The Changan Deepal S05 is the second range extender electric vehicle to make landfall in South Africa. Here are prices and specifications.
Deepal’s second model in SA
Priced under R700 000
Range-extender powertrain claims over 1000 km range
The second product from new-energy brand Deepal has launched in South Africa. Its called the Changan Deepal S05 and unlike its bigger S07 sibling, this one is offered with a range-extender powertrain. Essentially, it drives and performs like an electric car, but has a petrol engine which solely acts as an onboard electricity generator.
As far as size goes, the S05 is 4 620 mm long, 1 900 mm wide and 1 600 mm high. There’s a 2 880 mm wheelbase and a kerb weight of 1 847 kg. The boot space is rated at 464 litres.
Powertrain
There’s a single electric motor driving the rear wheels and that makes 160 kW and 320 Nm. There’s a 27.28 kWh LFP battery giving it an electric range of 175 km. When that’s empty, the 1.5-litre petrol engine engages to make more electricity. With that combination, the vehicle is claimed to offer a total range of over 1000 km.
In terms of straight-line performance, the S05 is said to dash to 100 kph in just under 8 seconds. There are a handful of driver modes too: Standard/Comfort, Sport, Eco and Custom. The vehicle can be charged via AC and DC, the latter claimed to take the battery from 30% to 80% in around 20 minutes. If you’re wanting to power accessories, it supports Vehicle-To-Load capability.
Specifications and features
Customers have a selection of exterior colours to choose from; Moonlight White, Ganymede Grey, Mercury Silver, Deep Space Black and Starry Blue. There are two interior options; orange or black.
How much does the Changan Deepal S05 cost in South Africa?
The below price includes VAT and the newcomer is sold with a five-year/90 000 km service plan, a five-year/150 000 km warranty and an eight-year/150 000 km battery warranty. An optional maintenance plan is available.
Deepal is the dedicated premium new-energy vehicle (NEV) brand of Changan Automobile. The brand specializes in high-tech, futuristic electric vehicles (EV) and range-extended electric vehicles (REEV), offering smart digital cabins, advanced driver assistance systems, and long-distance capabilities.
What models does Deepal offer in South Africa and how much do they cost?
Deepal’s lineup in South Africa features both range-extended and fully electric SUV options:
Deepal S05 REEV: Range-extended electric midsize SUV priced from R699 000.
Deepal S07 L EV: Full electric mid-to-large SUV priced from R995 900.
How does the Deepal S05 REEV powertrain work?
The Deepal S05 REEV (Range-Extended Electric Vehicle) is propelled by an electric motor, delivering up to 175 km of pure electric driving. When battery charge runs low, an onboard petrol-powered generator kicks in to charge the battery pack on the go without driving the wheels directly, achieving a total combined driving range of over 1,000 km.
What are the performance figures and charging capabilities of the all-electric Deepal S07?
The pure electric Deepal S07 is powered by a rear-mounted electric motor delivering 160 kW and 320 Nm of torque. It provides a single-charge range of over 500 km and supports high-speed DC fast charging capable of replenishing the battery from 30% to 80% in approximately 20 to 30 minutes, as well as Vehicle-to-Load (V2L) reverse charging.
What warranty and service plan come standard with Deepal vehicles in SA?
Deepal vehicles sold through the authorized national dealer network in South Africa include a 5-year / 150,000 km vehicle warranty, a 5-year / 90,000 km service plan, and a dedicated 8-year / 150,000 km high-voltage battery warranty.
Suzuki hits all-time high! SA’s new-vehicle sales in October 2026
In October 2026, South Africa’s new-vehicle market hit a new high for the year, while also recording its 25th straight month of year-on-year growth. Here’s your full market overview, including a look at SA’s best-selling automakers…
New-vehicle sales up 10.4% year on year
Exports grow for first time since January
Another huge month for Toyota SA Motors
Suzuki Auto SA posts all-time sales high
VW Group’s best showing in three years
GWM hits new sales record in Mzansi
Kia SA registrations reach five-year high
In October 2026, sales in South Africa’s new-vehicle market increased 10.4% year on year to a heady 61 890 units, representing the local industry’s 25th consecutive month of year-on-year growth and the second time this year a figure in excess of 60 000 units has been achieved. In fact, the total was 0.4% higher than September’s effort, making it the year’s best performance yet.
In addition, new-vehicle exports from South Africa increased 6.3% year on year to 38 117 units, marking the first positive movement in this part of the market since January 2026. Still, it’s worth noting cumulative exports for the opening 10 months the year sit some 8.3% down on the corresponding period in 2025.
According to industry-representative body Naamsa, SA’s new-vehicle market grew “despite persistent cost-of-living pressures affecting consumers”. An estimated 78.0% of October 2026’s total reported domestic figure of 61 890 units represented sales via the dealership channel, while 16.5% were sales to the new-vehicle rental industry, 3.3% to government and 2.2% to industry corporate fleets.
Registrations in South Africa’s new passenger-vehicle market increased 13.6% year on year to 45 084 units in October – with rental sales accounting for a hefty 21.4% of that figure. Meanwhile, local sales of new light-commercial vehicles (LCVs) grew a more modest 2.2% year on year to 13 689 units.
Brandon Cohen, Chairperson of NADA, said the figures showed that local sales had held their September level, although he pointed out that performance differed across vehicle categories and that rental companies had accounted for a larger share of purchases.
“October’s sales are encouraging, but the small increase from September calls for a balanced reading of the results. Customers are still making careful decisions about what they can afford, and a stronger overall sales figure does not mean that pressure on household budgets has eased,” Cohen cautioned.
New-vehicle sales summary for October 2026
Aggregate new-vehicle sales of 61 890 units increased by 10.4% (5 839 units) compared to October 2025.
New passenger-vehicle sales of 45 084 units increased by 13.6% (5 380 units) compared to October 2025.
New light-commercial vehicle sales of 13 689 units increased by 2.2% (291 units) compared to October 2025.
Export sales of 38 117 units increased by 6.3% (2 264 units) compared to October 2025.
10 best-selling automakers in SA in October 2026
In October 2026, GWM posted its highest sales in SA yet.
