Why Isuzu SA hasn’t (yet?) launched the new 2.2TD engine
Isuzu’s local boss says the company is “looking at when” it can offer the new 2.2-litre turbodiesel engine in South Africa, but adds the brand doesn’t want to “move too fast”…
Isuzu’s local boss hints at new 2.2-litre turbodiesel engine
Likely to replace 1.9-litre oil-burner in D-Max and MU-X
Isuzu Motors SA will eventually “consider” D-Max EV, too
The head of Isuzu in South Africa has suggested the Japanese brand’s new 2.2-litre turbodiesel could be on the cards for the D-Max bakkie and MU-X adventure SUV, saying the company’s local division is currently “looking at” when it can offer the new engine. However, he adds the brand doesn’t want “to move too fast”.
Billy Tom, CEO of Isuzu Motors South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2025 in Gqeberha in the Eastern Cape.
Billy Tom (left) in conversation with Cars.co.za’s Alan Quinn.
“There are newer engines – you would have seen, we’ve got a new [2.2-litre turbodiesel] engine – and we’re looking at when we can bring them. But we also don’t want to move too fast. We want to ensure that they’ve been tested, because we need to play to our strengths,” he said, referencing the Japanese brand’s long-held reputation for reliability and durability.
In November 2024, Isuzu revealed a newly developed 2.2-litre turbodiesel engine and 8-speed automatic transmission in Thailand. The “2.2 Ddi MaxForce” motor – which bears the “RZ4F” internal designation – generates 120 kW and 400 Nm. For the record, that’s an extra 10 kW and 50 Nm compared to the current 1.9-litre powerplant (but 20 kW and 50 Nm lower than the 3.0-litre unit’s outputs).
Isuzu revealed the new 2.2-litre oil-burner late in 2024.
In some overseas markets, the new 2.2-litre motor has already replaced the 1.9-litre oil-burner in the facelifted D-Max and MU-X ranges. As a reminder, the latter engine currently powers 21 of the 31 derivatives in the locally built (though still pre-facelift) D-Max portfolio, along with the base variant in the 6-strong (refreshed) MU-X line-up.
Considering the Japanese firm’s Struandale facility imports its D-Max engines and transmissions from Thailand rather than producing powertrains locally, it seems exceedingly likely this new engine will eventually be offered in South Africa.
The entry-level MU-X derivative employs the 1.9-litre motor.
Of course, exactly when this might happen is anyone’s guess. Perhaps with the D-Max’s long-awaited mid-cycle update? Well, despite having been revealed as long ago as October 2023, the facelifted D-Max has seemingly yet to start rolling off the assembly line in Struandale (though the refreshed MU-X imported from Thailand launched locally in May 2025).
New-energy powertrains being tested locally
The D-Max EV was revealed as recently as April 2025.
When asked about new-energy powertrains available in the Isuzu stable, Tom revealed that the company’s local division had been investigating certain options – and indeed testing them in local conditions.
“Diesel is our strength. We have looked at various newer technologies as we don’t want to be left behind. Last year, we brought [in] a fully [electric] truck, which we tested and [on which] we got some customer feedback,” he said, adding that his company is “looking at opportunities” to “move with” early adopters.
The battery-powered D-Max is built in Thailand.
“In Europe, we recently launched the battery-electric [D-Max]. So, when they are available, we will consider that – study it – but make it a point that the consumer is not worse off, the consumer is not stranded. We’ll do the right thing,” Tom emphasised.
Revealed in April 2025, the Isuzu D-Max EV is the first fully electric version of the Japanese firm’s popular bakkie. Production of right-hand-drive units is scheduled to start towards the end of the year, with sales expected to commence in the United Kingdom in 2026 before being “rolled out to other countries and areas based on market needs”.
The claimed WLTP range comes in at 263 km.
The Thai-built D-Max EV is based on a “re-engineered” version of the standard RG-series bakkie’s platform and features a 66.9 kWh lithium-ion battery pack allowing a claimed WLTP range of 263 km (or up to 361 km of city driving, according to Isuzu).
Dual electric motors produce a total power output of 140 kW, along with peak torque of 325 Nm. The electric 4×4 bakkie has a claimed 0-100 kph time of 10.1 seconds and a top speed of “over 130 kph”. The payload capacity comes in at 1 100 kg and braked towing capacity at 3 500 kg.
Frequently Asked Questions (FAQ)
Q: When will the new 2.2-litre turbodiesel engine be available in South Africa for the D-Max and MU-X?
A: Isuzu Motors South Africa is currently “looking at when” they can introduce the new engine for the D-Max bakkie and MU-X SUV. However, the company’s local boss says they don’t want to “move too fast” to ensure the engine is properly tested for reliability and durability.
Q: What are the power and torque figures for the new 2.2-litre turbodiesel engine?
A: The new “2.2 Ddi MaxForce” (RZ4F) turbodiesel engine generates peak outputs of 120 kW and 400 Nm. This represents an extra 10 kW and 50 Nm compared to the brand’s existing 1.9-litre motor.
Q: Will the fully electric Isuzu D-Max EV be launched in South Africa?
A: Isuzu Motors SA has confirmed it is testing new-energy powertrains locally and will “consider” and “study” the D-Max EV once it is available for local introduction. The company’s priority is to ensure the consumer is not “worse off” before committing to a launch.
Toyota SA boss calls for new Chinese brands to ‘invest’
The head of Toyota in South Africa has called for new Chinese brands to invest in Mzansi rather than simply “dumping a whole lot of cars in the country”…
Toyota’s local boss says “competition is good”
But adds Chinese brands should “invest” in SA
Expects more brands to enter B-segment soon
The man at the helm of South Africa’s best-selling automaker, Toyota, has called on new Chinese brands to invest in Mzansi rather than simply “dumping a whole lot of cars in the country” and taking a wait-and-see approach.
Andrew Kirby, President and CEO of Toyota South Africa Motors, made the comments during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2025 in Gqeberha in the Eastern Cape.
Andrew Kirby speaks during the Cars.co.za podcast.
“Competition is good – the disruption is ultimately good for customers. But we need to balance that with an investment into South Africa. Not just ‘let me dump a whole lot of cars in the country, see if they survive or not and then decide to remain or exit’,” he said.
“That’s going to harm a lot of consumers and it’s going to create a lot of turmoil. There needs to be some balance. If you want to compete, that’s fantastic – but invest in the country,” emphasised Kirby, who has been at the head of Toyota SA Motors since 2016.
The locally built Toyota Hilux has been SA’s top-selling vehicle for decades.
“We know that it’s costing jobs, but we also know that we need to transition. We need to be careful of not reacting too soon, because the disruption and the competitive products are good. But there is certainly an understanding that there needs to be some link to investing in the country – and not just a trial-and-error approach to our market.
“We’ve become a little bit like that. The barriers to entry in South Africa are very small. Anybody can come and trial it – see how it goes for a year – but that’s enormously disruptive and that does cost the economy and it costs jobs,” said Kirby, who a year earlier described the Chinese threat as being “very real”.
