The facelifted Renault Captur will soon arrive in South Africa, with the updated range set to include a new Esprit Alpine flagship grade. And we’ve uncovered local pricing…
Facelifted Captur set to arrive in Mzansi soon
Range to be topped by new Esprit Alpine grade
Starting price to increase R30 000 to R519 999
The facelifted Renault Captur will soon launch in South Africa, with the local range set to be topped by a new “Esprit Alpine” flagship derivative. And we’ve uncovered pricing ahead of the official launch.
Yes, according to our information, the refreshed Captur line-up will comprise a trio of variants at launch, up from the 2-strong pre-facelift portfolio. The range will furthermore adopt the Boulogne-Billancourt-based brand’s latest trim-level naming convention, with the “Zen” and “Intens” grades replaced by “Techno” and “Iconic”, respectively.
All 3 derivatives will be powered by the same turbocharged 1.3-litre, 4-cylinder petrol engine as before, again driving the front axle via a 7-speed dual-clutch transmission as standard. From what we understand, this motor’s peak outputs are unchanged at 113 kW and 270 Nm.
The refreshed range is set to kick off with the Captur 1.3T Techno 7DCT, priced from R519 999 (for the record, that’s R30 000 or 6.1% more than the pre-facelift Zen derivative). The Captur 1.3T Iconic 7DCT, meanwhile, looks set to serve as the mid-tier option at R546 999 (R37 000 or 7.3% up on the pre-facelift Intens).
That leaves the Captur 1.3T Esprit Alpine 7DCT to top the line-up. According to our information, this new flagship derivative will be priced from R616 999. The Esprit Alpine grade is said to “inherit the sporting character from the storied Alpine brand” and is seemingly set apart by items like its black roof, gloss-black window surrounds, derivative-specific alloy wheels and matte-grey trim (for components such as the front and rear skid plates).
While local specifications have yet to be confirmed, the Esprit Alpine grade will surely also boast a smattering of additional standard kit over its Techno and Iconic siblings. We’ll update this article once more official information regarding equipment levels is released.
As a reminder, the facelifted Renault Captur was revealed in April 2024, featuring a new “multi-faceted” grille, a “more horizontal” bonnet, revised headlamps, half-diamond-shaped LED daytime running lights, transparent taillamp housings, a redesigned rear faux-diffuser, updated infotainment options and fresh cabin upholstery.
The pre-facelift (2nd-generation) Captur launched in Mzansi in March 2023. Over the opening 6 months of 2025, some 245 units of this outgoing model were sold in South Africa, before local stock ran dry (with zero units registered over the following 5 months).
What does the facelifted Renault Captur cost in SA?
DERIVATIVE
PRICE
Renault Captur 1.3T Techno 7DCT
R519 999
Renault Captur 1.3T Iconic 7DCT
R546 999
Renault Captur 1.3T Esprit Alpine 7DCT
R616 999
The prices above likely include a 5-year/150 000 km warranty and a 3-year/45 000 km service plan (with intervals of 15 000 km).
Q: What are the new model grades and starting prices for the facelifted Renault Captur in South Africa?
A: The facelifted Captur range comprises a trio of variants with updated naming conventions. The range starts at R519 999 for the 1.3T Techno 7DCT, which is R30 000 more than the previous entry-level model.
Q: What engine powers the facelifted Renault Captur derivatives?
A: All 3 derivatives are powered by the same turbocharged 1.3-litre, 4-cylinder petrol engine as before. This motor delivers unchanged peak outputs of 113 kW and 270 Nm and is paired with a 7-speed dual-clutch transmission (7DCT).
Q: What is the price and main feature of the new Esprit Alpine flagship model?
A: The new top-of-the-line derivative, the Captur 1.3T Esprit Alpine 7DCT, is priced from R616 999. It is seemingly set apart by its sporting character, including a black roof, gloss-black window surrounds, derivative-specific alloy wheels, and matte-grey trim (e.g., on the front and rear skid plates).
Toyota Hilux single cab: 8 factory-backed conversions
Toyota’s newly launched Hilux Custom Builds programme includes 8 factory-backed conversions for the popular single-cab bakkie. Let’s take a closer look…
There’s no question the Toyota Hilux single cab has proven itself to be a reliable workhorse. But customers who require their bakkie to be specifically equipped for commercial purposes have long had to rely on aftermarket conversions. Now, however, Toyota SA Motors has rolled out its Hilux Custom Builds programme.
Billed as “factory-backed alternatives” to aftermarket conversions, these items were designed by Toyota engineers and are delivered (and, indeed, can be financed) through the Japanese brand’s extensive dealer network. Crucially, the base bakkie’s standard 3-year/100 000 km vehicle warranty thus remains intact.
Each conversion of the Hilux starts with a “flat-deck” single cab like this one. It’s powered by the brand’s venerable 2.4-litre turbodiesel engine.
Each conversion starts with what Toyota SA Motors describes as a “flat-deck” Hilux single cab, powered by the familiar 2.4-litre, 4-cylinder turbodiesel engine. In 4×2 form, Toyota pairs the 110 kW motor with a 5-speed manual gearbox while restricting torque to 343 Nm. The 4×4 version upgrades to a 6-speed manual cog-swapper and the full complement of 400 Nm.
Note the conversions shown here are based on the outgoing 8th-generation Hilux. However, since Toyota will build the upcoming 9th iteration on the same IMV platform, we’d speculate these conversions will simply carry over to the new Hilux when it launches locally in 2026.
1. Steel Dropside
This basic steel dropside system includes 3-way functionality, offering what is effectively an unobstructed flat deck for maximum loading space. It is available for both the 4×2 and 4×4 derivatives.
2. Aluminium Dropside
Interestingly offered exclusively in the 4×2 configuration, Toyota also gives buyers the option of an aluminium (rather than steel) dropside set-up. From what we can tell, it offers precisely the same functionality as the steel version.
3. Cargo Rails
Need a loading area with more “height”? Well, the 4×2 derivative is available with a basic cargo-rail arrangement, complete with powder coating for what Toyota calls “long-term rust protection”.
4. Cargo Rails with Dropside
In addition, Toyota says its “durable” half-gate cargo rails are compatible with the aforementioned 3-way steel dropside system. The brand offers this combination for both the 4×2 and 4×4 variants.
