The Isuzu D-Max update – here’s what really matters
Isuzu’s D-Max update brings more options for adventure 4×4 drivers, but the core tech lags behind what’s available in the Australian market.
Any Isuzu D-Max update is big news for South African bakkie buyers. As one of the country’s most established bakkie brands, Isuzu’s model range has real legacy and impact in the local market. Just consider all the component sourcing, cost, and after-sales service support benefits that come with owning a locally built bakkie.
Toyota’s new Hilux will continue to dominate the South African bakkie market, but an updated D-Max is important. Why? Because to many buyers, alongside the Ford Ranger, it’s their preferred alternative. Yes, Chinese bakkies are gaining momentum and favour, but Isuzu remains a popular choice.
For bakkie buyers who don’t want to deal with the insurance and theft risk issues of owning the market-leading Hilux, the D-Max is the answer. But what changes has Isuzu made with the new range? And what is missing in this update before the much-anticipated all-new D-Max platform comes to market in late 2027?
Isuzu’s bakkie reputation is built on durability and diesel engines. Not sophistication. Isuzu is the world’s largest manufacturer of automotive diesel engines. And that scale means that Isuzu bakkies are renowned for their powertrain quality.
Bigger screens
Better screen graphics, but with physical buttons and tabs. Isuzu gets it right.
In a modern bakkie market, durability still matters, but in-car tech matters a lot, too. Bakkie buyers want all the connectivity that a modern infotainment system provides, without the annoyance of silly haptic controls. Or too many functions layered in screen sub-menus.
One of the D-Max’s best features is that it has retained many physical controls for the HVAC and infotainment. That means you still have that row of tabs that are easy to reach and control when driving on a corrugated dirt road.
The D-Max has durable engines but none make class-leading power or torque.
Isuzu hasn’t made any changes to the engines or drivetrains with the D-Max update. Will that be a disappointment to many Isuzu followers?
There’s a 2.2-litre turbodiesel available in other markets, but this engine won’t be available in local Isuzus until the new D-Max platform arrives in 2027.
Why has Isuzu decided to carry over its engine range when a new Hilux is entering the market and a flood of impressive Chinese bakkies is on the way? Well, because carry-over engines are reliable and proven. And it’s exactly what Toyota has done with the dominant Hilux. So you can’t really question the Isuzu South Africa product planning people for their decision.
Timing chains – no belts
Chain-driven engine timing is a durability hedge with Isuzu engines.
The 1.9- and 3.0-litre four-cylinder turbodiesel engines continue to be graded against the latest turbodiesel rivals and their outputs are average. But these engines retain the famed Isuzu diesel durability, which is worth a lot to many South African bakkie buyers. Importantly, all Isuzu diesel engines use chain-driven timing rather than timing belts.
For bakkie buyers who value long-term engine durability and worry about catastrophic engine failure and damage with a failed or snapped timing belt, it’s a big deal.
Unlike the Amarok or Ranger, you can’t use the D-Max’s 4×4 system on a wet tar road.
Like the engines, all gearboxes and transmissions for Isuzu’s latest bakkie have been carried over, too. That means you still only have 6 forward speeds. That is similar to a new Hilux, but it offers fewer gears than most rivals like the Amarok/Ranger (10) and most Chinese double cabs, which have 8-speed transmissions.
Disappointingly, the Isuzu 8-speed automatic transmission already available in several other global bakkie markets isn’t part of the local D-Max update. This is a big issue because most double cabs are ordered with automatic transmissions.
Fewer gears mean worse fuel consumption and possible acceleration lag when you need that rapid gear kickdown, accelerating up a steep gradient or to pass slower trucks on the highway.
The updated D-Max and new Hilux lack an all-wheel-drive option on the high-trim 4×4 versions. That means you can’t use a 4×4 D-Max in all-wheel drive on a sealed surface, or on a slipway when you are launching or retrieving watercraft.
With the Amarok, Ranger, Tasman, and several Chinese double-cab bakkies now offering all-wheel drive, it could be an issue to have a 4×4 bakkie with only a 50:50 lockup transfer case option. Why? Because on these bakkies, all-wheel drive can’t be used as a traction and safety aid at high speeds on dirt roads. And they absolutely can’t be used on steep, wet tar roads or slipways in 4×4, which is exactly where a double cab with all-wheel drive is so valuable.
New D-Max 4x4s
The D-Max’s dirt-road ride quality is legendary but the drivetrain technology is ageing.
An interesting detail in Isuzu’s updated bakkie range is the addition of more extended-cab versions. For a long time, these bakkies were an afterthought in the local market. Now, several brands are making an effort to market them more effectively.
Isuzu has added 2 4×4 derivatives to its extended-cab range because they make a lot of sense to adventure and business buyers. The load bed on a double-cab bakkie is short. That makes it a lot less useful than you’d think.
Extended cabs are having a moment
The better platform for adding an overlanding canopy for serious 4×4 driving.
For overlanders and 4×4 adventure drivers – an important segment of the local bakkie market – a short double cab load bed has many limitations.
An extended cab has better load rating and load volume than a double cab. That matters when buyers need to fit an aluminium canopy with a drawer system and carry their own supplies for a month-long tour of Botswana or Namibia.
Another benefit of extended-cab bakkies over both single- and double-cab bakkies is the storage area behind the seats. Bakkies have no safe in-cab storage. In an extended-cab bakkie, you can manage the risk better by utilising lockable storage boxes behind the seats, creating an excellent in-cabin storage solution without sacrificing any space in the load bed.
Double cab bakkies are popular as family vehicles. But it’s very difficult for business owners to make a VAT vehicle tax claim for them. With an extended cab, that’s not an issue, which does increase its appeal as an ownership proposition.
How did Ferrari get its first-ever EV, the Luce, so wrong? Or is Ferrari right and we are wrong? Or maybe two wrongs make a right? What’s the question again?
My first response upon seeing the new Ferrari Luce was not one of disgust. In fact, I barely raised an eyebrow. Viewing that first gallery on my Instagram feed over breakfast, I thought it was just more AI slop and not worthy of any emotional investment. But then there was another post. And then a reel. And then another. I started to wonder … surely this could not be real?
