The JAC T9 PHEV promises better performance than a Ford Ranger Raptor. But is 360 kW in a double-cab perhaps too much of a good thing?
There was a time when 200 kW seemed like an impossible power threshold for a double-cab bakkie. But the final version of the first-generation Amarok 3.0 V6 turbodiesel changed that assumption in late 2020. VW brought a true double-cab bakkie with 200 kW and usable payload to market and proved it could be done.
Six years later, South African double-cab bakkie buyers now have a choice of extraordinarily powerful models, nearly all of them Chinese. And none of them turbodiesel. It’s telling how much the Chinese brands are influencing the local bakkie market.
BYD’s Shark 6, launched in 2025, shattered expectations of how much acceleration and highway overtaking power a South African buyer could have in a double-cab. With a peak power output of 350 kW, the Shark 6 offers performance unimaginable to bakkie buyers only a few years ago.
However, the Shark 6 is no longer South Africa’s brawniest bakkie. Enter the JAC T9 PHEV… Its stats are startling: 360 kW and 674 Nm of torque.
Let’s look at what those numbers mean in a real-world application and how they compare to rivals’ outputs.
Where the T9 fits into the range
JAC’s PHEV bakkie has more than double the power of this turbodiesel version.
JAC’s bakkies aren’t necessarily well known as leisure double cabs. The brand has mostly served fleet and utility buyers rather than competing with adventure-grade Hilux and Ranger derivatives. But JAC’s T9 series looks set to change that. It features JAC’s most luxurious cabin as well as multi-link rear suspension, prioritising unladen ride comfort and enhanced stability on corrugated dirt roads.
Like most Chinese vehicles, the JAC T9 PHEV has a selection of standard features that are a lot more generous than you’d find in legacy rivals. The PHEV, meanwhile, also offers some much-needed ergonomic upgrades over diesel-powered T9 versions.
Setting a comfortable driving position in a bakkie can be challenging due to the shallow floor. This is compounded by a number of bakkies not offering depth adjustment on the steering column. One such bakkie is the T9 range, except on the PHEV, which tilts and telescopes. That’s a welcome upgrade.
It’s heavy but it still has a decent payload rating
A more adjustable steering position means large South African bakkie drivers can get comfier in the PHEV.
Like the BYD Shark 6, the JAC T9 PHEV is heavy. At 2 512 kg, the performance potential of 360 kW will always feel a little blunted, but not by much. Do the power-to-weight math and it works out to 143 kW/tonne. That’s impressive, especially compared to a Ford Ranger Raptor, which delivers 120 kW/tonne.
Thankfully, unlike many Chinese PHEVs, the JAC T9 PHEV doesn’t have a remarkably low payload. Despite the weight of its large battery pack, it does retain an entirely usable carrying capacity of 915 kg. In fact, it can take a heavier load than the Ford Ranger Raptor (by some 187 kg).
What’s interesting about the JAC T9 PHEV’s payload rating is that it’s possible despite the multi-link rear suspension instead of a leaf-sprung live axle. Some clever linkage engineering must have been applied to the bakkie’s rear to allow it to balance ride comfort and carrying capacity.
Towing is impressive, too, with a braked capacity of 3 500 kg. That’s on par with the best standard-driving-licence Ford and Toyota bakkies on sale in South Africa.
But what about the JAC T9 PHEV’s battery setup?
The T9 PHEV has a 31.2 kWh lithium-iron phosphate battery pack. That should be good for 100 km of real-world driving range, or enough for most urban-dwelling bakkie owners.
Lithium-iron phosphate is also best for durability, especially compared to nickel-based lithium-ion powertrain batteries. It sacrifices outright recharging speed for battery cell integrity. That means there’s little apparent risk of the JAC’s battery pack suffering long-term degradation.
It has more gears than BYD’s bakkie
JAC’s PHEV bakkie has 4 forward gears. BYD has 1.
The JAC T9 diesels feature an eight-speed automatic transmission from renowned German supplier ZF. The PHEV has a different setup, however. Drive from the 2.0-litre turbopetrol engine and the two electric motors are managed by a 4-speed hybrid automatic transmission. That’s half the gears of the T9 turbodiesel, but a lot more than the single-gear setup you get in the BYD Shark 6.
It should mean much better off-road ability, too. One of the BYD Shark 6’s evident weaknesses is the single-gear drivetrain. This setup is geared for highway driving but can’t provide the ratio needed for high-torque, slow-wheel-rotation exercises. And that is what technical off-road driving is all about.
Does the SA market really want or need a 360 kW body-on-frame family vehicle?
If AMG has been selling heavy, extremely powerful large SUVs for many years, why can’t a body-on-frame bakkie have more than 300 kW?
If there are questions about a 360 kW body-on-frame family vehicle, what about Toyota’s Land Cruiser 300 HEV? Or the Mercedes-AMG G63? These legacy-brand SUVs are also heavy, built on a ladder-frame chassis and very powerful. Both platforms have been proven and refined over several generations, and their suspension setups are as sophisticated as it gets.
When VW brought the 200 kW Amarok 3.0 V6 turbodiesel to market, questions were raised about the platform handling so much power. VW responded by upgrading the rear drums to disc brakes. And besides, the platform had already proven itself.
That said, bakkie buyers should consider the limitations of a body-on-frame layout, especially when there’s 360 kW on tap. Ultimately, the T9 PHEV has a high centre of gravity, relatively slow steering responses and tyres specified for a bakkie.
More power than a Ranger Raptor. But what about the steering and stopping?
The 360 kW peak power output has its benefits, however. It creates a margin of safety when overtaking, because you spend fewer seconds at risk in the oncoming traffic lane. But is the rest of the bakkie upgraded to be in dynamic balance with all that power?
Ford’s Ranger Raptor is a high-performance bakkie with a significantly upgraded structure, suspension and brakes compared to the standard Ranger, which already has one of the most over-engineered bakkie platforms. The BYD Shark 6 also features a beefed-up structure; it has some of the most oversized frame rails on a production bakkie.
What about the T9 PHEV, seeing as it has 3 times the power output of the most powerful T9 turbodiesel. How much more advanced are its braking and suspension components, and actual frame structure? We cannot wait to get our hands on one to answer all these questions.
Is the original Kia Seltos worth a look on the used market? Here’s what you need to know when shopping for a pre-owned version of the South Korean firm’s Indian-built crossover…
Back in late 2019, Kia’s crossover portfolio in South Africa comprised just a pair of models: the Sportage and Sorento (with the hatchback-esque Soul having been discontinued earlier that year). Yes, Kia’s local range was crying out for a sub-Sportage contender. Enter the original Kia Seltos.
Interestingly, the Seltos was the first Kia imported into Mzansi from India, with the Seoul-based company having completed construction of its sprawling Anantapur manufacturing facility just a few months prior to the first shipment’s arrival. The smaller Sonet that followed the Seltos in 2021 was also sourced from this factory.
The original Seltos arrived in SA late in 2019.
