Suzuki Dzire vs Honda Amaze: small sedans compared
What are the main differences between the Suzuki Dzire and Honda Amaze? Let’s see exactly what separates these Indian-built small sedans on paper.
The Suzuki Dzire and Honda Amaze are both small sedans built in India. They’re both popular with ride-hailing services and both entered a new generation here in South Africa towards the middle of 2025. So, what are the main differences between these diminutive sedans?
Below, we’ll compare the key attributes of the Dzire and Amaze, including overall dimensions, luggage space, powertrains, safety features and, of course, warranty and pricing details. What we won’t do here is a deep dive on standard equipment – we’d encourage you to head over to our handy comparison tool should you wish to explore that topic further.
Dimensions & boot space
The Amaze features a slightly larger boot.
While the Dzire and Amaze both measure exactly 3 995 mm from nose to tail, it’s the Suzuki sedan that stands ever-so-slightly wider and taller. However, the Amaze hits back with a 20 mm longer wheelbase, which arguably translates to a marginally roomier cabin. And it has a 38-litre more generous luggage compartment, too.
Suzuki Dzire
Honda Amaze
Length
3 995 mm
3 995 mm
Width
1 735 mm
1 733 mm
Height
1 525 mm
1 500 mm
Wheelbase
2 450 mm
2 470 mm
Ground clearance
145 mm
138 mm
Luggage capacity
378 litres
416 litres
Interestingly, the Dzire rides on 14-inch steel wheels (wrapped in 165/80 R14 tyres) or 15-inch alloys (shod with 185/65 R15 rubber), depending on the derivative, while offering 145 mm of ground clearance. All Amaze variants feature 15-inch alloy rims, 185/60 R15 tyres and 138 mm of ground clearance.
Engines & transmissions
While the Dzire uses a 3-cylinder motor, the Amaze has a 4-pot.
Despite both engines displacing 1.2 litres, there’s a key difference between these powerplants: the cylinder count. Yes, the Dzire’s unit is a 3-pot, while the Amaze motor features 4 cylinders. The latter offers marginally more power, but the former makes slightly more torque.
Suzuki Dzire
Honda Amaze
Engine
1.2-litre, 3-cylinder petrol
1.2-litre, 4-cylinder petrol
Power
60 kW @ 5 700 r/min
66 kW @ 6 000 r/min
Torque
112 Nm @ 4 300 r/min
110 Nm @ 4 800 r/min
Transmission
5-speed manual or CVT
5-speed manual or CVT
Fuel consumption
4.4 L/100 km (4.5 for CVT)
5.5 L/100 km
It’s also worth noting the Amaze’s engine generates its peak figures somewhat higher in the rev range. It has a higher fuel-economy claim, too. For the record, both small sedans are available with either a 5-speed manual gearbox or a continuously variable transmission (CVT).
Basic safety features
The Dzire switched from beige to black seats in November 2025.
We’re pleased to report all derivatives across the Dzire and Amaze line-ups ship standard with ABS (with EBD), stability control and ISOfix child-seat anchors. Suzuki should be commended for including 6 airbags as standard. Honda offers a full complement of airbags only for the Comfort grade, with the base Trend specification making do with 2.
Suzuki Dzire
Honda Amaze
ABS with EBD
Yes, all derivatives
Yes, all derivatives
Stability control
Yes, all derivatives
Yes, all derivatives
Airbags
6, all derviatives
2 for Trend; 6 for Comfort
ISOfix child-seat anchors
Yes, outer rear
Yes, outer rear
For the record, the current Suzuki Dzire was awarded a 5-star adult-occupant safety rating and a 4-star child-occupant rating by Global NCAP in November 2024, before scoring 5 stars in each category in India’s Bharat NCAP assessment. The latest Honda Amaze, meanwhile, was granted 5 stars for adult-occupant protection and 4 stars for child-occupant protection by Bharat NCAP (but hasn’t been tested by Global NCAP).
Pricing, warranty & service plan
Price-wise, the Dzire is positioned lower than the Amaze.
Though the Dzire and Amaze are similar in several ways, they’ve intriguingly been positioned somewhat differently in South Africa. The Suzuki, for instance, is more affordable, but the Honda counters with some additional equipment.
Suzuki Dzire
Honda Amaze
Entry-level price
GA MT: R229 900
Trend MT: R254 900
Top-spec price (manual)
GL+ MT: R252 900
Comfort MT: R274 900
Top-spec price (auto)
GL+ CVT: R272 900
Comfort CVT: R294 900
Warranty
5-years/200 000 km
5-years/200 000 km
Service plan
4-years/60 000 km
4-years/60 000 km
Both are covered by a comprehensive 5-year/200 000 km and 4-year/60 000 km service plan (with intervals of 15 000 km). Note that all pricing is correct as of December 2025.
Frequently Asked Questions (FAQ): Suzuki Dzire vs Honda Amaze
Q: What are the primary differences in size and luggage capacity between the Suzuki Dzire and Honda Amaze?
A: Both sedans measure exactly 3 995 mm long. The Honda Amaze has a 20 mm longer wheelbase (2 470 mm), suggesting a slightly roomier cabin. The Amaze also boasts a larger boot capacity of 416 litres, compared to the Dzire’s 378 litres. The Dzire, however, is slightly wider and taller.
Q: How do the engines and safety features of the Dzire and Amaze compare?
A: The Dzire uses a 1.2-litre, 3-cylinder petrol engine (60 kW/112 Nm) while the Amaze features a 1.2-litre, 4-cylinder petrol engine (66 kW/110 Nm). In terms of safety, the Suzuki Dzire includes 6 airbags as standard on all derivatives. The Honda Amaze offers only 2 airbags on the base Trend specification, with 6 airbags reserved for the top-spec Comfort grade.
Q: How are the Suzuki Dzire and Honda Amaze positioned in terms of pricing?
A: The Suzuki Dzire is positioned as the more affordable option. Its entry-level price (GA MT) is R229 900, compared to the Amaze’s entry price (Trend MT) of R254 900. The top-spec automatic models show a similar difference, with the Dzire GL+ CVT priced at R272 900 and the Amaze Comfort CVT at R294 900.
A Toyota engineer has revealed why the Japanese brand opted to stick with the IMV platform for the new Hilux, rather than shift the bakkie to the more modern TNGA-F architecture…
Toyota engineer says 4 factors informed the decision
Total cost of ownership was seemingly the key driver
Wondering why Toyota opted not to underpin the new Hilux with its latest TNGA-F platform, instead sticking with an updated version of the long-in-the-tooth IMV architecture? Well, a high-ranking Toyota engineer says 4 specific reasons informed the Japanese brand’s decision.
Anyarat Sutthibenjakul, Regional Chief Engineer at Toyota Motor Asia, told carsales.com.au that while the automotive giant indeed investigated a potential switch to the TNGA-F platform (as employed by North America’s Tacoma, for instance), it ultimately decided to build the 9th-generation Hilux on the IMV underpinnings.
Why? Well, Sutthibenjakul suggested the decision to stick with the IMV platform was informed by the following 4 factors: QDR (quality, durability and reliability), off-road performance, safety performance and total cost of ownership.
Based on her comments to the Australian publication, the latter appeared to be the key driver of this strategy. In short, she suggested moving the Hilux to the more modern TNGA-F architecture would simply have made the final product too expensive to buy and maintain, compared to the outgoing version.