5. Full Canopy with Dropside
This aluminium canopy is exclusive to the 4×2 configuration and features 5 lockable doors. It is effectively paired with the standard steel dropside set-up.
6. Field Technician Canopy
The basic field-technician canopy features lockable gullwing doors and 4 interior drawers, including both concealed compartments and open-partitioned sections. It is offered on the 4×2 derivative only.
7. Field Technician Canopy with Half-Dropside
Available for both the 4×2 and 4×4 configurations, this conversion adds a half-dropside set-up to the field-technician canopy mentioned above. There’s also the option of complementing this with a lid for the rear section.
8. Dry Box
At launch, the final conversion in the Hilux Custom Builds programme is a drybox for the 4×2 flat-deck bakkie. Fashioned from fibreglass, this add-on has a nose cone that Toyota claims “minimises drag” and “improves fuel efficiency”.
Q: What is the main benefit of the Toyota Hilux Custom Builds programme?
A: The main benefit is that the conversions are factory-backed (designed by Toyota engineers and delivered through the dealer network), meaning the base vehicle’s standard 3-year/100 000 km warranty remains fully intact, unlike with non-approved aftermarket conversions.
Q: How many factory-backed conversions are available in the Hilux Custom Builds programme?
A: There are eight factory-backed conversions available for the Hilux single-cab bakkie at launch, including options like the Steel Dropside, Aluminium Dropside, Cargo Rails, various Canopies (Full, Field Technician), and the Dry Box.
Q: What engine specification is used as the base for all the Custom Builds?
A: Each conversion starts with a flat-deck Hilux single cab powered by the 2.4-litre, 4-cylinder turbodiesel engine. The 4×2 variant produces 110 kW and 343 Nm (paired with a 5-speed manual), while the 4×4 variant produces 110 kW and 400 Nm (paired with a 6-speed manual).
BMW has made some bold claims for its new iX3, the first production release of its Neue Klasse generation. It is much more than just a new electric variant of a mid-size SUV. Much of its architecture and tech will also appear in the next 3 Series, and BMW says that around 40 new or updated models will be injected with Neue Klasse DNA over the course of the next 2 years alone. Failure, then, is simply not an option…
BMW says that the new iX3 essentially skips a generation. What that means practically is that it is not merely an electric version of the current (still-new) X3, but based on an all-new platform and tech concept. By significantly shortening the development time, BMW has been able to use the freshest of technologies to their full extent. You do get the sense that progress is so fast at present that the usual long development times of a new car (typically 5 years or more) are simply no longer acceptable. EVs, most of all, seem to age in dog years…
The new BMW iX3 has retro design cues but is thoroughly modern.
Debuting on the new BMW iX3: What does “Neue Klasse” mean?
Think of Neue Klasse not as a physical thing, but a philosophy. BMW has done this before… The first Neue Klasse BMW models arrived in the early ‘60s, with cars such as the 1500 and 1600 sedans and also the 2000 CS coupe. Those cars established the BMW identity we’ve all come to know and love, and which eventually evolved into vehicles such as the 3 Series and 5 Series. Essentially, it marks a moment of decisive change, refocus and setting off in a new direction.
The narrow, upright BMW kidneys at the front hark back to the first wave of Neue Klasse cars from the ‘60s.
The iX3 is the first production version of the “new” Neue Klasse. “The Neue Klasse is our biggest future project and marks a huge leap in terms of technologies, driving experience and design,” said Oliver Zipse, Chairman of the Board of Management of BMW. “Practically everything about it is new, yet it is also more BMW than ever. Our entire product range will benefit from the innovations of the Neue Klasse – regardless of the drive technology.”
Exterior design of the new BMW iX3
The kidney grilles aren’t real; they house clever LED lighting.
It is only fitting that a car so fresh in every department also gets a quite revolutionary new look. The narrow, upright BMW kidneys at the front hark back to the first wave of Neue Klasse cars from the ‘60s, but you can’t call the iX3 “retro” in any way.
Firstly, while the iX3 does have BMW kidneys, they’re not part of a real grille, but rather clever LED lighting and black plastic backgrounds. It all does give the iX3 a very distinctive character, with a slight shark nose effect further marking it out as a BMW in profile.
Anders Warming, head of exterior design at BMW, explained at the launch that it is particularly in the nose area of the future Neue Klasse cars that distinction will be created between the different models. So don’t just expect mere copy/paste designs going forward, and thankfully the big-grille era appears to be over.
The rest of the BMW iX3’s exterior is beautifully chiselled and stretched tight over its large wheels. It is quite an imposing car, with a length of 4 782 mm, width of 1 895 mm and height of 1 635 mm. There are very few protrusions and clearly a lot of work has gone into aerodynamics. BMW claims a drag coefficient of 0.24 Cd, which is excellent.
Here the signature BMW Hofmeister kink in the belt line is clearly visible.
In my view, this is a production car that actually still looks like a futuristic concept! Along the sides, the typical “Hofmeister kink” of the window line hovers over subtly flared wheelarches. And at the rear, the LED-infused taillights stretch almost across the entire width of the car.
As per usual, a number of packages and options will be available for customers to personalise their iX3s, including M Sport and M Sport Pro packages. Alloy wheel sizes stretch from 20 to 22 inches.
Advanced LED tail lights stretch nearly the full width of the new BMW iX3.
What will be offered in South Africa when the car launches (around September 2026) remains to be seen, but a local representative did say that the South Africa market prefers the more premium (sporty) packages generally.
Inside the new iX3: A step up in quality
As much as I admire the exterior design, it was when seated in the cabin that the massive leap forward really became obvious. It is a beautifully minimalist design, but one that hasn’t come at the cost of functionality.
The new iDrive touchscreen infotainment system is angled towards the driver for easy use.
BMW says that data from over 10 million connected vehicles and usability studies with more than 3 000 customers were incorporated into the development process. There is no rotary iDrive controller and no faffing with gesture control. The controls used most regularly are either physical buttons, or in the 1st layer of touchscreen controls. Even the voice-activated assistant has been improved significantly and will be further fine-tuned with gradual Large Language Model (LLM) tech roll-outs.
For me, the star of the show, however, is the Panoramic iDrive system, which includes Panoramic Vision. Essentially, information is projected in a strip across the full width of the bottom of the windscreen from A-pillar to A-pillar. The display is so crisp and clear that initially you may think it is actually a screen.