In October 2026, Toyota SA Motors (including Lexus and Hino) comfortably retained first place, registering as many as 14 495 units around the country – the third time this year the company has breached the 14 000-unit barrier. Though that figure represents a 5.7% month-on-month drop compared to its record September 2026 showing, it nevertheless translates to a 23.4% share of the overall market.
Meanwhile, Suzuki Auto SA not only retained second position in October but also registered its highest tally yet. Yes, the Japanese brand’s local division crossed the 7 000-unit barrier for the very first time, reaching a record total of 7 292 units (some 9.4% up compared to the prior month). For the record, Suzuki’s figure included as many as 2 232 units sold via the rental channel.
That saw Volkswagen Group Africa (including Audi) remain in third place, despite putting in its best showing since October 2023. In the end, the German brand’s local outfit hit a total of 6 515 units (including 1 624 rental sales), representing a 9.2% month-on-month improvement and the first time this year the company has crossed the 6 000-unit mark.
Similarly, Ford Motor Company of SA retained fourth position in October, with local sales increasing 5.1% month on month to 3 353 units – the Blue Oval brand’s highest total in well over five years. Hyundai Automotive SA wasn’t far behind, enjoying a 4.9% month-on-month increase in sales to reach 3 207 units – its second-highest total of the year after March – and keep hold of fifth spot.
After settling for eighth place in September, GWM SA climbed back to sixth in October, growing its local registrations 8.1% month on month to 2 919 units – a figure we believe is its highest yet. Meanwhile, fellow Chinese firm Chery SA remained in seventh position, despite local sales falling 8.3% month on month to 2 754 units.
Interestingly, Kia SA experienced a 21.4% month-on-month surge in local registrations to move up two rankings to 8th and hit a total of 2 233 units (including 733 rental sales) – the Motus-distributed brand’s highest figure since October 2021. In contrast, Isuzu Motors SA suffered a 29.7% month-on-month decline to 2 123 units, seeing it fall three places to ninth. Finally, Jetour SA (2 102 units; up 3.2% month on month) slipped a ranking to finish in 10th.
So, which automakers fell just outside the top 10 in October? Well, Renault SA (1 706 units) again ranked 11th, while Mahindra SA (1 484 units) and BMW Group SA (with a Naamsa-estimated 1 312 units, including the Mini brand) each moved up a ranking to 12th and 13th, respectively. That saw Omoda & Jaecoo SA (1 201 units) fall two places to 14th, with Tata Motors PV SA (1 057 units, including 265 rental sales) again closing out the top 15 after hitting four figures for the first time since its return to the local market.
1. Toyota – 14 495 units
2. Suzuki – 7 292 units
3. Volkswagen Group – 6 515 units
4. Ford – 3 353 units
5. Hyundai – 3 207 units
6. GWM – 2 919 units
7. Chery – 2 754 units
8. Kia – 2 233 units
9. Isuzu – 2 123 units
10. Jetour – 2 102 units
SA’s new-vehicle sales outlook for the rest of 2026
So, what’s next for South Africa’s new-vehicle market, with just a couple of months of the year to go? Well, Naamsa says the recent “sharp increase in fuel prices” remains one of several “external cost pressures” facing local consumers, even when taking into account the government’s R10-billion temporary fuel-levy relief package.
Despite fuel-price increases and a “slight acceleration in headline inflation”, the industry-representative body says the domestic new-vehicle market “continues to demonstrate notable resilience against persistent economic pressures”.
“As South Africa’s new-vehicle market progresses through the final quarter of 2026, the continued growth in domestic sales and accelerating uptake of new energy vehicles provide encouraging signals of underlying market resilience and evolving consumer demand.
“However, sustaining this momentum will depend on strengthening domestic purchasing power, maintaining a competitive and predictable policy environment and addressing the structural cost pressures affecting both manufacturers and consumers,” says Naamsa.
Meanwhile, with 554 081 units sold year to date at the end of October 2026, NADA’s Cohen says “the market is well placed to exceed 600 000 sales this year”, adding that “a further 45 919 sales across November and December would take us to that milestone, although the final total will depend on buying activity over the remaining two months”.
“For dealers, the focus remains on helping customers find vehicles they can afford to buy and run. The progress made this year is welcome, but continued growth will depend on what households and businesses can comfortably commit to vehicle ownership,” Cohen concludes.
BizCars podcast: ‘SA must fight for its automotive industry’ – President of Ford SA
In this episode of the Cars.co.za BizCars podcast, we sit down with Ford Motor Company of Southern Africa President, Neale Hill, to discuss the critical challenges facing local vehicle manufacturing, the surge of new market entrants and why safeguarding South Africa’s automotive footprint is vital for the economy.
Modern vehicle manufacturing is no longer just about building cars; it is about navigating complex, highly integrated global ecosystems. For legacy manufacturers like Ford, President Neale Hill stresses that maintaining a competitive edge requires balancing local assembly demands with uncompromising international quality standards.
Hill highlights the immense logistical coordination required to operate massive production facilities such as Ford‘s Silverton assembly plant in Gauteng and the Struandale engine plant in Gqeberha. From securing a consistent flow of components amid local port congestion to managing the localised needs of a sprawling dealer network, Hill notes that the operational backbone of local manufacturing remains a high-stakes balancing act.
Balancing fuel costs, economic pressures and the shift to NEVs
Economic headwinds have forced both manufacturers and consumers to re-evaluate efficiency across the board. With rising fuel costs and shifting interest rate cycles placing pressure on household budgets, Neale Hill points out that vehicle buyers are increasingly scrutinising running costs, fuel economy and long-term value retention.
Ford offers a number of NEVs globally, like this Mustang Mach-E, but Ford SA believes local infrastructure will dictate consumer demand.
At the same time, Hill emphasises that industrial investments must account for the global transition toward new energy vehicles (NEVs). While plug-in hybrids and electrified powertrains represent the future of global mobility, Hill notes that local infrastructure and consumer demand will ultimately dictate how rapidly these technologies can be successfully integrated into the South African market.
Protecting resale values and customer trust across dealer networks
Beyond showroom floors and factory assembly lines, Neale Hill believes the ultimate measure of an automotive brand lies in the long-term ownership experience. From pioneering comprehensive customer care frameworks and guaranteed future-value finance options to navigating the complexities of used-car market valuations, Hill considers maintaining consumer trust to be paramount.
