LC79 back in top 5! SA’s best-selling bakkies in January 2026
In January 2026, the Toyota Land Cruiser 79 returned to the top 5 on the list of South Africa’s best-selling bakkies, while the Amarok slipped 3 spots. Here are the details…
Podium unchanged in 2026’s opening month
Mahindra Pik Up reclaims 4th place in January
Land Cruiser 79 breaks back into the top 5
In January 2026, South Africa’s total new-vehicle market grew 7.5% year-on-year to 50 073 units. The light-commercial vehicle (LCV) segment registered its 10th consecutive month of year-on-year growth, improving 11.0% to 10 996 units. But what happened on the list of SA’s best- and worst-selling bakkies?
Well, the Toyota Hilux – which was easily Mzansi’s best-selling bakkie overall in 2025 – comfortably retained 1st place in the opening month of 2026. Still, with the 9th-gen version set to launch later in 2026, sales of the Prospecton-built stalwart dipped 16.9% month-on-month to 2 475 units (the Hilux’s lowest total since June 2024).
Though sales slipped nearly 17% in January, the Hilux was again SA’s top-selling bakkie.
Local registrations of the Ford Ranger, meanwhile, fell 7.4% month on month to 2 071 units. The Silverton-built bakkie – which is in line for various updates (including under the bonnet) in the opening half of 2026 – retained the runner-up position in January. Therefore, the Isuzu D-Max again ranked 3rd, though sales of the Struandale-made model fell 14.1% month on month to 1 331 units (its lowest tally since April 2025).
After being forced down to an unfamiliar 5th place in the final month of 2025, the Mahindra Pik Up returned to its customary 4th position in January 2026. In the end, local sales of the KwaZulu-Natal-assembled workhorse surged 47.1% month on month (admittedly off a weaker-than-usual December) to 753 units.
The Pik Up grabbed back 4th place in 2026’s opening month.
Meanwhile, the Toyota Land Cruiser 79 reclaimed the title of South Africa’s most popular fully imported bakkie in January, with local sales increasing 18.9% month on month to 484 units. That performance furthermore saw the evergreen 70-Series bakkie return to the top 5 last month, a position it last held in July 2025.
With registrations dipping a marginal 0.9% compared to December 2025, the GWM P-Series – which includes both the P300 and the larger P500 – held strong in 6th place on 461 units, again ranking as the market’s top-selling Chinese bakkie.
After putting in a record performance in 2025’s final month, the locally made Volkswagen Amarok fell 3 places to 7th in January 2026, with sales dropping 46.3% month on month to 321 units. That’s the Ford-built bakkie’s lowest total since May 2025.
The Navara (local production of which will end by May 2026) retained 8th last month.
As was the case in December, the JAC T-Series (238 units; up 21.0% month on month) and Foton Tunland (205 units; up 30.6% month on month) ended January in 9th and 10th, respectively. While JAC reports only a combined T-Series figure to Naamsa, we have an unofficial breakdown of the range’s sales for January: 85 units of the T9, along with 85 examples of the T8 and 68 units of the T6.
Bakkies outside the top 10 in January 2026
Just a single example of the Gladiator was sold locally in January.
So, which bakkies failed to make it into the top 10 in the first month of 2026? Well, the GWM Steed was the best of the rest in January, ending the month on 172 units (including 100 sales to the rental industry). Next came the Peugeot Landtrek, with 108 units of the Chinese-built model sold.
The Mahindra Bolero (85 units) followed, while the Mitsubishi Triton could muster only 27 registrations. The Changan Hunter (22 units) took 15th position and the Jeep Gladiator yet again closed out the table, with only a single unit registered last month.
Isuzu slips to 10th! SA’s new-vehicle sales in January 2026
In January 2026, South Africa’s new-vehicle market grew 7.5% year on year to again breach the 50 000-unit mark. Here’s your overview, including the best-selling brands…
New-vehicle sales back over 50 000-unit mark
Suzuki grabs back 2nd spot from VW Group
Isuzu slips to 10th place as sales drop 15.7%
In January 2026, South Africa’s new-vehicle market registered its 16th straight month of year-on-year growth, with local sales improving 7.5% to 50 073 units. For the record, that furthermore represented a 2.2% increase over December 2025’s effort, seeing the local market breach the 50 000-unit barrier.
