The updated Haval H7 arrives to take the fight directly to the hugely successful Jetour T2. We spent quality time with the HEV variant to evaluate its electrified powertrain, cabin refinement and practicality, plus its value-for-money offering.
We like: Impressive real-world fuel economy; well-insulated cabin; generous rear passenger legroom; comprehensive warranty and service backing on all H7 models.
We don’t like: Brake-by-wire pedal feels snatchy at low speeds; over-reliance on touchscreen controls for cabin adjustments; boot floor is relatively shallow for bulkier luggage items.
Haval has expanded its local sports utility vehicle line-up with the introduction of the new H7, stepping directly into the spotlight of the lifestyle-oriented crossover market. Positioned to challenge segment heavyweights like the Jetour T2, the refreshed H7 arrives with aggressive pricing and a choice of advanced powertrains, including this traditional hybrid HEV derivative (there’s also the option of straightforward petrols and a PHEV).
Unlike the outgoing H7, this latest version is based on a model known as the “Haval Raptor” in China (where it’s been in production since 2023). Measuring 4 800 mm from snout to rump, the new version is some 95 mm longer than the model it has replaced.
Visually, the H7 adopts an upright, boxy stance that leans even more into traditional off-road design cues than its predecessor, complete with a side-hinged tailgate and a square-shaped silhouette. While front-wheel-drive HEV variants prioritise efficient on-road prowess rather than hardcore rock-crawling capability, the rugged exterior styling gives it strong visual appeal.
Inside, the cabin favours digital minimalism. A massive central touchscreen dominates the dashboard layout, controlling most vehicle functions including climate adjustments and infotainment features. As always, we prefer a user-friendlier balance between screen and physical controls. Perceived quality is stellar, as we’ve come to expect from GWM’s more premium products.
Passenger accommodation is a major strong suit, offering exceptional legroom and headroom in the second row, complemented by a massive panoramic glass sunroof. Luggage space is functional, although the boot floor is somewhat shallow, and a practical 220 V power outlet is included in the rear compartment.
Performance & Efficiency
Under the bonnet, the H7 hybrid combines a 1.5-litre turbocharged four-cylinder petrol engine with an electric motor system, delivering a combined output of 182 kW and a substantial 540 Nm of torque. Power is sent to the front wheels via a dedicated hybrid transmission.
On the move, the transition between electric propulsion and internal combustion is mostly seamless. The hybrid powertrain delivers strong, responsive acceleration for overtaking, while real-world fuel consumption settles around an impressive 5.9 L/100 km during mixed city driving. However, the adoption of brake-by-wire technology introduces a snatchy pedal feel during low-speed stopping and parking manoeuvres.
Ride, Handling & Comfort
On South African roads, the H7 delivers a plush, well-damped ride quality that insulates occupants effectively from road imperfections. Cabin quietness is impressive, with wind and tyre roar kept to a minimum even at national speed limits.
The steering is light and effortless around town, making daily driving relaxing, though feedback is somewhat muted. While the vehicle looks rugged, front-wheel-drive variants are best suited to gravel touring and suburban duties rather than technical off-road trails.
Price & After-sales support
Pricing for the Haval H7 sits competitively within the mid-R500k to R800k bracket, where it squarely competes with the Jetour T2. Local ownership is backed by a comprehensive 7-year/200 000 km vehicle warranty, an 8-year/150 000 km battery warranty for electrified components, and a 7-year/75 000 km service plan.
H7 2.0T Super Luxury 4×2 9DCT
R554 900
H7 2.0T Ultra Luxury 4×2 9DCT
R594 900
H7 2.0T Ultra Luxury 4×4 9DCT
R654 900
H7 1.5T HEV Super Luxury 4×2 DHT
R624 900
H7 1.5T PHEV Super Luxury 4×2 DHT
R734 900
H7 1.5T PHEV Ultra Luxury 4×4 DHT
R794 900
All pricing correct in October 2026.
Verdict
The Haval H7 HEV proves to be a strong challenger in the ruggedly-designed crossover space, matching hybrid efficiency with generous interior space and competitive pricing. While minor ergonomic quirks like touch-heavy controls and brake modulation require getting used to, its overall polish makes it a serious contender against segment favourites.
Will it give the Jetour T2 a run for its money in the monthly sales charts? We’ll report back next month…
Q: What powertrain and output figures does the Haval H7 1.5T HEV feature?
A: The H7 HEV pairs a 1.5-litre 4-cylinder turbocharged petrol engine with an electric motor to generate a combined output of 182 kW and 540 Nm of torque, driving the front wheels via a dedicated hybrid transmission.
Q: What real-world fuel consumption does the Haval H7 hybrid achieve?
A: While Haval claims a fuel consumption figure of 5.3 L/100 km, real-world testing over mixed routes yielded an impressive average reading of 5.9 L/100 km.
Q: What is the price and warranty coverage for the Haval H7 1.5T HEV Super Luxury in South Africa?
A: The Haval H7 1.5T HEV Super Luxury 4×2 DHT is priced at R624 900 (pricing correct as of October 2026) and includes a 7-year/200 000 km vehicle warranty, an 8-year/150 000 km battery warranty, and a 7-year/75 000 km service plan.
How to bend physics without binning a Range Rover Sport SV (2026)
A secret Western Cape circuit, 467 kW of twin-turbo V8 muscle and one very patient instructor… We discover whether Range Rover’s 6D Dynamics can make a 2.5-tonne luxury SUV behave like a sports car.
The average car launch is an enjoyable way to spend a day. It is often the first time a new model has been seen and driven by the media — or anyone outside the company, really. The route is carefully planned to give us motoring hacks a proper chance to assess the car and, with luck, enjoy it.
Lunch and dinner are jovial affairs, where we catch up with industry friends and get valuable face time with the manufacturer’s representatives.
It is an honour and a privilege to be invited to a media launch, and one we do not take for granted. But all of us journos secretly get a little more excited when track driving is involved.
The reasons may seem obvious, but for me a track drive is an opportunity to sharpen my skills, receive training from the pros, go very fast in a safe environment and munch through someone else’s tyre budget instead of my own.
The point of track time on a launch is to let the media — and a few select clients — explore what a performance car can really do, hopefully without ending up in the scenery.
To help prevent that, manufacturers enlist professional driving instructors. They brief you in detail, put a helmet on your head and sit beside you whenever you are on track.
In my experience, South African professional driving instructors are among the best in the world: friendly, helpful, exceptionally knowledgeable, highly skilled and incredibly patient. Most importantly, they inspire confidence and help you enjoy both yourself and the car — while ideally keeping the machinery out of the bin.
The instructor team used by Jaguar Land Rover South Africa is world-class. They are also a lovely bunch of people. A few have been around for as long as I have, yet they still have noticeable biceps and strong jawlines.
And so the stage was set: I would pilot the latest Range Rover Sport SV around a racetrack, have a blast and then write about it. Which brings us here.
A racetrack that officially does not exist
First, a word about this particular racetrack. In the Western Cape, where I live and where the Cars.co.za content office is based, we are blessed with many things. There are more than 450 wine farms, for instance, but only one permanent race circuit.
Killarney International Raceway, just outside Cape Town, is legendary and well managed. We love filming and racing there.
However, if you make a few calls, ask very nicely and agree to a fairly long list of terms and conditions, the Western Cape does offer another racetrack.
And that, unfortunately, is all I can tell you about it. Seriously: if I say any more, the people from Range Rover could get into quite a lot of trouble, and we do not want that.
Tucked into the folds of famous mountains and carved through the fynbos is a glorious 2.8 km ribbon of tarmac. For context, Killarney’s full circuit is 3.267 km long, while Kyalami’s modern Grand Prix layout measures 4.522 km.
In front of me lay a winding, wide and immaculately surfaced circuit. It was designed by international professionals and built to exacting standards with first-class materials.
And yet it might as well not exist. No amount of money can simply buy you or your company access. Entry is by invitation of the owner and subject to strict terms and conditions.
Even seeing this place in real life is a privilege. Driving it is the kind of opportunity that may come along only once in a career.
There I sat in a 467 kW/800 Nm, roughly R4-million Range Rover, with one of the best instructors in the business beside me, waiting to be waved onto the track. This was a particularly good day at the office.
Goodbye supercharger, hello BMW V8
The big powertrain news is that the Sport SV no longer uses Jaguar Land Rover’s thunderous supercharged 5.0-litre V8. In my opinion, that remains one of the finest engines ever made.
Emissions and efficiency requirements have moved the game on, however, and the old 5.0-litre could not continue indefinitely. Its gloriously antisocial soundtrack probably did not help, either.
Developing a new engine from scratch is frighteningly expensive. Aston Martin, for instance, has sourced V8 power from Mercedes-AMG.
Even the billions Sir Jim Ratcliffe poured into developing the Ineos Grenadier did not stretch to a bespoke engine, so Ineos struck a deal with BMW.
Jaguar Land Rover took a similar route for the Sport SV, choosing a muscular and highly tunable BMW-sourced 4.4-litre twin-turbo mild-hybrid V8 — related to the unit used in cars such as the BMW M5.