“When we talk about total cost of ownership, there are so many things, including the upfront pricing and serviceability, the maintenance, the downtime, whatever,” Sutthibenjakul told carsales.com.au, adding that the Hilux “should have the best total cost of ownership”.
She went on to suggest that while employing a single global platform – in this case, TNGA-F – to underpin Toyota’s various bakkies might look like good business sense, it would have been to the detriment of Hilux customers, who would have had to “pay more” for a platform that would furthermore have “unnecessarily” added weight.
“That’s something that customers are not expecting. So, we keep the optimum platform for customers, not for ourselves,” Sutthibenjakul told the publication, before conceding the 9th-gen Hilux’s lifecycle could potentially be shorter than the traditional 10 years.
As a reminder, the new Hilux was revealed in Thailand on 10 November 2025, a decade after the debut of its predecessor. It retains that outgoing generation’s IMV platform, though gains new hydraulic engine mounts and shear-type cabin mounts to “reduce vibrations and enhance ride comfort”.
The new Hilux – the 9th iteration of a nameplate that has held the title of Mzansi’s best-selling vehicle overall for more than half a century – is expected to launch in South Africa at some point in 2026. The SA-spec version will again be produced at Toyota SA Motors’ Prospecton plant in KwaZulu-Natal.
Q: Why did Toyota choose to stick with the IMV platform instead of moving the new Hilux to the modern TNGA-F architecture?
A: Toyota says its decision to stick with the updated IMV platform was based on 4 key factors: Quality, Durability and Reliability (QDR), off-road performance, safety performance, and total cost of ownership. The key driver was ensuring the Hilux remains affordable to buy and maintain, as using the TNGA-F platform would have unnecessarily increased its weight, complexity and final price for customers.
Q: What are the main components of “total cost of ownership” that influenced Toyota’s decision?
A: According to a Toyota engineer, total cost of ownership includes several factors, such as the upfront pricing, serviceability, maintenance and downtime. The company prioritised keeping these costs low to meet the expectations of its Hilux customers globally.
Q: When is the new, 9th-generation Toyota Hilux expected to launch in South Africa?
A: The new, 9th-generation Toyota Hilux, which retains the IMV platform with various upgrades, is expected to launch in South Africa at some point in 2026. The SA-spec version will again be produced locally at Toyota SA Motors’ Prospecton plant in KwaZulu-Natal.
The introduction of the all-new Tata Harrier marks an important development for the Indian brand as it re-enters the local automotive market; the Harrier joins what is arguably one of the most popular and hotly contested segments: midsize crossover. However, it has a potential ace up its sleeve to set it apart: the relative rarity of diesel power.
After a hiatus of more than 6 years, Tata is back in South Africa with a line-up of 4 passenger cars. At the head of this range sits the new Tata Harrier, which steps into the competitive midsize SUV/crossover arena promising an unbeatable blend of value, features, and distinctive styling. We spent time with the flagship Harrier Fearless+ 2.0DT AT derivative to see how it stacks up against its Asian and European rivals.
Tata Harrier: Bold & angular exterior design
All Harrier models features LED headlamps as standard, while mid-spec Adventure+ and up have a comprehensive ADAS setup.
The first aspect of the Harrier that commands attention is its styling. While design is subjective, the Harrier’s sharp angles and bold appearance successfully distinguish it from the family SUV crowd. The review vehicle, finished in white with a contrasting black roof and 18-inch black alloy wheels wrapped in sensible 235/60 tyres, showcased a modern and assertive road presence. Impressive.
While we appreciate the Harrier’s inclusion of separate controls for the climate system, it’s curious that the 12.3-inch central touchscreen is angled away from the driver.
The Tata Harrier‘s interior is packed with technology and features, particularly in the top-spec Fearless+ model, which is priced at R699 900. However, even the Pure+ variant is well equipped at R549 900, including niceties like 17-inch wheels, gear shift paddles, a reverse-view camera, keyless entry and start, plus wireless Android Auto and Apple CarPlay.
The Adventure+ and Fearless+ get a wireless smartphone charger. Note the neat terrain mode selector.
Stepping into the flagship Fearless+ model, you gain the following standout features:
Premium sound: A 10-speaker JBL sound system.
Comfort: Ventilated seats for hot days.
Connectivity: A generous number of USB-A and USB-C ports, a wireless charging pad, and integration with Amazon Alexa, allowing for voice-controlled climate control.
Safety: The Harrier boasts a comprehensive safety package, including seven airbags, a 360-degree camera, all-round park sensors, and Level 2 assisted driving capability.
A 10.25-inch digital display is standard on all Harriers.
However, the interior is not without its peculiarities. A frustrating ergonomic choice is the positioning of the infotainment screen, which is noticeably angled towards the passenger rather than the driver.
Tactile quality is fine but our test unit exhibited an unsettling number of squeaks and rattles. Try before you buy to confirm whether this is common to other Harriers, or just to this press unit.
Practicality & passenger comfort
A family SUV must be practical above all else, and the Harrier doesn’t trip up in this regard. The second row is comfortable, offering generous legroom and sufficient headroom. A highlight is the clever design of the headrests, which resemble those found on an airline seat, cradling the head and proving ideal for napping during a long journey.
The Harrier offers impressive rear-seat space, plus enhanced comfort thanks to the airline-style headrests that can be folded inwards.
Rear passengers also benefit from privacy blinds, additional climate control vents in the B-pillars, and multiple USB-A and USB-C ports. There’s also a commendable amount of both head- and legroom for tall adults.
The luggage bay is accessed via an automated tailgate (with gesture control) on the top-spec model and offers a capacity of 445 litres, which is segment-average. We managed to comfortably fit 6 cooler boxes, proving it adequate for a weekend jaunt.
Diesel power & open-road performance
While the Harrier’s automatic transmission might seem antiquated with just six gears, it provides a happy match for the diesel engine.
Under the bonnet, all Tata Harrier derivatives are equipped with a 2.0-litre turbocharged diesel engine delivering a commendable 125 kW and 350 Nm of torque. It’s paired with a six-speed automatic transmission driving the front wheels.
We’ve become accustomed to petrol power in midsize crossovers, often mated with one or more electric motors, so it’s refreshing to pilot a torquey diesel engine that moves the Harrier along with little fuss: both mid-range acceleration and refinement are commendable.
As we’ve come to expect from vehicles sourced from India, the ride quality is absorbent. Sensibly profiled tyres wrapping 18-inch alloys help in this regard.
The Harrier offers three driving modes: city, sport and eco. In terms of efficiency, the manufacturer claims a figure of 6.6 L/100 km. During the review, the vehicle achieved a real-world average of 7.6 L/100 km over 560 km of varied driving, which will likely tumble in more gentle, considered daily driving.
As for the driving experience, the ride quality is absorbent, like we’ve come to expect from India-sourced vehicles, but the handling is stable rather than involving. Open-road cruising refinement is generally good, with the diesel engine settling down.
The Tata Harrier’s competitors & pricing
The Harrier is strikingly styled, helping it stand out in a sea of accomplished rivals.
The Tata Harrier enters the market facing stiff competition from several established players. Among its fiercest diesel rivals are the Hyundai Tucson, Kia Sportage and Volkswagen Tiguan (although its diesel derivatives are priced well beyond the Harrier range). If you’re willing to forego diesel power, a whole range of excellent petrol-powered Asian and European competitors are available.