For the record, the 1st-generation Seltos that was produced in South Korea had an internal designation of “SP2”, while the version made in India was known as the “SP2i” (and the iteration manufactured in China, where it was badged as the KX3, had the codename “SP2c”). The SP2i-series model sold locally was built on the K2 platform that also underpinned the related 2nd-generation Hyundai Creta.
So, just how popular was the Mk1 Kia Seltos in South Africa? Well, this model – which was available locally in front-wheel-drive form only – breached the 3 000-unit barrier in each of its first 2 full years on the local market, before falling back to around 2 500 units in 2022.
The following year, the South Korean firm’s local distributor sold 2 230 units, a figure that dropped further still to 1 652 units in 2024, before bouncing back to 2 409 units in 2025. An additional 1 351 units were registered over the opening half of 2026, shortly before the 2nd-gen model was introduced.
Kia Seltos model line-up in South Africa
SA was the first export market for the Indian-built version.
The SP Concept that previewed the SP2i-series Seltos was unwrapped at India’s Auto Expo in early 2018 (while the SP Signature show car – the concept version of the Korean-made SP2 – was displayed around a year later at the Seoul Motor Show). The SP2i production model was unveiled in India in June 2019.
It didn’t take long for the Kia Seltos to reach South African showrooms, with Mzansi serving as the first export market for the Indian-built version. In November 2019, the 4-strong local line-up went on sale, with 3 derivatives powered by a naturally aspirated 1.6-litre petrol engine and the flagship variant featuring a turbocharged 1.4-litre petrol unit.
Seltos 1.6 EX 6MT (90 kW/151 Nm)
Seltos 1.6 EX 6AT (90 kW/151 Nm)
Seltos 1.6 EX+ 6AT (90 kW/151 Nm)
Seltos 1.4 T-GDi GT-Line 7DCT (103 kW/242 Nm)
In July 2020, Kia SA expanded the local line-up with the addition of a trio of turbodiesel derivatives. Available in the EX and EX+ grades, the oil-burning variants each offered peak outputs of 86 kW and 250 Nm courtesy of a 1.5-litre turbodiesel motor. Transmission options included a 6-speed manual gearbox and a torque-converter auto with the same number of cogs.
Seltos 1.5 CRDi EX 6MT (86 kW/250 Nm)
Seltos 1.5 CRDi EX 6AT (86 kW/250 Nm)
Seltos 1.5 CRDi EX+ 6AT (86 kW/250 Nm)
The facelifted SP2i-series Seltos – having grown slightly in length, from 4 315 mm to 4 365 mm – touched down in South Africa in April 2024. The revised crossover sported not only updated exterior styling, a redesigned interior and a new LX grade (resulting in an 8-strong range) but also several changes to its powertrain line-up.
The facelifted model arrived in April 2024.
While the 1.5-litre turbodiesel mill carried over (but from that point it was available only with an automatic cog-swapper), the naturally aspirated 1.6-litre petrol motor was replaced by a likewise atmospheric 1.5-litre 4-pot that featured slightly lower outputs of 84 kW and 144 Nm. A 6-speed manual gearbox was again on offer, although 2-pedal versions switched to a continuously variable transmission (CVT).
The cabin of the refreshed Seltos (in GT-Line guise).
Furthermore, the flagship GT-Line derivative ditched the old 1.4-litre turbopetrol in favour of a 1.5-litre T-GDi motor, again driving the front axle via a 7-speed dual-clutch transmission as standard. This new forced-induction engine out-punched its predecessor on paper, generating 118 kW and 253 Nm.
Seltos 1.5 LX 6MT (84 kW/144 Nm)
Seltos 1.5 LX CVT (84 kW/144 Nm)
Seltos 1.5 CRDi LX 6AT (86 kW/250 Nm)
Seltos 1.5 EX CVT (84 kW/144 Nm)
Seltos 1.5 CRDi EX 6AT (86 kW/250 Nm)
Seltos 1.5 EX+ CVT (84 kW/144 Nm)
Seltos 1.5 CRDi EX+ 6AT (86 kW/250 Nm)
Seltos 1.5 T-GDi GT-Line 7DCT (118 kW/253 Nm)
A year later (in April 2025), the Korean firm’s local division quietly introduced a new entry-level LS grade below the LX, effectively dropping the nameplate’s starting price by a considerable R88 000. The LS derivatives were offered with the naturally aspirated 1.5-litre powerplant and either a 6-speed manual ‘box or a CVT, seeing the range swell to as many as 10 variants.
Seltos 1.5 LS 6MT (84 kW/144 Nm)
Seltos 1.5 LS CVT (84 kW/144 Nm)
The local lifecycle of the SP2i-series Kia Seltos finally ended in August 2026, when the automaker officially introduced the larger, 2nd-generation model. As such, the original Seltos was on the market in Mzansi for nearly 7 years.
What are the Kia Seltos’ strengths?
Powertrain options were plentiful.
Several powertrain options: The Kia Seltos line-up offered a wide range of powertrain options, greatly broadening this model’s appeal. Over the Mk1’s local lifecycle, buyers could choose from a pair of naturally aspirated petrol engines, a pair of turbocharged petrol motors and a frugal turbodiesel mill.
Meanwhile, available transmissions included a 6-speed manual gearbox, a 6-speed torque-converter automatic, a CVT and a 7-speed dual-clutch cog-swapper. In short, the South Korean firm’s local product planners made sure several bases were covered.
In terms of real-world fuel economy (observed during each test vehicle’s review period), we achieved figures of 6.4 L/100 km in the pre-facelift 1.5 CRDi EX+ 6AT, 8.5 L/100 km in the 1.4 T-GDi GT-Line 7DCT and 10.9 L/100 km in the 1.6 EX+ 6AT. We later tested the refreshed 1.5 T-GDi GT-Line 7DCT, with indicated consumption settling on an impressive 7.4 L/100 km.
Generous space in the rear.
Spacious, practical interior: Courtesy of its 2 610 mm wheelbase and exterior dimensions that were larger than those of its (early) direct rivals, the Seltos offered a particularly roomy cabin. We found the rear bench very comfortable, as even tall passengers were availed sufficient head- and legroom. All derivatives furthermore featured dedicated rear air vents as well as a USB charging port sited behind the central front armrest.
The luggage compartment was likewise capacious, with Kia SA claiming a capacity of 433 litres (the rear bench split in a 60:40-configuration and could fold completely flat, unlocking generous utility space, too). The cargo opening, meanwhile, measured a useful 1 098 mm wide and 816 mm high.
The Seltos benefitted from Kia SA’s long warranty.
Lengthy warranty cover: The original Seltos was covered by what Kia SA at the time described as an “industry-leading” warranty. This aftersales cover included roadside assistance and spanned 5 years, while mileage was unlimited. Of course, that last point – the “unlimited kilometre” parameter – could potentially be particularly beneficial to those who purchase a late model-year SP2i-series Seltos on the used market today.
What are the Kia Seltos’ weaknesses?
The pre-facelift GT-Line’s interior.
Potential issues with the DCT: While we struggled to unearth many local instances of premature failure of the turbopetrol derivatives’ 7-speed dual-clutch transmission, such problems have certainly surfaced in India, the country from which all SA-spec Seltos units were sourced.
