How well did the new Renault Duster sell in its 1st full month?
How well did the new Renault Duster sell in South Africa in April 2025, its 1st full month on the local market? Here’s a closer look at the sales figures…
The new Renault Duster officially launched in South Africa in the 2nd week of March 2025. So, how well did this 3rd-generation SUV sell in Mzansi in April 2025, its 1st full month on the local market?
According to figures reported to industry representative body Naamsa, Renault sold 89 units of the Duster in April 2025. Interestingly, 4 of these were listed as so-called “single” registrations (that is, units Renault SA kept and licensed for its own use), with the remainder sold via the dealership channel.
This performance came after the Boulogne-Billancourt-based automaker’s local division registered 103 units of the Duster nameplate in March 2025. In that instance, 23 units were reported as single registrations.
For the record, Renault reported zero Duster sales in February 2025 and just a single unit in January 2025, while just 145 units of the previous-generation model were sold in South Africa across the whole of 2024 (compared with 685 units in 2023, when supply was seemingly largely unhindered).
As a reminder, new Duster was revealed back in November 2023 and is again built by the French firm’s Romanian subsidiary. The range in SA comprises a trio of petrol-powered derivatives, with the 1.5 dCi (K9K) turbodiesel engine having been put out to pasture. Pricing starts at R489 999, a R92 000 increase over the 2nd-gen line-up’s entry point.
In Mzansi, 2 of the 3 derivatives are powered by a turbocharged 1.3-litre, 4-cylinder petrol engine (known as the “TCe 150”), which sends 113 kW and 250 Nm to the front axle via a 7-speed dual-clutch transmission as standard. Renault SA lists a combined fuel economy figure of 6.5 L/100 km for this powertrain.
Meanwhile, the 4WD version of the P1310-series Duster – which features 217 mm of ground clearance compared with the 4×2 version’s 209 mm – draws its urge from a turbocharged 1.2-litre, 3-cylinder petrol unit (called “TCe 130 MHEV”) featuring a mild-hybrid system designed to “optimise fuel consumption in the most energy-intensive driving phases”.
Driving all 4 wheels through a 6-speed manual gearbox, this lightly electrified engine delivers peak outputs of 96 kW and 230 Nm. According to the French automaker’s local division, the 48-volt powertrain – which features an integrated starter generator drawing from a 0.8 kWh battery pack – can return a combined fuel consumption of 5.7 L/100 km.
Chinese automotive giant underlines commitment to SA, with the aim of establishing local manufacturing in the future.
At a press conference held at Chery’s headquarters in Wuhu, Anhui province, China, Mark Ma Deputy General Manager of SA Chery Group, Guibing Zhang President of Chery International, and Tony Liu CEO Chery Group SA shared insights and trends specific to our market.
One point mentioned was confirmation for the establishment of a research and development centre in South Africa. The Chery Group has numerous R&D centres around the world, focusing on quality and adapting products to better suit the specific market conditions.
Currently, there are eight major R&D facilities in locations such as Shanghai, Singapore, Europe, North America, South America, and Central Asia. On top of that are over 300 laboratories and a total talent pool of 30 000 staff.
With such an investment, the next logical progression and assumption would be the discussion around the formation of local manufacturing, something we put to our hosts. While there was no definitive answer, Tony Liu, the local CEO confirmed that feasibility discussions and analysis were underway.
South Africa already plays host to a number of OEMs building cars on our shores with the likes of BMW, Mercedes-Benz, Volkswagen, Isuzu, Ford and Nissan all churning out vehicles for both local consumption and export.
As a reminder, Chery Group comprises the brands Chery, Omoda, Jaecoo, iCar, Lepas to name but a few. Given the meteoric rise of the brand with impressive sales, backed up by a commendable 10-year/million km warranty, signs are strong that they’re here to stay.
We’ve unearthed pricing for the new Suzuki Dzire ahead of this Indian-built small sedan’s official market launch in South Africa. Here’s how much it will cost in Mzansi…
Revealed in November 2024, the new Suzuki Dzire small sedan will soon hit the market in South Africa, featuring a fresh exterior design to further differentiate it from its popular Swift hatchback sibling as well as the latter’s new 3-cylinder petrol engine.
According to our information, the box-fresh range will again comprise a trio of derivatives, though the GL grade will interestingly make way for a new GL+ specification. The GA trim level, however, again looks set to serve as the entry point to the Dzire portfolio.
So, what will the 4th-generation Suzuki Dzire cost you in South Africa? Well, it’s our understanding that the Suzuki Dzire 1.2 GA 5MT will be priced from R224 900, making it R7 000 more expensive than the outgoing version (and matching the starting price of the Swift). The Dzire thus remains Mzansi’s 2nd cheapest sedan after only the Proton Saga, which currently comes in from R209 900 (though the Malaysian brand’s future in SA looks uncertain).
Meanwhile, the Suzuki Dzire 1.2 GL+ 5MT will kick off at R246 900, which likewise represents a R7 000 premium over its GL-badged predecessor. Finally, the Suzuki Dzire 1.2 GL+ CVT will top the range at R266 900, priced some R12 000 higher than the outgoing AMT-equipped GL-badged version.
The latest Dzire is sourced from Maruti Suzuki’s Manesar facility in India. It drops the outgoing model’s 61 kW/113 Nm naturally aspirated 1.2-litre, 4-cylinder petrol engine in favour of a likewise atmospheric 1.2-litre motor with 3 cylinders. This new “Z12E” engine offers the front wheels peak outputs of 60 kW and 112 Nm, just as it does in the new Swift.
In addition, while a 5-speed manual gearbox again does duty in the 3-pedal derivatives, the flagship (self-shifting) variant in the SA line-up ditches the old automated manual transmission (AMT) and switches to the continuously variable transmission (CVT) that debuted in the latest Swift.
The new Dzire is virtually identical in size to the outgoing version, again featuring a length of 3 995 mm, a wheelbase of 2 450 mm and a width of 1 735 mm. In fact, based on the Indian-market model, the only change is the addition of 10 mm to the listed height, taking this figure to 1 525 mm.
Inside, the new Dzire’s dashboard is clearly based on that of the latest Swift, though features a dual-tone finish (combining black and beige) and faux-wood textures.