Rangers being assembled at Silverton.
As multi-franchise dealerships adapt to a flood of new nameplates and shifting buyer preferences, Hill remains adamant that delivering consistent service quality will ensure customers stay loyal to established brands over the long haul.
As Hill outlines, the local automotive industry faces unique challenges alongside exciting opportunities. Through sustained multi-billion-rand investments, localised production and a clear focus on customer-centric solutions, Hill and his team at Ford SA continue to anchor a vital pillar of South Africa’s broader industrial economy.
Find more episodes of BizCars on the Cars.co.za YouTube channel, or subscribe to our channel on your favourite podcast app.
Up close with the Chery Tiggo V: The SUV-to-bakkie conversion is real, but there’s a catch…
Due in South Africa during the first quarter of 2027, the Chery Tiggo V is a unique 7-seat SUV that converts into a double-cab bakkie. We have new details on this conversion process as well as the confirmed drivetrain line-up, plus we spent brief time behind the wheel.
Chery‘s shape-shifting Tiggo V is a 7-seat SUV that can be reconfigured into a double-cab-style bakkie and is due in South Africa during the first quarter of 2027. We had a brief taste of it in China and put a list of pointed questions to Chery about how the conversion actually works. The answers suggest that buyers should think of it as a roomy family SUV first, and a bakkie only occasionally.
Ever since the Tiggo V broke cover at Auto China 2026 in Beijing, it has been one of the most talked-about Chinese newcomers headed our way. Cars.co.za first spotted the Tiggo V on a transport carrier in South Africa back in May, alongside the Q city EV, and Chery has since confirmed that the model will be sold here. Chery pitches it as a “multi-purpose life space” built on a modular architecture: a family SUV, a spacious MPV-style people carrier or a bakkie-style utility vehicle, depending on how you configure it.
It is a compelling idea in a market that loves both SUVs and bakkies. In theory, you could own one vehicle that does both jobs. In practice, however, the details matter.
First impression of the Tiggo V: space, and lots of it
My time behind the wheel of the Tiggo V in China was brief and confined to a car park, at low speeds, so I can’t comment meaningfully on ride quality, refinement or performance. It is a unibody vehicle with multi-link rear suspension and first impressions are that it is refined, but that throttle sensitivity/mapping could be improved – there was too much of a delay in the power delivery.
What I can say with greater conviction is that it is a very spacious vehicle. The Tiggo V rides on a 2 800 mm wheelbase, which is the same as a Tiggo 9, but is about 200 mm longer, and it feels truly generous inside, with a boxy profile that frees up headroom and a claimed interior height of 1 297 mm. Space in the second row, particularly legroom, is enormous.
The second-row bench slides fore and aft. Chery says the third row can accommodate occupants up to about 1.7 metres tall, and the cabin is said to offer no fewer than 42 storage compartments. It is a properly practical people carrier.
And that, I’d argue, is how prospective buyers should approach it. If the Tiggo V makes sense to you as a spacious, feature-laden seven-seat SUV, on its price alone, then the ability to convert it into a bakkie should be viewed as a bonus, rather than the main reason to buy one.
How the Tiggo V conversion actually works
Much of the early excitement around the Tiggo V has centred on the idea of a vehicle you could turn into a bakkie, possibly to fetch a load of compost or move a fridge on a Saturday, and then switch back to SUV mode before church on Sunday morning. Some early reports suggested the rear section could be removed in around 45 minutes. Chery‘s own answers to our questions paint a more involved picture.
The rear assembly that is removed to create the load bay consists of two parts, which weigh 42.6 kg and 41.2 kg respectively, so you’re dealing with roughly 84 kg of bodywork. The rear cargo box, which is inserted to create the load bin, is a single solid piece, but Chery says some additional parts need to be assembled along with it.
There is no separate partition to close off the cabin. Instead, the rear bulkhead is integrated into the cargo box itself, so the cabin is sealed off as part of the same assembly. As the factory-supplied image shows, the bin looks sturdy and Chery says it is entirely waterproof. However, whichever configuration you are not using – the SUV rear section or the bakkie components – doesn’t stay on the vehicle; it has to be stored somewhere, which means you will need space for it in your garage.
The rear seats also have to come out. Chery confirms that in cargo-box mode, the rear seats must be removed (they are detachable), which is one more set of bulky items that need to find a home while the vehicle is in bakkie mode.
Not a one-person, at-home job
This is where the “Friday-to-Sunday” scenario starts to unravel. Chery says it does not recommend that owners perform the conversion themselves. Changing modes requires two people, and even when it is carried out by professionals, the job takes about two hours. Assume a similar amount of time to switch back.
Chery says its dealers will offer the conversion as a service, although a fee may be charged. Owners can do it themselves – an instruction manual will be supplied with the vehicle – although Chery describes the process as “relatively complicated” and advises against it.
So, rather than a quick weekend swap, think of the conversion as a booked dealer appointment, with two technicians, a couple of hours of workshop time, a possible service fee, and enough garage space at home to store roughly 84 kg of body panels plus a set of rear seats. Doing it twice in one weekend would therefore be a bit of a “faff”. It seems far better suited to owners who would switch to bakkie mode for an extended period – a holiday, a home renovation, specific leisure activity or a house move – than to those hoping for a 48-hour utility vehicle.
Bakkie mode: what can it carry?
In bakkie configuration, Chery claims a maximum payload of 500 kg, and an unbraked towing capacity of 750 kg. For context, that payload is about half of what a conventional 1-tonne double-cab bakkie is rated for, so this is a light-duty load-lugger. The load bay is also, naturally, not as large as that of a full-size double cab. The Tiggo V can tackle gradients of up to 30% at maximum payload.
Powertrains for the Tiggo V in South Africa
Chery has confirmed to Cars.co.za that the powertrain line-up for South Africa has been finalised. There will be a petrol-only variant using a 1.6-litre turbocharged engine and a 7-speed dual-clutch transmission (7DCT), as well as a plug-in hybrid (PHEV) variant pairing a 1.5-litre turbocharged engine with Chery’s dedicated hybrid transmission (DHT), part of the brand’s Super Hybrid (CSH) system.
Chery has not yet published power and torque figures for the Tiggo V. For reference, the 1.6T engine is rated at 137 kW and 275 Nm in the Chery Tiggo 8 Pro. Full specifications will be released closer to launch.
