Refinancing your balloon payment: The processes, costs & potential traps

Once your vehicle instalments are done, your balloon payment becomes due. Refinancing that lump sum means entering an entirely separate credit agreement with its own costs and traps. Here is what you must consider before signing

The merits of balloon payments for vehicles have been widely debated. Yet what remains undisputed is the prolonged financial commitment a balloon payment can create. Why? Because under such an agreement, the benefit of your lower monthly instalments is offset by the large lump sum (often up to 35% of the total price) owed at the end of the finance term.

For some buyers, however, the attraction of a balloon is simply that the lower monthly instalment brings a more expensive vehicle within reach. Yet, that can become problematic when the balloon finally becomes due.

If you don’t have the cash to settle the balloon payment but you don’t want to sell the car, financing the balloon becomes unavoidable. However, after 6 or 7 years with your car as a depreciating asset – which you may well have outgrown by now – you’re going to be stuck with it for a longer time still during the balloon downpayment period.

Additionally, getting that loan approved comes with a raft of previously unconsidered administrative responsibilities. Here’s what you should know.

Read more: Financing a car in SA: The true cost of 60-month balloons vs 84-month loans

Refinancing a balloon payment: Why it’s a whole new credit agreement

So you’re about to finish the instalments on your once-new car. But the balloon is due, and you don’t have a few hundred thousand rand hidden in your sofa.

How did you get here?

Your original finance agreement was structured with two distinct milestones – the instalments and the balloon. The first terminates once fulfilled, then that deferred lump sum comes into play because your overarching agreement with the bank does not allow you to pay off the balloon in instalments.

The full outstanding amount must be settled in one payment. Simply put: you’ve paid R5k per month for 72 months for a new car. At the end of the 72-month term, the R150 000 balloon becomes due.

Read more: The real monthly cost of owning a car (2026)

However, a key consideration is that refinancing that R150k cannot be part of your original deal. Refinancing means you’re applying for new credit to settle the balloon, so the lender has to assess you under a new credit agreement. As this is a completely new financial transaction, you are required to make a new credit application and undergo FICA compliance and credit checks (and a whole lot of other admin pains, too).

The unexpected costs: Interest rate hikes, admin fees & inspections

Even without the extra administrative burden, there’s a significant financial one when refinancing your car’s balloon payment.

Firstly, fees. As you’re applying for a new loan, you’re looking at an initiation fee of R1 207.50, plus another recurring monthly ex-VAT service fee of R69.00. That adds up to roughly R3 000 in admin fees over a 24-month refinancing period – just to keep driving a car you already own.

Next, interest rates. Six years ago, you bought a brand-new car with possibly a cleaner credit record that netted you a lower interest rate. Banks now have to finance a 6-year-old out-of-warranty asset representing a higher risk to them. The interest rate on the new agreement may also differ from the rate you originally received. Your lender will reassess your application and determine the rate based on various factors, including your current credit profile and affordability.

Depending on the lender and the vehicle, you may also be required to provide additional documentation or have the vehicle inspected. These tests typically go for R500-R800. The last thing you then want is a bald tyre or leaks demanding out-of-pocket repairs (the service plan has long expired) before the certificate can be issued.

Finally, as was the case with your previous vehicle finance agreement, the bank will require proof of active comprehensive insurance before granting the loan.

The double-interest trap: Compounding debt on a depreciating asset

Did we mention interest? Well, say a begrudging hello to its bad-cop partner – “double interest”. That’s right: the true pain of refinancing lies in paying a prolonged period of interest on the same amount of money loaned.

The balloon didn’t escape interest simply because you postponed paying it. It formed part of the outstanding debt under the original agreement, meaning you paid interest on that outstanding balance during the original finance term. If you then refinance the balloon, the new agreement charges interest on that remaining amount again. After 6 years of instalments, you’re about to cough up a lot more interest when you finance the balloon payment with a new loan.

Finance declined

And that’s not the worst of it. You could still be owing more on the car than it is worth on the market (negative equity). All the while, you’re paying interest on an asset that is worth less every day. Were you to sell it midway through your loan, you could well find its trade-in value being less than your bank settlement amount.

Or, had you chosen to persist with the balloon refinancing, you’re looking at a combined finance period of 8 to 9, perhaps even 10 years – for a car that you’d by then probably wished you could replace. Or never bought with a balloon.

Original vehicle financeBalloon refinance
Credit agreementOriginal vehicle-finance agreementNew credit agreement
Amount financedVehicle purchase price less deposit, plus applicable costsOutstanding balloon amount
Affordability assessmentConducted when finance was originally approvedConducted again
VehicleNewer vehicleOlder vehicle
InterestCharged under original agreementCharged under new agreement
FeesOriginal finance feesNew initiation and monthly service fees
Typical purposeFinance vehicle purchaseSpread final balloon over further instalments

Refinancing vs. the alternatives: What are your real options when the balloon is due?

At the end of the 72-month term, the R150 000 balloon becomes due. The good news is that you have some options. The bad news is that none of them are great.

Option 1: Settling in cash

This is first prize. You settle the debt immediately and the car becomes yours, with no further obligations to the bank. But again, considering you opted for a lower instalment option owing to affordability challenges in the first place, it isn’t very likely that most consumers will have a large enough cash pile lying around.

Option 2: Pay what you can and refinance the balance

You don’t necessarily have to choose between paying the entire balloon in cash or refinancing the entire amount. If you have some savings available, putting a lump sum toward the balloon reduces the amount you need to refinance, and therefore the interest you’ll pay on the new agreement.

Option 3: Trading in

This is the most common route, but it can also become the most expensive. Just before month 60 or 72, you decide to trade your car in for a new one. It can become the most expensive option if the vehicle is worth less than the settlement amount and the shortfall is rolled into the next finance agreement. Debt gets compounded, meaning that you’re paying for two cars instead of just one. It also locks you into more debt for the next 6 or 7 years.

Option 4: Selling privately

Selling privately usually gets you a higher price than trading in. The generated cash must be used to settle the balloon and what’s left can be put towards the deposit on your next vehicle. On the downside, you have to deal with private buyers and the admin hassle all by yourself. And, crucially, you’re still without a car afterwards and only the prospect of more debt.

Option 5: Guaranteed buy-back or voluntary return (if your agreement allows it)

A safe choice, but it does mean you’ve effectively treated your car more like a long-term lease than a vehicle you intended to own outright. This may or may not have been stipulated under a guaranteed buy-back plan with its own mileage and wear-and-tear conditions (and there are penalties to be paid if these are exceeded). As with selling, afterwards you’re free and your wallet much lighter, but you’re still without a car.

