New motor industry code lands on 1 December – Here’s what changes when your dealer lets you down
The government has rewritten the rulebook for complaints against dealers, workshopsand carmakers for the first time in 12 years. Suppliers now face stricter deadlines and adirect line to the National Consumer Commission if they ignore the Ombud. The bigweakness is still there, though.
If you’ve ever spent weeks chasing a dealership over a gearbox that isn’t right, a service bill that doubled, or a “fully checked” used car that broke down on the drive home, this one is for you.
On 11 November 2026, the Department of Trade, Industry and Competition (DTIC) gazetted the South African Automotive Industry Code of Conduct, 2026. It takes effect on 1 December 2026 and replaces the code from October 2014 that has governed motor-industry complaints since the Motor Industry Ombudsman of South Africa (MIOSA) was first accredited.
Minister Parks Tau also re-accredited MIOSA as the industry’s official dispute-resolution scheme under section 82 of the Consumer Protection Act (CPA).
It isn’t a revolution. But it’s the most important change to how car buyers and owners complain in over a decade, and most motorists won’t know it has happened. Here’s what you need to know.
Who the new code covers
The short answer is almost anyone who makes money from your car. The code defines the “Automotive Industry” very broadly. It includes:
Manufacturers, importers, distributors, franchisors and dealers, both franchised and independent.
Parts makers and retailers, with “completed components” listed in detail: brakes, clutches, shocks, batteries, tyres, ECUs and more.
Repair and replacement services, which means your local workshop and fitment centre too.
Anyone who modifies, converts, adapts or tows vehicles.
“Vehicle” is just as broad. It covers passenger cars, bakkies, trucks, trailers, caravans, motorcycles, quads and even boat engines. The definition of “completed components” also names petrol, diesel, hydrogen, gas and batteries for electric and fuel-powered vehicles. That’s a nod to where the market is heading.
One small detail matters a lot for used-car buyers: the code says a “used vehicle” includes demo vehicles. If you bought a “nearly new” demo car, you are dealing with a used car under this code.
What changes: the draft compared with the final code
The industry put a draft out for public comment in May 2025 (Notice 6179 of 2025). Comparing that draft with the final gazetted version shows which way the DTIC and the National Consumer Commission (NCC) pushed the wording. Mostly, they made it firmer.
Issue
May 2025 draft
Final 2026 code (from 1 December)
Why it matters to you
Industry’s duty to obey the CPA
Industry “will at all times endeavour to comply”
Industry “must at all times comply”
“Try” became “must”
Going to the Ombud after 30 days
Consumer “may approach MIOSA”
Consumer “must approach MIOSA”. MIOSA is described as a “mandatory” ADR scheme
The Ombud is now clearly the official next step
Supplier stalls on your complaint
Supplier must respond substantively within 10 days, then explain if it can’t resolve within a further 10 days
Supplier must respond substantively in writing within 10 days, then explain in writing if it can’t resolve within 30 days after that. If it says in writing that it can’t resolve the complaint, the 30-day period counts as finished
Dealers get more time, but they can’t string you along without explaining why
Supplier ignores MIOSA
MIOSA ends its mandate and keeps a list of “non-co-operative suppliers”
Ignoring more than one request is deemed non-compliance with the code. MIOSA must refer it to the NCC to investigate and send the NCC a quarterly list of non-compliant businesses
Ignoring the Ombud now puts the business at risk of NCC action
Technical expert reports
Paid by the party who asks for one
MIOSA’s own expert report is at MIOSA’s expense. A second, extra expert is paid by whoever asks for it
The cost of a technical opinion no longer has to block a complaint
How MIOSA acknowledges your complaint
Within 2 business days by phone, fax or email
Within 2 days by phone, WhatsApp or email
A small change, but it matches how people communicate in 2026
Making a settlement stick
Can be made a consent order by the Tribunal or the High Court
Can be submitted to the National Consumer Tribunal as a consent order under section 70(3) of the CPA
A settlement you both agree to can be made enforceable
Sources: Government Gazette No. 55719 (11 November 2026), Notice 4265; Government Gazette No. 52604 (9 May 2025), Notice 6179.
How a complaint works from 1 December
The code sets out the process step by step. “Days” in the code means business days, so weekends and public holidays don’t count.