In that market, several Seltos owners have reported low-speed judder, jerkiness and hesitation from the DCT (seemingly due to premature degradation of the clutch pack), while transmission temperature warnings aren’t uncommon. This appears most prevalent on the pre-facelift 1.4 T-GDi GT-Line 7DCT, although owners of the refreshed 1.5 T-GDi GT-Line 7DCT apparently weren’t immune.
In short, the Seltos’ dry-clutch design – which relies on airflow rather than oil for cooling – seemingly hasn’t coped well with India’s extreme ambient heat and notorious traffic. So, if you happen to reside in one of the typically warmer parts of South Africa and/or spend plenty of time in bumper-to-bumper traffic, we’d suggest avoiding the DCT.
EX derivatives in the pre-facelift range did without stability control.
Certain variants lacked ESC: In the pre-facelift portfolio, only the EX+ and GT-Line grades included electronic stability control (ESC), meaning the quartet of EX derivatives did without this important piece of safety kit. Thankfully, Kia SA rectified this oversight at the model’s mid-cycle update, with all grades from that point featuring ESC.
On the topic of safety, note that all 1st-generation Seltos derivatives offered in South Africa came standard with ABS (with EBD), 6 airbags (including curtain items), outer-rear ISOfix child-seat anchors, rear parking sensors (at the least; some variants added front items) and a reverse-view camera.
Loads of piano-black plastic.
Fingerprint-magnet piano-black trim: The Seltos featured a shiny piano-black finish around its infotainment system (most obvious in pre-facelift guise) and on parts of the dashboard – as well as on the centre console in GT Line derivatives. This finish proved to be a “fingerprint magnet” – and tended to attract plenty of dust, too – so required constant cleaning to look its best.
How much is a used Seltos in South Africa?
Most examples on the used market feature 2 pedals.
While the SP2i-series Seltos launched locally with a 5-year/90 000 km service plan, keep in mind Kia SA quietly pared back these parameters to 4 years or 60 000 km around April 2025 (seemingly when the entry-level LS grade was introduced).
At the time of writing, about 78% of SP2i-series Kia Seltos units listed on Cars.co.za featured an automatic transmission of some sort, while 62% were powered by a petrol engine.
GT-Line derivatives seem relatively uncommon on the used market.
That said, the single most popular motor was the 1.5 CRDi (38%), closely followed by the naturally aspirated 1.5- (33%) and 1.6-litre (21%) petrol mills. Interestingly, there were very few examples of the turbopetrol motors on offer, with the 1.4 T-GDi comprising just 5% and the 1.5 T-GDi the remaining 3%.
Based on our analysis, 2026 was easily the most popular model year with a whopping 33% of listings, followed by 2021 and 2025 with 15% apiece. Indicated mileage ranged from virtually zero on almost-new 2026 examples to 147 000 km on a 2021 1.5 CRDi EX 6AT.
Below R300 000: Just under a 3rd of all listed SP2i-series Seltos units were priced below R300 000. Predictably, almost all were pre-facelift examples, while most featured the atmospheric 1.6-litre petrol engine. That said, the cheapest Seltos we found was a 2021 1.5 CRDi EX (showing 96 000 km), priced at R159 999.
R300 000 to R400 000: A little over 40% of listings were positioned between R300 000 and R400 000. The naturally aspirated 1.5-litre petrol engine (introduced at the mid-cycle update) was the most prevalent motor in this space, though the turbodiesel mill was also well represented. Most units here were facelifted examples.
R400 000 and up: The final 27% were priced above the R400 000 mark. Interestingly, the 1.5 CRDi powertrain accounted for over half of the models listed in this space. The most expensive SP2i-series Seltos we found was a 2026 1.5 T-GDI GT-Line 7DCT (with 1 800 km on its odometer) listed for a rather optimistic R619 900.
For context on the figures above, note that the 10-strong SP2i-series Seltos range’s pricing bookends at the very end of its local lifecycle in South Africa came in at R379 995 and R626 995.
Which Seltos derivative should I choose?
We’d likely avoid the DCT-equipped derivatives.
Considering the lofty number of engine and transmission options offered across this model’s local lifecycle, identifying a pick of the range – for the general buyer, anyway – is perhaps best done via a process of elimination.
Risk-averse shoppers would do well to avoid the DCT-equipped turbopetrol variants, which remain fairly few and far between on the used market anyway. We’d also advise buyers to steer clear of the pre-facelift EX derivatives, since these lacked ESC.
The pre-facelift EX grade lacked stability control.
While the initial 1.6- and subsequent 1.5-litre naturally aspirated petrol engines delivered honest daily commuting performance at sea level, they could feel somewhat strained at altitude. Therefore, we’d point to the 1.5 CRDi turbodiesel motor – a relatively rare option in this segment – as the powerplant to have.
This oil-burning motor offered plenty of low-down torque (with maximum twisting force on tap from just 1 500 rpm) as well as the potential for impressive fuel economy, particularly on the long road. The 1.5 CRDi EX+ 6AT was arguably the sweet spot in the pre-facelift portfolio, while this engine was available in LX, EX and EX+ guise from the mid-cycle update.
The pre-facelift EX+ was available with the turbodiesel engine.
Note that the LX made do with cloth upholstery, manual air-conditioning and an 8.0-inch touchscreen, while the EX added items like hill-start assist control, drive-mode select, front parking sensors, faux-leather upholstery, a 10.25-inch touchscreen, dual-zone automatic air-con and wireless smartphone charging.
The EX+, meanwhile, boasted LED headlamps, LED front foglamps, LED taillamps, sequential indicators, auto-folding side mirrors, a 10.25-inch instrument cluster and mood lighting for the cabin.
What are the alternatives to Kia’s Seltos?
The Seltos debuted in a busy segment.
The original Kia Seltos jumped headfirst into a crowded segment that became only more congested – and indeed more fiercely contested – as time moved on. Still, it was a little larger than most of its early rivals, a lengthy list that included the Ford EcoSport, Renault Duster, Volkswagen T-Cross, Suzuki Vitara and Hyundai Creta.
More and more rivals entered the space over this vehicle’s local lifecycle.
Of course, later in the original Seltos’ stint on the local market, a raft of cut-price Chinese crossovers also entered the space. The biggest sellers here were the likes of the Chery Tiggo 4 Pro (and Tiggo Cross), Omoda C5 and Jaecoo J5, while other options included the GAC GS3 Emzoom and Lepas L4.
Is the Kia Seltos a worthwhile used purchase?
There’s plenty to like about the original Seltos.
So, is the original Kia Seltos worth considering as a used buy? Absolutely. It remains a compelling package with few drawbacks, particularly in turbodiesel guise. Equipped with the 1.5 CRDi engine, the Seltos pairs a spacious, generally well-built cabin with a pleasing blend of low-down punch and open-road efficiency.
Hunt down a well-maintained example with electronic stability control – so, EX+ in pre-facelift form or EX/EX+ (preferably skipping the more modestly specified LX) in updated form – and you’ll have bagged yourself a genuinely versatile family crossover that should serve you well.
