Will Nissan SA stick with old Navara over Triton-based bakkie?
Will South Africa receive the next-gen (Triton-based) Nissan Navara or could a heavily facelifted version of the locally made D23-series model soldier on in our market?
While the next-generation Nissan Navara – based on the new Mitsubishi Triton – has been confirmed for markets like Australia, the Japanese automaker will seemingly instead offer a heavily facelifted version of the current D23-series model in Latin America. Where does that leave South Africa?
Well, the answer to that question is by no means clear, leaving us to offer little more than well-considered speculation at this point. But first, if you’ll indulge us, let’s take a step back. At its recent Global Product Showcase event in Yokohama, Nissan detailed its global product plans covering the next couple of years.
The next-gen Navara will be based on Mitsubishi’s new Triton.
In its overview of key models by region, the Japanese company said Oceania – that is, Australia, New Zealand and a handful of smaller markets in the area – would welcome an “all-new 1-tonne pick-up” in “FY26” (Japan’s fiscal year, running from the start of April 2026 to the end of March 2027).
Though it oddly didn’t specify that this bakkie would wear the Navara badge, the company again said the product would leverage “Nissan’s partnership with Mitsubishi Motors”. That, of course, means the version locked in for Australia will indeed be based on Alliance partner Mitsubishi’s 6th-generation Triton.
The Navara built in Argentina and Mexico is badged as the Frontier.
However, quite fascinatingly, in the section on models for Latin America, Nissan said the “Frontier/Navara mid-size pick-up truck” would arrive in that region in FY26, “bringing an evolved design, enhanced infotainment and [an] impressive suite of advanced driver-assist technologies”.
The accompanying (suitably shadowy) teaser image for Latin America shows a double-cab bakkie with a new front end – featuring triple light stacks and a red “Nissan” badge – and squared-off wheel arches. But the side mirrors, front doors and rear doors all appear identical to those of the current D23-series Navara.
Nissan’s teaser image for the Latam region shows the updated Frontier/Navara and new Versa.
So, it seems Latin American markets like Brazil and Argentina (where the bakkie is badged as the Frontier) will eschew the Triton-based model in favour of a heavily updated – or, in Nissan’s words, “evolved” – D23-series model, a generation that dates all the way back to 2014.
Curiously, the section on Africa makes absolutely no mention of a bakkie, instead detailing plans to roll out the Indian-made Magnite to further nations in the region, while also touching on the new Y63-series Patrol (pencilled in for Mzansi for FY26) and a fresh 5-seater SUV (set to be based on the Indian-spec Renault Duster and also likely to arrive in SA in 2026).
Nissan started building the D23-series Navara in SA in mid-2021.
Of course, the Navara is a crucial product for Nissan South Africa seeing as it’s currently the only model rolling off the line at the Rosslyn factory in Gauteng, with production of the half-tonne NP200 having ceased back in March 2024 (which prompted a “restructuring” of the local business).
Interestingly, Nissan SA has yet to make any announcements on a new investment into the local facility, which would, of course, be required were Rosslyn to produce the next-gen version. But, considering such a model will be based on the Triton, we’d expect it to be built in a Mitsubishi factory (likely the firm’s Laem Chabang plant in Thailand) instead.
Will Africa follow Latin America’s lead with the Navara?
That leads us to believe Nissan’s bakkie strategy in Africa could mirror its approach in Latin America. If that indeed ends up being the case, South Africa would stick with a heavily facelifted version of the long-in-the-tooth D23-series model, a bakkie that would likely continue being built in Rosslyn for export to the rest of Africa.
In effect, the D23-series Navara would thus live on in Mzansi as a prolonged lifecycle vehicle, in much the same way as the 1st-generation Volkswagen Amarok is still in production in Argentina (despite much of the rest of the world having moved to the Ranger-based 2nd-generation model produced at Ford’s Silverton plant in South Africa).
The Rosslyn-built Navara is exported to several African markets.
For now, though, the Japanese automaker’s local division is keeping its cards very close to its chest, saying only that the Rosslyn facility – which has been producing the Navara since mid-2021 – remains “Nissan’s light commercial vehicle (LCV) hub” for Africa and a “key component of the company’s ongoing strategy to expand into new export markets”.
At the recent reveal of the Navara Pro-4X Warrior, Jordi Vila, President of Nissan Africa, added that he “sees a strong future for our company in Africa, and the Navara represents a core model in our plans to capture opportunities and expand our footprint”.
Nissan SA recently expanded its Navara range with the Premcar-developed Warrior flagship.