The Range Rover Sport SV is therefore the lovechild of a German-British affair. But this is certainly not a case of dropping a BMW engine into the Rangie and heading for the pub.
The air intakes and cooling package are bespoke to the Range Rover, as are the engine calibration and exhaust system. The result is 467 kW and 750 Nm from the engine, with up to 800 Nm available through the mild-hybrid system in Dynamic Launch mode.
Those are the headline differences, but the integration runs far deeper than a badge-engineering exercise.
The Range Rover Sport SV 6D Dynamics party trick
The car’s real party trick — and the reason we were here — is its 6D Dynamics suspension. The instructors were particularly keen for us to feel it working at speed.
I am enough of a car nerd to disappear down a technical rabbit hole here, but the short version is this: the system replaces conventional anti-roll bars with hydraulically interlinked dampers and height-adjustable air springs. By controlling pressure across the circuit, it actively resists both body roll and pitch.
The aim is to manage the Range Rover’s considerable mass under acceleration, braking and, especially, cornering. Remember, this is still a proper four-wheel-drive luxury SUV, complete with a twin-speed transfer case and low range.
Plainly, SUVs do not make natural race cars. There is a reason you do not see BMW X5 Ms or Porsche Cayennes at Le Mans. No matter how fast or clever a modern performance SUV may be, it still has to negotiate the stubborn laws of physics.
That has not discouraged Range Rover’s engineers from trying to bend those laws, and I was about to find out whether they had succeeded.
After a few sighting laps — learning where to brake and when to get back on the power — Devin, my instructor, perhaps sensed that I could handle a little more speed. That is always a compliment. He had no pedals or steering wheel of his own, so self-preservation was also a powerful motivator.
In Comfort mode, the suspension turns the car into a giant, comfy pillow. It wafts along while still keeping body movement neatly in check.
Select Dynamic mode and the 6D system wakes up. Throttle response sharpens, the exhaust grows louder, gearshifts become more assertive and the transmission holds each ratio almost to the redline.
Then Devin said: “Let’s go into SV mode.” The Range Rover Sport promptly turned savage. The V8 went to maximum attack, and so did the chassis.
Then I was told to go — really go. Flat-footed down the back straight, the Sport SV delivered relentless acceleration; we touched 195 km/h before the braking zone.
I was completely dialled in, and Devin seemed happy. He urged me to get on the power earlier and carry more speed on the exit while helping me find the best line through the circuit’s fantastic sequence of corners. At times, my instinct was to back off: every sense told me a car this heavy and tall could not possibly make it through in one piece.
Devin was one step ahead. He sensed the hesitation and told me to stay on it, maintain my speed and hold a constant throttle. It was absolutely exhilarating.
Engineering wizardry — but does anyone need it?
The most remarkable aspect of the experience was the body control. I had never driven an SUV that cornered this flat, resisted roll so convincingly under huge lateral load, and remained so neutral under hard braking and acceleration.
This is engineering wizardry. The Range Rover Sport SV is heavy and its centre of gravity is high — two characteristics you emphatically do not want in a race car or sports car, and two traits those pesky laws of physics are normally delighted to expose.
Yet the Sport SV laughs at those laws, raises a middle finger and says: catch me if you can.
It is, by some margin, the best-handling SUV I have driven. Its limits sit far beyond what the average driver will ask of it, and if you run out of talent, the stability control and torque-vectoring systems are ready to help save you from a long phone call to Budget Insurance.
For all that, I am not convinced this hugely impressive ability is strictly necessary. Few people buy a Range Rover Sport dreaming of — or intending to — hammer it around a circuit.
If you can afford one, it is unlikely to be your only car. I imagine something low-slung, two-seater and overtly sporty might be parked beside it.
Yet in the modern motoring marketplace, the Range Rover Sport SV makes complete sense. The appeal is that the SV can be driven on track. It can hunt SUV lap records. It can hang onto the taillights of your mate’s M5 at the next track day.
Whether the owner ever does any of that is almost beside the point.
Range Rover knows its clients. They want the best of the best: luxury, power, status, regal aesthetics and badge prestige.
Excitingly — and increasingly rarely — the bean counters appear to have let the engineers run wild. Range Rover can now make a credible claim to building one of the finest-handling SUVs in the world.
In my experience, right now, nothing else comes close.
Mega list: 100 future classic cars from the Noughties
Some were fast and great to drive, some were pretty, and others just plain quirky. We pick our 100 most memorable cars from the Noughties (2000–’09)…
Alfa Romeo 147 GTA
Alfa Romeo dropped its 3.2-litre 24-valve V6 into the compact 147’s body and created a real rocket. With 184 kW of power, the GTA blitzed to 100 kph in 6.3 seconds. It was a handful, to say the least.
Alfa Romeo 156 GTA
Alfa Romeo’s seductive 156 (a Walter de Silva masterpiece) gained some aggression with the launch of the GTA in 2001. It used the fabulous 3.2-litre V6 “Busso” engine, so wasn’t only fast, it also sang a lovely tune.
Alfa Romeo Brera
Yes, the Brera was a deeply flawed car courtesy of the clumsy GM/Fiat platform used in its construction, and even in V6 form hardly set the road alight, but it makes this list purely based on looks. Designed by the legendary Giorgetto Giugiaro at Italdesign.
Alfa Romeo GT 3.2
Based on the 156 platform and featuring gorgeous styling by Bertone, the flagship GT also made use of the lovely 3.2-litre V6 “Busso” engine. These days you can pick up a decent GT 3.2 for not much money.
Aston Martin DBS
First seen in Daniel Craig’s launch Bond film Casino Royale and again in Quantum of Solace, the DBS combined stunning design with a thumping 6.0L V12 engine (available with a manual transmission, too). Oh, and the sound!
Aston Martin V12 Vantage
Gorgeous looks plus a naturally aspirated 380 kW 6.0L V12, coupled with a manual transmission … what’s not to like?
Aston Martin Vanquish
Penned by Ian Callum, the Aston Martin Vanquish also has Bond heritage, having appeared in the 2002 film, Die Another Day. The last Aston Martin assembled at Newport Pagnell, the Vanquish makes this list by virtue of its drop-dead gorgeous looks, rarity and performance (delivered by a 5.9L V12).
Audi S8
Unleash your inner Jason Statham with this storming luxury sedan. Sporting a naturally aspirated V10 engine based on the unit found in the contemporary Lamborghini Gallardo, the S8 could blitz to 100 kph in only 5.1 seconds.
Audi R8
To say the R8 arrived with a bang is an understatement. With dramatic looks almost unchanged from the stunning Le Mans concept, the R8 (first as a V8, later as a V10) certainly propelled the Audi marque up the desirability rankings. At the time of its launch few cars caused more rubber-necking by onlookers.
Audi RS4 (B7)
Definitely one of the most memorable sports sedans of its era, the B7-generation RS4 took the fight to contemporary offerings from Mercedes-Benz and BMW in a far more convincing way than previous fast Audi sedans. Its 4.2L naturally aspirated V8 made a lovely sound, too, while the all-wheel drive system didn’t entirely blunt its dynamics.
Audi RS6 Avant
Audi rules when it comes to consistently delivering desirable, fast estate cars, and the 2008 RS6 Avant was one of its best. Packing a 426 kW V10 engine, this macho wagon could sprint to 100 kph in 4.6 seconds.
Audi S3
Later S3 models were faster and handled better, of course, but there’s something quite special about the very first model, launched in 2001. Maybe it’s those flared wheelarches, or maybe the fact that this little 154 kW pocket rocket is now so scarce.
Audi TT Quattro Sport
Picking which variant of the first-generation Audi TT to include is not so simple. Personally I love the purity of the original 1.8T Coupe (in silver), and some will argue that you really need the V6. So I’ve settled on neither, and rather included the rare, more powerful (176kW) 1.8T quattro Sport. I’ve only ever seen one, once!
Bentley Arnage T
An “old-school” Bentley powered by a twin-turbocharged 6.8L V8 that delivered a thumping 373 kW and 1 000 Nm of torque. The T was positioned as sportier (compared with the Arnage R), and could leap to 100 kph in 5.5 seconds.
Bentley Continental GT Speed
When launched in 2003 the Continental GT brought Bentley ownership within reach of a far wider audience, and today you could pick up one of these twin-turbocharged 6.0 W12 coupes for similar money to a new compact German executive sedan. Tempting, isn’t it… The more powerful, more agile GT Speed is more exclusive, however, and arrived in 2008.
BMW 135i Coupe
Before there was the iconic 1M, the compact, rear-wheel drive 135i variant of the E82 range made good use of its 225 kW 3.0L N54 turbocharged straight-6. Add rear-wheel drive and a slick 6-speed manual transmission to the mix and you’ve got a potent package.
BMW 325ti Compact
South Africa never got the first-generation BMW 3 Series Compact, but we did get the E46/5 and though largely forgotten these days, I remember the 325ti as a crisp-handling, high-performance hatchback. Did look a bit odd, though.
