in early 2026.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, was speaking during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
The H6 GT PHEV launched locally in mid-2025 as GWM SA’s first plug-in hybrid.
“If you look at the total volume sales in South Africa, new-energy vehicles make up 3.0%. So, the take-up is very slow,” Groenewald admitted, making reference to local NEV sales in 2024 (that is, fully electric vehicles, traditional hybrids and plug-in hybrids).
“The [Haval H6] GT PHEV we [recently] launched – phenomenal traction on that vehicle. So, we have almost a one-to-one sale of the PHEV GT versus the ICE [internal combustion engine] version of the GT. For R800 000, it’s well priced and it’s got a value proposition the market is buying into.”
When the facelifted H6 portfolio hit the market towards the middle of 2025, the range included the new H6 GT 1.5T PHEV 4WD Ultra Luxury (which, at R799 900, commands a R133 950 premium over the purely petrol-powered H6 GT 2.0GDIT 4WD Super Luxury). Peak system outputs are as lofty as 321 kW and 762 Nm, translating to a 0-100 kph sprint in a claimed 4.9 seconds.
“We do find that the market is moving away from self-charging hybrids to plug-in hybrids faster than we expected. So, we have accelerated our opportunity to bring more plug-in hybrids vehicles into South Africa. Hopefully by early next year [2026] we’ll start seeing more plug-in hybrid vehicles coming from Haval,” Groenewald added, without going into further detail.
A PHEV version of the standard-body H6 could come to SA in 2026.
So, what could these new PHEV models be? Well, we’d speculate the most likely candidate is the H6 PHEV that is already on sale in fellow right-hand-drive market, Australia. While the standard-body H6 range in SA currently tops out with a pair of traditional (so-called “self-charging”) hybrid derivatives, the line-up Down Under additionally features PHEV variants.
In that market, the H6 PHEV is available in both front- and all-wheel drive, with the latter wearing the Hi4 (that’s “Hybrid Intelligent 4WD”) badge. The 2WD plug-in hybrid offers 240 kW and 540 Nm, while the dual-motor 4WD version boasts 268 kW and 760 Nm (with each using a 19.09 kWh battery pack). The claimed combined range – for Australia, anyway – is well over 1 000 km in both cases.
The P500 PHEV is seemingly off the menu for SA (for now, at least).
What else could be on the cards? Well, while the Chinese brand’s South African division made mention of the P500 PHEV at its local dealer awards event back in February 2025, it’s our understanding that this plug-in bakkie derivative is off the table – for now, at least.
The Tank 500 Hi4-T PHEV, which was introduced in Australia as recently as the start of October 2025, is another potential option for GWM SA, though it’s worth keeping in mind Groenewald made specific reference to Haval PHEVs. As a reminder, just a single Tank 500 derivative – a traditional hybrid – is currently available in Mzansi, priced from R1 228 950.
Were GWM’s local arm to introduce the Tank 500 PHEV, it would surely launch as the brand’s most expensive model yet. For the record, the version offered Down Under features a 37.1 kWh battery pack and dual electric motors (in addition to its turbocharged 2.0-litre petrol engine), resulting in maximum outputs of 300 kW and 750 Nm.
In China, meanwhile, the Haval Big Dog (a model we know in South Africa as the H7) is also available with a PHEV powertrain, as is the Haval Raptor and the Haval Xiaolong Max. It’s not yet clear whether these models are planned for sale outside of China.
Frequently Asked Questions (FAQ)
Q: Why is GWM South Africa planning to introduce more plug-in hybrid electric vehicles (PHEVs)?
A: GWM South Africa says it is accelerating the introduction of more PHEVs due to the “phenomenal” sales traction of the recently launched Haval H6 GT PHEV. The head of GWM South Africa noted the vehicle has an almost one-to-one sales ratio compared to its purely petrol-powered version, indicating the market is buying into its value proposition and moving toward plug-in hybrids faster than anticipated.