The economics behind balloon payments are simple. If you are unable to come up with the cash to settle it, refinancing it becomes a tool of necessity rather than a smart savings strategy. Think carefully: is the short-term gain of lower monthly instalments really worth the reckoning of long-term pain?

5 most powerful hot hatches in South Africa (2026)

Prefer your hatchback with serious heat? These are the 5 most powerful hot hatches available on South Africa’s new-vehicle market right now…

While budget hatchbacks clearly still have a place in the local market, there are also various options at the other extreme of the pricing (and power) scale. Yes, we’re talking about South Africa’s 5 most powerful hot hatches, each featuring monster outputs and all-wheel drive.

Interestingly, there’s no space on the list for Toyota’s GR Yaris and GR Corolla siblings (which each generate 210 kW from their fiery 3-pot motors), while Mzansi is still awaiting – patiently or not – the arrival of the 245 kW Volkswagen Golf 8.5 R.

In addition, the 235 kW FL5-series Honda Civic Type R was recently quietly discontinued in SA. Note, too, that the Mercedes-AMG hot-hatch twins in the list below are seemingly on the way out, with production expected to end later this year.

1. Mercedes-AMG A45 S 4Matic+ – 310 kW

Most powerful new cars -Mercedes-AMG A45S

The Mercedes-AMG A45 S still holds the title of South Africa’s most powerful hatchback. Priced from a heady R1 461 469, this “hyper hatch” employs Affalterbach’s “M139” turbocharged 2.0-litre, 4-cylinder petrol engine, which sends a whopping 310 kW and 500 Nm to all 4 wheels via an 8-speed dual-clutch transmission.

2. Audi RS3 Sportback quattro – 294 kW

The priciest hatchback on the local market today, Audi’s RS3 Sportback starts at R1 498 200, with the Carbon Edition kicking off at a whopping R1 591 900. Offering 294 kW and 500 Nm from a turbocharged 2.5-litre, 5-cylinder petrol powerplant (known as the “EA855 Evo”), the all-paw RS3 Sportback features a 7-speed S tronic dual-clutch gearbox as standard.

3. Audi S3 Sportback TFSI quattro – 245 kW

The current version of Audi’s 8Y-series S3 Sportback offers maximum figures of 245 kW and 420 Nm from its “EA888” turbocharged 2.0-litre, 4-cylinder petrol motor. Drive is delivered to all 4 wheels via a 7-speed dual-clutch transmission as standard. Local pricing for Audi Sport’s deputy hot hatch starts at R1 091 100.

4. Mercedes-AMG A35 Hatch 4Matic – 235 kW

Mercedes-AMG A35

Billed as the understudy to the full-fat A45 S, Mercedes-AMG’s A35 Hatch (from R1 303 932) uses a 225 kW/400 Nm version of the “M260” turbocharged 2.0-litre, 4-cylinder petrol mill, which benefits from a 48-volt mild-hybrid system providing a brief power boost of 10 kW (taking total power to 235 kW). An 8-speed dual-clutch cog-swapper and all-wheel-drive are standard.

5. BMW M135 xDrive – 233 kW

BMW 1 Series M135 xDrive

The only model on this list with a starting price below R1-million (though, at R988 768, only just), the M135 is powered by BMW’s “B48” turbocharged 2.0-litre, 4-cylinder petrol engine. This motor’s peak outputs of 233 kW and 400 Nm are delivered to all 4 corners via a 7-speed dual-clutch transmission as standard.  

Frequently Asked Questions (FAQ)

Q: What is the most powerful hot hatch currently available in South Africa?

A: The Mercedes-AMG A45 S 4Matic+ holds the title as SA’s most powerful hatchback. Its M139 2.0-litre turbocharged 4-cylinder engine generates a massive 310 kW and 500 Nm of torque, achieving a claimed 0–100 kph sprint in just 3.9 seconds.

Q: Why are notable hot hatches like the Honda Civic Type R and VW Golf 8.5 R missing from this top 5 list?

A: The FL5-series Honda Civic Type R was recently discontinued in South Africa, while the updated 245 kW Volkswagen Golf 8.5 R has not yet officially arrived in the local market. Additionally, options like the Toyota GR Yaris and GR Corolla fall just outside the top 5 with 210 kW each.

Q: Which of South Africa’s top 5 most powerful hot hatches is the most affordable?

A: The BMW M135 xDrive is the only vehicle on the list priced below R1-million, starting at R988 768. It produces 233 kW and 400 Nm from its 2.0-litre turbocharged 4-cylinder engine, sprinting from 0 to 100 kph in 4.9 seconds.

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PHEV market drives SA’s strong NEV growth in H1 2026

PHEV sales in South Africa surged some 486% year on year in H1 2026, driving growth in the country’s overall new-energy vehicle (NEV) market. Here are all the details…

  • NEV total up 84.2% year on year in H1 2026
  • Sales in SA’s PHEV segment rocket 486.7%
  • EV registrations grow 232.8%; HEVs up 15%

Industry-representative body Naamsa has released official sales figures for new-energy vehicles (NEVs) – a segment comprising traditional hybrids (HEVs), plug-in hybrids (PHEVs) and fully electric vehicles (EVs) – in South Africa for the 2nd quarter of the year. And these numbers allow us to calculate total NEV sales for H1 2026.

Based on Naamsa’s latest quarterly figures (combined with its Q1 numbers), our calculations suggest total NEV sales in Mzansi in H1 2026 increased 84.2% year on year to 13 196 units. For the record, this NEV total translates to some 4.2% of South Africa’s overall new-vehicle market (at 315 303 units) for the opening half of the year.

It’s worth keeping in mind the local market’s latest NEV sales performance was strongly supported – as Naamsa points out – by “new entrants starting to report new-vehicle sales data” (as well as a “broader range of product offerings” in this space). For instance, NEV automaker BYD began reporting sales figures to the industry-representative body in March 2026 and has averaged 740 sales a month since.

According to our calculations, PHEV sales in South Africa rocketed 486.7% year on year to 4 623 units in H1 2026 (admittedly off a fairly low base), meaning this segment accounted for 35.0% of total NEV sales during the reporting period. Meanwhile, EV sales for the opening half of 2026 surged 232.8% year on year to 1 897 units (or 14.4% of the NEV total).

Toyota’s Corolla Cross HEV is all but certainly still SA’s best-selling traditional hybrid.

Finally, our sums suggest HEV sales in South Africa increased 15.0% year on year to 6 676 units during this 6-month reporting period. As such, traditional hybrids again represented the majority of local NEV registrations in H1 2026, though it’s interesting to note this segment’s share dropped sharply to 50.6% (from H1 2025’s lofty figure of 81.0%).