Aside from this Lunar White hue, the Harrier can be specced in four other colours: Ash Grey, Seaweed Green, Pebble Grey and Coral Red.
The Harrier’s three-model line-up starts from R549 900, with the range-topping Fearless+ reviewed here topping out at R699 900. The aftersales package includes a 5-year/125 000 km warranty and a 5-year/75 000 km service plan.
Model Derivative
Price*
Tata Harrier 2.0TD Pure+ 6AT
R549 900
Tata Harrier 2.0TD Adventure+ 6AT
R649 900
Tata Harrier 2.0TD Fearless+ 6AT
R699 900
*All pricing correct as of December 2025.
Verdict
Great looks with diesel power make it an interesting choice.
Overall, the new Tata Harrier brings an appealing combination of diesel power, distinctive design and a comprehensive list of features to the South African market. However, in reality it lacks some of the refinement and premium touches vehicles such as the Kia Spotage offer.
For that reason, we feel there’s better value to be found in the entry-level and mid-spec derivatives. That said, if you’re willing to consider petrol alternatives (and even some hybrid and plug-in hybrids), you’ll find the market offers a number of truly excellent alternatives.
Frequently Asked Questions (FAQ)
Q: What engine and power outputs does the Tata Harrier use in South Africa?
A: All derivatives of the Tata Harrier are equipped with a 2.0-litre turbocharged diesel engine that produces 125 kW and 350 Nm of torque, paired with a six-speed automatic transmission.
Q: What is the price range for the new Tata Harrier in South Africa?
A: The Tata Harrier range starts from R549 900 for the entry-level 2.0TD Pure+ 6AT model and goes up to R699 900 for the top-spec 2.0TD Fearless+ 6AT model.
Q: Does the Tata Harrier come with ventilated seats?
A: Yes, the top-spec Tata Harrier Fearless+ 6AT model includes comfort features such as ventilated front seats.
Q: What aftersales package is included with the purchase of a Tata Harrier?
A: The Tata Harrier comes standard with a 5-year/125 000 km warranty and a 5-year/75 000 km service plan.
Refreshed VW Polo to gain hybrid powertrains – report
The SA-built Volkswagen Polo hatch is in line to receive a significant update, which a fresh report suggests will include new hybrid powertrains. Here’s what we know…
Polo hatch set to receive “substantial” update
Mild- and full-hybrid powertrains on the cards
Revised hatch to live on alongside ID Polo EV
Although Volkswagen is preparing to reveal its all-new fully electric ID Polo, the 6th-generation version of the Kariega-built hatchback is set to live on thanks to what will effectively be a 2nd facelift – and a report out of Europe suggests this update will include hybrid powertrains, too.
Yes, according to Auto Express, an upcoming “substantial update” for the Polo hatch – currently offered exclusively with pure-combustion engines – will include the rolling out of new hybrid powertrains. The British publication claims VW is planning both a mild-hybrid powertrain and a “new-generation” traditional hybrid system.
The ID Polo EV will be sold alongside the updated Polo in Europe.
The incorporation of such powertrains will be possible thanks to what the report describes as a “major upgrade” for the Polo’s MQB-A0 architecture. This will furthermore allow the Wolfsburg-based automaker to incorporate its latest digital interfaces in the cabin, along with uprated advanced driver-assistance systems. Revised exterior styling, meanwhile, seems to be a given.
Martin Sander, who serves as Volkswagen’s board member for sales, marketing and aftersales, confirmed to Auto Express: “There will be an update to the combustion Polo. We can continue to build combustion-powered cars for as long as we need to – there is no limit. The existing platform is more than capable of that”.
The Mk6 Polo is currently offered in ICE (internal combustion engine) flavour only.
“In order to compete in Europe, we have to service the whole of Europe. Norway is 100% electric, but the South is very different. Somewhere like Italy is only 10% electric. And we still need to offer our customers the sorts of car they want to buy, no matter their region or preference,” Sander added.
Back in 2022, the petrol-powered Polo hatch appeared to be on the chopping block in Europe, owing to the continent’s tightening emissions regulations. But in May 2024, Thomas Schäfer, CEO of the Volkswagen brand, suggested this model might continue “until the end of this decade”.
The GTI tops the currently Polo range.
This remains significant news for South Africa, since Volkswagen’s Kariega facility is currently the sole producer of the Polo hatchback worldwide. Considering Europe is the factory’s main export market, the Polo’s stay of execution on the Old Continent will allow VW Group Africa’s plant in the Eastern Cape – which has built over 2 million Polo units since 1996 – to retain significant production volumes.
Of course, whether the SA-spec version of the updated Polo hatchback will be available in mild- and full-hybrid form remains to be seen. Currently, VW Group Africa offers no hybrid models in Mzansi, having previously suggested SA’s fuel quality was not compatible with these powertrains (explaining such models would be available locally only after the implementation of SA’s long-delayed “Clean Fuels II” regulations, scheduled for 2027).
VW’s Kariega facility has produced over 2 million Polo units since 1996.
As a reminder, the Mk6 Polo hatch launched in South Africa in January 2018, with the likewise locally produced GTI hot hatch following by the middle of that year. The facelifted version hit the local market at the start of 2022. The current 5-strong range kicks off at R373 800 and runs through to R585 800 for the GTI (prices correct in December 2025).
In 2022, local sales of the Polo hatchback fell 13.9% year on year to 15 697 units, seeing this model slide 3 places to 5th on the list of SA’s best-selling passenger vehicles. Though it retained that ranking in 2023, registrations fell a further 25.2% to 11 748 units.
VW’s Kariega factory exported more than 115 000 units of the Polo hatch in the opening 11 months of 2025.
Despite gaining 4.3% in 2024 to end on 12 253 units, the Polo hatch dropped to 7th last year. With just a month of 2025 to go, this model finds itself way down in 13th place on 8 652 units. However, over the same 11 months, as many as 115 478 units have been exported from South Africa.
Q: What significant changes will the upcoming update for the Kariega-built VW Polo hatch include?
A: The upcoming “substantial update” for the Polo hatch will reportedly include the rolling out of new hybrid powertrains (both a mild-hybrid and a traditional hybrid system). Volkswagen will likely also incorporate its latest digital interfaces in the cabin, uprated advanced driver-assistance systems and revised exterior styling.
Q: What platform modification makes the incorporation of the new hybrid powertrains possible?
A: The ability to incorporate new mild- and full-hybrid powertrains will seemingly be possible due to a “major upgrade” to the Polo’s existing MQB-A0 architecture. This platform enhancement will also allow the automaker to integrate its newest digital technology and driver-assistance systems.
Q: Why is the continuation of the petrol-powered Polo hatch significant for Volkswagen South Africa?
A: The continuation of the Polo is significant because Volkswagen’s Kariega facility is the sole global producer of the Polo hatchback. Its continued demand in Europe, the factory’s main export market, will allow the Eastern Cape plant to retain significant production volumes.
The launch of the JMC Vigus bakkie officially marks the Chinese brand’s return to South Africa’s competitive bakkie market. Here’s pricing for the 3-strong line-up…
Chinese marque JMC revived in South Africa
Vigus bakkie kicks off at just under R300 000
Single cab has 2.4TD; double cabs use 2.0TD
Jiangling Motors Corporation – or “JMC” for short – is officially back in South Africa, with the Chinese brand’s local range comprising the JMC Carrying Plus truck and the JMC Vigus bakkie at (re)launch.
