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.
Chery’s first bakkie, the Grootman, is due in South African showrooms in early 2027. We got a brief, muddy taste of it at the brand’s home base in Wuhu, China. Here are our first impressions.
Let’s be clear from the outset: this is not a full review. My time behind the wheel of the Chery Grootman amounted to short stints on tar and a muddy, heavily rutted test track in Wuhu, the Chinese city Chery calls home. That’s nowhere near enough seat time to deliver a verdict on a vehicle this important. However, it was enough exposure to form early impressions of a bakkie that is poised to shake up the double-cab segment when it arrives in Mzansi.
As a quick reminder, the Grootman (developed under the code name KP31) takes its local name from kasi slang that loosely translates to ‘big man’, but which also carries a sense of respect. Each market gets its own badge and the example I drove was in fact a Stockman, the name it will wear in Australia. Underneath, it’s the same vehicle.
The Stockman, which is the version Australians will get.
And big it is. In the metal, the Grootman has real presence. It’s a large bakkie that looks wide and purposeful, and that impression carries over to the cabin, which feels genuinely spacious.
The numbers back that up. The Grootman is slightly bigger in most dimensions than Ford’s Ranger. Based on the specifications published for the Australian-market Stockman, it measures 5 450 mm long and 1 890 mm tall, which makes it 100 mm longer and a touch taller than the Ranger, at 5 350 mm and 1 886 mm respectively.
If there’s one area where the Grootman made an immediate and lasting impression, it’s the interior. It’s very good indeed. Chery has struck a fine balance between a rugged, work-ready ambience and the modern tech that today’s double-cab buyers expect.
Thankfully, many of the controls are physical buttons and knobs rather than functions buried in sub-menus on a touchscreen. That’s exactly what you want when you’re bouncing along a farm road or wearing gloves. That said, there’s still a very big screen front and centre, and it’s loaded with features.
Practicality has clearly been given a lot of thought, too. There are numerous storage solutions dotted around the cabin, including a generous rubber-matted space beneath the transmission tunnel, as well as a large bin between the front seats.
Then there’s the build quality. The track surface was badly rutted, yet there wasn’t a single creak or rattle from the cabin, and the Grootman felt as firm and rigid as a good bakkie should. There’s also a satisfying heft and precision to the way the doors shut and the controls operate. It’s the kind of tactile solidity that signals quality before you’ve driven a metre.
What about the drivetrain?
The Grootman’s headline act is its diesel-electric hybrid powertrain, which pairs a 2.5-litre turbodiesel engine with electric assistance. Chery claims combined outputs of 350 kW and 800 Nm, an electric-only range of around 100 km, a towing capacity of up to 3.5 tonnes and 230 mm of ground clearance. There’s also vehicle-to-load functionality, so you can power camping gear or tools straight from the bakkie.
Those are big claims, and they’ll need to be verified in real-world testing on local roads. A brief tar-road experience plus a stint on a short, slippery track simply wasn’t the place to judge a drivetrain this unusual. For what it’s worth, though, throttle response felt smooth and well calibrated, with none of the abruptness that can make low-speed, low-traction driving a chore.
However, it’s evident more tweaking is required. The Grootman’s suspension damping is a touch too firm on tar; leisure buyers may want a little more suppleness. Our test mule also displayed some drivetrain vibration, but it was a well-used, pre-production vehicle and Chery says it’s still making final adjustments.
Factory-fitted accessories
Two accessorised Grootman variants were also on display, and they highlighted how keen Chery is to push the customisation angle. The brand is taking a somewhat different approach to most, though: many of the accessories will be available to specify directly from the factory.
That’s convenient and the range of choice on offer is certainly wide. However, South African bakkie owners can be fiercely loyal to particular aftermarket accessory brands, so it will be interesting to see how well the factory-fit approach is received here.
Early verdict
It’s far too soon to say how the Chery Grootman will stack up against the established double-cab heavyweights. Key questions about real-world performance and efficiency, pricing and aftersales support remain unanswered. But on first acquaintance, it’s a big, solid and impressively finished bakkie with a standout interior. It’s a promising start.