BMW (E39) M5
The E39-generation M5’s star is rising (fast), and it would probably make a Top 10 list of cars from this era, too. Key to its appeal? A lusty 4.9L V8 that had a 7 000 rpm red line, coupled with a 6-speed manual transmission.
BMW (E46) M3/M3 CSL
Whether in standard or CSL form, the E46-generation M3 was a true driver’s delight and would likely come out tops in a Top 10 ranking of performance cars from this era. With fewer than 1 500 built, the CSL is already a collectible modern classic. A howling 3.2L straight-six engine and pin-sharp dynamics were the highlights.
A highly controversial car, mostly because of its annoying SMG transmission, the E60-generation M5 was however a magnificent thing when driven in anger. Powered by a 373 kW V10 engine and with excellent dynamics, it’s increasingly coveted by collectors. If you can get your hands on one of the M5 Tourings, that would be even better, as only around 1 000 were made!
BMW (E92) M3 Coupe
So many great BMWs from this era… The E92 M3 saw BMW switch to a naturally-aspirated V8 engine (309 kW) that retained the high-revving character of previous 6-cylinder units. And it delivered the kind of dynamic finesse that one would expect from a car with the M3 badge. If I had to be picky, I’d try and get one of the 25 Frozen Edition units sold in South Africa. With more power and some AC Schnitzer bits, it was a spectacular drive.
BMW Z4 M Coupé
Powered by the same highly-acclaimed 3.2L straight-6 fitted to the E46 M3, the Z4 M Coupe certainly delivered fireworks. How could it be any different – rear-wheel drive, lower seating position… It’s rare and the design has aged well, too.
Chevrolet Lumina SS Ute
And now for something different… I can’t quite forget sliding around Cape Town in a bright purple Chev Lumina SS Ute. With 270 kW, a 6-speed manual gearbox and very little weight over the rear axle, it was hilarious fun.
Chrysler 300C SRT-8
For a while the Chrysler 300C was quite a popular choice in South Africa. Based on the contemporary E-Class, but with very, uhm, American styling, it certainly was distinctive. In flagship SRT-8 form, it was also very fast. Power (318 kW) came from a roaring 6.0L V8.
Chrysler Crossfire SRT-6
The Chrysler Crossfire was a missed opportunity. Based on the running gear of the first-generation Mercedes-Benz SLK, it just didn’t look right when it hit the market in 2004. Initially only available with a 3.2L V6, it also lacked performance sparkle. Both of the above issues were addressed with the arrival of the SRT-6, however. This was essentially a SLK32 AMG underneath and, in coupé form at least, the Crossfire finally gained some visual appeal, too. Very rare.
Daihatsu Materia Turbo
Yes, seriously… Developed in South Africa, the boxy Materia Turbo got a turbocharged 1.5L engine that developed 110 kW, hissing, popping and whistling as it went about its business. You could even get a limited-slip differential for it to put the power down better, but with Eibach springs, firmer suspension and cross-bracing it was a hoot to drive even without it. Only 40 were built, apparently.
Ferrari 430 Scuderia
The 430 was a pretty car and a significant improvement over the somewhat disappointing 360 Modena. In Scuderia form, it gained a real performance edge, with some of the development driving done by none other than Michael Schumacher. It is said that the Scuderia lapped Fiorano in a similar time to the iconic Enzo hypercar. Its 4.3L V8 developed 375 kW, enough to blast the Scuderia to 100 kph in 3.6 seconds.
Ferrari 575M Maranello
What a beauty! Replacing the gorgeous 550 Maranello, the 575M was a big, seductive V12 in the classic Ferrari tradition. Significantly refined and upgraded compared with the 550, the “M” stands for modificata (modified). Very few manual-transmission cars were produced (246 overall), and one of them recently traded hands in South Africa. Watch a video featuring that car, here.
Ferrari 599 GTB Fiorano
Replacing a car as gorgeous as the 575M Maranello was always going to be difficult, but Ferrari got it right with the 599 GTB Fiorano. The seductive Pininfarina-styled 599 was powered by a 456 kW 6.0L V12 engine, giving it crushing performance.
Fiat Panda 100HP
A feisty little thing that used its power (only 74 kW) to good effect. A 6-speed manual transmission, low weight and firm suspension set-up made it hilarious fun to chuck around.
Ford Fiesta ST
Ah… where are the days when you could buy a thrilling hatchback for a reasonable price? The Fiesta ST may have had “only” 110 kW from its naturally-aspirated 2.0L engine but it made the most of it, courtesy of a beautifully balanced chassis.
Ford Focus ST
In a market dominated by the VW Golf GTI, the Ford Focus ST always provided a tempting alternative. Though it lacked the Golf’s refinement, its slightly gruff and flamboyant character was endearing. Besides, that turbocharged five-pot made a lovely noise.
Honda Civic Type-R
South Africa’s first taste of the Honda Civic Type R came in 2007 with the launch of the FN2-generation car. Predictably, the naturally aspirated 148 kW 2.0L engine loved to rev and the 6-speed manual gearbox was a gem.
Honda S2000
Another contender to make a Top 10 list of cars from this era, the S2000 is held in very high regard by most motoring enthusiasts. Wringing its engine’s neck to well over 8 000 rpm and shifting through arguably the slickest 6-speed manual ‘box of all time leave lasting memories.
Jaguar S-Type R
The S-Type definitely doesn’t represent a high water mark in the history of the Jaguar marque, and received a frosty reception when it was launched. It just looked … odd. A facelift in 2005 improved matters, but it’s the “R” model that started convincing critics. Dynamically entertaining and with a charming, supercharged 4.2L V8, the S-Type R can be had for peanuts, these days.
Jaguar XFR
Many years ago, I had the good fortune of spending a year with the Jaguar XFR. I never tired of it. At the time, Jaguar unleashed a number of cars with exquisite road manners, and for me the XFR was one of its finest. It was all about control-harmonisation – the weighting and responsiveness of all the major controls (steering, brakes, throttle) were so beautifully judged.
Jaguar XKR
One of the best-kept secrets of the Noughties, the second-generation XKR can be had for almost no money at all, and what you get is an astonishingly big serving of performance, style and luxury.
Lamborghini Gallardo Superleggera
The “baby bull” was big news (and very necessary) in the early 2000s but there was always the concern that it would not be a “real” Lamborghini in terms of spirit and performance. The Gallardo quickly proved otherwise. The most memorable of the first Gallardos? Definitely the Superleggera, which was lighter (by 100 kg) and slightly more powerful. Fewer than 700 were built.
Lamborghini Murciélago LP640-4
The first Lamborghini to be developed under Audi ownership, the Murciélago was everything a flagship Lambo needed to be. With wild styling by Luc Donckerwolke, the Murciélago was continuously refined during the years, and the later LP640-4 was considerably more “resolved” than early cars. It was powered by a mega 6.5L V12 engine that delivered 471 kW. Driving a Murciélago through a German forest was an unforgettable (nerve-wracking) experience.
Lexus IS-F
Everyone wanted a slice of the performance sedan pie in the Noughties, even Lexus. It rolled out the IS-F in 2008, powered by a 5.0 V8 engine that delivered 311 kW so it certainly had grunt. Though charming in its own way, it ultimately lacked the dynamism of a BMW M3 and the powertrain character of a C63 AMG. Still, if you can find one, the IS-F is a bargain muscle car.
Lotus Exige S
With on-off distribution in South Africa the Lotus marque hasn’t always received the recognition that it deserves. It certainly produced some of the best driver’s machines of the 2000s, and a stand-out car for me was the 2008 Exige S. With 163 kW from its 1.8L engine, light weight, rigid structure and pin-sharp steering, it was a blast!
Maserati 3200GT
This car makes the list because of its… tail lights. Yes, the later, updated models (simply called Coupe) were better in every department, but I just really like the look of the 3200 GT’s boomerang tail lights. By the way, the 3200 GT was the first car to feature LED tail lamps. So there’s that…
Maserati Quattroporte
The fifth-generation Maserati Quattroporte boasted seductive styling by Pininfarina and a Ferrari-sourced 4.2L V8 engine. Sure, it was never particularly well built and the ergonomics were disastrous, but it was certainly distinctive and a thrill to drive.
Mazda3 MPS
Largely forgotten (not many were sold), the Mazda3 MPS certainly didn’t lack firepower. It packed a 190 kW whopper of a punch, but all of that power had to go through the front wheels only!
Mazda6 MPS
A real unsung hero, this car… The Mazda6 MPS was powered by a 191 kW turbocharged 2.3L engine and featured all-wheel drive, too. Clothed in a handsome, but fairly anonymous body, it was a charming sleeper of a car that could give serious sportscars a real scare. Sadly, it didn’t sell particularly well, so finding a good-quality example now is very, very difficult.
Mazda MX-5
The second-generation MX-5 largely stuck to the formula of its iconic forebear. It was light, had a willing 118 kW 2.0L engine coupled to a quick-shifting 6-speed manual transmission, and crisp, delicate dynamics. A rising star…
Mazda RX-8
A memorable car for more reasons than just its creamy smooth, high-revving rotary engine. The RX-8’s design was unique, too (rear suicide doors, for example). Interesting factoid: the RX-8 was designed by Ikuo Maeda, the son of Matasaburo Maeda, who designed the original RX-7.
