Tired of high car prices? These new Chinese brands are launching in SA this year

South Africa’s new vehicle market is set for further expansion in 2026 as 6 new arrivals take the number of Chinese brands to more than 20. Who are the newcomers – Lepas, iCaur, Denza, Zeekr, Farizon and Riddara – and why should they be on your radar?

There’s simply no let-up in the arrival of new Chinese brands to the South African car market. The last two years saw power players like Jaecoo, Omoda and Jetour almost immediately rocket to respectable chunks of local market share.

Similarly, former entrants such as BAIC, MG, JAC and Changan have re-entered the ring with an improved product focus. As all of these importers continue finding a captive audience for their competitively priced and well-specced vehicles, the floodgates will stay open in 2026 as at least another 6 new Chinese brands are set to be established in Mzansi.

Interestingly – and for a degree of peace of mind for skeptics – the debuting Lepas, iCaur, Denza, Zeekr, Farizon, and Riddara marques are all subsidiaries of established Chinese automotive parent companies.

Who are they & should you care?

Brand	Parent company	Key models	Estimated launch date	Vehicle type
Lepas	Chery Group	L4, L6, L8	March	Premium crossovers
iCaur	Chery Group	03T, V23	May	Retro-lifestyle EVs
Denza	BYD	B5, B8	Mid-year	Ultra-luxury NEVs
Zeekr	Geely	X, 001	Q3	High-performance tech
Riddara	Geely	RD6	Late-2026	Electric/PHEV bakkies
Farizon	Geely	SV, V6E	Q4	Commercial/last-mile

The Chery expansion: What we know about Lepas & iCaur

Notwithstanding the appeal of its affiliate labels Jaecoo, Jetour and Omoda, Chery ranks as one of the top-selling Chinese marques in the country. It’s just introduced Lepas, which is positioned slightly above the Tiggo portfolio. The range will comprise the compact L4 (Haval Jolion-sized), mid-size L6 (Mazda CX-5) and large L8 (Volkswagen Tiguan Allspace) model line-up.

Engines are expected to be carryovers, so expect to see Chery’s turbocharged 1.5-litre and 2.0-litre power units, as well as plug-in hybrid option.

Lepas L8 (2026) International Launch Review

By mid-year, Chery will introduce the retro-modern iCaur line, which stars the 03T urban SUV and Land Rover Defender-inspired V23. Early models will be EV-only, with a range-extender option made available closer to the year-end or early in 2027.

Pricing has been announced to start from R550 000 and it’s anticipated that the V23 range will also spawn a lifestyle double cab bakkie.

The full-size V27 SUV has also been confirmed for South Africa. It uses a turbocharged 1.5-litre engine solely as a range-extender, enabling a combined range of 1 000 km on a single tank. Its 335 kW output is said to be able to produce a 5.0-second 0-100 km/h sprint time.

Luxury EVs and lifestyle tech: Enter Denza & Zeekr

If ultra-luxury and high-performance tech is your thing, BYD’s upcoming Denza and Geely’s Zeekr ranges are sure to scratch that itch.

Aping the same brand strategy of Lexus as a right-side-of-the-railroad-track Toyota, the Denza B5 is a Prado-sized body-on-frame luxury SUV. It’s propelled by the Shark’s 1.5-litre turbo/plug-in hybrid powertrain. The latter is good for a 100 km EV-only and combined 1 200 km range. Expected pricing varies between R1.2 and R1.4 million.

The bigger B8 takes aim at the Toyota Land Cruiser 300. With 3 electric motors and a plug-in hybrid setup, total claimed power in conjunction with its 2.0-litre turbo engine is 550 kW. That enables a claimed 4.8-second 0-100 kph blast.

BYD plans to have 300 countrywide fast-charging stations up and running by year’s end, each said to deliver a 400 km charge in just 5 minutes.

The Geely Group gets credit for introducing no fewer than half of the brands listed here.

Zeekr is one of the few new Chinese brands to directly target premium German marques with a still-to-be-confirmed fleet ranging in size from a compact crossover to a luxury MPV providing – in most cases – supercar-scaring performance.

The gateway X model is a Volvo EX30-type executive city crossover available in single- (200 kW) or twin-motor (319 kW) setups.

The 001 is a sporty shooting brake similarly offered with a choice of multiple motor arrangements. Maximum power is 400 kW, while the range tops out at 750 km.

The 7X is a mid-size crossover powered by a choice of motors, with outputs ranging between 310 kW and 585 kW. 2026 versions feature a 900 V electric system for brisk charging (10-80% in 13 minutes), and a sub-4.0-second 0-100 kph sprint.

Balancing high-performance and high-tech with European quality and safety, the 7X personifies the Chinese onslaught of previously mainstream market strongholds.

Finally, the premium people-moving 009 takes the above concept, but repackages it as a Mercedes V-Class-contender, except adding hot hatch levels of performance. There’s a 30-speaker Yamaha sound system, enough acres of Nappa leather to make environmentalists weep, dual-chamber air suspension, an 8.6-litre hot/cold compartment for beverages and more screens than your nearest Hi-Fi Corporation. Best of all, it’ll race to 100 kph in 5.8 seconds and cover nearly 600 km between recharges.

Riddara RD6: Will 2026 be the year of the electric bakkie?

The launch of the 9^th-generation Toyota Hilux may be this year’s biggest bakkie news, yet don’t discount the possible disruption when the Riddara RD6 arrives.

For starters, it’s constructed not as a body-on-frame (à la Hilux, Ford Ranger, Isuzu D-Max, et al), but as a comfort-boosting monocoque using high-strength materials to minimally impact structural rigidity. while that makes the RD6 more of a leisurely lifestyle bakkie than an outright boulder buster, in truth its true potential is best unleashed on the drag strip.

The range is split between the 2WD/4WD Econ grade (180 kW/309 Nm and 280 kW/485 Nm); the Standard (200 kW/384 Nm) and the Ford Raptor-beating Horizon über-version, capable of 315 kW/595 Nm and a 4.5-second 0-100 kph sprint. Cue the new robot-to-robot ranch truck ruler.

Fully-loaded in terms of tech, luxury and active safety, the RD6 can even power 6 kW of auxiliary devices during camping or off-site jobs. Maximum claimed range is 424 km, load-lugging is set at a tonne and towing capacity up to 3 tonnes, depending on output.

Still want that Shark?

Read more: Geely Riddara RD6 PHEV Announced

Farizon & beyond: The tuture of China’s 20-brand influx

The final of Geely’s threesome of incoming new Chinese brands is Farizon. The SV (short for Supervan) is a full-size, 5-metre-long light commercial vehicle with a 1 300 kg payload and is powered by a 169 kW electric motor capable of cruising for 400 km when fitted with the biggest available battery.

Although a by-wire driver/vehicle interface is nothing new, the headline news here is that the SV takes this to a whole new level, incorporating this tech not just to control the throttle, but also steering, braking and shifting. This, Geely says, allows for greater energy recovery, shorter braking distances and sharper steering, though very likely at the cost of feel.

Meanwhile, the V6E panel van is a (slightly) downscaled, less sophisticated iteration of the SV focused on urban logistics, and has a 260 km range and a 70 kW electric motor.

Electric vans are unchartered territory in SA. However, in Europe there’s an electrified version of the Ford Transit Custom and the Volkswagen ID.Buzz Cargo. The remoteness between urban centres renders inter-provincial travel somewhat of a no-no for all types of EVs. Besides, downtime owing to charging necessities equals money lost for courier companies.

