50% tariff or 0% luxury tax on budget cars?

Why is Government considering a 50% Chinese tariff increase? Especially when there is an achievable tariff reduction that could make Chinese- or Indian-built budget cars cheaper…

Chinese cars offer amazing value. But they should be even cheaper. Each Chinese-built car that drives off a car carrier into a South African port triggers a 25% import duty. Imagine what they’d cost without that duty? Interesting, right? Now think of those same cars, with a 50% Chinese tariff.

It’s the same for Indian cars, although many South Africans don’t realise that. Why? Because South Africa imports a lot of Indian-built vehicles that are from brands that don’t originate from India. Almost all the Suzukis and Hyundais sold in South Africa are built there. And those budget cars, like Suzuki’s small-car range, are all price-inflated by the South African Government’s 25% import tariff.

South Africans might never know what the true lower-cost value of Chinese and Indian cars could be. And they could discover quite the opposite: an increase in the cost of Chinese- and Indian-built cars. During a briefing session this week, the Department of Trade, Industry and Competition said it was considering increasing the import duty on imported vehicles from 25 to 50%.

How did we get there, and why is it a bad idea? We unpack the issues surrounding a 50% Chinese tariff. And why the real debate should be about the luxury tax that many South African buyers pay on budget vehicles that are imported.

Why is there a 25% import duty?

Automotive assembly is crucial to employment and infrastructure in the Eastern Cape. But it comes at a cost…

The 25% import duty is to protect the entrenched South African car industry, which builds some of the world’s most popular luxury cars and double cabs. It also earns the country export revenue by exporting them.

Broadly, the local automotive industry supports manufacturing employment. There’s a deep technical supply chain – all small, local specialists who are very good at what they do, making specialised parts and components for the industry.

But there’s a problem. A big one. South Africa has both a new-car affordability crisis and a heavily subsidised automotive industry that’s failing its KPIs.

The Slovakian example

Your Defender is now built in Slovakia. But the original one was locally made for decades.

You know those KPIs you dread each year when you have to evaluate them with HR? Because Government provides the local car industry with billions of Rands in support and imposes a 25% import barrier to protect the domestic market and benefit locally built vehicles sold here, there are real KPIs the industry needs to meet. And it’s not making them.

The numbers are simple. South Africa’s automotive masterplan stated it was supposed to build 931 000 vehicles locally by 2025 for both local buyers and exports to international markets. Those 931 000 vehicles were supposed to have 60% local content.

What’s happened is that the industry built only 602 000 vehicles last year. It misses that 931 000 target by a huge margin. To make it worse, the component localisation was only 39% (but more on that later).

Instead of delivering the planned 224 000 primary automotive industry jobs by 2025, the industry created little more than half that: 115 000. It’s a KPI scorecard disaster despite South Africa having skilled technical people and a proven automotive supply chain. South Africa has an automotive industry more than a century old. It has delivered some of the world’s best automotive engineers (like Gordon Murray), yet the system just isn’t producing what it’s supposed to.

To frame how badly the automotive masterplan has gone awry, consider landlocked Slovakia. Last year, the small European country built 1 043 900 vehicles. It has a population of only 5.4 million people and no seaports. South Africa has a population of 63 million and 8 commercial seaports.

The localisation issue

In-car digitisation, advanced safety systems, and autonomous driving modules; all components that aren’t easy to localise.

If you score the South African automotive industry performance against its automotive masterplan KPIs, the numbers are terrible. It doesn’t exist in isolation, of course; South Africa has suffered a lot of economic stagnation over the past decade.

The local market just never grew enough to take its share of that planned 2025 automotive masterplan production of 931 000 units. And that’s not leadership in the automotive industry’s fault; that’s just broad economic weakness. Simultaneously, there’s been a lot of export risk in key destination markets.

The problem is that, even if South Africa did revive its early 2000s growth numbers and local demand for new vehicles grew, it wouldn’t solve a deep technical issue with the automotive masterplan: the 60% local content requirement.

Policy makers have shown poor understanding of the evolving technical requirements of vehicles. And that’s what’s making it so difficult to increase the localisation percentage of locally built vehicles.

Easy localisation has been done: steel body panels, trim, seats, door cards, headliners and some commodity fasteners and clips. The problem is going from 39% localisation to 60% requires difficult-to-make technical components, the kind of things not really produced in South Africa: injectors, ECUs, chipsets, advanced sensors, brake systems, gearboxes control units and lots of other small bits, which cost a lot.

Remember, the localisation percentage is not calculated based on the vehicle’s material components per weight. It’s about what they cost. Those advanced sensors in your car’s bumpers can be worth as much as a door stamping, despite weighing a fraction of it.

The uncomfortable truth is that sensors, chips, and all the digital components in a new car are sourced significantly outside the South African supply chain. Adding a 50% Chinese tariff on imports from the world’s biggest manufacturing zone isn’t going to magically create a South African sensor and microchip industry.  

We have the tech & engineers

BMW X3 production at Plant Rosslyn
BMW’s locally built X3 proves South African skills and expertise.

South Africa has incredible engineering companies. Some make sensors and advanced components for the aerospace industry. Nearly every new satellite launched into orbit has components that are proudly South African-designed and built. It proves that local engineers are world beaters.

But many talented engineers and tech specialists aren’t graduating into the automotive industry, or creating companies to supply it. That means most of the small components adding value to locally built cars are still imported. And will continue to be imported for the near future, making it almost impossible to increase the automotive content localisation from 39 to 60%.

Safety legislation and the demand for in-cabin tech are also making localisation difficult. The components needed to fulfil regulatory specs and customer preferences for digital in-car experiences are all things South Africa’s automotive supply chain doesn’t really specialise in. And they are imported from Europe and China.

Taxing entry-level imports isn’t smart

Locally made Tazz, Corsa, Fiesta, Ikon, and Soho. All long gone. But budget car imports are still taxed as luxury cars. Why?

There’s irony in all of this. Most of the imported, Indian-built cars are Suzukis and budget Hyundais. These are cars for South Africans without an upper-middle-class budget.

When industry leaders protest about a lack of scale and growth in the domestic car market – which hasn’t really grown in real or absolute terms since its 714 440 peak in 2006 – they’re ignoring a pricing and product reality. When all the incentives and subsidies were being planned to protect the South African market from imports in the late 1990s to grow the local industry, nobody thought most of the OEMs would halt their small-car product lines in South Africa.

Many local OEMs built affordable compact hatchbacks and sedans in the 1990s and early 2000s. Over the years, they chose to cease production of those affordable models and build more lucrative vehicles for export. It seems bizarre to ask for a 50% tariff on Indian-built budget Suzukis and Hyundais when most of the locally built product portfolio is large luxury vehicles. And this without offering affordable, locally built alternatives?

Making entry-level cars 3% more affordable

Suzuki Baleno
Steel wheels. No leather seats. But you pay luxury tax on one of these. How?

There seem to be industry leaders recognising the risk that legacy taxes pose to entry-level new-car affordability. The lack of locally built, entry-level cars (beyond Vivo) is a real issue.

If your local auto-assembly business is double-cab bakkies or luxury cars, should you really be protected against A-segment budget cars built in India? That’s why, during this week’s parliamentary committee session about the automotive industry, a sensible suggestion was made by Toyota South Africa Motors’ CEO, Andrew Kirby: get rid of ad valorem tax.

This tax for vehicles currently starts at R250 000 and works on a sliding scale, adding about 0.75% on a R250 000 budget hatchback and rising to approximately 30% when you hit R1m.

The sector-wide ad valorem tax is out of date and illogical. Why are you paying luxury tax on a budget Suzuki with steel wheels, cheap interior plastics and cloth seats? Yet, you aren’t paying luxury tax on imported sunglasses (Government scrapped that in 2007). And why do imported class-8 trucks selling for millions at retail not trigger a luxury tax, but a R250 000 hatchback does?

Taxing a budget, Indian-built car like a luxury item is nonsensical and a disservice to the real affordability needs of South African new-car buyers.