A few minutes later, the authenticity of the posts confirmed, I was immersed in the Internet’s response to Ferrari’s first-ever EV. Between gulps of coffee, I could not help but giggle, until my 14-year old daughter, who has grown up with cars, because she has grown up with me, asked me why. I showed her a picture of the Luce and told her it was the new Ferrari. She giggled, too (not at the picture, but at me, thinking I was joking), then shrugged and said, “But that’s not a Ferrari!”
That kind of response really sums up the situation. Whether we are passionate petrolheads or merely “alive”, we all know what Ferrari represents, and the Luce, quite evidently, is not that.
Ferrari’s share price slumped in the days following the Luce’s reveal, rival brands are mocking the Prancing Horse (even Kitkat and Toblerone joined in), and passionate Ferraristi are up in arms. Perhaps most concerning (for Ferrari) will be the thinly veiled criticism levelled at the Luce by its highly respected former chairman, Luca di Montezemolo. He said; “If I were to say what I really think, it would be unpleasant. I hope someone removes the Prancing Horse from that car. We risk destroying a legend. At least the Chinese won’t copy it!”
Ouch!
Why does the Ferrari Luce exist?
In the days following the Luce’s reveal, I went down many rabbit holes. Design is something that has always fascinated me. Growing up, I had real hopes of becoming a car designer, writing to the likes of Bertone and Pininfarina to gather more information. Though I did not end up designing cars, I am passionate about the subject and have invested considerable time trying to understand it. Perhaps more importantly, in my eventual career as a motoring journalist, I have met and interviewed many of the world’s top designers during the past quarter of a century or so.
My personal view is the surfacing of the car is too simple, resulting in a lack of visual “tension”. In fact, the design surfacing is so soft and almost pillowy, that it ends up looking more like a Duplo toy car than an exotic supercar. And then there is the shape of the thing… What is it exactly, a sedan on stilts? Somehow, even with massive 23-inch wheels at the front and 24s at the rear, it still looks curiously undertyred.
The Luce also eschews the traditional cab-rearward look of Ferraris, even the Purosangue, in favour of a type of cab-forward, monobox silhouette that is generic. And then, to make matters worse, where Ferrari has added traditional design elements (such as the round rear lights), it was executed quite poorly, like an afterthought. From the rear, it looks like a 360 Modena has been covered in the unfinished clay styling buck of a much bigger car!
Reviewing a car’s design is very much like evaluating art: extremely subjective. In the case of the Luce, however, the condemnation has been near universal. Some commentators have suggested that the Luce design is polarising, which would imply there exists a similarly large support base. This does not appear to be the case; not to me, anyway.
It would seem that much of the furore around the existence of the Luce is ignited by the fact that it is Ferrari’s first-ever EV, as if electric vehicles have to be unattractive by definition. Or, that supercars can simply not be EVs. You don’t have to look very far (mostly to China) to realise that neither of those points of view is correct. BYD’s Yangwang U9, penned by Wolfgang Egger (previously from Alfa Romeo and Audi, where he also oversaw Lamborghini) has a typical (some may say attractive) hypercar design and is also faster than the Ferrari Luce, while also being a 4-motor EV. Egger previously designed the Alfa Romeo 8C Competizione, one of the world’s most beautiful cars, of all time. That little detail is important to remember when you consider the automotive track record of the team behind the new Luce.
For the price, the Luce is simply not quick enough…
If you equate Ferraris with being the fastest, then the Luce also does not quite hit the target. Not only is the Yangwang faster to 100 kph, but so is the Tesla Model S Plaid. The Porsche Taycan Turbo S is in the same ballpark. And all three of those cars are significantly more affordable. Yes, the Luce has a higher top-end than the Porsche, but how often will you be able to reach that?
And, here’s a major issue: The Luce costs more than double the price of a Yangwang U9, nearly 3 times as much as a Taycan Turbo S, and about 6 times as much as a Tesla Model S Plaid (admittedly, not long for this world). So, if Ferrari supremacy to you means performance, then the Luce misses the mark, particularly at the price.
And yes, price is a particularly important factor here. The Luce will sell from around €550 000, but base pricing in the world of Ferrari means preciously little. We expect optioned vehicles to land in South Africa from around R15.0 million. Even for a Ferrari, that is a lot, and quite similar to the Purosangue, which suddenly seems quite a conventional Ferrari with its V12 engine (even though it caused quite a ruckus itself when it was launched, being the first-ever Ferrari SUV).
So the Luce is not the fastest EV, nor does it offer the best range in the world of performance EVs (around 530 km). Quite clearly, it is also not the prettiest.
Does the Luce exist to guarantee the future of V8s and V12s?
If anything, the introduction of the Luce appears to be a very calculated move taking into account a number of potential market scenarios. Firstly, regulatory pressure is a real and ever-tightening threat. Global emissions mandates, particularly in Europe and China, heavily penalise manufacturers that do not lower their fleet-wide CO2 averages. The situation could become even more dire and, if a car company is not technologically prepared, it may well not be able to respond in time.
By launching an exotic 122 kWh fully electric vehicle, Ferrari creates “carbon credit” headroom. Every Luce sold offsets the emissions of the high-margin, track-focused V8s, V12s, and hybrids in its line-up. As long as this works, Ferrari can continue developing and selling the cars we all associate with the Prancing Horse brand. I can get behind this approach.
Another reason offered is that the Luce is explicitly aimed at a different demographic. Ferrari has stated that the Luce is designed to draw in buyers who would not necessarily buy a traditional Ferrari. Think wealthy, tech-forward purchasers (particularly in Asia) who demand zero emissions and absolute daily usability (hence the 5-seat layout), but still want extreme luxury and prestige. Manufacturing cars is a business, after all, and I can appreciate that extending your portfolio of customers beyond those wanting a weekend car is attractive. But we are, in my view, starting to tread on thin ice here already…
That said, the above are 2 facts of life that I can live with, even though it is clear that Ferrari is admitting in the process that it can’t match its much more affordable rivals in terms of performance, so instead has focused almost wholeheartedly on offering exclusivity, largely the result of the heady price and, um, “special” appearance.
What I can not accept, however, is that the Luce is just a horrible piece of (exterior) design that is alien to everything that this storied brand represents.