Kirby says Toyota’s global alliance with Suzuki has been “very successful”.
Interestingly, Kirby said Toyota’s global alliance with Suzuki – which sees Suzuki-built models like the Vitz, Starlet and Starlet Cross offered locally in the Toyota range – has “very successful”, with this end of the market thus far not heavily impacted by the influx of Chinese vehicles. But he seemingly expects that to change.
“The A- and B-segment is by far the biggest in South Africa. Where the Chinese have focused [thus far] is C- and D-segment, so that would be equivalent to our Corolla Cross and RAV4,” he explained.
The Corolla Cross is another locally built success story.
“The B-segment cars are a lot more cost sensitive, and you need to build to real scale to be able to compete. We do think that there are going to be a lot more players that are going to start moving into that B-segment, because it’s the single biggest segment in South Africa,” he concluded.
Toyota South Africa Motors builds the Hilux, Fortuner, Corolla Cross and Hiace Ses’fikile at its Prospecton plant in KwaZulu-Natal, with production of the prolonged-lifecycle Corolla Quest having ended late in 2024.
Frequently Asked Questions (FAQ)
Q: What has the head of Toyota South Africa called for from new Chinese car brands entering the market?
A: Andrew Kirby, President and CEO of Toyota South Africa Motors, called for new Chinese brands to invest in South Africa rather than simply “dumping a whole lot of cars in the country” and taking a “wait-and-see” approach to the market.
Q: Why does Kirby believe the “dumping” approach is harmful to the South African market?
A: He emphasised that a lack of investment is “enormously disruptive” and will “harm a lot of consumers”, “create a lot of turmoil” and ultimately “cost the economy”.
Q: Which car segments have Chinese brands focused on so far, and which segment is expected to see more competition soon, according to Kirby?
A: He says Chinese brands have thus far focused on the C- and D-segments (equivalent to models like the Toyota Corolla Cross and RAV4). Kirby expects a lot more players to start moving into the B-segment, as it is the single biggest segment in South Africa.
The facelifted Renault Triber recently arrived in Mzansi, with a starting price R10 000 lower than before. We travelled to Durban to sample the updated 7-seater mini MPV.
On the days leading up to the 2025 Renault Triber launch, I was convinced I was experiencing the Baader-Meinhoff phenomenon, also known as frequency illusion, where, after you notice something new, you start seeing it more often… I could’ve sworn every 4th car I saw on the road was a Triber!
However, after being informed that Renault South Africa has sold more than 30 000 units of the outgoing model locally since 2020, perhaps the frequent sightings were not my mind playing tricks on me. Indeed, the Renault Triber has been received well in South Africa, catering to budget-conscious individuals and the e-hailing market.
Aimed at owners who transport people for a living
Whereas some brands don’t appreciate the perception that their products appeal to the likes of Uber and Bolt, Renault South Africa has embraced this clientele with open arms – understanding that the Triber has become a popular choice amongst business owners who transport people for a living.
Spoiler alert, despite being marketed as a new vehicle, the “new” 2025 Renault Triber still makes use of the same powertrain that was used in the pre-facelift model, but don’t let that deter you from considering this mini MPV, as it still carries massive appeal for its target audience.
As hackneyed as the saying is, “money talks” rings true in the case of the Triber. The best part about the new model is its pricing, which is impressively more affordable than the outgoing model.
How the French brand managed to pull that feat in an era of rapidly rising costs frankly boggles the mind, but what matters most is that the new Triber ticks many proverbial boxes. As a value proposition, the Triber’s new looks, practicality and 6-airbag safety spec make it an appealing offering under R300 000.
What’s new on the 2025 Renault Triber?
For the new model, Renault has changed the naming convention of each derivative. The Evolution variant now represents the entry-level spec, the Techno derivative is the middle grade, and the Iconic version sits at the top of the range. Renault lists 31 new features for the new Triber across the range.
Before that high number wows you, some of the new features include a dual-tone dashboard and new upholstery on the entry-level variant, so nothing too exciting, to be honest.
The biggest changes pertain to exterior aesthetics; the redesigned front and rear ends incorporate the new Renault logo and LED lighting technology on the headlights and taillights for the range-topping Iconic. It’s still recognisable as a Triber, though, and its overall MPV proportions remain the same.
Interior upgrades on the 2025 Renault Triber
On the inside, a new 8-inch infotainment system has been added, which has smartphone integration included (Wireless CarPlay and Android Auto for the Iconic). Safety-wise, there are ISOfix child seat anchorages, 3-point seat belts for all seats, and all derivatives now feature 6 airbags as standard.
Durban was a near-perfect environment for Renault to host the event, considering that the surprisingly spacious Triber makes use of a tiny (1.0-litre) normally aspirated 3-pot engine. At the coast, it would not be affected by the 17% power drop-off that non-turbocharged cars suffer in the thinner air of Gauteng.
What it’s like to drive
This strategy worked well because the Triber felt surprisingly eager to rev considering that it only produces 52 kW and 96 Nm. That being said, you will rev it – a lot – because the moment the vehicle is loaded with passengers and luggage, it will struggle to muster much acceleration, no matter how close to the coast you might be. Thankfully, there is no expectation that the Triber will perform spiritedly.
Where the 2025 Renault Triber does excel is in terms of comfort – the mini MPV manages to soak up the road’s imperfections confidently, which will make for more enjoyable road trips or airport runs.
Automatic for the people… or a select few?
The launch unit we sampled had a 5-speed manual gearbox, which shifted effortlessly, but the option for an automated manual is also on the cards for those looking for an automatic.
Having experienced AMTs (automated manual transmissions) in the past, I would still opt for the manual because an AMT shifts slowly (sometimes jerkily) and you can’t beat the simplicity of “driving stick”.
Either way, the Triber’s driving experience is very similar to that of the outgoing model, which isn’t a bad thing, as this sub-1-tonne offering doesn’t feel as if it wanders or floats on the road. In fact, it does a fine job of not feeling “cut-price” in terms of its ride and handling, despite being a budget-friendly vehicle.
So does the 2025 Renault Triber offer enough new features to justify an owner of the outgoing model to make the switch? It depends. If you’ve recently purchased a Triber, you don’t need to feel like you’re missing out by not owning the new model. However, if your Triber is due for an upgrade, you’ll be pleased by the niceties that come part and parcel with the new model, and again, the fact that the newcomer is so well priced makes it an easy purchase for those looking for an affordable 7-seater.
The only caveat about the 7 seats is that when each row is up, luggage space is limited to 87 litres. Renault counters this by offering the Triber with an optional roof rack that can load up to 40kg of luggage. If you don’t need to use all 7 seats, the 3rd row can be folded down to increase the luggage space to 625 litres, and if you’ve been tasked to assist a friend with a move, the 2nd row can also be folded for even more space. Considering the Triber’s versatility, it’s no wonder it’s a hit! The new model takes the same recipe, refines it ever so slightly and offers it at a better price. One can’t argue with that.