A luxury-vehicle tax policy hurting entry-level family car buyers who are paying ad valorem tax does nothing to help the local automotive industry get close to its goal of 931 000 locally built units. More tariffs never benefit the people who are already paying to support the automotive masterplan: middle-class taxpayers who just want to buy an affordable car in the R250 000 to R300 000 segment.

The 50% Chinese/Indian tariff debate should be shut down. The real debate should be about the luxury car tax on entry-level vehicles. And it should be scrapped with urgency.

Volkswagen Polo Vivo Xpress (2026) Price & Specs

The Volkswagen Polo Vivo Xpress is back! We have local pricing for this converted panel van, which joins a growing range of passenger-car-based LCV models in SA…

  • Xpress badge returns to VW Polo Vivo range
  • Joins growing range of hatch-based panel vans
  • Vivo Xpress LCV’s payload listed as 490 kg

The Xpress badge is back! Yes, a new version of the Volkswagen Polo Vivo Xpress light-delivery vehicle will soon launch in South Africa, reviving a nameplate that dates back to 2016 and giving the German brand a player in the growing small panel-van segment.

Ever since the demise of the Nissan NP200 (which had served as Mzansi’s last surviving half-tonne bakkie), several automakers have created small panel vans based on passenger vehicles, positioning them in the light-commercial vehicle (LCV) segment. VW is the latest to go this route, having previewed this model at the Volkswagen Indaba 2025 early last year.

VW claims a payload capacity of 490 kg.

Billed as “purpose-built for the demands of a fast-paced urban economy” and “designed for small and growing businesses”, the newcomer is based on the popular Kariega-built Polo Vivo hatchback, which retained the title of SA’s best-selling passenger vehicle in 2025 (and indeed Mzansi’s most popular hatchback).

According to our information, the new VW Polo Vivo Xpress will be priced at R279 990. Though not yet confirmed, we believe Volkswagen Group Africa has homologated this model as a commercial vehicle to allow SARS-registered businesses to claim back Value Added Tax (VAT).

The Xpress rides on 14-inch steel wheels (with plastic hubcaps).

Despite the Xpress seemingly being based on the entry-level hatchback variant (note the black exterior door handles, for instance), we can confirm it uses the 63 kW/132 Nm version of the naturally aspirated 1.4-litre, 4-cylinder petrol engine (rather than the 55 kW/130 Nm tune) to drive the front wheels through a 5-speed manual gearbox.

At the rear, the German automaker has followed the usual recipe of ditching the base vehicle’s rear bench to create what it describes as a “secure enclosed storage” area, in this instance complete with a metal floor lining. There’s also the requisite honeycomb partitioning to separate the front-passenger area from the flat-floored load bay, though seemingly no protection for the rear side windows (nor opaque film, which would shield the cargo area from prying eyes).

A look at the metal-lined cargo floor.

The Polo Vivo Xpress has a listed payload of 490 kg, meaning it falls just short of half-tonne status (for the record, the previous-generation Vivo Xpress could handle slightly more – at 519 kg). Expect the list of standard features to include dual front airbags, electronic stability control, tyre-pressure monitoring, front foglamps, 14-inch steel wheels and VW’s “Mirgor” audio system (with a 9.0-inch touchscreen display and 4 speakers).

The Xpress-badged Vivo joins SA’s growing crop of passenger vehicles converted to panel vans, including the Nissan Magnite Move (R229 900), Hyundai Grand i10 Cargo (from R249 500), Kia Picanto panel van (from R249 995), Renault Triber Express (R249 999), Kia Sonet panel van (from R294 995), Mahindra XUV 3XO panel van (R296 999), Chery Tiggo 4 Pro panel van (R309 900) and Hyundai Venue Cargo (from R321 500).

How much is the VW Polo Vivo Xpress in South Africa?

DERIVATIVEPRICE
Volkswagen Polo Vivo Xpress 1.4 5MTR279 990

The price above includes a 3-year/120 000 km warranty. As with all Polo Vivo derivatives, a service plan is optional.

Frequently Asked Questions (FAQ) About the Volkswagen Polo Vivo Xpress

Q: What is the new Volkswagen Polo Vivo Xpress?

 

A: The Polo Vivo Xpress is a light-commercial vehicle (LCV) version of South Africa’s best-selling hatchback. It is a passenger-car-based panel van designed for urban deliveries, featuring a metal-lined cargo floor and a security partition behind the front seats, with the rear bench removed to maximise load space.

Q: What are the payload and performance specifications for the Vivo Xpress?

 

A: The Xpress has a listed payload capacity of 490 kg. It is powered by a 1.4-litre naturally aspirated petrol engine paired with a 5-speed manual transmission.

Q: How much does the Polo Vivo Xpress cost, and is it VAT deductible?

 

A: The Vivo Xpress is priced at R279 990. Because it is homologated as a commercial vehicle, SARS-registered businesses may be eligible to claim back the 15% VAT on the purchase price, making it a cost-effective option for small and medium enterprises.

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Alfa Romeo Junior Elettrica (2026) Review

Alfa Romeo has officially entered the electric era in South Africa with the arrival of the Junior compact SUV. While the nameplate caused a stir during its global reveal, the focus has now shifted to its performance on local tarmac. As the brand’s first fully electric offering, the Junior carries the weight of expectation that comes with the Visconti serpent badge.

We like: Striking design, array of standard features, strong performance and engaging dynamics.

We don’t like: Interior can feel claustrophobic, doesn’t match the best in class for perceived quality, other EVs are even quicker.

FAST FACTS

  • Model: Alfa Romeo Junior Elettrica 280 Veloce
  • Price: R999 900 (January 2026)
  • Engine: Electric
  • Transmission: Automatic
  • Power/Torque: 207 kW/345 Nm 
  • 0-100 kph: 5.9 sec (claimed)
  • Claimed consumption: 18.6 kWh/100 km
  • Luggage capacity: 400-1 264 litres

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Where does the Junior Elettrica fit in?

The Junior is Alfa Romeo’s first all-electric vehicle. It’s a compact SUV that competes with the Volvo EX30, Mini Countryman SE and others. Which raises the question: Is this a genuine Alfa Romeo or merely another stylish EV crossover?

To find out, we headed out to some of Cape Town’s most scenic roads to see whether the range-topping Junior Elettrica 280 Veloce variant can deliver the cuore sportivo (sporting heart) that fans of the Italian marque demand.

Sharp Italian styling

Sitting on striking 20-inch alloys, the Junior Elettrica 280 Veloce has oodles of kerb appeal.

The Junior is a compact crossover that manages to look unlike anything else in its segment. It features a bold interpretation of the classic “Scudetto” grille. On the flagship Elettrica 280 Veloce reviewed here, the grille is finished in a striking dark mesh with the Alfa logo laser-cut into the panel.

The Alfa Romeo emblem is cut into the Veloce’s “Scudetto” grille.

The design is defined by short overhangs, muscular wheel arches and a coda tronca (truncated tail) that pays homage to classic Alfa Zagato models. Rolling on 20-inch wheels specifically designed to reduce drag while maintaining a performance aesthetic, the Junior certainly has the kerb appeal required to stand out against more conservative rivals.

A driver-focused cabin

In classic Alfa fashion, the instrument cluster boasts two deep-set pods (although these days the display is digital).

Inside, the Junior leans heavily into Alfa Romeo’s heritage. The driver is greeted by the cannocchiale (telescope) instrument cluster. It houses a fully digital display while retaining the iconic twin-pod shape.

These Sabelt sports seats are grippy yet comfortable, and look very cool.

The Veloce trim level adds heavily bolstered Sabelt sports seats that provide excellent lateral support during spirited cornering. Despite its compact dimensions, the interior feels sophisticated, using a mix of Alcantara and technical fabrics. The infotainment system is angled towards the driver and features a customisable interface that includes EV-specific data and performance telemetry.

Performance & Handling

Unlike the more balanced entry-level Junior Elettrica, the 280 Veloce prioritises driver engagement.

While many electric crossovers prioritise comfort above all else, the Junior Veloce is unashamedly focused on engagement. It is powered by a front-mounted electric motor producing 207 kW and 345 Nm of torque.