Now distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi), JMC announced its return to SA back in July 2025. Around a year prior, Cars.co.za discovered trademark filings suggesting JMC was indeed lining up a local revival.
The Vigus single cab launches as one of the most affordable options in its segment.
JMC says it plans to hit a total of 40 dealerships across the country within the next year. In addition to the Carrying Plus truck (which is offered in a trio of body styles), the Chinese marque marks its return with the launch of the Vigus ladder-frame bakkie. It says “additional model ranges” (including the larger Grand Avenue bakkie) will follow in due course.
But for now, the Vigus portfolio includes a single-cab derivative and a pair of double-cab variants. The Vigus 2.4TD SC 4×2 5MT is priced at R299 900, making it one of the most affordable options in its segment. It slots between the Mahindra Pik Up 2.2CRDe SC S4 4×2 6MT (R289 249) and the GWM Steed 5 2.0VGT SC S 4×2 6MT (R307 950).
A (frustratingly low-resolution) look at the Vigus single cab’s interior.
This 2-door derivative is powered by a Ford-derived 2.4-litre, 4-cylinder turbodiesel engine, which delivers 103 kW and 310 Nm to the rear axle via a 5-speed manual gearbox. Key standard features include a rubberised load bay, 17-inch alloy wheels, front foglamps, a 4-speaker audio system, cruise control, rear parking sensors, ABS (with EBD) and a driver’s airbag (with a front passenger airbag listed as “optional”).
What about the double cabs? Well, the Vigus 2.0TD DC 4×2 8AT is priced at R439 900, while the Vigus 2.0TD DC 4×4 8AT comes in at R499 900. Interestingly, the 4-door versions – measuring the same 5 305 mm from front to back as the single cab – switch to a newer (likewise Ford-sourced) 2.0-litre, 4-cylinder turbodiesel motor, which delivers 104 kW and 350 Nm (to either the rear axle or all 4 wheels) via a ZF-sourced 8-speed automatic transmission.
Distinct grille designs for the single- and double-cab derivatives.
Compared with the single-cab workhouse, these double-cab derivatives gain items like side steps, a 9.7-inch touchscreen (with wireless Android Auto and Apple CarPlay), a reverse-view camera, a front passenger airbag and the option of leather upholstery. JMC South Africa has yet to announce load capacity or fuel economy claims for any of the 3 derivatives.
For the record, the Vigus is known as the “Yuhu” in its domestic market of China. The single-cab derivative now available in SA appears to be related to the Yuhu 7 (as opposed to the Yuhu 5 previously offered in our market). The SA-spec double cabs, meanwhile, seem closer aligned to the Yuhu 9, which itself is based on the Yuhu 7.
What does the JMC Vigus cost in South Africa?
DERIVATIVE
PRICE
JMC Vigus 2.4TD SC 4×2 5MT
R299 900
JMC Vigus 2.0TD DC 4×2 8AT
R439 900
JMC Vigus 2.0TD DC 4×4 8AT
R499 900
The prices above include a 5-year/100 000 km warranty. Service-plan details have yet to be confirmed, with JMC SA thus far saying only that “service plans vary per model”.
Frequently Asked Questions (FAQ) About the JMC Vigus Bakkie
Q: What are the three variants and their prices in the new JMC Vigus line-up in South Africa?
A: The JMC Vigus line-up in South Africa consists of three derivatives: the JMC Vigus 2.4TD SC 4×2 5MT (Single Cab) priced at R299 900, the JMC Vigus 2.0TD DC 4×2 8AT (Double Cab 4×2) at R439 900 and the JMC Vigus 2.0TD DC 4×4 8AT (Double Cab 4×4) at R499 900.
Q: What are the engine specifications and transmissions used for the single-cab and double-cab Vigus models?
A: The single-cab model uses a Ford-derived 2.4-litre turbodiesel engine (103 kW and 310 Nm), paired with a 5-speed manual gearbox. The double-cab models switch to a Ford-sourced 2.0-litre turbodiesel engine (104 kW and 350 Nm), which uses a ZF-sourced 8-speed automatic transmission.
Q: What features do the Vigus double-cab models gain over the entry-level single-cab derivative?
A: The Vigus double-cab models gain several features compared to the single cab, including side steps, a 9.7-inch touchscreen (with wireless Android Auto and Apple CarPlay), a reverse-view camera, a front passenger airbag and the option of leather upholstery. Both double-cab versions come standard with the automatic gearbox and the 2.0-litre turbodiesel engine.
The new Kia Seltos has been revealed in India, featuring larger dimensions, bolder exterior styling and a tech-filled cabin. And it’s set to launch in SA in 2026…
Kia’s new SP3-series Seltos fully revealed in India
The wheelbase has grown a considerable 80 mm
Expected to launch in SA at some point in 2026
Meet the new Kia Seltos. Freshly revealed in India, the 2nd-generation version of the South Korean firm’s sub-Sportage crossover has grown considerably compared to the original, while also gaining bolder exterior styling and more in-cabin technology. And it’s expected to launch in South Africa at some point in 2026.
Described as a “core model in Kia’s global SUV line-up”, the new Indian-built Seltos – which is built on the Seoul-based brand’s latest K3 platform – measures 4 460 mm from front to back, making it 95 mm longer than the outgoing version. Furthermore, the space between its axles has grown by 80 mm, with the new model’s wheelbase measuring 2 690 mm.
The larger exterior dimensions have resulted in “improved” cabin space and “generous headroom and legroom for all passengers”, according to Kia, while the luggage compartment now offers 536 litres (that’s 103 litres more than before) of packing room. The new SP3-series Seltos also features 2nd-row reclining (and sliding) seats that are adjustable by a total of 24 degrees.
Seltos interior design completely overhauled
Up front, Kia’s designers have adopted a column-type shift-by-wire system for automatic derivatives, freeing up space in the centre console in the process. The automaker describes the overall cabin layout as “uncluttered” yet full of “premium materials”.
Of course, local specifications have yet to be confirmed, but the international press material lists a number of equipment highlights, including a panoramic sunroof, 64-colour mood lighting, premium sound systems (from both Harman Kardon and Bose), a head-up display and a surround-view monitor.
There’s also a new panoramic display that combines a pair of 12.3-inch screens with a dedicated climate control panel. Meanwhile, exterior design highlights include flush door handles, contrasting cladding and full-width taillamps, with trim levels set to include standard, X-Line and GT-Line. Wheel sizes will range from 16 to 19 inches.
Engine line-up detailed, with hybrid to come
What about engines? Well, Kia’s international press material says the new Seltos will be available with a “balanced range of powertrain options”, although these will obviously vary by market. For instance, some countries will receive a turbocharged 1.6-litre petrol engine available in 2 states of the tune.
The standard-output version makes 132 kW and 265 Nm, and can be mated with either a 7-speed dual-clutch transmission or a 6-speed manual gearbox. The high-output iteration of this forced-induction 4-pot generates 142 kW (and an unchanged 265 Nm) and comes standard with an 8-speed automatic transmission.