We do know, however, that the new Dzire will ship standard in Mzansi with a full complement of 6 airbags (up from the outgoing model’s 2), electronic stability control, ABS (with EBD), hill-hold assist and rear parking sensors (the latter also new to the range). The GL+ grade will furthermore gain cruise control, along with a 7-inch touchscreen infotainment system that incorporates wireless Apple CarPlay and Android Auto.
Exterior paint colours expected to be offered in South Africa include Alluring Blue Pearl Metallic, Gallant Red Pearl Metallic, Nutmeg Brown Pearl Metallic, Arctic White Pearl, Splendid Silver Pearl Metallic, Magma Gray Metallic and Bluish Black Pearl.
The new small sedan has already been assessed by Global NCAP, scoring 5 stars for adult-occupant safety and 4 stars for child-occupant safety, setting what the organisation describes as a “significant safety benchmark”.
In 2024, as many as 2 617 units of the outgoing Dzire were registered in South Africa, making this diminutive model the local market’s 3rd best-selling sedan after the likewise Indian-built Volkswagen Polo Sedan and the locally made (but since-discontinued) Toyota Corolla Quest.
What does the new Suzuki Dzire cost in South Africa?
Suzuki Dzire 1.2 GA 5MT – R224 900
Suzuki Dzire 1.2 GL+ 5MT – R246 900
Suzuki Dzire 1.2 GL+ CVT – R266 900
The prices above likely include Suzuki’s 5-year/200 000 km warranty and a 4-year/60 000 km service plan.
We recently put the J01-series Mini Cooper SE through its paces. Does it address the previous all-electric Cooper’s shortcomings, and is it SA’s best premium compact EV?
We like: Cool factor, energetic driving experience, cabin design, improved powertrain, greater range
We don’t like: Impractical load bay, better value elsewhere in the range
Spot the triangular tail-lights – that’s the easiest way to distinguish this Cooper SE from its predecessor.
If there’s a brand that epitomises the modern, premium electric lifestyle, Mini ticks all the boxes, doesn’t it? Sure, it has a variety of BMW compact car powertrains to lean on and, yes, those internal-combustion engines are well suited to Mini models, but a Cooper and an electric motor seem to be a great pairing.
Aside from the headlights, you’d never guess the GWM Ora and Mini Cooper SE share a same platform.
The J01-series Mini Cooper SE is a more substantial and capable offering by comparison. BMW Group and GWM co-designed a small electric city car platform (the Spotlight Automotive joint venture); both cars (the GWM Ora 03, which debuted 1st, followed by the Cooper E and SE) are produced in China.
The newcomer’s styling is simpler and slicker, without losing any of the key Mini design elements, such as the circular headlights. Fun takes centre stage thanks to rather charming features (examples: if you unlock the car, the headlamps “wink” at you, plus you can choose from several front and rear lighting signatures). It’s all so cute and endearing, and few vehicles offer such a level of personalisation.
You can personalise the Mini Cooper SE’s light signatures at the front and rear of the car.
Globally, there are 2 derivatives available: the Cooper E and the Cooper SE. The latter, which offers more range and performance, is the only version offered in Mzansi. In terms of rivals, there aren’t too many options; the Cooper SE competes with its Ora cousin, but it’s also worth considering the Volvo EX30.
The 2025 Cooper SE is powered by a single electric motor that produces 160 kW and 330 Nm. Those are generous peak outputs for a small city car, so we were keen to experience the Mini’s performance on our test track. After engaging the obligatory go-kart mode (with its cute sound effects and racy lighting and graphics), the test unit duly dashed to 100 kph in 6.47 sec – a few tenths quicker than the claimed figure.
It may be an electric car, but it’s still highly fun to drive…
For electric cars, efficiency and range are critical figures. Based on the WLTP and (older) NEDC cycles, the Cooper SE has claimed ranges of 402 km and 362 km, respectively, but expect around 370 km, depending on driving style. The 54 kWh battery has 95 kW DC and 11 kW AC charging capabilities.
Sure, we would have liked faster charging rates, but the battery is fairly small, so waiting times don’t feel excessive. For what it’s worth, a 95 kW DC box will charge the Mini from 10 to 80% in about 30 minutes.
Charging up at the local BMW dealership.
Remember that for electric cars, the rate at which the range reduces is notably higher at freeway or open-road speeds, because the vehicles have to work harder to punch through the air. They’re at their most efficient in traffic/at urban speeds, as long as you keep full-bore acceleration bursts to a minimum.
The latter proved quite a challenge, considering the Cooper SE’s fun-to-drive characteristics. However, by the time the Mini completed its stint in our test fleet, we saw an indicated average consumption figure of 14.9 kWh/100 km, which was impressively close to Mini’s claimed figure of 14.1 kWh/100 km. Bravo!
We suspect the charger was faulty as it wouldn’t provide more than 49 kW.
Ride and handling
Contemporary Mini Cooper (hatch) models are much bigger than their pint-sized predecessors from the ’60s, yet their engaging driving experiences have endeared the Oxford-based brand to many consumers.
Thankfully, despite the addition of a heavy battery and the fact that the electric motor has different power-delivery characteristics compared with the turbopetrol-powered Cooper S, the Cooper SE retains plenty of playfulness. The J01-series range topper is 320 kg heavier than the Cooper S (watch a video review of the 2025 Cooper S), but remember the former is based on a dedicated electric platform.
18-inch Michelin rubber features on all 4 corners of the Cooper SE.
Not unexpectedly, the downside to nimble (oh-so-chuckable) handling was a ride quality on the firm side of pliant. The Cooper SE’s suspension setup is stiff, so much so that it felt as if the test unit “hopped” over bumps and ruts. Perhaps that is unavoidable, given the hatchback’s 1.6-tonne-plus kerb weight.
Still, the cornering capability is impressive. The Mini corners with negligible body roll, and you don’t need to activate the sporty drive mode to enjoy a spirited drive on our favourite stretch of blacktop. If you do select Go Kart, the drivetrain’s throttle responses sharpen up, and the steering action becomes heavier.
This car is as entertaining to drive at 50 kph as it is at triple-digit speeds. Instant acceleration and a quick, responsive steering setup make this vehicle as hands-on and smile-inducing as they come.