See more: Compare the specs of the Alfa Romeo Junior Veloce to the Volvo EX30 and Mini Countryman

Alfa Romeo has equipped the Veloce with a Torsen mechanical limited-slip differential to ensure this power is managed effectively. This is a rarity in the electric segment and aims to eliminate understeer while providing maximum traction when exiting corners.

The truncated tail design pays homage to classic Zagato models.

The steering has been calibrated to be the quickest in its class, offering a level of precision that makes the Junior feel more like a hot hatch than a typical SUV.

Battery & Range

Thanks to 207 kW and 345 Nm, Alfa says the Veloce can sprint to 100 kph in just 5.9 seconds.

Under the floor of the Alfa Romeo Junior lies a 54 kWh battery pack. While this might seem modest compared to some long-range cruisers in the market, it helps keep the Junior’s weight down, which is crucial for its handling dynamics.

Thanks to DC fast charging, the battery can be topped up from 10-80% in less than 30 minutes.

The Veloce’s battery can be replenished from 10-80% is less than 30 minutes thanks to 100 kW DC fast charging. Alfa Romeo claims a respectable range for urban and extra-urban driving, but the real test is how that energy is managed when the driver switches the DNA selector into Dynamic mode…

Pricing & Line-up

The Junior’s 2-model line-up starts from R799 900, with the range-topping Elettrica 280 Veloce reviewed here topping out at R999 900. The aftersales package includes a 5-year/100 000 km vehicle warranty (8 years/150 000 km for the batteries) and a 5-year/100 000 km service plan.

Model derivativePower/Torque0-100 kphRangePrice*
Alfa Romeo Junior Elettrica118 kW/260 Nm9.0 seconds410 kmR799 900
Alfa Romeo Junior Elettrica 280 Veloce207 kW/345 Nm5.9 seconds334 kmR999 900
*All pricing correct as of January 2026.

Verdict

The Veloce is unashamedly sporting.

The Alfa Romeo Junior arrives in a competitive South African market, facing off against established premium electric crossovers. It relies on its sharp handling and evocative design to carve out a niche for itself.

Does the driving experience justify the 280 Veloce’s premium price tag (just short of R1 million), or are there more sensible electric alternatives that offer better value (including the entry-level model)? Watch the full video to see our final verdict.

Read more:

Alfa Romeo Junior (2025) Price & Specs

Frequently Asked Questions (FAQ)

Q: What are the performance specifications for the Alfa Romeo Junior Elettrica 280 Veloce?

A: The range-topping Veloce variant produces 207 kW and 345 Nm of torque from its front-mounted electric motor, allowing it to sprint from 0-100 kph in 5.9 seconds.

Q: How long does it take to charge the Alfa Romeo Junior’s battery?

A: Using a 100 kW DC fast charger, the Junior’s 54 kWh battery pack can be replenished from 10% to 80% in less than 30 minutes.

Q: What is the price and warranty for the Alfa Romeo Junior in South Africa?

A: The line-up starts at R799 900 for the standard Elettrica and peaks at R999 900 for the 280 Veloce. It includes a 5-year/100 000 km vehicle warranty and an 8-year/150 000 km battery warranty.

Facelifted Tata Punch coming to SA later in 2026

The facelifted Tata Punch is confirmed for an SA launch at some point in 2026. Here’s what we know about the updated version of the Indian brand’s small crossover…

  • Facelifted Tata Punch recently revealed in India
  • Confirmed for SA launch “during course of 2026”
  • Will local market receive turbocharged engine?

The Tata brand returned to South Africa in September 2025 with a 4-model range, including the diminutive Punch. However, a facelifted version of this small crossover has since been revealed in India. So, is this updated iteration on the cards for Mzansi?

Well, while the company wouldn’t be drawn on exact timing, Tata Motors South Africa did confirm to Cars.co.za the facelifted Punch is indeed scheduled to launch locally “during the course of the 2026”, adding that “further details will be communicated in due course”.

Note the refreshed Punch’s new light bar at the rear.

The Motus-distributed brand also plans to launch the Nexon crossover in 2026, slotting this newcomer in above the Punch. Furthermore, the new Sierra has been confirmed for a local launch as well, set to positioned below the Harrier.

So, what do we know about the refreshed Punch, which was unveiled in India earlier in January 2026? Well, this small crossover – which is similar in size to the Hyundai Exter and therefore shorter than the likes of the Hyundai Venue, Kia Sonet, Mahindra XUV 3XO, Nissan Magnite and Renault Kiger – has gained several exterior styling tweaks.

Refreshed version at the top, pre-facelift at the bottom.

In addition to new front-end styling, the Indian-market version of the facelifted Punch gains an updated alloy-wheel design, revised LED taillamps (complete with an in-vogue light bar) and fresh paint colours. Inside, you’ll find the Indian firm’s latest steering-wheel design, new seats, a digital climate-control panel and a fresh digital instrument cluster.

That market also receives a new, more powerful engine option in the form of a turbocharged 1.2-litre, 3-cylinder petrol motor, which delivers 88 kW and 170 Nm to the front axle via a 6-speed manual gearbox as standard. It’s not yet clear whether this forced-induction powertrain is on the cards for South Africa.

Note the new steering-wheel design.

As a reminder, the current (pre-facelift) Punch portfolio in Mzansi comprises 5 derivatives, each powered by a naturally aspirated 1.2-litre, 3-cylinder petrol engine, which directs 65 kW and 115 Nm to the front wheels through either a 5-speed manual gearbox or an automated manual transmission (AMT) with the same number of gears. Pricing currently runs from R244 900 to R339 900.

Frequently Asked Questions (FAQ) About the 2026 Tata Punch Facelift in SA

Q: When will the facelifted Tata Punch be available in South Africa?

 

A: Tata Motors South Africa has confirmed that the refreshed Punch is scheduled for a local launch during the course of 2026. This follows the brand’s official return to the local market in late 2025.

Q: What are the key interior and tech upgrades in the updated Punch?

 

A: The 2026 facelift brings a more premium cabin, featuring a new 2-spoke steering wheel with an illuminated Tata logo, a digital instrument cluster and a revised dashboard. Higher-spec models also benefit from a larger 10.25-inch touchscreen, automatic climate control and a 360-degree parking camera.

Q: Will the South African market receive the new turbocharged engine?

 

A: While India has received a more powerful 1.2-litre turbo-petrol engine (88 kW/170 Nm), it has not yet been confirmed if this powertrain will be offered in South Africa. The current local range relies on the naturally aspirated 1.2-litre engine (65 kW/115 Nm), which is expected to remain the core offering.

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SA-built Toyota Corolla Cross: Global NCAP issues 2-star safety rating

Global NCAP has handed the Toyota Corolla Cross a 2-star adult-occupancy safety rating, though the Japanese brand says the results “relate to specifications which do not compromise the structural integrity of the vehicle”…

  • Global NCAP pans crossover for no “side head protection”
  • Note XR and GR-S grades do ship with curtain airbags
  • Global NCAP switched to more stringent protocols last year
  • Toyota SA Motors responds to crash-test assessment
  • News follows Grand i10’s zero-star rating late in 2025

Global NCAP has handed the Toyota Corolla Cross – a popular crossover produced at the Japanese firm’s Prospecton facility in KwaZulu-Natal – 2 stars for adult-occupant safety (and 3 stars for child-occupant protection), ostensibly due to the “absence of standard side head [airbag] protection”.

According to Global NCAP and the Automobile Association, the SA-produced Corolla Cross “offers driver and passenger frontal airbags, side body airbags, driver knee airbag and electronic stability control, but critically no side head protection locally – which is a critical component, recognised as essential for modern vehicle safety”.

Base and mid-tier grades do without curtain airbags

This suggests Global NCAP tested either a base XI or a mid-spec XS derivative (which each offer 5 airbags), considering the XR and GR-Sport variants do indeed ship standard in South Africa with curtain airbags (taking their respective totals to 7), thus offering side head protection. From what we understand, it’s Global NCAP’s policy to assess the most popular variant in a given range.

For the record, Global NCAP introduced more stringent testing protocols as recently as August 2025. These updated rules include the new requirement of standard curtain airbags for any vehicle to score more than 2 stars for adult-occupant protection (similarly, vehicles without standard electronic stability control are now limited to a single star). That’s why despite totalling 29.27 out of a possible 34.00 points for adult occupancy, the Corolla Cross was given only 2 stars.