Q: Is the original Kia Seltos a good used car buy in South Africa?
A: The 1st-generation (SP2i) Kia Seltos is considered a solid pre-owned choice thanks to its spacious cabin, generous 433-litre boot and long 5-year/unlimited km warranty.
Q: Which Kia Seltos engine derivative is the best option to buy pre-owned?
A: The 1.5 CRDi turbodiesel (86 kW/250 Nm) paired with a 6-speed automatic gearbox is considered the sweet spot in the used line-up due to its strong low-down torque and low fuel consumption (around 6.4 L/100 km).
Q: Which used Kia Seltos models should buyers be cautious of or avoid?
A: Buyers should exercise caution with 7-speed DCT-equipped turbopetrol variants (1.4 T-GDi and 1.5 T-GDi) due to potential clutch pack judder in heavy traffic, as well as pre-facelift EX trim models which lacked Electronic Stability Control (ESC).
GWM Tank 500 3.0TD (2026) Price & Specs
The GWM Tank 500 3.0TD has arrived in South Africa, with the switch to turbodiesel power seeing the large ladder-frame SUV’s starting price drop by nearly R380 000…
Tank 500 now features turbodiesel engine
Trio of 3.0TD derivatives available in SA
Oil-burning mill makes 170 kW & 620 Nm
The GWM Tank 500 3.0TD has officially launched in South Africa, dropping the original hybrid-electric vehicle (HEV) powertrain in favour of turbodiesel grunt. At the same time, the revised 7-seater Tank 500 range grows from a single variant to 3 derivatives, each powered by this new 3.0-litre turbodiesel motor.
Yes, GWM SA has seemingly removed the original HEV derivative – which combined a turbocharged 2.0-litre petrol engine with an electric motor and a lithium-ion battery pack, offering peak outputs of 255 kW and 648 Nm – from its website, suggesting this dual-powered variant is no longer available.
As a reminder, the Chinese brand’s new 3.0-litre, 4-cylinder oil-burning engine – which is also now available in the P500 double-cab bakkie – features peak outputs of 170 kW and 620 Nm. The motor is paired with GWM’s in-house developed 9-speed automatic transmission as standard, while braked towing capacity comes in at 3 500 kg.
So, what does the big 7-seater SUV now cost? Well, the new Tank 500 3.0TD Super Luxury 9AT 4×2 is priced at R849 900, which means the entry point to Tank 500 ownership effectively falls a whopping R379 050 (from the outgoing 2.0T HEV Ultra Luxury 9AT 4×4 derivative’s price of R1 228 950).
Meanwhile, the Tank 500 3.0TD Ultra Luxury 9AT 4×4 comes in at R929 900, with the Tank 500 3.0TD Overland 9AT 4×4 topping the local portfolio at R999 900. The Overland grade is seemingly set apart from the Ultra Luxury specification by its 53-litre auxiliary fuel tank, which complements the standard 78-litre item.
The rear-wheel-drive Super Luxury derivative comes standard with features like a sunroof, automatic LED headlamps, 3-zone climate control, a 14.6-inch touchscreen, a 360-degree camera system, a 12.3-inch digital instrument cluster, wireless smartphone charging, a 12-speaker sound system and powered (not to mention heated) front seats.
Upgrading to the Ultra Luxury trim level unlocks features such as power-deployable side steps (as opposed to fixed items), a soft-close function for the tailgate, a head-up display, sound-reactive ambient lighting, Nappa leather upholstery, additional functions for the powered front seats (including ventilation and massaging), 2nd-row seat ventilation, 3rd-row electric adjustment and a panoramic sunroof.
Safety features that are standard across the revised Tank 500 range include 7 airbags, ABS with EBD, electronic stability control, hill-start assist control, hill-descent control, tyre-pressure monitoring and a raft of advanced driver assistance system (ADAS) functions, from adaptive cruise control to lane-departure warning.
What does the GWM Tank 500 3.0TD cost in SA?
DERIVATIVE
PRICE
Tank 500 3.0TD Super Luxury 9AT 4×2
R849 900
Tank 500 3.0TD Ultra Luxury 9AT 4×4
R929 900
Tank 500 3.0TD Overland 9AT 4×4
R999 900
The prices above include 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)
Q: How much does the new GWM Tank 500 3.0TD cost in South Africa?
A: The GWM Tank 500 3.0TD starts at R849 900 for the Super Luxury 4×2, followed by the Ultra Luxury 4×4 at R929 900, and tops out at R999 900 for the flagship Overland 4×4 derivative.
Q: What engine powers the updated GWM Tank 500 range in SA?
A: The revised Tank 500 is powered by a new 3.0-litre 4-cylinder turbodiesel engine producing 170 kW and 620 Nm of torque, mated to a 9-speed automatic transmission as standard.
Q: How does the pricing of the new Tank 500 3.0TD compare to the outgoing HEV model?
A: Switching to the turbodiesel powertrain sees the starting price drop by nearly R380 000, falling from R1 228 950 for the previous HEV Ultra Luxury 4×4 down to R849 900 for the entry-level Super Luxury 4×2.
The GWM P500 3.0TD has officially launched in South Africa, debuting as the torquiest 4-cylinder turbodiesel bakkie in the country. Here’s what it costs…
3.0-litre turbodiesel engine for GWM’s P500
SA’s torquiest 4-cylinder turbodiesel bakkie
Super Luxury 4×2 & Ultra Luxury 4×4 variants
The GWM P500 3.0TD has officially arrived in South Africa, debuting as the torquiest 4-cylinder turbodiesel bakkie in the country. At launch, the Chinese brand is offering 2 double-cab derivatives powered by this new 3.0-litre turbodiesel motor.
Interestingly, the pair of 2.4-litre turbodiesel variants (135 kW/480 Nm) and the 2.0T HEV derivative (255 kW/648 Nm) that were previously offered locally have seemingly been removed from GWM SA’s website. That suggests the 3.0-litre mill is now the only powertrain available in the P500.
GWM’s new P500 3.0TD Super Luxury 9AT 4×2 is priced at R724 900, with the P500 3.0TD Ultra Luxury 9AT 4×4 coming in at R799 900. As a reminder, the P500 2.4TD Luxury 9AT 4×4 had been pegged at R799 900, with the Super Luxury 9AT 4×4 having cost R889 900 and the flagship 2.0T HEV Ultra Luxury 9AT 4×4 listed for R999 900.
The new 3.0-litre, 4-cylinder oil-burning engine boasts peak outputs of 170 kW and 620 Nm, representing respective increases of 35 kW and 140 Nm compared to the 2.4-litre 4-pot. The new motor is paired with GWM’s in-house developed 9-speed automatic transmission as standard.
The P500 3.0TD’s 620 Nm eclipses the peak twisting force of the Isuzu D-Max‘s 3.0TD (450 Nm), Nissan Navara‘s 2.5DDTi (450 Nm), Mitsubishi Triton‘s 2.4DI-D Bi-Turbo (470 Nm), Toyota Hilux‘s 2.8GD-6 (500 Nm) and LDV Terron 9‘s 2.5TD (520 Nm). Its maximum torque even beats that of the Ford Ranger‘s 184 kW 3.0TD V6 (600 Nm), a 6-cylinder mill also used by the Volkswagen Amarok.