Naamsa said January’s performance ensured the industry had “entered 2026 with sustained momentum, confirming that the positive trajectory established during 2025 has carried decisively into the new year”. As a reminder, 2025’s total new-vehicle sales came in at 596 818 units (up 15.7% on 2024).
According to the industry-representative body, January 2026’s new-vehicle exports reached 24 568 units (a marginal 0.6% year-on-year improvement), supported by “currency stability and easing imported input cost pressures”.
Naamsa said an estimated 85.4% of January 2026’s total reported domestic figure of 53 073 units represented sales via the dealership channel, while 10.9% were sales to the new-vehicle rental industry, 2.1% to industry corporate fleets and 1.6% to government.
South Africa’s new passenger-vehicle market grew 7.1% year on year to 37 190 units in the opening month of 2026, with the rental channel accounting for 13.3% of this figure. Meanwhile, local sales of light-commercial vehicles (LCVs) improved 11.0% year on year to 10 996 units.
Ryan Seele, executive committee member of the National Automobile Dealers’ Association (NADA), said January’s new-vehicle sales performance represented “a welcome and encouraging sign for the local motor industry at a time when both the domestic and global economies remain in a state of flux”.
“While 2025 exceeded most expectations, January has continued with a strong set of numbers, which suggests that these results reflect genuine market momentum rather than a seasonal anomaly. January typically sees a moderation in volumes, but this year has clearly proven different,” Seele suggested.
Meanwhile, Lebo Gaoaketse, Head of Marketing and Communication at WesBank, pointed out the industry’s latest performance represented “a more moderate growth rate than the 10.4% increase recorded in January 2025, suggesting the market is transitioning from rapid recovery to sustainable expansion”.
“Looking at successive January numbers tells the story better than any single month. January 2024 was defined by restraint, January 2025 by recovery and January 2026 by consolidation. What we’re seeing now is a market that has stabilised, not overheated,” explained Gaoaketse.
New-vehicle sales summary for January 2026
Aggregate new-vehicle sales of 50 073 units increased by 7.5% (3 479 units) compared to January 2025.
New passenger-vehicle sales of 37 190 units increased by 7.1% (2 480 units) compared to January 2025.
New light-commercial vehicle sales of 10 996 units increased by 11.0% (1 093 units) compared to January 2025.
Export sales of 24 568 units increased by 0.6% (136 units) compared to January 2025.
10 best-selling automakers in SA in January 2026
Mahindra returned to the top 10 in January 2026.
Though Toyota SA Motors (including Lexus and Hino) was again well out in front in January 2026 – capturing 23.5% of the overall market – the Japanese brand’s total decreased 8.9% month on month to 11 786 units. That’s the first time since June 2025 that Toyota has dipped below the 12 000-unit mark.
After settling for 3rd in the final month of 2025, Suzuki Auto SA returned to 2nd place in January 2026, with local sales surging 29.2% month on month to 6 410 units. That saw Volkswagen Group Africa (including Audi) fall back to 3rd position, with registrations slipping 4.8% compared to December 2025.
Hyundai Automotive SA (down 0.7% month on month to 3 048 units) retained 4th place, with Ford Motor Company of SA likewise holding steady in 5th despite its sales dropping a more substantial 10.3% month on month to 2 678 units.
The Blue Oval brand’s decrease in local registrations saw GWM SA close the gap to a mere 157 units in January 2026. The Chinese company saw a 2.8% month-on-month increase in sales to reach 2 521 units, keeping hold of 6th position. Meanwhile, fellow Chinese firm Chery SA – which is in the process of purchasing Nissan’s Rosslyn plant – retained 7th, improving 0.4% month on month to 2 258 units.
Kia SA climbed a ranking to 8th in January 2026 off the back of a 25.2% month-on-month increase to 1 888 units (the Korean firm’s best effort since July 2025). Mahindra SA returned to the top 10 in the year’s opening month, grabbing 9th place on 1 671 units. The latter figure represents a 35.4% increase over December’s number and is the Indian brand’s highest tally since its record effort in March 2025.
While Kia and Mahindra registered strong performances in January 2026, Isuzu Motors SA started the year comparatively poorly, putting in its lowest sales tally since December 2024. In the end, the Japanese brand fell 2 rankings to an unfamiliar 10th, with local sales dipping 15.7% month on month to 1 606 units.