What is the starting price of the facelifted Renault Triber (2025)?
The facelifted Renault Triber (2025) has a starting price of R218 999 for the entry-level Evolution 5MT variant, which is R10 000 lower than the outgoing model.
What is the key safety upgrade on the 2025 Renault Triber?
A significant safety upgrade is that all derivatives now feature 6 airbags as standard, along with ISOfix child seat anchorages and 3-point seat belts for all seats.
Does the 2025 Renault Triber use a new engine?
No, the 2025 Renault Triber uses the same powertrain as the pre-facelift model: a 1.0-litre normally aspirated 3-cylinder engine that produces 52 kW and 96 Nm.
What is the luggage capacity with all seven seats in place?
With all seven seats in use, the luggage space is limited to 87 litres. However, the 3rd row can be folded down to increase the luggage space to 625 litres, and the 2nd row can also be folded for maximum volume.
Renault Captur (2015-2021) Buyer’s Guide
Have your eye on a first-gen Renault Captur? Here’s what you need to know, including this compact family car’s strengths and weaknesses plus what you can expect to pay on the used market…
The original Renault Captur arrived at just the right time for the Boulogne-Billancourt-based brand’s local division. In 2015, the French marque was in the midst of a dramatic sales resurgence in South Africa, thanks largely to the combined efforts of the 1st-gen Duster, the 2nd-gen Sandero and the Clio IV.
Intended to serve as the 4th mainstream model in Renault’s revitalised small-car range, the Mk1 Captur was tasked with helping to drive sales for the brand in Mzansi – and that’s precisely what it did. In fact, the fresh-faced compact family car grabbed the title of Renault’s top seller in its opening month on the market.
The Captur was unveiled in 2013.
Based on the same “B” platform as the popular Clio IV, the J87-series Captur shared much with its hatchback sibling but – rather crucially, considering the market was leaning heavily towards crossovers – added a raised driving position, loftier ride height (at 170 mm) and a mite more interior space.
Interestingly, the version of the Captur sold in South Africa was sourced from the Renault’s Valladolid factory in Spain. This was despite Renault having developed a slightly larger HA-series Captur specifically for emerging markets like India, Russia and Brazil (countries in which that iteration was assembled).
This 2011 concept vaguely previewed the Captur.
Though the 1st-gen Captur made an immediate impact on the local new-vehicle market, its popularity tapered as more rivals piled into the segment. Based on our records, this model’s best year was 2016, when 2 838 units were sold. That figure fell to 1 670 units in 2017 (seemingly owing to low stock ahead of the facelift) before rising slightly to 1 917 units in 2018.
Some 1 274 examples were sold in 2019 – the year in which production in Spain ended – with only a small number of J87-series Captur units registered in South Africa over the following 2 years.
Renault Captur model line-up in South Africa
The Captur arrived in SA only in May 2015.
Vaguely previewed by 2011’s aptly named Captur Concept (complete with removable roof, swathes of carbon fibre and generally cartoonish proportions), the production model was finally revealed at the Geneva International Motor Show in early 2013.
South Africa had to wait a further couple of years for the Captur to roll onto local dealership floors. When it did officially hit the market in May 2015, the line-up comprised a trio of front-wheel-drive derivatives. Buyers had a choice of two turbocharged petrol engines (a 0.9-litre 3-cylinder and a 1.2-litre 4-pot), a pair of transmissions (5-speed manual and 6-speed dual-clutch) and several trim levels:
Captur 0.9T Expression MT (66 kW/135 Nm)
Captur 0.9T Dynamique MT (66 kW/135 Nm)
Captur 1.2T Dynamique EDC (88 kW/190 Nm)
In August 2016, Renault SA expanded its Captur portfolio by adding the welcome option of a turbodiesel engine. In this application, the well-known 1.5-litre dCi motor generated 66 kW and 220 Nm, peak outputs that were delivered to the front wheels through a 5-speed manual gearbox as standard.
Only 100 units of the Sunset Limited Edition came to Mzansi.
Offered in conjunction with the Dynamique grade, this turbodiesel mill also powered the Sunset Limited Edition. Just 100 units were available in South Africa, each finished in “Diamond Black” paint set off against a “Sunset Orange” finish for the roof, side-mirror caps and various bits of exterior trim (a colour scheme repeated in the cabin).
By August 2017, the facelifted Captur had made local landfall, bringing refreshed exterior styling and improved cabin materials. While all 3 engines were carried over at this mid-cycle update, the 1.2-litre motor became available with a 6-speed manual, featuring a slightly higher 205 Nm peak torque output.
The facelifted range made local landfall in August 2017.
The French firm also introduced a new entry-level Blaze derivative (supplanting the Expression grade), which dropped Renault’s familiar 7-inch touchscreen in favour of a new “R&Go” smartphone interface incorporating a dedicated device cradle.
Captur 0.9T Blaze 5MT (66 kW/135 Nm)
Captur 0.9T Dynamique 5MT (66 kW/135 Nm)
Captur 1.5 dCi Dynamique 5MT (66 kW/220 Nm)
Captur 1.2T Dynamique 6MT (88 kW/205 Nm)
Captur 1.2T Dynamique EDC (88 kW/190 Nm)
Despite Renault’s Spanish factory starting production of the 2nd-gen Captur in 2019, the J87-series model technically remained on the market in South Africa until around the 3rd quarter of 2021 (though stock was severely limited). With a certain global pandemic having sparked production interruptions, shipping challenges and more, the Mk2 Captur arrived in Mzansi only in March 2023.
What are the Renault Captur’s strengths?
The Captur was available with Renault’s K9K turbodiesel motor.
Turbodiesel efficiency: At the time of the Captur’s launch, the 1.5 dCi engine was billed as Renault’s “most sold” powerplant worldwide. So, this “K9K” mill (to use its internal designation) had already attained an almost cult-like following for its use in models like the Duster.
IIn short, this 4-cylinder motor was lauded for its low-down grunt and its potential for fuel economy. In the Captur, it boasted a claimed consumption figure as low as 3.6 L/100 km, making it one of the most fuel-efficient models on the local market. Unlikely as it was to be achieved in the real world, this claim nevertheless translated to a theoretical 1 250 km from the 45-litre tank.
The 3-cylinder turbopetrol mill had a claimed consumption of 4.9 L/100 km.
Though it was technically the tardiest-accelerating derivative in the Captur range (taking a listed 13.1 seconds to reach 100 kph from standstill), the fact peak torque of 220 Nm arrived as early as 1 750 rpm meant drivers of the 1.5 dCi variant could call on strong in-gear acceleration. The cog-swapper would, however, have benefitted from a 6th forward gear.