The Panoramic iDrive system includes Panoramic Vision, which essentially replaces a traditional instrument binnacle and works particularly well.
This display essentially replaces the traditional instrument binnacle and it works beautifully, putting the most important driving information in the driver’s line of sight (just above the steering wheel), and allowing for customisation of the display in the centre and in front of the front passenger. It works so well that I can’t imagine why nobody has thought of this before. I suspect this will become a regular feature on all cars (not only BMWs) in the near future.
Above the Panoramic Vision display, the 3D head-up display (if fitted) can show integrated navigation and automated driving displays on the road with spatial depth.
The next element in the Panoramic iDrive system is the touchscreen, but even here BMW has made some bold design changes. It’s not your traditional rectangular screen, but rather a 6-corner “free-cut” design that sort of leans towards the driver. It is really well-placed, and its menu structure (as well as the QuickSelect tech for frequently used functions) is simple and quick. It is underpinned by BMW’s latest Operating System X, which is the best on the market.
Unfortunately, as is the case with much of the market, the iX3’s climate controls have migrated to the touchscreen system. While the virtual buttons are permanently on display and relatively easy to use on the move, the outgoing iX3’s array of tactile physical controls were undoubtedly simpler to master. What’s more, the voice assistant, while improved over previous iterations, can occasionally stumble and fail to understand basic commands. This issue isn’t unique to BMW, it must be added.
While radically styled, the steering wheel contains some practical physical controls.
And then, the final component of Panoramic iDrive is the steering wheel. Yes, BMW has had a go at reinventing that too. Several designs are offered, including some with 12 o’clock spokes, so you can choose how radical you want to go, but the important thing is that it also contains some physical controls that are simple to use and neatly integrated. If you place your hands on the rim in the 9 and 3 o’clock positions, you actually get a sort of pistol-grip effect, and you can access the touchpads with your thumb without moving your hands at all. Oh, and it does retain that rim thickness that has become part of BMW’s control DNA.
As for the rest of the cabin, highlights include build quality and material selection that is superior to what you’ll currently find in an X3 and there is an attention to detail to just about everything that marks out the iX3 as a car that was obsessed over during the development phase.
Rear legroom is excellent, the boot measures a large 520 L and total utility space can be expanded to 1 750 L by folding the rear seats down. There is also more stowage space in the front “frunk”.
Perceived build quality and materials are far superior to the ICE-powered BMW X3.
Standard specification (in Europe) for the iX3 50 xDrive includes two-zone automatic climate control, comfort access, automatic tailgate operation, the extended exterior mirror package, an alarm system and the telephony with wireless charging function.
The new BMW iX3’s drivetrain tech
The Neue Klasse BMWs are powered by BMW’s 6th-generation BMW eDrive technology that features new high-voltage batteries with cylindrical cells and 800 V technology. BMW says that energy density at a battery cell level is 20% compared with what was achieved with its 5th-generation tech, and that consequently there is also a 30% increase in charging speed.
Furthermore, through the use of a more efficient electrically excited synchronous motor (EESM) at the rear and a new asynchronous motor (ASM) at the front, energy losses have been cut significantly. Overall, BMW says that energy losses have been reduced by 40% compared with the previous tech, weight by 10% and manufacturing costs by 20%.
The iX3 50 Drive offers stout outputs of 345 kW and 645 Nm of torque, sufficient for a 0-100 kph sprint time of 4.9 seconds.
The first model launched (and the topic of this driving impression) is the iX3 50 xDrive, which is powered by two electric motors, together generating an output of 345 kW and 645 Nm of torque. BMW claims a 0-100 kph time of 4.9 seconds and a top speed of 210 kph.
The high-voltage battery in the iX3 50 xDrive has a usable energy content of 108.7 kWh, resulting in a claimed range of up to 805 km in the WLTP cycle – a staggering improvement of 330 km over the previous-generation iX3. Consumption would depend on a variety of factors, but can be as low as 15.1 kWh/100 km, which is truly excellent for this type of vehicle.
The claimed range will raise plenty of eyebrows, and based on our extensive driving I don’t believe it is any more optimistic than the claims for most internal-combustion engines. For what it’s worth, when we first stepped into the test cars in the morning, the range meter said 918 km was available!
A claimed driving range of more than 800 km ensures road trips are a doddle to tackle.
Of course, on long road trips, even with a traditional vehicle, you will want to stop every 400 km or so and stretch your legs, so BMW’s claim that, courtesy of the maximum charge rate of 400 kW you can add another 372 km of range in just 10 minutes of charging, is both impressive and practical.
There is a caveat, however, and it’s one that is particularly applicable to our situation in South Africa. You will need access to a 800 V direct current (DC) rapid charging station, of which there aren’t yet too many in SA (although the number is growing).
In the meantime, the iX3 can also be charged from 400 V DC stations or even a 11 kW AC charger. What is clear is that the iX3 has genuine long-range capability. You’ll want to make use of that capability, too…
On the road in the new iX3
BMW’s selected route for the iX3 test drive included not only exceptionally twisty and narrow mountain roads, but even the Ascari racing circuit, where we had to chase an instructor driving a BMW M5.
Wheel sizes range between 20 and 22 inches.
By now, I think most people are aware that EVs can be ridiculously fast, and as the iX3’s performance claims show, this SUV certainly gets a move on. But speed is not the lasting impression that the iX3 leaves from a driving point of view. It delivers a type of dynamic finesse and lightfootedness that no tall, heavy EV should be able to do.
Many years ago, when Jaguar still seemed to care about such things, it talked a lot about “control harmonisation” and, at that time, it was the master of it. Essentially, it means that the effects or the outputs of a driver’s steering, braking and throttle inputs should somehow intuitively correlate with what the driver had intended, and that the weighting or directness of those three major controls should feel similar. When a car company gets major control harmonisation right, you get a product that feels like an extension of the driver.
BMW has absolutely nailed control harmonisation with the iX3, even though it uses a lot of AI in the process, or perhaps because it uses AI as intended … and cleverly. The weighting and directness of the steering, the pressure needed for the brakes and the throttle; all of it feels as you would want it, in harmony.
Despite weighing 2.3 tonnes, the iX3 offers excellent resistance to roll and understeer.