In the absence of Pininfarina
Ferrari first entered into a collaboration with famed Italian design house Pininfarina in 1951. Some of the world’s most celebrated automotive designs resulted from the partnership, including the original 250 Lusso, Daytona, 308 GTB, Testarossa, F40 and many more. The relationship started coming to an end in 2011 with the announcement of Ferrari’s in-house design studio. In 2015, Pininfarina was sold to Mahindra…
At the helm of Centro Stile Ferrari was (and is) Flavio Manzoni, who said, “The presence of the design centre in the factory is really important because there are meetings every day with engineers, aerodynamicists and economists to converge, step by step, on the best shape possible.”
That’s all good and well, but I fear in the instance of the Luce, the economists and, perhaps, the aerodynamicists, have had too much say. More than that, I think the risky nature of the project may have opened up Ferrari to some “foreign” influence.
Enter LoveFrom
LoveFrom is an independent, highly exclusive creative collective founded in 2019 by Sir Jony Ive, the legendary former Chief Design Officer of Apple, alongside his longtime collaborator and renowned industrial designer, Marc Newson.
Composed of a tight-knit, multi-disciplinary group of designers, the firm operates with a cloaked, minimalist mystique. It collaborates, very selectively, with some of the world’s most prestigious brands, including Moncler, King Charles III and, now, Ferrari. For those who don’t know, Ive was responsible for such products as the 2001 iPod, 2007 iPhone as well as the 2014 Apple Watch. The man clearly knows a thing or two about consumer product design. Newson, too, has designed some very desirable products, and has tried his hand at automotive styling before (Ford 021C). He also designed the achingly pretty Aquariva motorboat from 2010.
But LoveFrom is very, very thin on automotive design experience. So, why then, after going through all the trouble of divorcing yourself from the legendary Pininfarina and starting your own design house, would a brand such as Ferrari feel compelled to make use of LoveFrom’s services?
Well, you should know that Ive spearheaded Apple’s ultimately stillborn “Project Titan”, which would have delivered the American tech giant’s first car. While the Apple car was never shown, it is believed that a largely “monobox” design, a cavernous glass-house canopy and a radical interior influenced by the company’s other devices would have been trademark design cues. When I look at the Luce, it does not feel a massive stretch to consider it an Apple car rather than a Ferrari.
The loudest voice in the room
I have never met Ive or Newson from LoveFrom. From what I’ve read, Ive is actually quite reserved and polite, while Newson is reportedly a bit more boisterous, but widely respected. I can imagine, however, that they are both very convincing in a boardroom situation. They also have a lot of “unfinished business” from the Project Titan days.
In a situation where radical change is the request, and you are a storied, legendary brand, I do believe that a proposal by the likes of Ive/Newson would have been incredibly hard to ignore by the Ferrari decision makers. In fact, it reminds me a little of the situation at BMW back in the ‘90s and early 2000s…
When Chris Bangle joined BMW in the early ‘90s, the German brand’s cars were criticised for always evolving very carefully, and having such conservative, “stoic” horizontal structure. One of my very first overseas car launches was to cover the reveal of the infamous BMW 7 Series E65, the so-called “Dame Edna”. I had seen images of it prior to the night of the big uncovering and was convinced it was appalling.
And yet, as Chris Bangle walked me around the car and explained every line, I felt convinced that he was 100% correct, albeit only for a while. Bangle was a fantastic, convincing talker, a Methodist minister who could, indeed, preach! Back then, co-workers and readers of CAR magazine asked me how BMW could let a car like the E65 become a reality. The truth is that, when accomplished oration, ego and undeniable expertise combine, it can become a very difficult force to resist.
If I look at the Ferrari management right now, seemingly devoid of an equally strong opposing ego (such as former chairman, Luca di Montezemolo) and defined more by cold objectivity than passion, I can understand LoveFrom’s “proposal” getting the nod. On paper, it makes sense. The ingredients are there.
Except for one critical thing: desirability.
Now, don’t get me wrong; it’s not all bad news. I like the interior of the Luce. It is where LoveFrom’s expertise shines. I wouldn’t mind the Luce’s interior influencing all modern-day and forthcoming Ferraris. It’s that attractive. The way it takes iconic Ferrari design traits and makes them function in a modern way is truly impressive.
The absence of desirability…
But when it comes to a Ferrari, desirability must also be present on the outside. It’s a non-negotiable.
Leonardo Fioravanti, the designer behind the Daytona, 308 and F40, once said: “A Ferrari must be both art and science, otherwise it is just another fast car.”
I’ll take it a step further. Whether you are an old Italian man, an American influencer, or a 14-year old South African teenager commenting over breakfast, a Ferrari means something very specific, and it is pretty much the same thing to everyone. Very few other brands have this singular brand identity. A Ferrari is not a car. A Ferrari is desire. It is inspiration. It is what we dream about rewarding ourselves with for an incredible achievement. Ferrari is mythical. And much of that is grounded in what a Ferrari looks like.
Yes, beauty may be in the eye of the beholder, but desirability is not something you only observe. It is not merely about aesthetics. It is how those aesthetics make you feel.
And the Luce, I’m sad to say, just makes people feel … meh.
Mitsubishi Triton Bi-Turbo (2026) Price & Specs
Wondering what the new 150 kW Mitsubishi Triton Bi-Turbo costs in South Africa? Well, we can confirm local pricing for the flagship version of the Japanese bakkie…
150 kW version of Triton finally arrives in Mzansi
Commands R100k premium over 135 kW Athlete
New flagship scores a full suite of ADAS features
The Mitsubishi Triton Bi-Turbo has finally arrived in South Africa, slotting in at the very summit of the Japanese brand’s local bakkie range. And Cars.co.za can confirm pricing for this fresh 150 kW derivative.
As a reminder, the 6th-generation Triton was revealed in Thailand in July 2023, before arriving in South Africa in November 2024. At launch in Mzansi, all variants employed a single-turbo 2.4-litre diesel engine, which offered 81 kW/200 Nm in GL guise and 135 kW/430 Nm in all other derivatives.
Now, the bi-turbo version of this 2.4-litre 4-pot has finally made local landfall, offered exclusively in top-spec double-cab trim. This so-called “Super High Power” motor generates 150 kW and 470 Nm (the latter on tap between 1 500 and 2 750 rpm), peak outputs that are delivered to all 4 wheels via a 6-speed automatic transmission as standard. Braked towing capacity is 3 500 kg.