Simple is best. The neatly designed multifunction wheel in the Cooper SE.
Features and practicality
When you climb inside the latest-gen Mini products, you’re likely to be dazzled by the cabin’s vibrant ambience and detailing. The unorthodox circular infotainment screen will catch your eye, and like us, you may marvel at its responsive OLED setup. It’s unlike anything else in the market and it just looks and feels ahead of its time… There’s no instrument cluster either, but you can spec a heads-up display. Cheeky!
The circular infotainment screen dominates the dashboard.
Thankfully, the learning curve of the infotainment system, minimalist fascia console (and, sans head-up display, the speedometer being at the top of the circular screen, we imagine) isn’t steep – current and past Mini owners will feel right at home, while newcomers will be up and running pretty quickly.
BMW Operating System 9 is an Android-based software in the majority of BMW Group products, but Mini has worked hard to make it an engaging, immersive and even charming interface, replete with playful colours, sounds and fonts. The details are extraordinary, from the digital assistant – Spike the Dog – to the car’s regenerative mode icon being a spinning flower; everything just feels fun and lighthearted.
The colourful themes make the infotainment system fun to use.
But it’s not perfect. While it’s easy to be wowed by the screen’s graphics and sounds, Mini has gone the same route as many brands by incorporating most controls for the in-car functions into the touchscreen.
Adjusting the climate control’s temperature while you’re driving requires a few attempts, not to mention taking your eyes off the road, which is not ideal (note that you can also use the voice-control function to initiate some actions). Thankfully, there are a few physical buttons: for toggling between drive modes (called Experiences), adjusting the audio volume/skipping tracks, and front and rear screen demisting.
There are few buttons in the cabin, but we’re grateful for the volume knob and parking sensor- and demister keys.
Many of you will be wondering about Apple CarPlay and Android Auto connectivity, and yes, they’re both available wirelessly, but the screen integration feels like an afterthought, because it’s just a plain block in the middle of the circular display, which frankly ruins the aesthetic of that pretty infotainment screen.
Build quality is excellent; we noticed no rattles and squeaks during the Mini’s tenure in our fleet, which was impressive, considering the car is so stiffly sprung. The Mini cabin designers have leaned heavily on recycled fabrics, which not only cover common touch areas, but cleverly hide cheap-feeling plastics.
The fabric trim won’t be to everyone’s taste, but there’s no denying its uniqueness.
At this price point, you get a fair whack of standard safety features. There are 7 airbags, along with electronic traction- and stability control and semi-autonomous emergency braking, and you can opt for the Driving Assist Plus (R10 900), which adds on additional driving tech, such as adaptive cruise control.
Like all premium car brands, Mini offers a variety of options, and while there’s no official Mini Cooper SE configurator, the online store does display add-on prices. You can choose from 3 trim grades: Classic, Favoured and John Cooper Works, and numerous colour choices, which are priced around R8 800.
Good quality audio is a prerequisite for a premium vehicle!
The heads-up display costs R9 500, 2-tone 18-inch alloys R10 100, adaptive dampers R6 300 (worth considering to make the ride quality more pliant), and heated seats R4 700. What exactly do you get as standard on the SE? A Harman Kardon audio system, wireless charging cradle, heated ‘wheel, climate control, wireless Apple CarPlay/Android Auto, drive modes and parking sensors, to name a few features.
Criticisms? Considering that the Cooper SE is a 3-door hatch, aft passengers’ comfort isn’t a priority, unsurprisingly. They have to squeeze in behind the front seats (when folded forward), and while kids will love sitting at the back, there’s not enough legroom for adults, no armrest and no rear ventilation vents.
What’s more, the load bay is one of the smallest we’ve ever encountered, plus if you transport the AC charging adapter and AC-to-AC charging cable, cargo space is further compromised. There’s enough room to accommodate a laptop bag, some shopping bags and maybe a school bag, but that’s about it.
When doing the week’s shopping, we used the Mini’s 2nd row of seats as an extended cargo area.
Price and After-sales support
The Mini Cooper SE retails for R802 000 (May 2025), which includes a 2-year/unlimited km warranty, an 8-year/100 000 km battery warranty and a 5-year/100 000 km maintenance plan.
The 2nd iteration of the Cooper SE represents a big improvement over its predecessor.
The Mini Cooper SE does a lot right, and we’re delighted that all of our criticisms of its predecessor have indeed been addressed. It has grown up, but retains all the fun and charm we expect from the brand.
However, this comes at a lofty price. Yes, a Mini is a premium product, but this variant’s value proposition cannot match that of its ICE-powered siblings. Even though the all-electric Cooper’s range (between 362 km and 402 km, Mini says) has greatly improved (the previous version had a claimed range of 215 km, but, in reality, between 165 and 185 km), not every customer is open to the electric-car way of life.
Should you buy one? We’d argue it’s more prudent to buy a petrol-powered Cooper S with some extras. The variants are nearly identical in style and performance, plus you can use the price saving to subsidise your fuel costs. Insist on a vibrant colour hue, however, such as this Blazing Blue or Sunny Side Yellow.
That said, if you’re dead set on an electric Mini, the Mini Aceman is similarly priced to the Cooper SE, but a more practical option due to its 5-door layout. We’ve yet to test it, but according to our new-car-spec data, it has a larger cabin and a near-identical interior design… and only fractionally less performance.
The 2025 Isuzu MU-X has landed in South Africa, replete with extensive cosmetic revisions and spec changes. Is the facelifted model likely to gain a bigger foothold in the Toyota Fortuner-dominated Adventure SUV segment, however?
The Isuzu MU-X (based on the D-Max bakkie) is a 3-row, body-on-frame adventure SUV pitched against the segment-leading Toyota Fortuner, Ford Everest and Mitsubishi Pajero Sport. While we’ve never regarded the MU-X a sub-par product, its new-vehicle sales figures lagged significantly behind those of its Toyota rival (by over 4 000 units since 2021) – something Isuzu wishes to change with this update.
What’s Changed?
The newcomer’s exterior execution is bound to be the biggest talking point and, when paired with 1 of the new colour finishes, such as Eiger Grey (shown here), the MU-X looks very eye-catching. It features a new-look grille, a redesigned badge, a revised lighting setup, and the flagship variant bears subtle XT badges. In addition to reshaped bumpers, the Isuzu also sports combination LED taillight clusters.