What is unexpected, however, is the car’s exceptional body control, resistance to roll and grip. When you head onto a track like Ascari, where there are so many corners and also tight bends with altitude changes, you can’t hide poor body control. The iX3 was a revelation on the track, with the instructor in the lead car actually egging us on to push harder. Here you have a 2.3-tonne electric SUV that is actually fun to drive.
How did BMW achieve this? There are 4 so-called “superbrains” in the electronics architecture of the iX3, and one of them is suitably named “Heart of Joy”. Heart of Joy looks after drivetrain and driving dynamics management, including brakes, energy recuperation and steering sub-functions. BMW says it processes information up to 10 times faster than a conventional control unit.
The system is paired with a BMW Dynamic Performance Control software stack with the aim of delivering a “uniquely harmonious and BMW-typical driving feeling whatever the situation and speed.” I am happy to report that for once, the claims made for this advanced tech actually correlate with what is experienced in the real world.
Finally, the iX3 boasts a lot of advanced driver assistance functions, too. You can, for example, get out and park your iX3 using your phone, and the Motorway Assistant now allows drivers to take their hands off the steering wheel for longer periods of time.
The City Assistant, meanwhile, includes traffic light detection, allowing the car to automatically stop and start moving again.
But, while all the self-drive tech works beautifully and will excite a new generation of drivers, at its core you sense that the iX3 puts the driver and hands-on driving first. Yes, it uses AI software to monitor and consider your inputs, but somehow the tech avoids adding a layer of delay or confusion. It is deeply impressive, well beyond anything I’ve experienced in an EV before.
Summary
In my 25 years of driving new cars, I don’t think I’ve piloted a car that so comprehensively rewrites the existing rulebook. The new iX3 is not only a pivotal car for BMW, but for the evolution of the EV in general.
A stunning exterior design and usable, sensible tech should see the new BMW iX3 win many fans.
With its usable range, fast-charging capability, stunningly fresh interior design and sensible, intuitive tech, the iX3 answers every possible argument you attempt to make against EVs with laughable ease, and will force the rest of the industry to react quickly.
For South Africans, of course, the EV situation is not as straightforward. The roll-out of 800 V chargers, necessary to make use of the iX3’s rapid charging talents, has started, but they’re not exactly ubiquitous yet. Ironically, it looks like Chinese rival BYD might help South Africa out a fair bit in that regard.
And then you may want to make the price argument… But the latter is becoming a difficult one to win against the iX3, too. BMW South Africa says it doesn’t want price to be the deciding factor for buyers choosing between an X3 and iX3, and so will aim for price parity between the models when the iX3 lands locally.
Overall, then, the new BMW iX3 is a massively promising start to the Neue Klasse generation and, given its dynamic excellence, bodes well for high-performance BMW sedans and coupes, too. It sets a very heady new standard.
Frequently Asked Questions (FAQ)
Q: What is the significance of BMW’s “Neue Klasse” for the iX3?
A: Neue Klasse is a philosophy that marks a decisive moment of change, refocus, and a new direction for the brand. For the iX3, it means the vehicle is based on an all-new platform and technology concept, skipping a generation and using the freshest available technologies to their full extent.
Q: What is the claimed maximum WLTP driving range for the BMW iX3 50 xDrive?
A: The BMW iX3 50 xDrive, featuring a 108.7 kWh high-voltage battery, has a claimed range of up to 805 km in the WLTP cycle. This is a staggering improvement of 330 km over the previous-generation iX3.
Q: When is the new BMW iX3 expected to launch in South Africa?
A: The new BMW iX3 is expected to launch in the South Africa market around September 2026. A local representative also indicated that BMW plans to price its EVs within 10% of their ICE equivalents.
Why Suzuki likely won’t build a Jimny bakkie
Suzuki’s chief engineer has explained why the Japanese brand will likely NOT build a Jimny bakkie, despite the company having revealed a concept as far back as 2019…
Long-rumoured Suzuki Jimny bakkie not on the cards
Chief engineer says there’s “not really much demand”
Ladder-frame chassis would need significant upgrades
If you’re waiting patiently for Suzuki to roll out a Jimny bakkie, we have some bad news for you: the Japanese company’s highest-ranked engineer has suggested such a model is NOT on the cards.
Yes, Suzuki Motor Corporation Chief Engineer Takamitsu Sasaki told Drive that there are currently no plans to offer a bakkie based on the popular 4th-generation SUV.
“There is not really much demand,” Sasaki-san told the Australian publication. In contrast, Suzuki Australia’s general manager, Michael Pachota, said earlier in 2025 he believed there was “a huge market” for such a model, particularly Down Under.
Sasaki-san went on to suggest the Jimny’s standard ladder-frame chassis would have to be significantly upgraded to allow a bakkie version to offer any meaningful sort of load-carrying capacity.
“If we were to make a Jimny truck, we would have to make it very durable, and that is very difficult. To put a lot of weight on the backside, we need to make the frame stronger,” the chief engineer explained.
In addition, Sasaki-san confirmed Suzuki had no intention of offering the Jimny with a more powerful engine. As a reminder, the SA-spec version of the little SUV – in both 3- and 5-door guise – is powered by the brand’s ubiquitous 75 kW/130 Nm naturally aspirated 1.5-litre, 4-cylinder petrol engine.
“We are not considering a bigger [engine] model because this model is very particular with the body and the engine. It’s a balance; it’s the ‘just-right’ size, so we’re not considering a bigger engine,” he told Drive.
The reveal of the Jimny Sierra Pick Up Style concept at the Tokyo Auto Salon show way back in January 2019 sparked talk of a production model. While Suzuki Australia’s general manager seemingly still has his “fingers crossed“, these latest comments from Sasaki-san suggest a Jimny bakkie is no closer to production…
Frequently Asked Questions (FAQ)
Q: Why is Suzuki likely not building a production Jimny bakkie?
A: Suzuki’s Chief Engineer, Takamitsu Sasaki, explained that there is “not really much demand” for such a model. He also noted that the standard Jimny ladder-frame chassis would require significant and difficult strengthening to handle meaningful load-carrying capacity.
Q: Did Suzuki ever showcase a Jimny bakkie concept?
