Empowering Female Truck Drivers in South Africa

Studies and fleet operator feedback consistently show that female drivers tend to have fewer accidents, handle cargo more carefully, and communicate better with dispatch and clients. Now, Volvo Trucks South Africa is putting its weight behind expanding that pool of talent.

The company has donated a new FH440 truck-tractor unit to the Commercial Training Academy (CTA) for use in its women truck driver development programme.

Since 2019, Volvo’s Iron Women programme has trained 556 women to become fully qualified truck drivers. The current intake of 14 women is working through a 12-month course that covers vehicle operation, load management, business basics, and EyeGym – a tool to sharpen brain, eye and hand coordination.

While transport contributes roughly 6,5% to employment in South Africa, women remain severely underrepresented, making up only 22% of those employed in the sector.

Untapped

“Women represent a largely untapped talent pool, and since the start of Iron Women, we have seen more fleets actively recruiting female drivers,” says Onica Ndlovu, Director of Commercial Offer at Volvo Trucks South Africa.

“Female truck drivers become visible role models in communities where girls are still steered away from technical or physical careers. It shifts perceptions – for employers, communities, and the next generation of girls watching.”

Ndlovu added that women drivers have shown real resilience. “They are not afraid to work hard, often under tough conditions and long hours, to deliver loads safely and efficiently. For women, truck driving offers a path to financial independence that bypasses traditional qualification barriers. For the trucking industry to thrive, especially in a market like South Africa where logistics infrastructure is critical, it can’t afford to ignore half the population.”

Nicci Scott, founder and director of CTA, has long pushed for more women in the industry.

“We believe in creating social upliftment for talented women by closing the gap through quality training and practical experience,” Scott says. “But this is more than just a training initiative – it is a strategic talent pipeline. While some in the industry initially ticked a box or tentatively tested the waters, they have been met with an undeniable reality: women drivers are exceptionally resilient. They don’t just fill a seat. They bring rigour and a commitment to excellence that adds immediate, measurable value to a fleet’s bottom line.”

Fortitude

Scott said the best drivers combine technical precision with the mental fortitude required for a demanding logistics environment.

“The support from a company of Volvo Trucks’ calibre is vital because it doesn’t help women or the industry to train on equipment that isn’t industry-spec,” she added. “To meet the high expectations of modern employers, drivers need direct exposure to the sophisticated vehicles they will encounter in the workplace. Providing access to this technology allows our drivers to build genuine confidence and technical mastery for high-pressure logistics. That is how we ensure they hit the ground running as high-performing assets for any fleet.”

She described truck driving as “a high-stakes, skilled profession. We are moving past the narratives of 'male-dominated fields' and focusing on performance. This environment requires a willingness to operate under intense pressure and stressful conditions – traits our graduates possess in abundance. For these women, the road isn't just about freedom. It’s about mastering a complex machine and proving they have the grit to thrive in one of the most demanding sectors of our economy.”

Volvo Trucks has invested in cab ergonomics, adjustable seating, and safety features that make modern trucks more accessible and comfortable for drivers of different body types – helping remove some of the older physical barriers that once discouraged women from becoming drivers.

The design approach puts critical controls within easy reach of the driver, improving comfort and safety for long-haul operations.

“We are proud to make a tangible contribution to developing driver skills,” Ndlovu said. “We believe this project will continue to bring change to the local transport industry, which will truly benefit from more gender diversity.”

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Economic Boost in KwaZulu-Natal: The Automotive Sector's Role

KwaZulu-Natal’s gross domestic product grew by 1,4% in 2025, with the automotive industry playing a central role in that performance. The figure was revealed at the recent Automechanika Johannesburg Q2 CEO Breakfast at the Durban Chamber of Commerce and Industry.

Messe Frankfurt South Africa organised the gathering, with Nedbank as sponsor. The event drew senior executives, policymakers, and industry specialists ahead of Automechanika Johannesburg 2026, a key trade fair for the automotive aftermarket.

Real Movement

Meschack Zwane, company economist at Trade and Investment KwaZulu-Natal, told attendees that the GDP growth was supported by a 21% recovery in agriculture and a year-on-year surge of more than 50% in vehicle and parts exports. Business confidence in the province hit 60 points in the fourth quarter of 2025 – the highest ever recorded.

“KwaZulu-Natal is open for business, and the numbers back that up,” Zwane said. “Belgium has overtaken the United States as our largest export partner, and the UAE recorded export growth of nearly 180%. These are not small gains. They point to a real shift in how global markets see KZN as an automotive hub. The conditions are right. The question is whether we are bold enough to seize them.”

National Context

Tshetlhe Litheko, chief policy officer at naamsa, added South Africa produced 618 077 vehicles in 2025, with domestic sales rising 15,7%. While vehicle exports dropped by 22,8%, he described that decline as a reason to reposition rather than retreat.

“South Africa has the industrial base, the policy framework, and the skills to be a serious player in the global move towards new energy vehicles,” Litheko said. “The 150% investment allowance for electric vehicle production sends a clear signal from government that this sector is a priority. Disruption creates space for those who are prepared, and South Africa has every reason to be prepared.”