According to our information, the new Triton 2.4 DI-D Bi-Turbo Double Cab 6AT 4×4 is priced at R959 990, effectively commanding a R100 000 premium over the 2.4 DI-D Double Cab Athlete 6AT 4×4 (R859 990). It furthermore slots in some R70 000 above the Edition 46, which comes kitted out with extras like a nudge bar, a black canopy, a roof rack, a rubberised load bin and Dunlop AT3G tyres (265/65 R18).
Interestingly, while the SA-spec Triton Bi-Turbo doesn’t appear to officially wear the “Athlete” badge, it seems to share much of that derivative’s bold exterior styling. As such, the new flagship variant features items like a black styling bar and roof rails as standard.
Inside, the Triton Bi-Turbo gains Mitsubishi’s 360-degree camera system and also scores various advanced driver-assistance system (ADAS) features, from adaptive cruise control and blind-spot monitoring to rear cross-traffic alert, lane-departure warning, forward-collision warning (with pedestrian detection) and automatic high beams. It also features sections of orange trim on the seats.
Sales of the new Triton have been somewhat underwhelming in South Africa, with registrations of this bakkie dipping 11.2% year on year to just 500 units in 2025 (seeing it finish 14th on the list of Mzansi’s best-selling bakkies last year). Over the opening 4 months of 2026, Mitsubishi has sold a further 146 units of the Triton, which puts it in 15th spot, year to date.
What does the Mitsubishi Triton Bi-Turbo cost in SA?
DERIVATIVE
PRICE
Triton 2.4 DI-D GL Single Cab 5MT 4×2
R499 990
Triton 2.4 DI-D GL Single Cab 5MT 4×4
R559 990
Triton 2.4 DI-D GL Double Cab 5MT 4×4
R639 990
Triton 2.4 DI-D GLS Double Cab 6AT 4×2
R679 990
Triton 2.4 DI-D GLS Double Cab 6MT 4×4
R739 990
Triton 2.4 DI-D GLS Double Cab 6AT 4×4
R759 990
Triton 2.4 DI-D Xtreme Double Cab 6AT 4×2
R769 990
Triton 2.4 DI-D Double Cab Athlete 6AT 4×2
R779 990
Triton 2.4 DI-D Xtreme Double Cab 6AT 4×4
R849 990
Triton 2.4 DI-D Double Cab Athlete 6AT 4×4
R859 990
Triton 2.4DI-D Edition 46 Double Cab 6AT 4×4
R889 990
Triton 2.4 DI-D Bi-Turbo Double Cab 6AT 4×4
R959 990
The prices above includes a 5-year/unlimited kilometre warranty and a 5-year/90 000 km service plan (with intervals of 10 000 km).
Q: What is the price of the new flagship Mitsubishi Triton Bi-Turbo in South Africa?
A: The range-topping Mitsubishi Triton 2.4 DI-D Bi-Turbo Double Cab 6AT 4×4 is priced at R959 990. This positions it at the very summit of the local lineup, commanding a R100 000 premium over the 135 kW Athlete 4×4 variant and R70 000 over the accessorised Edition 46.
Q: How does the Bi-Turbo’s “Super High Power” engine performance compare to the standard Triton models?
A: While standard Triton models utilise a single-turbo 2.4-litre diesel engine delivering either 81 kW/200 Nm or 135 kW/430 Nm, the new Bi-Turbo version features a “Super High Power” setup. It develops a potent 150 kW and 470 Nm of torque (available between 1 500 and 2 750 rpm), paired exclusively with a 6-speed automatic transmission and a 4×4 system.
Q: What extra features and safety technology does the Triton Bi-Turbo flagship include?
A: On top of sharing aggressive styling cues with the Athlete model (such as a black styling bar and roof rails), the Bi-Turbo gains a 360-degree camera system and unique orange seat trim accents. Crucially, it scores a full suite of advanced driver-assistance systems (ADAS), including adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, lane-departure warning and forward-collision warning with pedestrian detection.
The Toyota Hilux GR parts catalogue has been released, showcasing both cosmetic and functional upgrades for the 9th-generation model.
The 9th-generation Toyota Hilux will be hitting South African showrooms around June/July 2026 and while the lineup and derivatives are yet to be confirmed, Toyota Racing Development has released the Toyota Hilux GR parts catalogue.
Gazoo Racing is Toyota’s sporty arm and the goodies offer both cosmetic and functionality enhancements. Visually, you can switch out the standard grille for a gloss-black unit, add GR mud flaps in either black or red, there’s a dual-pipe stainless steel muffler and GR Sport side window deflectors.
From an engineering enhancement point of you, there’s a GR performance damper which Toyota Racing Development says will reduce driving noises and vibrations, thus improving ride comfort and handling stability. These performance dampers were developed by Yamaha.
As a reminder, the Toyota Hilux, which made its local debut way back in 1969 – has held the title of SA’s best-selling vehicle overall for more than 50 years. It’s also produced at Toyotas’ Prospecton facility in KwaZulu-Natal.
Changes from the 8th to the 9th-generation Hilux include new hydraulic engine mounts, shear-type cabin mounts, electric power steering and a substantially enhanced cabin, bringing it more up to date in terms of infotainment and ergonomics.
While we wait for official powertrain confirmation for our market, it appears the engines are carried over from the previous generation with the flagship 1GD-FTV motor making 150 kW and 500 Nm.
What are the major changes for the 9th-generation Hilux?
The 9th-generation model introduces a bold “Cyber-Sumo” front fascia with a prominent hexagonal grille and sharper LED headlamps. Inside, it receives a major technology upgrade inspired by the Land Cruiser Prado, featuring a dual-display cockpit with 12.3-inch screens on high-spec variants. Mechanically, it debuts Electric Power Steering (EPS) and retuned suspension bushes for significantly improved ride comfort and lighter, more car-like handling.
What engine options power the new Toyota Hilux?
The cornerstone of the local range remains the proven 2.8-litre GD-6 turbodiesel engine, delivering 150 kW and 500 Nm (paired with a 6-speed automatic) or 420 Nm (paired with a 6-speed manual). For the 9th-generation launch, upper-tier automatic models come standard with 48V mild-hybrid (MHEV) technology to improve stop/start smoothness and low-speed throttle response.
Will there be an all-electric or hydrogen Toyota Hilux in South Africa?