After Jetour SA broke into the top 10 in December 2025, the Chinese brand fell back to 11th in January 2026, despite growing its sales 13.1% month on month to a new record of 1 550 units. Meanwhile, Renault SA (1 415 units) remained in 12th, with Omoda & Jaecoo (1 413 units) falling 2 places to 13th. Nissan SA (1 133 units) and the BMW Group SA (with a Naamsa-estimated 1 094 units, including the Mini brand) stayed in 14th and 15th.
1. Toyota – 11 786 units
2. Suzuki – 6 410 units
3. Volkswagen Group – 4 774 units
4. Hyundai – 3 048 units
5. Ford – 2 678 units
6. GWM – 2 521 units
7. Chery – 2 258 units
8. Kia – 1 888 units
9. Mahindra – 1 671 units
10. Isuzu – 1 606 units
SA’s new-vehicle sales outlook for rest of 2026
With a single month of the year gone, what can we expect for South Africa’s new-vehicle market over the remainder of 2026? Well, Naamsa points out the new-vehicle market “continues to benefit from a materially improved inflation and monetary policy environment”. The industry representative body, however, cautions that the new-vehicle export outlook will be “increasingly shaped by heightened protectionism across several of South Africa’s key export markets”.
“The proliferation of trade-restrictive measures and evolving industrial policies in advanced economies continue to test South Africa’s automotive export competitiveness and market access conditions. Furthermore, deepening trade and industrial arrangements between Western and Eastern economies – including preferential trade agreements, regional content rules and strategic supply chain re-alignments – are expected to pose upward risks to South Africa’s vehicle export competitiveness and market share in certain traditional export destinations,” explains Naamsa.
Meanwhile, NADA’s Seele notes while interest rates were recently left unchanged by the South African Reserve Bank’s Monetary Policy Committee at its January 2026 meeting, “stability in borrowing costs continues to provide a degree of certainty for consumers and businesses alike”.
Seele reiterates that future interest-rate relief would “further support vehicle affordability and reinforce the positive momentum currently evident in the market”, before pointing to February’s fuel-price reduction as “additional encouragement for consumers”.
Finally, Gaoaketse says the health of the new-vehicle market “reflects continued consumer affordability”, which is underpinned by the fact inflation “remains anchored within the Reserve Bank’s target range, with long-term expectations at multi-year lows”.
“The market has positioned itself well for 2026, but important decisions lie ahead. Tariff decisions often have significant ripple effects. Ensuring the continued growth of the sector means balancing the needs of the consumer and the industry. Given the current volatile nature of the global marketplace, it will be a fine line to walk for policy makers,” he adds.
South Africa’s most desirable adventure SUVs on the used market are Toyota Land Cruisers. If you’re in the market for a new GWM Tank 300, we help you understand which 2nd-hand Land Cruiser models offer real value as alternatives.
Toyota has defined South Africa’s rugged SUV market for decades, even in the used space. But GWM’s Tank 300 is challenging that.
When GWM launched the Tank 300 in 2024, it proved that Chinese engineers and product people know how to build a proper off-road SUV. And that created excitement in the adventure touring and overlanding community wanting a rugged, truly capable 4×4 SUV, but seeing the prices of traditional models rise, alarmingly, with thinned-out spec.
There are Chinese SUVs that are pure styling statements without any real off-road ability (like the Jetour T2). But the Tank 300 isn’t. It has everything that makes Toyota’s 4x4s so legendary: body-on-frame construction, a solid rear axle, a tough low-range transfer case, and a clever combination of axle lockers.
What a Tank 300 alternative needs to be to match a used Land Cruiser
The Tank 300 is the first Chinese SUV with 4×4 ability rivalling a Land Cruiser’s.
There’s no mistaking that GWM’s engineers tried to copy the previous-gen Prado when designing the Tank 300.
The Tank 300 takes all the hardcore mechanical design and engineering features that South African 4×4 SUV buyers consider a class standard from Toyota and gives them a lot more interior spec, as you’d expect from a Chinese vehicle. Amazing touchscreens, luxury trim, excellent smartphone pairing. But also proper heavy-duty recovery points and lots of clearance for running large-volume tyres.
Toyota’s reputation is earned by duty cycles, not marketing. And because it is the best-selling vehicle brand in South Africa, there’s a huge used market of Toyota SUVs. So if you’re looking for a used Toyota 4×4 SUV alternative to a new Tank 300 in that R600 000 to R800 000 price segment, what are your options? And which is the best buy?