Money and Manufacturing

Takatso Sello, senior manager for manufacturing at Nedbank, acknowledged cost pressures on local manufacturers but argued that sustainable operations offer a real edge.

“The manufacturers who will thrive are those who treat sustainability not as a compliance exercise but as a competitive edge,” Sello said. “Nedbank is committed to being a financing partner for that transition. The business case is clear, and the window of opportunity is now.”

Workshops and Technical Skills

Anton Fiets, executive manager for industry development at the AIDC, pointed to the aftermarket as a serious growth area. He highlighted the AIDC’s Township Automotive Hubs initiative, which provides workshop bays, diagnostic tools, and technical training to township-based businesses. The organisation’s Manufacturing Centre of Excellence also builds skills in mechatronics, electric vehicle systems, and Industry 4.0 technologies.

“The aftermarket is not a footnote in South Africa’s automotive story – it is a chapter of its own,” Fiets said. “When we invest in township workshops and advanced technical training, we are building an economy that works for everyone.”

Michael Dehn, managing director of Messe Frankfurt South Africa, said the event showed a clear sense of where opportunities lie and a willingness to act.

“KwaZulu-Natal has the exports, the confidence, and the infrastructure to lead,” Dehn said. “Automechanika Johannesburg exists to give industry leaders the platform, the data, and the connections to turn that potential into results.”

Automechanika Johannesburg 2026 runs from 27 to 29 October 27 to 29 at the Gallagher Convention Centre in Midrand.

https://bit.ly/4tSOrfh

Egypt rolls out red carpet for global carmakers as local assembly push gains momentum

The Egyptian government has signalled its willingness to offer substantial incentives to international vehicle manufacturers willing to set up production lines inside the country, as part of a broader strategy to reshape an automotive sector that has long struggled to move beyond basic assembly work.

Prime Minister Mostafa Madbouly recently told a high-level meeting discussions with several global manufacturers have already reached advanced stages and the immediate priority is to conclude those negotiations and shift towards meaningful, large-scale production.

"We are ready to offer exceptional incentives to any global company willing to localise its manufacturing here," Madbouly said, according to a cabinet statement. While he did not name specific brands or financial details, the remarks underscore a sense of urgency within government ranks to convert talks into tangible factory output.

The prime minister also singled out electric vehicles as a particular focus, aligning with a state-level push to expand clean energy use and reduce reliance on conventional fuels. That emphasis comes as Egypt grapples with rising fuel import bills and seeks to position itself as a manufacturing hub for cheaper, locally assembled EVs targeting both domestic and regional markets.

While Egypt pushes its own agenda, neighbouring Algeria continues to attract Chinese automotive investment. Sokon, a subsidiary of state-owned Dongfeng Motor Group, is building a car and bus assembly plant in the northeastern city of Batna with an annual production capacity of roughly 60 000 vehicles.

Sokon

Sokon becomes the latest Chinese manufacturer to enter Algeria's growing market, taking advantage of a package of incentives introduced three years ago for industrial projects, including tax breaks and affordable land leases. The company said in a statement that it would initially invest around AD8.9-billion (about $67-million) in the Batna project.

The move highlights how North African countries are increasingly competing for a slice of Chinese automotive investment, as manufacturers from the world's largest vehicle market seek to establish regional footholds while navigating trade barriers and shifting global supply chains.

Back in southern Africa, industry leaders are striking a markedly different tone. According to executives from some of South Africa's longest-established automotive manufacturers, 2026 is shaping up as a decisive year for government to show whether it genuinely wants a sustainable automotive manufacturing sector — or whether it must come up with an alternative economic path that generates as many jobs and as much value.

The stakes are considerable. Vehicle and component manufacturing accounts for nearly a quarter of South Africa's manufacturing output, or 22.6%, while the broader automotive manufacturing and retail sector contributes roughly 5.2% to GDP.

More than 115 000 people are directly employed in vehicle and component manufacturing, with 40% of those jobs concentrated in Nelson Mandela Bay, the country's automotive heartland. An estimated 500 000 people work across the sector's wider value chain. Around seven out of every 10 locally manufactured vehicles are exported, contributing nearly 15% of South Africa's total export value.

BAIC facility in the Eastern Cape - now hosting Foton assembly

But original equipment manufacturers are under pressure from multiple directions. Protectionist tariffs from the United States, the transition to new energy vehicles in key markets, rapid advances in manufacturing technology, and the rise of cheaper imports from Asia displacing local sales have all eroded the old certainties.

Domestically, deteriorating conditions around infrastructure, electricity supply, water, basic service delivery, logistics and crime have driven up the cost of doing business, with electricity and fuel prices a particular burden.

The result, according to industry insiders, is a steady erosion of competitiveness, with government industrial policy failing to keep pace with global shifts. Despite rising local sales and export figures, actual automotive production, local content levels and employment are tracking significantly below the targets set out in the SA Automotive Masterplan 2035 — a gap that points to a widening chasm between current industrial reality and the vision laid out in 2021.

Recent months have brought announcements of new and forthcoming automotive investments, primarily from Chinese manufacturers. Chery has purchased the Nissan plant in Rosslyn and expects to roll its first locally made vehicles off the line sometime in 2027, following plant retrofitting and upgrades.