The math works for the metro, but it fails for the vast distances of the greater country. Until range anxiety is a relic of the past, Farizon vans are likely to remain a vanishing point on the South African horizon.

1913 Benz 10/30hp: Classic Drive

Cars weren’t always as effortless to drive as they are today. The Benz 10/30hp, a car predating the unification of Daimler-Benz, is a perfect case in point.

The Benz 10/30hp and I are off in first gear – barely at jogging speed – but, for the first time in my driving life, I’m wary of changing into second gear. The problem is, I have to change up… I can’t keep the car in first gear, as it would take hours to drive to our planned destination.

This 10/30hp is the oldest – and one of the most intimidating – I’ve ever driven. All those inspirational posters that say, “It is not about the destination, but the journey”, have a point, but I can’t stay in first gear for the next 5 km.

With some trepidation, I press the clutch pedal and try (rather unsuccessfully) to blip the throttle and pull the long, vintage gearlever backwards. After a second or 2 of clack-clacking, everything comes together and 2nd gear is engaged.

Now I need to build up confidence for 3rd gear (I can already feel the sweat droplets forming on my brow). The thing is, you need to press the throttle after you have engaged the clutch to make the change process as slick as possible. This is one of the many challenges of piloting an early car such as this Benz 10/30hp, which doesn’t have a synchromesh gearbox.

Specifications

Model: 1913 Benz 10/30hp
Years produced: 1912-1914
Engine: 2 610 cm³, 4 cylinder
Power: 30 bhp (22 kW) at 1 750 rpm
Transmission: 4-speed manual, RWD
Chassis weight: 960 kg
Top speed: 70 km/h
Fuel consumption: 15-17.0 L/100 km

Apart from that, I need to stay focused. There are 3 pedals but they don’t operate things in the order you would expect; the clutch and the throttle pedal are swapped around. I remind myself of this configuration constantly and, fortunately, I never get it wrong. It is not all smooth sailing, though.

As we slowly make our way up a spectacular mountain pass in the southern Cape, I only realise when we arrive at the turnaround point that I have driven the entire distance with the 10/30hp’s handbrake lever engaged! Embarrassment engulfs me and not just because the owner was sitting right next to me the whole time.

It is on the return downhill, with 2nd gear selected and a light application on the brakes, that the drivetrain’s characterful whine is most noticeable. In the distant past, I suppose drivers were only too happy not to have to walk to their destination, and this mechanical noise was possibly preferable to the sound of a horse’s hooves. These are pretty much my thoughts every time I get behind the wheel of this 1913 Benz 10/30hp, a car produced a good 13 years before Daimler-Benz was officially founded.

The delight’s in the details

As I sit behind the wheel, I ask the owner about the gauges and controls. These include a speedometer on the far left, illuminated by a neat lamp at night. The centre of the steering wheel hosts a throttle lever, fulfilling a similar function to the cruise control system of modern cars. You can even increase your speed by turning this lever in a clockwise direction. Each of these controls is made from brass or copper, and for a moment I cannot help but think of the bridge of the RMS Titanic.

After all, that majestic ship collided with an iceberg a year before this Benz 10/30hp rolled off the production line. It is important to remember that this was an era when the manufacturing of motorcars was not as complicated as it is now.

Unlike today, when manufacturing is mostly done by massive global companies, during the first few decades of automotive manufacturing, there were around 4 000 different companies (and individuals) who tried their hand at the business of building cars. The year 1913 was also the last year companies and countries could focus fully on motor manufacturing before the start of World War 1 in 1914.

Following the onset of the war, both Benz and Mercedes would change their focus to building military vehicles and aeroplane engines.

It is also understandable why these early cars were still frowned upon by the general public. Firstly, they made a lot of noise, and if you were used to the relaxing, clip-clop soundtrack of horse riding, the noise pollution of these cars could easily disrupt an entire village upon its arrival.

Indeed, this is the first motorcar I’ve driven in which I can truly sense the historical connection with a horse-drawn vehicle. Although the cloth roof is in place, when it is removed the car closely resemblances a carriage.

Walk around this Benz and the details grab your attention, such as the little brass light at the rear illuminating the numberplate, the copper(!) exhaust pipe, and a fuel tank that is there for everyone to see. There is even beading between the rear wheelarches and the bodywork of the cabin.

The two spare tyres are positioned next to the driver, and the wheels have so many spokes I don’t even want to contemplate counting them – or cleaning them!

Brass grand

At the front, the angled radiator (no grille in front of it) was a well-known Benz feature at the time. The headlights are situated above the single spotlight and the hooter. If you feel brave, you can still start the engine manually by using the crank handle. Fortunately, this car’s owner has added an electrical system, which connects a button next to the steering wheel with the engine. Thus equipped, it only takes a push of this switch to start the car.

Don’t forget the toolbox attached to the side steps. In it, you’ll find a comically big spanner, required to loosen or fasten the centre-wheel nut. Rear-seated passengers can easily stretch out without touching the front seats, although comfort is somewhat hindered by the breeze that whips around the cabin when the roof is lowered.

From auction to junkyard to cherished possession

The owner of this car is a passionate Mercedes-Benz collector. He bought this 1913 Benz at an automotive auction in 2000. There were obviously several other interesting cars on offer, but the owner had his heart set on this specific example. Fortunately, the car was basically in the condition you see on these pages.

That’s not always been the case, however. Although it has lived in South Africa since the 1930s, it was at one stage in pieces scattered around a yard. Thankfully, 2 enthusiasts found and rebuilt it.

Over the years, a few things have needed attention. The cloth roof was overhauled, and so was the 2.6-litre, 4-cylinder engine. The latter work is evident from the way the 2-valve motor idles perfectly while I chat to the owner. For a car that’s more than a century old, it is in exceptional condition.

The Benz 10/30hp: Battle-scarred but not beaten

There is an interesting twist to the early life of this Benz. On the left-hand side of the car, there is a brass plate showing that the body was manufactured by Carosserie H. Buhne in Berlin. After some research, the owner discovered that this company was founded only after World War 1. This means that the body of this car was redone after it left Benz in 1913.

Could it be that the car might have been used during the War and needed refurbishment afterwards? And to whom did it belong? Questions without answers…

The plaque may also explain why this particular car has only a single door, while other similar models featured 3 doors, meaning the driver must enter the Benz via the front passenger side. Hardly an ideal 1st date car, then.

A Benz 10/30hp reborn

As we head back to the owner’s residence, I’m slightly more relaxed and have time to focus on the quality of the ride. With such a narrow wheel and tyre combination (815×105 6 ply tyres front and rear), I expected a bumpy and choppy ride, but that is not the case. The leaf-sprung suspension absorbs some bumps better than I had anticipated.

Once the car is moving, it can be steered easily by means of the thick-rimmed, wooden steering wheel. Parking at low speed without assistance is a different matter, however. Fortunately for drivers in the first half of the 20th century, 3-point turns and parallel parking were not as prevalent as they are today. At higher speeds, the steering loads up away from centre.

Brake, braaake!

This car’s owner regularly takes the Benz on runs of more than 70 km taking the best part of a morning to complete. The challenge is managing the car’s speed, particularly when going downhill, as there are only drum brakes at the rear and no brakes up front!

