Jetour T1 and T2 i-DM PHEV (2026) Price & Specs

Jetour South Africa has officially entered South Africa’s new-energy vehicle space with the launch of the new T1 and T2 i-DM PHEV derivatives. Here’s what they cost…

  • Jetour enters SA’s NEV space with new PHEVs
  • T1 i-DM makes 250 kW; T2 i-DM offers 265 kW
  • Claimed total range of 1 200 km in each case

Since arriving in South Africa in mid-November 2025, the Jetour T1 and T2 have proven very popular with local buyers, helping to drive the Chinese brand to fresh sales highs. And now the company has added plug-in hybrid derivatives to its T-Series line-up in the form of the T1 and T2 i-DM PHEVs.

Slotting in at the summit of their respective T1 and T2 unibody crossover ranges, the i-DM-badged newcomers each employ a PHEV powertrain built around a turbocharged 1.5-litre, 4-cylinder petrol engine. Interestingly, however, the 2 configurations aren’t quite the same.

Let’s start with the T1 i-DM. Priced from R689 900 – and thus matching both the Omoda C7 1.5T SHS PHEV and Jaecoo J7 1.5T SHS PHEV as the 5th most affordable plug-in hybrid on the local market – this derivative combines the aforementioned petrol engine with a single electric motor and an 18.4 kWh battery pack.

Jetour claims the T1 i-DM has total system outputs of 250 kW and 530 Nm, along with a combined range of 1 200 km (including 100 km of all-electric driving). From what we can tell, this derivative is front-wheel driven.

Meanwhile, the T2 i-DM is priced from R779 900 and gains a 2nd electric motor (we’re guessing on the rear axle, which would render this variant all-wheel driven), pushing total system outputs to 265 kW and 610 Nm. Jetour SA claims the same 1 200 km of combined range, though the listed all-electric range falls to 90 km.

The T2 i-DM thus becomes the most expensive derivative in Jetour SA’s line-up (taking over from the R704 900 T2 2.0T Odyssey Dark Knight AWD), though we expect that title to eventually be handed to the incoming G700 (or even the P5 bakkie).

The respective purchase prices of the T1 and T2 i-DM derivatives include an AC wallbox charger, which the Chinese brand says is worth R15 000. Jetour SA has unfortunately yet to release a detailed specification sheet for the new PHEV versions of its T-Series twins, but we’ll update this article should additional official information come through…

What do the Jetour T1 and T2 i-DM PHEVs cost in SA?

DERIVATIVEPRICE
Jetour T1 i-DM 1.5T PHEVR689 900
Jetour T2 i-DM 1.5T PHEVR779 900

We’re guessing the prices above include a 7-year/200 000 km warranty and a 10-year/1-million km engine warranty (linked to the first owner), while we do know an 8-year/160 000 km battery warranty is also included. We’ve yet to confirm the service-plan parameters.

Frequently Asked Questions (FAQ) About the Jetour T-Series i-DM PHEVs

Q: What are the main mechanical differences between the T1 i-DM and the T2 i-DM?

 

A: While both SUVs use a 1.5-litre turbocharged petrol engine as their base, the T1 i-DM utilises a single electric motor. The T2 i-DM adds a second electric motor, which bumps system outputs from 250 kW and 530 Nm to 265 kW and 610 Nm.

Q: How does the total range of 1 200 km work in a real-world scenario?

 

A: The 1 200 km “combined range” is a total theoretical distance achieved by using both a full tank of petrol and a fully charged battery. For daily commuting, the T1 i-DM offers up to 100 km of pure-electric driving, while the T2 i-DM provides roughly 90 km. This allows most owners to complete their daily school runs or commutes without using a single drop of fuel, provided they charge the vehicle at home.

Q: What is the aftersales and charging support like for these new hybrid models?

 

A: Jetour is aggressive with its peace-of-mind offering, including an 8-year/160 000 km battery warranty alongside its standard 10-year/1-million km engine warranty. Additionally, each purchase includes a complimentary AC wallbox charger (valued at R15 000), making it easier for owners to maximise the vehicle’s electric-only capabilities from day one.

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VW Golf GTI (2026) vs Toyota GR Corolla (2026) Drag & Rolling Race

The Volkswagen Golf GTI is a South African performance icon, but the automotive world is shifting. In this latest head-to-head, the recently updated Golf 8.5 GTI faces off against a car that represents the pinnacle of modern rally-bred engineering: the Toyota GR Corolla.

On paper, this clash of Golf GTI vs GR Corolla represents different philosophies. The Volkswagen Golf 8.5 GTI remains the quintessential front-wheel-drive (FWD) hot hatch, prioritising everyday refinement and a punchy turbocharged engine.

The Toyota GR Corolla, however, is a motorsport-inspired machine featuring an all-wheel-drive (AWD) system and a newly introduced automatic transmission.

To make matters more interesting, we headed to a damp Killarney Raceway to see if the legendary “wrong-wheel-drive” GTI could hold its own against the AWD grip of the Toyota.

Compare their specifications: Toyota GR Corolla vs Volkswagen Golf GTI

Technical rundown: Golf GTI vs GR Corolla

The Golf 8.5 GTI has received a power bump for its latest iteration, now delivering 195 kW and 370 Nm from its 2.0-litre turbocharged, 4-cylinder engine. It is roughly 50 kg lighter than the Toyota, which provides a power-to-weight advantage that is often overlooked.

The GR Corolla, meanwhile, is powered by a high-output 1.6-litre, 3-cylinder turbo engine. Despite its smaller displacement, it produces significantly more power at 221 kW. More importantly, its AWD system is designed to provide maximum traction in the very conditions we encountered at the track.