Pricing and launch
The Tiggo V is due in South Africa during the first quarter of 2027. Chery hasn’t announced pricing yet and says that a wide range of accessories will be offered.
Where the Tiggo V is priced will ultimately determine its success. If it is positioned attractively and makes sense as a spacious, family-friendly, practical SUV alone, it will be a strong proposition – and the bakkie conversion becomes a genuinely useful extra for the occasional big job. Just don’t plan your weekends around it.
GWM P300 PHEV (2026) Review
The GWM P300 PHEV is the new flagship of Great Wall Motors’ bakkie range. With staggering outputs and a price tag to match, we look at whether it’s worth it.
We like: Excellent balance between performance and economy; level of standard equipment.
We don’t like: No plug points in the load bin; pricey compared to the rest of the range; stiff ride quality.
The GWM P300 is Great Wall Motors’ bread-and-butter bakkie. Available in both commercial single-cab configurations and lifestyle-focused off-road double-cab variants, the P300 aims to deliver genuine capability with lower running costs. Now, a new-energy derivative – dubbed the GWM P300 PHEV – has joined the line-up as the range flagship. Crucially, it stands as the only petrol-powered model in the family.
We’ll see more new-energy double-cab bakkies on sale in South Africa over the coming months. The P300 is the newest of the lot, following the BYD Shark – which raced up the sales charts thanks to its striking looks and swift acceleration – and the Changan Hunter REEV, which combines sharp styling with a high-value price tag. Buyers can also look at the freshly launched JAC T9 PHEV, though we haven’t had the opportunity to test it just yet. It will also be interesting to see where Chery’s Grootman lands on price when it launches in 2027…
Visually, you can spot the new flagship by its dual fuel caps – one side for unleaded petrol, the other for electrons – along with a bold PHEV badge on the rear tailgate. Featuring a wheelbase of over 3 200 mm, this is a long bakkie with generous cabin space for passengers. Step inside and the layout resembles your typical P300, but upon closer inspection, key details reveal this isn’t your ordinary diesel double-cab.
When you’re spending close to R1 million on a flagship new-energy bakkie, you expect a complete tech and comfort suite, and the P300 delivers. Heated and ventilated leather seats paired with a heated steering wheel offer a great start, complemented by a sunroof, automatic climate control, a generous 15.6-inch touchscreen infotainment display supporting wireless Apple CarPlay/Android Auto, and a fast 50 W wireless charging pad. Thankfully, core controls haven’t all been relegated to the screen.
Under the skin, a Level 2 ADAS suite includes adaptive cruise control, forward collision warning, autonomous emergency braking, lane keep assist and a 360-degree camera system. Dedicated USB-C and USB-A ports keep front-occupant devices powered seamlessly.
For those planning to tow, the P300 impressively retains its 3.5-tonne braked towing capacity. We would have loved dedicated AC plug points in the load bin to fully exploit its vehicle-to-load (V2L) capabilities – a feature included in selected overseas markets.
Performance & Efficiency
The powertrain pairs a 2.0-litre turbocharged petrol engine (180 kW and 380 Nm) with a 130 kW/495 Nm electric motor integrated directly into the 9-speed automatic transmission. The result is a combined system output of 310 kW and 750 Nm, making this South Africa’s most potent bakkie in terms of torque. A 33.1 kWh lithium iron phosphate battery provides an electric-only range of roughly 110 km.
With such strong figures, we anticipated brisk acceleration. In its sportiest setting with launch control engaged in two-wheel drive, the immediate torque output overwhelmed the rear tyres. The resulting wheelspin yielded a 0–100 kph sprint of 6.6 seconds – two-tenths off the manufacturer’s claim. Switching to four-wheel drive resolved traction entirely, sending the bakkie past 100 kph in 6.01 seconds.
As always, official plug-in hybrid fuel claims assume a fully charged battery. To test true powertrain efficiency, we evaluated fuel consumption starting with a depleted battery. Over an extended 271 km test route across mixed driving conditions, the P300 returned an impressive 6.0 L/100 km. Maintain a regular daily charging routine and you can comfortably achieve 4.5 L/100 km or better.
Ride, Handling & Comfort
The bakkie ships standard with 265/60 R18 highway tyres. That feels like a slight oversight; a set of robust all-terrain tyres would better suit the average South African owner’s usage profile and prove far more resilient, as we found out later in the test period…
Owing to its battery pack, the PHEV weighs considerably more than its ICE counterparts, tipping the scales at just over 2.5 tonnes. You notice that mass during sudden direction changes or heavy braking, which slightly extends stopping distances. While the extra mass requires a firmer suspension setup – leading to a stiffer ride over sharp crests – it noticeably settles the unladen body-on-frame bounce common to the segment.
On the move, drivers can tailor steering weight and regenerative braking intensity. Selecting ‘Comfort’ mode for the steering proved ideal for manoeuvring tight urban parking bays.
Off-road capability
We intended to evaluate the vehicle across our off-road track, but a tyre puncture cut those plans short. Ground clearance is rated at 200 mm – slightly lower than standard P300 variants – so careful line choice over obstacles remains essential.
Despite missing full trail testing, several technical details stand out. Placing the electric motor inside the transmission housing (rather than mounted directly to an axle) preserves traditional 4×4 hardware. The bakkie retains a true low-range transfer case, a lockable rear differential and dedicated terrain modes.
Charging costs
The P300 supports up to 11 kW AC and 110 kW DC fast charging. During testing, peak DC charge rates reached 97.9 kW, adding nearly 33 kWh in 37 minutes while maintaining high speeds through the first 10 minutes.
Keep in mind charging speed drops significantly between 90% and 100% to safeguard battery health. If time is limited, stopping at 80% is recommended.
Charging at home remains the most economical approach, especially when paired with a residential solar installation. By comparison, conventional petrol and diesel fuel costs for a midsize SUV typically average above R2.00/km.