Step
What happens
Deadline in the code
1. Complain to the business in writing
Send your complaint to the dealer, workshop or supplier (or its trade association). It must give you a written acknowledgement
—
2. The supplier’s substantive reply
It must reply properly, in writing
10 business days
3. Resolution attempt
If it can’t resolve the complaint, it must tell you why, in writing
30 business days after its reply
4. Escalate to MIOSA
Fill in MIOSA’s Assistance Request Form and attach all your documents
“Within a reasonable time”
5. MIOSA acknowledges
By phone, WhatsApp or email
2 business days
6. The supplier answers MIOSA
It files its version with the Ombud
10 business days
7. MIOSA resolves
Once MIOSA has all the documents it needs
30 business days
8. Recommendation after an enquiry
If a hearing was needed
10 business days after the enquiry
9. Still not resolved?
MIOSA issues a certificate, and you can take the matter to the NCC
—
Two more points are worth knowing. You can skip the supplier and go straight to MIOSA if approaching the business first would cause you “undue harm or prejudice”. And every business covered by the code must display a notice at its premises saying the code binds it. If you ask, it must give you its complaints contacts and MIOSA’s details free of charge.
What MIOSA can’t do
This is where the new code is disappointing. MIOSA’s recommendations are still not binding. The code says so plainly: they “will guide the parties towards resolution of the dispute”. The Ombud also has no power to rule on product liability, award damages, deal with class actions, or take a case that is already in court (unless MIOSA received the complaint before legal action started).
The three-year prescription rule still applies, so don’t sit on a problem. Businesses with an annual turnover or asset value above the CPA threshold (the form refers to R2 million) can’t use MIOSA as consumers either.
In practice, a dealer or carmaker that is set on saying no can still ignore MIOSA’s recommendation. Under the new code it can’t ignore MIOSA itself without consequences, because that now goes to the NCC. That’s a real improvement, but it falls well short of an ombud that can make binding rulings.
Our verdict
It’s a step forward, but it still doesn’t have enough teeth.
The best changes are practical. MIOSA now pays for its own expert reports. “Endeavour” became “must”. Businesses that ignore the Ombud get reported to the NCC every quarter. And because demo cars count as used cars, buyers know where they stand. For the many motorists stuck in a he-said-she-said fight with a workshop, a free, independent technical report could make all the difference.
The DTIC has missed the chance to deal with the biggest complaint people have had about MIOSA since 2015, which is that it can only make recommendations. Until a MIOSA recommendation carries real weight, the NCC and the National Consumer Tribunal are still the only bodies that can force a reluctant dealer or carmaker to act. And getting there takes months, not days.
Our advice: from 1 December, put everything in writing, write down every date and count business days. The code finally gives you deadlines you can hold businesses to. Use them.
MIOSA contact details (from the gazetted form): call 010 590 8378 or email [email protected]
Chery User Summit 2026: The AI company disguised as a carmaker
We recently travelled to Wuhu in China to look at Chery’s latest products … or so we thought. We returned home thinking about robots, chips, a little machine that calls its owners “mommy” and “daddy”, and a chairman who says his company isn’t really a car company any more…
To be honest, about a quarter of the way into the main presentation at the 2026 Chery User Summit, I started feeling a little uncomfortable. The event brought together more than 2 000 invited users, dealers and partners from over 130 countries and regions. I felt as though I was in a sci-fi film with an inevitably bad ending.
Somewhere between the extensive AI presentation and the second robot dance routine, I realised that cars had quietly slipped into the back seat. I had come to China expecting new metal. Admittedly, there was plenty of that during my week-long stay. But this year, the main summit’s headline acts were artificial intelligence, robots and computer chips. The man at the top made no secret of why.
“Chery is an AI tech company in the guise of an automaker,” said chairman, Yin Tongyue. That’s quite a statement from the engineer who was Chery’s very first technical director, when the company was formally founded in 1997.
From a borrowed platform to a global giant
To understand how far Chery has come, you have to go back to the beginning. Chery was set up in Wuhu in 1997, with funding from the Anhui provincial government. Its first car, the Fengyun, went into production at the end of 1999. It was a modest car that borrowed heavily from the SEAT Toledo. One was on display in Wuhu this year, covered in signatures. Standing next to it, surrounded by electric shooting brakes and humanoid robots, I found it hard to believe that all this staggering progress had taken less than 30 years!
The Chery Fengyun.
The Fengyun sold nearly 30 000 units. Chery started exporting in 2001, earlier than just about any other Chinese carmaker, and it has been the leading exporter of passenger vehicles among Chinese brands since 2003.
Today, the numbers are staggering. Chery’s own figures, as reported by industry publication Gasgoo, show that from January to October 2026 the group sold more than 2.5 million vehicles, roughly 70% of which (more than 1.75 million) were exported. According to a report by Bloomberg, Chery now accounts for close to 20% of all the cars China sends abroad. Increasingly, those exports are electrified – of the nearly one million new-energy vehicles (NEVs) Chery sold between January and October, more than 600 000 went overseas. That’s more than double the figure from a year earlier, by the way.
Overseas sales also pay the bills. As Australian publication CarExpert has reported, Chery Automobile’s half-year accounts show that overseas customers generated 69.1% of its revenue in the first half of 2026, up from 46.3% a year earlier.