Toyota has globally revealed an all-electric (BEV) dual-motor Hilux powertrain featuring a 59 kWh battery, as well as a planned Hydrogen Fuel Cell (FCEV) variant scheduled globally for 2028. However, official South African launch timelines and local availability for these alternative zero-emission powertrains are yet to be confirmed.
What is the towing and payload capacity of the 9th-generation Hilux?
The 9th-generation Hilux retains its core utilitarian capabilities, offering a class-competitive braked towing capacity of up to 3,500 kg on 4×4 models and a maximum payload capacity of approximately one tonne depending on the body configuration and trim.
Toyota Land Cruiser FJ (2026) Launch Review
The Toyota Land Cruiser family has gained a new member in the form of the compact FJ. We take it for a quick off-road jaunt!
What is it?
To say this Toyota Land Cruiser FJ is a successor to the retro-styled FJ Cruiser would be doing it a disservice, as the family tree doesn’t quite branch that way. With origins tracing back to the original Cruiser from 1951, Toyota’s framing the LC FJ as a descendant of the current-shape Prado.
The Toyota Land Cruiser brand is immense, with over 12.4 million sales across more than 190 countries. Interestingly, South Africa is in the top 10 markets for the Land Cruiser brand. Expectations of the new Land Cruiser FJ are immense, both locally and globally.
Under the skin is an enhanced version of the Toyota IMV platform, adopting portions from both the Fortuner and Hilux. It has a relatively short wheelbase of 2 580 mm for easier off-roading. Visually, its a curious design and there’s nothing quite like it on the road. It’s very box-like and radically different to the previous FJ.
There are two derivatives offered, GX and VX, and customers have a choice of 5 colours. The Calcite Blue is pictured, and I think that and the Oxide Bronze are the standout tones. VX adds larger wheels, leather trim, ADAS tech, dual-zone climate control and other niceties.
There’s one powertrain offered for now, with a diesel option highly likely in the future. The 2.7-litre naturally-aspirated petrol offers up 122 kW and 245 Nm, and is paired to a 6-speed automatic transmission. Fuel consumption is claimed at 10.7 L/100 km. It’s interesting to note this powertrain is also available in the Prado as a commercial spec in some markets!
It wouldn’t be a Land Cruiser unless there’s genuine off-road capabilities. This model fits the bill, with both high-range and low-range gearboxes, 245 mm of ground clearance and 29/38 degrees of respective approach and departure angles. There’s also a lockable rear differential.
If you’re serious about living that Land Cruiser life, Toyota has made a number of accessories available, such as a snorkel, skid plate, roof rack and so on. You can also upgrade to a larger and improved infotainment system for R12 000. Due to production timings, the SA-spec FJs were signed off before this better infotainment system was available, so if you’re not satisfied with the standard unit, you have some recourse.
What’s it like to drive?
Our driving route took us from Cape Town’s City Bowl onto the national highways and out towards the Malmesbury/Riebeek-Kasteel region. Initial concerns around the vehicle’s performance proved unfounded. The 2.7-litre petrol engine is relatively free-revving, despite our test unit having only a few hundred kilometres on the odo.
The 6-speed ‘box shifted cogs in a fuss-free manner, showing some hesitation only on freeway overtakes. The engine is adequate, but it’s worth noting that the claimed fuel consumption is ambitious. At the national speed limit, the rev counter is sitting around the 2 500 rpm figure, which helps maintain low levels of noise and vibration, but consumption doesn’t benefit too much.
Granted, we weren’t shy with the throttle and didn’t get to our destination with economy in mind, but some may find 13.5 L/100 km a tad alarming. Drive with a degree of restraint and, once the engine is run in, under 12.0 L/100 km may be possible. Consider the aerodynamics of the vehicle – it is box-like, after all.
This then begs the question: why isn’t there a diesel engine? Toyota SA confirmed it’s considering an oil-burner option. While we anticipate the 0-100 kph performance will be similar, the in-gear overtaking capability and overall range will be better. Is the 2.7-litre engine a dealbreaker? Not at all, and there are few positive takeaways here. This engine is tried-and-tested in South Africa, and mechanically, should be easy and cost-effective to maintain and repair.
The driving position is best described as commanding. You sit high up and have excellent outward visibility. We did have reservations about a potential blind spot around the C-pillar and, while it exists, we’re grateful for blind-spot monitoring!
Granted, the FJ can feel top heavy, but it’s not bad given the vehicle’s height. Photographs don’t do the FJ justice, by the way. It’s a lot bigger in the metal and comparisons between this and the Jimny are unfounded, as Suzuki’s plucky off-roader is dwarfed by the FJ.
Ride quality and refinement are acceptable on road, but expect the usual culprits like a jiggly ride on poorer-quality surfaces.
Where the Land Cruiser FJ shines is when the tar ends, and this off-roader offers a refreshingly uncomplicated experience. Fitted with all-terrain tyres as standard, it’s going to take some special carelessness to get this thing stuck.
There are no off-road modes. Simply engage high range or low range depending on the terrain, and off you go. The steering setup is light and quick; we suspect the turning circle of the FJ is far tighter than most vehicles in this class. We’ll give this vehicle a thorough and comprehensive 4×4 test in the near future, but as far as first impressions go, this is a Cruiser through and through.
How much does the new Land Cruiser FJ cost in South Africa?
Land Cruiser FJ GX
R714 000
Land Cruiser FJ VX
R761 400
The vehicle is sold with a 9-service/90 000 km service plan with intervals every 10 000 km, as well as a 3-year/100 000 km warranty. Service and warranty extensions are available through Toyota’s national dealer network. All new Toyota vehicles are equipped with connectivity hardware, enabling in-car Wi-Fi (including a complimentary 25Gb allocation) and a suite of Toyota Connect services.
Summary
The Toyota Land Cruiser FJ is a uniquely-styled compact SUV, but unlike the current crop of competitors, can actually venture far beyond the comforts of the metropolitan areas. There’s something refreshingly mechanical and uncomplicated about this vehicle. Sure, the exterior design team injected their youthfulness into the aesthetics, but at its core, it’s Land Cruiser through and through.
Given its appeal and positioning as an entry point to the Land Cruiser hierarchy, it should come as no surprise that demand comfortably outstrips supply and the Toyota Thailand factory will be churning them out as fast as realistically possible.
How much does the Toyota Land Cruiser FJ cost in South Africa?