A: Yes, Suzuki revealed the Jimny Sierra Pick Up Style concept at the Tokyo Auto Salon show back in January 2019, which sparked the initial speculation about a production model.
Q: Is Suzuki planning to offer a Jimny with a more powerful engine?
A: No, Chief Engineer Sasaki-san confirmed that the company is not considering a bigger engine. He stated that the current 75 kW/130 Nm naturally aspirated 1.5-litre, 4-cylinder petrol engine provides the ideal “balance” and “just-right” size for the Jimny.
How well did Omoda C7 and BAIC B30 sell in launch month?
The Omoda C7 and BAIC B30 both hit South Africa in November 2025. So, how well did these new Chinese crossovers sell in their launch month? We have the figures…
Both Chinese crossovers launched in SA in November
Omoda C7 outsold related Jaecoo J7 and flagship C9
B30 accounted for 45.2% of BAIC’s total for the month
South Africa’s new-vehicle market has gained several new Chinese crossovers in recent times, including the Omoda C7 and BAIC B30 in November 2025. So, how well were these newcomers received in their launch month?
Well, according to figures reported to industry-representative body Naamsa, Omoda & Jaecoo registered 161 units of the C7 last month, all via the dealer channel. That meant the C7 outsold both the flagship C9 (36 units) and the Jaecoo J7 (147 units).
The Jaecoo J5 added 287 units, while the Omoda C5 again proved the Chery sub-brand’s most popular product, with 777 units sold. In the end, Omoda & Jaecoo hit a record total of 1 408 units, falling just short of cracking the top 10 in November 2025 in the process.
What about the BAIC B30? Well, the Beijing-based firm registered 56 units of the B30 last month (likewise all via the dealer channel), representing 45.2% of the brand’s overall total of 124 units. Interestingly, November 2025 was BAIC’s tied lowest tally of 2025, matching September 2025’s figure.
As a reminder, the new Omoda C7 slots in neatly between the popular C5 and the range-topping C9. The local C7 range comprises a trio of front-wheel-drive derivatives, with both turbopetrol and plug-in hybrid powertrains available. Pricing starts at R539 900 and runs through to R689 900.
Meanwhile, the 4-strong BAIC B30 portfolio has pricing bookends of R519 000 and R689 900, with buyers offered front-driven turbopetrol variants as well as traditional hybrid derivatives (the latter with a choice of front- and all-wheel drive).
Frequently Asked Questions (FAQ)
Q: What were the launch month sales figures for the Omoda C7 in South Africa?
A: The Omoda C7 registered 161 units in November 2025 (all via the dealer channel). This figure meant the C7 outsold both the flagship C9 (36 units) and the related Jaecoo J7 (147 units).
Q: How many units of the BAIC B30 were sold in its launch month, and what percentage of BAIC’s total did this represent?
A: The BAIC B30 registered 56 units in November 2025 (all via the dealer channel). This figure accounted for 45.2% of the brand’s overall total of 124 units for the month.
Q: What is the price range for the new Omoda C7 and BAIC B30 models?
A: Pricing for the Omoda C7 starts at R539 900 and runs through to R689 900. The BAIC B30 portfolio has pricing bookends of R519 000 and R689 900.
Changan has already started reporting sales figures to Naamsa. Here’s how the Chinese brand fared in November 2025, its first full month on the local market…
China’s Changan already reporting sales figures
Finishes above the likes of Volvo Cars and Subaru
Hunter was Changan’s top seller in November
Changan Motors relaunched in South Africa at the end of October 2025. And, rather refreshingly, the Chinese firm is already reporting sales figures to industry-representative body, Naamsa.
So, just how well did this Chinese brand – which is now distributed locally by Saudi Arabian company Jameel Motors – do in its first full month back on the market? Well, keeping in mind it’s still early days, Changan registered 97 units in South Africa in November 2025.
Interestingly, 81 of those sales came via the dealership channel, with the remaining 16 units reported as so-called “single” registrations (that is, vehicles the brand’s local division kept and licensed for its own use).
In the end, Changan’s 97-unit haul saw it finish above brands like Porsche (with a Naamsa-estimated 85 units), Volvo Cars (72 units) and Subaru (48 units). It’s worth noting 66 units were sold in the passenger-vehicle segment, with the Alsvin budget sedan leading the charge on 29 units. The CS75 Pro crossover managed 26 sales, while the fully electric Deepal S07 added 11 units.
However, Changan’s strongest seller in November 2025 was the Hunter double-cab bakkie competing in the light-commercial vehicle (LCV) segment. The brand’s local distributor sold 31 units last month, presumably all in the form of the turbodiesel-powered version that’s closely related to the Peugeot Landtrek (rather than the upcoming Hunter REEV flagship).
As a reminder, the local Changan range currently kicks off with the Alsvin from R238 000, followed by the CS75 Pro (from R429 900), the Hunter double cab (from R449 900) and the Deepal S07 (from R995 900). The upcoming Hunter REEV has an “expected retail price” of R799 900, while additional CS75 Pro derivatives are due to arrive in early 2026. The Changan Uni-S crossover and Deepal S05 REEV are also set to launch locally in Q1 next year.
Frequently Asked Questions (FAQ)
Q: How many vehicles did Changan sell in South Africa during its first full month of reporting, November 2025?
A: Changan registered a total of 97 units in South Africa in November 2025. This figure saw the brand finish above marques like Porsche (85 units), Volvo Cars (72 units) and Subaru (48 units).
Q: Which Changan model was the brand’s top seller in November 2025?
A: Changan’s strongest seller in November 2025 was the Hunter double-cab bakkie, which achieved 31 sales in the light-commercial vehicle (LCV) segment. The top-selling passenger vehicle was the Alsvin budget sedan with 29 units.
Q: What are the starting prices for the main Changan models currently available in South Africa?
A: The local Changan range starts with the Alsvin from R238 000, followed by the CS75 Pro from R429 900, the Hunter double cab from R449 900 and the fully electric Deepal S07 from R995 900.
Starlet Cross bounces back! SA’s passenger-car sales in November 2025
In November 2025, the Toyota Starlet Cross returned to the list of South Africa’s 10 best-selling passenger vehicles after an absence of 6 months…
SA-built Volkswagen Polo Vivo hits highest total of 2025
Swift retains 2nd (with 53.4% of sales via rental channel)
Starlet Cross returns to the top 10 after 6-month absence
In November 2025, sales in South Africa’s new-vehicle market increased 12.5% year on year to 54 896 units. The local new passenger-vehicle market, meanwhile, grew 11.0% year on year to 39 158 units. So, which passenger cars proved most popular among Mzansi buyers last month?