China’s brutal car market
But it’s not all sunshine and roses for Chinese car brands, Chery included. Chery International president Zhang Guibing was frank about the state of his own industry. Speaking to Australian media, he estimated that around 90% of Chinese carmakers were losing money. His prediction was blunt: quite a number would surely disappear. He also admitted that he couldn’t say with certainty what tomorrow’s car would look like.
Chery’s Wuhu factory.
The figures back him up. The Bloomberg report states that China’s listed carmakers have lost around US$270 billion in stock-market value since their peak in September 2025, a drop of about 45%, even as the country’s car exports head towards 10 million vehicles this year. At home, retail sales fell for the 13th month in a row in October, and more than 100 brands are still fighting over the same buyers. One fund manager summed it up neatly for Bloomberg: “In China, they’re killing each other. Outside China, they’re killing the incumbents.”
Chery itself isn’t immune. CarExpert reports that Chery Automobile’s first-half net profit dipped 9% (foreign-exchange losses played a part), even as research and development expenses rose 28.3%. According to Bloomberg’s analysis, Chery made a profit of about US$1 318 per vehicle sold from January to September 2026. That’s better than BYD and Geely, but well behind Toyota (US$2 160) and Mercedes-Benz (US$3 892). On top of that, Beijing will cut the VAT export rebate for new-energy vehicles from 13% to 9% on 1 April 2027, adding further pressure on export margins.
That goes a long way towards explaining the direction of the summit. If cars are becoming commodities in an overcrowded market, then the value has to come from somewhere else: the intelligence inside them, the chips that run them and the wider system they plug into.
“AI can replace skills, not humanity”
Yin’s keynote wasn’t a product presentation. It was more of a peek into a future that appears nearer than most of us can imagine. The slides behind him talked about cars that won’t just run without fossil fuels, but will let owners trade energy and earn money from them. Another slide promised a car with a “brain” that understands you better: a smarter partner that gets to know you. Chery, he said, wants to be a playground for adventurers, a paradise for entrepreneurs and a holy land for new technologies. Its vision, summed up in one line, is to create greater value for human freedom.
Yin was also candid about Chery’s character. When it comes to safety and quality, he said, Chery has always been “timid like a mouse”, as he put it, in the way of an “old science and engineering man”. On innovation, however, it was “never satiated”.
Then came the lines that stuck with me. “AI can replace skills, not humanity, insight, strategic foresight and vision,” Yin said. “It can boost efficiency, but not human responsibility, judgement and warmth.”
Reassuring, right? But a moment later came the sting in the tail: “AI will replace those who refuse to embrace it, and the industries and enterprises that don’t adjust.”
It was a little chilling, to be honest. As I looked around at the hundreds of people in attendance, many of whom earn their living selling and servicing conventional cars, nobody looked particularly perturbed. To be fair to Yin, he also pledged to help Chery’s own staff learn new skills so they can embrace AI rather than be replaced by it.
CheryMind: the AI brain behind the machines
The centrepiece of the technology story was CheryMind, which Chery calls a “domain-specific foundation model designed for physical AI”. That needs some unpacking – it certainly did for me.
Most of us have now used an AI chatbot. They’re fairly good with words, but often clueless about the real world. Dr Gao Xinhua, who presented CheryMind, made exactly that point. General AI models can chat about almost anything, he said, but in a factory or on the road they lack precision, depth and reliability. “Physical AI” is different. It has to see, move, react and keep working safely in a messy world full of potholes, rain, glare and children chasing balls into the road.
So, as Dr Gao put it, Chery chose “a more difficult way” and built its own AI model. CheryMind doesn’t try to know everything. Instead, Chery says, it focuses on understanding physics and how the real world behaves. To teach it, the company has fed it almost three decades of its own know-how: engineering standards, design rules and safety regulations. It also draws on an enormous library of real-world driving and test data, gathered in freezing winters, scorching deserts, salty coastal air and on rough roads.
A model like CheryMind is meant to learn how the physical world behaves and support decisions in situations it hasn’t explicitly been programmed for. That’s the ambition: to move beyond a machine that has simply been told what to do. Call it wisdom if you’re feeling generous, or very well-informed prediction if you’re not. Either way, Chery wants to move from cold logic towards something that behaves more like judgement.
Importantly, CheryMind isn’t just a showroom party trick. According to Dr Gao, it’s already changing how Chery’s cars are designed, developed and built. He gave us an example: aerodynamic tweaks to a facelifted model. This is a complex engineering simulation job that used to take around 126 days. Using CheryMind, each engineer can now produce about 100 design proposals in half a day, and a team of six can finish the job in three days! That’s one forty-second of the time, Chery says. Where engineers once ran a calculation, waited hours for the result, tweaked the design and started again, the AI can now spot the problem itself, suggest fixes and keep going.