Of course, the P500 3.0TD isn’t the torquiest double-cab bakkie overall in South Africa, with that title instead going to the 350 kW BYD Shark 6 Performance, which churns out 700 Nm courtesy of its plug-in hybrid petrol powertrain.
The new P500 3.0TD’s braked towing capacity is listed as 3 500 kg (the same as that of the P500 2.4TD derivatives), while GWM SA’s official specification sheet for the new derivatives unfortunately doesn’t show a payload capacity.
Inside, you’ll find a 14.6-inch touchscreen and a 12.3-inch digital instrument cluster, along with leather seats (synthetic in the Super Luxury and genuine in the Ultra Luxury) offering heating, ventilation and massage functions in the range-topping trim.
The Super Luxury grade includes features like automatic LED headlamps, dual-zone climate control, a 6-speaker sound system, a 360-degree camera system and parking sensors (fore and aft). The Ultra Luxury specification furthermore boasts items such as a panoramic sunroof, a 10-speaker sound system, wireless smartphone charging and a head-up display.
Safety features that are standard across the range include 7 airbags, ABS with EBD, electronic stability control, hill-start assist control, hill-descent control, tyre-pressure monitoring and a raft of advanced driver assistance system (ADAS) functions, from adaptive cruise control to lane-departure warning.
What does the GWM P500 3.0TD cost in SA?
DERIVATIVE
PRICE
P500 3.0TD Super Luxury 9AT 4×2
R724 900
P500 3.0TD Ultra Luxury 9AT 4×4
R799 900
The prices above include 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)
Q: How much does the new GWM P500 3.0TD cost in South Africa?
A: The GWM P500 3.0TD range starts at R724 900 for the Super Luxury 9AT 4×2, while the flagship Ultra Luxury 9AT 4×4 derivative is priced at R799 900.
Q: What are the performance specifications of the GWM P500 3.0TD engine?
A: The new 3.0-litre 4-cylinder turbodiesel engine develops 170 kW and 620 Nm of torque, mated to a 9-speed automatic transmission. This makes it the torquiest 4-cylinder turbodiesel bakkie on the South African market.
Q: What warranty and service plan come standard with the GWM P500 3.0TD?
A: Both GWM P500 3.0TD derivatives include a 7-year/200 000 km vehicle warranty and a 7-year/75 000 km service plan with 15 000 km service intervals.
GWM still ‘pursuing’ SA production after losing Rosslyn bid
The head of GWM in South Africa says the Chinese brand is still “pursing” local production after losing a bid for Nissan’s Rosslyn plant to the Chery Group…
GWM lost bid for Nissan’s Rosslyn plant to Chery
COO says he still sees “opportunity” for SA facility
Firm “keeping an eye” on SA’s policy developments
GWM South Africa says it’s still “pursuing” local production after losing a bid for Nissan’s Rosslyn factory to fellow Chinese automaker Chery.
In January 2026, Nissan confirmed it had reached an agreement with the Chery Group regarding the sale of the facility, including all land, buildings and associated assets. By July, the Chinese firm had taken ownership of the 60-year-old facility in Gauteng.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, confirmed during a wide-ranging interview on the Cars.co.za BizCars podcast ahead of DealerCon 2026 that his firm had also been in the running for the Rosslyn facility.
When asked whether local manufacturing was still on GWM SA’s radar, Groenewald – who joined the company in 2022 after spending more than 25 years at Ford – said: “It’s a sad point and it’s a bit of a sour point at the moment”, adding that GWM “did also pitch for the Nissan plant” but “unfortunately lost that to a competitor in the industry”.
The Haval Jolion is GWM’s top seller in SA.
“We’ve got [manufacturing] facilities in South America, we’ve got facilities in Asia, we’ve got facilities in Thailand. South Africa pitched [against] Europe for a manufacturing facility – we unfortunately lost that to Bulgaria,” he added, suggesting “export volume into Europe” was a key consideration in the Baoding-based company’s final investment decision.
“Hopefully with the next round of investment we can be back with the [GWM] board talking about manufacturing facilities at the tip of Africa. It is challenging with APDP [the Automotive Production Development Programme] and MIDP [the Motor Industry Development Programme that preceded APDP] and all of the policies in South Africa,” Groenewald said.
Conrad Groenewald (left) in conversation with Cars.co.za’s Alan Quinn.
“It would have been nice if we could have supported the African market out of South Africa. But I think there’s still opportunity in South Africa for a manufacturing facility. We’re just waiting to see what happens with APDP2 [phase 2 of the programme] and what the update on that policy will be and then the investment opportunity that will unfold from that.
“We’re pursuing it and we’re definitely keeping an eye on the policy and policy development,” Groenewald said, before cautioning that the current cost differences between importing vehicles from China versus building them in South Africa were “marginal”, based on GWM’s recent business plan study.
GWM’s Xushui “smart factory” in China.
“The biggest thing the South African market needs to realise is that the world’s running fully automated plants. The need in South Africa at the moment is for manual plants – for job creation – which does not give you the efficiency of global plants. So, when these policies are being developed, I hope they take that into [account] and that the policies are of such a nature that we can compete with the rest of the world,” he concluded.
In October 2025, Groenewald revealed to Cars.co.za that the Chinese firm’s local division was bidding to build a new model codenamed “EC15”. A year prior, Desmond Els, Sales Director at GWM SA, told us that local production was “definitely a consideration” for the brand, though emphasised that any such plans were then still in their infancy.
Frequently Asked Questions (FAQ)
Q: Did GWM bid for Nissan’s Rosslyn manufacturing plant in South Africa?
A: Yes, GWM South Africa confirmed it pitched for Nissan’s Rosslyn facility, but lost the bid to the Chery Group, which officially took ownership of the plant in July 2026.
Q: Is GWM still considering local vehicle production in South Africa?
A: Yes, GWM SA’s Chief Operating Officer stated to Cars.co.za the company is still pursuing local assembly opportunities and keeping an eye on APDP2 policy developments for future investment rounds.
Q: Why did GWM select Bulgaria over South Africa for its European export facility?
A: South Africa pitched against Bulgaria for a GWM manufacturing facility, but lost seemingly due to export volume logistics into the European market, policy complexities and global plant efficiency factors.
The electric Range Rover has been revealed and locked in for South Africa. Here’s how much you can expect to pay.
Here’s your first look at the all-electric Range Rover, which is the first time a battery-electric setup has been used for the luxury SUV brand.
Underneath that typically sleek and imposing bodywork lies a brand-new all-electric 800V architecture, a 118.5 kWh lithium-ion battery pack and a motor on each axle. The twin permanent magnet motors make a total of 404 kW and 850 Nm, giving it a claimed 0-100 kph time of 4.3 seconds. The range claim of 598 km is based on the WLTP cycle and the vehicle can be charged at speeds of up to 350 kW, meaning 10-80% can be completed in around 22 minutes.