Q: When can consumers expect to see more Haval plug-in hybrid models arrive in South Africa?
A: GWM South Africa says it hopes to start introducing more plug-in hybrid vehicles from Haval by early 2026.
Q: What is the most likely new Haval PHEV model to be introduced in South Africa?
A: The most likely candidate is the plug-in hybrid version of the standard-body Haval H6, which is already on sale in the right-hand-drive market of Australia. This model features both front-wheel-drive and all-wheel-drive (Hi4) variants in the Australian market.
The fully electric Deepal S07 slots in at the top of Changan’s freshly introduced range in South Africa. Here’s what this battery-powered crossover costs…
Deepal S07 kicks off at just under R1-million
Rear-mounted electric motor makes 160 kW
Single-charge WLTP range listed as 500 km
Chinese brand Changan Automobiles has officially hit the market in South Africa, offering the Alsvin budget sedan, the CS75 Pro crossover, the Hunter bakkie and the fully electric Deepal S07 at launch. So, what does its battery-powered crossover cost?
Well, the rear-wheel-drive Deepal S07 has what the Changan brand – which is distributed locally by Saudi Arabian company Jameel Motors – describes as an “introductory” price of R995 900.
Measuring 4 750 mm from front to back, the 5-seater Deepal S07 has a wheelbase of 2 900 mm and a listed ground clearance of 165 mm. The boot can handle a claimed 445 litres, while a front compartment offers an additional 125 litres of luggage space.
The single rear-mounted electric motor delivers peak outputs of 160 kW and 320 Nm, which translates to a 0-100 kph sprint in a claimed 7.9 seconds. Courtesy of an 80 kWh battery pack, Changan claims a single-charge WLTP range of 500 km.
Standard features for the S07 include 20-inch alloy wheels, electrically adjustable front seats (trimmed in microfibre leather upholstery), a 15.6-inch touchscreen, a 14-speaker sound system, a 360-degree camera system, wireless smartphone charging, a sunroof and an electrically operated tailgate.
Listed safety kit includes 6 airbags, electronic stability control, hill-hold control, hill-descent control, tyre-pressure monitoring, parking sensors (fore and aft), adaptive cruise control, an augmented reality head-up display (there is no traditional instrument cluster) and a raft of advanced driver assistance system (ADAS) functions.
What does the Changan Deepal S07 cost in SA?
DERIVATIVE
PRICE
Changan Deepal S07
R995 900
The price above includes a 5-year/150 000 km warranty, an 8-year/150 000 km battery warranty and a 5-year/90 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What is the introductory price of the fully electric Changan Deepal S07 in South Africa?
A: The introductory price of this rear-wheel-drive model in South Africa is R995 900.
Q: What are the main performance and range specifications of the Deepal S07?
A: The single rear-mounted electric motor delivers 160 kW and 320 Nm, allowing for a 0-100 kph sprint in a claimed 7.9 seconds. The 80 kWh battery pack provides a claimed single-charge WLTP range of 500 km.
Q: What are the key dimensions and luggage capacity of the Deepal S07?
A: The 5-seater model measures 4 750 mm in length and has a wheelbase of 2 900 mm, with 165 mm of ground clearance. The boot has a capacity of 445 litres, complemented by a 125-litre front compartment.
The head of Tata Motors Passenger Vehicles in South Africa says the Indian marque is well positioned to compete with the various new Chinese brands on the local market…
Tata to “carve out its own piece” of the SA market
Local boss sees 5-door hatch segment as critical
Plans to leverage JLR-sourced platform as well
The man tasked with running Tata Motors Passenger Vehicles in South Africa says the Indian brand is well positioned to “carve out its own piece” of the local market, despite an influx of new Chinese competitors.
Thato Magasa, CEO of Tata Motors Passenger Vehicles in South Africa (and outgoing managing director of the likewise Motus-distributed Mitsubishi brand), made the comments during an interview conducted in Cars.co.za’s podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
Thato Magasa, CEO of Tata Motors Passenger Vehicles in SA, during the Cars.co.za podcast.