Supplier
Rate per kWh
Cost (10% to 80%/23.17 kWh)
Cost per km
Residential home
~R3.50 / kWh
R81.10
R0.71/km
Public AC charging
~R5.88 / kWh
R136.24
R1.18/km
Public DC fast charging
~R7.25 / kWh
R167.98
R1.46/km
Public ultra-fast DC charging
~R8.35 / kWh
R193.47
R1.68/km
Price & After-sales support
The P300 PHEV is covered by a 7-year/200 000 km vehicle warranty, an 8-year/150 000 km high-voltage battery warranty and a 7-year/75 000 km service plan (with 15 000 km intervals).
P300 2.0T double cab SX 4×4 auto
R537 950
P300 2.4T double cab LT 4×4
R649 900
P300 2.4T double cab LTD 4×4
R699 900
P300 2.0T Pioneer Hi4-T PHEV 9HAT
R914 900
All pricing correct in November 2026.
Verdict
While it took time for the P300 range to gain plug-in hybrid technology, the result is well worth the wait. It charges faster than key new-energy rivals and its real-world efficiency keeps daily running costs lower than equivalent turbodiesel models – even if offsetting the initial purchase premium will take time.
Purchase price aside, few bakkies in this segment match the P300 PHEV’s standard equipment, performance and overall capability.
What engine powers the GWM P300 bakkie in South Africa?
The GWM P300 is powered by an upgraded 2.4-litre 4-cylinder turbodiesel engine producing 135 kW of power and 480 Nm of torque, mated to a 9-speed automatic transmission (9AT). A high-performance 2.0-litre turbo Hi4-T Plug-in Hybrid (PHEV) derivative is also offered, delivering a combined output of 310 kW and 750 Nm.
How much does the GWM P300 cost in South Africa?
Pricing for the GWM P300 double-cab lineup in South Africa is structured as follows:
P300 2.4TD LS 4×2 9AT: Starts from R529 900
P300 2.4TD LS 4×4 9AT: Starts from R579 900
P300 2.4TD LT 4×2 9AT: Starts from R599 900
P300 2.4TD LT 4×4 9AT: Starts from R649 900
P300 2.4TD LTD 4×4 9AT: Starts from R699 900
P300 2.0T Pioneer Hi4-T PHEV 4×4: Tops the range from R914 900
What is the towing capacity and fuel consumption of the GWM P300?
The GWM P300 2.4TD offers a maximum braked towing capacity of 3 500 kg (3.5 tonnes). Claimed average combined fuel consumption is rated at approximately 7.4 L/100 km on 4×2 models and 8.0 L/100 km on 4×4 variants.
What interior and safety technology features come standard on the GWM P300?
The cabin features a 12.3-inch touchscreen infotainment display with wireless Apple CarPlay and Android Auto, a 7-inch digital driver display, wireless smartphone charging, and leather upholstery. Higher trims add heated/ventilated front seats, a sunroof, a 360-degree camera, and Level 2 Advanced Driver Assistance Systems (Adaptive Cruise Control, Lane Keep Assist, and Autonomous Emergency Braking).
What warranty and service plan come standard with the GWM P300?
In South Africa, the GWM P300 comes standard with a 7-year/200 000 km manufacturer warranty, a 5-year/75 000 km service plan, and 7 years of unlimited roadside assistance.
Subscribe, loan or lease? How to choose your next car’s finance plan
Buying a car involves more than choosing a monthly payment. From conventional vehicle finance and personal loans to prepaid subscriptions such as DrivePass, understanding your options will help you choose an arrangement that suits your budget and circumstances.
Start with two questions: do you want to own the car, or do you mainly need access to reliable transport? And what can you comfortably afford in terms of ownership or finance once insurance, fuel and maintenance are included?
Instalment sale agreements: a conventional way to finance your car
With an instalment sale agreement, a finance provider pays the seller and you repay the amount borrowed, plus interest and fees, over an agreed period.
Your monthly instalment depends on the vehicle price, deposit, interest rate, repayment term and any balloon payment.
A longer term generally reduces the monthly repayment but increases the interest paid overall. Compare the total cost of credit as well as the instalment before deciding.
Approval depends on the lender’s assessment of your credit profile and affordability.
A deposit reduces the amount you need to borrow. This can lower your monthly instalment and the total interest payable.
A trade-in can also contribute towards the deposit, provided its value exceeds any outstanding finance that needs to be settled.
Keep sufficient money available for other expenses rather than putting all your savings into the purchase.
Balloon payments
A balloon payment postpones part of the amount owed until the end of the finance term. This lowers your monthly instalments, but the final amount still needs to be paid.
For example, a balloon of R60 000 means that amount remains payable after the scheduled monthly repayments.
You might settle it using savings, refinance it if approved, or sell or trade in the vehicle. However, refinancing is not guaranteed, and the vehicle’s value may not cover the outstanding balance.
A balloon can make the monthly payment look more affordable while increasing the interest paid overall. Plan for the final payment from the start.
A fixed interest rate stays unchanged for the agreed term, giving you greater certainty about repayments.
A variable or linked interest rate moves with the reference rate specified in your agreement, typically prime. Your instalment can therefore rise or fall.
Compare the actual rates offered and consider whether your budget could absorb an increase.
Guaranteed Future Value finance agreements
A Guaranteed Future Value, or GFV, agreement sets a minimum future value for the vehicle at the end of the contract, subject to conditions.
These arrangements commonly offer three choices at the end:
Replace: trade in or return the vehicle and enter a new agreement.
Retain: settle the final amount, or apply to refinance it, to keep the car.
Return: hand the vehicle back under the agreement’s conditions.
The guarantee depends on meeting requirements such as mileage limits, servicing and vehicle condition. Excess kilometres or damage outside fair wear and tear can result in charges.
GFV can suit motorists who want to change cars regularly, but returning the vehicle does not leave you with a car to own or sell. It remains a finance product requiring approval.
The total amount payable, including fees and any final payment.
Which running costs are included.
What happens if you want to exit early.
Whether, and when, you become the owner.
If conventional vehicle finance does not suit your needs, consider the alternatives below.
Prepaid car subscriptions: DrivePass
Getting a car does not have to mean taking out a loan or committing to years of repayments.
DrivePass, Cars.co.za’s prepaid car subscription offering, gives you access to virtually new cars – from entry-level hatchbacks to family cars and SUVs, subject to availability.
There are no traditional credit checks or requirements to submit bank statements and payslips. A poor credit score does not prevent you from using the offering.
How does DrivePass work?