It is understandable why, for some enthusiasts, a car such as this 1913 Benz 10/30hp might seem slightly less appealing than Mercedes’ later creations.

After all, the cars from the 1920s and ’30s are more practical and usually require less effort to drive. However, the rarity factor is definitely part of this car’s appeal. One 10/30hp model, which was restored, came up for sale a few years ago at the prestigious Auto Salon Singen showroom on the border between Germany and Switzerland. The price was a substantial €259 000.

Experiencing the 10/30hp: How times have changed!

High value aside, piloting this car was such an illuminating experience. It comes from a time when people still needed to fully grasp the concept of a self-powered carriage. It was a time when no one could have predicted the future of these remarkable vehicles. A time when driving a road car required great physical exertion – actions that are unlikely ever to be needed again.

Indulge in Mercedes-Benz Classic Drives on Cars.co.za:

Mercedes-Benz 170S: Classic Drive

Mercedes-Benz 500SLC: Classic Drive

Mercedes-Benz 560 SEC: Classic Drive

Mercedes-Benz 300S & 300Sc: Classic Drive

Mercedes-Benz 600 Grosser: Classic Drive

Mercedes-Benz G63 AMG 6×6: Classic Drive

Mercedes-Benz C63 AMG Black Series: Classic Drive

Mercedes-Benz 300CE Cabriolet: Classic Drive

Mercedes-Benz (W123) 280E: Classic Drive

Mercedes-Benz 280SL ‘Pagoda’: Classic Drive

Mercedes-AMG (R231) SL65: Classic Drive

Mercedes-Benz ‘560CE’ (C124): Classic Drive

Mercedes-Benz (W202) C43 AMG: Classic Drive

Mercedes-Benz 230S Fintail Estate: Classic Drive

Mercedes-Benz 300SL Roadster: Classic Drive

Mercedes-Benz 300 GD Cabriolet: Classic 4×4 Drive

Polo Vivo Maxx comeback? VW trademark filing hints at return

A local trademark application suggests Volkswagen might be planning to revive the high-riding Polo Vivo Maxx in South Africa. Here’s what we know so far…

VW files to trademark “Polo Vivo Maxx” in SA
Original Maxx derivative launched back in 2013
2nd high-riding version hit SA market in 2018

Remember the Volkswagen Polo Vivo Maxx, that high-riding version of South Africa’s best-selling passenger car? Well, we’ve stumbled across a trademark application that suggests the German firm’s local division might just be thinking of reviving the name.

Cars.co.za can confirm that late in September 2025, VW’s head office in Wolfsburg filed a trademark application to protect the “Polo Vivo Maxx” badge in South Africa. Around the same time, the automaker also made fresh applications for “Vivo”, “Polo Vivo” and “Polo Vivo Eclipse” (the latter familiar from another local special edition). All applications are currently listed as pending.

The original Polo Vivo Maxx was launched back in 2013.

Interestingly, VW previously owned all 4 of these trademarks, but each had its respective status changed to “removed” after the brand seemingly failed to renew them in South Africa. Protection for the Vivo and Polo Vivo nameplates fell away in 2020, before the Maxx and Eclipse trademarks were removed in 2023 and 2024, respectively.

Of course, as we always point out in reports involving trademark filings, an application by an automaker to protect a badge is by no means a guarantee the brand will use the nameplate in question. Sometimes it’s simply a case of one company preventing a rival firm from snapping up said trademark.

*VW’s 2nd version of the Maxx hit the market in 2018.*

But there’s certainly still a chance VW Group Africa is considering a Vivo Maxx comeback. Indeed, the German firm’s local division has just officially revived another name familiar from earlier in the Kariega-built Polo Vivo nameplate’s life – the “Xpress” light-commercial vehicle – after rolling out special “Edition 15” derivatives last year.

As a reminder, the original Vivo Maxx hit the market back in February 2013, with the next-gen version following in June 2018 (before quietly exiting towards the end of 2020). Both iterations of this cross-hatchback were distinguished by raised suspension, 17-inch alloy wheels (“Budapest” rims for the original and “Canyon” items for the 2nd), silver-painted side-mirror caps, sportier tailpipe trim, aluminium roof rails and “Maxx” decals. Inside, both had sports pedals and painted centre consoles. The later model furthermore featured black-plastic body cladding.

*Note the black-plastic cladding on this 2018 example.*

If VW Group Africa were to revive the Maxx, we’d expect it to be powered by either the 77 kW/153 Nm naturally aspirated 1.6-litre, 4-cylinder engine (used by mid- and high-spec versions of the Polo Vivo) or perhaps even the turbocharged 1.0-litre, 3-cylinder motor (81 kW/200 Nm) currently reserved for the flagship GT derivative.

So, will we see a new Maxx-badged version of the Polo Vivo hatch in the future? Well, with nothing confirmed, we’ll simply have to wait to see whether such a model does indeed materialise…

Find a used VW Polo Vivo Maxx on Cars.co.za!

Frequently Asked Questions (FAQ) About the Potential VW Polo Vivo Maxx Revival

Q: Is the Volkswagen Polo Vivo Maxx officially returning to South Africa?

A: While VW Group Africa hasn’t formally announced its return, the company filed a fresh trademark application for “Polo Vivo Maxx” in late 2025. This move suggests the brand might be protecting the nameplate for a potential 2026 or 2027 revival.

Q: What features would a new Vivo Maxx likely include?

A: If it follows the formula of previous generations, a new Maxx would be a “cross-hatch” version of the current facelifted Vivo. We would expect raised suspension for better ground clearance, roof rails, derivative-specific alloy wheels and black-plastic body cladding to give it a more rugged, SUV-inspired look.

Q: Which engine would power the new Vivo Maxx?

A: It would most likely use the 1.6-litre naturally aspirated engine (77 kW/153 Nm) found in the Style trim. However, there is speculation that VW could use the flagship 1.0-litre TSI turbo engine (81 kW/200 Nm) from the GT to give the Maxx the extra “grunt” needed to match its adventurous styling.

Volkswagen Transporter 2.0 TDI Kombi SWB Life (2026) Review

Courtesy of its current commercial-vehicle collaboration strategy with Ford, the new Volkswagen Transporter (and Kombi derivatives) is based on the Blue Oval’s widely acclaimed Transit/Tourneo platform. Will this move disappoint the VW faithful, or do they have nothing to be concerned about? Let’s see.

We like: Mix of cabin space and versatility in a shape/size that’s not too inconvenient to drive around town, improved practicality, good manoeuvrability given its size, seats easier to remove/carry.

We don’t like: Lack of padded oddments storage space around driver, engine can get caught a little flat-footed, pricey.

FAST FACTS

Model: Volkswagen Transporter 2.0 TDI Kombi SWB Life
Price: R1 174 600
Engine: 2.0-litre turbodiesel
Transmission: 8-speed automatic
Power / Torque: 125 kW/390 Nm
Claimed fuel consumption: 8.0 L/100 km
0-100 kph: 12.14 sec (tested)

Where does the Volkswagen Transporter 2.0 TDI Kombi SWB Life fit in?

With such a rich history of providing fun, practical motoring to South Africans, the news that the latest-generation Volkswagen (T7) Transporter/Kombi would be based on the Ford Tourneo/Transit undoubtedly raised many an eyebrow with the VeeDub faithful. But let’s not forget that the iconic Ford van has an immense history in the UK (and elsewhere), too, even though it had a late start in South Africa.