With a price tag comfortably exceeding R1 million, the GR Corolla is positioned as a serious performance tool, while the GTI remains the more attainable, albeit still premium, choice at roughly R908 000.

The standing start: AWD dominance

Launching a powerful FWD car on a damp surface is an exercise in frustration. As the weight shifts to the rear during acceleration, the GTI’s front tyres lose traction, resulting in significant wheel spin. Despite the best efforts of the GTI’s electronic aids, it simply cannot compete with the GR Corolla’s ability to dig in and bolt off the line.

In the standing races, the Toyota lived up to its reputation as a “bullet.” It gapped the Golf by several car lengths before the bridge at Killarney, illustrating the massive advantage of AWD in low-grip scenarios. While the GTI eventually found its footing, the initial launch deficit was too great to overcome.

The rolling race: A surprising turn of events

Drag racing isn’t just about the launch. To negate the AWD advantage, we performed a series of rolling races from 30 km/h. This test focuses purely on in-gear acceleration and engine efficiency once the vehicles are already in motion.

It was here that the Golf 8.5 GTI delivered a staggering surprise. Once the traction issues were removed, the GTI’s 2.0-litre engine proved to be exceptionally strong. In multiple runs, the Golf not only kept pace with the more powerful Toyota, but actually pulled away in the upper gears. This performance suggests that the GTI might be “stronger than advertised” or that the GR Corolla suffers from higher drivetrain losses through its complex AWD system.

Summary

The results of this comparison highlight the different strengths of these two hot hatch heavyweights. The Toyota GR Corolla is a precision instrument, offering incredible thrills, motorsport pedigree and unmatched off-the-line performance, especially in adverse conditions. It is a thoroughbred designed for the track and technical backroads.

The Volkswagen Golf 8.5 GTI, however, remains the king of the daily drive. While it might struggle to launch on a wet day, its in-gear performance is formidable, and its interior remains the benchmark for quality and ergonomics in this segment. Whether you prefer the AWD grip of the Toyota or the surprising rolling punch of the Volkswagen in the battle of Golf GTI vs GR Corolla, both cars prove that the hot hatch segment is still very much alive and kicking.

Find a used VW Golf GTI or Toyota GR Corolla

Geely E2 (2026) Price & Specs

South Africa, meet your new cheapest electric vehicle. Yes, the Geely E2 hatch has arrived in Mzansi, grabbing the title from the BYD Dolphin Surf. Here’s what it costs…

  • Geely launches E2 as SA’s cheapest EV
  • Grabs title from the BYD Dolphin Surf
  • E2 range includes 2 variants at launch

The new Geely E2 – which is known as the EX2 in some countries (and the Xingyuan in China, where it was that nation’s best-selling vehicle overall in 2025) – has officially arrived in South Africa, launching as the local market’s most affordable fully electric vehicle (EV).

Yes, this new battery-powered hatchback from the Zhejiang-based automaker kicks off at R339 900, seeing it undercut the BYD Dolphin Surf by just R2 000. As a reminder, the latter model had held the title of SA’s cheapest EV since its launch in September 2025.

Measuring 4 135 mm from front to back (precisely the same as a Volkswagen T-Cross, to give you a practical idea of its size) and featuring a wheelbase of 2 650 mm, the E2 hatchback – which arrives as the returning Geely brand’s 2nd offering behind the E5 – is a significant 210 mm longer than the Dolphin Surf, with an extra 150 mm between its axles, too.

Equipped with an electric motor driving the rear wheels, the 5-door E2 features peak outputs of 85 kW and 150 Nm. The 0-100 kph sprint takes a claimed 11.5 seconds, while top speed is limited to 130 kph. Meanwhile, the 39.4 kWh lithium iron phosphate battery pack facilitates a claimed WLTP range of 325 km.

The Chinese automaker says charging the battery from 10 to 100% via an AC charger will take approximately 6.5 hours, while using a DC fast charger (at speeds of up to 70 kW) to move the battery’s capacity from 30 to 80% will take around 25 minutes. The E2 furthermore features vehicle-to-load (V2L) functionality, allowing the car to power external devices.

The E2 has a 375-litre luggage compartment (expandable to 1 320 litres) along with a 70-litre “frunk”. Inside the cabin, you’ll find a 14.6-inch touchscreen and an 8.8-inch digital instrument cluster. Standard safety features for the local market include ABS, electronic stability control, traction control, hill-start assist, 6 airbags and tyre-pressure monitoring.

In Mzansi, the new E2 is available in the Aspire and Apex grades, with the former priced at R339 900 and the latter at R389 900. The base Aspire specification includes 15-inch steel wheels, fabric upholstery, manual air conditioning, a 4-speaker sound system, a reverse-view camera, rear parking sensors and keyless entry & start.

For its R50 000 premium, the Apex grade adds items like 16-inch alloy wheels, faux-leather seats, a power-adjustable driver’s seat, wireless smartphone charging, a 360-degree panoramic camera, a 6-speaker audio system, ambient cabin lighting and what Geely describes a “full” suite of advanced driver-assistance system (ADAS) features. The flagship derivative also scores 2-tone paint, rear privacy glass and chrome-effect exterior detailing.

What does the new Geely E2 cost in South Africa?

DERIVATIVEPRICE
Geely E2 AspireR339 900
Geely E2 ApexR389 900

The prices above include a 4-year/150 000 km vehicle warranty, an 8-year/200 000 km battery warranty, a 3-year/200 000 km service plan and a 5-year/unlimited km roadside-assistance package. All units purchased through Geely Finance furthermore come with a home wallbox charger.