The same thinking runs through the rest of the business. According to Chery’s published figures, AI now supports more than 1 500 end-to-end business processes across more than 200 business scenarios. More than 400 company systems are connected, helping information flow between departments. Chery says more than 60 000 employees use CheryMind every day. “It’s not a pilot project, nor a demonstration,” Dr Gao stressed, but part of daily work. The point of it all, he said, is that Chery is becoming an AI-driven company.
And it doesn’t stop at cars. Chery says the same AI foundation supports its driverless robotaxi, Lingxiao passenger-carrying aircraft and AiMOGA robots. One brain, many bodies, with the potential to share data and model improvements. Chery says that reusing the intelligence can reduce development costs. Depending on your point of view, that’s either an engineer’s dream or we’re back at the opening scene of that science-fiction film with the inevitably bad ending…
Ziwei: why Chery is designing its own chips
All that thinking needs hardware, so Chery has started designing its own chips. It calls them Ziwei. There are three families: one to act as the car’s central “brain”, one to make electric drivetrains more efficient (stretching range in the process), and one to control the car’s various systems. The first “brain” chip, the C100, is scheduled to launch in 2027. According to Chery, it’s designed to run big AI models inside the car itself, rather than relying on the cloud.
As with all claims like these, the real proof will come on the road. But in a world of trade tensions and chip shortages, the message is clear: if you design your own chips, you have more control over your future.
Meet Mobo, Chery’s home companion robot
If CheryMind is the brain, AiMOGA is where it gets a body. Chery’s robotics brand was everywhere at the summit: its humanoid robot Mornine presented products, a robot “traffic officer” directed cyclists, and Argos, a four-legged robot dog, trotted around the venue and was often spotted being patted on the head by intrigued guests. Most of the robots it will release first have very specific jobs, such as traffic control or helping the frail and elderly.
Mobo, AiMOGA’s home companion robot.
The star of the show, though, was Mobo, AiMOGA’s first home companion robot, for which global pre-orders opened at the summit. Mobo is about 90 cm tall and, according to AiMOGA, is designed to play learning games with children, tell them stories and keep elderly family members company. A child companion robot was always the first step in AiMOGA’s plans, with household helpers to follow. I would not be surprised if, within a year or two, robots do more of the presentations on stage at the Chery Summit…
Argos, the four-legged robot dog.
Mobo is undeniably cute. But it’s also where the summit started to unsettle me. In one demonstration, it called the human parents “mommy” and “daddy”, and I felt a chill I hadn’t expected. It’s one thing for a machine to read your child a bedtime story. It’s another for it to adopt the family’s language of belonging.
When Chery’s AI vision turns unsettling
Let me be honest: there were moments on this trip that felt properly dystopian. At event after event, much of the slick imagery on the enormous screens looked AI-generated to me. The handsome young man laughing on a sunset-lit sofa behind Yin during his keynote? I couldn’t help wondering whether he had ever existed.
Then there was the language. Chery executives described the company as the organiser of a new ecosystem, and even as the creator of a new species of intelligent machine. It’s as impressive as it is unsettling. When a company that started with a single sedan on a borrowed platform starts talking about creating new forms of “life”, you sit up and pay attention.
Driving the Chery Q on China’s open roads
Screenshot
I’ve been to China several times, but I’ve always been limited to short drives in car parks and being shuttled between buildings by bus and train. This time, we were allowed to drive on public roads. The story of getting a temporary Chinese driving licence is simultaneously hilarious and boring. We watched safety videos at a traffic department, but ultimately it was mostly paperwork…
Driving in China has always seemed both daunting and exciting to me. That little road trip significantly changed how I see the country. Out on the roads around Wuhu, I discovered a side of China often overshadowed by headlines about its factories and tech prowess: genuine natural beauty, friendly people and excellent infrastructure, alongside the order and efficiency the country is known for.
Our car for the day was the Chery Q, the compact electric car now on sale in South Africa from R349 900 and already selling up a storm. It’s hugely spacious; I doubt any rear passenger will ever use all the legroom on offer. It’s also comfortable on the open road. Chery quotes a range of up to 310 km on the WLTP test cycle for the South African model. Actual range will depend on conditions.
The road trip made me think that perhaps these two seemingly opposing worlds can coexist: the cold precision of machines designed, built and driven with the help of AI, and the warmth, curiosity and hospitality of the people who build them (for now). Yin himself seemed to be arguing for exactly that balance.
New Chery Group cars coming to South Africa
For all the talk of robots and chips, cars are still what Chery’s customers currently spend their money on, and the new-product wave shows no sign of slowing. Here’s what I saw and drove.