Well, before we break down the figures, it’s worth noting the rental channel again made a significant contribution to South Africa’s passenger-vehicle volumes in November, ultimately accounting for 21.2% of this segment’s overall figure.
VW’s Polo Vivo registered its best total of 2025 thus far.
Indeed, rental-fleet buyers not only helped the Volkswagen Polo Vivo retain first position but also pushed the Kariega-built hatchback to its highest sales figure of 2025 thus far. Last month, the German firm’s local division registered 2 862 units of the Polo Vivo (including 997 units or 34.8% via the rental channel), representing a 6.8% month-on-month increase.
As such, the Suzuki Swift again had to settle for the runner-up position (though kept the title of Mzansi’s most popular imported car), with local sales of the Indian-built hatchback falling 0.5% month on month to 2 364 units. As many as 1 262 sales – or a whopping 53.4% of its total – came courtesy of the rental sector.
In November 2025, the passenger-car podium was unchanged, with the Chery Tiggo 4 again ranking 3rd, this time attracting 1 838 buyers (up 6.6% month on month). Of course, it’s worth keeping in mind the Chinese firm now combines Tiggo 4 Pro and Tiggo Cross sales, reporting a total for what it calls the “Tiggo 4 Cross” range. Interestingly, 180 units came via the rental channel.
The Prospecton-built Toyota Corolla Cross (up 2.2% month on month to 1 651 units, including 235 rental sales) and the Indian-made Toyota Starlet (up 0.4% month on month to 1 619 units, including 754 registrations in the rental division) held steady in 4th and 5th position, respectively. However, the Toyota Urban Cruiser jumped 2 rankings to 6th despite sales of this Indian-built crossover dipping 2.6% compared to October 2025 to 1 325 units (including 621 sales in the rental space).
Toyota’s Urban Cruiser climbed 2 places to 6th.
The Hyundai Grand i10 likewise climbed 2 places, ending November 2025 in 7th after sales increased 0.9% month on month to 1 308 units. Note that this Indian-built model’s tally includes 80 rental sales but excludes 178 registrations of the Cargo-badged panel-van in the light-commercial vehicle (LCV) space.
The Suzuki Fronx – the 5th of a sextet of Indian-made models in the top 10 – thus slipped a position to 8th, with local sales declining 14.1% month on month to 1 176 units. The Chinese-sourced Haval Jolion, meanwhile, fell further still, sliding 3 rankings to 9th after registrations dropped 20.2% month on month to 1 132 units.
Hyundai’s Grand i10 jumped 2 rankings to 7th.
Finally, the Toyota Starlet Cross made a return to the table, seeing the Japanese giant occupy as many as 4 spots in the top 10. Local sales of Toyota’s twin to the Fronx climbed 7.3% month on month to 1 085 units – including 321 sales to the rental sector – its best performance since August 2024 (incidentally, its first full month on the market) and the first time this model has ranked in the top 10 since April 2025.
So, which nameplates just missed out on cracking the table in November? Well, the Toyota Vitz (899 units) placed 11th, ahead of the Omoda C5 (777 units) and Kia Sonet (774 units). The locally built Toyota Fortuner (763 units) and Volkswagen Polo hatch (720 units), meanwhile, completed the top 15.
SA’s 10 best-selling passenger vehicles in November 2025
Forever the sports coupe benchmark, the BMW M4 remains the ultimate everyday driver’s car this side of a Porsche 911. Still, some of the generational changes over the past 10 years have at times challenged even the most dedicated purists. Is there still an M4 that’s right for you? We’ll guide you through the buying process.
Today, “soul-searching” has become a favourite if predictable off-screen pastime for anybody from shamed politicians to exposed celebrities and failed sport stars. As far as beautiful contradictions go, it’s no different with the BMW M4: the pinnacle sports coupe that’s seemingly renounced its roots in favour of progress.
The E90 BMW M3.
How much progress? The E90-series (2007-2013) – incidentally, the last naturally aspirated and only V8-powered M3 – produced 309 kW and 400 N.m. The latest G82 delivers 390 kW and 650 N.m.
Sharper than a Mercedes-AMG C63 and faster around a track than an Audi RS5, as a track-ready daily driver sporting supercar-scaring speed, it’s never been hard to like Munich’s M-branded monsters – but of late it’s just become that little harder to love them.
Why?
Apart from the still-unsolved mystery that surrounds the disappearance of flight MH370, and Brazil’s 7-1 shock defeat to eventual champions Germany in the World Cup semis, you wouldn’t really call 2014 a year of seismic events. However, ignoring for a while the simultaneous local introduction of GWM’s eponymous compact crossover, the introduction of the (F82) M4 nameplate in favour of M3 as the new pinnacle atop its sedan line-up inevitably raised some heckles among the ranks of the BMW faithful.
The F82 BMW M4.
For the first time, the M3 badge did not appear on an M-coupé body shell. What made it even worse was BMW could no longer fight its age-old contemporaries with natural aspiration; it had no choice but to join them through turbocharging. And just like that, another M-car cornerstone crumbled.
And when it rains, it pours. Local tyre-tearers had another reason to frown when, in 2021, BMW’s local subsidiary chose not to offer the arriving current-gen M4 with its trademark rear-wheel-drive.
Given the scale of such indictments, is M still really muscle motoring’s most powerful letter? And, if you can live with the meaningless argument that the M4 is burdened with carrying on the seminal M3 spirit, which one is the truest to your style?
Which M4 models does BMW currently sell in South Africa?
The BMW G83 M4 convertible.
BMW offers two versions of the M4: the coupe (G82) and the convertible (G83), both launched late in 2021 and given a mid-life update in 2024. Bundled in the anti-wrinkle injections was an extra shot of creatine worth 15 extra kilowatts, though curiously both derivatives’ 0-100 km/h respective sprint times remained unaffected.