Frequently Asked Questions (FAQ) About the New Geely E2

Q: How does the Geely E2 compare to the BYD Dolphin Surf in terms of value?

 

A: The Geely E2 has officially taken the title of South Africa’s most affordable electric vehicle with a starting price of R339 900, undercutting the BYD Dolphin Surf by R2 000. Despite the lower price, the E2 is physically larger, measuring 210 mm longer than the Dolphin Surf and offering a more spacious 2 650 mm wheelbase.

Q: What are the charging capabilities and driving range of the E2?

 

A: Equipped with a 39.4 kWh battery, the E2 offers a claimed WLTP range of 325 km. When it comes to “refuelling”, a DC fast charger can take the battery from 30% to 80% in approximately 25 minutes. It also features vehicle-to-load (V2L) technology, allowing you to use the car’s battery to power external appliances during load-shedding or camping trips.

Q: What luxury and safety features are included in the flagship Apex model?

 

A: The range-topping Apex grade (R389 900) adds a layer of sophistication, including 16-inch alloy wheels, wireless smartphone charging and a 360-degree panoramic camera. It also introduces a “full” suite of advanced driver-assistance systems (ADAS) and interior comforts like ambient lighting and power-adjustable faux-leather seats.

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New JMC Grand Avenue bakkie for SA: what to expect

Chinese brand JMC plans to launch the new Grand Avenue bakkie in South Africa this year, with an off-road version set to follow in 2027. Here’s what to expect…

  • Grand Avenue to arrive later in 2026
  • 2.5TD to deliver 155 kW and 500 Nm
  • Off-road-ready “Pro” tipped for 2027

Late in 2025, Jiangling Motors Corporation (JMC) officially returned to South Africa, kicking off its local operations with the JMC Vigus Pro workhorse bakkie and the Carrying Plus truck, before adding the new Vigus double cab in March 2026. And the Grand Avenue is next for the Chinese brand.

Yes, the new JMC Grand Avenue bakkie is scheduled to launch locally at some point in 2026. Set to be available exclusively in double-cab form, the Grand Avenue measures 5 450 mm from nose to tail and has a wheelbase of 3 270 mm. That makes it 115 mm longer than the new Vigus double cab and 100 mm longer than a Ford Ranger double cab.

JMC Grand Avenue cabin
A look at a left-hand-drive Grand Avenue cabin.

While JMC offers the ladder-frame Grand Avenue in its domestic market of China with either a 2.3-litre turbopetrol engine or a turbodiesel unit featuring the same displacement, a different powertrain has been locked in for South Africa.

According to JMC – which is distributed locally by Salvador Caetano Auto SA (the company that’s also responsible for GAC Motor in Mzansi) – the Grand Avenue coming to Mzansi later this year will instead employ a version of the 2.5-litre turbodiesel engine used in the new Vigus double cab.

The Grand Avenue Pro (sold under the Dadao sub-brand in China).

As a reminder, in the Vigus, this oil-burning engine makes 123 kW and 430 Nm. However, in Grand Avenue tune, the 4-pot is set to deliver beefier peak outputs of 155 kW and 500 Nm, while also facilitating a 3 500 kg braked towing capacity. We’re guessing the same 8-speed automatic transmission will ship standard (though a 6-speed manual gearbox could theoretically also be offered).

JMC South Africa has furthermore confirmed the flagship Grand Avenue Pro is scheduled to launch locally in 2027. Based on the related Dadao-badged version offered in China, this range-topping (Ranger Raptor-mimicking) derivative will be set apart by a raft of off-road upgrades, from a multi-link rear suspension set-up and uprated shocks to all-terrain tyres and a loftier ground clearance. 

Frequently Asked Questions (FAQ) About JMC’s South African Bakkie Line-up

Q: What are the current bakkie options available from JMC in South Africa?

 

A: JMC officially returned to Mzansi with the Vigus range. The lineup includes the workhorse-focused Vigus Single Cab (priced from R299 900) and a trio of new Vigus Double Cab derivatives. These 2.5TD models are currently some of the most affordable double cabs in the country, with the entry-level 4×2 manual starting at R399 900 and the flagship 4×4 automatic topping out at R499 900.

Q: How does JMC’s warranty and service support compare to established brands?

 

A: To compete with traditional players, JMC offers a standard 5-year/200 000 km warranty on its new Vigus models, a significant coverage period in this segment. This is complemented by a 4-year/65 000 km service plan, aiming to provide peace of mind for buyers concerned about the long-term running costs of a newly reintroduced brand.

Q: What mechanical upgrades will the Grand Avenue Pro feature to justify its “off-road” status?

 

A: Scheduled for a 2027 local launch, the Grand Avenue Pro will be significantly more rugged than the standard Grand Avenue (which will arrive first). It will swap the traditional rear leaf springs for a multi-link suspension setup and feature uprated shock absorbers, all-terrain tyres and a higher ground clearance to better handle technical off-road terrain.

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Kia Tasman (2026) Launch Review

It got well and truly dusty during the launch of the new Kia Tasman. Sand, gravel and lots of it as our convoy made its way from Cape Town into the Cederberg and back again. Here’s what happened…

Where does the Kia Tasman fit in?

A face only a mother (or its designer) could love…

More like, how was the Kia Tasman conceived? I’d like to think it went a bit like this. Kia’s big boss said to their top designer, “I’d like it styled out of Lego!” And upon the designer’s return with a large container brimming with colourful blocks, the boss shrieked, “No! Just one block. Yes, like that. Perfect.”

The Tasman is an odd-looking truck, I’ll concede. It is almost its only bone of contention among bakkie enthusiasts. There’s an understanding that Kia has a viable alternative to the Toyota Hilux and Ford Ranger here … if you can look beyond the styling.