Omoda C4: hybrid production planned for Rosslyn
I had a good look at the attractive new Omoda C4, and its significance goes far beyond its size. According to Chery Group South Africa CEO, Tony Liu, the C4 is set to be the first model built at the group’s Rosslyn plant near Pretoria. Local production is scheduled for the third quarter of 2027. Imported units should arrive early in 2027. The first locally built C4s will be hybrids, with petrol and fully electric versions to follow.
The C4 is a compact crossover (4 424 mm long) that will be positioned below the C5, and it’s aimed squarely at younger buyers. In the metal, it’s a sharp-looking little SUV with (dare I say) Lamborghini-inspired lines. More importantly, it represents Chery’s move from importer to manufacturer in South Africa.
Chery Grootman: a locally named bakkie bound for Rosslyn
I also got behind the wheel of the Chery Grootman, Chery’s upcoming double-cab bakkie. Its name, chosen by South Africans in a public vote, comes from local slang that loosely means “big man”, with a sense of respect. The example I drove actually wore Stockman badges, the name it will carry in Australia.
The Grootman uses a plug-in hybrid system that pairs a 2.5-litre turbodiesel engine with electric assistance. Chery claims 350 kW and 800 Nm, around 100 km of electric-only range and a braked towing capacity of up to 3.5 tonnes. Other drivetrains have also been discussed, but the final South African line-up is still to be confirmed.
My time in it was limited to short stints on tar and a muddy, rutted test track in Wuhu, so it was hardly the toughest of evaluations. Still, first impressions are good. There wasn’t a creak or rattle from the cabin, it felt as solid as a good bakkie should, and the interior is a real highlight. The suspension is a touch firm on tar. Our well-used pre-production test unit also had some drivetrain vibration, which Chery says it’s still sorting out. The Grootman is due in showrooms in the first quarter of 2027, initially imported, with local production planned for Rosslyn.
Chery Tiggo X7 and Tiggo 7: two new SUVs for SA
Chery Tiggo X7.
I also saw the new Chery Tiggo X7, the first of a new family of tougher-looking, X-badged Tiggos, alongside what Chery calls an “all-new” Tiggo 7. The X7 has chunkier, more squared-off styling, all-terrain tyres, roof rails and a raised ride height, although it’s still a regular SUV underneath, not a body-on-frame 4×4. It’s expected to share its engines with the Tiggo 7, which is sold here in turbopetrol and plug-in hybrid form.
Interestingly, the X7 isn’t quite finished yet. During the summit, I took part in a feedback session with the project team, who wanted honest opinions on the design. So expect a few changes on the production version. That shows how quickly Chery is willing to adapt, and how seriously it takes its export markets.
Chery Tiggo 7.
Both models are planned for South Africa. The X7 is expected in the third quarter of 2027, with the new Tiggo 7 possibly arriving a little sooner. Chery also used the summit to stage a public crash test of the current Tiggo 7. It was a confident move in a market where Chinese brands still have to keep proving their safety credentials.
Chery Tiggo V: the SUV that converts into a bakkie
I had a brief drive of the Chery Tiggo V, a seven-seat SUV that can be converted into a double-cab-style bakkie. My experience was confined to a car park, so I can’t say much about how it drives yet. But I can tell you that it’s bigger than I expected, and very spacious inside.
As I explained in my detailed look at the vehicle, the conversion isn’t a quick Saturday-morning job. It needs two people and a couple of hours, and Chery recommends letting a dealer do it. So think of it as a roomy family SUV first, with the bakkie trick as a bonus.
The Tiggo V is due in South Africa in the first quarter of 2027.
Chery’s next wave: prototypes still under wraps
I also saw several prototypes that will come to market later, but they’re still under embargo, so all I can say is this: the wave isn’t letting up. Chery is expanding its stable of brands aggressively, and more of them could find their way to South Africa, or some of their models could be sold here under existing badges.
Exlantix ES GT: the one that stole my heart
Exeed Exlantix ES GT.
Which brings me to the car I can’t stop thinking about. Exeed is Chery’s upmarket brand. Exlantix is the name associated with its electrified models and used as the brand identity in some export markets. The design is stunning, the drivetrains are seriously potent, and the Exlantix ES GT is the jewel in the crown.
It’s a shooting brake (think sleek, low-slung, sporty estate) based on the ES sedan, with electric and range-extender versions previewed. According to Australian motoring title Chasing Cars, European information points to more than 400 kW for the most powerful three-motor electric version. Those are big claims that will need to be verified in real-world testing, but suffice it to say this car is super sexy. It stole my heart. In fact, several Chinese brands appear to be pushing sleek shooting brake designs as the next big thing. They have my full attention. I can only hope we start to see something other than crossovers gain momentum…
Exeed Exlantix ET SUV.