As a reminder, the local Corolla Cross portfolio – which ranked as the nation’s 3rd most popular passenger vehicle in 2025, with 22 191 units sold – currently comprises 7 derivatives, with pricing bookends of R414 800 and R561 700. The line-up includes a single XI variant along with a pair of XS derivatives. The XR and GR-Sport grades make up the rest of the portfolio.

Global NCAP rates footwell area as ‘unstable’

According to the AA, Global NCAP’s assessment of the Corolla Cross also showed the vehicle’s footwell area “to be unstable and not capable of withstanding further loadings”. However, it’s worth keeping in mind the vehicle’s bodyshell was rated as “stable”.

Furthermore, Global NCAP said the side-pole impact test was not performed as the vehicle – again, seemingly in reference to the XI and XS variants only –  “does not offer standard side head protection for front and rear rows”. Meanwhile, the side-impact test showed “good protection to the abdomen and pelvis, with adequate protection to the chest”.

Corolla Cross gets 3 stars for child-occupant safety

Global NCAP said it awarded the Corolla Cross a child-occupant protection rating of 3 stars “owing to the lack of passenger-airbag disconnection and the head of the 3-year-old dummy being exposed in both side and frontal impact tests”. Based on our experience, the Corolla Cross doesn’t have ISOfix child-seat anchors on its front-passenger seat (instead offering rear-outboard items). In addition, a warning regarding child-seat fitment is displayed on the front-passenger sun visor (as pictured above).

“Manufacturers like Toyota know how to build safer vehicles and consumers in Africa deserve the same levels of safety performance which are fitted standard in other parts of the world. Highlighting this disparity and democratising vehicle safety in Africa is a Global NCAP priority,” said Global NCAP Chief Executive Officer, Richard Woods.

AA boss says 2-star rating is ‘deeply concerning’

Toyota Corolla Cross: petrol vs hybrid

Bobby Ramagwede, AA Chief Executive Officer, described the results as “deeply concerning”, adding “there really is no excuse for the lack of side head protection in the popular Toyota Corolla Cross” and suggesting “this again highlights a continuing pattern in which vehicles sold in Africa do not meet the same safety standards applied in other regions”.

“The 2-star rating reinforces the urgent need for manufacturers to commit to equal safety for all markets. This result underlines why Africa urgently needs stronger regulatory standards and greater manufacturer accountability. The AA believes no vehicle should be sold here without side head protection for front and rear rows. Safety should never be an optional extra, and certainly not reserved for markets outside Africa,” Ramagwede said.

Toyota SA Motors responds to Global NCAP results

In an official statement, Toyota South Africa Motors (TSAM) told Cars.co.za “the results relate to specifications which do not compromise the structural integrity of the vehicle. Notwithstanding this, TSAM confirms that the locally manufactured Corolla Cross meets and exceeds all applicable local legislative safety requirements”.

“The Corolla Cross is equipped with a comprehensive suite of safety features, including SRS driver, passenger, side and driver knee airbags, as well as curtain shield airbags on XR and GR-S models. The vehicle also incorporates advanced safety features such as front and rear seatbelt pre-tensioner and force limiters, dual-row occupant detection, as well as vehicle stability control (VSC) incorporating ABS, brake assist and electronic brakeforce distribution (EBD) across all models,” the Japanese brand’s local division added.

Curtain airbags on the cards for XI and XS variants?

Interestingly, Toyota SA Motors furthermore suggested it was considering making curtain airbags standard across the Corolla Cross line-up in Mzansi, though didn’t specify a targeted timeline for any such action.

“The Global NCAP results coincide with an ongoing internal review of standardised curtain shield airbag fitment across the entire Corolla Cross range for the local market. This review is in line with Toyota’s global philosophy of kaizen (continuous improvement), which guides TSAM’s ongoing commitment to enhancing product safety, quality and performance throughout the Toyota Production System. The Toyota brand is synonymous with quality, durability and reliability; and TSAM assures all Corolla Cross customers that this brand promise remains unwavering.”

Grand i10 hit with zero-star rating late in 2025

The news comes after Global NCAP – which describes itself as a “UK-registered charity working internationally to democratise vehicle safety in support of the UN Global Goals” – hit the SA-spec Hyundai Grand i10 with a zero-star adult-occupant rating (along with a 3-star rating for child-occupant protection) in December 2025, saying the Indian-built budget car fell “short on safety”.

According to the safety organisation, the Grand i10 offered “weak protection for the driver’s chest in frontal impact test”, a “high risk of non-recoverable chest injuries” in the side impact test and an “unstable” bodyshell (and footwell area). Furthermore, Global NCAP noted this model featured “no standard side body or head protection”, no standard electronic stability control and a seat-belt reminder for the driver only.

In January 2026, Hyundai Automotive SA responded by saying the Grand i10 “meets all the safety and homologation requirements applicable in South Africa as stipulated by the National Regulator for Compulsory Specifications (NRCS)”, adding the vehicle “has been engineered to meet all South African road and safety requirements, and the NRCS confirmation provides credible assurance to our customers and stakeholders that these standards have been independently verified”.

“Hyundai Automotive South Africa remains engaged with relevant regulators and industry bodies to continue to deliver vehicles that meet the needs of South African motorists, while working closely with its global original equipment manufacturer to respond to the increasing safety requirements,” Stanley Anderson, CEO of Hyundai Automotive SA, said.

Frequently Asked Questions (FAQ) About the Toyota Corolla Cross Safety Rating

Q: Why did the Toyota Corolla Cross receive a 2-star safety rating from Global NCAP?

 

A: The 2-star adult-occupant rating was primarily attributed to the lack of standard side head protection (curtain airbags) on the base and mid-tier variants (XI and XS). Global NCAP noted that while the bodyshell remained stable, the footwell area was rated as unstable during the crash test.

Q: Do all Toyota Corolla Cross models in South Africa lack curtain airbags?

 

A: No. While the XI and XS grades ship with 5 airbags, the higher-spec XR and GR-Sport derivatives include curtain shield airbags as standard, bringing their total to 7 airbags. Toyota SA has indicated it is currently reviewing the possibility of making curtain airbags standard across the entire range.

Q: How has Toyota South Africa Motors responded to these crash test results?

 

A: Toyota SA stated that the Corolla Cross meets and exceeds all local legislative safety requirements and that the results relate to specifications that do not compromise the vehicle’s structural integrity. They emphasized their commitment to “kaizen” (continuous improvement) regarding future safety updates for the model.

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Petrol vs plug-in hybrid: Which is right for you?

The petrol vs plug-in hybrid is a question which is going to be asked more often as a flurry of PHEVs are launched in South Africa. Which is faster? Which is cheaper to run? Which suits your driving habits and lifestyle best?

The South African new-car market has seen an influx of plug-in hybrid vehicles being launched. Essentially, a PHEV has both a petrol engine as well as an electric powertrain, and the vehicle is able to operate using one or the other, or in sportier scenarios, both.

But which is better? In this comparison of petrol vs plug-in hybrid, we’ve chosen the Omoda C7, as it’s available with both types of powertrain.

Compare the Omoda C7 1.6T Elegance and the Omoda C7 1.5T SHS Plug-in Hybrid (PHEV) specs using our Comparison Tool.

The petrol vs. plug-in hybrid quick summary

  • The C7 1.6T Elegance is the sensible choice if you drive average distances and don’t want to worry about charging cables. It is R100 000 cheaper to buy upfront.
  • The C7 1.5T SHS PHEV is a performance hybrid. While it is cheaper to run daily (if you charge it), the real value isn’t just fuel savings – it’s the massive power increase (255 kW vs 145 kW) and the combined range of around 1 200 km.