When does the Chery Grootman go on sale in South Africa?
The Grootman is scheduled to arrive in local showrooms in the first quarter of 2027. Final pricing, model line-up and specifications will be confirmed closer to launch.
Significantly, the Grootman will eventually be manufactured in South Africa, at Chery’s plant in Rosslyn, Pretoria, which the company took over from Nissan. That makes it far more than just another imported newcomer, and it should strengthen Chery‘s hand in a segment where local production has long been a key part of the appeal.
Scoop! Toyota SA confirms ‘exciting’ new Hilux GR-Sport
The head of Toyota in South Africa has confirmed to Cars.co.za that a new Hilux GR-Sport flagship derivative – which has yet to be officially revealed – is due to arrive in 2027…
9th-gen Hilux set for GR-Sport treatment
Flagship derivative has yet to be revealed
Toyota SA boss promises “exciting” model
Expect local launch at some point in 2027
The head of Toyota South Africa Motors has confirmed to Cars.co.za that the locally built 9th-generation Hilux double-cab bakkie range will gain an as-yet-unrevealed GR-Sport flagship derivative – and that it’s due to launch at some point in 2027.
Andrew Kirby, President and CEO of Toyota SA Motors, revealed the news 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.
The 9th-gen Hilux range has yet to welcome a GR-Sport derivative.
When asked when the local market could expect a GR-Sport version of the new Prospecton-built Hilux double-cab bakkie, Kirby replied: “Next year sometime”. Though he promised the model would be “an exciting product”, he added “that’s about all I can say”.
While Kirby didn’t confirm whether the new Hilux GR-Sport – or “GR-S”, for short – would feature the widebody configuration of the previous iteration, it seems likely considering the popularity of that model (and indeed the investment made in developing the wide-track set-up).
The GR-Sport III based on the 8th-gen Hilux switched to a widebody configuration.
The powertrain has likewise yet to be confirmed, though it wouldn’t surprise us to see the uprated 165 kW/550 Nm version of Toyota’s 2.8-litre turbodiesel, 4-cylinder engine (which otherwise makes 150 kW and 500 Nm) carried over from the previous Hilux GR-Sport. Expect a 6-speed automatic transmission and 4×4 to again ship standard.
The upcoming GR-Sport version of the 9th-gen Hilux will in all likelihood feature bold over-fenders (matched to its likely widened track), model-specific wheels (no doubt wrapped in chunky tyres), upgraded suspension, a bespoke front-end design (perhaps featuring a unique grille treatment) and the requisite smattering of “GR” logos. The cabin will surely also score various upgrades.
The widebody Hilux GR-Sport III was on the market in SA for just over 2 years.
As a reminder, Mzansi has seen 3 versions of the Hilux GR Sport so far, all based on the 8th-gen bakkie. The first came in mid-2019, with a revised iteration – complete with the aforementioned extra power and torque – hitting the local market in September 2022 (both, of course, featured standard bodies). Then, in March 2024, the widebody Hilux GR Sport III launched.
That derivative fell away in June 2026, when the first variants in the 9th-gen Hilux range went on sale. There were initially 7 derivatives – 5 double cabs and 2 extended cabs – all featuring the 2.8GD-6 engine and 6-speed auto, before an 8th double-cab variant was quietly added.
The current flagship of the 9th-gen Hilux range is the Legend 4×4 derivative.
A pair of 9th-gen single cabs hit the market in August 2026, while the familiar 2.4-litre turbodiesel engine is scheduled to join the local 9th-gen Hilux line-up in the opening quarter of 2027. And now we know that later next year the new GR-Sport will slot in towards the very top of the portfolio…
Frequently Asked Questions (FAQ)
Q: Is a new Toyota Hilux GR-Sport confirmed for South Africa?
A: Yes, Andrew Kirby, President and CEO of Toyota South Africa Motors, confirmed to Cars.co.za that a new GR-Sport flagship derivative based on the 9th-generation Hilux will arrive in South Africa in 2027.
Q: What engine and transmission can we expect in the new 9th-gen Hilux GR-Sport?