Make of that what you will, but we’d say – based on the latest information, at least – that there’s every chance South Africa will stick with a prolonged lifecycle version of the Navara rather than switch to the new Triton-based model. Of course, only time will tell…
Like your bakkies with an extra dose of brawn? Let’s take a look at the most powerful double-cab bakkies currently available in the South African market…
Double-cab bakkie buyers in South Africa are spoilt for choice, and if power and torque figures get you revved up and excited, this bakkie list is for you. Here are the most powerful double-cab bakkies currently on offer in South Africa…
Pricing is accurate as of March 2025.
Most Powerful Double-Cab Bakkies in SA
1. BYD Shark 6 – 321 kW
The BYD Shark 6 has arrived in South Africa and it’s not only the first Plug-In Hybrid Electric (PHEV) bakkie on sale in Mzansi, it’s also the most powerful bakkie you can buy right now, knocking the Ford Ranger Raptor off its perch at the top of this list.
The BYD Shark 6 combines a 1.5-litre turbopetrol engine with a plug-in hybrid system that comprises a 29.6 kWh battery pack and an electric motor on each axle. Peak outputs are rated at 321 kW and 650 Nm or put another way, 70 kW and 310 Nm up front, and 150 kW and 340 Nm at the rear.
All-electric range is claimed at 85 km with a total range of around 760 km. BYD says the battery’s state of charge will move from 30 to 80% in approximately 20 minutes when using a 55 kW DC fast charger.
The Shark 6 is said to accelerate from zero to 100 kph in 5.7 seconds, which if true, makes it the quickest bakkie on the market, for now…
Pricing for the new BYD Shark 6 starts at R959 900.
The Ford Ranger Raptor made landfall in South Africa in the opening quarter of 2023 and offers a whopping 292 kW and 583 Nm developed from its twin-turbocharged 3.0-litre V6 petrol engine, which comes paired with a specially calibrated 10-speed automatic transmission.
The Ranger Raptor offers formidable off-road performance thanks to its uprated Fox 2.5-inch Live Valve Internal Bypass shock absorbers, which make high-speed off-road driving a breeze. Moreover, the Raptor features a 2-speed transfer case, front and rear locking differentials and up to 7 driving modes as well as an electronically controlled active exhaust system.
The Ford Ranger Raptor is priced from R1 270 000 (note this excludes the cost of a service plan).
The 2.0-litre turbopetrol hybrid powertrain develops a total output of 255 kW and 648 Nm and is paired with a 9-speed automatic transmission. This powertrain is also found under the bonnet of the Tank 500 SUV.
The Ineos Grenadier Quartermaster has arrived in South Africa and it’s currently the third most powerful double-cab bakkie you can buy with its BMW-sourced 3.0-litre, 6-cylinder turbopetrol engine developing 210 kW and 450 Nm of torque. An 8-speed automatic ZF transmission is standard.
Local buyers can also opt for a 3.0-litre, 6-cylinder turbodiesel engine with 183 kW and 550 Nm of torque on offer.
The Jeep Gladiator Rubicon is the 5th-most powerful double-cab bakkie in South Africa with only 1 kW separating it from the new Ineos Grenadier Quartermaster. The Gladiator draws power from a naturally aspirated 3.6-litre Pentastar V6 petrol engine that offers 209 kW and 347 Nm of torque, and is mated with an 8-speed automatic transmission.
Apart from boasting an impressive power output, the Jeep Gladiator is also one of the most hardcore 4×4 bakkies on the market. In addition, it’s one of the most expensive double-cab bakkies you can buy right now with a price tag of R1 385 900.
The Wildtrak and Platinum version of the latest Ford Ranger can be specified with a 3.0-litre V6 turbodiesel engine, which generates a heady 184 kW and 600 Nm. Ford’s 10-speed automatic transmission is standard fare.
Pricing for the V6-powered Ranger Wildtrak starts at R1 087 000 while the range-topping Ranger Platinum is priced from R1 150 000. Note that, again, a service plan is not included as standard.
While Volkswagen’s original Amarok employed a 6-cylinder motor boasting 190 kW and 580 Nm, the 2nd-generation version of the bakkie (built by Ford) has switched to the Blue Oval brand’s aforementioned 3.0-litre V6 turbodiesel unit, paired with a 10-speed automatic transmission.
The Amarok V6’s peak power output thus falls slightly to 184 kW, though maximum torque increases to 600 Nm. Pricing for the V6-powered Amarok starts from R1 071 100 (in conjunction with the Style trim level).
The BYD Shark 6 has finally arrived in South Africa. Here’s what this 321 kW plug-in hybrid bakkie – launching as Mzansi’s most powerful double cab – will cost you…
The BYD Shark 6 has officially launched in South Africa, arriving not only as Mzansi’s very first plug-in hybrid electric (PHEV) bakkie but also the local market’s most powerful and fastest-accelerating double cab.
So, what does the Chinese new-energy vehicle automaker’s potent pick-up cost in SA? Well, according to our information, the BYD Shark is priced at R959 900, with just a single “Premium” derivative on the menu (for now, at least).