Petrol vs plug-in hybrid: how they compare

Feature1.6T Elegance1.5T SHS PHEVDifference
Purchase priceR589 900R689 900PHEV costs R100 000 more
Power & Torque145 kW/290 Nm255 kW/525 NmPHEV has 110 kW more power
Fuel tank size51 L60 LPHEV holds 9 litres more fuel
Battery sizeN/A18.3 kWh105 km EV range (claimed)
~90 km real-world
Consumption (claimed)7.5 L/100km4.9 L/100km (hybrid mode)PHEV is ~35% more efficient on petrol
Total range~680 km>1 200 kmPHEV goes ~520 km further
Cost to fill upR1 058 (petrol)R1 245 (petrol) + R64 (electricty)Total “energy fill”: ~R1 309

Plug-in hybrid charging

Charging costs vary and the simple equation is you pay more for less charging time (essentially a more powerful charging rate). First prize is charging at home via an AC solar system; those are free kilometres with love from Mother Nature. If you don’t have a home charger (7.4 kWh), then a trickle charger offers 3.6 kWh, meaning a good few hours are needed to fill that 18.3 kWh battery.

The Omoda C7 PHEV can accept 6 kW from an AC charger, while the fastest DC charging rate we’ve seen on the vehicle is 47.5 kW. Charging rates vary based on speed and provider. The most expensive charger we’ve encountered is a 150 kW DC which cost R8.24/kWh, while the most expensive 22 kW AC charger was R7.35/kWh. The lowest public charger we’ve seen offered a rate of R5.88/kWh for 22 kW.

To fill the battery, you’re looking at between R107.60 and R150.79, based on the cheapest to priciest chargers.

Running cost analysis

1. Daily commuting (i.e. city driving)

  • 1.6T Elegance: In heavy traffic, the claimed 7.5 L/100 km will likely rise to around 9.0 L/100km.
    • Cost: approx. R1.87 per km.
  • 1.5T SHS PHEV: If you charge overnight, you can drive up to 90 km (real world) on pure electricity.
    • Electricity cost: A full charge (18.3 kWh) costs about R64.00 (assuming ~R3.50/kWh home tariff).
    • Cost: approx. R0.61 per km (pure EV mode).
    • Winner: The PHEV is less than half the price per kilometre to run in the city, provided you charge it.

2. Long distance (highway driving)

  • 1.6T Elegance: More efficient at triple-digit cruising speeds. You can expect to get closer to the claimed 7.5 L/100 km, which in turn is R1.56 per km.
  • 1.5T SHS PHEV: Once the battery is depleted, it behaves like a standard hybrid by cutting the engine while coasting. You will likely see consumption around 5.0-6.0 L/100 km. At 5.0 L/100 km, it costs R1.02 per km.
    • Winner: The PHEV is still more efficient, but the gap narrows significantly on long trips.

Petrol vs plug-in hybrid: The break-even calculation

To make back the R100 000 price difference purely on fuel savings, you would need to drive a significant distance. Say you drive 50% of your mileage on electric power (commuting) and 50% on hybrid petrol (long trips):

Average cost (PHEV): R0.82 per km
Average cost (1.6T petrol): R1.72 per km
Savings: You save roughly R0.90 per km.

Math: R100,000 ÷ R0.90 = 111 111 km.

Conclusion: It will take roughly 111 000 km to pay off the extra cost of the hybrid. For the average driver (20 000 km/year), that’s 5.5 years.

Forget about the costings for a second and consider the performance. While Omoda doesn’t have claimed acceleration figures for either of its C7 derivatives, our testing has highlighted something interesting.

1.6T Elegance1.5T SHS PHEV
8.46 seconds to 100 kph7.39 seconds to 100 kph

The PHEV is faster, both in terms of 0-100 kph and in-gear acceleration, thanks to the instant torque offered by the electric motor. Overtaking? Effortless. You are effectively paying the extra R100k for a faster car that happens to be lighter on fuel, goes further on a single tank of unleaded and has additional features.

Monthly installment comparison

We’ve done some cost breakdowns for interest. These numbers are based on zero deposit and zero balloon payments, which gives you an accurate monthly cost of ownership without any hidden final costs.

1.6T Elegance1.5T SHS PHEV
Purchase priceR589 900R689 900
Interest rate10.25% (prime)10.25% (prime)
Term72 months72 months
Monthly repayment~R11 005~R12 870
Difference~R1 865 more per month

Petrol vs plug-in hybrid: Which one should you choose?

  • Buy the 1.6T Elegance if you want the best value for money right now; you mostly do highway driving; or you don’t have a convenient place to charge the car at home/work. It’s the one to take if you’re wanting to get a new car within 5 years.
  • Buy the 1.5T SHS PHEV if you want a surprisingly quick family SUV; you sit in a lot of stop-start traffic (where EV mode shines); and have a 3-prong plug in your garage for overnight top-ups. If you’re keeping the car for more than 5 years, then you’ll recover some of that initial purchasing price.

Further reading

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

All the latest Omoda news and reviews

Frequently Asked Questions

What is the price of the Omoda C7 SHS in South Africa?

As of early 2026, the Omoda C7 SHS (Plug-in Hybrid) is priced at R689 900. It serves as the range-topping model in the local C7 line-up, positioned above the 1.6 TGDI Luxury and Elegance petrol models.

What are the engine specs and power output of the C7 SHS?

The Omoda C7 SHS combines a 1.5-litre turbocharged petrol engine with an electric motor and a Dedicated Hybrid Transmission (DHT). The total system output is an impressive 255 kW and 525 Nm of torque.

What is the electric-only driving range of the Omoda C7 SHS?

The vehicle features an 18.4 kWh Lithium Iron Phosphate (LFP) battery, which provides a claimed pure electric driving range of up to 105 km (NEDC). When combined with the petrol engine, the total range is claimed to exceed 1 200 km.

How long does it take to charge the Omoda C7 SHS battery?

The C7 SHS supports DC fast charging (up to 40 kW), allowing the battery to charge from 30% to 80% in approximately 20 minutes. Using a standard 6.6 kW AC charger, a full charge takes roughly 160 minutes.

What warranty does the Omoda C7 SHS come with?

The C7 SHS includes a comprehensive warranty package: a 7-year/200 000 km vehicle warranty, a 10-year/unlimited km battery warranty (for the first owner), and Omoda’s standard 10-year/1 000 000 km engine warranty (for the first owner).

Toyota Corolla hatch and sedan go hybrid-only in SA

Toyota South Africa Motors has rationalised its mainstream Corolla hatch and sedan ranges, now offering only a high-spec hybrid version in each body style…

  • Corolla hatch and sedan line-ups trimmed
  • Only a hybrid version of each remains in SA
  • Toyota’s 13th-gen Corolla on the horizon

With the locally built Cross doing the bulk of the heavy lifting for the Corolla nameplate these days (and the recently updated GR Corolla flying the performance-car flag), Toyota South Africa Motors has trimmed its mainstream Corolla hatch and sedan line-ups, opting to offer only a high-spec hybrid version of each.

The Japanese giant’s local arm told Cars.co.za this move was “part of a planned line-up rationalisation in response to shifting market demand”, further citing “declining demand in the sedan and hatchback segments and a broader shift towards electrified powertrains”.

So, these are the derivatives that remain: the Corolla Sedan 1.8 HEV XR, which is available at R584 400 (up R2 700), and the Corolla Hatch 1.8 HEV XR, with pricing unchanged at R595 100. The lower-spec 1.8 HEV XS variants and purely petrol-powered 2.0 XR derivatives (125 kW/203 Nm) have thus been discontinued locally.

For the record, the now defunct Corolla 1.8 HEV XS had previously been priced at R552 700 for the hatch and R560 300 for the sedan. The likewise scrapped Corolla 2.0 XR had been pegged at R570 800 in sedan guise and R578 200 in hatch form.

Interestingly, the Japanese firm’s local division has seemingly also removed the option of bi-tone paintwork for the hatchback, while limiting the available paint colours to Glacier White, Satin Silver and Graphite Grey (the latter 2 being metallic hues).

To refresh your memory, the HEV-badged Corolla derivatives each employ a naturally aspirated, Atkinson-cycle 1.8-litre petrol engine (2ZR-FXE) generating 72 kW and 142 Nm, peak outputs that are delivered to the front wheels via a continuously variable transmission (CVT). An electric motor drawing its energy from a small battery pack pushes the total system power to 103 kW. Toyota claims a combined fuel economy of 3.9 L/100 km for the sedan and 4.0 L/100 km for the hatch.