There are new-look wheels too, with 18-inch alloys on the LS and LSE, and attractive 20-inch rims on the range-topping Onyx XT. What’s more, customers can now choose from 8, rather than 6, paint finishes.
The cabin also incorporates a raft of enhancements. Tactile upgrades, such as a revamped dashboard, new interior trim for the doors and armrests, as well as reworked leather-seat patterns, have been added. Most impressively, however, the 2025 Isuzu MU-X focuses on in-car tech, which was one department in which the pre-facelift MU-X lagged behind the 2023/24 CarsAwards category-winning Ford Everest.
The infotainment system now features a better-quality screen and supports wireless Apple CarPlay and Android Auto, while the higher-spec derivatives gain a 360-degree camera with a sharp resolution, as well as a pair of USB-C ports. The Isuzu’s analogue instrument cluster has been replaced by a 7-inch semi-digital panel (with traditional dials for the rev counter and fuel gauge) – its display is easily legible.
Mechanically, it appears the powertrains have been left unchanged, which may disappoint those buyers who hoped that the MY25 MU-X derivatives would offer improved performance, but the suspension has been upgraded; Isuzu claims the larger diameter shock absorbers it fitted improve the SUV’s ride quality.
What’s on offer?
There are 6 variants, with 3 trim grades (LS, LSE and Onyx XT), in the revised Isuzu MU-X lineup. The range begins with a 1.9TD LS 4×2 6AT derivative and tops out with the 3.0TD Onyx XT 4×4 6AT.
As a reminder, buyers can choose between a 1.9-litre and 3.0-litre 4-cylinder turbodiesel, both of which are paired with a 6-speed automatic transmission and are available in 4×2 and 4×4 configurations.
Outputs vary from 110 kW/350 Nm for the 1.9TD, to 140 kW/450 Nm for the 3.0TD motor that powers most of the variants. The 4×4 derivatives also offer a differential lock and low-range transfer case.
The smaller capacity 1.9TD should be the more efficient of the 2 powerplants, with Isuzu claiming an average consumption figure of 7 L/100 km for the entry-level 1.9TD LS 4×2 6AT variant.
What is the 2025 Isuzu MU-X like to drive?
We drove an Eigur Grey example of the range-topping 3.0TD Onyx XT during the launch event. Our route comprised some open-road stretches towards the Paardeberg mountain range in the Swartland region, before a quick off-road excursion through the back of the Knorhoek Wine Estate, which offered some eye-opening technical moments. So much for gentle farm-road trundles, but more on that in a bit!
While the reliability of Isuzu’s 3.0-litre turbodiesel is renowned, we feel Isuzu may have missed a trick by not improving its peak outputs in a bid to close the gap to its competitors. As it stands, the MU-X offers the least power in the segment, and that’s something to be mindful of, especially if you tow trailers.
We suspect the Japanese marque has implemented measures to improve the MU-X’s on-road refinement, because we discerned pleasantly low levels of noise, vibration and harshness (NVH).
This is a genuinely quiet open road cruiser, but that venerable turbodiesel mill will clear its throat when your right foot demands more acceleration. The engine may sound like it’s labouring, but the Isuzu’s performance is adequate, with the 6-speed ‘box working quietly to shuffle its cogs without hesitation.
As for the 4×4 section of the evaluation route, well, it was not an actual test track, but rather a series of general farm roads high into the hillside that only 4×4 vehicles or farm tractors could traverse.
Granted, we didn’t need low-range, but some of those blind and steep descents made me appreciate the new parking cameras as well as the hill-descent control. The tech is there for a reason, people. Use it.
After our drive, the Isuzu MU-X 3.0TD Onyx XT 4×4 6AT’s trip computer read 11.9 km/L, which translates to an indicated average consumption of under 8.5 L/100 km, so colour us impressed with the efficiency!
How much does the 2025 Isuzu MU-X cost in South Africa?
Isuzu MU-X 1.9TD LS 4×2 6AT
R752 300
Isuzu MU-X 3.0TD LS 4×2 6AT
R852 600
Isuzu MU-X 3.0TD LSE 4×2 6AT
R886 700
Isuzu MU-X 3.0TD LS 4×4 6AT
R939 500
Isuzu MU-X 3.0TD LSE 4×4 6AT
R973 700
Isuzu MU-X 3.0TD Onyx XT 4×4 6AT
R1 026 800
Prices correct in May 2025. The 2025 MU-X variants are sold with a 5-year/120 000 km manufacturer warranty (with roadside assistance), a 5-year/90 000 km service plan, and a 5-year/unlimited km anti-corrosion warranty included in their prices. Service intervals are every 15 000 km or 12 months.
Summary
These exterior and interior enhancements should bring the Isuzu MU-X back into the limelight. When you compare the pricing of the outgoing range with that of the facelifted line-up, you’ll notice the changes are very minor, which is very impressive, given the economic instability.
Not only is the value proposition of the MU-X undeniable, and even if the newcomer’s driving experience is much the same as that of its predecessor, there remains little to fault with Isuzu’s adventure SUV, other than the power deficit, which only becomes glaringly obvious under hard acceleration or if you’re towing.
We’ll give this one a proper Cars.co.za review very soon – watch this space.
Polo Vivo slips, Sonet returns: SA passenger-car sales for April 2025
The Volkswagen Polo Vivo found itself in an unfamiliar 4th place on the list of SA’s best-selling passenger cars in April 2025, while the Kia Sonet made a return to the top 10…
In April 2025, sales in South Africa’s new-vehicle market increased 11.9% year on year to 42 401 units. Drilling down further, the nation’s new passenger-car segment enjoyed 16.9% year-on-year growth to finish on 30 101 units, with the rental channel accounting for 8.9% of that figure.
So, what happened on the list of Mzansi’s best-selling passenger vehicles last month? Well, after placing 1st in this segment in Q1 2025, the Suzuki Swift continued its strong showing in April 2025, ending the month on 2 053 units. For the record, some 28.8% (or 591 units) of the Indian-made hatchback’s total represented sales to the rental industry.
Suzuki’s Swift led the passenger-car charge again in April.