The birth of the G82 also brought the death of the dual-clutch transmission (DCT) in the M4. With the arrival of the F90-series M5, BMW declared this technology defunct, referencing the constant development that had seen conventional torque-converter tech bridge the gap in shifting speeds. Improved reliability and smoother low-speed operation proved the clincher. The M2 will see out the use of a DCT (ditto the manual gearbox) in any BMW M model.
Model Derivative
Engine
Power / Torque
Transmission
0-100 km/h
Price*
M4 Competition coupe M xDrive
3.0L turbopetrol
390 kW / 650 Nm
8-speed automatic
3.5 seconds
R2 238 002
M4 Competition convertible M xDrive
3.0L turbopetrol
390 kW/650 Nm
8-speed automatic
3.7 seconds
R2 338 842
*Pricing accurate as of November 2025.
Against its predecessor, it’s disheartening to note the current M4’s price has more than doubled in the past decade, contrasted with performance that has arguably not improved commensurately. Salaries have most definitely not kept up with such runaway escalation…
The BMW G82 M4.
The addition of all-wheel drive should not be dismissed off-hand, though. As four always trumps two, the primary benefit is that more power is sent to more tyres, which translates to faster off-the-line acceleration and improved grip in all conditions. And, to its credit, the front axle can temporarily be disabled in the M4 to capitalise on the xDrive system’s rear-bias and simulate the throttle-steering traits that made the car’s tyre-torturing forebears so famous in the first place.
If, then, you’re a RWD-preaching purist and you view AWD in a BMW M4 as problematic, the more rational approach is to think of this addition as a broadening of the vehicle’s remit, rather than a soul-sacrificing-sellout.
The C-word conundrum: what do Competition and Competition Pack mean in the M4?
In early 2016, BMW launched a Competition Pack for all derivatives of the F82. This upgrade, which at the time added R123 500 to the selling price, included an additional 14 kW, adaptive suspension, 20-inch forged lightweight wheels, a sports exhaust with black exhaust tips and high-gloss “Shadowline” trim.
The unveiling of the G82-series M4 in South Africa concluded the chapter for the beloved M-badged mid-sized rear-wheel-drive BMW. Abroad, you can still have a new two-wheel-driven M4, equipped with a manual gearbox of all things – but not here.
Henceforth, as a differentiator in the current M4, the paired denotation of “Competition” and “xDrive” serve to indicate the presence of all-wheel-drive.
What special editions of the BMW M4 did South Africa get?
On the one hand, it’s annoying to have to sell a kidney just to get into M-car ownership. It’s doubly frustrating when BMW later releases a hotter version of the vehicles you’ve just blasted your life savings on. But that’s become a cynical yet favoured gambit of all manufacturers of premium German cars.
On the other hand, those who can really afford an M4 (and have the matching talents to exploit it) will appreciate such Frankensteinian feasts; and South Africa enjoys significant status as a destination for BMW’s (and, indeed, Mercedes-AMG’s) most special specimens.
The BMW F82 M4 GTS.
Without a doubt, the most unique and outlandish F82-gen M4 was 2016’s GTS; a stripped-out, two-seater, quasi-lightweight track special, complete with adjustable suspension and aero, along with an optional fire extinguisher and 6-point harnesses. Oh, and with 368 kW and 600 Nm, it was the closest thing BMW had built to a Porsche 911 GT3 RS. Just 23 units came to South Africa, each costing R2.2 million. Good luck finding one!
One year later, the M4 DTM Champion Edition arrived. Even rarer (just 15 units were destined for our shores), it was mechanically identical to the GTS and delivered the same performance; and sold for R100k more.
The BMW F82 M4 CS.
In the same year, a CS version saw the light. Essentially a GTS-lite that was marginally more manageable (339 kW/600 Nm), driveable and more affordable (R1.8-million at the time for each of the 60 cars that made it here), it was just the limited-editition-that-was-not-a-limited-edition that M purists pined for; a power potpourri that pushed the M4 to its peak, but not beyond.
The BMW G82 M4 CS.
Car companies tend to let model ranges mature before announcing special models, and as such, the successive G82 range has seen fewer limited editions being released to date. Twenty-five examples of the M4 CS in current-gen trim arrived at R3 050 000 apiece at the end of 2024, sporting outputs hiked to 405 kW and 650 Nm.
The BMW G82 M4 CS EditionVR46.
Even more exclusive was the tongue-twisting M4 CS Edition VR46, which was based on the standard CS (92 were made, of which 10 reached our shores) and carried the initials of motorcycle legend-turned-BMW GT driver Valentino Rossi, decked out in various grades of garishness in accordance with the Italian’s trademark colour scheme.
If I can’t afford a G82, what was the best version of the F82 M4?
Limited editions are just that: money-spinners specially designed to sucker early adopters or must-have collectors to part with their cash. Let it also be known that not all production-capped cars end up equally sought-after, as was the case with the M4 GTS abroad.
A recent search on Cars.co.za revealed that, despite their low numbers, examples of both the DTM Champion edition and CS are locally available for sale.
The BMW F82 M4 Competition Pack.
With DTM prices leaning towards the optimistic side of R2 million, there’s much better value to be had with the infinitely better-looking, more old-school standard or Competition Pack F82; for a lot less money than the special editions, you’re sacrificing very little speed.
Our pick is any Competition Pack-equipped F82. It’s the last rear-driven M4 that turns everything up to 9.5 but not 11; is liveable as a daily driver; yet makes regular M4 owners feel they’d bought the wrong car. Which, when it comes to special versions, is all you really want to achieve, all while not breaking the bank.
The BMW F82 M4 Competition Pack is where the quest to find yourself stops and your journey with the ultimate driving machine begins. Even if it’s a car that will complete you in every conceivable way, there’s only one problem: good luck finding one in the first place.
Strong start: Jetour T2 sales soar in South Africa
The new Jetour T2 hit the market in South Africa only towards the middle of November 2025 but has already became the Chinese brand’s best-selling model…
T2 becomes Jetour’s top seller in launch month
Comfortably outsells T1, Dashing and X70 Plus
Jetour reaches all-time sales high of 1 235 units
The local arrival of the new Jetour T2 in South Africa has paid immediate dividends for the growing Chinese brand, with the boxy newcomer serving as Jetour’s best-selling model in November 2025.
Despite officially hitting the market only in mid-November, the new T2 attracted as many as 545 sales last month, representing a whopping 44.1% of Jetour’s volume and comfortably making it the brand’s most popular nameplate for the month.