The facility is reportedly set to produce both new energy vehicles and internal combustion engine models, with market speculation pointing to a pick-up aimed at both South Africa and broader African markets.

Foton announced in March that its first overseas manufacturing base, located within the BAIC plant at the Coega Special Economic Zone in Nelson Mandela Bay, has begun completely knocked down production of its Tunland bakkies.

Geely has re-entered the local market, signing up a network of local dealerships and an agreement with China National Building Materials South Africa to support the coordinated development of NEVs, charging infrastructure and localised supply chains. Great Wall Motors is also understood to be weighing options for local manufacturing of an as-yet undecided model, either by sharing or acquiring an existing facility – possibly on a separate line or lines within the Mercedes-Benz plant in KuGompo (formerly East London) in the Eastern Cape.

While the entry of new investors is welcome, industry analysts caution that these projects must be measured against actual local economic value addition and the creation of sustainable local jobs — not just short-term construction work — as well as the surrounding component supplier ecosystem.

There are expectations that these investments should incorporate targeted plans to achieve the 60% local content goal of the SA Automotive Master Plan, along with a balanced supply of fully assembled vehicles for both domestic and export markets.

Perhaps the most telling indicator of South Africa's automotive challenges is the domestic sales tally. In 2015, nine of the top 10 best-selling vehicles in the country were made locally. By 2025, that number had fallen to just five. Of the top 10 best-selling automakers in the domestic market, only four now represent investment in local manufacturing. The rest are importers, most of them sourcing from Indian and Chinese plants.

For an industry that has long prided itself on being a manufacturing success story on a continent where such stories are rare, that trend line is a quiet alarm. Whether government and industry can reverse it before more capacity is lost remains an open question — and one that 2026 may go some way to answering.

Cover image - AI generated

https://bit.ly/4dTNwGO

Isuzu Motors: Record Production Boost in South Africa

The final production shift of the financial year ended on March 31, 2026, and the team at Isuzu Motors South Africa’s plant had something to talk about.

Over the past 12 months, the local manufacturer saw a 21% jump in production volumes compared to the previous year, driven by steady demand for its D-MAX bakkies and commercial trucks. When the numbers were tallied, more than 27 400 D-MAX units and over 3 800 Isuzu trucks had rolled off the line, bound for customers across the African continent.

But this isn’t a flash in the pan. The growth reflects a longer, quieter story of consistency. Even while pushing record numbers, Isuzu held onto its spot as South Africa’s top choice in the medium and heavy commercial vehicle segment – a position it has now held for 13 years running.

According to the company, this isn’t about a single lucky break. It’s about customer trust earned through reliability, lifecycle value and showing up consistently over time. The approach has been deliberate: scale up production in response to real market demand, but without letting quality slip. That balance, the company says, is what keeps them in the game as a long-term manufacturing partner.

“Records are built on more than machinery,” said Dominic Rimmer, Executive Vice President for Manufacturing and Product Engineering at Isuzu Motors South Africa. “They’re built on the discipline of our people and the loyalty of our customers across the continent. Every record-breaking vehicle that leaves our production line represents a promise kept. We aren’t just chasing volumes – we are expanding responsibly to move the world for those who keep our economies moving.”

Rimmer also tipped his hat to the workforce, pointing out that the past year’s success comes down to collective effort, solid systems and operational discipline.

At the heart of it all is the Isuzu value of Mutual Growth – the idea that long-term business success only makes sense when employees, partners and communities move forward together.

As the company looks ahead, this milestone serves as a straightforward marker of what the Gqeberha plant can do. Not a headline-grabber, just a clear sign that Isuzu is sticking to its promise of moving the world – for you.

Cover image - AI generated

https://bit.ly/4cm3ze8

How China's Automotive Ambitions are Reshaping South Africa

How Chinese ambition is rewriting the rules of South Africa’s motor industry — and what it means for the legacy giants.

There is a moment, just before the sun dips behind the Magaliesberg, when the sprawling Nissan plant in Rosslyn used to look eternal. For 60 years, it was a monument to South African industry, churning out the bakkies that built the nation: the 1400 Champ, the Hardbody, the Navara.

But steel rusts, and empires crumble.

By mid-2026, the keys to this 60-year-old fortress will be handed to Chery, the Chinese giant that arrived in South Africa only five years ago but is already stealing the crown from Volkswagen.

Nissan's Rosslyn plant - now becoming a Chery operation

Up the coast in East London, Mercedes-Benz is quietly negotiating to let Great Wall Motor (GWM) move into its lounge. Meanwhile, in Gqeberha, Foton is happily assembling bakkies inside BAIC’s factory.

The Chinese are no longer just selling cars here. They are moving in.

For the first time since the fall of apartheid, the dominance of South Africa’s ‘legacy five’—Toyota, Volkswagen, Ford, BMW, and Mercedes-Benz—is facing an existential threat. Not from each other, but from a wave of manufacturing that is cheaper, faster, and backed by the full weight of the state.

To understand the shift, forget the sales charts for a moment. Look at the dirt.

For decades, the barrier to entry for foreign brands was capital. Building a factory in South Africa costs billions. But the Chinese have realized a cheat code: you do not build a factory. You buy a distressed one.