Meanwhile, the Prospecton-built Toyota Corolla Cross (1 584 units) climbed a ranking to 2nd, with the Hyundai Grand i10 (1 425 units, including 370 units sold via the rental channel) likewise moving up a position to 3rd. Note that the Grand i10’s figure – which is its highest in recent memory – excludes the 38 units of converted Cargo-badged panel vans registered in the light-commercial vehicle (LCV) space last month.
That left the Volkswagen Polo Vivo down in an unfamiliar 4th position, with local registrations of the German firm’s most affordable hatchback falling 19.8% month on month to 1 366 units. However, we should keep in mind that VW halted production of the Polo and Polo Vivo at its Kariega plant on 14 April (and is set to ramp back up again from 12 May) to continue upgrading the facility.
The Suzuki Fronx jumped 4 rankings to 5th in April 2025, with the Indian-built crossover’s final tally of 1 186 units representing its best showing yet in South Africa. The Chery Tiggo 4 Pro (1 133 units), meanwhile, retained both 6th position and the title of Mzansi’s top-selling Chinese offering.
Similarly, the Haval Jolion (973 units) held steady in 7th place, with the Suzuki-built Toyota Starlet (905 units, including 240 registrations in the rental space) likewise keeping hold of 8th. The Toyota Starlet Cross (834 units) – which is, of course, based on the aforementioned Fronx – climbed a spot to 9th, while the Kia Sonet (812 units) returned to the table to grab 10th.
After placing a strong 5th in March 2025, the Nissan Magnite tumbled off the table, with local registrations plummeting 68.9% month on month to 449 units. That figures excludes the 37 Move-badged panel-van examples sold in the LCV space.
Malaysian brand Proton’s future in South Africa looks decidedly uncertain, with its official distributor saying the operation has been “challenging and costly”…
After a decade-long hiatus, Proton returned to South Africa in September 2022, but the Malaysian brand’s future in the local market already appears uncertain.
As a reminder, Proton is distributed locally by the Combined Motor Holdings (CMH) Group. In its recently released integrated annual report for 2025, the CMH Group admitted its Proton import and distribution operation had “continued to be challenging and costly”.
“Current inventory will be sold during the first half of the coming [financial] year, and thereafter the Group and the Malaysian manufacturer will decide on the way forward,” CMH Group CEO Jebb McIntosh added in the report.
In the firm’s corresponding financial results presentation for 2025, the CMH Group said there was “low inventory remaining”, adding that all Proton stock “will be sold by end August [2025]”. The distributor claimed that though the product was “well received” by local consumers (with “low” warranty claims), pricing was “problematic”.
Globally, Proton falls under Chinese automotive giant Geely, with the latter owning a 49.9% stake in the Malaysian marque. Interestingly, Geely is expected to make its return to the South African market before the end of 2025, though it’s not yet clear whether the Chinese company will appoint a local distributor or set up a wholly owned subsidiary in Mzansi.
Proton’s range in South Africa currently comprises the Saga sedan along with the X50, X70 and X90 crossovers. Pricing starts at R209 900 for the base version of the Saga and runs through to R639 900 for the top-spec “Premium X” derivative in the X70 line-up. According to its website, Proton has 17 dealerships in SA.
Ahead of its return to the local market in 2022, Proton said it was “bullish about its sales prospects in South Africa”, adding that it was “projecting strong sales this year [2022], and targeting to more than double its volume in 2023”.
The automaker started reporting individual model sales figures to Naamsa in July 2023. In 2024, Proton sold just 888 units in SA, translating to a monthly average of 74 units. A further 226 units were registered in the opening 4 months of 2025, seeing average registrations per month fall to approximately 56 units.
The facelifted Isuzu MU-X has arrived in SA and we have pricing for the new flagship variant, the MU-X 3.0TD Onyx XT. Here’s what this top-spec adventure SUV will cost…
The facelifted Isuzu MU-X has officially touched down in South Africa, headlined by a new flagship derivative called the MU-X 3.0TD Onyx XT. And it’s the first MU-X variant priced at over R1-million.
As a reminder, Isuzu’s refreshed 7-seater adventure SUV was revealed in Thailand in June 2024, around 4 months before Billy Tom, Isuzu Motors South Africa’s CEO and Managing Director, suggested to us that Mzansi would welcome a new “sexier” version of the MU-X at some point in 2025.
The SA-spec XT looks something like this Aussie-market X-Terrain.
We can now confirm that this flagship derivative – which is known as the “RS” in Thailand – wears the “XT” badge here in South Africa. Interestingly, the XT moniker is also used in Australia, where it stands for “X-Terrain”, a nameplate that features on that market’s D-Max bakkie, too.
The new Isuzu MU-X 3.0TD Onyx XT 4×4 6AT is priced at R1 026 800, representing a R38 800 premium over the previous range-topper, the MU-X 3.0TD Onyx 4×4 6AT (R988 000). That sees the newcomer slotting neatly between the Toyota Fortuner 2.8GD-6 4×4 GR-Sport (R999 000) and Ford Everest 2.0 BiT 4×4 Sport (R1 109 500).
Expect “XT” badging on the grille, front fenders and tailgate.
The new MU-X 3.0TD Onyx XT is only the 2nd model in Isuzu’s light-vehicle range (that is, excluding the brand’s medium, heavy and extra-heavy trucks) to be priced on the far side of R1-million. The 1st, of course, is the Struandale-produced (and likewise locally converted) D-Max 3.0TD AT35 4×4 6AT, which is currently priced at R1 182 100.
Sourced from Thailand, the new XT is set apart from other MU-X derivatives by its model-specific grille design as well as gloss-black finishes for items such as the wheel-arch extensions, side-mirror caps and alloy wheels. Of course, there’s also the requisite smattering of “XT” badges (on the grille, front fenders and tailgate).
The cabin of the Aussie-spec X-Terrain derivative.
Inside, we suspect the MU-X 3.0TD Onyx XT will feature black leather with red contrast stitching, along with items such as an updated infotainment system, a new 360-degree camera, fresh ambient lighting and various driver-assistance safety features.
What about the rest of the facelifted MU-X range? Well, pricing for the standard derivatives ranges from R752 300 (up R8 000) to R973 700 (up R4 300), with the 5 variants effectively carrying over in facelifted form and the new XT topping the Japanese brand’s ladder-frame SUV line-up (in place of the pre-facelift Onyx).