Chasing Cars reports that Exlantix is due to launch in Australia around the middle of 2027, led by the ES GT and ET SUV. New Zealand is also in its plans. In Australia, it will take on premium Chinese rivals such as Zeekr, Geely’s upmarket brand. That’s relevant to us because Zeekr’s website already lists South Africa as “coming soon”, and Geely has filed a raft of Zeekr trademarks here. If Zeekr comes, could Exeed and Exlantix follow as Chery’s answer? I certainly hope so.
Freelander 8: a familiar name, a very different SUV
Then there’s Freelander, now a standalone brand that comes from Chery’s joint venture with Jaguar Land Rover. JLR owns the name and leads the design, while Chery supplies the technology and builds the cars in Changshu, China. The first model, the Freelander 8, was showcased at a dedicated Freelander event in Wuhu during the summit.
It’s a very big, very upmarket SUV. At 5 118 mm long, it’s longer and wider than a Land Rover Defender 110, though not as tall. In China, it’s sold as an electric vehicle with a petrol range extender, while one of the announced export versions is a twin-motor plug-in hybrid with claimed outputs of 460 kW and 662 Nm in Middle East specification.
According to CnEVPost, the brand reported more than 10 000 pre-orders within 48 hours of opening pre-sales in China. Such figures are typically based on refundable deposits, mind you, rather than completed sales. Right-hand-drive versions are planned, with Australia set to get it in 2027.
All of this ties back to Chery’s global strategy, and South Africa is a big part of it. In July 2026, Chery climbed to sixth place overall in the local sales charts with a record month. In October, the Tiggo 4 Cross (1 924 units) was again one of the country’s top-selling passenger cars, and the new Q became South Africa’s best-selling EV among the brands that report their sales to Naamsa.
And then there is the local manufacturing decision. Chery officially took over Nissan’s Rosslyn plant earlier this year and it aims to build 50 000 vehicles a year in the first phase, create nearly 3 000 direct and indirect jobs and reach 40% local content. Besides the Omoda C4 and Grootman, the plant is set to build a number of other products, including Jaecoo- and Jetour-branded ones.
Why does that matter so much? Local manufacturing could give Chery access to South Africa’s Automotive Production and Development Programme incentives, subject to meeting the qualifying requirements. It could also reduce exposure to currency swings and shipping costs, while positioning Rosslyn as a potential export hub for the rest of Africa. It answers the question that sceptical South African buyers keep asking about the flood of new Chinese brands: are you here for the long haul? A brand that invests in a factory, keeps a workforce employed and develops local suppliers is much harder to dismiss as a fly-by-night importer.
It also fits neatly with what Yin said in his keynote about making Chery a truly global company. That, he said, is not merely about selling more products. It’s about taking part in local transformation and honouring commitments to local governments at its bases around the world, including creating jobs. Rosslyn is potentially a superb example. It will also bring uniquely South African challenges to test that philosophy.
There’s a lesson from history here, too. In a separate interview with Bloomberg, Zhang conceded that Chery has lost many battles overseas before, and that in some markets a poor understanding of local conditions forced it to retreat. South Africans will remember that Chery quietly left our market in 2018, before returning in 2021 in a far more determined way. This time around, Zhang told Bloomberg, Chery’s first question when entering a market isn’t about margins or sales volumes, but whether it can survive there for the long term. A factory in Rosslyn is about as clear a statement of that intent as you can get.
Plant Rosslyn, pictured still under Nissan ownership.
It won’t be cheap, mind you. Bloomberg quotes Geely’s chief executive as estimating that European production costs are, for now, 70% to 100% higher than in China. Localisation challenges such as economies of scale, supplier development and labour costs will matter here, too, although that estimate is not a South African cost comparison. With so many rivals at home reportedly losing money, a genuinely global footprint could be crucial to survival. Chery, which Bloomberg reports aims to sell cars in nearly all the world’s major markets except the US within the next year or so, is betting heavily that South Africa will be one of its anchors.
Chery’s connected future
So, what’s the bigger picture? Cars are still the things we buy. They’re what’s on the showroom floors, the monthly instalment and the thing in the garage. But AI, robots and chips are fundamentally changing the way those cars are designed, developed and built, and soon, how they fit into the rest of our lives.
Chery’s vision is of a hugely integrated system in which cars (each with a “brain” that understands its owner), home robots, the electricity grid and even flying taxis share intelligence and adapt to our personalities and habits. Imagine your car charging itself, selling power back to the grid and telling the robot at home that you’re running late, so it can read your child a story. That’s a future possibility, not an off-the-shelf system today. It’s thrilling and, frankly, a little frightening.
Chery started out in Wuhu with a car based on a borrowed platform. Less than 30 years later, it’s designing chips, building robots and developing an artificial brain it hopes will power them all. AI may never replace humanity, judgement and warmth, as Yin insists. But on the evidence of this summit, it’s already replacing a great deal else.