Beauty is in the eye of the beholder…

The rear-end is much less divisive…

Those who are able to do so, are in for a treat. Those who can’t? Well, I have a short anecdote that might help. Many years ago, at the unveiling of the Jaguar F-Type, a group of opinionated journos (myself included) commented on how we saw bits of Ferrari California in its DNA; Mazda MX-5 even. At this point, Ian Callum, the master stylist who crafted the famous Jag, squeezed in between us and explained how he’d taken no offence, and that it is natural for the human eye to seek out common shapes and elements. It’s how we understand things. Categorise them.

Once you look past its, er, looks, the Tasman is a deeply impressive product.

The Tasman has very few common shapes. And so it stands out among the classic double-cab fraternity. The Ranger shares a familiar profile to the Hilux, the Isuzu D-Max and challengers from China such as the GWM P-Series and Changan Hunter. The Tasman? Think Mars Rover.

Compare their specs: Ford Ranger vs Kia Tasman vs Toyota Hilux

The magic lies inside

Is this the best bakkie interior? GWM might have something to say about its P500’s cockpit.

Now that we can finally move on from the divisive exterior, we can hop aboard the cabin. I’m not going to bury the lead here: the Tasman has my favourite bakkie cabin of them all. It’s spacious, well-appointed and tactile. There are knurled rollers, soft-touch surfaces plus a wraparound digital display that starts with a 12.3-inch infotainment screen, extends via a 5-inch AC display then seamlessly meets the 12.3-inch digital cluster ahead of the driver in this, the X-Pro flagship model.

As you’d expect from a Kia, the interior is logically laid out and solidly made.

By virtue of being the R1 million top-of-the-range 4×4, the X-Pro also benefits from a Harman Kardon sound system and mood lighting. The hide-covered pews are grippy, comfy and stylish, with a steering wheel to match.

Modern conveniences abound here, as does advanced driving assistance systems and driving modes. These extend beyond the typical 4×4 settings (such as 4A, 4H, 4L) but also include a suite of terrain modes from road to sand and rock crawling via Kia’s X-Trek mode, helped along by an electronic differential.

Tech abounds inside, as you’d expect for a bakkie costing R1 million.

Bakkie only in name…

We got to test the full complement of settings as well as the acceleration, road-holding and suspension on our route from the CBD to the Stadsaal Caves. First the N1 highway, then the twisting mountain passes north of Ceres before a foray onto the longest gravel road in South Africa, the R355. The Tasman delivered.

Darker body colours hide some of the more questionable design elements…

First, there’s the beating heart: a 2.2-litre turbodiesel from the Sorento and Carnival, here warmed up to 154 kW and 441 Nm and transferred to the wheels via an 8-speed automatic ‘box.

On the tarmac, the Tasman felt softly sprung but firm enough for confident cornering, as confirmed on the many canyon roads on our 500 km round trip. Acceleration felt linear, but by no means the ‘point’ of the Tasman. It isn’t trying to be a quick double-cab. In fact, data will reveal it is perfectly on par with its rivals.

…As you’ll notice on this image.

The Tasman’s engine is just right

Once the ground turns from grey to clay, however, the Tasman really entertains. It is incredibly enjoyable to drive quickly on dirt; tractable, and with a playful demeanour. The engine is ‘Goldilocks good’ – not too much, not too little, just right, with a helm that favours granularity and feedback. Chuck it in, feed it out, let the electronics pitch in when needed. And you sense there’s a ton of Silicon Valley’s finest at play here – without robbing you of any driver involvement.

The Tasman is fantastically composed off the beaten track.

The antics continued as we entered our next playground, the Dunes 4×4 trails in Lamberts Bay, where we really got to wind up the motor and spray tall rooster-tails of sand into the air. What followed was an hour or so of surfing white hills under cobalt blue skies, then clambering across acreage of rock gardens.

X-Trek equals extra fun

Solid fun, with the X-Trek mode functioning like a smart adaptive cruise control, using all its sensors and systems to navigate treacherous terrain. Personally, I prefer using my own software (points at head) for maximum enjoyment, but the trick is pretty neat – and a rare feature in this segment, usually reserved for full-sized off-roaders (at twice the price). 

How much does the new Kia Tasman cost in South Africa?

The new Kia Tasman is sold with a 6-year/90 000 km service plan as well as a 5-year/unlimited km warranty.

Kia Tasman 2.2D AT 4×2 LXR679 995
Kia Tasman 2.2D AT 4WD SX  R879 995
Kia Tasman 2.2D AT 4WD X-Pro  R999 995

Summary

How will the Tasman perform? Time will tell…

Overall, the Tasman intrigues me. It is an excellent product that Kia needs to do well. It is competing in a hotly contested segment that is already facing new challengers from the East. Double-cabs are part of the Mzansi DNA and a great halo product to have in your portfolio. That this one comes with a tried-and-tested drivetrain from a marque with equity in our country is another boon. Only the market will determine its fate now.

Q1 2026 bakkie sales: D-Max pushes ahead of Ranger!

With the opening quarter of the year gone, the D-Max has pushed ahead of the Ranger on the list of SA’s best-selling bakkies. Here’s a look at the Q1 2026 standings…

  • Sales of outgoing Hilux surge 22%
  • D-Max jumps just ahead of Ranger
  • P-Series posts strongest growth

South Africa’s overall new-vehicle market grew 12.4% year on year to 161 978 units in Q1 2026, with the light-commercial vehicle (LCV) segment improving by 13.0% to 39 784 units over the same period. So, which bakkies drove much of that growth in the year’s opening quarter?