Still, there are risks and opportunities that come with this collaboration. On the one hand, a package that benefits from Ford’s historical strengths of developing hardy, super-practical goods-movers that are surprisingly good to drive could be even greater when enhanced with Volkswagen’s traditional talents of car-like refinement, comfort and passenger-focused design … and vice versa.

On the other hand, in attempting to be all things to all possible consumers, both vehicles could end up compromising the stand-out aspects that made them so beloved by their respective fan bases in the first place.

*In Life trim, the Transporter Kombi features neat 17-inch alloys wrapped in chunky tyres to enhance ride comfort.*

In this review, we look at one of the more affordable variants of the new Volkswagen (T7) Transporter Kombi line-up, the Life SWB, which is still priced at nearly R1.2 million. Besides its Ford sibling and the Mercedes-Benz Vito, it also has to counter the popular Hyundai Staria, and for those consumers who prioritise passenger comfort and luxury, the fantastic Kia Carnival.

How the Volkswagen Transporter 2.0 TDI Kombi SWB Life fares in terms of…

Design & Packaging

While those in the know will easily spot similarities between the new Volkswagen Transporter and the Ford it is based upon, particularly from the rear, Volkswagen’s designers have done an admirable job of giving it its own persona. The design of the body colour-coded grille, bumper and the LED headlamps give the front-end a slightly more upmarket appearance compared with the Trend-specification Ford. At the same time, the design is in line with Volkswagen’s current design language; squint and it also reminds of the T5 generation. The fitment of neat, dual-tone 17-inch wheels further lifts the visual appeal.

*Despite sitting lower in the spec pecking order, Life models gain full LED headlamps and a Driver Assistance Package.*

At its core, the Transporter is, of course, a commercial van, but a lot of detailed work has gone into making it attractive from a people-transporting point of view, too. It has sliding doors on both sides, for example, and because the floor is low, ingress/egress is easy.

It might be a minor feature, but for us the fact that the windows on the sliding doors can slide open, too, is a welcome inclusion (on the Tourneo Custom Trend, these windows are fixed).

All 6 rear seats (3 in the middle row, 3 in the back) are individual, rail-mounted chairs that can be easily moved around or removed. They are also much lighter than in previous iterations of the Transporter, so are easier on the carrier’s back, too. Another nice touch is that there are roller blinds for those seated in the middle row.

*Dual sliding side doors ease access. They feature power latching only on top-spec Style trim.*

Second-row passengers have access to an overhead air-conditioning control unit and there are roof-mounted ventilation outlets throughout. Access to the 3rd row is simple – the middle row tilts forward and you just step through the gap. There is no need to clamber over anything.

The Transporter has 8 individual chairs, a sensible arrangement if you want to carry 5 and a mountain of luggage by removing the rearmost 3 pews.

Up front, the driver and passenger have commanding views over a neat dashboard which, from the mid-line upwards, is largely different to the one in the Ford. While the finishes are mostly hard-wearing plastic, there does appear to be more of an attempt to appear upmarket compared with the Ford Tourneo Trend we had tested last year. This has been achieved mainly through the use of a combination of grey and black plastics (same hues for the attractive artificial leather upholstery, by the way), and a little bit more attention to detail on some of the surfaces.

*Oddments stowage is surprisingly limited.*

But one area in which the Volkswagen designers have definitely been trounced by their Ford partners is in terms of oddments stowage space, particularly around the driver. The gear shifter for the 8-speed gearbox may well be on the steering column, which has freed up a lot of space at the base of the centre hangdown section of the dashboard, but Volkswagen has not used it well. Consequently, the driver is forced to use the door pockets or the recesses on top of the dashboard. Yet, without padding, things slide around in those locations. It’s an irritating oversight. At least the front passenger has access to two lidded glove compartments.

*Crisp digital displays lift the interior despite the prevalence of hard grey plastics.*

Fronting the driver is a crisp, neat 12-inch digital display dashboard. In the centre is an even larger 13-inch infotainment unit. As is the case with many modern cars, it is unfortunate that some often-used controls are located on the screen, rather than being physical switches (particularly for the HVAC system – including the surprise feature of heated front seats).

*Prominent shortcut buttons make controlling the infotainment system easier, but not easy enough.*

At least there are reasonably prominent shortcuts at the bottom of the screen. The system also features Android Auto and Apple CarPlay compatibility as standard. While there is no wireless charge pad, there are numerous USB outlets dotted throughout the cabin, also for the rear passengers, to keep devices charged.

*USB-C connections abound throughout the cabin.*

If you’re in the market for a van-based people-mover, most likely you are also looking at occasionally making use of its load-carrying ability. As mentioned, the seats are easier to remove, largely because they’re all individual chairs and also lighter (28 kg each). The bigger footprint of this generation of short-wheelbase Transporter (146 mm longer and 128 mm wider) has also resulted in much more space inside, which allows for the transportation of even bulkier items.

*Thanks to increased dimensions all-round, the Transporter Kombi is a spacious van even in SWB form.*

The width between the wheelhousings at the rear has grown by 148 mm to 1 392 mm. Meanwhile, the length of the cargo floor has also stretched to 2 602 mm. While those needing maximum load carrying capability might have to opt for a long-wheelbase offering, we believe this short-wheelbase variant strikes a neat balance for families who will still appreciate the very large boot.

A minor concern (but it might be a bigger problem for some buyers) is that there is no electric tailgate. Lifting it open is not a problem, but closing it means you are pulling down using a strap with all your might.

Ride, Handling & Safety

The one thing that always distinguished Volkswagen’s people carriers was that they drove with more car-like comfort and refinement compared with other van-based rivals. With this new-generation of Transporter/Kombi, the underpinnings comes from the Ford Tourneo/Transit line. While that vehicle is widely admired as a van, it feels more utilitarian than plush.

*While the ride is inherently firm, the setup is comfortable enough and smooths out even further with cargo onboard.*

Still, we think Volkswagen/Ford has struck a nice-enough balance here. It offers even more practicality and load space than before, but without making the drive feel too agricultural. Certainly, we’d say road holding and general ride/handling is better than in a double-cab, for example.

There is some inherent firmness in the ride that occasionally, on some surfaces, may filter through to your backside. Overall, though, we’d rate it as a comfortable bus.

An area that could do with improvement, however, is cabin noise. The more upmarket Volkswagen busses of the past were better in this regard.

*Sensible, actual buttons on the steering wheel.*

We were pleasantly surprised by the Kombi’s manoeuvrability. It is long (just over 5 metres) and wide, and also has a 3.1m long wheelbase. Yet, its light steering and tight turning circle (better than a Golf 8.5’s, according to the data) make it a breeze to drive around town. Of course, a rear-view camera system and park distance sensors further aid matters, as does great visibility from the driver’s seat.

The Kombi is also just shy of 2 metres tall, so getting into most underground parking does not pose a problem. By the way, roof carrying capacity has increased by 20 kg to 170 kg. If you use it, remember the height.

*Myriad safety systems are standard on the Life derivative.*

This Kombi Life variant features 6 airbags in total. It also has a host of active safety features, including forward collision avoidance (with braking) and lane keeping etc. Sadly, there is no adaptive cruise control. This particular model has not yet undergone EuroNCAP crash testing. There are ISOFIX child seat anchors for the side seats in both the second and third rows.