That means the Shark 6 undercuts models such as the Volkswagen Amarok 2.0BiTDI Style 4Motion (R966 500), Ford Ranger 2.0 BiTurbo Wildtrak 4×4 (R983 000), Toyota Hilux 2.8GD-6 4×4 GR-Sport (R999 000) and GWM P500 2.0T HEV Ultra Luxury 4×4 (R999 900), not to mention the 20 double-cab bakkie derivatives priced on the far side of R1-million.
None, of course, is as powerful (on paper, at least) as the Shark 6. Thanks to a peak system figure as high as 321 kW, this new double-cab contender grabs the title of South Africa’s most powerful bakkie from the 292 kW Ford Ranger Raptor.
The powertrain comprises a turbocharged 1.5-litre, 4-cylinder petrol engine combined with a plug-in hybrid system featuring a 29.6 kWh battery pack and an electric motor on each axle. Peak system outputs stand at 321 kW and 650 Nm (170 kW and 310 Nm up front, and 150 kW and 340 Nm at the rear), while 3 terrain modes are on offer, along with a so-called “virtual” differential lock.
For the most part, the petrol engine acts as a generator (to top up the battery) and is only capable of directly driving the front wheels at speeds higher than 70 kph. BYD claims the Shark can complete the 0-100 kph sprint in just 5.7 seconds, before topping out at 160 kph. Again, that’s the quickest claimed sprint time of any bakkie on the local market (though the imminent fully electric Riddara RD6 looks poised to steal that title with a time of only 4.5 seconds).
According to the Chinese firm, the lithium-iron phosphate battery pack offers an all-electric WLTP range of up to 85 km (down from the NEDC figure of 100 km), which pushes the combined range to a claimed 760 km. BYD says the battery’s state of charge will move from 30 to 80% in approximately 20 minutes when using a 55 kW DC fast charger.
The Shark 6 employs a ladder-frame chassis and is the Chinese brand’s very first attempt at a bakkie. It features independent suspension at each corner (rather than traditional leaf springs at the rear), while the battery pack is neatly integrated into the platform.
From what we understand, the 5-seater plug-in bakkie has a payload of 835 kg (with the load bed measuring 1 520 mm by 1 500 mm by 517 mm), a braked towing capacity of 2 500 kg and an unladen ground clearance of 230 mm. The listed approach, departure and breakover angles are 31, 19.3 and 30 degrees, respectively.
Measuring 5 457 mm from nose to tail, the BYD Shark – which stands 1 971 mm wide and 1 925 mm tall – is a considerable 107 mm longer than a Ranger double cab, while featuring a 10 mm shorter wheelbase (at 3 260 mm) than that of the Blue Oval brand’s bakkie. Inside, you’ll find a 12.8-inch multimedia rotating screen and a 10.25-inch LCD instrument panel, along with a 12-inch head-up display and wireless smartphone charging.
So, what other kit does the Premium grade include? Well, the SA-spec Shark 6 Premium rides on 18-inch alloy wheels (wrapped in 265/65 R18 Continental tyres) and ships with 7 airbags. Other standard features include a 360-degree camera system, parking sensors (front and rear), a head-up display, adaptive cruise control and a raft of driver-assistance functions.
Aluminium roof rails also ship standard, along with items like keyless entry (and start), rain-sensing wipers, dual-zone climate control, a leather-wrapped steering wheel, faux leather upholstery, power-adjustable front seats (with heating and ventilation), a 12-speaker “Dynaudio” sound system, LED headlamps and sequential rear indicators.
While the BYD Shark 6 is the only plug-in bakkie on the market right now, the GWM P500 PHEV is expected to arrive in South Africa later in 2025, while it’s surely only a matter of time before the Ford Ranger PHEV (which is built exclusively in Mzansi) hits the local market, too…
How much does the BYD Shark 6 cost in South Africa?
BYD Shark 6 Premium – R959 900
The price above likely includes BYD Auto SA’s 5-year/100 000 km warranty and a maintenance plan with the same parameters.
BMW wasn’t the 1st German premium brand to build performance sedans – Mercedes-Benz has a longer – and no less illustrious – history of large, luxurious 4-door models powered by muscular V8 motors. We drive 3 SELs from one very special collection.
IMAGES: Charles Russell
Ronin is a film well known for its car chases through narrow European streets, but for Mercedes-Benz enthusiasts, there is 1 one star in the movie – no, not the E34-series BMW M5, or Robert De Niro – the brown SEL (450SEL 6.9), which was driven in a way only likely to be seen on the silver screen. Today, fortunately, no one is chasing me, although I am following other cars – in a less lairy fashion, of course.