“Tata offers something very ‘differentiated’ in terms of new brands. Not only in how it was brought into the country – under Motus and the business model that it follows – but also in the fact that it’s able to speak across a wide range of segments,” Magasa said.
As a reminder, after a 6-year hiatus, the Tata brand returned to South Africa’s passenger-vehicle market at the start of September 2025, kicking off its local operations with the launch of the Tiago hatchback, Punch small crossover, Curvv coupé-style crossover and Harrier turbodiesel SUV. Motus Holdings serves as the brand’s official distributor.
The Punch measures just 3 827 mm long.
“[I’m] especially speaking [about the] 5-door hatch and subcompact SUV [segments], where not a lot of new entrants have been able to come into South Africa and offer something compelling [at] those particular price points,” he added, referring to the segments in which the Tiago and Punch play.
“From that perspective, Tata [will] carve out its own piece [of the market] and be able to compete [thanks to] advanced technology, high safety ratings and affordability,” Magasa said, adding that the brand’s models all boasted “4- to 5-star” Global NCAP crash-test ratings.
The Tiago hatchback is among SA’s cheapest new cars.
Though crossovers continue to find favour among local buyers, Magasa pointed to the budget 5-door hatchback segment – one as yet largely untapped by the Chinese – as a still-critical element of the new-car market in South Africa, saying this sector “has to stay in South Africa and will stay for some time”.
“That’s why we find that 5-door hatches coming from India from some of the other brands that might not have their home base as India – it might be Japan or whatever the case may be – have been able to do quite well in South Africa, because there’s a big need for new vehicles with good safety credentials at affordable prices,” he said, seemingly making reference to the likes of Toyota and Suzuki.
The Harrier offers turbodiesel power.
The local boss furthermore suggested the Indian brand would have an advantage over new Chinese brands thanks to the fact Tata Motors owns Jaguar Land Rover. The Omega Arc platform that underpins certain Tata-badged SUVs is, of course, derived from the Land Rover D8 architecture.
“The other part we’re quite excited about is the SUVs that are built on the Omega [Arc] platform – which is a JLR [Jaguar Land Rover] platform. We’re quite excited to see how those SUVs are going to grow in the South African market,” he said, adding that “people are taking quite well to Harrier”.
The Nexon is scheduled to arrive in SA in early 2026.
“We’re planning, of course, to launch the Sierra next year [2026], which will look sort of like a Land Rover as well. So, we’re quite excited about the range of vehicles that Tata has to offer and the fact it doesn’t box itself into a limited segment.”
As we reported in September 2025, the Tata Nexon looks likely to serve as the brand’s 5th introduction to the local market. According to our information, the Nexon is scheduled to arrive in South Africa in the opening quarter of 2026, with a market launch likely to take place in February of next year. The Sierra will then seemingly follow.
Frequently Asked Questions (FAQ)
Q: How does Tata Motors plan to compete with new Chinese brands in the South African market?
A: Tata plans to compete by offering differentiated models with high safety ratings (4- to 5-star Global NCAP) and affordability, focusing especially on the budget 5-door hatch and subcompact SUV segments where Chinese competitors are less established.
Q: What is Tata’s competitive advantage related to its ownership of Jaguar Land Rover (JLR)?
A: Tata Motors benefits from its JLR ownership by utilising the Omega Arc platform – which is derived from the Land Rover D8 architecture – to underpin certain Tata SUVs. This platform is used for models like the Harrier, giving Tata a perceived advantage over other new entrants.
Q: Which new Tata models have launched in South Africa and which are expected soon?
A: The brand returned to the market in September 2025 with the Tiago hatchback, Punch small crossover, Curvv coupé-style crossover and Harrier turbodiesel SUV. The Nexon small crossover is scheduled to arrive in early 2026 (likely February) and the Sierra SUV will follow later in 2026.