Performance & Efficiency

The Kombi Life is powered by Ford’s 2.0-litre single-turbo diesel engine. It delivers 125 kW at 3 500 rpm and 390 Nm of torque from 1 750 to 2 500 rpm. Power goes to the front wheels via an 8-speed automatic transmission.

*Having the transmission lever on the steering column is a boon when making quick manoeuvres.*

Volkswagen does not state a claimed acceleration time for this vehicle. Our own testing resulted in a 0-100 kph time of 12.14 seconds. While this isn’t brisk, the Volkswagen was however faster during the benchmark sprint than its sibling the Tourneo Custom. Tested in LWB form (heavier), it clocked a time of 13.69 seconds. It also felt livelier in general driving.

During most usage situations, you’ll probably find power as sufficient. The VW doesn’t battle to keep up with traffic around town on highways. Where it does struggle somewhat is when quick acceleration or response is required. In those instances, it can be caught lagging. Of course, add to the weight of the vehicle by using all its seating and luggage capacity, and family journeys on the open road will be leisurely, with little reserve power on tap for overtaking at the national speed limit.

*Unladen, the Kombi achieves a consumption average of about 9.0 L/100 km.*

Efficiency is good for this size and type of vehicle. Volkswagen claims an average consumption of 8.0 L/100 km. In the real world, you’re likely to achieve 9.0 L/100 km. On a full 70-litre tank of diesel, you could achieve a cruising range of around 750 km.

Note, however, that the 9.0 L/100 km figure was achieved with minimal load. Factoring in our experience with its Tourneo sibling, we predict a figure of 10.0 L/100 km if you use the Kombi’s passenger/load-carrying abilities.

The Kombi Life has a (braked) tow rating of 2 800 kg, which is 300 kg more than its direct predecessor.

Volkswagen Transporter 2.0 TDI Kombi SWB Life Price & After-sales support

The VW Kombi Life is (February 2026) priced at R1 174 600 and comes with a 3-year/120 000 warranty and 5-year/60 000km maintenance plan. Service intervals are annual or every 15 000 km and there is also a 12-years anti-corrosion warranty.

Pricing for the Transporter passenger van range begins at R933 500 and tops out at R1 342 400.

Verdict

*In trying to be all things to all people, the Transporter Kombi falls short in some respects but is still an admirable addition to the MPV class.*

The new-generation Volkswagen Transporter Kombi, particularly in this Life specification, admirably attempts to tread a middle ground. However, a vehicle such as the Kia Carnival, or even the Hyundai Staria, are more passenger-focused than this Volkswagen.

On the other hand, if you really want a passenger bus that also delivers maximum load-carrying versatility, the long-wheelbase versions of the Ford Tourneo, as well as this Volkswagen and certain variants of the Mercedes-Benz Vito must be on the radar.

So this Kombi Life sits in the middle, slightly compromised when you view its traits individually. However, it has a breadth of abilities it has not offered before. Progress? Yes, but at a cost.

Tata Altroz firming for SA as Polo Vivo rival?

A recently unearthed trademark filing suggests the Tata Altroz might be on the cards for South Africa. Here’s what we know about this VW Polo Vivo-sized hatch so far…

Tata has filed to trademark “Altroz” in SA
Billed as India’s “most premium” hatch
Facelifted version revealed in May 2025

Is the Tata Altroz B-segment hatchback in the pipeline for South Africa? Well, while the Indian brand’s local distributor has yet to officially mention this model, a recently discovered trademark application suggests it may well be on the cards.

Yes, Cars.co.za can confirm the Tata Group’s holding company in Mumbai filed to trademark the “Tata Altroz” name in South Africa in September 2025, with the application’s status currently listed as “pending”.

Around the same time, the automaker applied to protect the Tiago, Punch and Curvv nameplates, models with which Tata kicked off its return to South Africa’s passenger-vehicle market the very same month – alongside the Harrier, the local rights to which the brand has held since 2020.

For the record, Tata has yet to trademark “Nexon” and “Sierra” in SA – the next 2 vehicles confirmed for launch at some point in 2026 (along with the facelifted Punch). Interestingly, both wordmarks are currently owned by other parties (specifically in trademark class 12, which covers vehicles and apparatus for locomotion by land, air or water).

But back to the Altroz, which slots into Tata’s hatchback family above the diminutive Tiago. Billed by its maker as both “India’s most premium hatchback” and “India’s safest hatchback” (the latter thanks to its 5-star Bharat NCAP safety rating), the Altroz launched in its domestic market back in early 2020. However, it received a substantial facelift in May 2025.

Measuring 3 990 mm from nose to tail (with a wheelbase of 2 501 mm), the Tata Altroz is slightly longer than SA’s most popular passenger car, the Kariega-built Volkswagen Polo Vivo, and precisely the same length as the likewise popular Toyota Starlet (which is, of course, based on the Suzuki Baleno). The Indian-spec 5-door hatch has a listed luggage capacity of 345 litres, along with a ground clearance of 165 mm.

Engine options in the world’s most populous nation include a naturally aspirated 1.2-litre, 3-cylinder petrol motor (65 kW/115 Nm) and a 1.5-litre, 4-cylinder turbodiesel mill (66 kW/200 Nm), along with a compressed natural gas (CNG) version of the former. A 5-speed manual gearbox ships standard, while the petrol mill is optionally offered with a 5-speed automated manual transmission (AMT) or a 6-speed dual-clutch cog-swapper.

Though a turbocharged version of the 1.2-litre 3-pot was once available in India, it is seemingly no longer listed. Meanwhile, specification highlights (depending on the derivative) in that market include a 10.25-inch touchscreen, a reverse-view camera, a sunroof and wireless smartphone charging, while 6 airbags, electronic stability control and rear parking sensors are all standard across the range.

Of course, as we always point out in reports that involve trademark filings, an application by an automaker to protect a badge is by no means a guarantee the brand will use the nameplate in question. But this filing at least suggests Tata and Motus Holdings – the latter being the Indian passenger-vehicle brand’s local distributor – are considering adding the Altroz to the local line-up.

In addition, we should keep in mind that Thato Magasa, CEO of Tata Motors Passenger Vehicles in South Africa, told us in October 2025 that the budget 5-door hatchback segment – one that is as yet largely untapped by the Chinese – was a still-critical element of the local new-car market, saying this sector “has to stay in South Africa and will stay for some time”.

Frequently Asked Questions (FAQ) About the Potential Tata Altroz Arrival

Q: Is the Tata Altroz officially confirmed for South Africa?

A: While Tata Motors South Africa has not yet officially confirmed the Altroz, a trademark application for the nameplate was filed locally in September 2025. This suggests the brand is clearing the path to introduce the hatchback alongside the Nexon and Sierra crossovers scheduled for 2026.

Q: How safe is the Tata Altroz compared to other hatchbacks in its class?

A: The Altroz is often marketed as one of India’s safest cars. The latest facelifted version (revealed in May 2025) recently secured a full 5-star rating from Bharat NCAP, scoring 29.65/32 for adult occupant protection and 44.9/49 for child safety. It comes standard with 6 airbags and electronic stability control (ESC) across the range.

Q: How does the Tata Altroz size up against the VW Polo Vivo?

A: The Altroz is roughly the same size as the Kariega-built Polo Vivo but offers slightly more interior versatility. It measures 3 990 mm in length with a 2 501 mm wheelbase, providing a 345-litre boot – significantly larger than the Polo Vivo’s 280-litre capacity. It also features 90-degree opening doors for easier cabin access.