A naturally aspirated 2.0-litre petrol motor is also listed in the global press material, offering peak outputs of 110 kW and 179 Nm. All-wheel drive will be optional for certain powertrains, paired with a multi-link rear suspension (rather than the torsion-beam set-up used by the front-driven variants) and a dedicated “terrain mode” system. Kia furthermore says a hybrid variant will be revealed in 2026, though technical details have yet to be shared.
However, from what we understand, the Indian market will stick with the outgoing model’s powertrain range, comprising a naturally aspirated 1.5-litre petrol engine (84 kW/144 Nm), a turbocharged 1.5-litre petrol mill (118 kW/253 Nm) and a 1.5-litre turbodiesel motor (85 kW/250 Nm). Considering Mzansi will again source its units from India, we’d speculate these engines will also carry over in the local market.
New Seltos to be sold alongside outgoing version?
Interestingly, Paul Turnbull, Chief Executive Officer of Kia South Africa, suggested to Cars.co.za at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October 2025 that the new Seltos could be sold alongside the outgoing version in the “medium term”.
“We can start ordering from February [2026], so it depends on our runout. But it’s going to be a little bit pricier than the old one, so we can probably have both on the showroom [floors] for the medium term,” Turnbull said at the time.
As a reminder, the current Seltos portfolio in Mzansi comprises as many as 10 derivatives, with pricing currently running from R379 995 to R626 995 (correct in December 2025).
The Seltos launched in SA in February 2020, before a facelifted version touched down in April 2024 (with entry-level LS derivatives arriving a year later). In 2023, the South Korean firm’s local distributor sold 2 230 units of the Seltos, a figure that fell to 1 652 units in 2024. Year to date at the end of November 2025, Kia SA has registered 2 154 more examples.
Frequently Asked Questions (FAQ) about the new Kia Seltos (SP3-series)
Q: When will the new-generation Kia Seltos launch in South Africa?
A: The new SP3-series Kia Seltos is expected to launch in South Africa at some point in 2026. Paul Turnbull, CEO of Kia South Africa, also indicated that the new and outgoing versions might be sold alongside each other for the medium term, as the new model is anticipated to be slightly pricier.
Q: How much larger are the dimensions and luggage capacity of the new Kia Seltos?
A: The new Seltos has grown considerably, measuring 4 460 mm in length (95 mm longer than before) and featuring a wheelbase of 2 690 mm (an increase of 80 mm). This larger size results in a luggage compartment that offers 536 litres of packing space, which is 103 litres more than the outgoing version.
Q: What are the confirmed engine options for the new Kia Seltos internationally?
A: The international engine lineup includes a naturally aspirated 2.0-litre petrol motor (110 kW/179 Nm) and a turbocharged 1.6-litre petrol engine, available in 2 states of tune (132 kW/265 Nm or 142 kW/265 Nm). A hybrid variant will be revealed in 2026. However, India and SA will likely stick with the outgoing model’s engine options.
Big changes will happen to Ford’s Ranger line-up early next year. But will that create a Ranger XLT-spec gap for loyal Ford double-cab buyers?
Ford’s revised Ranger line-up looks set to have a huge impact on South African bakkie buyers in 2026. But what does the loss of the 2.0-litre bi-turbodiesel (BiT) really mean?
First, some background. VW did all the hard work, and Ford benefited. Until now. That’s the story of 2.0-litre turbodiesel engines in double-cab bakkies for the South African market.
When the Amarok launched back in 2010, the market judged its 2.0 TDI engine as too small and overstressed for a South African double-cab bakkie operating under severe local conditions. But VW engineers proved everyone wrong, partly because the Amarok also eventually brought a more sophisticated transmission to market, too, with many gears: the ZF 8-speed auto.
When Ford retired the 3.2-litre, 5-cylinder turbodiesel in 2020, its 2.0 BiT became the lead South African Ranger diesel powertrain. And there was little judgment about its size – even the previous-gen Ranger Raptor used it. The market had accepted that a 2.0-litre turbodiesel could work, and work well, because the Amarok had proven it over years of durable real-world operations.
VW did the difficult initial engagement with South African bakkie buyers, convincing everyone of the 2.0-litre turbodiesel’s merits. Then Ford did the bomb-squad thing, coming to market to benefit from shifting attitudes toward smaller-capacity, double-cab bakkie engines.
Why the Ranger XLT 2.0 BiT mattered
Big bakkie, small engine, decent power. And the market acceptance has been high…
The 2.0 BiT was an essential engine for Ford’s bakkie business in South Africa. It outpowered its main rival (Hilux 2.8 GD-6), but power was only part of what made the 2.0 BiT so driveable. The other element was a 10-speed automatic transmission. This transmission created a driving experience that was responsive, efficient and, most importantly, refined in stop-start urban traffic, where many double-cab bakkies spend most of their driving mileage.
Ford’s decision to retire the 2.0 BiT opens a significant gap in the Ranger double cab powertrain line-up, which has narrowed from 15 to 13 derivatives. But what does that mean for Ranger double-cab buyers?
In simple terms: if you want a Ranger bakkie that’s comfortable on corrugated dirt roads and has enough highway overtaking performance, you now need to buy the 3.0 V6 turbodiesel engine. And that means you’ll be paying more.
The loss of the 2.0 BiT XLT
No styling trinkets. Wheels and tyres that work on all surfaces. A great real-world bakkie.
There was a hope among Ranger owners that Ford would create the double cab many buyers have always wanted: a 3.0 V6 turbodiesel XLT. All the power without the unnecessary extra cost of excessive cosmetic features, oversized alloy wheels and needless luxury cabin trim.
If you know bakkies, you know that luxury double cabs, with their oversized wheels and road-biased highway tyres, aren’t great at doing what a bakkie should be able to do. Like long-distance dirt-road driving across the Karoo or Namibia.
All those styling trim bits that designers add to differentiate premium-grade double cabs serve no practical function. They are just vulnerabilities that scratch and get damaged over time, adding to vehicle depreciation.
The 2.0 SiT XLT just doesn’t have the highway cruising and overtaking performance of the 2.0 BiT.
The best all-purpose double-cab bakkies are the mid-grade ones. Like the XLT. It has all the core safety and cabin infotainment tech, and rugged chassis engineering, but none of the needless cosmetics or cabin trim. And Ranger XLTs feature the correct bakkie wheel size: 17 inches. These are all reasons why a 3.0 V6 turbodiesel XLT would have been so welcome. It had the potential to be the best real-world Ranger double cab, delivering all the features, performance, ruggedness and value that buyers need.
But Ford has other ideas. There is no Ranger 3.0 V6 XLT to replace the 2.0 BiT XLT 4×4 or 4×2, which was a true stealth-value, hero bakkie for many Ford followers. What Ford is offering buyers who want a 2.0 BiT XLT replacement is the 3.0 V6 Sport, which is a trim level higher. And that means you are paying more for a step-up in model grade, while already paying more for a larger engine.
But what about the 2.0 SiT XLT?
It’s a good bakkie, which for 2026 gets a more reliable version of the mid-power 125 kW version of Ford’s 2.0 turbodiesel, using chain-driven ancillaries, as well as the 10-speed automatic transmission. Despite these changes, the 2.0 SiT doesn’t have the power, highway-cruising prowess, or truck-traffic overtaking ability to substitute for the retiring 2.0 BiT.
The one we’ll miss the most: the Ranger XLT 4×2 derivative
The 2.0 BiT XLT 4×2 was perfect for mild gravel road trails like this one.