The Chery-Nissan deal is the most aggressive example. Nissan, struggling globally, pulled the plug on Rosslyn. But Chery did not want the brand; they wanted the building. They bought the stamping facilities, the paint shops and the body-on-frame expertise for what analysts suspect was a bargain price.

Why? Tariffs. Importing a car into South Africa attracts a 25% duty. Building it here—specifically achieving Completely Knocked Down (CKD) status—unlocks government incentives and avoids that penalty.

Then there is the Mercedes-GWM deal. It is a sign of desperation and pragmatism in equal measure. Mercedes spent millions modernizing the Eastern Cape plant recently, but with the US slapping tariffs on South African exports, the C-Class line is underutilized. Sharing the space with GWM—allowing the Chinese to build Tank SUVs and Haval models—keeps the lights on and the 2 400 workers employed.

Workers inside the Mercedes-Benz factory

It is a humbling reality for the three-pointed star: to survive in Africa, you might need to host the competition.

But not everyone is welcoming the newcomers.

Andrew Kirby, the CEO of Toyota South Africa, is usually a measured figure. Recently, however, his tone turned sharp. He is calling for the government to ban a specific type of assembly known as SKD (Semi-Knocked Down).

Think of SKD as the ‘screwdriver’ assembly. You import a vehicle that is almost fully built, slap on the wheels and the bumper, and call it ‘local.’ It employs very few people but still qualifies for tax breaks.

“For every job created in a light vehicle SKD facility, as many as eight jobs are lost by the corresponding CKD operations,” Kirby warned.

Volkswagen’s Martina Biene agrees. VW employs nearly 3 600 people in Kariega, pumping millions into the local economy. She is watching with alarm as brands like BAIC and Foton—who operate out of a state-owned factory in Gqeberha—ramp up SKD production of the Tunland bakkie.

The fear in Tshwane and Kariega is that South Africa will repeat the mistakes of Australia. Once a proud car-making nation, Australia dropped its tariffs and protections. The factories closed. The skills vanished. Now, they drink coffee in the converted warehouses where cars used to roll off the line.

The fight is not just on the assembly line. It is in the supply chain.

Renai Moothilal, CEO of NAACAM (the component makers’ association), is watching his members fall like flies. In the last two years, at least 12 local parts suppliers have closed, shedding over 4 000 jobs.

When Toyota or Ford builds a Hilux or a Ranger, they use local seats, local wiring harnesses and local axles. When Chery imports a car, the only local content is the air in the tyres.

“The influx of these imported, lower-price point vehicles into the South African market has had a dual effect,” Moothilal told Engineering News. “They all arrive fully built, which means… there are limited immediate opportunities for local component suppliers.”

Even giants are hurting. Goodyear recently shuttered its historic tyre plant in Gqeberha. The city, once known as the ‘Detroit of South Africa,’ is now better known for its ghost factories and rising unemployment.

If the component sector collapses, the legacy brands lose their competitive advantage. Without a local supply chain, Ford and Toyota are just importers. And they cannot beat the Chinese at that game.

So, why aren’t the legacy brands dead yet?

Drive to any taxi rank or construction site in Limpopo or KZN, and you will see the answer. The Toyota Hilux and Ford Ranger are still the kings of the dirt. South Africans are loyal to what works.

However, that loyalty is expensive. Over the past decade, the legacy brands have drifted upmarket. A fully kitted double-cab now costs upwards of a million Rand. That left a gaping hole in the market for affordable transport. The Chinese did not just walk through that door; they drove a fleet of SUVs through it.

“You have to make sure we are well represented in the new emerging market,” says Gideon Jansen van Rensburg, CEO of Motus Retail, the country’s largest dealer group. Motus is now scrambling to add Haval, Chery and Mahindra to its floors because that is where the foot traffic is going.

The legacy brands are fighting back. VW is rushing to launch the ‘Tengo,’ a small crossover based on a Brazilian platform, built in Kariega, to try and claw back entry-level buyers. Ford is betting big on the next-gen Ranger. Toyota is leaning on its reputation for resale value.

The BAIC factory in the Eastern Cape - now assembling Foton vehicles

The next five years will likely see a ‘two-speed’ South Africa.

On one side, you have the Chinese and Indian brands. They will control the volume game—the R300 000 to R500 000 segments. They will offer massive screens, leather seats and long warranties. They will be built in the old Nissan factories and shared Mercedes plants.

On the other side, you have the Legacy Five. They will become quasi-premium brands. You will buy a Toyota or a VW not just for the car, but for the network—the guarantee that the part is in stock, the resale value holds and the financing is easy.

But the middle ground—the affordable, high-volume, high-tech car—is disappearing. That ground is now Chinese.

“The goal is not indefinite protection,” Moothilal warns, “but building a sustainable, globally competitive component sector.”

If the government does not close the SKD loophole and force the new players to build real factories (with real local parts), the legacy brands might pull the plug. They will not leave because of the Chinese. They will leave because they cannot compete against a government policy that lets their rivals play by different rules.

For now, the lions are still roaring in Rosslyn and Silverton. But for the first time in a century, the people who built this industry are looking in the rearview mirror.