Customers are able to stay connected to this Range Rover via a new app which allows functionality like activating the climate control, cabin purification and checking the range status. The Range Rover EV has completed over 1.5 million km of real-world testing in extreme temperature variations and there are a number of innovations, with the brand claiming over 300 parent applications filed for this vehicle.
How much does the electric Range Rover cost in South Africa?
The order books have opened and Range Rover South Africa will be offering the battery-electric luxury SUV in a choice of either long- or short-wheelbase body styles. Customers can opt for HSE, Autobiography, SV, SV Ultra, SV Black trims. Naturally, there will also be a First Edition. For customers wanting that personalised touch, well Range Rover Bespoke beckons!
The BEV Range Rover will come with an 8-year or 160 000-kilometre warranty.
What performance figures does the Range Rover Electric deliver?
The Range Rover Electric features twin electric motors generating a combined 404 kW of power and 850 Nm of torque. It accelerates from 0 to 100 km/h in just 4.3 seconds and has an 80 to 120 km/h overtaking time of 2.7 seconds.
How much does the Range Rover Electric cost in South Africa?
The Range Rover Electric lineup in South Africa is available in both Short Wheelbase (SWB) and Long Wheelbase (LWB) configurations:
Range Rover SWB EV550 HSE: Starts from R3,916,800
Range Rover LWB EV550 SV Ultra: Tops the range at R6,035,000
What is the driving range and battery capacity of the electric Range Rover?
Powered by a 118.5 kWh usable battery pack, the Range Rover Electric achieves a claimed WLTP driving range of up to 598 km, with real-world range estimated at around 535 km on a single charge.
How fast does the Range Rover Electric charge?
Built on an 800V electrical architecture supporting up to 350 kW DC fast charging, the battery can replenish from 10% to 80% in approximately 22 minutes. A quick 10-minute DC fast-charge adds up to 220 km of driving range.
Does the electric Range Rover maintain its off-road and towing capabilities?
Yes, it retains full Land Rover capability with an all-wheel-drive system, a maximum wading depth of up to 900 mm, Terrain Response with single-pedal off-road drive modes, and a towing capacity of up to 2,500 kg. It also includes an 8-year / 160,000 km battery warranty.
New Subaru Outback will launch in SA before year-end
The 7th-generation new Subaru Outback is confirmed for launch in South Africa towards the end of this year. Here’s what you can expect.
Subaru fans can celebrate as Subaru Southern Africa has confirmed the new 7th-generation Outback will be coming to our market later this year. As a reminder, its essentially a raised spacious station wagon which has offroad capabilities. For the first time, the Wilderness trim is confirmed for our market.
The new Subaru Outback is offered with a choice of two derivatives. Kicking off the range will be the 2.5 Premium featuring a naturally-aspirated 2.5-litre horizontally-opposed Boxer petrol engine. This makes 137 kW and 254 Nm. Next up is the 2.4 Wilderness with its turbocharged 2.4-litre petrol engine making 194 kW and 382 Nm. Both engines have Subaru’s Lineartronic continuously variable transmission and symmetrical all-wheel drive.
The standard Outback Premium is focused on daily practicality and comfort, whereas the Wilderness-equipped Outbacks are all about those offroad trails. Essentially, the Wilderness trim is for the more adventurous souls and it adds X-Mode, additional ground clearance, offroad cladding and all-terrain tyres.
When is the new Subaru Outback coming to South Africa?
The 7th-generation Subaru Outback is confirmed to launch later in 2026 and the Japanese brand has confirmed that it will come standard with the new 5-year/105 000 km maintenance plan as well as 5-year/150 000 km vehicle warranty. Customers have the option to extend the plan out to 7-year/150 000 km.
More information, local specifications and pricing will be confirmed closer to the launch date.
What is the price of the Subaru Outback in South Africa?
As of April 2026, the Subaru Outback range starts at R839,000 for the 2.5i Field ES. The flagship 2.4 XT turbo variant is priced at approximately R999,000.
What engine options are available for the Outback?
The South African lineup includes two Boxer engines: a 2.5-litre naturally aspirated engine producing 138 kW and 245 Nm, and a more powerful 2.4-litre turbocharged engine delivering 183 kW and 350 Nm.
What is the fuel consumption of the Subaru Outback?
The 2.5-litre models have a claimed combined fuel consumption of 7.3 L/100 km, while the high-performance 2.4 XT turbo model averages around 9.0 L/100 km.
What warranty and maintenance plan comes with the Outback?
Subaru South Africa provides a 5-year/150,000 km warranty and a 3-year/75,000 km maintenance plan as standard, with options to extend the maintenance cover further.
What are the key safety features in the new Outback?
The Outback is equipped with EyeSight® Driver Assist Technology, which includes Pre-Collision Braking, Adaptive Cruise Control, and Lane Keep Assist. It also features a Driver Monitoring System (DMS) and 213 mm of ground clearance for off-road safety.
iCaur 03T (2026) Review
The iCaur 03T is one of 2 box-shaped EVs offered by the newcomer brand. Priced aggressively and surprisingly quick, the 03T could be one of 2026’s coolest cars.
We like: Futuristic styling; energetic performance; novelty factor.
We don’t like: Not the most efficient EV; too much reliance on the touchscreen for all functionality; feels a bit dated in comparison to the newer V23.
iCaur is a new-energy, quirky brand from the Chery Group. Pronounced ‘iCar’ but spelt like that to avoid a trademark from a certain tech company which prefixes all of its products with ‘i’, the brand launched in South Africa in 2026 with 2 products: the 03T and the V23. The brand will be launching the larger V27 and expanding the 03T range before the end of 2026.
The 03T has had a challenging gestation. Initially badged as the Jaecoo J6 for the export market and with a few homologation units already in South Africa, the decision was taken to revert to its China iCaur brand. We had a preview drive of the J6 in China back in 2024 and, as a reminder, both Omoda and Jaecoo are brands for the export market. iCaur formally launched in South Africa earlier this year.
The 03T range comprises 2 derivatives: a single-motor 2WD and a twin-motor iWD (tested here). The price difference between the 2 is R60 000, with the range starting from R639 900 (price correct as of September 2026). For the iWD’s premium, you’re getting a fractionally larger battery, significantly more pace and some additional features.
Given its unique design and all-electric powertrain, rivals for the 03T are a challenge to button down. At this price point, the Chinese brands are obvious rivals and things like the BYD Atto 3 and Geely E5 come to mind. But, both these competitors don’t have the performance to match up to the iCaur.
While this article is not a comparison piece, it’s difficult to ignore the sibling rivalry; the newer iCaur V23 offers a similar experience for a bit less money. In terms of legacy offerings, the closest rival is the single-motor Mini Aceman, but that offers less performance at a significant premium.