Chinese crossover alternatives to Grand Vitara

The Grand Vitara has a legendary reputation. But Suzuki’s SUV has some very capable Chinese rivals that offer lots of features and performance for the same price. We believe these are the ones you should consider.

Suzuki’s Grand Vitara has a proven adventure-SUV history. Since its debut in the late 1980s, the Grand Vitara has been the bigger, more comfortable alternative to the Jimny. And for a long time, there weren’t any other compact SUVs that could rival the Grand Vitara for all-terrain ability or mechanical durability.

Suzuki’s last truly off-road-capable Grand Vitara, with its integrated monocoque/ladder-frame chassis and low-range gearing, went out of production in 2018. The current, 4^th-gen Grand Vitara is much more of a crossover SUV than a true all-terrain adventure wagon, unlike the first 3 generations of Grand Vitara.

If you need an example of just how much more of an urban crossover the Grand Vitara has become, consider that it no longer comes with a full-size spare wheel. Something unimaginable on those older hardcore Grand Vitaras, which proudly carried a full-size spare wheel on the tailgate…

Priced at just over R450 000, the Grand Vitara GLX is in direct price competition with some very capable Chinese crossover SUVs. They might not have on-demand all-wheel drive like the Grand Vitara GLX. However, they do offer a lot more engine power, especially if you live and drive on the Highveld. There, the Grand Vitara’s 1.5-litre naturally-aspirated engine’s 77 kW and 138 Nm can feel underpowered when it is fully loaded.

Chinese alternatives to the Grand Vitara generally have better infotainment screen specs and luggage capacity than the Suzuki’s 9-inch screen and 328-litre luggage capacity.

Buy a new or used Grand Vitara on Cars.co.za

MG ZS Pro Luxury – R431 500

*The MG has a lot more power and luggage space than the Grand Vitara.*

Neat exterior design and a cabin that’s not overdone, the MG ZS is an easy-to-live-with Chinese crossover SUV.

A high-definition 12.3-inch touchscreen infotainment system anchors the cabin. And yes, there are plenty of physical buttons, too, for drivers and passengers who aren’t comfortable making every little adjustment through the touchscreen.

Equipment levels outrank that of the Grand Vitara, with the ZS Pro Luxury offering a bigger, better touchscreen. It also has a direct tyre-pressure system, which is increasingly important on South African roads where potholes and road debris can cause slow pressure loss that can develop into a blowout. With the pressure sensors, you know there’s an issue in the MG, and can stop to inflate before suffering a blowout.

Disappointingly, the ZS Pro’s steering column is only height and not reach adjustable. The rear seats also don’t fold down flat, so should you need to move some bulky items on a weekend, the full load area isn’t shaped for absolute utility. But at 443 litres, the ZS Pro has 100 litres of luggage capacity more than the Grand Vitara.

The MG’s 1.5-litre turbopetrol makes 62% more power than the Grand Vitara’s engine. And being turbocharged, it doesn’t lose any of its performance at altitude. If you live on the Highveld, MG’s ZS Pro has a far superior powertrain to the Grand Vitara. The MG ZS Pro’s 125 kW and 270 Nm make it a much better long-distance highway cruiser, especially when fully loaded and you need to overtake.

If you are going to use the MG ZS Pro for a lot of gravel travel and adventure driving, be mindful that it doesn’t come with a full-size spare wheel.

Buy a new or used MG ZS Pro on Cars.co.za

Chery Tiggo 4 Cross Elite 1.5 DCT – R449 900

Chery Tiggo Cross — *For the money, the Chery offers more power and standard features than the Suzuki.*

Another example of tidy Chinese exterior design, with all the in-car tech you could need and a turbocharged engine. And all at a very reasonable price.

The Tiggo 4 Cross Elite is powered by a 1.5-litre turbopetrol engine rated at 108 kW. That’s a lot more power than a Grand Vitara’s 1.5-litre engine, and being turbocharged, the Chery doesn’t lose any power or performance on the Highveld.

Its 6-speed dual-clutch transmission has some odd shift patterns at low speeds, though. And like most dual-clutch transmissions, there’s the risk of increased clutch wear if you drive in heavy, bumper-to-bumper traffic daily, especially on a hilly commuter route.

Specification is superior to the Grand Vitara GLX’s, with several features the Suzuki doesn’t offer. These include adaptive cruise control and heated front seats. You do get excellent safety spec, including the rarity of an airbag running between the front seats.

Chery’s Tiggo 4 Cross Elite has 52 litres more packing space than the Grand Vitara in the luggage area, but you don’t get a full-size spare wheel.

Buy a new or used Tiggo 4 Cross on Cars.co.za

Haval Jolion Pro Super Luxury – R428 950

The Jolion Pro Super Luxury is the upper trim version in GWM’s very popular Haval sub-brand range, offering more space, performance and tech than a Grand Vitara 1.5 GLX for less money.

Like its MG and Chery rivals, this Haval boasts conservative styling and proportions. And the cabin tech isn’t too intrusive or overwhelming. The Jolion Pro Super Luxury has a much better infotainment system than the Suzuki, with a larger 12.3-inch screen, plus better cabin materials.

A disappointing feature of the Jolion Pro Super Luxury is its tiny luggage area. At only 291 litres, it has a smaller luggage capacity than the Grand Vitara’s 328 litres, and much less storage space than the Chery or MG. And don’t think that limited luggage space is because you get a full-size spare under the luggage area floor, because you don’t.

The Jolion Pro Super Luxury is powered by a 105 kW version of GWM’s 1.5-litre turbopetrol engine, which means power loss on the Highveld isn’t an issue, giving it much better highway and overtaking performance than the Grand Vitara. Like many Chinese turbopetrol engines, it’s much heavier on fuel than you’d expect, though.

With a 7-speed dual-clutch transmission, the Jolion Pro Super Luxury has a more complex gearbox than the old-school 4-speed automatic in Suzuki’s Grand Vitara. It might feel a lot more responsive to drive, but those dual-clutch transmissions have two clutches and many internal parts. And it can be vulnerable to increased clutch wear if you drive daily in heavy Gauteng or Cape Town peak traffic.

Buy a new or used Jolion on Cars.co.za

Leapmotor C10 REEV Style (2026) Review

The South African motoring landscape is currently being reshaped by a wave of new brands from the East, but Leapmotor arrives with a slightly different pedigree. Supported by the global Stellantis Group, this newcomer is looking to bridge the gap between traditional motoring and the electric future.

We like: Sprightly performance despite the weight, offers something different to other Chinese brands, range-extender cancels out range anxiety.

We don’t like: Still heavy, as usual – every function is incorporated into the touchscreen.

FAST FACTS

Model: Leapmotor C10 REEV Style
Price: R799 900 (February 2026)
Engine: electric + 1.5-litre petrol range extender
Transmission: automatic
Power/Torque: 158 kW/320 Nm
0-100 kph: 8.5 sec (claimed)
Claimed consumption: 0.9 L/100 km
Luggage capacity: 435-1 410 litres

Serious about buying/selling?

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Where does the Leapmotor C10 REEV fit in?

The C10 is a large family SUV that aims to offer the benefits of an electric vehicle without the associated range anxiety. It introduces a range-extender powertrain to the local SUV segment (hence the REEV name: Range Extender Electric Vehicle), promising a seamless transition for those not yet ready to commit to a full battery electric vehicle.