The E210-series (12-generation) Corolla Hatch launched in South Africa in March 2019, effectively replacing the Auris. The Corolla Sedan hit the market in April of the following year, imported from Japan rather than built at the Prospecton facility in KwaZulu-Natal. The hatch range benefitted from some specification updates in March and October 2020, while the saloon portfolio gained a hybrid derivative in September 2021.

The hatchback was updated again in November 2022, when Toyota SA Motors dropped that model’s turbocharged 1.2-litre petrol engine in favour of the aforementioned 1.8 hybrid and 2.0-litre powertrains. Around the same time, the sedan also moved to this latest version of the hybrid set-up (and retained the atmospheric 2.0-litre option).

In 2025, Toyota SA Motors sold 368 units of the Corolla Sedan (up from 212 units in the prior year), along with 104 units of the Corolla Hatch (down from 110 units in 2024). Despite production having ceased at the end of 2024, the Corolla Quest added 632 units in 2025, while the Corolla Cross ranked as the nation’s 3rd most popular passenger vehicle, with 22 191 units sold.

The 13th-generation Corolla is expected to debut on the world stage at some point in 2026. At the end of October 2025 at the Japan Mobility Show, the automotive giant revealed its radical new Corolla Concept (pictured above), which looks set to preview the next-generation model.

What do the Toyota Corolla hybrids cost in SA?

DERIVATIVEPRICE
Toyota Corolla Sedan 1.8 HEV XRR584 400
Toyota Corolla Hatch 1.8 HEV XRR595 100

The prices above include a 3-year/100 000 km vehicle warranty, an 8-year/195 000 km hybrid battery warranty and a 6-service/90 000 km service plan (with intervals of 15 000 km).

Find a Corolla Hatch or Corolla Sedan on Cars.co.za!

Frequently Asked Questions (FAQ) About the 2026 Toyota Corolla Range in SA

Q: What models remain in the local Toyota Corolla sedan and hatchback line-ups?

 

A: Toyota South Africa has streamlined the range to offer only the high-specification 1.8 HEV XR hybrid version for both body styles. The entry-level XS hybrid variants and all purely petrol-powered 2.0 XR models have been discontinued.

Q: When is the next-generation (13th-gen) Toyota Corolla expected to launch?

 

A: The 13th-generation Corolla is expected to make its global debut in late 2026. This follows the reveal of a radical “Corolla Concept” at the 2025 Japan Mobility Show, which showcased a futuristic design and a shift toward multi-pathway powertrains, including hybrid, plug-in hybrid and fully electric options.

Q: How does the pricing and fuel efficiency of the remaining Corolla hybrids compare?

 

A: The Corolla Sedan 1.8 HEV XR is priced at R584 400 with a claimed fuel consumption of 3.9 L/100 km. The Hatchback 1.8 HEV XR is slightly more expensive at R595 100, featuring a listed consumption of 4.0 L/100 km. Both models are backed by an extensive 8-year/195 000 km hybrid battery warranty.

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Omoda C7 SHS (2025): Living With It

The brand-new Omoda C7 SHS PHEV joined us over the December holidays. Did this extended test uncover all this plug-in hybrid’s secrets, good or bad…?

The Omoda C7 is a new midsized family SUV offered by the overtly fashionable arm within Chery’s ever-expanding portfolio. As a reminder, the Omoda range comprises the C5, a stylish entry-level compact crossover, and the flagship C9, which is a large family SUV. We’ve assessed both on Cars.co.za and you can find their respective reviews on our YouTube channel.

Logically, the C7 slots between the two and the range comprises 3 derivatives. There are 2 conventionally powered 1.6-litre turbocharged petrol models in 2 trim levels. At the summit sits this version, the 1.5-litre petrol plug-in hybrid, badged as the Omoda C7 SHS (Super Hybrid System).

We’d describe the styling as polarising; it certainly stands out!

With a price range of R539 900 to R689 900, as well as a comprehensive list of standard features, the Omoda C7 is aggressively priced in comparison to its rivals.

See detailed specifications and pricing of the Omoda C7 range

Our test unit was box-fresh … literally. Having just landed in South Africa, it was sent to one of the 57 Omoda dealerships nationwide and prepared for delivery to us. With just 60 km on the clock, it was going to require some running in as well as charging, a task we were looking forward to. By the end of the test, we’d covered more than 2 200 km.

Omoda C7 SHS interior
A minimalist approach, with a neat digital instrument cluster and a large central infotainment screen.

What we like about the Omoda C7 SHS

Performance & Economy

The on-paper efficiency claims for the Omoda C7 SHS are impressive. A total range of around 1 200 km, a pure electric range of 105 km and a combined economy figure of 4.9 L/100 km will raise a few eyebrows.

Charging via AC at the Cars.co.za office

Interestingly, Omoda has no claimed performance figures, so as always, we at Cars.co.za conducted our standard acceleration test. In its sportiest of settings, the Omoda C7 SHS dashed to 100 kph in 7.39 seconds. For what it’s worth, this is comfortably quicker than its non-hybrid siblings (8.28 seconds).

Total mileage complete!

Full-bore acceleration is a peculiar experience, as the vehicle’s default approach is to lean on the battery and electric motor for as long as possible, with the 1.5-litre turbocharged engine stepping in later. As the vehicle accelerates, you can feel and hear the petrol engine engaging, giving you a little nudge in the back – a second wind, if you will. It is worth noting that repeated full-throttle application decimates battery life and it was amusing to see the pure EV range drop by 1 km every 2 seconds!

Once the battery is depleted, the car reverts to a conventional hybrid setup.

While its near-instant acceleration and overtaking ability will please, the real strength is its consumption. Curiously, the C7 does not have a comprehensive trip readout, instead using a system which measures the previous 50 km. This presented us the opportunity of changing driving styles and modes every 50 km, and then taking a reading.

Vehicle mode / Battery status / Driving styleConsumption
Eco / fully charged / ultra conservative in congested urban environment0.0 L/100 km, 13.7 kWh
Normal / fully charged / normal in urban environment0.2 L/100 km, 14.3 kWh
Normal / fully charged / normal, highways3.3 L/100 km, 6.0 kWh
Eco / battery depleted / normal in urban environment4.4 L/100 km, -0.9 kWh
Normal / battery depleted / sporty, highways6.6 L/100 km, 9.7 kWh

In conclusion, the Omoda C7 SHS proved impressively frugal and economical to run, but the caveat is to charge where possible. In a perfect world, you’d charge via a solar system. Thanks to the convenience of an AC charger at the Cars.co.za offices, we were able to top up for free numerous times.

Charging at Mont Marie in Stellenbosch at R8.24/kWh, costing us R139.50 for 16.93 kWh.

Omoda kindly supplied a topped-up charge card, which allowed us to charge the C7 SHS at one of the many public DC chargers at no cost to us. Prices of these vary, but a general rule of thumb is that the more powerful and therefore quicker the charger, the more you’ll pay.

Find your nearest public car charger with pricing

Tech, Features & Comfort

Electing for the plug-in hybrid over its conventionally powered siblings means you get additional comfort features and technology on top of a more efficient and powerful drivetrain.

Where’s the driver’s seat massage function?

The Omoda C7 SHS gains a 12-speaker Sony system (up from 8 speakers), active noise cancellation, the passenger seat is now 6-way adjustable and features massage functionality plus a leg rest. We would have liked a massage setting for the driver too, however…

There are also larger 20-inch alloy wheels as well as an in-car fragrance dispenser. Settings of the latter can be tweaked for subtlety and frequency.

These wheels really look the part and despite the low-profile tyres, the ride remains composed.

The real strength of the C7 SHS was its quietness and effortless drive. This is a genuinely refined commuter and, while comfort is a generic term thrown around carelessly in the majority of car assessments, very few offerings at this price point embody this term.

Omoda C7 SHS fragrance
Three fragrance choices.

Given the testing period, the seat’s ventilation functionality was used regularly and we found the voice-activated controls responsive. There’s nothing quite like stepping into a hot car and shouting, “Hey Omoda, climate control to 18 degrees.”