Well, we’ve spent some time crunching the numbers, not only identifying the local market’s 10 best-selling traditional bakkies but also comparing each of their Q1 2026 sales performances to their respective efforts in the opening 3 months of 2025.

Hilux surges ahead as D-Max slips past Ranger

Though it’s likely no surprise the Toyota Hilux ranked first in Q1 2026 (both among bakkies and indeed on the new-vehicle market overall), it’s interesting to note sales of the Prospecton-built stalwart surged 22.0% year on year to 9 955 units – despite the fact the 9th-generation model is waiting in the wings.

The big news, though, was that the Isuzu D-Max pushed ahead of the Ford Ranger to grab 2nd place after the first three months of the year. Sales of the Struandale-made model increased 12.6% year on year to 6 290 units, driven by a particularly strong March performance. That saw it nudge a mere 54 units ahead of the Silverton-built Ranger (6 236 units), with the latter gaining just 0.5% over the same period.

Pik Up steady as P-Series posts strongest growth

With the Nissan NP200 long since departed, the KwaZulu-Natal-assembled Mahindra Pik Up has made 4th place very much its own, ending Q1 2026 on 2 793 units (up 0.5%, year on year). Local registrations of the GWM P-Series, meanwhile, rocketed 145.6% year on year to 1 805 units, representing the strongest instance of growth in the top 10.

That saw the P-Series – which includes both the P300 and the P500 – climb 3 places to 5th, a ranking GWM SA last year suggested to us it had squarely in its sights. Meanwhile, the Toyota Land Cruiser 79 remained in 6th position, despite sales falling 19.8% year on year to 1 236 units.

Amarok sales spike while Navara tumbles

Nissan Navara

In Q1 2026, local registrations of the Volkswagen Amarok surged 48.9% compared to Q1 2025, though the German brand’s Ford-built bakkie remained in 7th place. In contrast, the Nissan Navara fell 3 rankings to 8th, with sales dropping a considerable 30.9% year on year to 1 068 units.

As a reminder, since Chery SA is set to take over Nissan’s Rosslyn plant, local production of the Navara is scheduled to end in May 2026. After that point, the Japanese brand says it plans to import the bakkie from Thailand.

Finally, a pair of Chinese bakkies closed out the top 10, with the JAC T-Series (up 76.1% year on year to 750 units, including the T6, T8 and T9 models) taking 9th and the Foton Tunland (up 43.9% year on year to 629 units, including the G7, V7 and V9 models) grabbing the final place.

South Africa’s 10 best-selling bakkies in Q1 2026

RANKINGBAKKIEQ1 2026 SALESY-o-Y CHANGE
1Toyota Hilux9 955 units+22.0%
2Isuzu D-Max6 290 units+12.6%
3Ford Ranger6 236 units+0.5%
4Mahindra Pik Up2 793 units+0.5%
5GWM P-Series1 805 units+145.6%
6Toyota Land Cruiser 791 236 units-19.8%
7Volkswagen Amarok1 188 units+48.9%
8Nissan Navara1 068 units-30.9%
9JAC T-Series750 units+76.1%
10Foton Tunland629 units+43.9%
*Table collated by Cars.co.za based on figures reported to Naamsa

Frequently Asked Questions (FAQ) About South Africa’s Best-Selling Bakkies (Q1 2026)

Q: How did the Isuzu D-Max manage to overtake the Ford Ranger in Q1 2026?

 

A: While the Ford Ranger saw a marginal 0.5% growth, the Isuzu D-Max surged by 12.6% year-on-year, finishing the quarter with 6 290 units, just 54 units ahead of the Ranger. This shift was largely driven by a record-breaking March performance where the D-Max hit 3 008 sales, its best showing in the modern era.

Q: Why are sales of the “outgoing” Toyota Hilux surging by 22%?

 

A: Despite the 9th-generation Hilux being expected later in 2026, the current model remains incredibly popular due to its reputation for reliability and strong fleet demand. In Q1 2026, it recorded 9 955 sales, comfortably maintaining its position as the overall best-selling vehicle in South Africa.

Q: What is the significance of the Nissan Navara’s 30.9% sales drop?

 

A: The Navara’s decline to 8th place (1 068 units) comes as Nissan prepares to end local production at its Rosslyn plant in May 2026. With Chery set to take over the facility, the Navara will transition to being an imported model from Thailand, which has likely impacted market momentum.

Q: Which bakkie brand recorded the highest growth during the first quarter?

 

A: The GWM P-Series (encompassing the P300 and the new P500) saw a staggering 145.6% year-on-year increase, reaching 1 805 units. This massive growth propelled it to 5th place, making it the fastest-growing bakkie in the local top 10 and a serious challenger to traditional mid-tier players.

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5 most expensive single-cab bakkies in SA (2026)

Think all single-cab bakkies are budget friendly? Think again! Here are the 5 most expensive examples on South Africa’s new-vehicle market right now…

Since they’re workhorses at heart, all single-cab bakkies on the market in South Africa are relatively inexpensive, right? Well, turns out that’s not the case, with several derivatives priced well above R650 000 (with one even breaching the 7-figure mark!).

Yes, we’ve sorted through the local market to identify the 5 most expensive single-cab bakkies available in Mzansi right now. Note that all pricing is correct in April 2026.