And all they see is a Great Wall coming up fast behind them.

https://bit.ly/3OoH8wO

Volvo's Hydrogen Trucks: A Game Changer for Heavy Haulage

Volvo has started on-road testing of heavy trucks that run on hydrogen combustion engines, with a commercial launch planned before 2030.

The Swedish truck maker’s hydrogen-powered vehicles are designed to offer improved energy efficiency, lower fuel consumption, and higher engine power compared to older hydrogen combustion technology.

That performance edge comes from High Pressure Direct Injection, or HPDI, a system where a small amount of ignition fuel is injected under high pressure to create compression ignition before hydrogen is added. Volvo already uses this technology in its gas-powered trucks, with more than ten thousand units sold around the world.

Jan Hjelmgren, who heads product management at Volvo Trucks, says on-road testing marks an important milestone. He adds that he is confident the trucks will measure up well against the competition when it comes to fuel efficiency, power, torque, and drivability.

Customers, he says, will be able to operate them much like diesel trucks. He points to Volvo’s experience with HPDI in thousands of gas-powered trucks as strong proof of the technology’s reliability.

These hydrogen combustion engine trucks are expected to be particularly useful for long-distance haulage and in areas where charging infrastructure is limited or where recharging battery electric trucks takes too long.

When using green hydrogen and renewable HVO as the ignition fuel, the trucks can deliver net zero CO2 emissions from well to wheel. Under agreed European Union CO2 standards, they are classified as zero emission vehicles.

Volvo’s hydrogen engine technology is based on its diesel powertrain, meaning drivers get diesel-like performance with much lower CO2 emissions. The hydrogen combustion trucks will sit alongside the company’s battery electric trucks, fuel cell electric trucks, and models running on biogas or HVO.

According to Hjelmgren, there is real potential for hydrogen combustion engine trucks to play a role in the shift to zero tailpipe emission transport. He notes that several technologies will be needed to cut carbon emissions, and as a global truck manufacturer, Volvo aims to offer a range of decarbonisation options while helping customers choose the best fit for their transport needs, available infrastructure, and green energy prices.

The hydrogen-powered Volvo trucks use HPDI technology from Cespira and offer an operational range that exceeds many customers’ daily driving distances. Because of their low CO2 emissions, they are recognised as zero emission vehicles under EU rules.

By way of comparison, hydrogen can also power fuel cell electric trucks, which produce only water vapour from the tailpipe. Volvo plans to launch those in low volumes before 2030 as part of a three path strategy to reach net zero emissions: battery electric, fuel cell electric, and combustion engines running on renewable fuels.

https://bit.ly/41HEBAO

Ford and Toyota's Impact on Literacy in South Africa

Two of South Africa's automotive manufacturers have reinforced their commitment to education through the Rally to Read programme, with Ford completing its 2026 delivery in the Eastern Cape while Toyota continues its support in KwaZulu-Natal.

Ford Motor Company of Southern Africa concluded its annual Rally to Read in the Eastern Cape recently, delivering books, teaching materials and teacher aids to rural schools in the Nelson Mandela Bay and Sarah Baartman districts. The resources are intended to strengthen reading outcomes in the early years of schooling.

The rally marks the second year of a three-year programme cycle that began in 2025, providing learning materials, teacher training and sustained classroom support to schools in the region. Ford has supported the Rally to Read initiative for more than two decades, and since 2019 has organised its own single-funded events together with the READ Educational Trust.

“At Ford, we believe that if our community investments are not creating generational impact, they are unlikely to change the trajectory of people’s lives,” said Neale Hill, President of Ford Motor Company, Africa.

“Our approach is what we describe as ‘cradle to vocation’, recognising that meaningful economic participation begins with strong foundations in the earliest years of education. Literacy sits at the very beginning of that journey. When children learn to read with understanding, they unlock the ability to succeed in every other subject, ultimately creating pathways to opportunity and shared prosperity.”

Ford’s presence in the Eastern Cape spans generations, with the Struandale Engine Plant in Gqeberha remaining central to the company’s global manufacturing network. Earlier this year, Ford donated three Transit vehicles to the READ Educational Trust to help the organisation reach under-resourced schools more efficiently. One of the vehicles has been converted into a mobile library.

Sibhekaphi Sibanda of the READ Educational Trust said literacy was fundamental to accessing the broader curriculum.

“When learners cannot read and write effectively, they are automatically excluded from subjects such as mathematics, science and technology,” Sibanda said. “Strengthening literacy early gives children access to the rest of their education and to the opportunities that follow.”

Toyota South Africa Motors has meanwhile continued its support of Rally to Read in KwaZulu-Natal, contributing more than 5 000 school shoes to all 13 participating schools in the province alongside classroom resources. The donation forms part of an initiative launched in 2023 that has now distributed 24 000 pairs of shoes to learners in underserved communities.

The shoes are manufactured from recycled disposable hospital drips through Netcare’s MyWalk initiative, a circular innovation that converts waste materials into durable footwear.

Andrew Kirby, President and CEO of Toyota South Africa Motors, said the company’s participation reflected its broader citizenship philosophy.

“As a brand deeply rooted in South African communities, Toyota South Africa Motors is honoured to be part of an initiative that places literacy and ultimately opportunity within reach for thousands of young learners,” Kirby said.