Just how efficient were the petrol engines in comparison? Well, Renault claimed a figure of 4.9 L/100 km for the tiny 3-cylinder mill, which interestingly ditched its “Eco” mode and stop-start system at the facelift. The 1.2-litre turbopetrol unit’s consumption was listed as 5.4 L/100 km when fitted with the dual-clutch transmission and 5.5 L/100 km when paired with the 6-speed manual ‘box.
A look at the pre-facelift dashboard.
Highly practical interior: The Renault Captur was a crossover in the truest sense of the word. It offered the convenience and manoeuvrability of a small hatchback, along with SUV-like styling cues and extra ground clearance. But there was also a touch of MPV versatility to this model, particularly when it came to the interior. But there was also a touch of MPV versatility to this model, particularly when it came to the interior.
Yes, considering the vehicle’s compact exterior dimensions, the cabin offered impressive levels of rear passenger room. In addition, the 60:40-split rear bench could slide fore and aft across 160 mm, allowing either rear legroom or luggage space to be prioritised.
A versatile and generous space.
With the bench in its rearmost position, Renault claimed a boot capacity of 377 litres, expandable to 455 litres by sliding said bench forwards. With the rear seats folded down, loading space increased to a listed 1 235 litres. Note all Captur derivatives featured a space-saver spare wheel as standard.
Interestingly, the boot floor in Dynamique derivatives was reversible; it was smooth on one side and featured an anti-slip surface on the other. This trim level also boasted practical zip-off seat covers that were purportedly machine washable (though official instructions on Renault’s global website advise users not to wash them “more than 5 times”).
Plenty of standard kit: Considering its price, the Renault Captur was rather well equipped as standard. The pre-facelift Expression grade, for instance, featured items like 16-inch alloy wheels, LED daytime running lights, a hands-free keycard, a 7-inch touchscreen (with embedded navigation), climate control, cruise control and rear parking sensors.
The base Blaze derivative featured the “R&Go” infotainment system.
Dynamique derivatives were even more generously specified, adding features like 17-inch diamond-cut alloys, bi-tone exterior paint, the aforementioned zip-off seat covers, automatic headlamps, rain-sensing wipers, tyre-pressure monitoring, tinted rear windows and leather trim for the steering wheel.
Note, however, that the entry-level Blaze variant introduced at the facelift did without rear parking sensors, while also downgrading from climate control to manual air conditioning (and switching to the “R&Go” infotainment set-up). Still, it retained all the standard safety kit of other Captur derivatives, including ABS with EBD, EBA, electronic stability control and 4 airbags.
What are the Renault Captur’s weaknesses?
The dual-clutch transmission wasn’t the smoothest-shifting example.
Hesitant dual-clutch transmission: The version of Renault’s EDC (that’s “Efficient Dual Clutch”) paired with Captur’s turbocharged 1.2-litre petrol engine was by no means the smoothest-shifting example of a dual-clutch transmission. In fact, in certain low-speed situations, it displayed an annoying hesitancy.
This indecisiveness was particularly evident in scenarios that required yielding (such as at the entrance to a traffic circle or a slip-way) as opposed to coming to a complete stop. When the driver was ready to accelerate, the transmission would often still be hunting for an appropriate gear. Keep in mind that we’ve also heard of several instances of EDC faults and outright failures.
The pop-up storage-compartment lid on an example we tested felt flimsy.
Some iffy cabin materials: Despite the Mk1 Captur being sourced from Europe, certain cabin finishes (particularly in pre-facelift examples) felt decidedly below par. Indeed, the fit and finish on an early model we drove was questionable, with this low-mileage unit even exhibiting a few creaks and rattles. Another example we sampled featured a flimsy pop-up lid for the otherwise useful storage compartment sited atop the dashboard.
Thankfully, the issue of somewhat iffy cabin materials was at least partly resolved at the Captur’s mid-cycle refresh. At that point, Renault opted to introduce a soft-touch dashboard, some satin-chrome trim, a new steering-wheel design and a few higher-quality interior panels.
We’ve heard of numerous local instances of premature brake wear.
Miscellaneous potential issues: What else should you look out for when shopping for a used Mk1 Captur?Well, as we pointed out in our Clio IV Buyer’s Guide, the 0.9-litre engine was known to suffer from worn timing chains and sometimes even outright timing-chain failures.
So, we’d suggest listening closely for a rattling timing chain and asking for evidence of regular servicing. In addition, some early examples of the J87-series Captur exhibited problems with the stop-start function, while we’ve also heard of numerous local instances of premature wear on the brakes.
How much is a used Renault Captur in SA?
All Captur units sold locally were covered by a 5-year/150 000 km warranty.
Throughout its local lifecycle, the original Renault Captur shipped standard with a 5-year/150 000 km warranty and a 3-year/45 000 km service plan. Metallic paint was optional, while the Dynamique grade could be specified with leather upholstery (plus a front-seat heating function, which became available from the facelift).
An optional “Premium Sunroof Pack” was also on offer for refreshed Dynamique derivatives, there were also other upgrades, including a fixed glass roof, alloy pedals, an electro-chromatic rear-view mirror, LED interior lighting and illuminated mirrors for the sun visors. The list of dealer accessories, meanwhile, included side steps, a stainless-steel boot-sill protector, aluminium roof bars and a swan-neck towbar.
We found no examples of the Sunset Limited Edition for sale.
Of the 1st-gen Renault Captur units listed on Cars.co.za at the time of writing, some 71% featured a manual gearbox. Accounting for just over half of listings, the 0.9-litre petrol motor was the most prevalent engine, followed by the 1.2-litre mill (42%) and finally the 1.5 dCi on just 6%.
Unsurprisingly, Dynamique was the dominant trim level at about 70%, while the entry-level Blaze introduced at the facelift interestingly accounted for around 21% of J87-series Captur listings. Expression made up the difference, while not one of the 100 “Sunset” units offered in SA was listed.
Dynamique was the most prevalent trim level.
The most popular model year was 2017 (with about 23%), closely followed by 2018 (on approximately 20%) and 2020 (around 16%). Mileage ranged from 17 000km on a 2020 1.2-litre example to 194 000km on a 2016 1.5 dCi unit.
Below R125 000: At the time of writing, just 11% of listed Mk1 Captur units were priced below R125 000. As you might expect, most were pre-facelift examples with either the 3- or 4-cylinder petrol engine, many with well over 100 000 km on their respective odometers.
R125 000 to R150 000: A further 21% of listings were nestled in this narrow pricing bracket, including a small handful of facelifted units (mostly Blaze derivatives). Predictably, the 0.9-litre petrol engine dominated this space.
R150 000 to R200 000: These pricing bookends contained a whopping 61% of listed Captur models. Here we found an almost even split between the 2 petrol mills, along with most of the few turbodiesel variants on the market. All model years were represented in this space.
R200 000 and up: The remaining 7% of listings were priced above R200 000. All were facelifted examples, many employing the 1.2-litre engine and the dual-clutch transmission. The most expensive unit we unearthed was a 2020 1.2T Dynamique EDC listed for R249 900.