With a design that’s best described as a great blend of retro nostalgia and futurism, the iCaur 03T will turn heads irrespective of colour. Even in this stealthy battleship grey spec (which contrasted nicely with the seasonal canola blooms), there was no escaping the attention of other road users. What’s not to like, as the iCaur brand surfs the trendy wave of box-shaped faux off-roaders…
The 03T does manage to carve its own path, however. We especially like the narrow daytime running lights at the front and similarly styled tail lamps. Unlock the car, or charge it, and you’re treated to a light show. We don’t think that novelty will wear off too soon…
Step inside and, while the large infotainment screen will immediately catch your attention, we think the plush-looking and -feeling materials are the bigger drawcard. If there’s one aspect the newcomer brands from the East have managed to nail, it’s offering a visually sophisticated and tactile cabin environment.
It’s not all good news, however. While we appreciated the responsiveness of the large central screen, we feel it lags behind its Chery Group siblings in terms of graphics and resolution. Our test car schedule saw overlaps between the iCaur 03T and V23 (which is on extended test), and the latter car’s infotainment screen is higher quality.
Then there are the ergonomics… Effectively, the 03T’s infotainment screen controls nearly everything. This tech-forward approach is great in theory, but in practice it results in frustration. For example, you adjust the side mirrors or open the glovebox via the screen. Granted, you don’t use those constantly, but even the door handles feature an electronically-controlled button (see below).
There is an emergency mechanical release discretely located at the bottom for those who fear being trapped in their vehicle. We’d guess you’d eventually get used to the setup, but it’s not without its annoying quirks. We did love the graphics and customisation of the 9 driving modes, though.
Why the charging flap is motorised is anyone’s guess. There’s really no need for it, as we can’t recall a petrol filler cap doing this.
Speaking of charging, the vehicle accepts a maximum of 6.6 kW AC power, while DC public charging is capped at 85 kW. The battery can be loaded from 10-80% in around 30 minutes using one of the high-speed chargers.
For those of you who enjoy the great outdoors, the 03T offers vehicle-to-load (V2L) outputs of 3.3 kW, which is enough to run some lights, an induction stove and a coffee machine for a few hours.
The level of standard equipment is deeply impressive at this price point and it’s worth paying the additional money for the higher-spec trim. Not only do you get a much quicker vehicle, but the massage functionality and higher-quality audio system from Infinity justify that expense. The vehicle also features heated and ventilated front seats.
Wireless Android Auto/Apple CarPlay is included, as are numerous USB ports and a powerful wireless phone charger. While it’s easy to be dazzled by all the tech and gadgetry, iCaur has not skimped on the safety technology, either, with a comprehensive ADAS suite offered. As a reminder, this encompasses things like autonomous emergency braking, lane-keeping assist and so on.
Despite its cute and compact proportions, there’s more space inside than you’d imagine. With a wheelbase stretching beyond 2 700 mm, rear legroom is generous, even for taller folk. A pair of USB ports to charge your devices is a great touch. The boot space isn’t the longest nor the deepest, but if you need extra carrying capacity, you can fold the rear seats down or use the cute storage bin on the rear door. There’s no spare wheel or luggage cover, unfortunately.
Performance & Efficiency
There are two powertrains to choose from: a single motor driving the front wheels, or a dual-motor setup providing all-wheel drive. The latter is the model tested here.
The outputs are high for what we’d deem an urban runabout; 205 kW and 385 Nm give it credible straight-line performance. With our testing kit activated and the sportiest of modes engaged, the 03T bolted to 100 kph in 6.3 seconds, besting its claim by 0.2 seconds. It has a top speed of 150 kph.
As is the case with all electric cars, even if they’re not set up or marketed as performance vehicles, they still provide eager and hesitation-free straight-line acceleration. The 03T, in its most conservative battery-saving mode, still effortlessly passes slower traffic.
By now you might think there’s a catch, and there is: efficiency. The 69.77 kWh lithium-iron phosphate battery offers a claimed range of 436 km based on the NEDC test cycle. In reality, you’re likely to get around 375 km depending on your driving style and whether you’re frequently traversing highways or slower roads.
The culprit is the aerodynamics; those blocky looks won’t slip through the air as easily as more sleeker vehicles. Given the advancement in public charging stations in the metropolitan areas, range anxiety isn’t likely to rear its head, however.
Longer trips will require some planning, though, but we reckon if you’re considering the purchase of an EV, you’ve likely done your research to see if it suits your lifestyle.
If you like the look of the 03T but you’re concerned about range anxiety, it may be worth waiting for the range-extender powertrain 03T, which will be in showrooms before the end of 2026.
Ride, Handling & Comfort
When it comes to dynamics, the iCaur 03T generally excels. The car’s height and proportions mean you sit quite high and therefore have excellent visibility. Thanks to its modern suspension setup, the 03T balances comfort, pliancy and dynamics. Like the majority of electric cars, the battery is located between the axles and as low down as possible, which aids the centre of gravity. The 03T may look top heavy, yet it’s anything but. Plus, it manages to hide its near 2-ton kerb weight acceptably well.
In an urban scenario, the vehicle is easy to place on the road and the drive is whisper quiet. iCaur has done good work in keeping road and wind noise low. The steering can be adjusted in terms of resistance and weighting, which helps with engagement and, while it’s not marketed as sporty, can be driven more enthusiastically than usual.
If you take gravel-roading more seriously than most, you’ll appreciate the 225 mm of ground clearance and additional off-road modes offered by the higher-spec 03T. The vehicle rides on 19-inch alloy wheels wrapped in plump 245/55 tyres. There is a tyre-repair kit if things go awry.
Price & After-sales support
03T models are supported by an 8-year/200 000 km vehicle warranty, an 8-year/160 000 km battery warranty and a 5-year/100 000 km service plan. Customers will also receive roadside assistance for 8 years/200 000 km
iCaur 03T 2WD
R639 900
iCaur 03T iWD
R699 900
All pricing correct in September 2026.
Verdict
As far as head-turning and interesting vehicles go, the iCaur 03T is right up there. Very few vehicles attract this much attention and the novelty factor is through the roof. Onlookers were genuinely curious, which is no mean feat in a market saturated with new vehicles.
The 03T’s value, futuristic styling, rear passenger space, standard levels of equipment, practicality and blistering performance are enough to bring attention and sales to this newcomer brand. However, when you consider its retro-styled V23 sibling has superior ergonomics and a newer infotainment system at a cheaper price, the clever money goes there. Family arguments are never pleasant, are they?
What is the price of the iCaur 03T in South Africa?
The fully electric iCaur 03T is available in two variants in South Africa. The entry-level iCaur 03T 2WD (RWD) is priced from R639 900, while the range-topping iCaur 03T iWD (AWD) is priced from R699 900.
What is the driving range of the iCaur 03T?
The 2WD model offers a single-charge range of up to 501 km (CLTC), while the dual-motor iWD variant features a 69.8 kWh battery pack delivering a single-charge range of up to 436 km.
How long does it take to charge the iCaur 03T?
When connected to a compatible DC fast charger, both the 2WD and iWD versions of the iCaur 03T can charge from 30% to 80% in approximately 30 minutes.
What performance figures does the iCaur 03T deliver?