Choose your vehicle, pay a refundable deposit and your first 30 days upfront, then top up for each additional 30-day period.
Your monthly payment includes insurance, servicing, maintenance, warranty and tracking. Pretty much, add fuel and go. There is a mileage allowance, with additional charges for exceeding it. Tolls and traffic fines are separate.
There is no long-term lock-in or cancellation penalty. To finish, return the car and end your subscription.
You pay for access rather than ownership. However, if you decide to buy the vehicle, DrivePass can help facilitate a separate purchase, subject to the purchase arrangements and finance approval where required.
A personal loan can provide the funds to buy a vehicle outright from the seller. You then repay the lender under the loan agreement.
This can be useful when an older or lower-value car does not meet a vehicle-finance provider’s criteria.
Specialist products are available, including WesBank’s CashPower personal loan, which lists vehicle purchases among its permitted uses. Approval and the amount offered depend on the lender’s assessment.
The amount you qualify for may limit you to an older, less expensive vehicle. Include potential repairs and maintenance in your budget.
Compare interest rates, fees, repayment terms and the total amount repayable against any conventional vehicle-finance offer. A personal loan is not necessarily the cheaper option.
Rent-to-own or rent-to-buy
Rent-to-own offers a possible route to ownership, but that promise can come with a lengthy and expensive commitment.
Ownership depends on completing the contract’s requirements, potentially including a final lump-sum payment. If you leave early, you may have paid substantial amounts without acquiring the car, and further charges may apply.
Check the total payable, vehicle condition, maintenance obligations and exit terms. Being approved does not necessarily mean you are getting good value.
If your immediate priority is reliable transport while improving your financial position, compare the offer with DrivePass before committing.
‘Good likelihood’ of turbodiesel FJ, says Toyota SA boss
The head of Toyota SA says there’s a “good likelihood” of a turbodiesel engine being offered in the Land Cruiser FJ, though cautions it’s still a “couple of years” away…
FJ tipped to eventually gain turbodiesel mill
“Couple of years” away, says Toyota SA boss
2.8-litre GD-6 seems most likely candidate
The man at the helm of Toyota South Africa Motors says there’s a “good likelihood” of the new Land Cruiser FJ eventually becoming available in turbodiesel guise, though cautions such a move is potentially still a “couple of years” away.
As a reminder, the new Land Cruiser FJ officially hit dealers around South Africa on 18 May 2026. The FJ-badged ladder-frame SUV is offered exclusively with the Japanese brand’s long-in-the-tooth naturally aspirated 2.7-litre petrol engine – but that could eventually change.
Andrew Kirby, President and CEO of Toyota SA Motors, spoke to us about the new Land Cruiser FJ during an intriguing interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 gathering in Durban, KwaZulu-Natal in October.
“There are no firm plans [to offer a turbodiesel engine in the new Land Cruiser FJ], but we think there’s a good likelihood that we’ll be able to get a diesel derivative. Not in the next couple of years, unfortunately, so it’s going to take us a little bit of time,” he said, adding that such a motor would “make a big difference to the performance of the vehicle”.
For the record, the FJ’s atmospheric 2.7-litre petrol mill (2TR-FE) is mated with a 6-speed automatic transmission as standard and generates peak outputs of 122 kW and 245 Nm. The part-time 4-wheel-drive system features with selectable “H2”, “H4” and “L4” modes, while the claimed fuel consumption is listed as 10.7 L/100 km.
Though Kirby didn’t state which turbodiesel engine might be under consideration for the Land Cruiser FJ, it’s thought to be Toyota’s 2.8-litre GD-6 motor (1GD-FTV), familiar from the likes of the Hilux, Fortuner, Land Cruiser 70 Series, Land Cruiser Prado and Quantum Bus.
In those models, the 4-cylinder oil-burner offers anywhere from 115 kW and 420 Nm to 165 kW and 550 Nm, though most iterations generate maximum figures of 150 kW and 500 Nm. Another option for the FJ might be the smaller-capacity 2.4 GD-6 engine (2GD-FTV), which makes 110 kW and 400 Nm.
Despite the lack of a turbodiesel option, sales of the Land Cruiser FJ – which starts at R714 000 – have been steady since launch. Some 127 units were registered in SA in its opening month, a figure that climbed to 264 units in June and 344 units in July. A further 255 units and 278 units were sold in August and September, taking the nameplate’s running tally to 1 268 units.
Frequently Asked Questions (FAQ)
Q: Is Toyota introducing a turbodiesel engine for the new Land Cruiser FJ?
A: While Toyota South Africa Motors President and CEO Andrew Kirby confirmed to Cars.co.za that there’s a “good likelihood” of a turbodiesel variant being added to the Land Cruiser FJ line-up, he cautioned that it is still a “couple of years” away from official launch.
Q: Which engine currently powers the Toyota Land Cruiser FJ in South Africa?
A: The Land Cruiser FJ is launched exclusively with Toyota’s naturally aspirated 2.7-litre 4-cylinder petrol engine (2TR-FE), delivering 122 kW and 245 Nm of torque via a 6-speed automatic transmission and a selectable part-time 4×4 system.
Q: Which turbodiesel engine is most likely to join the Land Cruiser FJ range in the future?
A: Although unconfirmed, Toyota’s 2.8-litre GD-6 turbodiesel (1GD-FTV) — which powers the Hilux, Fortuner and Prado — is considered the primary candidate. The smaller 2.4-litre GD-6 engine (110 kW/400 Nm) also serves as an alternative possibility.
The new Tata Punch has touched down in South Africa, introducing higher levels of tech as well as a new turbocharged petrol engine. Here’s pricing and specifications.
Pricing starts starts from R224 900.
New turbo engine makes 88 kW and 170 Nm.
Three trim levels.
The Tata Punch has been given a substantial makeover. The fresher look comprises a revised front end with LED headlights, new-look grille and at the rear, plus there’s a light bar which stretches across the back. Tata says there are new wheel designs as well as a contrasting roof and roof rails which give it a rugged look.
There are two engines on offer, with a 1.2-litre naturally-aspirated petrol 3-cylinder engine powering two of the three derivatives. It makes 65 kW and 115 Nm, and is paired to a 5-speed manual gearbox. The flagship model has a turbocharged 1.2-litre petrol engine, making 88 kW and 170 Nm, and it too features a 5-speed manual gearbox.