*The C10 Style model features LED headlamps with automatic high beam plus neat 20-inch alloys.*

The Leapmotor C10 range-extender concept

Unlike a traditional hybrid or a pure electric vehicle, the C10 utilises a range-extender system. This means the wheels are driven exclusively by an electric motor, providing that signature silent and smooth acceleration.

*As expected of a Chinese SUV, a full suite of active and passive safety features come as standard.*

The internal-combustion engine on board serves strictly as a generator. Once the battery reaches a certain level of depletion, the 1.5-litre naturally aspirated petrol engine kicks in to top up the charge. Because the engine is not connected to the drive wheels, it can run at its most efficient state, and the driver never has to worry about finding a charging station on a longer journey. With a full tank and a full charge, the total range is claimed to be nearly 1 000 km (the electric-only range is 145 km).

Minimalist interior design

*Minimalism is the name of the game in the cockpit – notice the almost complete lack of physical controls.*

Inside the cabin, the C10 embraces a hyper-minimalist philosophy. Physical buttons have been almost entirely banished, replaced by a massive, high-resolution central touchscreen that controls everything from the climate control vents to the side mirrors.

*Even the airvents have to be adjusted via the screen; an annoying quirk not exclusive to Leapmotor.*

The dashboard layout is clean and modern, featuring high-quality materials and an instrument cluster that provides all the necessary driving data. While the interface is highly responsive and visually impressive, the learning curve is steep due to the integration of almost every vehicle function into the digital menus.

However, the system supports over the air updates, meaning the user experience can be refined and improved throughout the ownership period.

Practicality & Space

One of the standout features of the C10 is the sheer amount of interior room. Despite being a 2-row SUV, its wheelbase is longer than some 7-seater rivals, resulting in massive amounts of legroom and headroom for rear passengers.

The seats are upholstered in a unique, soft-touch silicone material that is both comfortable and hard wearing. Practical touches like illuminated USB ports and ample storage bins make it a well considered family cruiser.

In the luggage compartment, the C10 proves its worth by comfortably swallowing a standard set of cooler boxes, though the access method via an NFC card rather than a traditional key adds an interesting twist to daily ergonomics.

How does the Leapmotor C10 drive?

*While the ride can be a touch firm on the Style’s 20-inch alloys, refinement is superb.*

With 158 kW and 320 Nm of torque delivered to the rear wheels, the C10 feels sprightly on the move despite weighing more than 2 tonnes. The electric motor provides effortless low-end torque, making it feel lighter than its weight would suggest.

The ride quality leans towards the firmer side, but the cabin remains exceptionally quiet. Because there is no mechanical link between the engine and the wheels, the usual vibrations and noises associated with a petrol SUV are largely absent.

*The Leapmotor C10 is a particularly relaxed long-distance cruiser.*

This level of refinement, combined with a suite of driver assistance features like adaptive cruise control, makes for a relaxed long distance touring experience.

Verdict

*Will the prospect of a range-extender powertrain convince buyers in a massively crowded segment to opt for the Leapmotor C10?*

The Leapmotor C10 enters a crowded segment with a very specific value proposition: EV refinement without the range limitations. It offers more space than many of its immediate price rivals and introduces a sophisticated powertrain that is likely to appeal to tech savvy South African families.

Does this new brand have what it takes to unseat the established players, or does the minimalist tech approach go a step too far? Watch the full video to see our final verdict.

Haval Jolion Pro LTD (2026) Price & Specs

GWM SA has added a new Haval Jolion Pro LTD derivative to its range, handing this limited-edition variant a silver-accented grille and bold green exterior details…

Haval Jolion Pro LTD arrives in Mzansi
Bold green accents applied to exterior
Available in choice of 3 paint colours

GWM South Africa has rolled out a new Haval Jolion Pro LTD derivative, handing this seemingly limited-production variant cosmetic updates in the form of a silver-accented grille and bold green detailing on the outside.

So, what will it cost you? Well, the Chinese automaker’s new LTD derivative is priced at R431 450, representing a marginal R2 500 increase over the Jolion Pro 1.5T Super Luxury (R428 950) on which it’s based. It arrives as the 8th derivative in the broader Jolion range.

From what we can tell, that extra cash buys you a variant-specific grille that features silver rather than black vertical bars. There are also striking green accents running all the way around the vehicle, applied to the front and rear lips as well as the side skirts. This hue is repeated on the brake callipers, which GWM SA describes as a “performance-inspired touch”.

The Jolion Pro LTD is available exclusively in Hamilton White, Sun Black and Light Ayers Grey paint. The Chinese brand says the cabin gains branded carpets, but other than that the interior seems unchanged (featuring faux-leather upholstery and black trim, just like the standard Super Luxury variant).

Other standard features inherited from the Super Luxury grade include a panoramic sunroof, black 18-inch alloys (wrapped in 225/55 R18 tyres), automatic LED headlamps, rain-sensing wipers, black roof rails, black side-mirror caps and black exterior door handles.

Inside, you’ll find a 7.0-inch LCD instrument cluster, a 12.4-inch touchscreen, dual-zone automatic air-conditioning, a 6-way powered driver’s seat, 6 airbags, a reverse-view camera, rear parking sensors and various advanced driver-assistance system (ADAS) features.

Power comes from GWM’s turbocharged 1.5-litre, 4-cylinder petrol engine, which here delivers an unchanged 105 kW and 210 Nm to the front axle via a 7-speed dual-clutch transmission as standard. The Chinese brand claims a combined fuel consumption of 8.1 L/100 km.

In 2025, GWM SA registered 13 607 units of the Jolion (including both the basic model and the Pro), representing a significant 47.7% year-on-year increase and proving enough to see this crossover climb 2 spots to 8th on the list of South Africa’s best-selling passenger vehicles. A further Jolion 1 172 units were sold in Mzansi in January 2026.

What does the Haval Jolion Pro LTD cost in SA?

DERIVATIVE	PRICE
Haval Jolion Pro 1.5T Super Luxury LTD	R431 450

The price above includes a 7-year/200 000 km warranty and a 7-year/75 000 km service plan (with intervals of 15 000 km).

Frequently Asked Questions (FAQ) About the Haval Jolion Pro LTD

Q: What exactly is the Haval Jolion Pro LTD and how does it differ from the standard model?

A: The Jolion Pro LTD is a limited-edition variant based on the 1.5T Super Luxury grade. The primary differences are visual: it features a unique silver-accented vertical grille and vibrant green exterior detailing on the front and rear lips, side skirts and brake calipers. At R431 450, it costs just R2 500 more than the model it is based on.

Q: Does the LTD version have more power or better performance?

A: No. The LTD uses the same 1.5-litre turbocharged 4-cylinder engine found in the standard Jolion Pro, producing 105 kW and 210 Nm. While the green brake callipers give it a performance-inspired look, the drivetrain and 7-speed dual-clutch transmission remain unchanged from the Super Luxury trim.

Q: What colours and interior features come with this limited edition?

A: The LTD is available in three exterior colours: Hamilton White, Sun Black and Light Ayers Grey. Inside, it mirrors the Super Luxury spec, offering a 12.4-inch touchscreen, a 7.0-inch digital instrument cluster, a panoramic sunroof and a suite of advanced safety features.