An idea of the updated styling of the standard (non-XT) derivative.
Exterior styling changes for the standard (non-XT) derivatives are led by an aggressive new front-end design, complete with revised headlamps, a sporty front bumper and an updated grille. The taillamps, meanwhile, gain a new lighting signature and are now connected by a full-width trim piece, while fresh alloy-wheel designs have been rolled out, too.
From what we can tell, no changes have been made to the local MU-X powertrain line-up, which again comprises a 1.9-litre turbodiesel engine (110 kW/350 Nm) and a 3.0-litre turbodiesel motor (140 kW/450 Nm). Both units are mated to a 6-speed automatic transmission as standard.
P-Series cracks top 5! SA’s best-selling bakkies in April 2025
The GWM P-Series broke into the top 5 on the list of SA’s best-selling bakkies for April 2025, while the Peugeot Landtrek returned to the top 10…
In April 2025, South Africa’s total new-vehicle market increased 11.9% year on year to 42 401 units. After a lengthy stagnant period, sales in the light-commercial vehicle (LCV) space finally grew year on year, improving 3.2% to 9 961 units last month.
So, what happened on the list of Mzansi’s best- and worst-selling bakkies in April 2025? Well, though sales of the Toyota Hilux fell 4.9% month on month to 2 780 units, the Prospecton-produced stalwart remained the nation’s most popular bakkie by quite some margin. Some 7.9% (or 221 units) of that total represented sales to the rental industry.
Ford’s Ranger grabbed back 2nd place in April.
After having to settle for 3rd place in March, the Ford Ranger wrestled back 2nd spot in April 2025, despite registrations of the Silverton-made contender sliding 20.7% to 1 728 units. That meant the Struandale-built Isuzu D-Max slipped a spot to 3rd, suffering a hefty 50.8% month-on-month decline to end on 1 108 units.
The KwaZulu-Natal-assembled Mahindra Pik Up also experienced a marked month-on-month drop in sales, finishing April on 654 units (down 46.2%) but nevertheless retained 4th position. The Chinese-built GWM P-Series – a range that includes the P300 and P500 – climbed 2 rankings to finish 5th, reaching 497 units (up 23.6% compared to March). Interestingly, 43.7% (or 217 units) of those registrations represented sales to government.
Despite experiencing a 12.4% month-on-month decrease in sales, the Japanese-made Toyota Land Cruiser 79 (417 units) retained 6th place. Meanwhile, the Rosslyn-built Nissan Navara fell 2 rankings to 7th, suffering a considerable 64.9% month-on-month drop in sales to finish on 293 units.
The Ford-built Volkswagen Amarok (254 units) and Chinese-made Foton Tunland G7 (212 units) held steady in 8th and 9th, respectively, while the Peugeot Landtrek – currently imported from China but due to be assembled at a new facility in Gqeberha in the Eastern Cape from late in 2025 or early in 2026 – returned to the table on 100 units.
Best of the rest in April 2025: bakkies outside top 10
The GWM Steed fell from the top 10 last month.
So, which bakkies didn’t crack the top 10 in April 2025? Well, the JAC T-Series – the Chinese firm unfortunately reported only a combined figure for its T6, T8 and T9 line-ups, so we technically can’t rank these individual nameplates in the top 10 – ended the month on 161 units.
Meanwhile, the GWM Steed’s haul of 71 units saw it fall from the top 10 in April 2025. The Mahindra Bolero (40 units) was next, followed by the Mitsubishi Triton, which could muster just 16 sales. Finally, 5 units of the Jeep Gladiator were registered in Mzansi last month.
10 best-selling bakkies in South Africa for April 2025
Prefer a family hatchback to the pervasive small crossover? Here’s a closer look at the often-forgotten Opel Astra K – the 5th generation of the model. The final iteration of the Astra to be sold in Mzansi offers exceptionally strong value as a used buy.
For a model with such a storied history in Mzansi, the Opel Astra sure went out with a whimper. In fact, few took any notice when the Astra was quietly put out to pasture locally in early 2021. Hardly a fitting farewell for a badge intrinsically linked to legendary names such as the Kadett Superboss and 200t S.
Still, the Opel Astra was perhaps the victim of a perfect storm in Mzansi: the German brand’s local distribution rights changed hands 3 times in quick succession (which was, we’d imagine, incredibly disruptive), while the seemingly relentless rise of the crossover all but decimated the once-popular family-hatchback segment, before a certain global pandemic drove the final nail firmly into the coffin.
The Astra nameplate has a strong heritage.
The nameplate’s local demise was a great pity since there was plenty to like about the 5th-gen Opel Astra (which was technically in its 7th iteration in Vauxhall terms – or 11th if you count the preceding Kadett series). In fact, this 5-door family hatchback was crowned Europe’s Car of the Year in 2016, before claiming the South African equivalent a short while later.
From what we understand, South African-spec Astra K units were sourced from Opel’s Gliwice factory in Poland. At launch, the Rüsselsheim-based automaker’s local division said the B15-series Astra represented “a quantum leap” for the brand, suggesting it would take the C-segment model “well into the next decade”. Ultimately, however, the axe fell locally in the opening quarter of 2021.
Opel Astra K model line-up in South Africa
The Astra K was revealed in mid-2015.
Opel released the 1st official images of the Astra K in June 2015, well ahead of the model’s premiere in Frankfurt in September of that year. By April 2016, the fresh-faced family hatchback had hit the market in South Africa.
At launch, the local line-up comprised as many as 8 front-wheel-drive derivatives. Opel offered 4 distinct trim levels, 3 turbocharged petrol engines and a trio of transmissions (5-and 6-speed manual gearboxes and a 6-speed torque-converter automatic):
Astra 1.0T Essentia 5MT (77 kW/170 Nm)
Astra 1.0T Enjoy 5MT (77 kW/170 Nm)
Astra 1.4T Enjoy 6MT (110 kW/230 Nm)
Astra 1.4T Enjoy 6AT (110 kW/245 Nm)
Astra 1.4T Sport 6MT (110 kW/230 Nm)
Astra 1.4T Sport 6AT (110 kW/245 Nm)
Astra 1.6T Sport 6MT (147 kW/280 Nm)
Astra 1.6T Sport Plus 6MT (147 kW/280 Nm)
Of course, when the Astra K launched in Mzansi, the Opel brand was still run by General Motors. However, the Detroit-based automotive giant pulled out of South Africa at the end of 2017, with the Williams Hunt group appointed as Opel’s new local distributor from the start of 2018.