Mercedes-Benz C63 AMG
The E90-generation of BMW M3 sedan is arguably the king of performance sedans from this era, but the Mercedes-Benz C63 AMG was a charming and talented alternative. Much of that charm was due to its thumping powerplant – a 6.3L V8 that delivered 336 kW and a wonderful sound.
Mercedes-Benz CL600
Back in my early road testing days, the CL600 delivered a very memorable day of performance testing. Blasting to 100 kph in only 4.8 seconds, while disappearing into the soft seats, I marvelled at the silence as the horizon rushed towards the windscreen. The turbocharged 5.5L V12 was rated at 368 kW and 800 Nm of torque. No wonder…
Mercedes-Benz CLS63 AMG
Admittedly, I wasn’t the biggest fan of the first-generation CLS. It looked a bit like a banana. In CLS63 AMG form, however, it gained some welcome visual muscle, in addition to thumping power from a naturally-aspirated 378 kW V8 engine. It looked sinister, but wasn’t stealthy at all … not with that soundtrack!
Mercedes-Benz E55 AMG
The thundering sound of the W211-generation E55 AMG under hard acceleration will forever be a fond memory. Very much like an old-school muscle-car in character, the E55 AMG’s supercharged 5.4L V8 engine delivered 350 kW, so performance was shattering. And while it lacked the dynamic finesse of an M5, it had a certain charm that I find irresistible.
Mercedes-Benz SL55 AMG
A rising star in the modern classic car space, the R230 SL is ageing gracefully. In SL55 AMG form, however, the R230 trades grace for aggression. A wonderful memory is driving top-down with the supercharged 5.4L V8’s roar bouncing off roadside cliff faces.
Mercedes-Benz SL65 AMG Black Series
The ultimate evolution of the R230 SL, the very limited-edition SL65 AMG Black Series, traded its folding hard-top for a lighter fixed roof, sprouted some (very) muscular arches and featured a 493 kW biturbo 6.0L V12 that churned out 1 000 Nm of torque. The result? It blasted to 100 kph in 3.9 seconds and had an electronically limited top speed of 320 kph.
Mercedes-Benz S65 AMG
I have a soft spot for the W220-generation S-Class and the model that is most memorable is undoubtedly the S65 AMG, powered by a 6.0L twin-turbocharged V12 engine. Whereas the 450 kW V12 was near-silent in the S600, it made a wonderful noise in the AMG.
Mercedes-Benz SLK32 AMG
The otherwise relatively demure first-generation SLK finally gained some muscle with the SLK32 AMG. A flawed vehicle in some respects, but memorable because of its supercharged 260 kW 3.2L V6 engine.
Mercedes-Benz SLK55 AMG
The second-generation SLK (R171) was a significant step forward from its predecessor, and at the top of the range sat a compact hot-rod of a car, the SLK55 AMG. Unlike the top-dog R170, which used a supercharged V6, the SLK55 AMG boasted a V8 with 265 kW. Coupled with a 7-speed automatic transmission this roadster could sprint to 100 kph in 4.9 seconds. You can pick up one of these for less than R200k these days…
MG TF
In the early 2000s Rover and MG were having a go at the South African market and some of the products on offer were actually pretty good. The MG TF (in 160 guise) was one of them … offering frisky performance and nicely balanced handling. The interior wasn’t of great quality, but it looked decent enough on the outside. Cheap as chips, these days…
MG ZT V8
Now here’s something that’s going to be very difficult to find in South Africa. Based on the Rover 75 (that’s also on this list), the significantly fettled ZT V8 was really a modern-day muscle-car. It boasted a 4.6L V8 (from the Ford Mustang) that delivered 227 kW to the rear wheels (the 75 was front-wheel drive by comparison) via a five-speed manual transmission. Mainly developed by Prodrive, this thing was a hoot to drive!
Mini Cooper S JCW GP
I fondly remember the first-generation Mini Cooper S, particularly the whine of its supercharged engine. But if I had to pick one Mini from the Noughties I think this John Cooper Works GP edition would be it, largely because of its rarity, but also because it was lighter, faster and therefore even more fun.
Mitsubishi Lancer Evo IX
Towards the end of the Subaru Impreza WRX STI’s glory days in South Africa, Mitsubishi finally launched the Scooby’s fiercest rival, the Lancer Evo. In IX specification it boasted an output of 206 kW and arguably better dynamics than the highly rated Subaru.
Nissan 350Z
There was a real buzz around the introduction of the 350Z, a modern-day (then) successor to the iconic 240Z. When it finally arrived in 2003, the motoring media was impressed. Powered by a 3.5L V6 developing 206 kW, and sporting fine rear-wheel drive dynamics, the 350Z offered Porsche-like thrills at a lower price.
Nissan 370Z
Following on the 350Z, the 370Z perhaps didn’t have the same impact on the market, but it nevertheless delivered a thrilling drive. As the name indicates, it had a bigger, more powerful engine (245 kW) and retained its predecessor’s fun, rear-wheel drive dynamics.
Nissan GT-R
The iconic GT-R was launched in South Africa in 2009, so (just) qualifies to be on this list. The expectation around the car was immense. I remember being in Tokyo when it was unveiled to the world media, and members of the Japanese media just about fainted as the covers were pulled off. When it arrived in South Africa, it made an immediate impression: the 357 kW beast offered gravity-defying dynamics and the ability to annihilate exotica costing much more.
Noble M400
Assembled in South Africa by Hi-Tech Automotive, the British marque was riding a wave of success in the Noughties and the M400 was one of its best. Power came from the Mondeo-sourced 3.0L V6 engine, but twin-turbocharged to 317 kW. It’s probably one of the best-handling, most involving cars of its era.
Opel Astra OPC
The Astra G-generation was a largely forgettable car, particularly as it followed on model ranges that boasted halo performance derivatives such as the iconic Superboss and 200t S. Then, towards the end of this Astra’s model life came the first OPC, and Opel fans rejoiced. It looked the business, and delivered sparkling performance courtesy of a 147 kW 2.0L turbocharged engine. When last did you see one of these?
Opel Astra OPC
Sporting dramatic looks, a 177 kW 2.0L four-cylinder engine and the ability to blast to 100 kph in 6.4 seconds, the Astra (H generation) OPC looked set to re-establish Opel as a performance brand in South Africa. It was a bit unruly, however, and lacked the polish of the fast Golfs of the era.
Peugeot 206 CC
Admittedly, the 206 CC makes this list by the skin of its teeth. That said, at the time of its launch in 2003 it brought drop-top motoring within reach of a far wider audience and at its core the 206 was a sweet-handling machine.
Peugeot 206 GTI 180
There was a time when the market was awash with fun-to-drive, compact and reasonably affordable hatchbacks, and back in the early Noughties the 206 GTI 180 was one of the frontrunners. Its 2.0L engine delivered a meaty 130 kW, resulting in sizzling performance. Thankfully, the chassis was up to the challenge, too.
Peugeot 406 Coupé
Though originally launched in 1996, the 406 Coupé makes this list as it was still available in the early 2000s. Besides, the Pininfarina-designed and -built 406 was one of the last Peugeots that could be described as pretty (before the x07-designated cars arrived with their ugly faces), and in 3.0L V6 form offered effortlessly smooth (and swift) performance.
Porsche Cayenne Turbo
Not many SUVs will become classics, but times are changing and, in the case of Porsche at least, the right badge does wonders. The first-generation Cayenne was an eyesore, but it was vastly improved at the time of the 2008 facelift. There was never anything wrong with the way the first-generation Cayenne drove (compared with contemporary sports-SUVs it was a revelation) and in Turbo guise it was sensationally fast: 0-100 kph in 5.1 seconds and a 275 kph top speed. You can pick up a Cayenne Turbo for around R250 000…
Porsche 911 (996) Turbo S
Now, the 996 was not the greatest 911 generation ever, but there were some highlights. I’ve not included the spectacular 996 GT3/GT3 RS because there’s the better 997 on this list, but the Turbo S was epic. The 3.6L engine was based on the unit used by the 1998 Le Mans-winning GT1 racing car and developed 331 kW. Coupled with all-wheel drive, this made the 911 Turbo S a slayer of exotics costing much more.
Porsche 911 (997) GT2
To be honest, one could fill this list with a lot of Porsches, so picking only a few is difficult. The 997-generation GT2 was, at the time, the fastest and most powerful road-going 911 model ever. With 390 kW from its twin-turbo flat-six, coupled with a six-manual gearbox, it was blisteringly fast, with a 0-100 kph time of 3.7 seconds. Oh, and it was rear-wheel drive … so a handful!