More sophisticated than a Fortuner. Smaller than a 200. The perfect all-terrain luxury SUV for many.
With the new 5th-gen Prado being Toyota’s current hardcore 4×4 SUV sales hero, there are many 4th-gen Prado buyers who’ve traded up. And this creates lots of options for buyers in the used market who want to own the “junior” Land Cruiser.
With a proven steel ladder frame chassis that’s tough enough for the most challenging Lesotho rock trails or punishing corrugated Karoo backroads, these Prados are renowned all-terrain luxury touring vehicles. Mechanical durability is a given, so even a Prado with mid to high mileage would still be considered “run-in” instead of heavily used.
Like the Tank 300, the 4th-gen Prado has a solid rear axle, a lockable centre diff and a rear axle locker. It doesn’t have the Tank 300’s sophisticated off-road traction control systems, though, like the electronically simulated front axle locker. And the Tank 300’s front axle locker is a huge advantage when you’ve slowly rolled into a donga and need all the traction available to reverse back out again, with most of the vehicle weight on its front wheels instead of the rear.
In terms of angles and clearances, the Tank 300 is better. With an approach angle of 32 degrees and 215 mm of ground clearance, the 4th-gen Prado trails the Tank 300’s 34-degree approach angle and 224 mm of under-vehicle clearance.
Massive fuel range
Interior and infotainment are very old-school. Fuel capacity is nearly double a Tank 300’s.
Most South Africans buying a true 4×4 SUV want a diesel engine. The older Prado is better off than the Tank 300 regarding powertrain. Toyota’s 2.8-litre turbodiesel engine is legendary and in the final version of the 3rd-gen Prado, it produced reasonable outputs of 150 kW and 500 Nm. Those numbers are better than the Tank 300 2.4 TD’s 135 kW and 480 Nm. The Prado’s 15 kW greater power really makes a difference at highway speeds when you need to overtake.
The overall driving experience is a touch old-school, with the Prado’s 6-speed automatic transmission never feeling as smooth or adaptable to different road and traffic conditions as the Tank 300’s 9-speed automatic.
A big advantage the Prado has over Tank 300 is range. Even with diesel consumption between the Prado and Tank 300 engines being similar, the Toyota has an enormous tank capacity of 150 litres, compared to the Tank 300’s 78 litres. And that matters a lot when you want to go on an adventure journey through Botswana or Namibia without getting anxious about fuel stops.
Mechanically bombproof, with better ground clearance than Tank 300.
Retro Land Cruiser styling meets everything great about the 2-door 3rd-gen Prado it was developed from. The FJ arrived late in the South African market but Toyota kept importing these until 2022, so there are some great versions available for the price of a Tank 300.
Underneath the characterful ‘Cruiser heritage styling and design is an interesting platform that will appeal to old-school adventure SUV drivers. The FJ’s body-on-frame design is built onto an adapted two-door Prado chassis. That means it has a cramped cabin, but very good off-road ability.
A compact floorplan, oversized roof pillars and tiny windows make the FJ Cruiser feel a bit claustrophobic for rear-seat passengers. And the load capacity isn’t great, either. The FJ Cruiser’s overall packaging isn’t as spacious or comfortable as you’d expect for a Toyota SUV with the Cruiser nameplate, but that’s mostly because of its very charming exterior design.
What isn’t compromised is the FJ Cruiser’s off-road ability, especially in deep sand and towering dune fields. At 245 mm, this Toyota has better ground clearance than a Tank 300 and it matches the GWM’s 34-degree approach angle.
Outstanding dune-driving machine
Rear seat access and comfort, are issues, compared to a Tank 300.
But what about engines? That’s where the FJ Cruiser’s legendary dune-driving ability comes from. Toyota never offered the FJ Cruiser with a diesel engine, which is odd for a Land Cruiser-branded vehicle. But the 4.0-litre V6 petrol is incredibly reliable and delivers linear power that sand and dune driving experts value over turbodiesel engines.
The FJ Cruiser’s 380 Nm isn’t that impressive but it’s the 200 kW power peak that matters. Allowing sustained throttle inputs in dune driving terrain, without too many momentum-robbing gearshifts, which are often the undoing of a turbodiesel engine with a much narrower power band.