As of May 2026, the Toyota Land Cruiser FJ is available in two specification grades: the entry-level GX costs R714 000 and the flagship VX costs R761 400.
What engine powers the Land Cruiser FJ in SA?
The Land Cruiser FJ is powered by a 2.7-litre naturally aspirated four-cylinder petrol engine (2TR-FE) that produces 122kW of power and 245Nm of torque.
Is the Toyota Land Cruiser FJ an automatic 4×4?
Yes. Both the GX and VX derivatives come standard with a 6-speed Super ECT automatic transmission paired with a part-time four-wheel-drive system, a low-range transfer case, and a rear differential lock.
What platform is the Land Cruiser FJ built on?
The Land Cruiser FJ utilizes a rugged, body-on-frame setup built on a modified version of Toyota’s IMV platform, which it shares with the Hilux and Fortuner.
What warranty and service plan is included with the Land Cruiser FJ?
The vehicle is sold with a standard 3-year/100 000 km warranty and an extensive 9-service/90 000 km service plan.
Record fuel prices: Are South Africans getting what they pay for?
Record fuel price increases are making South Africans rethink their vehicle choices and driving behaviour. What exactly are we paying so much for?
Fuel rewards data is one of the best indicators of how urban South Africans are driving. In April, one of the country’s biggest fuel rewards programs showed a nearly 30% reduction in fuel purchases. That’s not because South Africans have, by some miracle, converted en masse to PHEVs and EVs… It’s all about the fuel price.
This has made us wonder – are South Africans really getting what they are paying for when it comes to fuel? Are fuel prices carrying legacy levies and costs that no longer apply? Are these making fuel more expensive than it needs to be? And why is South Africa importing so much fuel when we were once capable of making nearly all our own petrol and diesel?
Why clean fuel matters
Modern diesel engines are super sensitive to sub-standard fuel.
Beyond the cost factor, what is the real near-term risk when talking about fuel in South Africa? Unless you are a petrochemical engineer, fuel purity is something most South African vehicle owners never really think about … but they should.
Modern engines require high-quality, low-contaminant fuel. And contaminants aren’t always what you think they are. Sure, diesel drivers know the difference between 500 and 50 ppm diesel, or ‘low sulphur’ diesel. But there’s more to fuel contamination than just particulate matter, which can destroy injectors.
Water is the other big risk. When the fuel production and supply chain system experiences temperature and condensation issues, moisture can form and contaminate fuel. Water, in any form, isn’t a lubricant. Engine fuel injectors operate at very high pressures. That makes them highly susceptible to moisture in the fuel, which acts as a cutting agent when it is pressurised through the fuel system and injection rail.
The blended diesel risk
It might look fine but impure diesel can be disastrous for your engine.
When fuel prices surge, especially the cost of diesel, the risk of blending becomes a real concern for South African transport operators and private vehicle owners.
Blended fuel is diesel that has been volume-enhanced (or ‘adulterated’) with kerosene. Fuel syndicates create these blends to offer lower-priced fuel to desperate buyers. Syndicates also keep most of the fuel-tax difference. How? Well, blended diesel is sold illegally.
Like high-sulphur diesel or diesel that’s been poorly transported, bunkered, and transferred (gaining dust particles and moisture), blended diesel is destructive to injectors. While there’s been a clampdown on these syndicates, some slips through the system and manage to distribute and sell blended diesel.
The risk of filling up with blended diesel can be avoided by visiting recognised forecourts and established retailers. While that can be a challenge when you’re road tripping in a diesel double cab or SUV into rural areas, smart planning by refuelling in bigger towns before turning off onto dirt tracks can avoid derailing your adventure.
High-pressure injection systems, like on this V8, require the cleanest fuel possible.
Ironically, a solid proportion of South African fuel has improved in quality over the last few years… The reason is less positive – the local fuel-refining industry has collapsed.
South Africa now imports most of its petrol and diesel as fully refined products from some of the world’s best and most sophisticated refineries in the Middle East. That means a lot less of the petrol and diesel you buy is made by local refineries, some of which date back to the 1960s…
The collapse of South African refining is largely due to low-sulphur fuel requirements. Sophisticated petrol and diesel engines have become standardised on new vehicles on sale in South Africa. That means high-pressure direct injection and exhaust gas recirculation (EGR) valves. On diesels, additional emissions control systems such as AdBlue and diesel particulate filters add to the clean fuel requirement.
All those emissions-control components and turbocharged powertrains require a much higher level of fuel purity. Yet, when engineers evaluated South Africa’s future powertrain pipeline in the late 2000s and early 2010s, investors in the fuel sector and government were unwilling to spend the money to produce future-spec Euro-compliant fuels.
More than half of South Africa’s refineries are no longer in commission.
Fuel price structures
It would be great to have fully domestic fuel production again, potentially saving on shipping costs. But it is unlikely. Why? Upgrading local petrochemical refineries to supply the clean fuels needed for South Africa’s current and future vehicle fleet is just too expensive.
Crucially, while we’ve gone from producing nearly all the fuel we need, to importing most of it, it would appear most of the fuel levies and taxes have remained unchanged. The various levies and taxes for locally made fuel made from imported oil, versus the costs applied to fully imported fuel, surely can’t be the same?
There are further unanswered questions, such as how the carbon fuel levy works and whether it is time to update it. South Africa does not tax engine size or specific emissions outputs, unlike many other countries. All South African drivers effectively pay the same carbon fuel levy per litre of fuel. That means the effective carbon fuel tax you pay on a 1.0-litre city car is the same as with a V8 performance car.
While we all ponder what will happen to the fuel price next month and the month after that, we should instead be asking whether the legacy taxes and levies are still relevant in 2026…
The facelifted Tata Tiago has been revealed and the Indian brand’s local distributor has confirmed plans to launch this refreshed hatchback in SA in 2027…
Refreshed Tiago unveiled in India
Due to arrive in Mzansi in H1 2027
Updates appear largely cosmetic
Meet the faceliftedTata Tiago. The refreshed version of the Mumbai-based brand’s budget hatchback has just been revealed in India, but we already know it’s planned to reach South Africa in the opening half of 2027.
Yes, Tata Motors Passenger Vehicles South Africa has confirmed to Cars.co.za that the facelifted Tiago is scheduled to launch in Mzansi in the “first half of next year [2027]”, adding that “more information about exact dates will be shared in due course”.