New Haval H6 PHEV confirmed for SA

The new Haval H6 PHEV has been confirmed for South Africa. Here’s what we can expect from the Chinese brand’s upcoming plug-in hybrid crossover…

New H6 PHEV is set to launch in February 2026
GWM SA’s 2nd plug-in hybrid after H6 GT PHEV
Both 2WD and 4WD variants offered in Australia

In October 2025, the head of GWM South Africa told Cars.co.za the Chinese brand was planning to bring more plug-in hybrid electric vehicles (PHEVs) to local shores. And now the new Haval H6 PHEV has been confirmed for Mzansi.

Yes, while the coupé-style Haval H6 GT PHEV hit the market in mid-2025 as GWM SA’s very first PHEV, the company’s local division has now confirmed on its website and social-media channels that the standard body H6 PHEV is “coming soon”, with a local launch scheduled for later in February 2026.

So, what can we expect? Well, it’s worth noting the H6 PHEV is already available in fellow right-hand-drive market Australia, though both front- and all-wheel drive variants are offered there, with the latter wearing the Hi4 (that’s “Hybrid Intelligent 4WD”) badge. It’s not yet clear whether SA will receive just one or both of these configurations. Still, the claimed combined range – for Australia, anyway – is well over 1 000 km regardless of the number of driven wheels, with a 19.09 kWh battery pack standard in each case.

Down Under, the 2WD plug-in hybrid generates peak outputs of 240 kW and 540 Nm, combining a turbocharged 1.5-litre, 4-cylinder petrol engine with a single electric motor. Meanwhile, the 4WD version boasts another electric motor (meaning there is one on each axle), boosting its maximum figures to 268 kW and 760 Nm. According to GWM’s Australian division, the all-paw derivative is capable of seeing off the 0-100 kph sprint in just 4.8 seconds.

Interestingly, these power and torque figures are lower than those of the all-wheel-drive H6 GT PHEV – which offers 321 kW and 762 Nm, and is priced at R799 900 – that’s already available here in South Africa. We’re guessing the new H6 PHEV will slot in below the H6 GT PHEV but above the traditional (so-called “self-charging”) hybrid H6 variants, which start at R641 500.

As a reminder, the facelifted H6 portfolio currently comprises 6 standard-body models (including a quartet of 2.0-litre turbopetrol variants and a pair of HEV derivatives) as well as the purely petrol-powered H6 GT and the aforementioned H6 GT PHEV. Look out for more official information on the new H6 PHEV – including pricing and exactly where it will fall on the list of SA’s most affordable PHEVs – in the coming days…

Frequently Asked Questions (FAQ) About the New Haval H6 PHEV in South Africa

Q: When will the standard-body Haval H6 PHEV be available in South Africa?

A: GWM South Africa has confirmed that the H6 PHEV is “coming soon”, with the official local launch scheduled for February 2026. This follows the 2025 release of the H6 GT PHEV (the coupé-styled version), expanding the brand’s plug-in hybrid footprint in Mzansi.

Q: How much will the Haval H6 PHEV cost compared to the H6 GT PHEV?

A: While official pricing for the standard H6 PHEV is still under wraps, it is expected to slot in between the H6 HEV (currently starting at R641 500) and the flagship H6 GT PHEV (priced at R799 900).

Q: What is the expected electric range and performance of the H6 PHEV?

A: The H6 PHEV features a 19.09 kWh battery pack, providing a claimed electric-only range of approximately 110 km (NEDC) and a total combined range exceeding 1 000 km. In 4WD “Hi4” guise, it produces 268 kW and 760 Nm, capable of a 0–100 kph sprint in just 4.8 seconds, making it one of the quickest family SUVs in its segment.

Omoda C5 Hybrid Locked in for SA

The Omoda C5 Hybrid will be landing in South Africa in March 2026, bringing some punchy performance without compromising on fuel economy. Here are some early details.

The popular Omoda C5 range will be gaining a new flagship in March 2026. Badged as the C5 SHS, this hybrid is likely to be the most efficient derivative but this doesn’t mean it’ll be sluggish. As a reminder, the C5 was Omoda’s best seller in 2025, with almost 8 500 units sold. It was the third best-selling Chinese vehicle after the Chery Tiggo 4 and Haval Jolion.

Under the bonnet is a 1.5-litre turbocharged engine which is paired with an electric motor, backed up by a compact 1.83 kWh battery. The vehicle is front-wheel driven and features Omoda’s Dedicated Hybrid Transmission (DHT). Total outputs of 165 kW and 310 Nm give it a claimed 0-100 kph time of 7.9 seconds, which is quicker than the rest of the range.

The on-paper range and consumption claims are impressive with around 1000 km on a single tank and a consumption figure of 5.3 L/100 km.

Being the flagship derivative, the Omoda C5 Hybrid will ship standard with a 12.3-inch dual-screen setup, Apple CarPlay/Android Auto, leather upholstery, 8-speaker audio system, sunroof as well as a powered tailgate. It’ll also boast the standard loadout of assisted driving and safety tech features.

Pricing for the Omoda C5 Hybrid will only be announced at the vehicle’s local debut in March 2026 but we can make some educated guesses so long. The C5 range, as of February 2026, starts from R339 900 and goes to R465 900, so we expect it to come in under R500 000. All will be revealed soon enough.

Tired of high car prices? These new Chinese brands are launching in SA this year

South Africa’s new vehicle market is set for further expansion in 2026 as 6 new arrivals take the number of Chinese brands to more than 20. Who are the newcomers – Lepas, iCaur, Denza, Zeekr, Farizon and Riddara – and why should they be on your radar?

Who are they & should you care?

The Chery expansion: What we know about Lepas & iCaur

Luxury EVs and lifestyle tech: Enter Denza & Zeekr

Riddara RD6: Will 2026 be the year of the electric bakkie?

Farizon & beyond: The tuture of China’s 20-brand influx

1913 Benz 10/30hp: Classic Drive

Cars weren’t always as effortless to drive as they are today. The Benz 10/30hp, a car predating the unification of Daimler-Benz, is a perfect case in point.

Specifications

The delight’s in the details

Brass grand

From auction to junkyard to cherished possession

The Benz 10/30hp: Battle-scarred but not beaten

A Benz 10/30hp reborn

Brake, braaake!

Experiencing the 10/30hp: How times have changed!

Polo Vivo Maxx comeback? VW trademark filing hints at return

A local trademark application suggests Volkswagen might be planning to revive the high-riding Polo Vivo Maxx in South Africa. Here’s what we know so far…

Frequently Asked Questions (FAQ) About the Potential VW Polo Vivo Maxx Revival

Related content

Volkswagen Transporter 2.0 TDI Kombi SWB Life (2026) Review

FAST FACTS

Where does the Volkswagen Transporter 2.0 TDI Kombi SWB Life fit in?

How the Volkswagen Transporter 2.0 TDI Kombi SWB Life fares in terms of…

Design & Packaging

Ride, Handling & Safety

Performance & Efficiency

Volkswagen Transporter 2.0 TDI Kombi SWB Life Price & After-sales support

Verdict

Tata Altroz firming for SA as Polo Vivo rival?

A recently unearthed trademark filing suggests the Tata Altroz might be on the cards for South Africa. Here’s what we know about this VW Polo Vivo-sized hatch so far…

Frequently Asked Questions (FAQ) About the Potential Tata Altroz Arrival

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