The Astra in 1.4T Enjoy guise.
In July 2018, the formation of Opel South Africa – described as a “wholly owned subsidiary” of the German automaker – was announced, with Williams Hunt parent company Unitrans Automotive then assuming responsibility for distributing the brand across Southern Africa.
Early in the 2nd quarter of 2019, Opel SA launched the Astra 1.6T Sport in automatic form, further equipping this flagship derivative with an “OPC Line” styling package and offering a tilt-and-slide sunroof as an option, too. The OPC-inspired (but still subtle) exterior styling goodies included sportier bumpers, 18-inch alloy wheels and chrome exhaust tips, while the cabin gained alloy pedals.
The OPC Line package was subtle.
Interestingly, Opel SA quietly rationalised the Astra range to just 4 derivatives around the same time, leaving only the Astra 1.0T Essentia 5MT, Astra 1.0T Enjoy 5MT and Astra 1.4T Enjoy 6AT positioned below the aforementioned Astra 1.6T Sport 6AT.
With the PSA Group (formerly PSA Peugeot Citroën) having since purchased Opel from General Motors, the Astra offered in overseas markets switched to PSA engines around mid-2019 – but that didn’t happen in SA.
Astra 1.0T Essentia 5MT (77 kW/170 Nm)
Astra 1.0T Enjoy 5MT (77 kW/170 Nm)
Astra 1.4T Edition 6AT (110 kW/245 Nm)
Astra 1.4T Enjoy 6AT (110 kW/245 Nm)
Astra 1.6T Sport 6AT (147 kW/280 Nm)
Instead, a mildly refreshed variant dubbed the Astra 1.4T Edition 6AT arrived in October 2020, slotting into the middle of the now-5-strong local range, with the pre-facelift derivatives soldiering on alongside it. The Astra 1.4T Edition 6AT was set apart by a few minor details, including a tweaked front-bumper design, updated foglamps, a revised grille and chrome-effect bars extending from the famous “Blitz” logo into the LED headlamps.
The only facelifted Astra derivative to make it to SA was the 1.4T Edition.
At the start of 2021, Peugeot Citroën South Africa became the official distributor of Opel vehicles locally, right around the time the PSA Group merged with Fiat Chrysler Automobiles to form Stellantis.
A look at the Astra’s cabin (2016 1.6T Sport pictured).
Spacious, well-appointed cabin: Against convention, the Astra K shrank compared with its predecessor. But despite measuring 49 mm shorter from nose to tail (at 4 370 mm), clever packaging meant the cabin was even more spacious than before. Rear leg- and headroom were downright generous, and Opel said the load bay (which housed a space-saver spare wheel) could swallow an above-average 370 litres.
Up front, the driver enjoyed not only a comfortable, well-bolstered seat (finished in either cloth or leather, depending on the grade) and tilt-and-telescopic adjustment for the steering column, but also an intelligently laid-out dashboard with a relatively high perceived build quality.
Plenty of space on the rear seats.
Opel’s R4.0 IntelliLink system, run through a 7-inch touchscreen, was standard on all derivatives bar the entry-level Essentia, while buyers of Sport variants had the option of upgrading to the Navi 900 IntelliLink arrangement (an 8-inch touchscreen with built-in satnav). We should, however, point out that oddments-stowing solutions were lacking, while the piano black trim in top-spec variants was prone to scratches.
Safety features standard across the range included 6 airbags, ABS with EBD, electronic stability control, hill-start assist and ISOfix child-seat anchors, while Enjoy derivatives gained parking sensors (fore and aft) and Sport variants featured an auto-parking system and reverse-view camera. A driver-assistance package employing the “Opel Eye” front camera system was standard on all 1.4T and 1.6T derivatives.
The luggage capacity was listed as 370 litres.
Light on its, um, wheels: Compared to its direct forebear, the Astra K boasted a weight reduction of up to 200 kg (despite an increase in torsional rigidity), depending on the derivative. That was a significant saving, which translated to a distinct feeling of nimbleness out on the road. Of course, this lack of heft, which was largely down to the “D2XX” underpinnings, also played a role in improving fuel consumption.
Tractable, efficient engines: Though the Astra K was never available locally with turbodiesel motors, the trio of new-generation turbopetrol engines on offer catered to a wide range of needs. The 1.0-litre 3-pot, for example, wasn’t nearly as reedy as its displacement might have suggested, with peak torque of 170 Nm on tap from 1 800- through to 4 300 rpm. Its claimed combined fuel consumption was 4.4 L/100 km.
The 1.4 “EcoTec” motor offered a pleasing mix of oomph and efficiency.
Meanwhile, the 1.4-litre “EcoTec” 4-pot generated its maximum twisting force (230 Nm) in conjunction with the manual gearbox and 245 Nm when mated to the auto – between 2 000- and 4 000 rpm, with claimed fuel consumption listed as 5.1- and 5.5 L/100 km, respectively.
Predictably, the 1.6-litre mill employed by the flagship derivatives was the least efficient, though its listed combined figure of 6.1 L/100 km (regardless of the chosen transmission) was nonetheless impressive. Moreover, this forced-induction unit transformed the Astra into something of a “warm hatch”, churning out 147 kW and 280 Nm, with the latter sustained from 1 650- all the way through to 5 000 rpm.
What are the Opel Astra K’s weaknesses?
The Astra made do with a torsion-beam rear suspension set-up.
Basic rear suspension design: While most derivatives in the Volkswagen Golf 7 and 3rd-gen Ford Focus line-ups employed sophisticated multi-link rear suspensions, the 5th-gen Opel Astra instead made do with a comparatively basic (and, it must be said, cheaper to produce) torsion-beam setup at the rear.
Still, we should point out that the Astra, which gained interior room thanks to the torsion-beam axle’s inherent space-saving qualities, wasn’t too far behind its 2 main rivals in the ride-and-handling stakes. In addition, the 1.6T variants gained a Watt’s linkage at the rear, ostensibly improving comfort and stability.