A: While official specs are still unrevealed, it is expected to retain the uprated 2.8-litre 4-cylinder turbodiesel engine producing 165 kW and 550 Nm, paired with a 6-speed automatic transmission and a 4×4 drivetrain.
Q: Where will the 9th-generation Toyota Hilux GR-Sport be produced?
A: Like the rest of the 9th-generation Hilux line-up sold locally, the new GR-Sport derivative will likely be produced locally at Toyota SA’s Prospecton plant in KwaZulu-Natal.
Thanks to an influx of Chinese brands, South Africa’s new-vehicle market features several more affordable EVs than in years gone by. Here are the 5 cheapest examples…
Back in 2023, the most affordable fully electric vehicle (EV) on South Africa’s new-car market was priced at nearly R800 000. Today, the cheapest battery-powered model available in Mzansi costs well under half that figure.
Mirroring a phenomenon we’ve already seen in the plug-in hybrid electric vehicle (PHEV) space, Chinese brands have started something of a price war in the local EV market, which means SA buyers now have several far more affordable options than in years gone by.
Note we’ve not been able to include the Dayun S5 here as its distributor, Enviro Automotive, doesn’t currently list a retail price on its website. Right, let’s take a closer look at the 5 cheapest EVs (prices correct in October 2026)…
1. Geely E2 Aspire – from R339 900
Serving as China’s best-selling vehicle overall in 2025, the Geely E2 – which measures 4 135 mm long – recently grabbed the title of SA’s cheapest EV. Equipped with a 39.4 kWh lithium-ion phosphate battery pack and an electric motor driving the rear wheels, this hatchback features peak outputs of 85 kW and 150 Nm. The base Aspire derivative is priced from R339 900, while the more generously specified Apex variant comes in at R389 900.
Measuring 3 925 mm front to back, the BYD Dolphin Surf is more compact than the Geely E2. Its front-mounted electric motor generates 55 kW and 135 Nm, drawing urge from a 30.1 kWh battery pack. While the Comfort grade kicks off at R341 900, the Dynamic derivative costs R395 900 and upgrades to a 38.9 kWh battery.
Like its pair of rivals above, the 4 020 mm-long Dongfeng Box is a 5-seater electric hatchback. The local range has been pared back to 2 derivatives and pricing adjusted downwards. Each variant is fitted with a front-mounted electric motor delivering peak outputs of 70 kW and 160 Nm. The earlier versions with the 32.6 kWh battery pack have gone, while the E2 and E3 (R389 900) each employ a 43.9 kWh battery pack.
Chery’s new Q features a rear-mounted electric motor generating 90 kW and 115 Nm. This crossover measures 4 195 mm from front to back. Though a smaller battery pack is available in China, the SA market receives only the larger 42.7 kWh lithium iron phosphate item. The Chinese brand also offers the Q in Elite specification, priced from R389 900.
Built by China’s BAIC Group, the Arcfox T1 – a battery-powered 5-door that straddles the line between hatchback and crossover – measures 4 337 mm from front to back, making it larger than the other models on this list. It employs a front-mounted electric motor that delivers peak outputs of 70 kW and 176 Nm. The company claims a single-charge range of 310 km, courtesy of a 42.3 kWh lithium iron phosphate battery pack. The Pro variant is priced at R359 900, while the Max derivative starts at R399 900.
Q: What is the most affordable electric vehicle (EV) available in South Africa?
A: As of October 2026, the Geely E2 Aspire holds the title of South Africa’s cheapest fully electric vehicle, with a starting price of R339 900.
Q: What are the 5 cheapest electric vehicles currently on the South African market?
A: Ranked by starting price, the top 5 most affordable EVs are: 1. Geely E2 Aspire (from R339 900), 2. BYD Dolphin Surf Comfort (from R341 900), 3. Dongfeng Box E2 430 (from R349 000), 4. Chery Q Comfort (from R349 900) and 5. Arcfox T1 Pro (from R359 900).
Q: Which of the cheapest EVs offers the longest claimed driving range?
A: Among the top 5 budget-friendly electric models, the Dongfeng Box E2 430 offers the highest claimed single-charge range at 430 km, courtesy of its 43.9 kWh battery pack.