Porsche 911 (997) GT3 RS
One of the best drives of my life, the 997-generation 911 GT3 RS is not only a highlight of this decade, but would feature in a fantasy garage comprising cars of all generations. Powered by a high-revving, naturally-aspirated 3.6L flat-6 developing 305 kW, the GT3 RS accelerated to 100 kph in 4.2 seconds. Best of all, it was a manual. It was, to say the least, very involving.
Porsche Boxster S
One could include the first-generation Boxster in this list, of course, seeing as it was probably historically more significant than its successor, but the 987-generation Boxster was a much better car, bringing drop-top Porsche ownership within reach of a bigger audience, without sacrificing the brand’s reputation for quality and excellent performance/dynamics.
Porsche Cayman S
I’ve included the Cayman S in addition to the Boxster S simply because they both deserve it. In the Noughties, there simply wasn’t a better-balanced sportscar (at the price) than a Cayman S.
Range Rover (L322)
Compared with its forebear, the L322-generation Range Rover was a revelation. Developed under BMW ownership, and later further improved by JLR after the change of ownership, it was often described as the “Rolls-Royce” of SUVs. A well-maintained, low-mileage example would definitely be very tempting.
Range Rover Sport
Slotting in between the Land Rover Discovery 3 and period Range Rover models was the first-generation Range Rover Sport. It very quickly became a desirable status symbol, but it’s more than just handsome. Sportier to drive on the road than the Discovery on which it was based, it retained some serious off-road ability, too. Mostly makes this list, however, because it still looks so bad-ass.
Renault Clio Sport 2.0 16v
The Renault Clio II was a massively popular budget car in South Africa in the early 2000s, and also the basis for one of the most fun “junior” hot hatches of the era, the Clio Sport 2.0 16V. Power (a significant 124 kW) came from a naturally-aspirated 2.0L 16-valve, and a raft of chassis improvements transformed the Clio from city slicker to track-day toy.
Renault Clio Sport R27
To be fair, all of the third-generation Clio Sport models are fun to drive, but due to the rarity of the R27 it gets the nod for inclusion on this list. Only 27 of these Clios were sold in South Africa. Besides the obvious visual differences, it also got the ultra-sporty Cup chassis and revised suspension. With a short-throw six-speed manual gearbox coupled to that excellent naturally aspirated 145 kW 2.0L engine, this Clio made every drive an experience.
Renault Clio V6
What a thing! Based on the econo-box Clio II, but not so that you would notice, the Clio V6 recalled the iconic mid-engined 5 Turbo and featured a 3.0L V6 mounted behind the front seats. Early cars had 166 kW but the later model (shown above) packed 187 kW. Add rear-wheel drive and a six-speed manual ‘box to the mix and you’ve got a recipe for fun.
Renault Mégane F1 R26
Perhaps the finest hot hatch of its generation… The ultimate incarnation of the “bustle-butt” Mégane II (in South Africa, at least) was the F1 R26. Offered in limited numbers, and with a suspension set-up further fine-tuned by the folks at RenaultSport, the R26’s turbocharged 2.0L engine delivered 169 kW and was coupled with a slick 6-speed manual transmission.
Renault Vel Satis
Don’t laugh… Admittedly, the Vel Satis missed most of the executive car segment benchmarks by miles, but then remember it was trying to offer something very different. It’s quirky looks and near-monospace packaging hid a top-notch interior, while the Nissan-sourced 3.5L V6 delivered smooth, brisk performance. Very different, and very, very rare.
Rolls-Royce Phantom
A new Rolls-Royce is always big news and the Phantom, the first Rolls to be launched under BMW ownership, was a crucial car to get right. They nailed it. Powered by a silky-smooth 6.75L V12 engine, the Phantom was both an event to be driven in, or to drive yourself.
Rover 75
This might look like a weird inclusion, and finding a Rover 75 in a condition that’s worth buying is a challenge in itself, but this was a very impressive product when it was launched. Developed under the watchful eye of BMW, it was silky smooth in 2.5 V6 form and had the kind of interior that Jaguars of the era were sorely missing. Now, to find a Tourer!
Smart Roadster & Roadster Coupé
What a frustrating little thing this was. Frustrating because so much of it was so right. Compact, lightweight (as low as 790 kg) and interesting to look at, the Smart Roadster and Roadster Coupé were supposed to recall the glory days of compact, affordable British sportscars. If only it had a manual transmission instead of the lurching automated manual. Nevertheless, on the odd occasion that I do spot one, I’m interested in having another go in one.
Subaru Forester Prodrive
Who remembers this one? Only 50 of the special-edition Foresters (locally developed and based on the XT) were offered and the test unit back in the day certainly left a lasting impression. Riding 50 mm lower and packing “around” 185 kW, it was a fantastic gravel-road annihilator.
Subaru Impreza WRX STi “bug eye”
Funny how time changes perceptions. When the “bug-eye” Impreza was launched, the hate was just about universal, but these days there’s growing appreciation for the quirky-looking and blisteringly fast Impreza STI.
Subaru Impreza WRX STi
Like the “bug-eye”, the hatchback Impreza had a frosty reception when it was introduced, but now, in the age of the Mercedes-AMG A45 AMG, BMW M135i xDrive and VW Golf R, it seems like the Impreza WRX STI hatchback was ahead of its time! If you can find a good one (good luck), this is well worth a closer look.
Toyota MR2
The third-generation MR2 was a very different car to the model it replaced. The focus shifted back towards simplicity and light weight. With a target weight set at below 1 000 kg, this MR2 didn’t need much power to deliver swift performance. Its revvy, mid-mounted 103 kW 1.8L engine was more than sufficient to serve up a fun (and affordable) driving experience.
Toyota RunX RSi
Finding an unmolested RunX RSi is going to be a problem, but if you can, this iconic Toyota is not only a sure bet for driving thrills, but also future collectability. This car is all about its engine – the 1.8L engine delivers 141 kW at a dizzy 7 800 rpm, and did so with a noticeable kick after 6 000 rpm. Wringing this little car’s neck was a road testing highlight.
Toyota Yaris TS
By dropping a 98 kW 1.8L engine into the lightweight body of a three-door Yaris, Toyota finally had a zesty, compact performance car again. It was a fun drive even though suspension changes were minimal compared with the mainstream models. The big problem at the time, however, was steep pricing.
TVR Tuscan
TVR was at the height of its powers in the Noughties, with the British press in particular rating the marque’s quirky sportscars highly. The Tuscan also benefited from some Hollywood exposure (it featured in the John Travolta/Halle Berry film Swordfish in 2001). Combining wild looks with the marque’s self-developed Speed 6 engine (in various engine sizes), the Tuscan was an exhilarating drive.
Volkswagen Beetle Cabriolet
The retro craze of the late ’90s and early ’00s gave us cars such wildly different in appeal as the Chrysler PT Cruiser and BMW Z8 (sadly not in SA), but at the time few grabbed the headlines in as dominant a fashion as the reborn Beetle. There will come a time when we look back at the “millennium” Volksie more fondly than we do now, but if you’re going to back a retro Beetle why not go all the way and get the Cabriolet?
Volkswagen Citi R-Line
It’s hard to imagine now, but you could still buy the Golf Mk1 in South Africa in 2009! One of the last models launched was the so-called R-Line. Think of it as a Citi Golf R, or a reborn Mk1 GTI (or later CTI). It featured a 90 kW 1.8kW engine and the red striping usually reserved for a GTI…
Volkswagen Golf V R32
South Africa missed out on the Golf IV R32, but happily we got sharper-handling successor. Powered by a charismatic 3.2L V6 engine developing 184 kW and featuring 4Motion all-wheel drive, the then-new SuperGolf was offered in limited numbers. Highly desirable, these days.
Volkswagen Golf VI GTI
Though it was the Golf V (Mk5) that signalled a return to dynamism for the hallowed GTI badge, the later Golf VI added a layer of refinement and sophistication that further heightened the appeal. It’s certainly aged well…
Volkswagen Scirocco
Unfortunately, the Scirocco R arrived on the market too late to be included on this list, but even so the “mainstream” 2.0 TSI DSG derivative is an attractive (and cheap) sporty coupé from the Noughties. Essentially a sexy three-door version of the impressive Golf V GTI, the Scirocco was good to drive and interesting to look at.
Volkswagen Touareg R50
Very few of these limited-edition Touaregs made it to South Africa, and at one stage Giniel de Villiers (then a VW Dakar driver) used to drive one. Striking to look at and with 850 Nm of torque on tap from its V10 turbodiesel engine, the Touareg R50 is a rare thingL a collectible SUV.
Volvo S60R
Yes, there was a time when traditionally conservative Swedish brand Volvo thought it could challenge the likes of the BMW M3 and Audi S4. The neatly styled S60 R packed a turbocharged inline 5-cylinder engine that developed 220 kW. Equipped with a manual transmission, it could sprint to 100 kph in 5.8 seconds. The all-wheel drive S60 R lacked the handling finesse of its German rivals, but rarity and charm make it an interesting (and affordable) modern classic these days.
Volvo C70
Another forgotten coupe from the early Noughties. I was tempted by the second-generation C70, of course, but there’s something very elegant about the first-generation C70 Coupé. Penned by Peter Horbury and entering manufacture in 1996, the C70 was a break from Volvo’s traditionally boxy design language of the ’90s.