Frequently Asked Questions (FAQ)

Q: How significantly did South Africa’s overall new-energy vehicle (NEV) market grow in H1 2026?

A: Total NEV sales in South Africa surged by 84.2% year on year to reach 13 196 units during the first half of 2026. This performance allowed NEVs to capture a 4.2% share of the country’s total new-vehicle market (315 303 units) over the same 6-month period.

Q: What drove the massive surge in PHEV and EV sales during H1 2026?

A: Growth was fueled by a broader selection of product offerings and new market entrants reporting data to Naamsa — such as BYD, which averaged 740 monthly sales since joining in March 2026. Consequently, Plug-in Hybrid Electric Vehicle (PHEV) sales rocketed by 486.7% year on year to 4 623 units, while fully electric vehicle (EV) sales grew 232.8% to 1 897 units.

Q: Do traditional hybrids (HEVs) still hold the largest share of the NEV market in Mzansi?

A: Yes, traditional hybrids (HEVs) remain the largest single NEV sub-segment in South Africa, expanding 15.0% year on year to 6 676 units in H1 2026. However, due to the sharp rise in PHEV and EV popularity, HEV market share declined from 81.0% in H1 2025 down to 50.6% in H1 2026.

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Why Chinese double-cab bakkies have lower tow ratings…

The tow ratings of Chinese double-cab bakkies are lower than those of Toyota’s Hilux or the Ford Ranger. We explain why, and how this is starting to change.

The Cars.co.za stats experts provide a great breakdown of what’s happening each month in the South African new-car market. There are often surprises in the data, but the broad trends are quite obvious: bakkies and SUVs are more popular than ever.

More South Africans now own a vehicle with a 3 500 kg tow capacity than ever before. The irony is that few South African drivers know what the capacity actually means. Or know how to tow.

It’s all an unintended consequence of the surging popularity of double-cab bakkies as urban family cars. Buyers are choosing powerful double cabs for the feeling of safety and all-terrain capability when embarking on a cross-country road trip. And some load bin utility for occasionally getting something bulky home from a retail store.

Is unused tow capacity valuable?

Ford’s V6 turbodiesel Rangers have a 3 500 kg braked towing capacity and, crucially, rear disc brakes.

Is that 3 500 kg braked tow capacity a waste if left unused? Many South African owners of luxury double cabs may ponder this question.

Even if you’ve never used the peak tow rating of a Ford Ranger V6 turbodiesel or a Toyota Hilux 2.8 GD-6 (both of which have a braked tow rating of more than 3 000 kg), it still has value. Why? Because some components are over-engineered to handle that towing weight and therefore offer benefits in many other driving conditions, too.

It means the engine and transmission cooling systems are designed for extreme towing loads. This also makes these bakkies cope well with driving in traffic, where airflow is low, especially in extreme temperatures; or when driving slowly in low-range through thick sand, where engines and transmissions are working very hard but the ambient airflow for cooling is low.

Search for a Ford Ranger on Cars.co.za

The BYD Shark 6 has oversized rear-section lateral beams and 3 500 kg tow capacity.

You might never use that tow capacity to its full extent, but it means you get a bakkie with uprated cooling, brakes and rear suspension. Bakkies that can tow up to 3.5 tonnes are engineered to resist sag and “shunting”.

These bakkies often also feature rear disc brakes instead of drums, which allow much better high-speed deceleration in an emergency.

So, to address the headline: There are very few Chinese bakkies with a 3 500 kg braked towing capacity – why is this the case?

Why most Chinese double-cab bakkie tow less

The JMC Vigus is a big bakkie, but can tow a braked mass of only 2 500 kg.

Urban double-cab owners don’t really tow. Yet, South African bakkie drivers have a long legacy of towing. Farmers, watercraft owners and Airbnb-averse holidaymakers have been towing trailers and caravans all around Southern Africa for decades.

South Africa even has a globally renowned off-road caravan and trailer industry, creating rugged load-carrying chassis to tow behind bakkies deep into the Richtersveld or Kalahari. There is a real community of South African bakkie owners who regularly tow, which has a profound effect on product planning for automakers that sell bakkies in South Africa. Bakkie towing culture in China? Not really a thing.

Caravanning holidays aren’t particularly popular in China, nor are off-road trailers for overlanding journeys, or boating. And although China produces an enormous number of motorbikes, there’s no real amateur MX scene that requires motocross trailers.

This lack of a towing culture influences how engineers and planners think about their bakkies. And that’s why Chinese bakkies haven’t prioritised towing capacity.

Will these bakkies start towing more?

GWM P500 3.0TD
GWM’s P500 proves Chinese bakkies can haul 3 500 kg trailers.

We know from experience that the Chinese car industry moves at Shenzhen speed. Car companies possess an ability to make product decisions and deliver upgrades in less than half the time of a traditional American, European or Japanese car company.

Chinese product people analyse the specifications and technical capabilities of rival bakkies in incredible detail. They know what a Hilux, a Land Cruiser 79 or a Ford Ranger SuperDuty can do, including tow. And Chinese marketing teams know that by closing the tow-rating gap and matching their legacy rivals on capability at a much lower price, they will conquer even more South African customers.

As Chinese technical teams have proved, all the skills exist in the Chinese car industry to make incredibly advanced bakkies, like the BYD Shark 6. China also produces many heavy-duty vehicles, like trucks, so nobody needs to teach them about frame strength and resistance to wear and tear.

Search for a GWM P500 bakkie on Cars.co.za

More powerful bakkies are coming

This is where Chinese bakkie product planning is trending: heavy-duty double-cabs.

GWM’s P500 hasn’t been a huge sales success in South Africa, at least not yet. But this “larger-than-Ranger” Chinese double-cab bakkie has shown Chinese engineers and product people can develop a luxury double-cab with a 3 500 kg braked tow rating.

Over the past year, the Chinese approach to bakkie development has changed significantly. Observing the demand for more capable bakkies and customers’ willingness to pay nearly anything for an over-engineered double-cab, Chinese automakers have shown an incredible number of new double-cab concepts that are nearly production-ready. They even possess all the off-road accessories and oversized all-terrain tyres that weren’t even options on Chinese bakkies 5 years ago.

Chinese vehicles might be renowned for their incredibly advanced PHEV powertrains, but their automakers have also invested heavily in diesel-engine development for bakkie models. They know that Australia, Africa, Asia and the Middle East still want diesel engines.