The leading car is a “6.9”, driven by the owner of all 3 of these stately ‘Benzes. Next in the convoy is his wife, who’s piloting a rather special SEL – the Mercedes-Benz 300SEL 6.3. I am behind the wheel of what might be the only 280SEL 4.5 in South Africa, and I’m absorbing every second of the experience!
We head up the beautiful Outeniqua Mountain Pass outside George and the owner isn’t holding back. Watching the 2 grand Mercedes-Benz SEL limousines ahead of me follow the contours of the road is a sight to behold. Classic driving at its finest.
I’m driving the Mercedes-Benz 280SEL 4.5 first because it is the least powerful SEL here, but it feels remarkably nimble for a ’70s sedan. On paper, its 145 kW V8 is overshadowed by the more powerful 6.3 and 6.9, but the 280SEL 4.5 is also the lightest of the 3 and, as I shift the floor-mounted transmission lever to S, the ‘box drops to a lower gear (and holds it) as the ‘Benz powers out a series of bends.
Specifications:
Model: Mercedes-Benz 280SEL 4.5
Years of production: 1971–72
Engine: 4.5-litre V8, petrol
Power: 145 kW at 4 500 rpm
Torque: 358 Nm at 3 000 rpm
Transmission: 3-speed auto, RWD
Weight: 1 705 kg
Fuel consumption: 15 L/100 km
0-100 kph: 11 sec (claimed)
Top Speed: 200 kph (claimed)
Once you have chosen your line and the initial body roll has settled, you can lean on the throttle with zeal. After you have mastered its ways, the 4.5 is even more satisfying to drive than you might imagine.
At this pace, the 4.5 easily keeps up with its Mercedes-Benz SEL siblings and all too soon, we need to turn off at a lookout point for our 1st shoot location, a perfect opportunity to examine all 3 engine bays.
The M100-series V8 in the 6.9’s engine bay looks the most modern unit, which it is, although anoraks will remind you it’s an evolution of the older (M100) 6.3-litre V8 found in the 300SEL 6.3. That engine was the first V8 installed in a Mercedes-Benz production car (originally launched in 1964 with the legendary 600 Grosser), while the 6.9’s motor was, and still is, one of the largest capacity engines ever slotted into a Mercedes-Benz – very appropriate indeed for the 1st range of cars that received the S-Class title.
With photographs in the bag, it is time to drive the other 2 sedans, and I head for the black 300SEL 6.3. Although it lacks an original steering wheel, the interior provides an experience to savour.
The dark red upholstery gives the cabin a luxurious aura, while the luscious red carpets further contribute to its almost Victorian ambience. Wood veneer can be found in the front and rear, too.
This car certainly has a story to tell… Rumours suggest it belonged to the Royal Family of Lesotho at some stage in its life. Strong evidence of this is the fixed divider, which separates the driver’s quarters from the rear – it’s not a feature often seen in these cars.
The divider means the driver’s seat is fixed in position, but that’s not a problem for me because I’m granted a more commanding view over the steering wheel. Aft occupants (likely to have been VIPs) have access to controls for the Becker radio and ventilation system – they’re not unlike those in the ‘Grosser.
Specifications:
Model: Mercedes-Benz 300SEL 6.3 (W109)
Years of production: 1967–72
Engine: 6.3-litre V8, petrol
Power: 184 kW at 4 000 rpm
Torque: 500 Nm at 2 800 rpm
Transmission: 4-speed auto, RWD
Weight: 1 780 kg
Fuel consumption: 15.5 L/100 km
0-100 kph: 6.5 sec (claimed)
Top Speed: 220 kph (claimed)
Little effort is needed to use the 300SEL 6.3’s indicator stalk, and as I turn back onto the mountain pass, the engine is thoroughly warmed, which gives me license to drive the ‘Benz a little harder. I slowly press the long pedal, and immediately, I feel the V8’s eagerness, which translates into a swift burst of thrust.
As with the 280SEL 4.5, I take it slower through the corners, but the moment I can predict my trajectory out of a corner, I press the accelerator pedal again and find the 184 kW 300SEL 6.3 quite lively, despite its vintage. It took another 3 decades or so before Mercedes-Benz and the AMG tuning firm officially tied the knot, but the 1967 300SEL 6.3 is surely the 1st true Mercedes-Benz performance sedan!
For an apex Mercedes-Benz SEL, cubic capacity rules
At slower speeds, there is a slight delay before the engine responds to throttle inputs, followed by a lift of the nose while the long rear overhang dips closer to the ground. But it proves easy to keep an eye on the small, centrally mounted rev counter with its redline just over the 5 000 rpm mark.
I’m surprised by how similar the driving experiences of the 4.5 and 6.3 are. The willingness of the earlier apex Mercedes-Benz SEL engines and the gusto with which they rev (when haste is required) are almost identical. The additional weight of the 6.3 is easily offset by the bigger V8’s surplus power and torque.