Which Renault Captur derivative is best?
Just enough ground clearance for fuss-free gravel travel.
So, which Captur derivative should be at the sharp end of your shopping list? Well, though it’s the most prevalent and certainly fit for some purposes, we’d likely side-step the 0.9-litre motor altogether as this small-capacity turbo engine could feel a little breathless in Captur guise, particularly when the vehicle was fully loaded (and indeed at higher altitudes).
While the 1.2-litre turbopetrol powerplant offered a bit more grunt, we’d probably avoid the EDC owing to this transmission’s frustrating hesitancy during low-speed driving. That said, this engine in conjunction with the 6-speed manual ‘box available from the mid-cycle refresh – a combination that was also offered in the facelifted Clio IV GT-Line warm hatch – might be tempting.
The cabin of a facelifted Captur in Dynamique guise.
Still, we’d point to the fuel-frugal 1.5 dCi – along with its generously specified Dynamique grade – as the pick of the bunch (preferably in facelifted guise). It’s just a pity this turbodiesel engine appears to be in fairly short supply on the used market.
Is the Renault Captur a smart used purchase?
The Captur has been around in SA for a decade now.
When the 1st-gen Renault Captur hit the local market in 2015, it faced a few key rivals – technically including its Dacia-built Duster sibling, which was similarly priced (though had an entirely different personality). The B515-series Ford EcoSport was leading the pack in sales volume terms, having taken the title of SA’s best-selling crossover that year.
The quirky F15-series Nissan Juke also played in the compact family crossover segment at the time, as did the J13-series Opel Mokka and 2nd-gen Kia Soul. In addition, before 2015 was over, the RU-series Honda HR-V, LY-series Suzuki Vitara and Mazda CX-3 had all joined the local party.
The Captur faced several competent rivals.
Somewhat slower-selling French contenders were the A94-series Peugeot 2008 and the Citroën C4 Cactus. Over the next few years, yet more new options squeezed into this segment, including the Indian-built Hyundai Creta and the Turkish-made Toyota C-HR in 2017, plus the Spanish-produced Volkswagen T-Cross in 2019.
So, there was no shortage of competition for the original Captur. But kudos to Renault (and thankfully for used-car buyers today), this compact family car had plenty going for it. The practical interior and lengthy list of standard equipment stood out, as did the turbodiesel derivative’s ability to return hybrid-rivalling fuel-economy figures.
A facelifted model in 1.5dCi form looks like strong value.
Considering the current-generation Captur kicks off somewhere in the region of R500 000 (and additionally isn’t available locally in oil-burning form), a well-looked-after Mk1 example powered by the well-proven turbodiesel engine looks like exceedingly strong value. Perhaps that’s why so few are on the used market…
ARB Accessories for Prado – 5 Toyota approved items
Keen to upgrade your Toyota Land Cruiser Prado with ARB accessories that won’t void your vehicle’s warranty? Here are 5 Toyota-approved items perfect for overlanding…
Toyota’s J250-series Prado has been a huge success since its introduction in 2024. For buyers who don’t want the parking issues of owning a full-size Land Cruiser 300, the Prado is everything they need. Easily livable in urban conditions, without compromising any of its true all-terrain touring or proven off-road ability.
Product marketing people at Toyota know that Prado owners want to accessorise and customise their ‘Cruisers. That’s why Toyota has approved a broad selection of accessories for use with Prado, which won’t void your warranty. So, what is Toyota-approved, if you’re looking for Prado ARB accessories?
Well, Toyota’s Associated Accessory Products (AAP) programme includes a handful of items from ARB, a highly respected name when it comes to aftermarket 4×4 parts. We’ve selected 5 Toyota-backed options that further improve the Prado’s overlanding potential.
1. ARB Hydraulic Long Travel Jack
Managed to get your Prado well and truly stuck in deep sand or mud? ARB’s heavy-duty long-travel hydraulic jack will help you easily lift the vehicle, swiftly setting the recovery process in motion.
Why would you choose this, over a “classic” lift jack? Old-school mechanical high-lift jacks can be tricky to operate safely, especially for users who lack experience making complex 4×4 recoveries. Those traditional mechanical high-lift jacks, with their steel structures, can also corrode if not looked after. And they are very heavy, not to mention the amount of space they take up.
ARB fashioned this jack’s body (which you can rotate 360 degrees to align the pivoting foot to match the terrain) from aircraft-grade 6061 T6 aluminium. A broader jack base is available separately. ARB recommends you don’t store this jack horizontally as doing so could cause hydraulic fluid to leak past the seals.
2. ARB Accessories Twin Compressor Kit
Without airing-down tyres, your Prado is never going to operate to its full potential on sand. Or when driving across those corrugated dirt roads deep in the Karoo or Namibia. But not all air compressors are the same. The smaller, weaker, versions can take an agonisingly long time to reinflate all 4 tyres. When you need to reinflate tyres in 40-degree Kalahari heat, you want an air-compressor that can handle the thermal strain of operating in such extreme conditions.
This twin-motor compressor delivers what ARB describes as “class-leading air flow”, allowing rapid inflation of the tyres. Meanwhile, the motors incorporate internal thermal protection against extreme temperature damage, while heavy-duty inline fuses provide circuit protection. The portable kit includes a 4.0-litre air tank, inflation accessories and a carry case. You can also mount the compressor to the vehicle.
3. ARB Premium Recovery Kit SII
Want to make sure you have everything you need to recover a vehicle in treacherous off-road terrain? Well, the ARB Premium Recovery Kit includes a recovery bag, a snatch strap (rated at 8 000 kg), a tree-trunk protector (rated at 12 000 kg), a winch extension strap (rated at 4 500 kg), a recovery damper, recovery gloves, a pair of galvanised shackles and a snatch block (rated at 9 000 kg).
Always remember to use the kit’s recovery damper, placing it about halfway on the recovery strap, to prevent the risk of injury from kinetically loaded flailing straps should something go wrong.
4. ARB Elements Fridge Freezer
Yes, it’s a weatherproof 60-litre fridge! ARB makes this dual-zone fridge-freezer combo’s body from stainless steel. Furthermore, it has added anodised aluminium latches, UV-resistant trim and protected electrical connections. The lid features a handy strut, while the touchpad control panel allows the user to adjust the temperature and even lock the fridge.
5. ARB Accessories Compact Director’s Chair
So, you’ve reached your camping site and crack open your fridge freezer. But where will you sit after a long day of overlanding in the Prado? Well, ARB offers this neat director’s chair, which features a high back for added support, a side table (with oversized cup holder) and a magazine pocket on the back. Rated to handle 150kg and branded with the ARB’s “Old Man Emu” logo, this chair comes in a PVC-lined carry bag with reversible zips and handles.
Q: What ARB accessories are approved by Toyota for the Land Cruiser Prado (J250-series) and won’t void the warranty?