1. Toyota Land Cruiser 79 2.8GD-6 SC 4×4 6AT – R1 007 600

The most expensive of SA's single-cab bakkies

The priciest single cab around is Toyota’s Land Cruiser 79 fitted with the 2.8-litre, 4-cylinder turbodiesel engine and 6-speed automatic transmission. Positioned on the far side of R1 million, this 4×4 bakkie offers peak outputs of 150 kW and 500 Nm – and only recently gained a service plan, which was previously optional. Of course, should your budget not quite stretch to 7 figures, the brand also offers a 5-speed manual version (R974 300), plus the 4.2D 5MT derivative (R910 600) and the 4.0 V6 5MT variant (R840 900).

2. Toyota Hilux 2.8GD-6 SC Raider 4×4 6AT – R730 500

Yes, Toyota takes 2nd place on this list as well, with the most expensive version of the outgoing Prospecton-built Hilux single cab coming in at R730 500. Equipped with the same 2.8GD-6 powertrain as the Land Cruiser 79 above, this 4×4 derivative features the Japanese automaker’s popular Raider spec. Opting for the 2.4-litre, 4-cylinder turbodiesel engine (110 kW/400 Nm) and 6-speed auto – in conjunction with 4×4 and the same Raider trim level, of course – sees the price fall to R656 200.

3. Isuzu D-Max 3.0TD SC L 4×4 6AT – R678 900

Predictably, the most expensive version of Isuzu’s Struandale-made D-Max single cab (in pre-facelift form) likewise features 4×4 and a 6-speed automatic transmission. Offered in “L” specification, this variant employs the Japanese brand’s 3.0-litre, 4-cylinder turbodiesel motor, which generates maximum figures of 140 kW and 450 Nm. Downgrading to the 1.9-litre oil-burning engine (110 kW/350 Nm) – with 4×4, a self-shifting gearbox and the same trim level – drops the starting price to R603 600.

4. Ford Ranger 2.0 SiT SC XL 4×4 10AT – R666 000

Another contender boasting 4×4 and an automatic gearbox, Ford’s priciest Silverton-built Ranger single cab comes in XL trim. As part of the recent range update, this single-turbo 2.0-litre diesel engine has switched from a wet timing belt to a chain, while also upgrading from a 6-speed auto to a 10-speed item (with peak outputs remaining 125 kW and 405 Nm). Specifying a 6-speed manual gearbox instead sees the price drop to R635 200.

5. Volkswagen Amarok 2.0TDI SC 4Motion 6MT – R665 800

The only one on this list of single-cab bakkies with a manual gearbox

Produced alongside the related Ranger at Ford’s Silverton plant in Gauteng, Volkswagen’s Amarok single cab can be purchased in both 4×2 and 4×4 guise (each offered exclusively with a 6-speed manual gearbox). Naturally, the all-paw version is the priciest and uses the same 125 kW/405 Nm powerplant as the Ranger above, though exactly when VW will switch to the chain-driven version remains to be seen…

Frequently Asked Questions (FAQ) About SA’s Most Expensive Single-Cab Bakkies

Q: Which single-cab bakkie is currently the most expensive in South Africa?

 

A: The Toyota Land Cruiser 79 2.8GD-6 currently holds the title of the most expensive single cab on the market, priced at R1 007 600. It is the only single-cab model to breach the R1-million mark, a figure driven by its off-road reputation and the recent addition of a standard 9-service/90 000 km service plan.

Q: What are the main mechanical differences between the flagship Ford Ranger and VW Amarok single cabs?

 

A: Although both are built at Ford’s Silverton plant, the Ford Ranger XL 4×4 (R666 000) features a 10-speed automatic transmission and an updated 2.0-litre engine with a timing chain. In contrast, the Volkswagen Amarok 4Motion (R665 800) is offered exclusively with a 6-speed manual gearbox and currently retains the older timing belt configuration.

Q: How do the payloads of these high-end workhorses compare?

 

A: Interestingly, the most expensive bakkie does not have the highest payload. The Volkswagen Amarok leads this group with a 1 243 kg capacity, followed closely by the Toyota Land Cruiser 79 (1 180 kg) and the Isuzu D-Max (1 165 kg). The Toyota Hilux Raider has the lowest payload of the five at 880 kg.

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Renault Duster (2018-2025) Used Review

The Renault Duster has carved out a unique niche in the local automotive landscape. Known for its rugged simplicity and fuel efficiency, it has become a go-to choice for those who need a vehicle that can handle both the urban sprawl and the occasional gravel track. However, as these vehicles begin to age, potential buyers may ask: is a used Duster a safe bet?

In this video guide, we take a deep dive into the 2nd-generation Duster. We look specifically at the 1.5-litre turbodiesel model to uncover what to look out for, how much it costs to maintain and whether the “plucky” reputation holds up under scrutiny.

The legend of the 1.5 dCi

A neat design coupled with a just-right size meant the 2nd-gen Duster quickly found favour in the SA market.

At the heart of most used Duster models’ appeal is the 1.5-litre turbodiesel engine. This powerplant is arguably one of the most versatile engines in modern motoring. It’s seen service in everything from Mercedes-Benz commercial vans to Nissan SUVs. In South Africa, where long distances are the norm, this engine shines thanks to its impressive torque and exceptional fuel economy.

Read more: Renault Duster (2018) Launch Review

The Duster was offered in FWD and 4WD versions, as well as petrol or diesel, and manual or auto.

While the latest 3rd-generation Duster has moved away from diesel power, the 2nd-generation diesel remains highly sought after on the used market. It provides just enough punch for highway overtaking while maintaining a zippy character in city traffic.

Read more: Renault Duster (2025) Review

Common issues to watch for

The interior’s basic design had its benefits – it was particularly straight-forward to use.