With full air suspension, the 300SEL 6.3 was one of the most advanced performance sedans of its era, and it makes sense why this car’s US launch took place at the Laguna Seca race track in California and why the hugely talented Mercedes-Benz engineer and executive Rudolf Uhlenhaut attended that event.
Specifications:
Model: Mercedes-Benz 450SEL 6.9 (V116)
Years of production: 1975–80
Engine: 6.8-litre (6 834 cm3) V8, petrol
Power: 210 kW at 4 250 rpm
Torque: 549 Nm at 3 000 rpm
Transmission: 3-speed auto, RWD
Weight: 1 935 kg
Fuel consumption: 16 L/100 km
0-100 kph: 7.4 sec (claimed)
Top Speed: 225 kph (claimed)
As we pull over for more detail and interior photography, the sun starts to set behind the mountains. Even in fading light, the 450SEL 6.9 has an imposing stance. With the longest body and wide tracks, it has the largest wheelbase here (2 960 mm). Owing to the Oil Crisis in the 1970s, Mercedes-Benz postponed the launch of its top S-Class by almost a year and a half, until September 1975. It was worth the wait, though.
This evening, almost 40 years later, I’m greeted by the smell of the lush and cosy velour interior of the 450SEL 6.9 (leather upholstery was optional). It overpowers the more traditional smell of Mercedes-Benz cars of this era. Once seated, the velour-trimmed chairs allow little movement, and I immediately feel as if I could drive this sedan late into the night. How plush and luxurious this car must have felt in its time.
Even when performing a simple task such as closing the 6.9’s door, I sense I’m dealing with a different beast. The door feels heavier than those of the other SELs and shuts with a more distinctive thud. Velour door inserts are framed by thick blue moulds, all contributing to the cocooning atmosphere of the cabin.
The 6.9, although technically a 6.8-litre (6 834 cm3) V8, was the perfect powertrain for Mercedes-Benz’s top-of-the-range S-Class at the time. Even though the 600 Grosser limousine was still available when the 450SEL 6.9 went into production, the top W116 S-Class eclipsed that car’s power and torque.
The 6.9’s M100 features mechanically controlled, Bosch K-Jetronic injection and dry-sump lubrication, and is mated with a 3-speed automatic transmission – the only ‘box ‘Benz had at the time that could handle all the torque! Needless to say, this engine’s character is vastly different to that of the 6.3.
As expected, the almost 2-tonne 450SEL 6.9 is slightly lazier and takes a more relaxed run through the rev range than its 2 Mercedes-Benz SEL predecessors. And once you’ve sampled as much acceleration as the “6.9” can muster (which is plenty), you can sit back, pull the armrest down and settle into a plush cruise. Thanks to a 96-litre fuel tank, fuel stops should not inconvenience the driver too much.
The improvements Mercedes-Benz made during the leap from the W108 and W109 to this V116 are immediately apparent, particularly when it comes to refinement, taken care of by the 450SEL 6.9’s suspension with hydro-pneumatic level control at the rear. Engine and road noise are kept well at bay, while the heavier kerb weight means the car feels more planted on the road. It also means you don’t really want to hustle it through corners. So it’s fortunate I wasn’t tasked with driving the 6.9 in Ronin…
Summary
Soon (too soon), the sun sets, and we drive the cars back to their neat garages, where they are stored and pampered. What a perfect evening to drive 3 of Mercedes-Benz’s most noteworthy large sedans from the previous century, each with an engine larger than most powerplants in ‘Benz’s current line-up.
I cannot pick a winner out of this Teutonic trio – that wasn’t the aim of this drive. Each V8-powered SEL offers a different experience, although the engine is the dominant factor in all 3 models. There is little in terms of an exhaust note, but when you put your foot down, you can hear those V8s working hard.
The 280SEL 4.5 was an export model for North America, making its presence here all the more special, and the 450SEL 6.9 was one of the fastest sedans of its time. However, if I had to buy one, the 300SEL 6.3 would give me the biggest smile every time I open the garage door. It’s one of the original Q-cars and the OG 6.3. But don’t take my word for it. When Road & Track tested this car new, the magazine called it not only “the greatest sedan in the world” but described it perfectly by stating it was “truly the executive road racer” and that it “does more different things well than any other single car”. Amen to that.
The all-electric Volvo EX90 has finally landed in South Africa. Here’s how much you will be paying for the flagship premium SUV.
The all-electric Volvo EX90 will be hitting local dealerships in April and our market will be getting the top-spec Volvo EX90 Ultra Twin Performance derivative, which costs just under R2.7 million. Under that sleek body is Volvo’s SPA2 platform and the vehicle is assembled at Volvo’s plant in Charleston, South Carolina USA.