Suzuki SA confirms a busy few months with a number of product improvements and an all-new flagship vehicle launch.
Conversations at the 2025 Japan Mobility Show in Tokyo between us and Suzuki SA representatives suggested that while the year is rapidly heading towards the holidays, the Japanese brand is showing no sign of slowing down.
While final timings are yet to be confirmed, Suzuki SA will be launching an all-new model in the next while. Official confirmation has yet to arrive but we strongly suspect it will be the Suzuki Victoris which we saw up close at Japan’s national motor show this week.
The Victoris is an interesting proposition. With the Suzuki Brezza falling away due to that model no longer being offered for export, there’s a gap in the market between the Fronx crossover and Grand Vitara compact SUV. That said, Suzuki representatives were throwing around the word ‘flagship’ which makes us think that perhaps an entry-level front-wheel driven Victoris would be positioned below the Grand Vitara, and the higher-spec all-wheel drive derivative will be at the top of the family tree.
It shares a number of parts including the platform with its Grand Vitara sibling, but a quick glance at Maruti Suzuki’s websites indicates significantly higher levels of specification. The flagship derivative comes with a digital instrument cluster, panoramic sunroof, ventilated front seats, powered tailgate, Amazon Alexa voice assistant, and Infinity audio to name but a few.
We had a chance to sit in the Indian-built Victoris and its unmistakably Suzuki. Sound ergonomics, a functional interior with some added premiumness. This is not the first time the brand has tried to plush up a standard car, with the XL6 being a smartly-packaged Ertiga MPV.
In terms of engines, again there’s sharing from the Suzuki Grand Vitara with the 1.5-litre naturally-aspirated four-cylinder petrol on duty. There’s also the mild-hybrid version of this engine. Outputs are around the 76 kW and 137 Nm mark, with customers having the choice of either a 5-speed manual gearbox or automatic transmission.
While the model shown at the 2025 Japan Mobility Show was powered by a flex-fuel powertrain, its unlikely that such would be offered in our market. As for the name, while its not confirmed that it will be offered with that badge, it is interesting to know that Suzuki SA filed paperwork to protect the ‘Victoris’ nameplate back in January 2024, with the approval coming in March 2025.
There will also be significant upgrades and updates to the entire Suzuki lineup over the next few months, particularly in the safety department. We’ve already seen hints of this happening over at Toyota, where the Suzuki-based Urban Cruiser recently gained additional safety content.
Suzuki’s presence at this year’s show was curiously low key, especially when you consider its compatriots went all out. Subaru had no fewer than three concepts unveiled at the show, while Lexus offered two. Toyota repositioned its Century brand to take on Bentley. The previously-unveiled Suzuki Vision e-Sky made a public appearance and given Japan’s love for cute and compact urban mobility, something like this should prove popular.
Audi A5 Sedan Review: Better than a 3 Series & C-Class?
David Taylor gets behind the wheel of the Audi A5 Sedan to unpack the model’s driving dynamics, revolutionary interior tech, and – crucially – where it sits in the pecking order against the venerable BMW 3 Series and Mercedes-Benz C-Class.
With the premium sedan segment seeing sales volumes dwindle in favour of SUVs, the remaining players must deliver something exceptional to capture buyers’ attention. Audi South Africa recently launched an all-new business-class sedan, now branded the A5, to reset the benchmark against its fellow Teutons. In this video review, David Taylor puts the flagship Black Edition TFSI quattro S tronic through its paces.
Segment Positioning and Local Lineup
The new Audi A5 Sedan replaces the previous A4, A5 Coupe, and A5 Sportback, consolidating them into a single, cohesive offering. The model is underpinned by the new PBC (Premium Platform Combustion) architecture, designed to integrate the latest tech and electrification, while enhancing driving dynamics.
Now that notable segment rivals – such as the Lexus IS and Jaguar XE – have faded, the battle for the business-class sedan crown remains almost exclusively, and effectively (sorry, Alfa Romeo) German.