“Our continued participation in Rally to Read reflects our broader corporate citizenship philosophy. We believe that meaningful societal progress begins with accessible, high quality education and the basic resources that enable learners to thrive.”

Through its partnership with the READ Educational Trust, Toyota provides foundation phase reading books, classroom libraries, educational supplies and teacher development support. The Rally to Read programme has reached nearly 1 000 schools and 700 000 learners nationally, with participating school clusters showing measurable improvements in literacy competency and reduced dropout rates.

Hill said the programme’s impact was best understood through the moments that unfolded in classrooms.

“During the rally we often speak about numbers, the schools reached, the teachers trained and the learners supported. But when you visit these classrooms, you realise that behind every number is a teacher doing their best with limited resources, and a child discovering the confidence to read,” he said.

“When you intervene in literacy during the earliest years of education and sustain that work over decades, you are not simply running a programme. You are creating what we believe is a generational correction mechanism that helps unlock opportunity for children and communities over the long term.”

https://bit.ly/4uHE0N7

Egypt's Automotive Market Recovery Compared to South Africa

The future of South Africa’s automotive industry hangs in the balance as parliamentary leaders and global manufacturing executives call for urgent government intervention to protect the sector from aggressive international competition, while elsewhere on the continent Egypt’s market shows signs of a robust recovery.

During an oversight visit to the Eastern Cape recently, the Portfolio Committee on Trade, Industry and Competition met with industry giants including Volkswagen Group Africa and Isuzu to assess mounting challenges facing the Coega Special Economic Zone and the broader automotive precinct.

Volkswagen Group Africa chairperson and managing director Martina Biene revealed the high stakes facing the Kariega-based manufacturer, warning that decisions made now will determine whether new models are produced locally in the next decade.

“I’m now pitching for an investment in 2030, and I need that approval now,” said Biene. “If Volkswagen does not consider spending money in South Africa, then I won’t be able to launch a new car in 2030.”

The stakes are particularly high as the group weighs whether to produce its next generation of new energy vehicles in South Africa or shift that capacity to more cost-effective hubs in India.

“It’s not about protectionism,” she said. “It’s levelling the playing field in terms of cost of doing business, which is way lower in India and also lower in China for very different reasons.”

Portfolio Committee chairperson Mzwandile Masina echoed these concerns, noting that the committee identified quite a number of critical challenges during visits to the Coega SEZ and Volkswagen facilities. Masina pointed to the country’s competitive disadvantages, particularly regarding labour costs.

“We’re informed that in terms of labour cost, India, as an example, is 35% cheaper to produce a car because of their labour laws,” he said.

While reaffirming South Africa’s position as an open economy, Masina said the committee is finalising a report with far-reaching recommendations to protect the sector. “We had to tighten our labour laws due to our history. Therefore, it will be important to strike the balance between our labour laws and ensuring we can have affordable production here in South Africa.”

Beyond policy, both government and industry flagged serious concerns about infrastructure and service delivery. Biene provided a stark look at the logistical reality, explaining the company has been forced to abandon rail for road transport.

“Currently, for the domestic market business, we’ll truck all of our cars,” Biene said. “We’ll have in the domestic market probably 50 000 to 60 000 sales. The majority of that is sold in Gauteng province, so it all gets trucked from here to Gauteng because the South Corridor is not operational because of cable theft or infrastructure.”

She noted that even if the rail were functional, the financial burden remains a barrier. “If it would be operational now, we would have to pay more, and it’s the infrastructure cost of doing business which I tried to raise.”

Masina acknowledged the strain on municipalities, particularly ageing infrastructure, and stressed the need for stronger collaboration between local government and major investors.

As Volkswagen prepares for the 2027 launch of its new A0-entry SUV, known as Project Tengo, the success of current operations remains a prerequisite for the 2030 investment approval.

While South Africa confronts these challenges, Egypt’s automotive market has shown strong momentum. According to data published by the Automotive Market Information Council, vehicle sales reached 14 100 units in January 2026, compared to 10 150 units in the same period in 2025, representing a 38,7% year-on-year increase.

The performance was driven largely by passenger cars, which increased by 43,3% to around 10 900 units. The bus segment also showed growth, with 901 units sold compared to 698 a year earlier, while truck sales increased by 25 03% to 2 278 units, a key indicator of recovery in productive activity and domestic trade.

The January figures follow strong performances in recent months. In November 2025, vehicle sales surged by 54,7% year-on-year to around 16 800 units.

Egypt’s Industry Minister Khaled Hashem recently met with a delegation from Mercedes-Benz Egypt headed by chief executive Stefanie Volz to discuss opportunities to localise automotive manufacturing and expand the company’s operations. The discussions explored investment opportunities in line with the government’s strategy to deepen local manufacturing and facilitate the transfer of advanced technologies.

Dongfeng Box from SN Automotive in Egypt

Hashem noted that the Automotive Industry Development Programme represents a key pillar in attracting major international brands, offering incentives designed to localise the industry. The programme links investment incentives to increasing the share of local content and expanding domestic supply chains.

Volz expressed the company’s aspiration to further strengthen its strategic partnership with the Egyptian government, noting that Mercedes-Benz is marking 26 years of operations in Egypt.