The new generation of Chinese diesel engines will give Chinese bakkies the torque delivery needed for heavier towing. But what about the chassis strength, the upgraded rear suspension, the axles and the drivetrain? The answer to that has already been shown.

You know all those over-the-top adventure 4×4 bakkies we’ve seen over the last year? They all feature those upgraded components already integrated. Thus proving, again, that Chinese automakers’ product strategies and speed-to-market are unlike anything we’ve ever seen.   

Search for a BYD Shark on Cars.co.za

Porsche 911 GT3 Touring (2026) Launch Review

The updated Porsche 911 GT3 arrives with meaningful aerodynamic, weight-saving and suspension refinements. We drive the “genteel” Touring variant on home turf, and can confirm that some obsessions are entirely justified.

It has recently come to my attention that, if you were to ask me to name my 10 most memorable drives of all time, nearly half of them would include a GT3 variant of Porsche’s iconic 911. A blast on a closed-off Bainskloof Pass in a 997-generation RS. Or a thrilling, seat-of-the-pants tyre test in France, driven in the company of a certain Walter Röhrl. These are experiences that lodge themselves permanently in the memory and set an impossibly high benchmark for everything that follows.

Classic Drive: Porsche 911 (991.2) GT3 Touring

And yet, despite all of those GT3 encounters, I had never driven a Touring variant. So, the opportunity to experience the latest, updated GT3 in that specific specification left me more genuinely excited than any new vehicle introduction has in some time. After all … just look at it!

What’s new for the updated Porsche 911 GT3?

The 911 GT3 is a car with a clear purpose, and Porsche’s approach to this update reflects that. Rather than reinventing the formula, engineers have gone further in the direction the GT3 has always pointed: closer to motorsport. The changes are concentrated in three areas – aerodynamics, dynamism and weight reduction – and together they amount to a car that’s said to be more precise, balanced and communicative than its already highly regarded predecessor.

Aerodynamics: form follows function

Thankfully, the new GT3 Touring doesn’t have the walrus-moustache-lookalike front air-dam treatment of some other recent 911s (GTS). The redesigned matrix LED headlights now integrate all front light functions into a single unit. Consequently, the air dam is left clean and the design is neat and tidy, almost minimalistic. This is not merely a styling decision. It frees up substantially larger air inlets on either side, feeding more cooling air to the front brakes and the front-mounted radiators. The used air exits through outlets in the front luggage compartment lid, reducing aerodynamic lift on the front axle in the process.

Deeper in the front-end structure, the suspension control arms on the double-wishbone front axle now carry the teardrop-shaped aerodynamic profile previously reserved for the GT3 RS. In a car that regularly encounters high-speed airflows over the front wheels, the turbulence generated in those wheel arches is a notable source of drag and lift. The aerofoil-profiled control arms reduce that turbulence significantly; they are, in essence, miniature wings doing structural duty. The redesigned front spoiler lip and modified front diffuser contour work in concert with revised underbody panels to further reduce front-axle lift and improve overall aerodynamic balance.

Suspension: less pitch, more precision

The double-wishbone front suspension has been tweaked to provide an enhanced anti-dive effect under braking. In practical terms, this means the front of the car resists the tendency to compress – or pitch forward – when the brakes are applied firmly. The result is a more consistent aerodynamic balance during deceleration because the front ride height changes less. In theory, braking stability is more predictable, which translates directly to driver confidence when approaching corners at speed. You’ll have to take Porsche’s word for this, as only a back-to-back drive with the GT3’s predecessor on a racing circuit will likely make such a detailed comparison possible. 

The shortened final-drive ratio – the other significant mechanical change – sharpens the response between throttle input and acceleration. In a naturally aspirated engine, there is no turbo lag to compensate for; the relationship between right foot and forward momentum is already more linear than in a forced-induction car. It is another example of Porsche wanting to make the connection between driver and machine as instantaneous as possible.

Weight reduction: every kilogram contested

Porsche’s GT department treats weight with the same seriousness that other manufacturers these days reserve for the size of their touchscreen infotainment systems, and the updated GT3 continues that tradition. A carbon-fibre front luggage-compartment lid and a new, lighter 40Ah lithium-ion battery fitted as standard save approximately 4 kg over the previous model. The new (glorious) forged alloy wheels shed a further 1.5 kg. 

In its lightest configuration – the GT3 with Touring Package, six-speed manual gearbox and the new Lightweight Package – the car weighs only 1 420 kg. At that weight, with 375 kW on tap, the power-to-weight ratio works out to 264,1 W/kg. That is, in the words of today’s youth, a lot!

For those who want to push even further, the Weissach, Leichtbau and Clubsport packages are available on the updated 911 GT3, but Clubsport is not offered on Touring. 

What is the updated Porsche 911 GT3 Touring like to drive?

When you first pull away, the GT3 Touring announces its priorities without delay, despite its genteel appearance. The ride is firm. The suspension is unyielding over slow-speed bumps and urban imperfections. The car feels stiff and highly strung, and you are aware that you are at the controls of something that requires your full attention. The drivetrain whirrs, clatters and vibrates. 

Then the road opens up, the speed builds and something changes. It is rare these days to drive anything without turbo or hybrid assistance, so to experience a naturally aspirated 4.0-litre flat-6 that howls to 9 000 rpm is simply magical. Pure orchestra, actually. The engine builds through the rev range with the linearity and crescendo of a finely tuned instrument, and it does not stop rising until 9 000 rpm.

Make sure you “open the flaps” of the exhausts (somewhat annoyingly done through the touchscreen system) when you wring this boxer’s neck, because its scream is wholly unique and a rare treat in the modern automotive landscape. You’ll want to do it again and again. As we did on our drive, which happily included a nice tunnel.

Equipped with the PDK dual-clutch transmission, the GT3 Touring accelerates from zero to 100 kph in 3.4 seconds. Choose the 6-speed GT sports manual and that time increases to 3.9 seconds. This is an important decision, and an entirely personal one. The PDK I drove offers unarguable speed and precision, rewarding with crisp, near-instantaneous changes. Top speed is just over 310 kph.

The benefits of the suspension and aero tweaks are not easy to distinguish on a first drive on public roads, but knowing Porsche, they will be meaningful. Still, the turn-in response is so keen that you will need a little time to get used to it and the combination of grip and desire to change direction is utterly addictive. Those 315/35 20-inch rear wheels – glimpsed in the door mirrors, filling the wide haunches like something from a GT racing class – provide grip that simply has to be experienced to be fully believed. 

Our test unit was fitted with enormous carbon ceramics. I’ve always had a love-hate relationship with such brakes, and in this drive they again took a little getting used to. You have to lean on them quite firmly and there is a noise to get used to as well, but they definitely do a great job of bringing the speed down without fade or fuss. You just have to adjust your brake timing and firmness. 