Trim Levels
Every Tata Punch comes with wireless Apple CarPlay/Android Auto, six airbags and a 5-star NCAP safety rating.
Pure+
90-degree doors
LED headlamps
Touchscreen infotainment
Reverse camera
Cruise control
Stability control
Tyre pressure sensors
8-inch (20.32 cm) display
4-speaker audio
Adventure (in addition to Pure+)
360-degree camera
Automatic climate control
Push button start
Automatic headlights
Automatic rain-sensing wipers
Cooled glovebox
Accomplished+ S (in addition to Adventure)
Larger 26.03 cm infotainment
Larger 17.78 cm digital cluster
Keyless entry
LED daytime running lights
Climate control
Auto-dimming mirror
Voice-assisted sunroof
Hill decent control
4-speaker + 4 tweeter audio
Wireless phone charger
Rear adjustable headrests
How much does the Tata Punch cost in South Africa?
The Tata Punch is sold with a five-year/125 000 km warranty and a two-year/30 000 km service plan.
What engine powers the Tata Punch in South Africa?
The Tata Punch is powered by a 1.2-litre 3-cylinder Revotron petrol engine producing 65 kW of power and 115 Nm of torque. It is offered with either a 5-speed manual gearbox or an automated manual transmission (AMT) driving the front wheels. Higher-spec turbo variants are also introduced delivering enhanced performance.
How much does the Tata Punch cost in South Africa?
Pricing for the Tata Punch compact crossover in South Africa starts from approximately R224,900 for the entry model, with mid-tier Adventure models around R244,900 to R249,900, reaching up to approximately R319,900 for the top-spec Creative+ automatic.
What is the ground clearance and boot space of the Tata Punch?
The Tata Punch offers a generous ground clearance of up to 193 mm, making it well-suited for rough roads and urban obstacles. Behind the 5-seater cabin, it features a practical luggage boot capacity of 366 litres.
What is the claimed fuel consumption of the Tata Punch?
The Tata Punch has a claimed combined fuel consumption rating ranging between 5.3 L/100 km and 5.6 L/100 km depending on transmission choice. Combined with its 37-litre fuel tank, it delivers an estimated driving range of roughly 660 km to 700 km.
What warranty and service plan come standard with the Tata Punch in SA?
Distributed locally via the Motus dealer network, the new Tata Punch comes backed standard by a 5-year / 125,000 km manufacturer warranty alongside a 3-year / 45,000 km service plan.
Toyota Corolla Cross XS 1.8 vs HEV – Is the hybrid worth it?
The Toyota Corolla Cross is one of South Africa’s most popular family cars, especially in XS trim. But is the HEV version worth the extra money over the normal petrol? We did the maths to help you choose the right variant for your needs.
Chinese hybrids may have brought more technology, features and affordability to the South African market, but Toyota can legitimately claim to have helped local buyers embrace hybrids.
The Corolla Cross was the model that brought meaningful monthly sales volumes to the hybrid market. Since its introduction in late 2021, it has consistently ranked among South Africa’s best-selling hybrids. Built on the proven Corolla platform, its non-plug-in hybrid (HEV) configuration has found wide appeal among local buyers.
With fuel prices putting pressure on household budgets, the HEV version of Toyota’s popular compact crossover should appeal more than ever. But how much petrol does it save? And does the premium over the standard 1.8-litre version really make sense?
The Corolla Cross value equation
A South African family favourite, but does the HEV version really make sense?
If you really know cars, you know that the lower mid-tier trim often offers the best value. In the Corolla Cross range, that’s the XS grade: R458 400 for the standard 1.8-litre petrol version and R501 100 for the HEV.
The XS grade features dual-zone climate control, LED headlamps, rear parking sensors, a reverse camera and a leather-trimmed cabin. That covers the family-car essentials, but the infotainment is less impressive.
The Corolla Cross XS supports Apple CarPlay and Android Auto through a 10.1-inch touchscreen. It is adequate, but its graphics, haptics, brightness and processing speed are not class-leading. Similarly priced Chinese rivals have set a much higher standard for infotainment in this segment.
Toyota’s 1.8 Atkinson cycle engine is remarkably understressed.
Both Corolla Cross XS versions use a 1.8-litre engine. Although they share a similar block and many components, their engines work quite differently.
The standard XS has a naturally aspirated 1.8-litre 4-cylinder engine producing 103 kW and 172 Nm. Those aren’t impressive but its simplicity makes it terrifically durable. There is no turbocharger, which is a disadvantage for inland drivers: naturally aspirated engines lose considerable power at altitude.
The HEV’s petrol engine produces 72 kW and 142 Nm – about 30% less peak power than the standard engine. Its Atkinson-cycle configuration uses different valve timing to prioritise efficiency over outright power. To make up for that reduced performance, Toyota pairs the engine with a 53 kW electric motor and a 1.3 kWh battery. The hybrid system’s combined output is 90 kW; the engine and motor’s peak outputs cannot simply be added together. Crucially for inland buyers, the HEV suffers less altitude-induced power loss than the standard petrol version.
Fuel-consumption comparison
Hybrid fuel savings are real but they come with a big ‘upfront’ cost.
The powertrains are different, but what does that mean for your petrol budget?
The standard 1.8-litre Corolla Cross has a claimed fuel consumption of 6.8 L/100 km. With a 47-litre tank, that gives it a theoretical range of about 691 km. The HEV’s claimed consumption is just 4.3 L/100 km. Despite its smaller 36-litre tank, its theoretical range is 837 km. These figures are based on claimed consumption, not guaranteed real-world results.
Driving range matters to South Africans. Family holidays often involve much longer drives than those undertaken in Europe or Japan, so the distance between fuel stops counts.
On those claimed figures, the HEV uses about 37% less petrol, but its tank is about 23% smaller. That narrows its road-trip range advantage, even though it costs less to fuel over the same distance.
Recouping the HEV price premium through monthly fuel savings will take a long time.
You cannot unsee the difference: the HEV uses roughly a third less petrol on the claimed figures. That is a meaningful saving at the pumps. But saving on fuel is not the same as saving money overall.