A: Toyota’s Associated Accessory Products (AAP) programme includes a small selection of approved ARB items that are perfect for overlanding with the J250-series Land Cruiser Prado without voiding the vehicle’s warranty. The five items highlighted are the ARB Hydraulic Long Travel Jack, the ARB Twin Compressor Kit, the ARB Premium Recovery Kit SII, the ARB Elements Fridge Freezer and the ARB Compact Director’s Chair.
Q: What are the key features of the ARB Elements Fridge Freezer?
A: The ARB Elements Fridge Freezer is a weatherproof, 60-litre dual-zone fridge-freezer combination. Its body is constructed from stainless steel and features anodised aluminium latches, UV-resistant trim and protected electrical connections. The lid has a support strut, and the touchpad control panel allows for temperature adjustment and includes a locking function.
Q: What is included in the ARB Premium Recovery Kit SII?
A: The comprehensive ARB Premium Recovery Kit SII is designed for vehicle recovery in off-road terrain. The kit includes: a recovery bag, an 8 000 kg-rated snatch strap, a 12 000 kg-rated tree-trunk protector, a 4 500 kg-rated winch extension strap, a recovery damper, recovery gloves, a pair of galvanised shackles and a 9 000 kg-rated snatch block.
You’ve heard of BEVs (electric cars), HEVs (hybrids) and PHEVs (plug-in hybrids)? The South African new-vehicle market has welcomed a new Chinese brand – Leapmotor – and its opening gambit is the C10, which is an REEV (range-extender electric vehicle).
Built on the brand’s LEAP 3.0 platform, the C10 REEV is a D-segment family car (medium SUV), which Leapmotor will distribute through Stellantis South Africa’s dealer network.
The C10 won’t be the first range-extender electric vehicle to be offered in Mzansi – BMW previously offered its (now-discontinued) i3 electric city car with this configuration (named the REX). However, REEVs are bound to become more popular in South Africa because while they operate much like a pure-electric car (BEV), they effectively eliminate concerns about charging infrastructure and range anxiety.
How does the Leapmotor C10 REEV’s power unit work?
The C10 REEV is powered exclusively by a rear electric drive unit that delivers 158 kW and 320 Nm and allows the model to accelerate from a standstill to 100 kph in a claimed 8.5 seconds. Energy is primarily drawn from a 28.4 kWh lithium-ion battery pack, which is integrated directly into the chassis floor using proprietary Cell-to-Chassis (CTC) technology to maximise interior space and rigidity.
Crucially, the C10 boasts an electric-only WLTP range of approximately 145 km for daily commutes, which compares favourably with the electric range offered by conventional plug-in hybrid rivals. When the hybrid battery is depleted, however, a 1.5-litre 4-cylinder Atkinson-cycle petrol engine acts as a generator to replenish its charge, giving the C10 REEV a stated combined range of over 970 km.
The range-extender system provides operational efficiency, with a rated combined fuel consumption of approximately 5.5 L/100 km (WLTP combined) when the generator is active.
The vehicle is equipped with a 6.6 kW AC onboard charger, which enables a full charge in approximately 5 hours. The system also supports DC fast charging at up to 65 kW, allowing the battery to be recharged from 20% to 80% in about 30 minutes, with a 50% charge achievable in just 18 minutes.
The Leapmotor C10 REEV is an extra-long family car
The C10 measures 4 739 mm in length, 1 900 mm in width, and 1 680 mm in height, with a more than useful ground clearance of approximately 180 mm. Its extended (2 825 mm) wheelbase is facilitated by the brand’s proprietary Cell-to-Chassis (CTC) technology, which integrates the battery directly into the floor structure. This results in exceptionally generous interior room, particularly for the rear occupants.
The cabin boasts no less than 26 different storage spaces throughout, including a deep centre console bin. Storage compartments under the boot floor also provide a secure spot for stashing charging cables.
The newcomer’s REEV configuration offers further packaging advantages. When all 5 seats are in use, the Leapmotor C10 REEV is said to offer 546 litres of cargo capacity, allied with a flat load floor. With the rear seats folded down, however, the newcomer is said to offer no less than 1 375 litres of utility space!
Airy, tech-focused interior
The Leapmotor C10 REEV has a minimalist, tech-focused interior, which is domed by a large (2.1 m²) panoramic glass roof with a powered sunshade. Acoustic glass and active noise control contribute to a quiet cabin, but if occupants prefer to have it noisy, a 12-speaker, 840W Surround Audio System is fitted.
The driver interface is centred around a digital cockpit anchored by a large 14.6-inch central high-res touchscreen infotainment system with built-in nav and a 10.25-inch LCD Driver Instrument Cluster. Both systems are powered by a Qualcomm Snapdragon 8295 Chip and support over-the-air (OTA) updates.
Standard Comfort and Convenience (Style Trim)
The base Style trim includes:
Dual-zone Automatic Climate Control
Electrically adjustable front seats
Wireless phone charging
360-degree camera system
Smart access via Bluetooth® and NFC key
Design Trim Luxury Upgrades
Moving up to the flagship Design trim significantly enhances the cabin experience by upgrading the upholstery to “OEKO-TEX certified Silicone leather” and adding more luxury features, including:
Heating and ventilation for the front seats
A heated steering wheel
Multi-colour interior ambient lighting
An air quality monitor
A practical power-operated tailgate
Leapmotor C10 REEV safety spec
The Leapmotor C10 has been awarded a 5-star Euro NCAP safety rating. Safety equipment includes 7 airbags, which also comprises advanced driver-assistance safety (ADAS) features such as autonomous emergency braking (AEB) with pedestrian/cyclist detection, adaptive cruise control with stop & go (ACC), lane centring assist, blind-spot detection (BSD), and Rear Cross-Traffic Alert with auto-brake (RCTB).
What does the Leapmotor C10 REEV cost in SA?
DERIVATIVE
PRICE
Leapmotor C10 REEV Style
R759 900
Leapmotor C10 REEV Design
R799 900
Prices (correct in October 2025) include a comprehensive 5-year/100 000 km warranty and a 5-year/100 000 km service plan.
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Frequently Asked Questions
What is the Leapmotor C10 REEV, and how does its power unit work?
The C10 REEV (Range-Extended Electric Vehicle) is a D-segment family SUV built on the LEAP 3.0 platform. Its wheels are driven exclusively by a rear electric drive unit. A 1.5-litre 4-cylinder Atkinson-cycle petrol engine acts solely as a generator to replenish the 28.4 kWh battery pack when needed, giving it an EV-first driving experience.
What is the electric range, total range, and fuel consumption of the C10 REEV?
The C10 REEV has an electric-only WLTP range of approximately 145 km. The stated total combined range is over 970 km. When the generator is active, the rated combined fuel consumption is approximately 5.5 L/100 km (WLTP combined).
What are the AC and DC fast charging speeds for the Leapmotor C10 REEV?
The vehicle supports DC fast charging at up to 65 kW, which can recharge the battery from 20% to 80% in about 30 minutes, with a 50% charge achievable in just 18 minutes. It also includes a 6.6 kW AC onboard charger for a full charge in approximately 5 hours.