Design & interior ambience

The Touring Package has always appealed to a particular type of 911 enthusiast: the driver who wants every last decimal of GT3 performance but without the visual declaration of the fixed rear wing and the motorsport graphics. It is a subtraction that adds up to something quite beautiful.

The Touring’s restraint is not entirely unconditional, however. The rear wing does raise electronically, activated automatically or on demand, and includes a Gurney flap – a defined edge that works with modifications to the front and underbody to ensure the aerodynamic balance remains sound even without the fixed-wing downforce. Elegant silver-coloured side window trims and a specially designed rear lid grille carrying the “GT3 Touring” logo distinguish it from the standard car at close range.

Inside, the GT3 Touring is an exercise in focused intent. The cabin has been updated with revised infotainment and the instrumentation is now fully digital. I certainly miss the previous mechanical centre dial. On the other hand, you can set the revised rev counter’s 9 000 rpm red line to be at the 12 o’clock position – nifty!

The fundamentals remain: a driver-focused environment with controls of reassuring weight and quality, and materials that feel like they will last. The new, lightweight bucket seat with folding function, available for the first time on the GT3 Touring, is a meaningful addition. It delivers the lateral support and body integration of a full motorsport bucket seat while retaining the everyday usability that the Touring buyer values.

Critically, the bucket seats allow access to the optional rear seat system. The GT3, in Touring specification, can now accommodate rear passengers without forcing its driver to choose between track ergonomics and practicality. It’s not terribly spacious back there, perhaps more useful as cabin storage, which is already quite limited in the GT3 Touring’s cabin.

How much does the updated Porsche 911 GT3 Touring cost in South Africa?

Whether you want your GT3 with the Touring specification or not, or manual or PDK-equipped, the price is the same: R4 795 000 before options. Weissach, Leicthbau and Clubsport packages are offered, but the last-mentioned is reserved for the GT3 (non Touring).

Compare their specs: Porsche 911 GT3 Touring vs GT3

The fact that the GT3 and GT3 Touring share identical pricing – and that manual and PDK are offered at the same price point – simplifies what is, in truth, a gloriously tough decision to make.

Verdict

In an era in which even the most engaging sports cars feel increasingly “soft”, the Porsche 911 GT3 Touring is a deliberately, gloriously uncompromising counterpoint. It will not cosset you. It will not isolate you from the road surface, or cushion the consequences of inattention, or make the business of rapid cornering feel easier than it really is.

Porsche’s promise is that it will reward you. Completely, viscerally, and memorably. The updated aerodynamics and suspension kinematics arguably sharpen an already exceptional chassis. The weight savings contribute to making a fast car feel even more nimble. And chasing 9 000 rpm is, well, magical.

All that said, and speaking purely as someone with “once in a blue moon” exposure to these cars, the incremental changes will be quite hard to identify. But it doesn’t matter. This is a special car, one that reminded me once again why I pursued this career in the first place, and which rekindled a flame that modern cars and legislation seem determined to extinguish.

I can now confirm what I suspected going in: the GT3 Touring might just be the perfect GT3 variant for me. And it might just make that list of 10, too.

New VW Tukan small bakkie (including single cab) revealed

The new Volkswagen Tukan small bakkie – a version of which has been earmarked for production in South Africa – has finally been fully revealed in Brazil…

  • Volkswagen unwraps its new Tukan in Brazil
  • Both single- and double-cab variants revealed
  • Localised version earmarked for SA production

Volkswagen’s division in Brazil has finally fully revealed the new VW Tukan small bakkie, which will be built at the São José dos Pinhais factory from 2027 though has also been earmarked for production in South Africa further down the line.

As a reminder, earlier in 2026, Martina Biene, Chairperson and Managing Director of Volkswagen Group Africa, confirmed to Bloomberg that a localised version of the Tukan could potentially be manufactured at the Kariega plant in the Eastern Cape from around 2029.

Now that very bakkie – which could, of course, end up wearing an entirely different name should it eventually be offered here in Mzansi – has been revealed in South America, billed as a replacement for the long-running Saveiro. Set to officially hit the market in Brazil in the opening half of 2027, VW unveiled its new Tukan in both single- and double-cab form, though has yet to release images of the interior.

The Wolfsburg-based automaker has also not yet announced any technical information, so details on exterior dimensions, powertrain options and indeed payload capacities remain entirely unconfirmed. Still, VW has said the newcomer’s rear suspension set-up includes a rigid axle and leaf springs to facilitate “excellent load capacity”.

VW Tukan single cab

The Tukan single cab was revealed in “Robust” trim, featuring basic white paint, steel wheels and plenty of black plastic cladding up front. Equipped with a shorter cab and a longer cargo bed, this workhorse model has what Volkswagen’s Brazilian arm describes as a “work-oriented focus”.

The double-cab version, meanwhile, was unveiled in flagship “Extreme” guise. Painted in the Tukan’s “Canary Yellow” launch colour and featuring an obviously shorter load bay, this highly specified “lifestyle” model is equipped with alloy wheels, a styling bar and various exterior styling updates.

So, will a localised version of this bakkie (which has an internal codename of “Udara”) eventually be built in SA and sold locally? While such an investment has not yet been officially announced, it’s worth keeping in mind the new VW Tukan rides on the brand’s MQB platform, which also underpins the upcoming Tengo, a small crossover scheduled to start rolling off the Kariega production line – alongside the Polo and Polo Vivo hatchbacks – next year.

Back in October 2024, Biene told Cars.co.za the planned SA-built small bakkie that was to be spun off the new Tengo had hit something of a roadblock. Still, Biene didn’t rule out the possibility of eventually building some sort of pick-up at the Kariega plant, calling on South Africans to make their voices heard should they be keen to buy such a vehicle.

Then, earlier in 2026, Biene told Bloomberg that Volkswagen’s head office in Wolfsburg had already approved a plan to build a small bakkie in South Africa, though suggested the ultimate decision on this potential investment would hinge on long-awaited policy action from South Africa’s government…

Frequently Asked Questions (FAQ)

Q: What is the new Volkswagen Tukan and what variants have been revealed?

A: The Volkswagen Tukan is a new compact bakkie designed as a replacement for the Saveiro. Revealed in Brazil, the line-up features both a workhorse single-cab in basic “Robust” trim with a long load bed and steel wheels, and a lifestyle double-cab shown in top-tier “Extreme” specification with Canary Yellow paint, alloy wheels and a styling bar.

Q: What platform and chassis details have been confirmed for the VW Tukan?