Confirmed! Honda to launch bakkie based on Triton
Honda and Mitsubishi have confirmed a “collaboration” that will see the Minato-based automaker offer a ladder-frame bakkie based on the Triton…
Japan’s Honda and Mitsubishi sign MoU
New Honda bakkie to be based on Triton
Thai-built model set for release in 2028
Confirming a report from earlier in October 2026, Japanese automakers Honda and Mitsubishi have signed a memorandum of understanding (MoU) that is set to result in the “development of a Honda model based on the Mitsubishi Triton” bakkie.
In effect, Honda plans to sell a rebadged version of the Triton ladder-frame bakkie, just as Japanese daily newspaper Yomiuri Shimbun reported earlier in the month. The Minato-based automaker says the new model is “scheduled to go on sale” in Southeast Asian markets in 2028.
The current-generation Triton hasn’t proven particularly popular in SA.
“Through this collaboration, Honda will add a pick-up truck model to its line-up primarily in the ASEAN market, where it does not currently offer pick-up truck models, enabling Honda to enhance its product line-up quickly and efficiently in the market,” the brand said in a statement.
“Meanwhile, this collaboration will enable Mitsubishi Motors to increase production volume and improve capacity utilisation at its production plant in Thailand. The two companies reached this agreement after determining that this collaboration would generate synergies for both companies,” it added.
Honda’s teaser image of the upcoming 3rd-gen Ridgeline.
While Honda already manufactures the Ridgeline pick-up in Alabama, that left-hand-drive model – which is slated to enter its 3rd generation towards the middle of 2028 – features a unibody construction (and is exclusive to North America). In contrast, the Triton features a body-on-frame configuration and is available in right-hand drive, too.
Of course, the current-generation Triton – which was unveiled globally in 2023 – also forms the basis for the D27-series Navara that is sold in Australia and New Zealand (while the D23-series bakkie soldiers on in other markets, including South Africa).
The D27-series Navara sold in Australia and New Zealand is also based on the Triton.
Based on Honda’s statement, right-hand-drive production of the new Honda-badged bakkie – which would surely employ a version of Mitsubishi’s 2.4-litre turbodiesel engine – seems very likely, particularly with Thailand being at the centre of the story.
And that would theoretically open the door for Honda Motor Southern Africa to finally enter the bakkie market. Of course, whether local bakkie buyers would accept a Triton wearing a Honda badge – what with the Triton itself proving to be one of the segment’s slower sellers – remains to be seen…
Frequently Asked Questions (FAQ)
Q: Is Honda introducing a new bakkie based on the Mitsubishi Triton?
A: Yes, Honda and Mitsubishi have signed a Memorandum of Understanding (MoU) confirming the development of a new Honda-badged ladder-frame bakkie based on the Mitsubishi Triton, scheduled for release in 2028.
Q: Where will the new Honda Triton-based bakkie be built and sold?
A: The new bakkie will be produced at Mitsubishi’s manufacturing facility in Thailand and is primarily targeted at ASEAN markets, where Honda currently lacks a pick-up model.
Q: Could the Honda-badged bakkie launch in South Africa?
A: While not officially confirmed for Mzansi, the fact that it will be produced in right-hand drive in Thailand opens a theoretical door for Honda Motor Southern Africa to consider a local release.
Why Ford hasn’t (yet) launched the Ranger PHEV in SA
The head of Ford in South Africa has explained why the locally built Ranger PHEV is still not sold in Mzansi, before revealing the brand is looking at a potential introduction “very carefully”…
SA-built Ranger PHEV still not sold here
Ford’s local boss calls for NEV incentives
Brand “continues to evaluate” derivative
The Ford Ranger PHEV was revealed over 3 years ago and is (for the time being, anyway) exclusively produced at the Blue Oval brand’s factory in Silverton, right here in South Africa. Why then is this plug-in hybrid bakkie – which has since been surpassed in the power stakes by a handful of Chinese PHEV contenders – still not available to new-vehicle buyers in Mzansi?
Well, Neale Hill, President of Ford Motor Company Africa, laid out the reasons during a wide-ranging interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal earlier in October.
“It comes back to the fact that we don’t have any incentives or any drive within South Africa that’s pushing for the adoption of new-energy vehicles. So, if you look at markets where there’s been dramatic growth in new-energy vehicles, there’s not only a production element – in terms of encouraging production – but there’s also a demand-side stimulation,” he said.
This suggests that without local-market incentives, Ford Motor Company of Southern Africa believes the Ranger PHEV would potentially be priced higher than is feasible – despite being built locally. Interestingly, this model (which Ford’s SA factory currently exports to Europe and Australia) is due to enter production at the brand’s Pacheco plant in Argentina in 2027.
Still, Hill didn’t rule out eventually introducing the PHEV derivative – which he a year prior described as a “critical step in terms of protecting the future of Ranger in South Africa” – to the local market, though he wouldn’t be drawn on exactly when that might happen.
“We’ve been looking at [a potential local introduction of the Ranger PHEV] very carefully and we continue to evaluate when [would be] the right point to bring the PHEV to our line-up in South Africa. We’ll keep you on tenterhooks and let you know when that’s going to happen, because we don’t give away secrets here,” he quipped.
“But I think it’s really important that we do have this transition into new-energy vehicles. They [represent] an exciting opportunity to really revolutionise driving. Having driven the [Ranger] PHEV, [I can say] it’s a fantastic vehicle, so we really look forward to the opportunity in terms of that particular point [in time] when we can add it to our portfolio.”
As a reminder, the Ranger PHEV’s powertrain combines Ford’s turbocharged 2.3-litre, 4-cylinder petrol engine and 10‑speed automatic transmission with a 75 kW electric motor and an 11.8 kWh (usable capacity) battery pack. Peak system outputs stand at 207 kW and 697 Nm, with this torque figure described as the “highest of any production Ranger ever” (eclipsing even the high-performance Raptor’s 583 Nm).
The Ranger PHEV’s single-charge electric-only range is listed as 49 km, while the maximum AC charging rate is 3.5 kW. The Dearborn-based brand says the “estimated time” to fully charge the battery pack from zero to 100% using a 3.5 kW charger is around 4 hours.
Based on Australian specifications, the payload tops out at 830 kg, while the braked towing capacity comes in at 3 500 kg. The Ranger PHEV employs an “e-4WD” system along with a dual-range transfer box and rear differential lock. The traction battery, meanwhile, is packaged between “specially engineered” frame rails.
Frequently Asked Questions (FAQ)
Q: Why is the SA-built Ford Ranger PHEV not sold in South Africa?
A: Neale Hill, President of Ford Motor Company Africa, suggested to Cars.co.za that the lack of local demand-side incentives for New Energy Vehicles (NEVs) in South Africa makes introducing the plug-in hybrid locally financially unviable at present, despite it being manufactured at Ford’s Silverton plant in Pretoria for export.
Q: What are the performance and powertrain specs of the Ford Ranger PHEV?
A: The Ranger PHEV pairs a 2.3-litre turbocharged EcoBoost petrol engine with a 75 kW electric motor and an 11.8 kWh battery to deliver total outputs of 207 kW and 697 Nm of torque. It features an all-electric driving range of up to 49 km and a 3 500 kg braked towing capacity.
Q: Will the Ford Ranger PHEV ever be launched in South Africa?
A: Ford SA told Cars.co.za it continues to evaluate a potential local release “very carefully” as part of the country’s broader transition to NEVs, though no official launch date has been confirmed.
New Chery Tiggo X7 revealed (and locked in for SA)
The new Chery Tiggo X7 has been revealed in China alongside what the brand describes as an “all-new” Tiggo 7. And both have already been pencilled in for SA…
Chery unwraps new Tiggo X7 in China
Scheduled to arrive in SA by Q3 2027
Revised Tiggo 7 also revealed in Wuhu
Meet the new Chery Tiggo X7. Seemingly the first in a fresh series of off-road-inspired, X-badged models from the Chinese brand, the newcomer debuted in China alongside what Chery described as an “all-new” Tiggo 7.
At first glance, the styling of the latest Tiggo 7 doesn’t appear to have strayed far from that of the current version. The same certainly can’t be said about the Tiggo X7, which is set apart by its boxier body, squared-off arches, prominent roof rails, all-terrain tyres and hiked ride height.
Chery describes this model as an “all-new” Tiggo 7.
Both models have already been pencilled in for South Africa, with our information suggesting the Tiggo X7 (a nameplate to which BMW will no doubt swiftly object) is scheduled to launch locally in the 3rd quarter of 2027. The latest Tiggo 7 could potentially arrive in South Africa slightly sooner.
So, what do we know about the Tiggo X7? Very little indeed, since the Wuhu-based automaker has yet to release much in the way of technical details. According to Chery’s global website, however, the Tiggo X7 measures 4 636 mm from front to back (making it some 36 mm longer than the new Tiggo 7), while its wheelbase comes in at 2 700 mm.