Meanwhile, data compiled by the International Organization of Motor Vehicle Manufacturers shows South Africa consistently ranks among the countries with the highest car ownership in Africa, supported by a developed automotive industry, a relatively large middle class, and extensive road networks in major urban centres. Access to vehicle financing and a thriving used car market have also made ownership more attainable.

South Africa consistently ranks among the highest, supported by a developed automotive industry, a relatively large middle class, and extensive road networks in major urban centres. Access to vehicle financing and a thriving used car market have also made ownership more attainable for many households.

Libya has historically recorded high ownership levels due to low fuel prices stemming from its oil wealth, combined with long distances between cities and limited public transport options. Despite political and economic challenges in recent years, car ownership remains widespread.

Small island nations such as Mauritius and Seychelles also feature prominently, buoyed by stable economies, higher household incomes, and growing populations that increasingly rely on private vehicles for daily commuting.

Botswana and Namibia round out the list, where vast distances between communities make private transport a practical necessity. Both countries have invested heavily in road infrastructure in recent years, further supporting vehicle ownership.

Algeria and Morocco complete the picture as North Africa’s largest markets, with rising urbanisation and government policies encouraging local assembly driving demand across both countries.

In West Africa, Nigeria’s automotive aftermarket is drawing attention as a potential growth frontier. Industry estimates suggest the country’s spare parts market is worth between $5-billion and $6-billion annually, with new original equipment manufacturer components and aftermarket parts accounting for roughly 70% to 80% of that figure. Second-hand parts, commonly known as tokunbo, make up the remainder.

Mechanical engineer Okpamen Obasogie said the combination of a large replacement market, high import dependency and foreign exchange pressure has created a significant opportunity for localised spare parts manufacturing, particularly in high-turnover components such as brake pads, filters and suspension parts.

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MAN Truck's Fuel-Efficient Tech: A Game Changer for South Africa

German truck maker responds to market squeeze with fuel-efficient technology and expanded support programmes

MAN Truck & Bus has taken the wraps off a comprehensive update to its heavy-duty vehicle range, introducing a new flagship model and re-engineered powertrain at a time when South Africa's transport industry is navigating intense economic pressure and shifting competitive dynamics.

The centrepiece of the launch is the TGX 26.520, a 6x4 truck tractor equipped with the company's newly developed D26 Efficiency engine. The 12,4-litre power unit produces 387 kW and 2 600 Nm of peak torque, consolidating MAN's previous engine offerings into a single, more efficient platform. The new engine replaces the outgoing D20 and D26 series while delivering an additional 150 Nm over its predecessors.

Engineering refinements target fuel savings

The technological upgrades focus on incremental improvements designed to reduce operating costs. Higher injection pressures of up to 1 800 bar enable more complete fuel combustion, while electronically controlled turbocharging provides precise boost management. Inside the engine, steel piston rings have been reinforced for extended durability.

The torque curve has been remapped to deliver maximum pulling power from lower engine speeds, starting at approximately 930 r/min. This change makes the vehicle easier to drive in yard manoeuvres and contributes to fuel efficiency, particularly during low-speed operations.

The author doing a truck driver impression

Software enhancements accompany the mechanical changes. The trucks will introduce EfficientCruise to the South African market, a system that uses topographic data to anticipate road conditions and pre-select gears before inclines or descents rather than reacting to them. An EfficientRoll function allows automatic coasting in neutral on downhill sections to conserve fuel.

Safety features now come standard with Emergency Brake Assist capable of detecting pedestrians and cyclists, Adaptive Cruise Control, and a driver's airbag. The braking system combines an electronically controlled engine brake with an Equal Retarder that minimises driveline drag when not engaged, delivering up to 805 kilowatts of continuous braking power. A visible red seatbelt has been added as a practical feature for mining operations where compliance checks occur from outside the vehicle.

The Euro 5 versions achieve up to 3% lower fuel consumption compared to the previous generation, while Euro 2 models see improvements of up to 6%, according to company data. Further reductions are possible with optional aerodynamic packages and the OptiView digital mirror system.

Drive360 positions MAN as broader partner

Alongside the vehicle launch, MAN introduced its Drive360 initiative, framing the company as a full-service partner rather than simply a manufacturer. The approach encompasses vehicle specification support, financial services through MAN Financial Services, and a tiered aftersales structure.

The parts portfolio now includes four product lines designed for vehicles at different life stages. MAN Genuine Parts carry a two-year warranty for vehicles under maintenance contracts. Ecoline offers re-engineered components from dismantled vehicles, also with two-year coverage. Line360 provides locally sourced parts built to German technical standards with minimum one-year warranties. A used parts programme sells certified components from pre-owned vehicles with three-month warranties, aimed at keeping older trucks on the road economically.

The company expects to disassemble around 60 vehicles in 2026 through this channel, recovering components from write-offs that might otherwise be scrapped.

MAN TopUsed, the certified pre-owned vehicle programme, operates from Centurion, Pinetown and Cape Town, offering entry points for smaller operators while supporting trade-back opportunities for existing customers. The training academy provides on-site driver coaching aimed at reducing fuel consumption and maintenance costs.

Market pressures intensify from multiple directions

Jan Aichinger

The technical launch was accompanied by a frank assessment of industry conditions from managing director Jan Aichinger, who described the past year as difficult for the entire transport sector in South Africa and neighbouring markets.