A: The Tukan is built on Volkswagen’s MQB unibody architecture. To maximise utility and load capacity, its rear suspension is fitted with a rigid axle and leaf springs rather than a traditional torsion-beam setup. Official cabin photos, exact exterior dimensions, engine specs and payload ratings have not yet been released.

Q: Is the Volkswagen Tukan confirmed for production or release in South Africa?

A: While not yet officially confirmed for SA production, a localised version is seemingly under strong consideration. Volkswagen Group Africa management indicated that local assembly at the Kariega plant in the Eastern Cape could potentially begin around 2029.

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VW Amarok Dark Label (2026) Price & Specs

Hilux grabbed SA’s double-cab sales crown from Ranger last month

The Toyota Hilux grabbed SA’s double-cab bakkie sales crown from the Ford Ranger in July 2026, though the latter still leads year to date. Here’s a look at the figures…

  • Hilux grabs double-cab sales crown in July 2026
  • Ford Ranger still leads the DC race, year to date
  • Toyota rules single- and extended-cab segments

While the Toyota Hilux has long reigned as South Africa’s best-selling bakkie overall, the Ford Ranger has made a habit of topping the double-cab sales charts, having secured that crown for a 3rd straight year in 2025. Interestingly, however, the Hilux managed to push ahead of its Silverton-built rival in the double-cab rankings for July 2026.

Yes, according to figures kindly supplied to Cars.co.za by the folks over at Lightstone Auto, Toyota SA Motors registered as many as 1 922 units of its Hilux Double Cab last month (out of the nameplate’s lofty total of 4 189 units, as reported to Naamsa), making it Mzansi’s most popular dual-cab bakkie in July.

Meanwhile, Ford Motor Company of SA registered 1 599 units of the Ranger Double Cab (out of a 2 063-unit total), putting it some 323 units behind its Prospecton-built competitor for the month. Though it was the 2nd time this year the Hilux ranked ahead of the Ranger on the double-cab charts (after March, when 1 795 units played 1 729 units), the Blue Oval bakkie still leads year to date at the end of July.

According to Lightstone Auto, the Ranger Double Cab’s 7-month tally sits at 11 674 units, while the Hilux Double Cab comes in at 9 809 units – some 1 865 units off the pace. For the record, the Struandale-made Isuzu D-Max Double Cab ranks 3rd, with 5 304 units registered (including 889 units in July), year to date.

The Ranger still leads the double-cab race, year to date.

Lightstone Auto’s dataset furthermore suggests that all other 1-tonne double-cab bakkies – that is, excluding the Ranger, Hilux and D-Max (and indeed models from any brands that don’t report sales figures to Naamsa) – collectively managed 15 907 units over the opening 7 months of the year.

Best-selling single- and extended-cab bakkies in July 2026

Toyota Hilux Single Cab SRX
Toyota SA Motors recently launched its initial 9th-gen Hilux single-cab derivatives.

What about the single-cab space? Well, the Toyota Hilux again ranked as South Africa’s best-selling single cab in July 2026, with 1 533 units registered – taking its year-to-date tally to 9 634 units. The Isuzu D-Max Single Cab remained 2nd with 895 units in July and 5 744 units over the opening 7 months of 2026.

Meanwhile, the KwaZulu-Natal-assembled Mahindra Pik Up completed the single-cab podium in July (537 units) and indeed year to date (4 248 units). For the record, Ford sold just 98 units of its Ranger Single Cab in July, inching its 7-month tally to 805 units.

The Ranger Super Cab ranks 2nd on the extended-cab sales charts, year to date.

The Hilux also leads the extended-cab race, with Toyota having registered 680 units of its Hilux Xtra Cab last month and 3 269 units, year to date. The Ranger Super Cab (366 units in July and 2 106 units, year to date) remained in 2nd place, ahead of the D-Max Extended Cab (185 units last month and 989 units, year to date) in 3rd.

Overall – that is, including all 3 body styles – the Hilux is comfortably ahead in the year-to-date sales race (and firmly on track to retain its crown), with as many as 23 051 units registered, according to figures reported to Naamsa. The Ranger’s 7-month total sits at 14 535 units, while the D-Max’s tally comes in at 12 037 units.

Frequently Asked Questions (FAQ)

Q: Which double-cab bakkie won the South African sales race in July 2026?

A: The Toyota Hilux Double Cab took the top spot in July 2026 with 1 922 units registered, outperforming the Ford Ranger Double Cab (1 599 units) and the Isuzu D-Max Double Cab (889 units), according to Cars.co.za and Lightstone Auto.

Q: Who leads the South African double-cab and overall bakkie sales year to date?

A: The Ford Ranger Double Cab maintains the lead in the year-to-date double-cab segment at 11 674 units compared to the Hilux Double Cab’s 9 809 units. However, looking at overall bakkie sales across all body styles, the Toyota Hilux holds a firm lead overall with 23 051 total units sold compared to the Ranger’s 14 535 units.

Q: How did single-cab and extended-cab bakkies perform in July 2026 sales rankings?

A: Toyota dominated both secondary segments in July 2026, based on Lightstone Auto data. The Hilux led the single-cab race with 1 533 units (followed by the Isuzu D-Max at 895 and Mahindra Pik Up at 537), while the Hilux Xtra Cab claimed the extended-cab crown with 680 units ahead of the Ford Ranger Super Cab (366 units) and Isuzu D-Max Extended Cab (185 units).

Related content

South Africa’s best-selling bakkies in July 2026

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End of an era: Honda Civic (including Type R) exits SA

The Honda Civic – including the Type R – has been discontinued in South Africa, bringing down the curtain on one of the Japanese brand’s most iconic nameplates…

  • Honda discontinues Civic derivatives in SA
  • Civic RS sedan & Type R hot hatch both gone
  • Brand’s local arm cites “market dynamics”

Honda Motor Southern Africa has confirmed to Cars.co.za that the Civic RS sedan and Civic Type R hot hatch have been discontinued in South Africa, bringing down the curtain – locally, anyway – on one of the Japanese automaker’s most iconic nameplates.

As a reminder, global production of the Honda Civic – which is currently in its 11th generation – started way back in 1972 and continues today, meaning this model still serves as the Minato-based brand’s longest-running automotive nameplate.

The Civic badge is no more in Mzansi.

In a statement issued to Cars.co.za earlier this week, Honda Motor Southern Africa confirmed that “both the Honda Civic and Civic Type R have been discontinued in the South African market”.

“Overall, this decision forms part of our broader strategy to focus our product portfolio on models that are better aligned with current market dynamics and consumer demand. In particular, the South African market continues to show a strong and growing preference for SUVs, and we are therefore placing greater emphasis on this segment going forward.”