BizCars podcast: ‘We are working on getting the MX-5 back’ – MD of Mazda SA
In this episode of the Cars.co.za podcast, we sit down with Mazda Southern Africa Managing Director, Bonite van der Merwe, to discuss the brand’s upcoming product roadmap, electrification plans for 2027 and the future of enthusiast favourites in the local market.
The South African automotive landscape continues to experience rapid evolution, driven by changing consumer demands, economic pressures and the global transition towards new energy vehicles. For established Japanese manufacturers like Mazda, maintaining a competitive edge relies on careful portfolio planning and introducing powertrain options that suit local infrastructure realities, says local MD, Bonite van der Merwe.
While traditional internal combustion engines remain core to the brand’s local volume, Van der Merwe highlights the path forward requires a pragmatic approach to electrification. Balancing consumer expectations for reliability and driving dynamics with the demand for lower emissions is central to shaping the company’s medium-term strategy.
Preparing the ground for plug-in hybrids and new technology
As global automotive strategies shift toward alternative energy sources, bringing these technologies to South Africa involves careful timing around fuel quality, public charging networks and local customer readiness.
Van der Merwe emphasises that plug-in hybrid technology offers an ideal stepping stone for motorists transitioning away from pure internal combustion. By offering electrified efficiency without range anxiety, these upcoming products aim to meet the needs of environmentally conscious buyers in major urban centres.
The future of iconic enthusiast models
Beyond core SUVs and family offerings, brand identity often hinges on emotional halo vehicles that capture the passion of motoring enthusiasts. A perfect case in point is the iconic Mazda MX-5.
Van der Merwe says the brand remains focused on keeping enthusiast-focused vehicles relevant within the regional line-up. Maintaining a connection to driving enjoyment remains a foundational pillar for Mazda, ensuring that practical everyday vehicles retain the engaging character the brand is known for.
Key takeaways
As Bonite van der Merwe outlines, Mazda Southern Africa is positioning itself for an active product cycle. Through targeted electrification strategies, carefully managed model introductions, and a continued focus on driving dynamics, the brand aims to solidify its footprint in the local passenger car market.
Find more episodes of BizCars on the Cars.co.za YouTube channel, or subscribe to our channel on your favourite podcast app.
Is Toyota Hilux Champ finally on horizon for SA?
The head of Toyota SA Motors says we can expect “some exciting” models based on the Hilux platform in the next year. Is the Hilux Champ finally on the cards for Mzansi?
Toyota to “expand” range of IMV-based models
“Some exciting” ladder-frame models expected
Next Fortuner surely one of these newcomers
But will we finally see Hilux Champ in Mzansi?
The man at the helm of Toyota South Africa Motors has suggested that the Japanese brand’s local division will launch “some exciting cars” based on the Hilux platform over the next year or so. Does that mean the single-cab Hilux Champ – which could be badged as the Stallion or Stout locally – is finally on the horizon for Mzansi?
Andrew Kirby, President and CEO of Toyota SA Motors, was speaking to Cars.co.za during a wide-ranging interview in a custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal in October.
The ninth-generation Hilux launched in SA earlier this year.
When asked about Toyota SA Motors’ product plans for the forthcoming 12 months, Kirby first suggested that fans of the Japanese brand “wait and see” what the company had in store for 2027, before confirming that new models based on the automaker’s familiar IMV platform were in the pipeline.
“What I can say is that, on the same platform that the new Hilux was launched on, we’re going to expand our model range. And there’ll be some exciting cars that will come off that platform in the next 12 months,” Kirby told us, without going into further detail.
The third-generation Fortuner looks set to launch locally in 2027.
While Kirby didn’t specify the models to which he was referring, one is all but guaranteed to be the new Fortuner, which is due to move into its third generation soon – and is expected to again be produced alongside the Hilux at Toyota’s Prospecton factory in KwaZulu-Natal.
Like the ninth-generation Hilux, the new Fortuner is set to ride on an evolved version of the firm’s IMV ladder-frame architecture. Of course, Kirby could also have been making reference to the Hilux GR-Sport derivative that’s likewise due in 2027 or indeed a potential new iteration of the Fortuner GR-Sport.
The Land Cruiser FJ employs a version of the IMV platform.
But there’s another fascinating model that shares much with the Land Cruiser FJ and has been on SA’s radar for some time. Yes, we’re talking about the Hilux Champ bakkie – also known as the Hilux Rangga, Hilux Stout or Tamaraw, depending on the market – that was unveiled way back in November 2023.
The back-to-basics Hilux Champ.