What are the price, warranty, and service plan details in South Africa?
The Leapmotor C10 REEV Style is priced at R759 900 and the Design trim is R799 900. Both prices include a comprehensive 5-year/100 000 km warranty and a 5-year/100 000 km service plan.
New Kia Syros to offer multiple powertrain options in SA?
The new Kia Syros is scheduled to launch in South Africa in 2026, with the brand’s local boss suggesting petrol, diesel and fully electric powertrains could be on offer…
New Syros scheduled to launch in SA in 2026
Petrol, diesel and EV powertrains mentioned
Syros set to slot in between Sonet and Seltos
The new Kia Syros is expected to launch in South Africa in the latter part of 2026, with the South Korean brand’s local CEO suggesting petrol, diesel and fully electric powertrains could all be on offer.
Paul Turnbull, Chief Executive Officer of Kia South Africa since July 2024, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2025 in Gqeberha in the Eastern Cape.
“The [model] that hasn’t been spoken about a lot but is actually quite interesting is the Syros,” Turnbull said, adding this boxy model would be sourced from India and confirming it would be positioned between the likewise Anantapur-built Sonet and Seltos.
“The Syros almost looks a little bit like the old Kia Soul – it’s quite a retro, funky car. Interestingly on that car, we can get petrol, EV and diesel. And it’s going to be not entry-level but [still] sub-R500 000. So, it will be the first car we’re going to have petrol, diesel and EV on offer,” Turnbull told us.
“We’re quite excited about that. We [Kia South Africa] can only start ordering from June [2026] onwards so that [launch] will be in the latter half of next year [2026],” he added.
Revealed late in 2024 (with production commencing in India in January 2025), the boxy Syros rides on what the South Korean firm describes as a “reinforced” version of the K1 architecture, a platform that also underpins pint-sized Hyundai siblings like the Grand i10 and Exter.
However, the Syros is very similar in size to the Sonet above which it will be positioned. In fact, the 3 995-mm-long Syros is only slightly wider and taller than that model, while its 2 550 mm wheelbase is just 50 mm lengthier.
What about the engine options Turnbull mentioned? Well, in India, Kia currently offers the Syros with the choice of 2 powertrains. The first is a turbocharged 1.0-litre petrol engine (1.0 T-GDi) that sends 88 kW and 172 Nm to the front axle via either a 6-speed manual gearbox or a 7-speed dual-clutch transmission.
Buyers in that market also have the option of a 1.5-litre turbodiesel motor (1.5 CRDi VGT) directing 85 kW and 250 Nm to the front wheels through either a 6-speed manual cog-swapper or a torque-converter automatic gearbox with the same number of gears.
The fully electric version of the Syros has yet to be revealed, with Indian media suggesting an unveiling will take place in the opening quarter of 2026. Though powertrain specifications have not been confirmed, Autocar India speculates the Syros EV will likely borrow the Hyundai Inster’s 42 kWh and 49 kWh battery pack options.
Frequently Asked Questions (FAQ)
Q: When is the Kia Syros scheduled to launch in South Africa?
A: The Kia Syros is expected to launch in South Africa in the latter part of 2026.
Q: What powertrain options could be available for the Kia Syros in South Africa?
A: Kia South Africa’s CEO suggested that petrol, diesel and fully electric (EV) powertrains could all be on offer, making it the first Kia model in the market with this triple-powertrain availability. In India, it currently offers a 1.0-litre turbocharged petrol and a 1.5-litre turbodiesel.
Q: How will the Kia Syros be positioned in Kia’s model lineup in South Africa?
A: The Kia Syros will be positioned between the Sonet and the Seltos. It is expected to be priced sub-R500 000, making it not entry-level but an affordable offering in its segment.
Bad news, Honda fans: the new Honda Prelude is not coming to South Africa, with the Japanese brand’s local division citing “cost viability” and “limited demand” as reasons…
New 6th-generation Prelude ruled out for South Africa
Local arm’s decision comes after “careful consideration”
Brand cites “cost” and “limited demand” as reasons
Hoping to see the new Honda Prelude in South Africa? Well, we have some bad news: Honda Motor Southern Africa has announced that the 6th-generation model will not be launched locally.
As a reminder, in October 2023, the Japanese automaker unveiled the Prelude Concept at Japan Mobility Show 2023, some 22 years after this storied nameplate was put out to pasture. The production version officially went on sale in Japan in early September 2025.
“As much as we’d love to see the Prelude back on South African roads, the decision not to introduce this model locally comes after careful consideration of several key factors, including cost viability, overall segment performance and limited demand within the sports coupé category,” said Callon Locke, Manager for Product & Retail Marketing at Honda Motor Southern Africa.
“Honda remains committed to offering a range of vehicles that truly meet the needs and preferences of South African customers, focusing on models that deliver exceptional value, efficiency, and everyday usability. We sincerely appreciate the ongoing enthusiasm and support from our loyal Honda fans and customers across the country,” Locke concluded.
The BF1-series Honda Prelude employs a version of the brand’s hybrid powertrain (seemingly borrowed from the Civic e:HEV offer in some markets), combining a 2.0-litre petrol engine with a 2-motor hybrid system and a continuously variable transmission (CVT).
According to Honda Japan’s website, the petrol engine makes 104 kW and 182 Nm, while the electric set-up contributes 135 kW and 315 Nm. The front-wheel-drive Prelude – which measures 4 520 mm from nose to tail – has a listed weight of 1 460 kg, while various Civic Type R chassis components have been incorporated underneath.
To refresh your memory, the Prelude was originally built between 1978 and 2001, with 5 generations on offer. Though the 1st-generation version wasn’t officially sold in South Africa, our market did receive the next 4 models. All were 2-door coupés using the front-engine, front-wheel-drive layout. Globally, the 2nd-gen model was by far the best-selling Prelude, with sales dropping off drastically over the following generations.
Frequently Asked Questions (FAQ)
Q: Why is the new Honda Prelude not being launched in South Africa?
A: Honda Motor Southern Africa has ruled out the 6th-generation Prelude for the local market, citing reasons of cost viability, the overall segment performance and limited demand within the sports coupé category.
Q: What are the key specifications of the new Honda Prelude’s powertrain?
A: The 6th-generation Honda Prelude employs a hybrid powertrain (likely from the Civic e:HEV) combining a 2.0-litre petrol engine with a 2-motor hybrid system and a CVT. The petrol engine makes 104 kW and 182 Nm, while the electric setup contributes 135 kW and 315 Nm.
Q: When was the Prelude nameplate originally retired and when did the new model debut?
A: The original Honda Prelude was built across five generations between 1978 and 2001 before being retired. The new 6th-generation model was unveiled as the Prelude Concept in October 2023 and the production version went on sale in Japan in early September 2025.