The Civic 1.5 RS CVT touched down in August 2022.

From the 2nd quarter of 2023 until now, the local Civic range had comprised just a pair of derivatives: the Civic 1.5 RS CVT sedan and the FL5-series Civic Type R 6MT hatchback. The Civic 1.5 RS was last priced at R725 000, while the Type R hot hatch had been available for R1 021 600.

The RS-badged version of the Civic sedan employed a turbocharged 1.5-litre, 4-cylinder petrol engine, which delivered 131 kW and 240 Nm to the front axle via a continuously variable transmission (CVT).  

The FL5-series Civic Type R arrived in SA in April 2023.

The Civic Type R, meanwhile, had held the title of the local market’s most powerful front-wheel-drive hot hatch, with its turbocharged 2.0-litre, 4-cylinder petrol engine generating 235 kW and 420 Nm. These peak outputs were channelled through a 6-speed manual gearbox.

Technically, the Civic entered the South African market back in 1982, though that version was badged in Mzansi as the Ballade – a nameplate incidentally discontinued locally (along with the BR-V) late in 2025. However, in 1996, the EK-series Civic hatchback was launched here alongside the closely related Ballade sedan.

For the next 30 years in South Africa, the Civic badge was used on both hatch and sedan models (as well as on a 9th-gen station-wagon iteration known as the Civic Tourer). The 11th-gen version touched down in August 2022, with the line-up limited to the Civic RS saloon. The FL5-series Civic Type R followed in April 2023.

In terms of local sales, Honda Motor Southern Africa reported only a combined Civic total to industry-representative body Naamsa each month, with 90 units registered in 2023. That figure increased slightly to 110 units in 2024, with our records suggesting 74 units were sold locally in 2025. A further 11 units were reported over the opening 7 months of 2026.

Find a used Honda Civic on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: Why has Honda discontinued the Civic range in South Africa?

A: Honda Motor Southern Africa officially discontinued the Civic RS sedan and Civic Type R hot hatch to align its portfolio with local consumer demand, according to a statement issued to Cars.co.za. The brand says it is shifting its strategic focus toward the strongly growing SUV segment.

Q: What were the final pricing and peak outputs for the Honda Civic RS and Civic Type R in SA?

A: Before discontinuation, the Civic 1.5 RS CVT was priced at R725 000 and featured a 1.5-litre turbo engine producing 131 kW and 240 Nm. The flagship FL5 Civic Type R 6MT was listed at R1 021 600, powered by a 2.0-litre turbo engine sending 235 kW and 420 Nm to the front wheels.

Q: How long was the Honda Civic badge present in the South African market?

A: The Civic line has a 44-year legacy in Mzansi, beginning locally as the Ballade in 1982 before using the Civic nameplate in 1996. Over decades, the badge spanned hatchbacks, sedans, wagons and performance Type R models until its exit in 2026.

Related content

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Haval H6 Hi4 (2026) Review

The flagship Haval H6 Hi4 plug-in hybrid promises incredible outputs, AWD traction to put all that power to the road, plus benchmark fuel efficiency. We test the top-tier derivative to see how 268 kW and 760 Nm feel in a midsize family SUV.

We like: Explosive in-gear acceleration; H6 Hi4 offers immense AWD traction and grip; generous standard feature specification; run-flat tyres as standard.

We don’t like: Complex, distraction-heavy touchscreen interface; overly intrusive ADAS; firm ride quality.

FAST FACTS

  • Model: Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV
  • Price: R749 900
  • Engine: 1.5-litre 4-cylinder turbopetrol, dual electric motors & 19.1 kWh battery
  • Transmission: 2-speed Dedicated Hybrid Transmission (DHT)
  • Power/Torque: 268 kW/760 Nm
  • 0-100 kph: 7.10 seconds (tested)
  • Fuel consumption: 1.1-5.3 L/100 km (claimed; depending on battery charge)
  • Range: 100/1 000+ km (claimed; electric-only/overall)
  • Luggage capacity: 560-1 445 litres (claimed)

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Where does the Haval H6 fit in?

Haval has expanded its popular H6 family SUV line-up with the arrival of a high-tech plug-in hybrid (PHEV) powertrain, badged as the Hi4. Positioned at the very top of the local H6 range, this derivative introduces a dual-electric-motor setup that provides genuine all-wheel-drive capability.

Competing in the increasingly busy electrified-SUV segment, the H6 Hi4 goes head-to-head with options like the BYD Sealion 6, Jaecoo J7 PHEV and Chery Tiggo 8 Pro Plug-in Hybrid. With pricing set at R749 900 for this flagship variant (and a single-motor 2WD model available at R699 000), it aims to deliver high-end luxury features and sports-car-rivalling straight-line performance without the traditional fuel consumption penalty.

Compare their specs: Haval H6 vs BYD Sealion 6 vs Omoda C7

How the Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV fares in terms of…

Design & Packaging

Sporting a neat but generically inoffensive design, the H6 Hi-4 boasts black 19-inch alloy wheels and a high-gloss exterior trim kit.

Jump inside and you’ll find a cabin that’s lavishly equipped but not quite finished at the ostentatious level of some competitors like the Omoda C7. Instead, the H6 presents a clean, ultra-modern visual layout. High-resolution dual digital screens dominate the dashboard, complemented by premium materials, heated and ventilated seats, a heated steering wheel, and a high-definition 360-degree camera system.

Opinion: Is the Haval H6 the best midsize family SUV for your money?

However, this digitised approach brings a steep learning curve. Adjusting basic functions – such as switching climate settings, adjusting power delivery modes, or fine-tuning vehicle settings – requires navigating layers of sub-menus, which is distracting while driving.

In terms of practicality, because the hybrid components and rear electric motor occupy space beneath the luggage floor, a traditional spare wheel is omitted. However, run-flat tyres are fitted as standard equipment to HEV and PHEV variants to mitigate puncture concerns on local roads.

Performance & Efficiency

At the heart of the H6 Hi4 is the usual 1.5-litre turbocharged 4-cylinder petrol engine paired with two electric motors, one per axle. Combined, this setup develops an impressive 268 kW and 760 Nm of torque.

In dynamic testing, standing start acceleration is rapid but perhaps not as brisk as the outputs would suggest. With launch control engaged, we recorded 7.10 seconds to go from 0-100 kph. More impressive than 0-100 kph launches is in-gear acceleration, which is instantaneous and makes highway overtaking effortless.