Positioned as a 7-seater all-electric premium SUV, the EX90 goes up against the likes of the BMW iX and Mercedes-Benz EQE SUV.
Powertrain, performance and range
The electric Volvo EX90 features a twin-motor setup with 380 kW and 910 Nm. A sprint time of 4.9 seconds to 100 kph is claimed and thanks to a 111 kWh battery back, a range of up to 604 km on the combined cycle is possible. The vehicle can accept high-speed charging too and when hooked up to a 250 kW charger, the battery can go from 10-80% in around 30 minutes.
Safety?
It’s a Volvo and naturally at this price point you will be expecting every conceivable piece of safety tech fitted. You’ll notice a bulge on the vehicle’s roof and that’s the LiDAR sensor which scans the road. There are also integrated radars and cameras backed up by both NVIDIA DRIVE tech and Volvo’s own software.
Volvo claims the EX90 has been designed to be the safest vehicle the brand has ever built. Standard assistance features include adaptive cruise control with steering support, a head-up display, a 360-degree camera, Lane Keeping Aid, Park Pilot Assist, Run-off Road Mitigation, Blind Spot Information System (BLIS) with cross-traffic alert, Collision Avoidance and Mitigation, Intersection Autobrake, and Road Sign Information. There are 10 airbags too.
Standard equipment
Volvo South Africa has confirmed our market will be getting just the Ultra Twin Performance derivative which covers all the bases in terms of premium, tech and safety features. The EX90 rides on 22-inch 5-spoke alloy wheels, has a panoramic glass roof, electrically-operated tailgate, front seats with 4-way lumbar/heating and massage functionality, heated rear seats, heated steering wheel, Bowers & Wilkins audio system, wireless inductive smartphone charger, Bluetooth connectivity, wireless Apple CarPlay and USB ports to name but a few.
The biggest point of interest in the cabin is the vertically-orientated 14.5-inch infotainment screen which runs Google Android Automotive (not to be confused with Android Auto mirroring tech) and this system has integrated applications like Google Maps, Google Assistant as well as access to the Play Store.
How much does the new electric Volvo EX90 cost in South Africa?
Volvo EX90 Ultra Twin Performance
R2 650 000
Customers can opt for one of 8 colours and one of two interior trim options. The above price includes a 3-year/60 000 km maintenance plan, a 5-year/100 000 km warranty, 8-year battery warranty, and 5-year/unlimited mileage roadside assistance. Volvo SA will also provide new EX90 owners with two years of free public charging, a GridCars wallbox with installation, and 10 GB of Vodacom data per month for three years.
Many buyers prefer the convenience that an automatic transmission offers but if you are in the market for a new automatic mini SUV with a budget of no more than R300k, what are your options? Take a look at the cheapest automatic compact SUVs currently available in South Africa!
If you’re looking for the cheapest automatic compact SUVs on sale in South Africa for under R300k, this list is for you!
The small SUV is a hugely popular car in South Africa as they offer higher levels of practicality while also offering improved gravel-travel ability. The popularity of automatic transmissions is evident and while self-shifting offerings are generally pricier than their manual counterparts, there are some automatic compact SUVs on the market that will strike a chord with buyers looking for value and convenience at an attractive price.
Prices are accurate as of March 2025.
Cheapest Automatic Compact SUVs Under R300k in South Africa
Nissan Magnite 1.0 Visia Automatic – R263 200
The Nissan Magnite is the cheapest automatic compact SUV in South Africa! A mildly facelifted Magnite arrived in South Africa in 2024. The base Magnite derivatives are powered by a 3-cylinder, 1.0-litre petrol engine with 53 kW and 96 Nm of torque and paired with a 5-speed automatic transmission or 5-speed manual transmission.
Of course, you can still opt for the more powerful 1.0-litre, 3-cylinder turbopetrol engine delivering 74 kW and 152 Nm of torque. Buyers have the choice between a 5-speed manual or a Continuously Variable Transmission (CVT). Two trim levels, Accenta and Accenta Plus are available to buyers. The range-topping Magnite Acenta Plus Automatic is priced from R410 700.
The Renault Kiger is offered with 2 automatic derivatives, with the Zen derivative being the cheapest at R274 999. The Kiger 1.0 Zen CVT automatic is powered by a naturally-aspirated 1.0-litre, 3-cylinder engine with 52 kW and 96 Nm of torque. A more powerful turbocharged Kiger 1.0 Intens CVT automatic, priced from R359 999, is also available with outputs of 74 kW and 160 Nm.
The new Mahindra 3XO is a popular choice for compact SUV buyers looking for value-for-money and the 3XO MX2 automatic is the cheapest automatic in the range with a price of R279 999.