Audi South Africa has launched a 4-derivative lineup, offering 2 distinct powertrain choices:
Entry-Level FWD: A 2.0-litre 4-cylinder turbopetrol engine producing 146 kW and 340 Nm, paired with a 7-speed dual-clutch automatic transmission.
Quattro Flagship (tested here): A 2.0-litre 4-cylinder turbopetrol engine delivering 200 kW and 400 Nm, featuring the Ingolstadt-based brand’s quattro all-wheel-drive system.
Audi A5 Sedan: Performance & Dynamics
The 200 kW Black Edition TFSI quattro S tronic delivers a level of straight-line performance befitting a “just below the S5” variant. When David engaged the launch control system – a straightforward process – the Audi achieved a 0–100 kph time of 6.17 seconds (almost matching the 5.9-second claimed time).
Overtaking acceleration feels suitably plentiful, but without being particularly thrilling – the Audi doesn’t generate the (albeit digitally enhanced) exhaust crackles or urgent engine note that some of its rivals do.
When made to corner enthusiastically, the Audi A5 Sedan provides excellent traction courtesy of its quattro setup. However, David notes that the suspension setup – even with standard adaptive damping – is surprisingly firm, especially on the test car, which was fitted with optional 20-inch alloy wheels.
The ride quality, while competent on smooth freeways, is uneasy over less-than-perfect road surfaces.
In terms of efficiency, the high-output engine’s real-world fuel economy settled at 9.5 L/100 km after a day of testing, against Audi’s claim of 8.1 L/100 km. This consumption, while fair for the power output, leaves room for a more economical turbodiesel engine option, which is not offered in the local lineup.
The Audi A5’s Revolutionary Interior
The cabin of the A5 Sedan is arguably its biggest talking point and represents a significant departure from older-gen Audi cabins. The highly customisable digital instrument cluster (previously known as Virtual Cockpit) blends into a large, curved central screen that uses an Android-based software system.
Audi’s design team has focused on a minimalist aesthetic (including a simplified transmission switch on the sedan’s centre console) and clean design lines. The infotainment system (specced up in the test unit to include a front-passenger display) is compatible with wireless Android Auto and Apple CarPlay.
Despite the refreshing simplicity of the screen design, some ergonomic changes may take time for owners to master:
Climate Controls: There are no dedicated physical buttons; controls are accessed via a permanent fixed button at the bottom of the touchscreen.
Lighting Controls: Functions typically found by the driver’s knee are now integrated into the door panel, operated by haptic feedback.
David also highlights a visible materials decision that impacts the high-end feel: the use of gloss black plastic trim around the centre console, which is prone to showing fingerprints and scratches.
Audi A5 Sedan: Practicality & Pricey Options
Thanks to the new platform, the new Audi A5 Sedan is 67 mm longer than its predecessor, providing a critical increase in wheelbase that translates directly to improved interior space.
The rear bench, however, received mixed reviews. While legroom is adequate due to the cleverly sculpted front seatbacks, headroom is compromised for taller adults, pushing the car toward a 2+2 seating configuration rather than a comfortable 5-seater.
The A5’s boot capacity, although marginally smaller than its rivals by claimed litreage, benefits significantly from its Sportback-esque liftgate design. The large opening greatly enhances practicality, successfully swallowing a respectable number of cooler boxes during the test.
How much is the new Audi A5 Sedan in South Africa?
The review car, though the standard price starts at R1 281 800 (November 2025), was specced with over R310k in options, which pushed its asking price to R1 592 000. Noteworthy optional features include:
A panoramic glass roof that can instantly change its opacity (R38k).
The Bang & Olufsen 3D Premium Audio System (R27k).
The Tech Pro Package (R100k), which includes the digital OLED lights and front passenger display.
Summary
The Audi A5 Sedan makes a clear statement with its class-leading interior and wealth of innovative tech. However, its general ride quality is decidedly firm, and its lofty price tag makes it the most expensive proposition in its segment compared with similarly specified rivals, which erodes its value proposition.