The other issue with Ford’s 2026 Ranger line-up, framed around the deleted 2.0 BiT XLTs, is drivetrain. Sensible double-cab owners know they don’t need a 4×4. because the most challenging traction situations they’ll ever encounter are some corrugated Karoo backroads and maybe a moss-covered slipway when launching or recovering watercraft.
For most South Africans, a double-cab 4×2 with a locking rear differential is more than adequate. And it saves the cost, weight and future maintenance burden of owning a 4×4-drivetrain vehicle – one that’s never going to use its 4×4 hardware to its full capabilities anyway.
But Ford isn’t offering a replacement for the 2.0 BiT XLT 4×2 in its new Ranger line-up. The 3.0 V6 Sport is available only as a 4×4. That means you can’t have a value-grade Ranger double cab in 4×2 with a powerful turbodiesel engine.
If you want a 4×2, your only choice is to sacrifice highway performance by ordering the 2.0 SiT XLT 4×2. Or buying a powertrain that nobody really wants: the new 222 kW/452 Nm 2.3 EcoBoost Sport 4×2, which offers arguably too much highway cruising performance and unavoidably heavy fuel consumption – like all turbopetrol bakkies.
The 2.0 BiT XLT 4×2 was a terrific real-world double-cab for South African Ford buyers. It offered all the core capabilities of Ranger, with strong highway cruising performance. A pity there’s nothing to really replace it in the rationalised Ranger line-up.
BYD South Africa is gearing up for a successful 2026. The world’s largest producer of New Energy Vehicles (NEVs) has had a promising start in South Africa, retailing a healthy number of units per month through its 18 dealerships. And the Sealion 5 is one of the critical new products that BYD likely hopes will help it break into the top 10 as it expands its dealer network to 30 retailers by the end of next year. This is undeniably a big task – does the Sealion 5 have what it takes to help the brand reach its goals?
At the media launch of the Sealion 5, BYD South Africa‘s managing director, Steve Chang, enthusiastically informed us about BYD’s aggressive growth plans locally, stating that his head office team has grown from 5 to 30 people in less than 3 months in preparation for the success forecasted by the brand.
The BYD Sealion 5 is a generically handsome crossover, but the 18-inch alloys do look a bit swallowed by the arches.
To fully realise its goals to succeed in our market, the brand needs the right mix of vehicles, priced perfectly to keep consumers interested. This is where the likes of the Sealion 5 come in. Priced at R499 900 for the Comfort variant and topping out at R569 900 for the Dynamic model driven here, it offers a lot of bang for buck to consumers spoiled for choice in its segment. It’s worth mentioning it’s also the most affordable plug-in hybrid SUV in our market.
That’s not enough, however, to convince buyers to pick it in favour of a Toyota Corolla Cross and Kia Seltos, or its myriad Chinese rivals. The Sealion 5 needs real-world talent to support its on-paper appeal.
Design & packaging
At more than 4.7 metres long, this BYD is one of the larger offerings in the compact SUV class.
Aesthetically, the Sealion 5 undeniably appeals to consumers’ wants and needs from modern compact SUVs and crossovers. An oversized grille and distinctive LED lighting are all the rage, and the Sealion 5 ticks those boxes. Touches of silver on the grille, the side skirts and the D-pillars add to its premium aesthetic.
Overall, the vehicle is pretty to look at from most angles, but the 18-inch alloy wheels fitted to both variants appear a tad small in the voluminous arches.
BYD interiors are set apart from rivals thanks to their swooping, organic lines.
The interior features a mix of materials, from decent-quality plastics to silver and piano black trimmings. The leather seats have a semi-bucket-style look to them, which also adds some flair.
Your eye’s immediately drawn to the 12.8-inch infotainment screen and, thankfully, the system is intuitively designed and easy to master. Adding a further modern touch to the cabin is a digital instrument cluster. Overall fit, finish and perceived quality are on par with other vehicles in this price bracket.
Rear legroom is especially generous, making this new entrant suitable for growing families.
It’s safe to say that a vehicle such as this will appeal to young families and executives who appreciate space. For those in that stage of life, the generous rear legroom on offer, as well as the 463-litre luggage space (and claimed 1 410 litres of utility room), will ensure that road trips are tackled with ease; subjectively, it feels like the Sealion 5 offers more interior room than most of its competitors.
What’s it like to drive?
BYD has set up the Sealion 5 to favour comfort over ultimate composure, and that’s a good thing: it rides very well.
We’re happy to report that the Sealion 5 drives as well as it looks. The most impressive takeaway for us was the damping of the car, which has been set up to handle road imperfections beautifully. As a result, this BYD does not feel as dynamic as its competitors but sacrificing dynamism for comfort is something we prefer for a family-oriented SUV.
In Gauteng’s oxygen-starved air, a naturally aspirated engine such as the Sealion 5’s 72 kW/122 Nm 1.5-litre, 4-cylinder powertrain can feel sluggish. Thankfully, the addition of a 145 kW/300 Nm electric motor (for a combined system output of 156 kW) fills in the power gaps nicely.
The Dynamic model gains an electrically controlled tailgate, which affords access to a voluminous luggage area.
As a result, there is an immediacy from standstill that’s sustained as speeds rise. The hybrid drivetrain melds well with the continuously variable transmission, which exhibits little of the whininess that often accompanies such setups.
On electric power alone, the Sealion 5 can travel up to 50 km and, while the brand didn’t provide official figures for the total range, our test vehicle indicated a maximum driving range of more than 900 km.
Overall, this new model left a pleasant impression after our short route around the Cradle Of Humankind and we would be keen to spend more time in the vehicle to get better acquainted with it over a longer distance.
What makes the Sealion 5 stand out even more is how considered BYD has been in its pricing and features package. For example, the brand has partnered with ABSA to offer a finance deal of R6 699 per month (with the usual T&Cs, of course).
Additionally, consumers who buy one are treated to a 3.5 kW home-charger wall box, a V2L socket and a 3-to-7 charger.
Among the standard feature on the Dynamic model are wireless smartphone charging and 360-degree parking cameras.
In terms of specification, the BYD Sealion 5 is particularly well equipped, even in Comfort grade. The Dynamic version we drove additionally features:
360-degree parking cameras.
Heated and ventilated front seats, plus electric adjustment.
All models boast a 5-year/100 000 km warranty, an 8-year/200 000 km power battery warranty, a 4-year/60 000 km service plan and roadside assistance for 5 years/100 000 km.
Considering the strong performance, comfortable ride quality and space on offer, we would say the BYD Sealion 5 is definitely worthy of buyers’ consideration when shopping for a compact family SUV. What’s more, BYD South Africa is making all the right noises about its plans for the local market, which bodes well for aftersales care and resale value.
Frequently Asked Questions (FAQ) about the BYD Sealion 5
Q: What are BYD South Africa’s growth targets for its dealer network?
A: BYD South Africa plans to expand its dealer network from 18 to 30 retailers by the end of 2026, with the ultimate goal of breaking into the top 10 automotive brands locally.
Q: How much does the BYD Sealion 5 cost in South Africa?
A: The BYD Sealion 5 DM-i Comfort variant is priced at R499 900, while the top-of-the-range Dynamic model costs R569 900 (pricing correct as of December 2025).
Q: What is the combined system output of the BYD Sealion 5 plug-in hybrid drivetrain?