Note the lightbar connecting the taillamps.
It’s worth keeping in mind the Tiago has been around in India since 2016, making it a decade old. This model benefitted from a significant refresh in 2020, before being handed more subtle updates in early 2025 (ahead of its arrival in SA, when the brand returned in September last year). Therefore, in effect, this is the hatchback’s 2nd major facelift.
So, what do we know about the updated budget car? Well, the Tiago gains fresh front-end styling, including an updated headlamp design, a new (slimmer) grille and a thoroughly revised front bumper. Round back, the changes are perhaps even more significant, with the redesigned taillamps now connected by a lightbar. The rear-bumper design has been overhauled, too.
Latest version on top; current SA-spec version at the bottom.
Of course, the Indian automaker has also taken this opportunity to roll out fresh alloy-wheel designs and exterior paint colours for the Tiago. There are some design changes in the cabin as well, where a new free-standing instrument display replaces the previous, more traditional cluster. The centre console has been revised, too.
In India, the refreshed Tata Tiago retains the outgoing version’s powertrain options. As a reminder, in South Africa the Tiago comes with a naturally aspirated 1.2-litre, 3-cylinder petrol engine, which delivers 63 kW and 113 Nm to the front axle via either a 5-speed manual gearbox or an AMT with the same number of cogs.
The updated Tiago gains a freestanding instrument display.
The current Tiago serves as Tata’s entry-level model in in South Africa, with the local line-up comprising a trio of derivatives priced from R189 900 to R224 900. Based on the past couple of months (with Tata now reporting sales figures to Naamsa), it’s also the brand’s strongest seller here, with 426 units and 346 units registered in March 2026 and April 2026, respectively.
Frequently Asked Questions (FAQ)
Q: When is the facelifted Tata Tiago expected to launch in South Africa?
A: Tata Motors Passenger Vehicles South Africa has confirmed to Cars.co.za that the refreshed budget hatchback is scheduled to arrive in Mzansi during the first half of 2027, with precise launch dates to be shared closer to the time.
Q: What are the primary styling and exterior updates on the refreshed Tata Tiago?
A: The second major facelift for the Tiago introduces a redesigned front end featuring slimmer grille elements, updated headlamps and a revised front bumper. The rear features a modern lightbar that visually connects the newly styled taillamps, alongside an overhauled rear bumper, fresh alloy-wheel options and new exterior paint colours.
Q: Have there been any changes made to the interior or the mechanical powertrain?
A: In the cabin, the updated Tiago trades its conventional instrument cluster for a new free-standing digital display and features a revised centre console. Mechanically, the hatchback retains its current powertrain: a naturally aspirated 1.2-litre 3-cylinder petrol engine pushing out 63 kW and 113 Nm, mated to either a 5-speed manual transmission or a 5-speed automated manual transmission (AMT).
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 May 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 R393 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. All 4 derivatives in the local range come standard with a front-mounted electric motor, which delivers peak outputs of 70 kW and 160 Nm. While the E1 (R459 000) and E2 (R469 000) feature a 32.6 kWh battery pack, the E3 (R499 000) and E4 (R519 900) upgrade to a 43.9 kWh battery pack, offering added range.
Claimed range: 330 km (E1 and E2)/430 km (E3 and E4)
While all 3 models above are hatchbacks, the freshly launched Dongfeng 06 E1 – which wears the Vigo badge in many international markets – is a 4 510 mm long crossover. The Chinese brand offers 2 variants in South Africa, both of which feature a front-mounted electric motor offering 120 kW and 230 Nm. The E1 (R499 000) employs a 44.9 kWh battery pack, while the E3 (R579 900) upgrades to a 51.9 kWh item.
The new iCaur V23 – a boxy, retro-styled unibody crossover – grabs the final spot on the list of South Africa’s 5 most affordable EVs. The rear-driven base variant offers peak outputs of 100 kW and 180 Nm from a single electric motor. The V23 RWD employs a 59.93 kWh battery pack, while the pricier AWD derivative (available from R669 900, gaining a 2nd electric motor, and generating 155 kW and 292 Nm) upgrades to an 81.8 kWh item.
Claimed range: 360 km (RWD)/430 km (AWD)
Battery warranty: 8 years/160 000 km
iCaur listings coming soon to Cars.co.za
Frequently Asked Questions (FAQ) About South Africa’s Most Affordable EVs
Q: How has the entry-level price for electric vehicles changed in South Africa since 2023?
A: The shift has been dramatic. In 2023, the cheapest EV in Mzansi cost nearly R800 000. As of April 2026, thanks to a “price war” led by Chinese manufacturers, the barrier to entry has dropped by more than half, with the Geely E2 Aspire now leading the market at just R339 900.
Q: What are the differences between the two most affordable models, the Geely E2 and the BYD Dolphin Surf?
A: While only R2 000 separates them in price, they offer different setups. The Geely E2 (R339 900) is a larger hatchback (4 135 mm) with a rear-wheel-drive configuration producing 85 kW. The BYD Dolphin Surf (R341 900) is more compact (3 925 mm) and uses a front-wheel-drive motor producing 55 kW. The Geely also offers a slightly higher claimed range of 325 km compared to the BYD’s 300 km.
Q: Are there any affordable electric crossovers available for under R500 000?
A: Yes, the Dongfeng 06 E1 recently launched as a more practical alternative to the entry-level hatchbacks. Priced at R499 000, it is a 4 510 mm-long crossover (significantly larger than the hatchbacks on this list) and offers a more powerful 120 kW motor and a claimed range of 401 km.
Chery sub-brand iCaur has officially hit the market in South Africa. Here’s what the fully electric iCaur V23 – offered in rear- and all-wheel-drive – will cost you…
V23 pricing released as iCaur officially hits SA
Local V23 range comprises pair of EV variants
Rear-wheel-drive derivative priced at R520k
Chery sub-brand iCaur has officially joined the market in South Africa. While we’ve already brought you local pricing for the likewise unibody 03T, the Chinese new-energy vehicle marque has now announced prices for its similarly boxy iCaur V23.
At launch, the local V23 line-up comprises a pair of retro-styled yet fully electric derivatives. The V23 RWD is priced at R519 900, while the V23 AWD costs a considerable R150 000 more at R669 900.