The quality of this screen is superb, with fast response times and crisp colourful graphics

It’s hard to not be daunted by the large, somewhat ostentatious screen perched on the dashboard, but if you treat it like a tablet, suddenly the user experience simplifies. In time, you’ll be swiping and tapping without hesitation. Both wireless Android Auto and Apple CarPlay are available, and we appreciated the ventilated 50 W mobile phone charger.

The C7 SHS is able to stay within its lane at the speed limit and will automatically slow down for traffic.

One particular highlight was the assisted driving tech, which was simple to activate. Unlike some rival products, it didn’t panic or get confused by varying qualities of road markings. Essentially, the car’s adaptive cruise control and lane-keeping assist team up to give a degree of driving autonomy. Great for those long drives when concentration tends to wander, but it is a little unnerving to see and feel the steering wheel rotate on its own…

Dislikes?

While the performance, efficiency, refinement and sheer value for money dazzled and impressed, there are some gripes.

Omoda C7 SHS boot
Supplies loaded for a weekend away. We wished the boot had a bit more depth and a spare wheel.

Due to the battery and associated wiring taking up space, boot size has been reduced over the non-electrified versions. The data says the boot-capacity difference is 77 litres (614 vs 537).

However, the more alarming issue for us is the lack of a spare wheel. Instead, you get a tyre-repair kit, which is better than nothing, we suppose. It’s something to be mindful of if you’re driving roads less travelled.

Look for Omoda New Car Special offers on Cars.co.za

Price & After-sales support

Omoda C7 SHS side
It is tough to argue against the sheer value of the C7. A fully equipped and frugal family SUV for under R700k is terrific.

The Omoda C7 SHS is sold with a 1-million km/10-year engine warranty for the 1st owner, 5-year/75 000 km service plan and 1-year/200 000 km factory warranty.

The SHS battery pack is covered by a 10-year/unlimited km warranty for the 1st owner, while certain electric drive unit components (for the C7 SHS) are also protected under this plan. Buyers further benefit from 5 years of roadside assistance (unlimited km).

C7 1.6T LuxuryR539 900
C7 1.6T EleganceR589 900
C7 1.5T SHS PHEVR689 900

Verdict

Omoda C7 SHS rear
With over 2 000 km covered across the Western Cape, we appreciated the performance and frugality.

The Omoda C7 SHS did everything we asked of it. Once we were past the learning curve, we appreciated the way it quietly went about its business. Sure, petrolheads are among the loudest voices on social media but the majority of car purchases in South Africa are by people who just want an honest, reliable, safe and spacious family SUV, and we feel that the C7 should be on the test-drive list.

The question is, though: do you purchase the standard C7, or go for the plug-in hybrid? In comparison to its conventionally powered siblings, we think the C7 SHS justifies its price premium with additional performance and features, plus the plug-in hybrid powertrain offers superior driving refinement. Just pick a colour other than black, unless you have a loyalty card at your local carwash!

Further reading:

All the latest Omoda news and reviews

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

Frequently Asked Questions

What is the price of the Omoda C7 in South Africa?

As of its launch in late 2025, the Omoda C7 pricing is as follows:

  • Omoda C7 1.6 TGDI Luxury: R539 900
  • Omoda C7 1.6 TGDI Elegance: R589 900
  • Omoda C7 SHS (Plug-in Hybrid): R689 900

Where does the Omoda C7 fit in the local lineup?

The Omoda C7 is a mid-sized SUV positioned between the compact Omoda C5 and the flagship Omoda C9. It aims to offer a balance of premium features and family-sized practicality.

What engine specs does the Omoda C7 have?

The C7 is available with two powertrains:

  • 1.6-litre Turbo Petrol: Produces 145 kW and 290 Nm, paired with a 7-speed dual-clutch transmission (DCT).
  • SHS Plug-in Hybrid (PHEV): Combines a 1.5-litre turbo engine with an electric motor for a total system output of 255 kW and 525 Nm.

What is the electric range of the Omoda C7 Hybrid?

The Omoda C7 SHS (Super Hybrid System) features an 18.4 kWh battery that provides a claimed pure electric driving range of approximately 105 km. The total combined range (petrol + electric) is claimed to exceed 1 200 km.

What warranty comes with the Omoda C7?

The standard petrol models come with a 5-year/150 000 km vehicle warranty. The SHS Hybrid model includes a 7-year/200 000 km vehicle warranty and an 8-year/unlimited km battery warranty. All models benefit from Omoda’s 10-year/1 000 000 km engine warranty for the first owner.

SA to switch to new Indian-built Renault Duster

Renault South Africa will switch from the Euro-spec Duster to this new Indian-built model, which sports revised styling, a revamped cabin and fresh engine options…

  • Indian-built Duster coming to SA later in 2026
  • Revised exterior styling, cabin and powertrains
  • Nissan will base Tekton on Indian-spec Duster

Back in March 2025, the 3rd-generation Renault Duster arrived in South Africa, with the French brand’s local distributor Motus importing these initial units from Europe. However, a revised Indian-built version has just been revealed in the world’s most populous nation. And it’s coming to Mzansi.

Yes, the Boulogne-Billancourt-based automaker’s local arm has confirmed to Cars.co.za that this latest Chennai-sourced version of the Duster is “anticipated to be introduced in the latter part of this year [2026]”.

New Indian-built version on top and Euro-made iteration at the bottom.

So, how do the European- and Indian-spec models differ? Well, look closely and you’ll notice various styling tweaks, from revised headlamps, a redesigned grille (which interestingly switches from “Renault” to “Duster” lettering) and an updated front bumper.

Round back, the taillamps gain an LED bar, while the rear bumper has been overhauled, too. From what we can tell, the European- and Indian-built models share a 4 343 mm length and 2 657 mm wheelbase, though the newer version is seemingly a little narrower. As a reminder, the Euro-spec Duster was revealed in Dacia guise back in November 2023.

Note the full-width LED bar.

What about powertrains? Well, first note the current Duster offered in South Africa can be specified with either a turbocharged 1.3-litre, 4-cylinder petrol engine (113 kW and 250 Nm) driving the front wheels via a 7-speed dual-clutch transmission or a turbocharged 1.2-litre, 3-cylinder petrol unit (96 kW/230 Nm) featuring a mild-hybrid system, all-wheel drive and a 6-speed manual gearbox.

In contrast, the freshly revealed Indian version can be ordered with any of a trio of powertrains, all in front-wheel-drive flavour. The initial motor is a turbocharged 1.0-litre, 3-cylinder petrol mill generating 74 kW and 160 Nm, peak outputs that are delivered to the front wheels through a 6-speed manual gearbox as standard.

“Duster” lettering up front.

There’s also a version of the forced-induction 1.3-litre 4-pot offering slightly higher outputs of 120 kW and 280 Nm, here using either a 6-speed manual gearbox or a 6-speed dual-clutch transmission (again, to drive the front axle). Finally, a new 1.8-litre traditional hybrid – with system outputs of 80 kW and 172 Nm – is planned for India “in a few months”, complete with 2 electric motors drawing from a 1.4 kWh battery pack. It’s not yet known which powertrains will be offered in South Africa.

Inside, the Indian-built Duster gains a completely overhauled dashboard design, dropping the Euro-spec model’s separate 10.1-inch touchscreen and 7-inch digital instrument cluster in favour of a twin-screen set-up (including a 10.25-inch driver’s display for high-spec derivatives). A panoramic sunroof will also be available in that market.

The Indian-sourced model can be specified with a twin-screen set-up.

As a reminder, the current 3-strong Duster line-up in South Africa runs from R489 999 to R549 999. While pricing for the incoming Indian-made version has obviously yet to be confirmed, Renault SA will no doubt be hoping the switch will allow it to be a little more aggressive in terms of positioning.

It’s also worth noting this Indian-made version of the Duster will form the basis for the yet-to-be-revealed new Nissan Tekton. Set to be built in the same Chennai facility, the Tekton will effectively serve as a (likely better-value) replacement for the discontinued Qashqai.

Frequently Asked Questions (FAQ) About the Renault Duster

Q: How will the Indian-built Renault Duster differ from the current European-spec model?