Does the Audi’s superior cabin benchmark outweigh the dynamic thrills and badge appeal offered by its closest rivals? If you, unlike most new-car buyers, haven’t yet set your sights on an SUV, watch David Taylor’s video review to find out where the Audi A5 Sedan lands in the business-class sedan hierarchy.
Frequently Asked Questions (FAQ)
Q: What is the 0–100 kph acceleration time for the Audi A5 Black Edition TFSI quattro S tronic?
A: The flagship 200 kW model achieved a 0–100 kph time of 6.17 seconds in testing, which is close to the 5.9-second claimed time.
Q: What distinguishes the Audi A5 Sedan’s interior design?
A: The cabin features a significant departure from older Audi cabins, centered on a large, curved central screen with an Android-based software system and a highly customisable digital instrument cluster.
Q: What is noted about the Audi A5 Sedan’s ride quality?
A: The suspension setup is surprisingly firm, even with standard adaptive damping, especially when fitted with optional 20-inch alloy wheels, making the ride uneasy on poor road surfaces.
Volkswagen Cars in South Africa (2025)
Sporting a comprehensive line-up comprising budget hatches, countless crossovers and even R1-million-plus bakkies, few marques deliver so strongly on their “people’s cars” brand promise as Volkswagen. These are some of VW’s most popular models.
Volkswagen – German for “the people’s car” – was founded in 1937 to provide affordable private cars for ordinary citizens. While that was a dark period in Germany’s history, it did give rise to the Ferdinand Porsche-designed Beetle; arguably the defining mobility icon of the 20th century. A few years after World War II, the Wolfsburg-based brand launched Type 2 (Transporter) – the OG people-mover.
Volkswagen Group Africa recently produced its 500 000th Polo unit at its Kariega plant.
Fast-forwarding nearly 100 years through successive cataclysmic world events and quantum technological advances, the Volkswagen of today has largely stayed true to its promise.
While the Beetle‘s spiritual successor, 2011’s Up – never reached the cultural climax or economic impact of the original (it was discontinued after just 12 years), the company’s diversification into genres beyond “budget compact” underscores its mission statement of not just providing mobility the masses, but now also with a greater category selection to choose from in all global markets – including South Africa.
Volkswagen Polo Vivo
Taking the Up down from the local line-up in 2020 was probably done with a quiet sigh of relief by Volkswagen Group Africa (technically Volkswagen South Africa, at the time): it was always feared the imported interloper would cannibalise VW’s primary and locally-built budget candidate, the Polo Vivo.
Using the tried (tired?) and tested recipe of producing a pared-down iteration of its previous-gen model, the vintage-rebooting Volkswagen Polo Vivo remains one of South Africa’s top-selling passenger cars.
Apart from the rather expensive turbocharged GT flagship, all other Vivos are powered by well-proven, uncomplicated, but also rather dated naturally-aspirated 1.4-litre (55 kW, 63 kW) or 77 kW 1.6-litre 4-cylinder petrol engines that deliver decent fuel economy and rock-solid reliability. VW Group Africa has also contemporised the model with some subtle tech and style updates across several generations.
Lightyears from being the last word in cutting-edge technology, along with local production, bulletproof badge trust and a wide selection of pre-owned stock on the used market have kept the Polo Vivo both desirable and affordable (prices started at R161 900 in 2010; today at R271 900).
That said, the Chinese tsunami of newer, sexier, similar-priced crossovers may threaten that position one day. To celebrate the 15th year of the model, VW Group Africa recently rolled out the “Edition 15” variant.
As Volkswagen keeps flying the flag for the automotive world’s most influential letter pairing, South Africans can’t seem to get enough of the letters G, T, and I on their cars. The GTI grille and tailgate badges emblemise the perfect marriage of style, practicality and usable performance.