The Mahindra 3XO is powered by a 1.2-litre turbopetrol engine that produces 82 kW and 200 Nm of torque and is paired with a 6-speed automatic or manual transmission. In addition to the base MX2 derivative, buyers can also opt for trim grades such as MX3, AX5, AX5L and the range-topping AX7L.
The Suzuki Ignis 1.2 GLX automatic slips in under the R300k mark but its truly compact dimensions make it one of the smaller cars on this list.
The Ignis makes use of a naturally-aspirated 1.2-litre petrol engine that produces 61 kW and 113 Nm of torque and comes paired with a 5-speed automatic transmission, or a 5-speed manual if you prefer.
Chery bolstered its local Tiggo 4 range with a new entry-level automatic derivative, the Tiggo 4 Pro 1.5 LiT automatic! It’s powered by a 1.5-litre naturally aspirated engine with 83 kW and 138 Nm of torque and is paired with a Continuously Variable Transmission (CVT). You can also opt for the higher-specced Tiggo 4 Comfort automatic which is priced from R359 900.
The camouflaged BMW M3 EV was recently spotted testing around the Nurburgring. Here’s what we know so far.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
Don’t panic, dear petrolheads. The petrol M3 and M4 will still be around for some time. This, however, is the BMW M3 EV which should be on the road by 2027. BMW M’s boss Frank van Meel has already confirmed the next-generation M3 will have both petrol and electric power.
This is not BMW M’s first electric rodeo and given the success of the i4 M50, we reckon this M3 EV should also fly off the showrooms. Now before you scoff, let’s just remind you the i4 M50 was BMW M’s best-selling vehicle for three consecutive years.
The BMW M3 EV will be the M division’s first dedicated electric M and right from the early days of the project, a few details were confirmed. Not one, not two, but four electric motors will be powering it and while there are no official power outputs, we reckon 1000 hp / 745 kW is about right. Expect this car to have the Heart of Joy supercomputer too.
In terms of design, the prototype mules spotted on the Nurburgring recently have an M-themed livery, with traditional BMW colours of blue and red. This four-motor setup is not exactly news (BMW has been working on this platform for a few years) but these latest spy shots confirm that it’ll form part of the Neue Klasse family.
Our spy photographers reported: “the car wasn’t that fast during his first laps. It was more a roll out for two laps than a proper test” so we’re expecting it to be seen often over the next few weeks.
Is the new Ford Mustang Dark Horse one of the most exciting and accessible sports cars you can buy in South Africa? Ciro De Siena reviews the Mustang Dark Horse to find out if it’s the best bang-for-buck car you can buy right now. Watch the video!
The new Ford Mustang Dark Horse has all the right ingredients to be the perfect sports car.
In the modern motoring era, it seems that every new law and regulation is designed to remove some of the joy from motoring. Sure, cars should be safe, reliable and efficient, and brands like Ford sell many cars that tick those boxes. But unlike Ford, it seems that most brands have given up on selling cars that simply exist to make their owners happy.
It also seems that cars have become incredibly complicated when the formula for motoring joy is quite simple.
In this film, our video journalist, Ciro De Siena, finds that the Dark Horse combines the best aspects of classic motoring with up-to-date technology, to create a vehicle that is almost guaranteed to make you smile. The Dark Horse is an experience, a modern muscle car that is unapologetically loud, fast, thirsty and aesthetically dramatic. And not only that, but it’s dramatically more affordable than anything similar.
Is this the most fun you can have in a modern vehicle for under R1.5 million on the new car market? Very possibly…
Watch the video and tell us if you agree with Ciro!
This is the Nissan SUV that will replace Qashqai in SA
Nissan has released fresh teaser images of the new Renault-based, Indian-built SUV that will ultimately replace the since-discontinued Qashqai in South Africa…
Nissan has released fresh teaser images of a new 5-seater SUV based on the Renault Duster, set to be built in India and already confirmed for South Africa, where it will effectively replace the since-discontinued Qashqai.
The teasers formed part of the Japanese automaker’s Global Product Showcase event in Yokohama. At the same event, Nissan released a similarly shadowy teaser image of what it described as an “all-new 7-seater B-MPV”. From what we can tell, that model – which is scheduled to launch in India in “FY25” (Fiscal Year 2025) – will be based on Alliance partner Renault’s soon-to-be-facelifted Triber.
Nissan also teased a new 7-seater MPV seemingly based on the Renault Triber.
Nissan says its new “5-seater C-SUV” will follow in the Indian market in “early FY26”. As a reminder, this model is set to be based on the upcoming Indian-spec Renault Duster, which will be built at Renault Nissan Automotive India’s manufacturing plant in Oragadam near Chennai (which currently also produces the Magnite, Kiger and Triber).