 

A: While the dimensions remain roughly the same, the Indian-built Duster features a redesigned exterior with new LED lighting signatures and a “Duster” lettered grille. Inside, the cabin gets a major upgrade with a twin-screen dashboard layout and a panoramic roof, which aren’t available on the European model.

Q: What are the powertrain options for the upcoming Duster switch?

 

A: The Indian-spec Duster introduces a 1.0-litre turbo (74 kW) and a more powerful 1.3-litre turbo (120 kW/280 Nm). A significant addition is a new 1.8-litre traditional hybrid system (80 kW). It is not yet confirmed which of these will replace the current SA lineup’s 1.3-litre turbo and 1.2-litre mild-hybrid 4WD options.

Q: What is the Nissan Tekton, and how is it related to the Renault Duster?

 

A: The Nissan Tekton is a new compact SUV based on the same platform as the Indian-built Duster. It will be manufactured in the same Chennai facility and is expected to launch in South Africa in late 2026. Designed as an affordable replacement for the Qashqai, it takes styling inspiration from the larger Nissan Patrol.

Related content

Renault Duster (2018-2025) Buyer’s Guide

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New Duster-based bakkie revealed

Chery, Nissan and the future of Rosslyn

Bakkies mean great business for car companies in South Africa, and the Chery-Nissan deal could reshape the local market in many ways. We explore how.

Nissan built bakkies in Rosslyn for more than 60 years. And some of those models were among South Africa’s most iconic cars: the 1400 Champ, Hardbody (its legacy NP300 version) and Navara.

But the inevitable has now happened. Nissan South Africa has been struggling for a long time. With the company making its biggest international restructuring ever last year, Rosslyn was never going to survive. But can it be revived? That’s the question anyone who is interested in the South African car industry, and specifically Chinese vehicles, will be pondering.

The dealsheet is simple. Chery is buying Nissan’s factory and stamping facility in Rosslyn. But buying an established automotive assembly plant is complicated. There’s the question of Nissan’s technical and labour staff; South Africa’s entrenched manufacturing sector trade unions; and the people most affected by this deal that everyone forgets about: all those small- and medium-sized suppliers who have delivered with commitment, building numerous locally sourced components for the Navara over the years.

Why did Chery buy the Nissan Roslyn plant?

Rosslyn is a proven bakkie building asset. Chinese toolmakers and industrial engineers could get the best from it.
Rosslyn is a proven bakkie-building asset. Chinese toolmakers and industrial engineers could get the best from it.

The Chinese are masters at building and commissioning assembly facilities. We don’t need to tell you that much of what you buy is made in China. Nobody is better at breaking ground, building and getting a factory scaled up and producing than the Chinese.

But Chinese car companies, like Chery, also know it’s often cheaper to buy an existing factory that’s in trouble than build a new one. You save on timelines and pure construction costs. And that’s part of the motivation Chery had for buying Nissan’s Rosslyn assets. Everyone knows Nissan is in trouble globally, and it’s restructuring. So Chery could call a price and the likelihood was that Nissan would accept it. And means the Rosslyn assets were probably bought for a bargain.

Another reason Chery wanted Rosslyn was government funding. The South African automotive industry receives significant financial support from the government. If you build cars here, you can price them cheaper because they don’t trigger the 25% import tariffs. And you can access a lot of government support money, which makes it even cheaper to build.

Nobody knows how to build as cheaply and well as the Chinese. And South African automobile production costs are actually quite high. But without import tariffs, and with access to the government’s APDP incentives and export credits, Chery South Africa’s product portfolio could become even more affordable in South Africa. This means it could undercut its Chinese rivals, who all need to pay that 25% import duty.

Will Chery unlock export credits & EU access?

Rosslyn Navaras weren’t exported beyond Africa. But South African-built vehicles technically have low tariff access to Europe and America.  

Chinese companies are not in the habit of overpaying for foreign assets. Chery and Nissan have not disclosed the numbers involved but you can be sure the math made sense to Chery.

The Chinese automaker bought a fully functional vehicle assembly plant for a likely bargain. And buying it also unlocks the potential of South African government subsidies and export credits to offset the tariffs on imports. Chery’s aggressive growth, with all the sub-brands (Jaecoo, Omoda, Jetour), means that those export credits can make Chery’s products cheaper.

And then there’s the US and EU market issues. International trade regulations have become highly volatile, but a Chery-built vehicle in Rosslyn could be exported to the lucrative US and EU markets under the preferential trade status that South African-built vehicles enjoy into those markets. This could become very relevant in the near future, as Chery wants to unlock wealthier global markets in North America and Europe.

It’s also about Chery countering GWM

GWM P300
The P300 proves South Africans like Chinese bakkies. Chery could theoretically undercut P300 prices by 25%, by avoiding import duties.

Chery will bring advanced manufacturing ideas to Rosslyn. But it’s not going to build a wildly advanced BEV or PHEV monocoque luxury crossover. That would require a huge investment in advanced robotics. Besides, you don’t buy a proven body-on-frame bakkie facility and then decide not to build bakkies…

Nissan Rosslyn was always a core bakkie facility, although it did also build passenger cars. The last Nissans that will be built at Rosslyn are Navaras. And everyone who knows anything about the local vehicle market is aware that bakkies are very profitable.

“But Chery doesn’t have a bakkie!” Not yet, but it’s coming. Chery’s Himla double cab was revealed at last year’s Shanghai Auto Show. Chery’s very smart strategic planners have clearly seen how well GWM has done in South Africa with P-Series. The demand and acceptance of Chinese double cabs are proven. Thanks, GWM.

Chery desperately wants to enter the South African bakkie market. Doing so with a Rosslyn-built Himla, undercutting P-Series on cost, would put Chery in the most powerful position of any Chinese car company doing business in South Africa.

What can Chery do with the Nissan Rosslyn plant?

Himla is about the same size as Navara. And it has similarly sized engines too.

Bakkies are not complicated to build. They need fewer expensive welding robots and stamping tools than a monocoque-structure vehicle, like a crossover or SUV. And although Nissan had underinvested in Rosslyn as its international financial struggles deepened, the core floor planning and tooling to make Himla-sized body-on-frame bakkies are all in place.

The Rosslyn facility doesn’t have the latest assembly tech but a bakkie-building assembly plant doesn’t need that to construct good vehicles. Or be profitable. Ford’s Louisville assembly plant in Kentucky, USA, doesn’t have a high level of automation or robotics, but it is Ford’s most profitable production facility and one of the world’s most profitable vehicle manufacturing sites. All because it builds Ford F-150s, with few robots and many American line workers.

From engine sizes to overall vehicle structure, there’s not much difference between a Navara and a Himla. Which makes it even more obvious that Chery’s only real vehicle of destiny for production in South Africa will be the Himla bakkie. The only bits of the Himla that will be a lot more sophisticated than the Navara are its infotainment screen and some of the surround-view sensors. But Chery will import those components from its established Chinese supply chain.

SA-spec Chinese bakkies built at Rosslyn?

Imagine Chery’s in-cabin tech with South African-tuned bakkie suspension…

Chery’s takeover of Nissan Rosslyn is a moment for the South African car industry and the local vehicle market. But it could open the potential for a local derivative Chinese bakkie better suited to harsh, corrugated dirt roads and South African driving needs.

Chinese bakkies offer many features and cabin tech, but their suspension calibration need work. They either ride very harshly on rough dirt roads, or they lack suspension travel when navigating tricky, rocky off-road trails with lots of cross-axle features.

If Chery will build bakkies in Rosslyn to unlock all the government incentives and subsidies, it will have to have about 40% local content. And that’s in value, not by component weight.

What does this really mean? All those screens and sensor tech that Chery will have in a Rosslyn-built Himla will be imported and add significant value. And that means that a lot of the bakkie’s hardware and core mechanical components will be localised.

Decades of supporting Toyota, Ford, Isuzu and Nissan’s South African bakkie builds and localisation needs has created several South African specialist automotive component companies. People who make bakkie South African spec axles and suspension components, mechanical elements that make a huge difference to ride quality. Imagine the potential of Chery’s product people using some of those proven South African components in an SA-spec Himla…