Aside from the small cabin and limited luggage area, the FJ’s real weakness is very heavy consumption. Toyota could never do anything to make the FJ’s 4-litre V6 more fuel-efficient, but it did fit a huge fuel tank to ensure decent off-road touring range.
The FJ’s 159-litre fuel tank is massive, more than double the capacity of a Tank 300’s. It’s also one of the reasons the rear seat packaging is so compromised: Toyota engineers decided that adding more fuel capacity was a priority.
Like any legacy Toyota SUV, the infotainment feels wildly dated compared to a Tank 300’s UX and digital interface.
Phenomenally capable and comfortable, with V8s that aren’t that expensive to maintain.
“How can the King Land Cruiser be in the list of Tank 300 alternatives?” That’s a fair question, but it’s all about price. There are several Land Cruiser 200s in the R600 000 to R800 000 price bracket that you’d be budgeting for when buying a new Tank 300. Yes, the Land Cruiser 200s in that price range are very high-mileage models. But mileage is a very relative concept with these Toyotas. 100 000 km is often considered run-in mileage for Land Cruiser 200s because they are engineered and built for long cycles.
Globally regarded as the best true all-terrain luxury SUV ever built, the Land Cruiser 200 is legendary and very popular in South Africa. It was one of the best-selling luxury SUVs, which means lots of service support, parts, and mechanic skills are available to keep high-mileage Cruiser 200s running smoothly.
It’s also much bigger than a Tank 300, which means abundant passenger comfort and all the space you’d ever need when travelling 5 up with vacation luggage. But the Cruiser 200’s sheer size also means its off-road angles aren’t as impressive as a Tank 300’s. The Chinese SUV has a 2 degrees larger approach angle, while the Cruiser 200’s ground clearance is only 6 mm greater at 230mm.
The Cruiser 200’s frame is over-engineered and although it doesn’t have a front axle locker, the combination of a centre- and rear-locker makes it very capable off-road.
Durable V8 engines
Build quality is exceptional, but there’s no Apple CarPlay. Expect a completely out-of-date infotainment system.
There are two V8 engines available for used Cruiser 200s in the South African market. The 4.7-litre petrol is naturally aspirated and incredibly reliable, but it does lose some power on the Highveld due to being naturally aspirated.
Most Cruiser 200s in the used market are powered by Toyota’s renowned 4.5-litre turbodiesel V8, with 173 to 200 kW and 615 to 650 Nm (depending on the year model). Those aren’t particularly stellar outputs for such a large turbodiesel V8, but 650 Nm is plenty when you need to overtake at highway cruising speeds, or when you’ve engaged the Cruiser 200’s low-range and have to climb a scarily steep, rocky ascent.
Crucially, the 4.5 turbodiesel V8 is more reliable than time, even when running under heavy-duty cycles in extremely hot and dusty conditions. Like the Prado and FJ, Toyota’s Land Cruiser 200 has a lot of fuel capacity, with a total of 138 litres. This means you’ll never suffer range anxiety when touring through Mozambique or Namibia despite un-diesel-like heavy fuel consumption.
The only real issue with owning a used Cruiser 200 as an alternative to a Tank 300 is parking and garage dimensions. Make sure your office parking or garage is big enough to accommodate the King of the Land Cruisers.
Will imported Nissan Navara stick with 2.5 DDTi engine?
With its Rosslyn factory set to be taken over by Chery, Nissan SA will soon switch to an imported version of the Navara bakkie. But will it stick with the 2.5 DDTi engine?
Local Navara production set to end by May 2026
Bakkie will instead be imported from Thailand
Likely to continue with 2.5-litre turbodiesel mill
By the middle of 2026, Chinese firm Chery looks set to finalise its acquisition of Nissan’s factory in Rosslyn. As such, local production of the Navara will end, with the brand thereafter opting to import the bakkie. Question is, will the Thai-built version stick with the 2.5 DDTi engine or switch back to the 2.3-litre twin-turbodiesel motor?
As a reminder, the D23-series bakkie launched in Mzansi way back in March 2017, sourced from Thailand and offered with the 2.3-litre bi-turbodiesel engine (YS23). After a R3-billion investment in the Rosslyn plant, local production of the updated Navara started in mid-2021, with this made-in-SA version instead using the older 2.5-litre turbodiesel mill (YD25).
Local production of the Navara is set to end by May 2026.