While the Romanian-built Duster has already launched in South Africa, the French firm’s local distributor plans to switch to the Indian-made version once it starts rolling off the line in Chennai. Around the same time (we’re guessing at some point in 2026), the Nissan-badged version should hit the market in South Africa.
The as-yet-unnamed SUV will be built alongside the Indian-spec Renault Duster.
Nissan’s Indian division promises the new model will be “feature-packed” and boast “state-of-the-art proprietary advanced technologies”. The company says it “takes its design cues from the Nissan Patrol” and “will deliver true Nissan SUV DNA”.
What will it be called? Well, Nissan has yet to reveal the new model’s name, though the firm could perhaps dust off the “Terrano” badge. After all, Terrano was the nameplate used on Nissan’s rebadged version of the 1st-gen Duster offered in markets like India and Russia (but not in SA).
Nissan still holds the Terrano trademark here in South Africa, with the “Terrano II” having been sold briefly in Mzansi in the early 2000s. However, back in September 2024, Cars.co.za discovered that Nissan Motor Corporation had filed to trademark the “Gravite” nameplate locally (after having applied to reserve the very same nameplate in India in November 2023).
The UK-built Qashqai was axed in SA in the opening half of 2024.
Though we’re administering a healthy dose of speculation here, we’d argue that the Gravite badge could be a prime candidate for use on this new SUV, which will be positioned above the Magnite as an eventual – and, crucially, more cost-effective – replacement for the locally discontinued Qashqai. Whether this new models ends up being called “Gravite”, of course, remains to be seen.
As a reminder, back in June 2024, Cars.co.za broke the news that Nissan had quietly axed the Qashqai in South Africa, bringing down the curtain on this well-known nameplate’s nearly 17-year run on the local market.
Local vehicle armouring specialists SVI has commenced the rollout of its “discreet” anti-hijacking product “LITE”, which aims to provide a greater level of protection (than typical “smash-and-grab” solutions) for drivers of some of SA’s most popular models.
Speaking at the launch of the new product, Jaco de Kock – the CEO of the Pretoria-based firm – said that SVI was well aware that most South African consumers could simply not afford the significant investment that B4- or B6-level discreet armouring packages require. Therefore, SVI set out to develop a considerably more cost-effective solution to combat hijacking attempts specifically: SVI LITE.
“Since SVI LITE originated from an idea to make vehicle armour more accessible to the broader motoring public, it made sense for us to focus on some of South Africa’s most popular vehicles,” said De Kock.
SVI LITE is only available for suitable vehicles’ side closures (doors and their accompanying windows), with the customer able to specify how many doors are to be armoured. In each case, the vehicle door gains concealed Kevlar panels, while the standard window glass is replaced with special lightweight armoured glass. From the outside, there is no quick way to identify a car that is fitted with SVI LITE.
Together, these components deliver B2-level protection and are thus rated to stop 9 mm, 124-grain rounds fired from a handgun. These are the weapons typically used during hijacking attempts.
“In much the same way as a bullet-resistant vest protects vital organs of the human body, our new SVI LITE solution covers critical areas of the vehicle that are typically targeted during a hijacking attempt,” explained SVI business development director Nicol Louw.
The armouring components add 15 kg to each door, meaning vehicle performance is virtually unaffected. Furthermore, the ballistic glass is light enough to allow for the standard operation of the side windows in most vehicles, resulting in unhindered access to parking-ticket machines, biometric readers and the like.
SVI demonstrated LITE’s protection capability live during the launch event, with CEO Jaco de Kock firing three 9-mm rounds at a Ford Ranger Raptor’s front passenger window.
The benefit of the fitment of SVI LITE is not only restricted to protection when shots are being fired at the occupants but also about giving the driver the confidence to drive away from a potential hijacking.
As SVI has earned Qualified Vehicle Modifier (QVM) status with long-term partner Ford – resulting in factory-backed B4- and B6-level discreet armouring packages for the Everest and Ranger, as well as a B6 Stopgun V3.0 security kit for the latter – fitment of the new SVI LITE products on the Everest and Ranger likewise have no impact on the original manufacturer warranty or any selected service plans.
How long does it take, and how much does it cost?
Compared with comprehensive B4-level armour, which for a medium-sized SUV starts at about R750 000 (ex VAT), SVI LITE is far more attainable. The price per closure for the Toyota Corolla Cross is R54 950 (excluding VAT), which rises to R64 950 (excluding VAT) for the Ford Ranger due to its bigger size.
So, as an example, should a customer wish to have all 4 doors of a Toyota Corolla Cross protected using the new SVI LITE solution, the total would come to R219 800 (excluding VAT).
Regardless of the number of closures specified, fitment at SVI’s world-class facility outside Pretoria takes just 2 weeks. Initial installations are scheduled to start from the beginning of May 2025.