Despite its robust nature, the Duster is a budget-focused product with origins in the Dacia brand. As such, it does have a few quirks that buyers should be aware of:

  • Refinement and rattles: The diesel engine is somewhat agricultural in its sound and vibration. Over time, these vibrations can lead to interior squeaks and rattles.
  • Transmission temperament: The Efficient Dual Clutch (EDC) automatic gearbox is a dry-clutch setup. In heavy stop-start traffic, it can become jerky or prone to overheating. It is far happier on the open road or a steady gravel path.
  • Infotainment glitches: While the system covers the basics, some users have reported software bugs and glitches. It is always worth ensuring the firmware has been updated to the latest version.
  • Loose driver’s seat: A recurring report among Duster owners involves a slight wobble or looseness in the driver’s seat rails. This is a relatively simple fix.
  • Mechanical “sweats”: On higher-mileage units, it is common to find minor oil “sweats” around the turbo area or coolant seeps from the side water housing.
While smooth-shifting, the EDC ‘box did have its quirks in stop-start traffic.

The maintenance factor

When buying any used diesel vehicle in South Africa, fuel quality is a major consideration. Clogged injectors or issues with the diesel particulate filter (DPF) can arise if the vehicle hasn’t been maintained correctly or has been run on poor-quality fuel.

A diagnostic check at a reputable service centre is essential. Modern diagnostic tools can often pick up “ghost” errors caused by low battery voltage if a car has been standing for a while. This can be easily cleared.

The highlight of the Duster package: Renault’s torquey, efficient 1.5-litre turbodiesel engine.

Mechanically, the Duster is known for its reliability, provided the basic service intervals for oil, filters, and coolant are strictly followed.

Our verdict on a used Duster

Gravel-roading was no chore for the Duster thanks to pliant suspension and generous ground clearance.

The Renault Duster remains a compelling used buy for those who value practicality and low running costs over premium finishes. It offers a level of versatility that few other vehicles in its price bracket can match. If you can live with its unrefined edges and humble interior, it serves as an excellent companion for South African conditions.

By opting for a used model with a full service history and perhaps choosing a reputable 3rd-party service provider, you can enjoy all the benefits of the dCi engine without the steep depreciation associated with a new vehicle purchase.

Craving even more detail? Renault Duster (2018-2025) Buyer’s Guide

Chery’s SA-bound ‘KP31’ bakkie: interior revealed

Chinese brand Chery has revealed the interior of its KP31 concept, a bakkie that’s expected to reach South Africa in production form in the final quarter of 2026…

  • Chery reveals KP31 concept’s interior
  • Cabin features swathes of leather trim
  • Production model confirmed for SA

In February 2026, the Chery KP31 concept was shown in Australia, officially previewing what the Chinese brand claims will be the “world’s first” bakkie to feature a diesel PHEV powertrain. And now this SA-bound model’s interior has been revealed.

As a reminder, the KP31 concept – which is expected to reach South Africa in production form in the final quarter of 2026 (or perhaps early in 2027) – seems to be very closely related to Chery’s Rely P3X that debuted in China in September 2025.

The KP31’s cabin design, however, appears distinct from that of the P3X. Based on the freshly released images of the (left-hand-drive) concept bakkie’s interior, we can expect plenty of tan-and-black leather trim and even suede finishes (the latter atop the dashboard), along with a flat-bottomed steering wheel, a large touchscreen and a digital instrument cluster.

The photographs released by Chery’s Australian division furthermore show the KP31’s stubby automatic gearshifter along with buttons for the locking differentials (front, centre and rear), crawl control, 360-degree camera system, heated-and-ventilated seats and hybrid modes.

In addition, the concept bakkie’s cabin appears to feature ambient lighting. Meanwhile, images of the rear bench suggest fairly generous passenger space back there (though it’s tricky to tell for certain based on photographs) and also show the presence of a panoramic sunroof.

While technical details have yet to be confirmed, Chery says the ladder-frame bakkie’s plug-in hybrid electric vehicle (PHEV) powertrain will be based on a 2.5-litre, 4-cylinder turbodiesel engine offering “class-leading thermal efficiency rated at 47%”. 

In addition, the Wuhu-based automotive giant says the bakkie will offer a “competitive” 1 000 kg payload and 3 500 kg (braked) towing capacity. The concept vehicle measures 5 610 mm long, while standing 1 920 mm wide and 1 925 mm tall. That said, Chery has confirmed the production version “will be slightly shorter with a length of 5 450 mm” (for the record, that’s 100 mm longer than a Ford Ranger double cab).

While the bakkie has been known by the “KP31” codename since its reveal, Chery in Australia has almost wrapped up a competition to christen the production version in that market. What the bakkie will end up being called in South Africa, of course, remains to be seen…

Frequently Asked Questions (FAQ) About the Chery KP31 Bakkie

Q: What makes the Chery KP31 unique in the global bakkie market?

 

A: The KP31 is set to be the “world’s first” bakkie to feature a diesel plug-in hybrid (PHEV) powertrain. By pairing a 2.5-litre, 4-cylinder turbodiesel engine with electric motors, Chery aims to deliver exceptional fuel efficiency (targeting a 47% thermal efficiency rating) without compromising the torque needed for heavy-duty tasks.

Q: What can we expect from the interior of the production model?

 

A: Based on the recently revealed concept images, the cabin will lean toward the premium end of the segment. Expect a high-end atmosphere featuring tan-and-black leather upholstery, suede dashboard finishes, a panoramic sunroof and a large touchscreen. It also includes luxury hardware like heated and ventilated seats and a 360-degree camera system.

Q: How does the KP31’s size and capability compare to the Ford Ranger?