Up to the arrival of the still-affordable Golf 7 GTI, 2 out of 5 Golfs sold in SA were GTIs. Unfortunately, prices of latter models have only exponentially increased to lightyears beyond annual salary increases; up to the current (8.5) GTI’s (180 kW/370 Nm) sticker sitting at just R150k shy of the R1-million mark.
Close your eyes; open your wallet really wide, and for another R116k you can stretch to a 235 kW/400 Nm Golf R. Being expected, however, to cough up 7 digits for a model initially envisioned as a replacement for the OG Beetle and not even wearing a BMW, Mercedes-Benz or even Audi badge, beggars belief.
For its part, the Golf GTI’s own unobtainability has ostensibly forced many cash-strapped GTI acolytes to lower their aspirations and aim for the Polo GTI, which has a 2.0-litre turbopetrol engine from the same family as the GTI; it sacrifices some space and street cred but does cost under R600k (October 2025).
Or, you can shop around for a used example, although bearing in mind the GTI’s halo factor, residuals remain on the high side; in some instances, they negate the benefit of buying 2nd-hand to begin with!
GTIs are almost always emotional buys, which means getting the sums right – rands per kilowatt vs age, mileage, history and condition – is all the more important.
Volkswagen T-Cross
VW’s compact crossover sounds like a winning recipe: attractive, a modern turbopetrol engine paired with a crisp-shifting dual-clutch autobox (on all but the entry-level variant) – and that irresistible badge.
The bad? Just about every car company in the country sells something similar to this Volkswagen…
Essentially a higher-riding Polo, the T-Cross was facelifted in 2024, when the Wolfsburg-based brand upgraded some of the cabin materials and the infotainment system to boost the model’s premium feel.
Avoid the steel-wheeled, poverty-spec 70 kW manual base model at all costs – and don’t get lost on those configurator lists, either: just a few clicks of a mouse can turn a R420k variant into a R450k one.
If first-rate, high-riding, first-world family transport is your thing – and one that can be even had with a range-topping 2.0-litre 4-pot turbopetrol from a GTI, at face value, you couldn’t go wrong with a Tiguan.
There’s a snag, though, and that’s brutal competition from the equally capable Kia Sportage, Toyota RAV4 and Mazda CX-5, plus a host of new Chinese contenders, whose overtures cannot be ignored.
There’s another issue: as is the case with the T-Cross, so brutal is VW’s money-hungry down-dressing of its crossovers that ticking the R-Line box is a non-negotiable – but a pricey one. Starting at R785 200 (October 2025), the least expensive Tiguan 1.4TSI R-Line costs more than R100k over the same-engined entry-level variant and R10 800 more than the most affordable turbodiesel (the 2.0TDI Life 4Motion).
Watch Jacob Moshokoa’s video review of the 2024 Volkswagen Tiguan:
Still, as far as engineering, build quality and feel-good tech features go, the Tiguan is hard to fault: again, just watch that options list when the Korean and specifically the Chinese brands are offering their family cars (medium SUVs) with all-in features lists straight from their dealer floors.
To its credit, in 2010, the 1st-gen, VW-built Amarok (produced in Argentina) brought car-like traits to the bakkie genre at a time when double-cabs were still about as pleasant to pilot as Mad Max cars.
And whatever eye-rolling brand purists may think of Wolfsburg’s commercial vehicle tie-up with Ford, the fact is that the resultant R1-million-plus double cabs have evolved even further to enjoy comfortable, high-tech interiors along with civil road manners that make them appeal to housewives daily, husbands over weekends – with a far greater spread of year-round usability while sacrificing none of the premium sumptuousness of a BMW 3-Series or Mercedes-Benz C-Class.
Watch our VW Amarok long-term review: What we like and what we don’t like
You’ll pay R669 700 for a mine-inspector-grade Amarok (October 2025), with prices ranging up to R1 252 200 for the full-fat, politician-level V6 that you secretly yearn for. But then there’s the Ford Ranger Raptor for just an annoying R18k more, that you really, really want (and should get) anyway.