With Rosslyn production of the Navara officially scheduled to wrap up by May 2026, we asked Nissan South Africa whether the imported version of the bakkie would revert to the YS23 engine (which offers very similar outputs to the 2.5 DDTi lump) used in Thailand – and indeed most other major D23-series Navara markets around the world.
“The current outlook is that the Navara range will continue with the YD25 2.5-litre turbodiesel engine,” Nissan SA told Cars.co.za. For the record, this older powertrain is still offered in select markets, including Malaysia and the Philippines (both of which source their Navara units from the Samut Prakan factory in Thailand).
Nissan SA hopes to import both the single- and double-cab body styles.
Interestingly, the Japanese automaker’s local division furthermore confirmed to us that – “based on current planning”, anyway – both the single- and double-cab body styles are set to be imported from Thailand, adding that it would “share further details regarding model derivatives, and more information, in due course”.
The outgoing, SA-built Navara line-up currently comprises 20 derivatives – 3 single cabs and 17 double cabs. Pricing starts at R433 500 and runs through to R924 000 (the latter for the Navara Pro-4X Warrior derivative, which is currently converted by Premcar SA at the Rosslyn plant; the future of this flagship variant, however, remains unclear). All use the 2.5-litre oil-burner, offering 120 kW/403 Nm in 6-speed manual guise and 140 kW/450 Nm in 7-speed automatic form.
The future of the Warrior flagship (currently converted by Premcar SA in Rosslyn) remains unclear.
In 2025, local registrations of the Navara increased 2.3% year on year to 4 985 units, seeing this model retain 6th place on the list of South Africa’s best-selling bakkies – but only just (the GWM P-Series was a mere 59 units behind). This growth came off the back of a 6.0% year-on-year increase in Navara sales in 2024.
As an aside, in November 2025, Nissan revealed the new D27-series Navara, based squarely on the Mitsubishi Triton and “developed specifically for Australia and New Zealand”. At that point, Nissan SA confirmed to us that – just as we had suspected in March 2025 – an updated version of the D23-series Navara would instead soldier on in the local market, mirroring the brand’s strategy in Latin America (where the bakkie is badged as the Frontier).
Frequently Asked Questions (FAQ) About the Nissan Navara Transition in SA
Q: Why is Nissan South Africa switching to an imported Navara?
A: Local production of the Navara at the Rosslyn factory is scheduled to end by May 2026 as the facility transitions to new ownership under Chery. To maintain its presence in the bakkie market, Nissan SA will begin importing the Navara from Thailand.
Q: Will the imported Navara feature a new engine?
A: Despite switching to Thai-sourced units, Nissan SA has confirmed plans for the Navara to continue to use the 2.5 DDTi (YD25) turbodiesel engine rather than reverting to the 2.3-litre twin-turbo (YS23) unit used in many other global markets.
Q: Is the all-new D27-series Navara revealed in late 2025 coming to South Africa?
A: No. The new Mitsubishi Triton-based D27 Navara was developed specifically for the Oceania region (Australia and New Zealand). South Africa will instead stick with the D23-series platform, which is expected to receive a comprehensive “facelift” or update in 2026 to remain competitive against rivals like the Hilux and Ranger.
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’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
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).
How much is the VW Polo Vivo Xpress in South Africa?
DERIVATIVE
PRICE
Volkswagen Polo Vivo Xpress 1.4 5MT
R279 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.
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.
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.
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.
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.
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.
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’
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.
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.
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
Feature
1.6T Elegance
1.5T SHS PHEV
Difference
Purchase price
R589 900
R689 900
PHEV costs R100 000 more
Power & Torque
145 kW/290 Nm
255 kW/525 Nm
PHEV has 110 kW more power
Fuel tank size
51 L
60 L
PHEV holds 9 litres more fuel
Battery size
N/A
18.3 kWh
105 km EV range (claimed) ~90 km real-world
Consumption (claimed)
7.5 L/100km
4.9 L/100km (hybrid mode)
PHEV is ~35% more efficient on petrol
Total range
~680 km
>1 200 km
PHEV goes ~520 km further
Cost to fill up
R1 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 Elegance
1.5T SHS PHEV
8.46 seconds to 100 kph
7.39 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 Elegance
1.5T SHS PHEV
Purchase price
R589 900
R689 900
Interest rate
10.25% (prime)
10.25% (prime)
Term
72 months
72 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.
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).