It’s the first in a new series of Tiggo X models.
Though it’s a unibody crossover, the Tiggo X7 is expected to feature several dedicated drive modes, along with a braked towing capacity of 1500 kg. From what we understand, the X7-badged newcomer will inherit its powertrain options from the standard Tiggo 7, a model currently available in South Africa in both turbopetrol and plug-in hybrid electric vehicle (PHEV) guise.
Frequently Asked Questions (FAQ)
Q: What is the Chery Tiggo X7 and when will it launch in South Africa?
A: It is an off-road-inspired, unibody crossover featuring boxy styling, elevated ride height and all-terrain tyres. It is scheduled to launch in South Africa in the third quarter of 2027 (Q3 2027).
Q: What are the dimensions and towing capabilities of the Chery Tiggo X7?
A: According to Chery’s global specifications, the new model measures 4 636 mm in length (36 mm longer than the new Tiggo 7) with a 2 700 mm wheelbase. It is expected to feature a braked towing capacity of 1 500 kg.
Q: Which engines will power the Chery Tiggo X7?
A: While final local technical specs are yet to be confirmed, the Tiggo X7 will likely inherit its powertrain options directly from the Tiggo 7, which includes both turbopetrol and plug-in hybrid electric vehicle (PHEV) set-ups.
The new Arcfox T1 has officially touched down in South Africa, launching as one of the local market’s most affordable fully electric vehicles. Here’s what this new EV costs…
BAIC launches Arcfox sub-brand in SA
Fully electric T1 arrives as first model
Launches as 5th most affordable EV
The new Arcfox T1 – a battery-powered 5-door that straddles the line between hatchback and crossover – has officially arrived in South Africa, launching as one of the local market’s most affordable electric vehicles (EVs).
Founded in 2017, Arcfox effectively serves as a fully electric sub-brand of the Beijing-based BAIC Group. The T1, which BAIC South Africa displayed at the 2026 Festival of Motoring in August, is the marque’s first product for Mzansi.
So, what does this Chinese newcomer cost? Well, the local line-up comprises a pair of derivatives at launch, with the Arcfox T1 Pro coming in at R359 900 and the T1 Max at R399 900. The price of the entry-level derivative sees the new T1 rank 5th on the list of SA’s most affordable EVs.
Interestingly, the Arcfox T1 – which is known in its domestic market of China as the “Arcfox Beta T1” – is larger than the likes of the Geely E2, BYD Dolphin Surf, Dongfeng Box and Chery Q. The newcomer measures 4 337 mm long, with a wheelbase of 2 770 mm.
The Arcfox T1 – not to be confused with Jetour’s model of the same name – employs a front-mounted electric motor that delivers peak outputs of 70 kW and 176 Nm. Arcfox’s international spec sheets list a claimed single-charge range of 310 km, courtesy of a 42.3 kWh lithium iron phosphate battery pack.
Based on specifications for the “global” version, we expect both the Pro and the Max to feature an 8.8-inch digital instrument cluster and a 15.6-inch floating touchscreen. Interestingly, the Pro grade offered in SA seemingly makes do with 17-inch steel wheels, while the Max upgrades to 18-inch alloys.
Of course, the Max also scores extra kit such as a powered tailgate as well as front-seat heating and ventilation. We furthermore expect this range-topping derivative to be set apart by a full suite of advanced driver assistance system (ADAS) features.
What does the Arcfox T1 cost in South Africa?
DERIVATIVE
PRICE
T1 Pro
R359 900
T1 Max
R399 900
We’ve yet to determine the Arcfox T1’s warranty and service-plan parameters, but will update this section once these details have been confirmed.
Frequently Asked Questions (FAQ)
Q: What does the new Arcfox T1 EV cost in South Africa?
A: The Arcfox T1 line-up starts at R359 900 for the T1 Pro derivative and rises to R399 900 for the flagship T1 Max, with the former making it the 5th most affordable fully electric vehicle in South Africa.
Q: What are the performance and battery specs for the Arcfox T1?
A: Powered by a front-mounted electric motor delivering 70 kW and 176 Nm of torque, the Arcfox T1 uses a 42.3 kWh lithium iron phosphate battery pack to achieve a claimed single-charge range of 310 km.
Q: Who builds the Arcfox T1 and how large is it?
A: Arcfox is a fully electric sub-brand of China’s BAIC Group. The T1 measures 4 337 mm in length with a 2 770 mm wheelbase, positioning it as larger than competitors like the Geely E2, BYD Dolphin Surf, Dongfeng Box and Chery Q.
The head of Kia in South Africa says he hopes to launch not one but two EVs locally in 2027. Here’s which battery-powered models are on the cards for Mzansi…
Kia SA boss plans pair of EVs for 2027
EV3 pencilled in for a Q1 2027 launch
Indian-made Syros EV also on the cards
Kia South Africa has yet to officially enter Mzansi’s growing new-energy vehicle (NEV) space, but that finally looks set to change in 2027 – with not one but two fully electric vehicles (EVs) from the South Korean brand tipped for local launches.
Paul Turnbull, Chief Executive Officer of Kia South Africa, revealed the news during an interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal earlier in October.
The EV3 has been pencilled in for a Q1 2027 launch.
“We’ve earmarked a launch of EV3 for probably February 2027 – maybe March, latest. That’s where we’ll start. It’s a premium product, so it [won’t be positioned] against the entry-level EVs, which have gained some traction [in South Africa],” he told us.
In the CEO role since July 2024, Turnbull – who declared a year prior that he was “not scared” to launch EVs in SA – added that the brand was not expecting to “sell hundreds” of units of the Korean-built EV3, billing the planned launch of this model as a “brand opportunity”.
The Kia EV3 is a little larger than Volvo’s EX30.
Turnbull described the EV3 as something of a “Volvo competitor”, seemingly making reference to the Swedish brand’s EX30, which currently starts at R835 500. The EV3 measures around 4 300 mm long and is available overseas with a choice of battery capacities (58.3 kWh and 81.4 kWh, with the latter offering a claimed 605 km of range) and power outputs (ranging from 150 kW to 230 kW).
The Motus-distributed Kia brand also plans to launch a second battery-powered vehicle in the form of the Syros EV, a model produced in India and one Turnbull also mentioned in 2025. Revealed late in 2024, the boxy Syros measures 3 995 mm long, rides on an updated version of the K1 platform and is available in India with a trio of powertrain options – including electric.
The Syros EV is produced in India.
“We have the Syros coming and that will be an EV. We’re still just waiting to get the pricing right – that’s a negotiation – but we should launch in 2027,” Turnbull confirmed, adding that this model is “available to us in diesel, petrol and EV”.
“So, we’re going to focus on EV and try to get that at the right price. We’ll probably bring [the Syros] in petrol and EV – though it’s not confirmed yet – and we’re hoping to launch in the first half of 2027,” he added.
In India, the Syros is offered with a choice of petrol, diesel and EV powertrains.
In India, Kia offers the Syros with a turbocharged 1.0-litre petrol engine that delivers 88 kW and 172 Nm 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 offering 85 kW and 250 Nm through either a 6-speed manual or torque-converter automatic cog-swapper.
Meanwhile, the fully electric version of the Syros is available in 2 flavours in India. The 99 kW variant employs a 42 kWh battery pack and offers a claimed range of 443 km, while the 51.4 kWh “Extended Range” derivative generates 126 kW and has a listed range of 526 km.
Frequently Asked Questions (FAQ)
Q: Is Kia planning to launch electric vehicles (EVs) in South Africa?
A: Yes, Kia South Africa CEO Paul Turnbull confirmed to Cars.co.za the brand has plans to introduce two fully electric models to Mzansi in 2027: the South Korean-built EV3 and the Indian-built Syros EV.
Q: When will the Kia EV3 launch in South Africa and how will it be positioned?
A: The Kia EV3 is pencilled in for launch in Q1 2027 (around February or March). Positioned as a premium crossover targeting competitors like the Volvo EX30, it measures around 4 300 mm long and offers battery ranges of up to 605 km overseas.
Q: What are the specifications for the upcoming Kia Syros EV?
A: Produced in India, the sub-4-metre Syros EV is expected in H1 2027. Overseas, it is offered with a 42 kWh battery (99 kW, 443 km range) or a 51.4 kWh battery (126 kW, 526 km range). Petrol variants may also accompany the local EV rollout.
The freshly revealed iCaur V25 splits the family down the middle. It’s larger than the V23 but a tad smaller than the family-sized V27. Here are some early details.
The iCaur brand launched in South Africa in May 2026, bringing new-energy powertrains packed into retro-styled, boxy compact SUVs. The novelty and charm factor is sky high and we understand that demand has been strong.
Fresh from patent filings comes the iCaur V25, a larger model positioned above the V23 yet slightly smaller than the flagship V27 SUV, which is confirmed for a South African market introduction before the end of 2026. The images you see here come from the Ministry of Industry and Information Technology (MIIT) as well as an iCaur event held in China in October 2026.