A: The drivetrain, which pairs a 1.5-litre petrol engine (72 kW/122 Nm) with an electric motor (145 kW/300 Nm), has a combined system output of 156 kW.
Q: What is the pure-electric driving range of the Sealion 5?
A: The Sealion 5 can travel up to 50 km on electric power alone. The total indicated driving range is stated to be more than 900 km.
Q: What luggage space does the BYD Sealion 5 offer?
A: The Sealion 5 offers 463 litres of luggage space with the rear seats up, and a claimed 1 410 litres of utility room with the seats folded down.
GWM Tank 300 and 500: best sales month yet in SA
The GWM Tank 300 and Tank 500 both put in their best sales performances yet in South Africa, each hitting fresh highs in November 2025. Here’s a look at the figures…
Tank 300 registers new sales high in SA
Tank 500 likewise hits best month yet
New 2.4TD engine driving Tank 300 sales
In November 2025, GWM South Africa’s Tank 300 and Tank 500 ranges each registered fresh sales highs, with a little over 200 units sold between them.
Despite the Chinese company’s overall sales total for November 2025 dipping 9.7% month on month to 2 534 units, the Tank 300 registered its highest total yet, with 184 units sold (3 of which came via the rental channel). That eclipses the ladder-frame SUV’s previous best of 178 units, achieved in July 2025.
As a reminder, in March 2025, GWM SA introduced a pair of new 2.4TD 4×4 derivatives to the Tank 300 range, bringing turbodiesel power to a line-up that had previously comprised only turbopetrol and hybrid electric vehicle (HEV) powertrains. In late August 2025, the brand furthermore added a rear-wheel-drive variant with the oil-burning engine, effectively cutting the starting price to R649 900.
The availability of turbodiesel power saw Tank 300 sales surge, with the nameplate breaching the 3-figure mark in this powertrain’s launch month. Furthermore, Conrad Groenewald, Chief Operating Officer of GWM SA, recently told Cars.co.za he was “fighting for more production” of the oil-burning derivatives.
What about the Tank 500? Well, GWM’s flagship SUV – which is available in just a single trim level, priced from R1 228 950 – hit a total of 29 units (all via the dealer channel) in November. Previously, this model’s best month was February 2025, with 20 examples sold.
November 2025 was also the month in which GWM SA rolled out cosmetic changes to the Tank 500, blacking out various (previously chrome-trimmed) exterior details on the 255 kW hybrid-powered SUV. The updates included a gloss-black grille, dark-chrome roof rails and black 18-inch alloy wheels (along with black Nappa leather and dark-metal trim inside).
Frequently Asked Questions (FAQ) About GWM Tank Sales
Q: What were the sales highlights for the GWM Tank 300 and Tank 500 in November 2025?
A: Both the Tank 300 and the flagship Tank 500 achieved their best monthly sales performances yet in November 2025. The Tank 300 sold 184 units, eclipsing its previous high, while the Tank 500 hit a new record by selling 29 units.
Q: What factor primarily drove the surge in GWM Tank 300 sales during 2025?
A: The introduction of a new 2.4-litre turbodiesel (2.4TD) engine significantly drove the Tank 300’s sales performance. GWM initially launched 4×4 turbodiesel derivatives in March 2025, and later added a more affordable rear-wheel-drive variant with the same oil-burning engine in late August 2025.
Q: What cosmetic changes did GWM roll out for the Tank 500 in November 2025?
A: GWM rolled out cosmetic changes for the Tank 500 in November 2025, which involved blacking out various previously chrome-trimmed exterior details. These updates include a gloss-black grille, dark-chrome roof rails and black 18-inch alloy wheels, complemented by black Nappa leather and dark-metal trim inside.
Is the 2nd-generation Honda Amaze worth a look as a used buy in South Africa? Let’s examine this honest little sedan’s strengths and weaknesses…
Considering the seemingly relentless rise of the crossover, it may surprise you to learn that a small sedan served as Honda’s bestselling model in South Africa in 2022. And in 2023. And again in 2024. Yes, the Honda Amaze held that title for 3 years straight.
Sure, some of this Rajasthan-built model’s volume came courtesy of fleet operators (not to mention e-hailing services), but a closer look at the new-vehicle sales statistics for that period suggests the DF5-series Amaze also held strong appeal among private buyers.
The 2nd-gen Amaze reached SA in October 2018.
While the original version was sold locally as the Brio Amaze – alongside the Brio hatchback, of course – the 2nd generation was badged simply as the “Amaze”. For the record, the Brio hatch fell away in South Africa in 2019, after production of this model ended in India.
Honda Motor Southern Africa would surely have preferred to keep both body styles in its small-car arsenal, but its hand was effectively forced when the brand’s Indian division unceremoniously axed the hatchback. The 2nd-gen Amaze nevertheless proved popular in Mzansi during its 6-and-a-half years on the local market, often leading the sales charts for Honda.
With local registrations tapering to zero units by April 2025, the 3rd-generation Amaze touched down in South Africa in May 2025, retaining the outgoing version’s powertrain (and general dimensions) but gaining fresh styling and extra standard kit.
At launch, the local range comprised 3 derivatives.
The 2nd-gen Honda Amaze was revealed in India in February 2018. By October of that year, this small budget sedan had arrived in South Africa, with the local portfolio comprising a trio of derivatives, each powered by a naturally aspirated 1.2-litre, 4-cylinder petrol engine:
Amaze 1.2 Trend 5MT (66 kW/110 Nm)
Amaze 1.2 Comfort 5MT (66 kW/110 Nm)
Amaze 1.2 Comfort CVT (66 kW/110 Nm)
The facelifted model arrived late in 2021.
By December 2021, the Minato-based firm’s local division had introduced the facelifted Amaze, complete with updated exterior styling and various upgrades to the cabin (including a touchscreen infotainment system for Comfort derivatives). The powertrain was carried over, as were the trim levels (albeit with a specification change or two).
What are the Honda Amaze’s strengths?
Small car, big boot.
Generous luggage space: With a 65 mm longer wheelbase (at 2 470 mm) than that of its forebear, the DF5-series Amaze boasted what Honda claimed was a “best-in-class” luggage capacity of 420 litres. And it certainly was a generously sized boot, considering the Amaze measured a mere 3 995 mm from nose to tail.
It’s worth noting, however, that the rear bench was fixed in place, robbing the Amaze of potential versatility. In addition, the tailgate required the insertion of the vehicle key to unlock. Also keep in mind that, while rear legroom was impressive for the class, headroom was only average.
Well-proven 1.2-litre 4-pot motor.
Tried-and-tested petrol engine: Although a 1.5-litre turbodiesel unit was available in India, the Amaze was offered in South Africa exclusively with Honda’s extensively proven 1.2-litre, 4-cylinder i-VTEC petrol motor.
This naturally aspirated engine delivered 66 kW and 110 Nm to the front axle via either a 5-speed manual gearbox or a continuously variable transmission (CVT), the latter linked to largely superfluous gearshift paddles. Note that peak twisting force arrived only at a relatively lofty 4 800 rpm.
The lightweight Amaze was peppier than its outputs suggested.
While its maximum outputs appeared entirely modest on paper, the Amaze felt a mite peppier in the real world, thanks largely to a low kerb weight (all derivatives tipped the scales at under 950 kg, according to Honda). The Japanese firm claimed a fuel consumption of 5.6 L/100 km for the manual derivatives, a figure that increased marginally to 5.7 L/100 km in the case of the CVT variant.