The powertrain utilises a 19.1 kWh battery pack, which is par for the course in this segment. While GWM claims a wildly optimistic 1.1 litres/100 km, real-world driving with mixed battery charge levels yields around 6.0 L/100 km. This is still impressive.

Even when battery energy drops to lower thresholds, the system maintains a hybrid reserve, ensuring peak power is always accessible. Charging via a public DC fast charger sees peak intake rates at around 29 kW to 35 kW, allowing a 10% to 80% top-up in roughly 30 minutes, while a standard AC home wallbox completes the job in about 3 hours.

Ride, Handling & Comfort

On the move, the flagship H6 feels like a notable step forward from previous generations, offering a firmer, sportier setup that inspires confidence through corners. The smart all-wheel-drive system provides exceptional traction on low-grip surfaces such as wet roads, mud, or unpaved gravel tracks, transferring power between axles with zero wheel spin.

The ride quality is generally controlled and composed, but the suspension does seek out sharper road ruts and surface imperfections. The run-flat tyres could be the culprit.

Wind whistle around the exterior mirrors is also noticeable at national highway speeds. Additionally, the Advanced Driver Assistance Systems (ADAS) can be overly sensitive, generating frequent and annoying auditory warnings.

Price & After-sales support

All Haval H6 models are backed by a comprehensive 7-year/200 000 km vehicle warranty, an 8-year/150 000 km battery and hybrid component warranty, and a 7-year/75 000 km service plan.

Haval H6 2.0T Luxury 2WD 9DCTR495 500
Haval H6 2.0T Super Luxury 2WD 9DCTR542 500
Haval H6 2.0T Luxury 4WD 9DCTR574 500
Haval H6 2.0T Ultra Luxury 4WD 9DCTR614 500
Haval H6 1.5T DHT Luxury 2WD HybridR641 500
Haval H6 1.5 DHT Ultra Luxury 2WD HybridR686 500
Haval H6 1.5 DHT Ultra Luxury 2WD PHEVR699 900
Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEVR749 900
All pricing correct in August 2026.

Verdict

The Haval H6 Hi4 is a highly capable, feature-packed family SUV that manages to combine explosive on-the-go performance with respectable real-world fuel economy. Its intelligent all-wheel-drive system gives it a distinct advantage over many two-wheel-drive PHEV rivals, while the overall luxury package represents strong value at the price point.

If you can overlook the distraction-heavy touchscreen user interface and sensitive active driver aids, the H6 Hi4 stands out as a compelling, high-tech package in the family crossover segment.

Watch: Haval H6 GT PHEV (2025) Launch Review

Frequently Asked Questions (FAQ)

Q: What powertrain and output figures does the Haval H6 Hi4 PHEV feature?

A: The H6 Hi4 pairs a 1.5-litre turbocharged 4-cylinder petrol engine with dual electric motors to produce a combined system output of 268 kW and 760 Nm of torque, driving all four wheels.

Q: What type of spare wheel is included with the Haval H6 PHEV variants?

A: A traditional spare wheel is omitted to accommodate the hybrid battery pack underneath the luggage floor; instead, HEV and PHEV variants are fitted with run-flat tyres as standard.

Q: What is the retail price of the flagship Haval H6 1.5 DHT Ultra Luxury Hi-4 4WD PHEV in South Africa?

A: The flagship Hi4 4WD PHEV is priced at R749 900 (pricing correct as of August 2026).

Lepas L6 EV under consideration for South Africa

The Lepas L6 EV is under consideration for a South African market launch. Here’s what we know so far about this battery-electric family SUV.

The Lepas L6 EV could be hitting South African showrooms before the end of the year, offering customers an electrified derivative of the newly-launched L6 family SUV.

Lepas L6 EV side

Measuring 4 570 mm long, 1 852 mm wide, 1 683 mm tall and with a wheelbase of 2 700 mm, the Lepas L6 EV should offer adequate space. We understand the Lepas L6 EV will be offered with a 65 kWh lithium iron phosphate battery, giving it a claimed range of up to 510 km based on the NEDC cycle. This claim comes from Lepas Thailand, while Lepas Australia says 450 km.

Lepas L6 EV rear

The powertrain is a single electric motor driving the front wheels. It makes 160 kW and 275 Nm, and Lepas claims a 0-100 kph time of 7.9 seconds. The battery supports 120 kW DC charging, and Lepas reckons a 30-80% top up can be completed in 20 minutes. For those requiring the benefit of vehicle-to-load (V2L) external power supply, the L6 EV provides 3.3 kW.

Final specification and features have yet to be confirmed, but based on the Australian and Thailand markets, the vehicle gets a portrait-orientated infotainment screen, imitation leather upholstery, panoramic sunroof, 18-speaker audio system from Sony, 50W wireless charging, ambient lighting, ventilated seats as well as ADAS features in the form of adaptive cruise control, lane-keep assist and forward collision warning.

Lepas L6 EV interior

What is the price of the Lepas L6 EV in SA?

At the time of writing, no pricing for this vehicle is available, but based on its specifications and electric powertrain, we estimate the Lepas L6 EV will retail between R550 000 and R650 000.

Want to buy a new or used Lepas? Browse vehicles for sale

Read the latest Lepas news and reviews

Frequently Asked Questions

What is the Lepas L6 Electric SUV?

The Lepas L6 EV (marketed internationally as the Fulwin T7 BEV in China) is a fully electric compact crossover SUV built by Chery under its export-oriented Lepas brand. It features “Leopard Aesthetics” styling, a high-tech cabin, and is built on Chery’s T1X modular vehicle platform.

What powertrain and performance figures does the electric Lepas L6 deliver?

The fully electric Lepas L6 is equipped with a permanent magnet synchronous electric motor producing 160 kW (218 hp) of power. It utilizes a 67.08 kWh Lithium Iron Phosphate (LFP) battery pack provided by Gotion High-Tech.

What is the driving range of the electric Lepas L6?

The Lepas L6 BEV achieves an estimated electric driving range of approximately 400 km to 500 km on a single full charge depending on testing standards (WLTP vs CLTC) and local driving conditions.

What interior and technology features are standard on the Lepas L6?

Standard features inside the cabin include a 13.2-inch HD touchscreen infotainment system with wireless Apple CarPlay and Android Auto, a 540-degree HD surround-view camera system, a 50W wireless smartphone charging pad, faux-leather upholstery, a panoramic glass sunroof, and a powered tailgate.

What warranty and service coverage does Lepas offer?

Lepas models come backed by a 5-year/150 000 km manufacturer vehicle warranty, a 5-year/75 000 km service plan, and dedicated multi-year high-voltage battery warranty coverage for electric and hybrid variants.