This performance helped push Jetour to its best sales tally yet, with its total increasing a whopping 44.3% month on month to a record 1 235 units. The Chinese marque thus finished in 15th place overall (just behind the BMW Group), while also securing 11th position in South Africa’s new passenger-vehicle space.
Interestingly, the new T1 that launched alongside the T2 wasn’t nearly as popular, with 81 units registered in November. In addition, local registrations of the Dashing dipped 28.8% month on month to 366 units, while sales of the X70 Plus fell 28.9% month on month to 243 units.
As a reminder, the T1 and T2 are boxy crossovers that share a unibody platform. The T1 measures 4 705 mm from nose to tail, while the T2 is slightly larger at 4 785 mm (including its tailgate-mounted spare wheel). At launch last month, the T1 line-up comprised 4 variants, with the T2 offered in 3 guises.
The T1 range kicks off at R514 900, available with either a 125 kW/270 Nm turbocharged 1.5-litre, 4-cylinder petrol engine (driving the front wheels) or a 180 kW/375 Nm turbocharged 2.0-litre, 4-cylinder petrol motor (driving all 4 wheels). The T2 is offered with the same choice of powertrains (and likewise with a 7-speed dual-clutch transmission as standard), with prices starting at R569 900.
Frequently Asked Questions (FAQ)
Q: Which Jetour model became the brand’s best-seller immediately after its South African launch?
A: The new Jetour T2 immediately became the brand’s best-selling model in South Africa. Despite only going on sale in mid-November 2025, it attracted 545 sales, representing 44.1% of Jetour’s total volume for the month.
Q: What was Jetour’s total vehicle sales figure in South Africa in November 2025?
A: Jetour reached an all-time sales high of 1 235 units in November 2025. This was a 44.3% increase month on month and helped the brand secure 15th place overall in the South African new-vehicle market.
Q: What are the starting prices and engine options for the new Jetour T1 and T2 in South Africa?
A: The Jetour T1 range kicks off at R514 900, and the T2 range starts from R569 900. Both models offer a choice between a 125 kW/270 Nm 1.5-litre turbo-petrol engine (FWD) or a 180 kW/375 Nm 2.0-litre turbo-petrol motor (AWD), both using a 7-speed dual-clutch transmission.
P-Series hits 4-year high! SA’s best-selling bakkies in November 2025
In November 2025, the GWM P-Series registered a 4-year sales high, while the Ford Ranger grabbed back 2nd place on the list of SA’s best-selling bakkies…
Ranger grabs back 2nd place from D-Max
GWM P-Series sales reach 4-year high
Volkswagen Amarok slips 3 spots to 8th
In November 2025, South Africa’s total new-vehicle market grew 12.5% year on year to 54 896 units, with the light-commercial vehicle (LCV) segment registering its 8th straight month of year-on-year growth, surging 20.5% to 13 048 units. But what happened on the list of SA’s best- and worst-selling bakkies?
Well, with the reveal of the 9th-gen model having come and gone, the Toyota Hilux retained the title of Mzansi’s most popular bakkie in November 2025. In the end, local sales of the Prospecton-built stalwart dipped 4.8% month on month to 3 383 units, with the rental channel contributing 330 units. For the record, that marks 6 consecutive months of 3 000+ sales for the Hilux.
Toyota’s Hilux remains immensely popular among local buyers.
Meanwhile, after having to settle for 3rd place in October 2025, the Ford Ranger wrestled back the runner-up position in November. Local registrations of the Silverton-made bakkie – which will switch to a revised line-up in 2026, losing its 2.0-litre bi-turbodiesel engine but gaining a 2.2-litre turbopetrol mill – grew 12.6% month on month to 2 292 units (its 2nd best showing of the year after June 2025).
That saw the Isuzu D-Max fall back to the final spot on the bakkie podium. In November 2025, the Japanese brand sold 1 673 units of its Struandale-produced model (which is still awaiting its facelift and the possible introduction of a new 2.2-litre turbodiesel engine), down a considerable 27.0% month on month. Interestingly, 233 units (or nearly 14.0%) were reported as sales to government.
Ford’s Ranger grabbed back 2nd place in November.
As it has every month this year, the KwaZulu-Natal-assembled Mahindra Pik Up finished in 4th, though sales dipped 3.2% month on month to 737 units. However, the big news was that the GWM P-Series (including both the P300 and P500) registered its highest sales tally since December 2021. The Chinese brand sold 665 units in November, up a considerable 50.8% month on month and enough to see it climb 2 rankings to 5th.
The Rosslyn-built Nissan Navara – the D23-series model that our market will stick with when Australasia switches to the new Triton-based D27 early next year – held steady in 6th place, with sales increasing 10.6% month on month to 511 units. Despite registrations slipping 2.7% compared to October, the evergreen Toyota Land Cruiser 79 (403 units) climbed a ranking to 7th.
After breaking into the top 5 in October with its best effort yet (in 2nd-generation, Ford-built form, that is), the Volkswagen Amarok tumbled 3 places to 8th in November. In the end, local sales of the Silverton-made bakkie (which looks set to become available in Dark Label form next year) declined 16.6% month on month to 401 units.
The JAC T-Series (202 units; up 31.2% month on month) breached the 200-unit mark for what we believe is the first time, returning to the top 10 to grab 9th in the process. While JAC reports only a combined T-Series figure to Naamsa, we have an unofficial breakdown of the range’s sales for November: 144 units of the T9, along with 53 examples of the T8 and 5 units of the T6. Finally, the Foton Tunland G7 (194 units; down 13.8% month on month) fell a place to 10th.
Best of the rest in November: bakkies outside top 10
Changan sold 31 units of its Hunter last month.
So, which bakkies failed to make the top 10 last month? Well, the Peugeot Landtrek – currently made in China but expected to be available in SA-assembled form towards the end of 2027 – was the best of the rest in November, with 166 units (down 9.8% month on month) sold.
Next came the GWM Steed, which suffered a 49.5% month-on-month decline to end on 100 units (and drop out of the top 10), followed by the Mahindra Bolero (49 units) and Mitsubishi Triton (45 units). Having just launched, the Changan Hunter (31 units) made an appearance towards the foot of the table, while the Jeep Gladiator closed out proceedings with 10 sales in November.