GWM’s local boss says the Chinese firm aims to crack the list of South Africa’s top 5 automakers in 2026. And the numbers suggest hitting such a target is entirely possible…
GWM SA boss says firm aims for top 5 place in 2026
Cracking the top 5 depends on getting “pricing right”
GWM ranked 9th in 2024 but sits 6th in 2025 YTD
Will GWM become the first Chinese automaker to crack the list of South Africa’s top 5 automotive brands? Well, the company’s local boss says he hopes to achieve this goal in 2026 – and the latest sales figures suggest it’s entirely possible.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, was speaking during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s recent South African Auto Week 2025 in Gqeberha in the Eastern Cape.
“We aim to be in the top 5 – we’re working to get into the top 5. There are a few products in the cycle plan that we were hoping to bring to market by next year [2026]. I was informed a couple of weeks ago that 2 of those products are delayed to 2027 – it happens,” he told us.
“Now we’re fighting to get the right pricing for South Africa. I’m pretty convinced – with what we have in our product cycle plan, if we can get the pricing right to support South Africa’s current economic conditions – we can be in the top 5 by next year.
“If we don’t get the pricing we require, it might be a bit of a challenge, but I think at least it can keep us in the number 6 spot,” said Groenewald, who joined the company in 2022, referring to the automaker’s current year-to-date ranking.
In 2024, GWM SA – which, of course, also includes the Haval, P-Series, Tank and Ora sub-brands – suffered its 2nd consecutive year of sales decline, with local registrations slipping 4.9% to 18 927 units. Still, the firm retained 9th position, with its market share holding steady at 3.7%.
However, GWM has put in a far stronger performance in 2025, with the final quarter of the year still to come. In fact, year to date at the end of September 2025, the Chinese automaker finds itself in 6th position, having registered 19 410 units – more than it managed over the whole of 2024. That puts it 90 units ahead of Isuzu (7th) and 1 071 units ahead of fellow Chinese contender, Chery (8th).
By our maths, GWM is currently 6 190 units behind Ford – the company at which Groenewald spent more than 25 years – with the Blue Oval brand having slid from 2024’s ranking of 4th to a year-to-date position of 5th. We’ll continue watching the sales figures closely over the remainder of 2025 and into 2026, a year in which GWM will mark 19 years in the country…
Frequently Asked Questions (FAQ)
Q: What is GWM South Africa’s sales target for 2026?
A: GWM South Africa aims to crack the list of South Africa’s top 5 automakers in 2026, according to its local boss, Conrad Groenewald.
Q: What does GWM South Africa’s COO say is key to achieving the top 5 goal?
A: Conrad Groenewald, COO of GWM South Africa, stated that achieving the top 5 ranking depends on getting the “pricing right” to support South Africa’s current economic conditions.
Q: Where does GWM currently rank in South African auto sales for 2025 year-to-date?
A: GWM is currently ranked 6th in South African auto sales year-to-date at the end of September 2025, having registered 19 410 units. This is an improvement from its 9th position in 2024.
150 kW Mitsubishi Triton flagship locked in for 2026
Mitsubishi SA plans to launch a 150 kW flagship version of the Triton bakkie in the opening half of 2026, complete with “Athlete” styling and extra in-cabin technology…
New 150 kW flagship version of Triton coming in H1 2026
Top variant will gain larger touchscreen as well as ADAS
The outgoing head of Mitsubishi Motors South Africa says the Japanese brand’s local division plans to launch a 150 kW flagship version of the Triton in the opening half of 2026, a move he hopes will take the bakkie’s sales to “the next level”.
Thato Magasa, outgoing Managing Director of Mitsubishi Motors South Africa, made the comments during an interview conducted in Cars.co.za‘s custom-built podcast booth at Naamsa’s recent South African Auto Week 2025 in Gqeberha in the Eastern Cape.
Thato Magasa during the Cars.co.za podcast.
“When we launched the new Triton last year [in November 2024], demand actually exceeded supply, so we’ve had some good take-up on new Triton,” said Magasa, who is in the process of transitioning into a new role as CEO of Tata Passenger Vehicles in SA (a brand that, like Mitsubishi, is distributed locally by Motus).
In December 2024, Mitsubishi Motors SA registered 126 units of the Triton, seeing this model rank 10th on the list of SA’s best-selling bakkies. However, sales fell to 75 units in January 2025, with a further 308 units registered over the following 8 months (translating to a monthly average of just 39 units). Magasa, though, says there’s more to come.
The flagship derivative will share styling with the Athlete derivative offered overseas.
“We [previously] spoke about a 3-phase launch plan for how we want to bring our bakkies to market. You would remember, we [started] with our mid-trim bakkies, with 135 kW,” Magasa said, referring to the GLS derivatives available locally from launch. “Then we’ve spoken about the commercial [variants] that we plan to aggressively drive at a [later] point in time.”
“But also, on the other side, then speaking about our flagship – high powered with a lot of technology – that we’re planning to bring. I’m pleased to say that that is planned for the first half of next year [2026],” he confirmed.
The “Super High Power” version of the 2.4-litre turbodiesel engine makes 150 kW.
“We’ve ordered our initial sets of ‘Super High Power’ Tritons that are planned to be launched in the first half of next year, which will boast 150 kW, the styling of the Athlete globally that you’ve seen as well as all the technology that you’d expect from vehicles in that segment.”
The upcoming 150 kW flagship version of the Triton looks set to receive a new, larger 9.0-inch infotainment screen as well as Mitsubishi’s so-called “Multi Around Monitor” (which provides a 360-degree bird’s eye view of the vehicle). It will also score advanced driver-assistance system (ADAS) technologies.
Expect the 150 kW flagship derivative to boast more in-cabin tech.
“We’re quite excited about that launch for Mitsubishi and we think that it’s going to help pivot Triton sales towards the next level,” Magasa added.
As a reminder, the GLS versions of the Triton already available in Mzansi generate 135 kW and 430 Nm from a single-turbo version of the 2.4-litre turbodiesel engine. Meanwhile, the high-output iteration of this engine – which will feature in the upcoming flagship derivative – boasts 150 kW and 470 Nm courtesy of a 2nd turbocharger.
Q: When is Mitsubishi SA planning to launch the 150 kW flagship version of the Triton bakkie?
A: Mitsubishi Motors South Africa plans to launch the 150 kW flagship version of the Triton bakkie in the first half (H1) of 2026.
Q: What are the key features of the upcoming 150 kW Triton flagship?
A: The flagship version will feature the ‘Super High Power’ 2.4-litre turbodiesel engine producing 150 kW and 470 Nm. It will also boast Athlete styling, a larger 9.0-inch infotainment screen, Mitsubishi’s ‘Multi Around Monitor’ (360-degree bird’s eye view) and advanced driver-assistance system (ADAS) technologies.
Q: What engine specifications do the current Triton GLS versions in SA have?
A: The current Triton GLS versions available in South Africa generate 135 kW and 430 Nm from a single-turbo version of the 2.4-litre turbodiesel engine.