Like its V23 sibling, the V25 will also be fully customisable and the recent announcement highlighted some of the accessories that customers can fit to their vehicles.
iCaur V25 powertrain
While its styling resembles the standard V23 with the major difference being the longer length, the powertrain is available in two flavours: a range-extender setup or a battery-electric powertrain.
The former comprises a 1.5-litre turbocharged petrol engine which makes 115 kW, but this doesn’t drive the wheels. Rather, it tops up the 33.7 kWh battery. The dual-motor electric motors offer up 335 kW and 505 Nm, and while not all specifications have been confirmed, the V25 is said to offer a rated towing capacity of 1.8 tonnes and up to 6 kW vehicle-to-load output. There was no mention of the BEV powertrain or its specs, but we’d assume it wouldn’t be too far removed from the V23’s 155 kW and 292 Nm.
The iCaur V25 is 4 636 mm long, 1 920 mm high and 1 920 mm wide, and has a wheelbase of 2 820 mm. In comparison to the V23, which is 4 220 mm long and has a wheelbase of 2 735 mm, it’s clear the V25 is a more substantial vehicle. The MIIT fillings claimed wheel sizes of 19 and 21 inches depending on trim.
iCaur V25 confirmed for South Africa
iCaur South Africa has confirmed that the V25 will be launching in our market, with “details around the local launch timeline announced at a later date”.
iCAUR is an expressive, new-energy vehicle (NEV) brand globally backed by the Chery Group. Built on Chery’s extensive engineering expertise, the brand targets adventure seekers and urban drivers by offering uniquely styled, boxy, character-driven electric SUVs.
Which iCAUR models are available in South Africa?
iCAUR entered the South African market in 2026 with an initial lineup consisting of two compact electric SUVs:
iCAUR V23: A retro-inspired, value-focused electric SUV.
iCAUR 03T: A slightly larger, highly specified premium electric crossover offered in both RWD and AWD configurations.
What is the price of iCAUR vehicles in South Africa?
Local pricing starts at R519 900 for the entry-level iCAUR V23. The larger iCAUR 03T range starts from R639 900 for the rear-wheel-drive (RWD) version and goes up to R699 900 for the top-spec all-wheel-drive (AWD) model.
How long does it take to charge an iCAUR electric vehicle?
Equipped with modern battery tech, iCAUR vehicles are compatible with public DC fast charging. When plugged into a DC fast charger, the battery can replenish from 10% to 80% in approximately 30 minutes.
What standard warranties and backup do iCAUR vehicles receive locally?
To offer complete peace of mind, iCAUR packages its vehicles with a comprehensive 8-year / 200 000 km general vehicle warranty, a dedicated 8-year / 160 000 km battery warranty, an 8-year / 200 000 km roadside assistance plan, and a 5-year service plan.
Audi Q5 versus BMW X3 (2026) – Which midsize premium SUV makes the most sense in SA?
In the luxury midsize crossover SUV market, the rivalry between the Audi Q5 and BMW X3 has long been a defining decision point for South African buyers. But as both models evolve, what key differences should prospective owners actually understand?
When Audi was an emerging, alternative luxury brand in South Africa, much of its momentum was built by the Q5. Globally, the midsize SUV became a bestseller and a cornerstone of the brand.
However, Audi’s third-generation Q5 enters the local market at a time when traditional German brands face significant disruption, particularly around the concept of ‘new luxury’. Chinese rivals now offer abundant technology and features for substantially less money, influencing a new generation of buyers who prioritise value over the design heritage Audi was once celebrated for.
Audi Q5 versus the new competition
In a market where traditional German marques have lost market share, how does a match-up between the new Audi Q5 and its fiercest traditional rival, the BMW X3, play out?
The third-generation Q5 arrives during a turbulent era for Audi’s parent company, the VW Group. Yet beneath the surface, the Q5 retains a depth of engineering that sets it apart. Much like the BMW, in fact.
Admittedly, like most German rivals, the Q5 cannot match the price-to-feature ratio of Chinese alternatives. Where the Q5 and X3 compensate, however, is in their ability to crush the vast, single-day distances South African luxury SUV owners routinely drive – whether for business, long weekends or coastal holidays.
Built for long distances
Huge distances in a day? German luxury crossover SUVs do that with ease.
While there is a perception that German cars built their local reputation solely on prestige, their real strength lies in high-speed, long-distance composure.
Few global markets regularly subject luxury family vehicles to long trips at high cruising speeds. In these conditions – familiar to South Africans tackling inter-provincial journeys – the stability engineered into German platforms via Autobahn testing is invaluable, and something many Chinese rivals have yet to master.
In the latest Q5 and X3, the controls are weighted precisely for this environment. Their steering systems avoid being overly light, ensuring that if you need to execute an emergency avoidance manoeuvre for stray livestock, the chassis response remains predictable and controllable.
If you want a diesel Q5, you sacrifice a tiny amount of luggage space.
For a mid-size luxury SUV, load capacity is key – wealthier buyers tend to pack heavily for road trips.
While the sloping roofline of the Q5 Sportback body style offers undeniable kerb appeal outside trendy coffee shops, it typically compromises cargo volume. However, Audi’s cabin architects have minimised the penalty: the capacity difference between the standard wagon and the Sportback is a negligible five litres.
Because Audi expects significantly higher demand for the Sportback, the 2.0-litre turbodiesel engine is currently restricted to this body style. A diesel option for the standard wagon shape is only anticipated in 2027.
The BMW, meanwhile, offers the brand’s exceptional 2.0-litre turbodiesel in the SUV-only body shape. The rival to the Q5 Sportback, BMW’s X4, hasn’t been launched yet.
No PHEV for South Africa (for now)
South African PHEV demand is surging, but no Q5 PHEV is available locally.
Although plug-in hybrid (PHEV) adoption is surging locally, no Q5 PHEV is currently offered in South Africa, but BMW boasts a plug-in X3 option – the 30e.
Audi manufactures an e-hybrid quattro variant globally, equipped with a 25.9 kWh lithium-ion battery pack offering around 100 km of pure-electric range. Yet despite strong local demand for Chinese luxury PHEVs and its rival offering an electrified option, Audi has opted not to introduce this powertrain locally for now.
Diesel engines remain one area where German brands maintain a clear advantage over Chinese competitors. However, the business case for turbodiesel is weakening in South Africa. Modern PHEVs offer a superior balance of performance and economy, while complex emission-control systems on diesel engines can become costly to maintain – especially given variable rural fuel quality.
Even so, many local buyers still favour diesel for its exceptional range and fewer refuelling stops. Thankfully, both the Q5 and X3 (as well as Mercedes-Benz’s GLC) offer this option.
X3’s paddle shifters actuate an automatic transmission, not a dual-clutch gearbox.
Transmission design is another crucial differentiator between the Audi and BMW, especially if your daily drive involves urban traffic congestion.
All versions of the new Q5 utilise the VW Group’s seven-speed dual-clutch (DSG) transmission. While brilliant for crisp, rapid downshifts when overtaking, dual-clutch setups can suffer increased wear over time when subjected to heavy, stop-and-go Gauteng or Cape Town traffic.
Conversely, BMW has phased out dual-clutch gearboxes across most of its mainstream line-up. The X3 range relies instead on the proven ZF eight-speed torque-converter automatic, providing smooth low-speed operation.
Turbodiesel, turbopetrol or PHEV. X3 offers more powertrain options.
Because the X3 is produced in South Africa, owners benefit from lower supply chain risks for maintenance parts and body panels. And, as mentioned, BMW provides a broader array of powertrains, including the xDrive30e and a fully electric iX3. For homeowners with rooftop solar, a PHEV or EV allow daily commute miles to be powered directly by home generation – a key selling point in the current market.
There’s no Q5 ‘AllRoad’ version to compete with this.
Another advantage BMW offers locally is the X3 Rugged variant. Equipped with 225/60 R18 General Grabber all-terrain tyres and revised suspension tuning, it is tailored for South African roads where pothole risks are severe.
Audi currently has no direct counterpart to the X3 Rugged, although its heritage with allroad models leaves room for a future A5 avant allroad derivative.
In South Africa, fitting higher-profile all-terrain tyres on smaller wheels is no longer just for off-grid trips to the Karoo or Namibia; given severe tar damage on national routes, it has become a practical vehicle safety consideration. While German luxury crossovers are built on sedan platforms, South African drivers expect them to handle harsher environments. Offering robust, rough-road wheel packages is becoming a vital factor in this head-to-head comparison.
So, which is better suited to local conditions?
Ultimately, the choice between these two legacy models comes down to how well they adapt to South Africa’s changing landscape. While the new Audi Q5 retains the refined, long-distance composure and engineering depth that built its reputation, its limited powertrain options and urban transmission quirks leave room for BMW to capitalise.
With local production advantages, a broader choice of hybrid powertrains and a rough-road-ready Rugged variant built for real-world potholes, the X3 currently feels better tailored to South African conditions. In a market rapidly being reshaped by value-packed Chinese rivals, both German crossovers remain unmatched on the open road – but BMW’s flexibility gives it the edge in meeting the everyday demands of local drivers.