The V23 seen wearing the “iCar” badge used in China.
The rear-driven variant offers peak outputs of 100 kW and 180 Nm from a single electric motor, resulting in a claimed 0-100 kph time of 11.0 seconds (and a top speed of 140 kph). The V23 RWD employs a 59.93 kWh battery pack offering a listed NEDC range of 360 km.
Meanwhile, the all-paw derivative adds a 2nd electric motor (so, there’s one on each axle), pushing maximum system outputs to 155 kW and 292 Nm. That, in turn, sees the claimed 0-100 kph time drop to 7.5 seconds, while top speed remains 140 kph. A larger, 81.8 kWh battery pack offers a listed NEDC range of 430 km.
A 15.4-inch touchscreen comes standard.
Measuring 4 220 mm from front to rear, the iCaur V23 has a wheelbase of 2 735 mm. While the RWD version features a ground clearance of 205 mm, its AWD sibling’s figure comes in at 210 mm. From what we can tell, faux-leather upholstery ships standard in both, along with a 15.4-inch touchscreen and 6 airbags. Electrically adjustable front seats are also included, with ventilation in the RWD and adding heating in the AWD.
The V23 RWD comes with a reverse-view camera and 19-inch alloy wheels, while the AWD flagship upgrades to a 540-degree camera and 21-inch rims, plus an “off-road mode” and a raft of advanced driver assistance system (ADAS) features.
Watch our pre-launch review of the V23 below
What does the iCaur V23 cost in South Africa?
DERIVATIVE
PRICE
iCaur V23 RWD
R519 900
iCaur V23 AWD
R669 900
The prices above include an 8-year/200 000 km vehicle warranty, an 8-year/160 000 km battery warranty (for the first owner), a 5-year/100 000 km service plan and roadside assistance for 8 years or 200 000 km.
Frequently Asked Questions (FAQ)
Q: What is the pricing for the newly launched iCaur V23 range in South Africa?
A: The fully electric iCaur V23 launches with two derivatives in the local market. The entry-level, rear-wheel-drive iCaur V23 RWD is priced at R519 900, while the range-topping, all-wheel-drive iCaur V23 AWD is priced at R669 900.
Q: How do the performance and battery specifications compare between the RWD and AWD models?
A: The V23 RWD features a single electric motor producing 100 kW and 180 Nm, paired with a 59.93 kWh battery pack that offers a 360 km NEDC range and an 11.0-second 0-100 km/h time. The V23 AWD utilizes dual electric motors to deliver 155 kW and 292 Nm, dropping the 0-100 km/h sprint to 7.5 seconds, while a larger 81.8 kWh battery pack ups the listed NEDC range to 430 km.
Q: What standard equipment and key features are included on the iCaur V23?
A: Both models come standard with faux-leather upholstery, a 15.4-inch central touchscreen, and 6 airbags. The RWD model rides on 19-inch alloy wheels and includes a reverse-view camera, while the AWD variant steps up to 21-inch rims, a 540-degree camera system, a specialised off-road driving mode and a comprehensive suite of advanced driver assistance systems (ADAS).
Chery division Omoda & Jaecoo is set to introduce its first fully electric vehicle in South Africa, with the Jaecoo J5 EV effectively confirmed for the local market. Here’s what to expect…
Brand O&J set to launch J5 EV in SA
Due to arrive in 3rd quarter of 2026
155 kW FWD configuration looks likely
Chery division Omoda & Jaecoo has confirmed plans to introduce its first fully electric vehicle in South Africa, releasing a shadowy teaser image of the Jaecoo J5 EV and suggesting a local launch will take place at some point in the 3rd quarter of 2026.
While the Chinese firm already offers a traditional hybrid variant in the form of the Omoda C5 SHS HEV (with the J5 HEV expected soon, too) as well as plug-in hybrid derivatives like the J7 SHS PHEV, C7 SHS PHEV and C9 SHS PHEV, it has yet to launch a fully electric model in Mzansi.
That will soon change, with the J5 EV – which features a model-specific grille design – now effectively confirmed for SA. While Brand O&J’s local division has yet to announce any specification details, we can look to fellow right-hand-drive market Australia (and indeed the United Kingdom, where this model is badged as the “E5”) to form an idea of what to expect.
Down Under, the Jaecoo J5 EV employs a single electric motor delivering 155 kW and 288 Nm to the front axle. In that market, a 58.9 kWh lithium iron phosphate (LFP) battery pack offers a claimed range of 402 km (on the WLTP cycle). According to the brand, the Jaecoo J5 EV can see off the 0-100 kph sprint in 7.7 seconds.
Inside the Aussie-spec version, you’ll find items like a 13.2-inch touchscreen, wireless smartphone charging and an 8-speaker sound system, along with “pet-friendly” synthetic leather upholstery made from a silicone-based material, which the company claims is “antibacterial and wear-resistant”.
For the record, the current J5 range in South Africa comprises a quartet of purely petrol-powered derivatives, priced from R339 900 to R479 900 (with the J5 HEV still to launch). Check back in the coming weeks for confirmed details on the Jaecoo J5 EV, from local specifications to the all-important pricing factor…
Frequently Asked Questions (FAQ)
Q: When will the Jaecoo J5 EV launch in South Africa?
A: The Jaecoo J5 EV is officially scheduled to land in South Africa during the third quarter of 2026. This launch marks a significant milestone as the very first fully electric vehicle (BEV) to be introduced locally by Chery’s Omoda & Jaecoo division.
Q: What are the expected performance and battery specifications for the Jaecoo J5 EV?
A: While local specifications are still to be finalised, right-hand-drive benchmarks indicate the Jaecoo J5 EV will feature a front-wheel-drive configuration powered by a single electric motor producing 155 kW and 288 Nm. Equipped with a 58.9 kWh lithium iron phosphate (LFP) battery, it is expected to deliver a claimed WLTP driving range of approximately 402 km and achieve a 0-100 km/h sprint time of 7.7 seconds.
Q: What unique interior features can we expect from the upcoming Jaecoo J5 EV?
A: Based on international right-hand-drive market models, the cabin is set to showcase a large 13.2-inch central touchscreen, wireless smartphone charging and an 8-speaker sound system. A notable highlight is its pet-friendly interior upholstery constructed from a specialised silicone-based synthetic leather that is highly wear-resistant and antibacterial.