The 1.6T Sport was the most rapid version of the Astra K.
No OPC hot hatch: Remember the 3-door OPC hot hatch (and its peak power output of 206 kW) that topped the preceding Astra line-up? Well, we didn’t know it at the time, but that model would ultimately serve as the Astra OPC’s swansong. Yes, the Rüsselsheim-based marque unfortunately opted not to develop a fire-breathing OPC version of the Astra K.
That meant the Astra had no answer to the likes of the Volkswagen Golf 7 GTI (and R) and the Ford Focus ST (and RS) of the era. Instead, local buyers had to settle for the exceedingly understated OPC Line version of the Astra 1.6T Sport, which unfortunately didn’t benefit from any powertrain upgrades.
The 7-inch touchscreen as seen in a 2016 1.4T Enjoy.
Miscellaneous potential issues: So, what should you look out for when shopping for a used Opel Astra K? Well, noisy front suspension is a common complaint, with the lower suspension arms, top mounts and drop links the most likely culprits. Listen carefully for any unusual sounds when traversing bumps during your test drive.
We’ve also heard of malfunctioning taillamps. Though an official recall was never issued (Opel seemingly instead acted only when a customer complained), this was a known issue worldwide linked to a defective earth pin. In addition, some early examples suffered from infotainment-screen glitches.
The larger 8-inch touchscreen available as an option on Sport variants.
Finally, keep in mind all 3 petrol engines available locally used timing chains – supposedly rated to last the lifetime of the car – rather than belts. Though the turbodiesel motor available overseas sometimes suffered from premature chain-tensioner wear, we found no evidence of such issues with the petrol mills.
How much is a used Opel Astra K in South Africa?
The Essentia grade accounted for just under a 3rd of listings.
At launch in 2016, the Opel Astra shipped standard with a 5-year/120 000 km warranty and a 5-year/90 000 km service plan. However, at some point, the warranty period was downgraded to 3 years, though the distance parameter remained 120 000 km. Interestingly, the lightly facelifted Astra 1.4T Edition 6AT upgraded to a 5-year/150 000 km warranty and a service plan of the same length.
At the time of writing, we found just 23 Opel Astra K listings on Cars.co.za, so the choice was severely limited. The 1.0T was the most common powertrain, accounting for 52% of listed units, followed by the 1.4T (39%) and finally the seldom-spotted 1.6T (9%). Just 16% featured an automatic transmission, while the highest indicated mileage we saw was 159 000 km.
Sport derivatives were few and far between.
The most prevalent model year was 2017 (35%), while we fascinatingly found no examples from 2021. The Enjoy grade accounted for more than 60% of listed units, followed by the base Essentia (30%). We discovered only 2 Sport-badged examples and not a single Edition derivative.
Below R150 000: While it’s certainly possible to pick up an Astra K for under R150 000, we found only 2 listings in this space at the time of writing. Tread carefully here, as the overall condition is likely to be below average.
From R150 000 to R200 000: Almost 70% of Astra K listings were positioned in this relatively narrow price bracket, with the 1.0T unsurprisingly the most common powertrain here. Most models in this space showed under 100 000 km on their respective odometers.
R200 000 and up: Just 5 units were on the market for more than R200 000 apiece, though all 3 engines were represented. The most expensive example we unearthed was interestingly from the opening model year: a 2016 Astra 1.6T Sport with just 37 000 km on the clock and priced at R239 995.
Which Opel Astra K derivative should I buy?
The 1.4T Enjoy derivative.
So, which Opel Astra K variant should be at the top of your shopping list? Well, though the 1.0T motor was by no means overwhelmed by the Astra’s bulk, we’d still point to the 1.4T as the pick of the powertrains – for the typical family hatchback buyer, at least.
As a reminder, this relatively refined engine was offered with the choice of a 6-speed manual gearbox or a torque-converter automatic transmission with the same number of cogs, though shoppers would be limited to the latter should they opt for a later model year.
The auto-equipped version of the 1.4T Sport boasted heated rear seats.
Looking specifically at the initial 8-strong range, we’d argue the 1.4T Sport represented the strongest value, upgrading from the 1.4T Enjoy’s 17-inch alloys to 18-inch items and also scoring features such as a heated steering wheel, climate control, power-folding side mirrors and keyless entry (with the auto-equipped version further gaining leather upholstery and heated seats, front and rear).
However, keep in mind that Sport derivatives are few and far between on the used market, so – unless you’re prepared to exercise patience and search high and low – you may have to settle for an Enjoy-badged example. It’s a similar case with the 1.6T mill, which is certainly tempting but also in short supply.
Is the Opel Astra K a smart used purchase?
The Astra K competed with several well-established nameplates.
During its circa-5-year stint on the local market, the Opel Astra K faced several big-name competitors, with the Volkswagen Golf 7 and 3rd-gen Ford Focus chief among them. There was also the Mazda3 (both the 3rd and 4th generations), along with the 2nd-gen Toyota Auris and the E210-series Toyota Corolla hatchback that succeeded it.
The T9-series Peugeot 308 flew under the radar as an under-appreciated alternative, while the BFB-series Renault Megane represented another distinctly Gallic option. Interestingly, Opel SA also suggested the Astra was a rival to premium models such as the 3rd-gen Audi A3 Sportback and F20 BMW 1 Series.
This is the Essentia derivative’s cabin.
Still, as we pointed out in our 2016 comparative review, the Opel Astra K was so compelling a package that it not just stood toe to toe with the segment-benchmark Golf 7, but actually surpassed its more soberly specified Wolfsburg rival. And that was despite a small price premium.
However, where these 2 German family hatchbacks differ markedly is in the residual-value department. In short, the Astra K has not held its value nearly as well as the 7th-gen Golf, which is great news if you’re hunting for a family-hatchback bargain (though obviously less so if you plan on selling it again soon).
The Astra badge has unfortunately disappeared from SA’s new-vehicle market.
While today’s new-vehicle market is largely devoid of C-segment hatchbacks (and completely saturated with small crossovers), there’s still something to be said for a sophisticated, well-equipped family hatch. The Opel Astra K is exactly that – and currently offers terrific value on the used market to boot.