Relatively pliant ride: Featuring the segment-standard suspension combination of MacPherson struts up front and a space-saving torsion-beam setup at the rear, the Honda Amaze rode with a pleasing degree of pliancy for the class. The suspension was clearly tuned for comfort (aided by 65-profile tyres) over dynamics, while ground clearance came in at a useful 170 mm.
What are the Honda Amaze’s weaknesses?
The light-beige upholstery was prone to grubbiness.
Light interior colour (pre-facelift): At launch in 2018, the 2nd-generation Amaze’s seats featured light-beige upholstery, a hue repeated on the lower sections of the dashboard and interior door panels. While this colour seemingly matched the broader preferences of the Indian market at the time, the South African audience wasn’t nearly as keen.
Still, for those worried that this light-coloured trim would quickly become grubby, Honda offered darker faux-leather seat covers “as a no-cost option”. And, to its credit, the brand fixed this issue entirely at the facelift, when it switched to an all-black interior colour scheme to “enhance durability”.
Honda Motor SA offered these seat covers as a no-cost extra.
Mixed safety ratings: In 2019, Global NCAP awarded the SA-spec Amaze a 4-star safety rating for adult occupancy, though allocated it just a single star for child-occupancy protection. Crucially, the bodyshell (and the footwell area) was rated as “stable” and “capable of withstanding further loadings”.
However, Global NCAP retested the Indian-market Amaze under its stricter protocols in 2024, downgrading the small sedan’s safety rating to 2 stars for adult occupancy and zero stars for child-occupant safety. This rating was deemed valid for India and Africa.
The 2nd-gen Amaze’s safety scores were mixed.
For the record, the DF5-series Amaze was offered locally only with the most basic of safety kit: dual front airbags, ABS with EBD and rear-outboard ISOfix child-seat anchors. Stability control was unfortunately not available for this model.
Build-quality niggles: Considering its positioning at the affordable end of the market, it came as no surprise the Honda Amaze was built to a strict budget. Overall, the cabin build quality seemed about average for the segment, though we did notice some small issues with the pre-facelift unit we evaluated in 2018.
We noted a few build-quality issues during our 2018 test.
For instance, that example’s glovebox required a mighty push to close properly (or the user needed to manually latch it into place), while we found the material used to line the boot was not only rather unsightly but also of a poor quality.
How much is a used Honda Amaze in SA?
Just 4 paint colours were offered.
In Mzansi, the Honda Amaze shipped standard with a 5-year/200 000 km warranty and a 2-year/30 000 km service plan (with intervals of 15 000 km). Effectively, just 4 exterior paint colours were available: white, silver, grey and red.
Less than half of the 2nd-generation Honda Amaze units listed on Cars.co.za at the time of writing were fitted with a CVT. Interestingly, we found just 2 from 2018, while 2022 was (marginally) the most popular model year. Curiously for a budget car, cheaper Trend derivatives were outnumbered by Comfort grade.
Below R150 000: We found 9 listings below the R150 000 mark. Most appeared to be relatively well-used examples (based on our scrutiny of the photographs, at least), often featuring higher-than-average mileage.
R150 000 to R200 000: This pricing bracket housed nearly half of listed DF5-series Amaze units, with an even split between the pre-facelift version and the updated model. Indicated mileage here topped out at 205 000 km.
R200 000 and up: A budget of over R200 000 unlocked access to the final 40% of listed 2nd-gen Amaze units. No models here showed even close to 100 000 km (with 54 000 km being the highest odo reading). The most expensive example we unearthed was a 2024 1.2 Comfort CVT with just 100 km on its odometer and priced at R279 444.
Which Honda Amaze derivative should you choose?
We’d opt for a facelifted Comfort derivative.
So, which derivative should be at the top of your list? Well, though the entry-level Trend grade included items like 15-inch alloy wheels, a tilt-adjustable multifunctional steering wheel and a 4-speaker audio system, it missed out on front foglamps, auto-locking doors and electric adjustment for the side mirrors (though the latter function was added at the mid-cycle update).
The Comfort trim level, meanwhile, upgraded from manual- to automatic air conditioning and featured colour-coded rather than black exterior door handles, with the facelifted version furthermore scoring a 7.0-inch touchscreen (with Apple CarPlay and Android Auto) and a reverse-view camera. Both grades gained rear parking sensors at the facelift.
The all-black interior of the facelifted Amaze.
On that basis (and keeping in mind the updated model featured a black interior), we’d plump for a facelifted 1.2 Comfort derivative. While the manual-equipped version is perhaps somewhat more enjoyable to drive, the largely inoffensive CVT offers obvious advantages should you spend plenty of time in traffic.
Is the Honda Amaze a smart used purchase?
The 2nd-gen Amaze arrived just as the Polo Vivo Sedan exited.
The 2nd-gen Honda Amaze launched in South Africa soon after local production of the popular Volkswagen Polo Vivo Sedan ended. Though the VW’s exit opened a clear gap in the market, the little Honda nevertheless had to fend off competition from several rivals, with the likewise then-new Suzuki Dzire chief among them.
Other (slightly larger) options in the small-sedan segment around that time included the Toyota Etios Sedan and the Ford Figo Sedan, which were both sourced from India. Buyers might also have considered the seldom-spotted BAIC D20 Sedan, while the Hyundai Grand i10 Sedan joined the fray only in August 2023.
Small, sensible and still strong value. But also consider the latest generation.
Ultimately, the DF5-series Honda Amaze carved out a useful sales niche, proving there was still space in South Africa’s private-buyer market for a small, sensible sedan. And it continues to offer strong value as a used buy today, although it’s worth noting the improved, 3rd-gen model isn’t all that much more expensive than its predecessor.
So, should your budget allow, we’d highly recommend also viewing a used version of the latest Amaze, which features arguably more resolved exterior styling and comes standard with stability control as well as more kit (including 6 airbags in the case of the Comfort grade).
Frequently Asked Questions (FAQ) about the Used 2nd-Gen Honda Amaze
Q: For how many years was the Honda Amaze the brand’s best-selling model in South Africa?
A: The 2nd-generation Honda Amaze held the title of Honda’s best-selling model in South Africa for three straight years: 2022, 2023, and 2024.
Q: When did the 2nd-generation Honda Amaze launch in South Africa?
A: The 2nd-generation Honda Amaze (DF5-series) arrived in South Africa in October 2018.
Q: What is the luggage capacity of the 2nd-generation Honda Amaze?
A: The 2nd-generation Honda Amaze has a claimed “best-in-class” luggage capacity of 420 litres.
Q: Which used 2nd-gen Honda Amaze derivative is recommended as a purchase?
A: The article recommends opting for a facelifted 1.2 Comfort derivative (introduced in late 2021) due to its switch to an all-black interior and the addition of features like a 7.0-inch touchscreen infotainment system and a reverse-view camera.
Q: What were the mixed safety ratings for the 2nd-generation Honda Amaze (DF5-series)?
A: The DF5-series Amaze was awarded a 4-star safety rating for adult occupancy and 1-star for child-occupancy protection by Global NCAP in 2019. It was later retested under stricter 2024 protocols, receiving a 2-star rating for adult occupancy and 0-stars for child-occupant safety.