 

A: The production version is expected to be roughly 5 450 mm long, making it about 100 mm longer than the current Ford Ranger double cab. Despite its hybrid nature, it maintains “workhorse” credentials with a competitive 1 000 kg payload capacity and a 3 500 kg braked towing rating, matching the segment leaders.

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What are run-flat tyres and do they keep you safe?

Run-flat tyres could mean the difference between harm and driving to safety after getting a puncture. Loss of vehicle control and risk of rim damage dictate that you stop but when your life depends on it, you keep driving. Run-flat tyre tech solves this conundrum, letting you continue your journey until you reach safety.

In crime-ridden South Africa, life is fast and, sadly, cheap. You don’t dare drive at night. And even when the traffic lights do work, you don’t stop unless absolutely necessary. Still, it only takes one dead streetlight and a perfectly placed pothole to cause a puncture. You have to weigh up the risk of stopping and being subjected to a criminal attack during a tyre change; or continue driving to a safer spot while damaging your car. This is where run-flat tyres (RFTs) come in, and if you get a puncture in an unsafe area, the tech could save your life.

what is tyre insurance

How run-flat tyres work: Technology that keeps you moving after a puncture

It’s a horrible feeling. Whether you’ve driven over a nail, struck a kerb or crashed through a crater – the soundtrack and the sensation is always the same: deflation before the onset of offset steering. This is the after-effect of a normal road tyre that’s lost all its air and is compressing under the weight of the vehicle.

RFTs, though, are designed to prevent just that from happening.  

Any tyre’s weakest point is its sidewall, which by design comprises thinner rubber and less internal protection than the road-facing tread section. They’re designed this way to enable bump absorption and flexing as an extension of a vehicle’s mechanical suspension.

Read more: Tyre maintenance tips

In Michelin speak, ‘ZP’ refers to a run-flat tyre.

Therein lies the key difference. An RFT has a reinforced sidewall featuring additional support from extra rubber inserts and other load-bearing materials. These lessen structural deformation born from excessive friction and heat that would ordinarily compromise vehicle handling: the fastest way to destroy a normal tyre had you kept on driving after a puncture.

Run-flat tyres vs standard tyres: The key differences every driver should know

AttributeRun-flat tyresNormal tyres
Puncture-handling abilityCan drive 50-80 km (at up to 80 km/h max) after a punctureRequires an immediate stop and change
Sidewall designReinforced; supports car weight even when puncturedFlexible; collapses without air
Ride comfortFirmer; transmits more bumpsSofter/smoother; better bump absorption
WeightHeavier (approx. 20- 30% more)Lighter
Fuel efficiencySlightly worse due to increased weightGenerally better
RepairabilityRarely repairable if driven while flatUsually repairable (if tread only, but damage dependent)
Spare wheelNot required (frees up boot space)Crucial(takes up boot space)

Read more: Essential Emergency Supplies for Your Car

How run-flat tyres affect ride comfort & handling

While most medium- to high-spec BMWs, Mercedes-Benz models and Audis (and increasingly some Chinese brands) have them, the critical caveat is that if your model isn’t fitted with tyre pressure monitors (TPMS), as a rule you cannot fit run-flat tyres. Doing so might even void your car’s factory warranty.

That’s because, bizarrely, RFTs do their job of minimising post-puncture vehicle behaviour change too well. Basically, without being informed of a deflated tyre, you could continue driving at regular speeds over extended distances well beyond the RFT’s inherent – but ultimately still-fallible – safety margin. By then, rim damage is inevitable and a sudden high-speed direction-change would be catastrophic.

Read more: Safety systems for cars explained

With the TPMS hurdle cleared (and additional replacement cost aside), if you do decide to upgrade your next set of tyres to RFTs, other compromises are worth noting.

The extra reinforcement makes RFTs heavier and noisier than regular tyres. In turn, the additional weight will make your car’s steering feel initially sharper but more prone to annoying feedback from the road surface (i.e. not the good kind).

Furthermore, with pliance traded for sidewall durability, RFTs can crash over bumps rather than absorb them, which are transmitted into the vehicle cabin – a trade-off that can be answered only by each individual’s driver’s tolerance levels of discomfort. That said, the newest and best RFTs have addressed this concern to an impressive degree by balancing sidewall strength and compliance.  

Read more: Fuel efficient driving tricks and techniques

Potentially putting, uhm, the final nail in the case for fitting RFTs is the fact that the additional rolling resistance owed to the extra weight and stiffness causes heat that reduces tyre life, meaning that not only are you paying more initially (and using more fuel because of the extra mass) than for normal tyres, you’ll also be replacing them more regularly.

On the plus side, RFTs are an essential peace-of-mind purchase if you don’t know how to change a tyre and don’t have anyone to call (or who’ll answer at 2am). And because the tyre retains its shape after a puncture, vehicle stability remains largely unaffected.

Do RFTs fit your car? Compatibility, costs & what to expect

Unsurprisingly, RFTs are pricier than all but (in some instances) the most premium iteration of their standard equivalents.

Tyre size / typeStandard tyre price rangeRun-flat tyre price range
16-inch (budget)R850 to R1 300R2 100 to R2 800
17-inch (mid-range)R1 400 to R1 900R2 600 to R3 500
18-inch (premium)R1 800 to R2 600R3 200 to R4 800
19-inch+ (luxury/SUV)R3 500 to R5 500R6 000 to R12 000+

Still interested? No doubt, run-flat tyres aren’t without compromise. They’re heavier, firmer and pricier than regular rubber. But think of them as the roadside assistance you never knew you needed: they won’t make potholes disappear, but they might just let you laugh off a puncture instead of stressing over it when you least have to.

Read more: Tyre insurance: How to protect your wheels and your wallet