The single-motor 2WD model produces 135 kW and 220 Nm of torque. The dual-motor iWD derivative steps up performance significantly, delivering a combined 205 kW and 385 Nm of torque, sprinting from 0 to 100 km/h in just 6.5 seconds.
What warranty and service plan come standard with the iCaur 03T?
Both models include an 8-year / 200 000 km vehicle warranty, an 8-year / 160 000 km battery warranty for the first owner, and a 5-year / 100 000 km service plan.
Here’s how many units iCaur has sold in SA so far
How has iCaur been received in South Africa so far? Well, the Chinese brand’s local division has released sales figures for its opening 3 months on the market…
iCaur releases SA sales figures
V23 accounts for 76% of sales
V27 next on the menu for SA?
Chery Group sub-brand iCaur has released sales figures for its opening 3 months in South Africa, revealing how many units of the fully electric V23 and 03T have been registered in Mzansi thus far.
Though the Chinese marque doesn’t (yet?) report sales figures to industry-representative body Naamsa, it has now released some basic sales details. As a reminder, iCaur officially joined the local market late in May 2026, offering the battery-powered V23 and 03T (with the V27 likely to arrive next).
According to iCaur’s local division, the brand registered 160 units in June 2026, its first full month on the market. The company says that figure rose to 243 units in July, before increasing further to 252 units in August. That puts its running total (at the end of August 2026) at 655 units.
Interestingly, the V23 has done the bulk of the heavy lifting for the brand, with the company saying this model accounted for “approximately 76% of its total for the year to date”. That suggests iCaur registered 496 units of the V23 and 159 units of the 03T over the past 3 months.
The local V23 line-up comprises a pair of retro-styled, fully electric derivatives. The V23 RWD is priced at R519 900, while the V23 AWD costs a considerable R150 000 more at R669 900. The rear-driven variant offers peak outputs of 100 kW and 180 Nm from a single electric motor, resulting in a claimed 0-100 kph time of 11.0 seconds (and a top speed of 140 kph). The V23 RWD employs a 59.93 kWh battery pack offering a listed NEDC range of 360 km.
Meanwhile, the all-paw V23 derivative adds a 2nd electric motor (meaning there’s one on each axle), pushing maximum system outputs to 155 kW and 292 Nm. That, in turn, sees the claimed 0-100 kph time drop to 7.5 seconds, while top speed remains 140 kph. A larger, 81.8 kWh battery pack offers a listed NEDC range of 430 km.
What about the likewise unibody 03T range? Well, that line-up also comprises 2 derivatives: the 03T RWD priced at R639 900 and 03T AWD positioned some R60 000 higher, at R699 900. The rear-wheel-drive variant features a single electric motor, which offers 135 kW and 220 Nm. Drawing its urge from a 65.69 kWh battery pack, this motor facilitates a 0-100 kph sprint in a claimed 10.5 seconds and a maximum speed of 150 kph. iCaur lists an “NEDC-estimated” single-charge range of 431 km.
The all-paw derivative features an additional electric motor (on the front axle), which sees total system outputs rise to 205 kW and 385 Nm. Equipped with a slightly larger 69.77 kWh battery pack (offering 436 km of likewise “NEDC-estimated” range), this variant takes a claimed 6.5 seconds to reach 3 figures from standstill.
Frequently Asked Questions (FAQ)
Q: How many vehicles has iCaur sold in South Africa since its local launch?
A: Over its first three full months on the South African market (June to August 2026), iCaur registered a cumulative total of 655 units across its electric vehicle line-up.
Q: Which iCaur model is the most popular in South Africa?
A: The retro-styled iCaur V23 is the brand’s best-selling vehicle in SA, accounting for approximately 76% of total sales (496 units), while the 03T accounts for the remaining 24% (159 units).
Q: What are the prices and specifications for the iCaur V23 and 03T electric vehicles in SA?
A: The V23 range starts at R519 900 for the RWD (100 kW/180 Nm; 360 km NEDC range) and R669 900 for the AWD (155 kW/292 Nm; 430 km range). The 03T is priced from R639 900 for the RWD (135 kW/220 Nm; 431 km range) to R699 900 for the AWD (205 kW/385 Nm; 436 km range).
Several dealerships around South Africa have confirmed the new BYD Ti 7 is “coming soon”. Here’s what we know about the Chinese brand’s boxy 7-seater PHEV…
Local dealers say Ti 7 is “coming soon”
Powertrain details not yet confirmed
SA exec says it would be a “great fit”
The new BYD Ti 7 will seemingly launch in South Africa in the near future, with several dealerships around the country suggesting the Shenzhen-based new-energy vehicle (NEV) automaker’s boxy 7-seater model is “coming soon” to local roads.
As a reminder, Cars.co.za reported in May 2026 that the Chinese brand had filed to trademark the “Ti 7” badge in Mzansi. Then, in August 2026, BYD Auto SA confirmed to us the Ti 7 was officially “under evaluation“, with the brand’s local commercial director suggesting it “would be a great fit for our market”.
Now a number of official BYD dealers around the country have posted on their respective websites and social-media pages that the new Ti 7 is “coming soon”, with some adding that pre-orders have also opened. That said, local pricing details have yet to be released.
For the record, the export version detailed for fellow right-hand-drive market the United Kingdom measures 5 146 mm from front to back, making it some 128 mm longer than Land Rover’s Defender 110. The vehicle features 3 rows of seating, along with what the Chinese brand describes as a “generous load space”.
In the UK, the Ti 7 will feature BYD’s so-called “Dual Mode Performance” (DM-p) plug-in hybrid powertrain. In that country, the system includes a pair of electric motors (one on each axle), a turbocharged 1.5-litre petrol engine and a 35.6 kWh (gross) battery pack. The brand claims peak power of 300 kW and a 0-100 kph time of 4.8 seconds.
However, a dealership in South Africa has listed slightly different specifications, claiming the SA-spec version will boast total system power of 360 kW, along with a half-second slower claimed 0-100 kph sprint time of 5.3 seconds.
The dealer in question furthermore suggests the SA-spec Ti 7’s PHEV powertrain will feature a smaller 26.6 kWh battery pack. Interestingly, these details match those of the left-hand-drive version already on the market in places like Saudi Arabia.
More info as we have it…
Frequently Asked Questions (FAQ)
Q: Is the new BYD Ti 7 coming to South Africa?
A: Yes, official local BYD dealerships have indicated that the boxy 7-seater PHEV is “coming soon” to South Africa, following trademark filings and official evaluation by BYD Auto SA.
Q: What are the key specifications and powertrain details of the SA-spec BYD Ti 7?
A: Local dealership listings indicate the SA-spec Ti 7 will feature a 1.5-litre turbo-petrol plug-in hybrid (PHEV) powertrain producing a total system output of 360 kW, a 26.6 kWh Blade battery and a 0–100 km/h acceleration time of 5.3 seconds.
Q: How big is the BYD Ti 7 compared to other off-road SUVs?
A: In international markets, the BYD Ti 7 measures up to 5 146 mm long with a 2 920 mm wheelbase, making it around 128 mm longer than a Land Rover Defender 110 while offering three rows of seating.