While MAN has maintained its share of the premium European truck segment at approximately 15.9%, this stability masks a shrinking overall market. The budget Japanese segment has recorded modest growth, but the most significant shift has been the rapid emergence of Chinese manufacturers as serious competitors.

Aichinger was direct about the changing landscape, noting that larger fleets are now turning to low-cost alternatives. The customer base that previously remained loyal to European brands is increasingly considering other options, he said.

The effects are most visible in the used truck market, where nearly every second new vehicle is sold with a residual value attached. As market conditions soften, customers return vehicles, swelling used stock levels. At the start of 2025, this posed a major concern, with new low-cost trucks competing directly in the same space as young used European vehicles.

MAN responded by selling more than 700 used units in 2024, reducing its stock holding from nearly 500 vehicles to around 300. Aichinger said the objective is to maintain control of the business rather than being forced into reactive positions by high stock levels.

Local investment continues despite policy frustrations

Despite challenging market conditions, MAN continues to invest in its South African operations, which include two production sites outside Europe in Pinetown and Olifantsfontein. The Pinetown plant was recently designated as the first carbon-neutral automotive facility in South Africa, operating partially on solar power.

The company maintains around 70 apprentices and a youth employment programme. On the bus and coach side, MAN is preparing to launch an extensively updated Lion's Explorer range in August, with the first deliveries expected in early 2027 following significant local engineering input.

Aichinger, however, expressed frustration that government procurement does not always favour manufacturers with local production presence. Citing the RT57 tender as an example, he noted that the top-rated bidders were not necessarily companies building vehicles locally. He called for policy changes that would direct government purchasing toward locally produced products, describing this as a relatively simple adjustment that could have substantial impact.

He also reiterated the industry's call for regulatory clarity regarding Euro 5 emission standards adoption. Without a confirmed implementation date, manufacturers remain uncertain about future investment directions. The absence of clear timelines slows the pace of investment that the industry could otherwise deliver, Aichinger said.

The new D26 Efficiency engine platform will be progressively integrated across the entire TGS and TGX product portfolio throughout 2026, standardising MAN's heavy-duty offering in the region.

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Lathitha Mbambo: Breaking Gender Barriers in Automotive Trades

Service tools do not know if you are male or female - they respond to skill and focus. That is how 21-year-old Lathitha Mbambo describes her approach to the workshop floor at Hyundai Bellville in Cape Town, where she is upending expectations about who can excel in technical trades.

Mbambo (21) began her apprenticeship in June 2025 and has since serviced roughly 100 vehicles each month. To date, she has worked on more than 800 vehicles and maintained a clean record with no comebacks. In dealership language, comebacks refer to vehicles that return because faults were not properly resolved - a key measure of technical competence and quality assurance. For any technician, a zero-return rate across hundreds of services is notable. For a first-year apprentice, it is particularly striking.

"Every vehicle that comes into the workshop represents someone's safety and trust," Mbambo says. "I approach each service as if it were my own car. If I sign off on it, I want to be 100% confident it will not return with a fault."

Keevin Peters, Dealer Principal at Hyundai Bellville, said Mbambo's productivity matches that of experienced technicians. "In this business, comebacks affect customer confidence and operational efficiency. To see this level of dedication and consistency from an apprentice speaks to both her discipline and commitment."

Managing 100 vehicles a month demands mechanical knowledge, time management, diagnostic skill and attention to detail. Mbambo said she has learned small things matter. "A missed check today becomes a problem tomorrow. My motto is do it right the first time."

Her presence in the workshop also reflects a broader shift in the automotive sector, as more young women enter technical careers. She said the tools of the trade do not distinguish between genders - only between those who apply themselves and those who do not.

In a separate development highlighting the importance of skills development, Isuzu Motors South Africa has renewed its partnership with the Nelson Mandela University's Govan Mbeki Mathematics Development Centre. The collaboration, which began in 2018, focuses on strengthening mathematics and physical science education in under-resourced schools in Nelson Mandela Bay.

The programme combines learner support, teacher training and digital resources. In the 2025 matric exams, learners who participated achieved an 80% pass rate in both mathematics and physical science. That compares with national pass rates of 64% for mathematics and 77,3% for physical science. Of the 30 learners in the cohort, 25 qualified for bachelor's or diploma studies, opening pathways to tertiary education and careers in science, technology, engineering and mathematics.

Natalie Gill, project leader at the Govan Mbeki Mathematics Development Centre, said the initiative provides interactive digital tools and professional development for teachers. "With the support received from Isuzu, we have been able to empower a significant number of learners by strengthening connections between classroom learning and real-world challenges," she said.

Nandi Matomela, Department Executive for Corporate Affairs at Isuzu Motors South Africa, said education remains a core pillar of the company's social investment strategy. "Through this collaboration, we have encouraged the adoption of STEM subjects in our schools, aligning learning outcomes with the skills and needs of the future," she said.

Several former participants in the programme are now studying computer science, civil engineering, electrical engineering and accounting. The renewed partnership aims to expand access to innovative teaching tools and mentorship, supporting more young South Africans in pursuing opportunities in the STEM economy.

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