The HEV costs R42 700 more than the petrol XS. How far must you drive before its fuel savings cover that premium? The answer depends on the petrol price and the consumption you actually achieve.
To break even on the purchase-price premium, you need to cover enough kilometres for those fuel savings to add up to R42 700. If you plan to keep a Corolla Cross HEV for many years, well beyond its warranty and service plan, the long-term fuel-saving maths becomes more compelling. This is a fuel-only comparison, though, not a full ownership-cost calculation.
But if you are under budget pressure and do not expect to cover high mileages, the cheaper petrol XS may make more sense. The HEV saves at the pumps; whether it saves you money overall depends on how far you drive and how long you keep it.
How to pass your K53 driving test 1st time: costs, booking & yard tips
From commuting to work to heading out on a weekend road trip, a driver’s licence is your ticket to freedom. But first, you have to pass the K53 driving test – and no one wants to do that twice. Here’s your must-know cheat sheet.
You’re legally an adult, with new freedoms such as the right to vote and, for work or play, the chance to get your car licence. The latter comes with a catch: you’ll have to pass your driving test first. Plenty of practice helps, but so does knowing what to expect and which mistakes could send you home empty-handed.
Your pre-test preparation is about more than perfecting your parallel parking. Get the paperwork and vehicle requirements sorted, too.
Your learner’s licence must be valid, and both it and your test booking must cover the vehicle you’ll use. Code B (still commonly called Code 8) covers light motor vehicles with a gross vehicle mass of no more than 3 500 kg. Code C1 (Code 10) covers heavier vehicles up to 16 000 kg. Don’t arrive with a vehicle that falls outside the category you’re permitted to drive.
You’ll need a DL1 application form, your identity document and proof of residential address. Ask your testing centre whether it requires certified copies and how recent your proof of address must be.
You’ll also need an eye test, either at the testing centre or through a qualified optometrist who can complete the required form. Take identical black-and-white ID photographs, too – confirm the number with your centre before having them taken, rather than waiting until you’ve passed.
How to book your K53 driving test: a step-by-step guide
To book your driving test, check the process at your chosen driving licence testing centre (DLTC). Online bookings are available via the NaTIS website where the service is offered; elsewhere, you may need to book in person. Gauteng applicants should use the online service.
Next comes payment. Follow the deadline on your booking confirmation: reserving a slot doesn’t mean you can leave payment until test day.
Check which payment methods your centre accepts before you go. If cash is an option, it may save you a wasted trip when the card-payment system is offline.
Take your ID, valid learner’s licence, proof of address and any other documents your centre requests when you confirm and pay for the booking.
Keep your booking receipt safe – it’s your admission ticket to the test, with confirmation of the date and time. Bring it along with your learner’s licence on the day.
Need to change or cancel your appointment? Contact your DLTC as soon as possible to check the procedure and whether any fees are refundable. Don’t assume a missed appointment will be refunded.
The yard test comes first. For a light motor vehicle, it includes the pre-trip inspection, parallel parking, alley docking, a 3-point turn and the dreaded incline start. You have 20 minutes of stopwatch time to complete the inspection and manoeuvres, with a maximum allowance of 50 penalty points. Exceed either limit, or commit an immediate-fail error, and your test ends there.
During the pre-trip inspection, you’ll demonstrate that the vehicle is safe to drive. Work through the exterior and interior checks you’ve practised with your instructor, including the tyres, lights, indicators, licence disc, seatbelts and handbrake.
Make the checks visible and explain what you’re checking. For example, inspect the tyre tread and wheel nuts rather than simply reciting that they’re fine.
Check beneath the vehicle for signs of leaks. Don’t turn the inspection into a full service: follow the prescribed K53 checks you’ve learnt.
Ditto the cockpit. Get into the driver’s seat and talk the examiner through your checks and adjustments: seat, mirrors, seatbelt, handbrake and gear lever. Make sure there are no loose objects in the footwell.
Check the controls and equipment as required, including the lights, wipers and hooter. Make each check clear to the examiner.
A deliberate walkaround, with clear checks and commentary, beats a standing recital. Missed checks can add penalty points; an unroadworthy vehicle could send you to the cooldrink dispenser early.
Then it’s time for the manoeuvres. Practise parallel parking, alley docking, the 3-point turn and the incline start until you can perform them calmly – with the required observations and signals, not just neat steering.
The K53 road test: avoid common instant fails & critical mistakes
Pass the yard test and you’ll head onto public roads. The road test lasts between 20 and 45 minutes and assesses your vehicle control, observations and response to real traffic. Not every mistake means an instant fail, but don’t treat the penalty-point allowance as permission to be careless. Serious errors across the yard and road tests include:
Rolling backwards during the incline start.
Mounting a kerb or striking a boundary marker during a yard manoeuvre.
Disobeying traffic signs, signals or road markings.
Driving dangerously or causing a collision.
Missing a blind-spot check or signal can attract penalties; if your actions create danger, the consequences can be more serious. Master the K53 observation and signalling sequence for each manoeuvre rather than relying on a one-size-fits-all routine.
In a manual car, get comfortable with the gearbox and clutch, too: choose the right gear and avoid coasting, stalling or riding the clutch. The aim is safe, controlled driving – not merely keeping the examiner’s pen still.
Driving test reference & cost summary
Stage/expense
Indicative cost range
Payable to
Required documents
Timelines & deadlines
Test booking fee
R135–R250
DLTC/eNaTIS
ID, valid learner’s licence, proof of address, DL1 and photos as required
Pay by the deadline on your booking confirmation
Licence issuing fee
R140–R250
DLTC counter
ID, proof of passing and photos as required by the centre
Pay after passing to obtain your temporary licence while awaiting the card
Optometrist eye test
R0–R150
Private optometrist
ID and the required eye-test form
Confirm the centre’s requirements for accepting an optometrist’s result
Professional lessons
R200–R400 per hour
Driving school
Valid learner’s licence
Agree a practice plan with your instructor; readiness matters more than a fixed number of hours
Test-day vehicle hire
R600–R1 200
Driving school
Booking agreement with the driving school
Confirm whether the quote includes a warm-up drive and transport to the DLTC
These ranges are indicative budgeting estimates, not verified current tariffs. Confirm official fees with your DLTC and get quotes for lessons, eye tests and vehicle hire before you book.