Shortly after this model’s global reveal, comments from Toyota SA Motors executives – as originally reported by the folks over at IOL Motoring – pointed to a potential launch of the back-to-basics two-seater bakkie in South Africa around 2026.
Positioned below the Hilux in markets such as Thailand (where it’s currently manufactured), this workhorse is produced exclusively in single-cab guise, with both short- and long-wheelbase versions on offer overseas.
The IMV 0 platform underpinning the Hilux Champ.
Were Toyota SA Motors to add the Hilux Champ (potentially wearing the Stallion or Stout name in Mzansi) to its local line-up, it would surely be positioned below the Hilux single cab, particularly if produced locally. As such, it could step into a role once occupied by SA’s now-defunct half-tonne bakkies, despite having a more generous payload of up to 1 000 kg.
For the record, Toyota registered the “Stallion” trademark in South Africa way back in 1965. However, it made a second filing for the badge in November 2022 (likely with a view to amending its scope), with this application accepted as recently as October 2026 – though technically not yet registered. The company also still holds the rights to the “Stout” name in SA.
The interior of a Thai-spec Hilux Champ.
Overseas, the Hilux Champ is offered with a choice of three familiar powerplants. There’s the naturally aspirated 2.0-litre petrol unit (102 kW and 183 Nm), the likewise atmospheric 2.7-litre petrol motor (122 kW and 245 Nm) and the 2.4-litre turbodiesel mill (110 kW and 400 Nm).
So, will the Hilux Champ turn out to be one of the “exciting” upcoming 2027 models mentioned by Kirby? And, if so, will this potentially budget-friendly bakkie be imported from Thailand or produced alongside the Hilux and Fortuner at the brand’s Prospecton facility? Time will tell…
Frequently Asked Questions (FAQ)
Q: Is Toyota South Africa planning to launch new IMV-based models in 2027?
A: Yes, Toyota SA Motors President and CEO Andrew Kirby exclusively confirmed to Cars.co.za that the automaker will expand its local line-up with “exciting” new ladder-frame models built on the Hilux platform over the next 12 months.
Q: Could the Toyota Hilux Champ be introduced in South Africa?
A: While not yet officially confirmed for SA, hints regarding IMV-platform expansions — alongside local trademark filings for historical badges like “Stallion” and “Stout” — keep the door open for the back-to-basics Hilux Champ to enter the market.
Q: What engines and specs does the Toyota Hilux Champ offer globally?
A: Overseas, the single-cab Hilux Champ offers three engine choices: a 2.0-litre petrol (102 kW/183 Nm), a 2.7-litre petrol (122 kW/245 Nm), and a 2.4-litre GD-6 turbodiesel (110 kW and up to 400 Nm), featuring a payload of up to 1 000 kg.
The facelifted BMW 7 Series range (including the fully electric i7) is now available to order in South Africa. Here’s what the latest version of the flagship sedan costs…
SA orders open for refreshed 7 Series
Four powertrain options on offer in SA
ICE choices are 740d xDrive and 740
EV derivative in form of i7 50 xDrive
M760e xDrive PHEV tops local range
The facelifted BMW 7 Series (including the fully electric i7) is now available to order in South Africa – and we have pricing for the refreshed version of the Munich-based brand’s G70-series flagship sedan.
As before, the local 7 Series line-up includes turbodiesel, turbopetrol, plug-in hybrid electric vehicle (PHEV) and fully electric vehicle (EV) derivatives. So, what will you pay for the updated version of the German brand’s largest saloon? Well, based on the information on BMW’s local configurator, the starting price has increased some R500 000 from the outgoing range’s entry point of R2 302 104.
Two-tone paintwork is optionally available.
Yes, the refreshed range kicks off with the 740d xDrive, which carries over the 3.0-litre inline-six turbodiesel motor (and eight-speed automatic transmission) from the pre-facelift iteration, though now seemingly offering higher outputs of 230 kW and 670 Nm – up from 210 kW and 650 Nm. Equipped with 48V mild-hybrid technology, this all-paw derivative starts at R2 804 439 and has a listed 0-100 kph time of 5.7 seconds.
Then there’s the 740, which is priced from R2 807 630 and drops the “i” from the name of its forebear – which was, of course, known as the 740i. This rear-driven variant’s turbocharged 3.0-litre straight-six petrol engine (which also features an eight-speed auto and 48V mild-hybrid tech) has been updated to offer improved peak outputs of 294 kW and 580 Nm (up from 280 kW and 540 Nm). Expect a 0-100 kph time of 5.4 seconds.
The updated version of the fully electric i7.
What about the fully electric derivative? Well, the i7 50 xDrive starts at R2 890 000 and effectively replaces the pre-facelift range’s i7 xDrive60 (while there’s no sign of the new i7 60 xDrive nor the i7 M70 xDrive). Equipped with an electric motor on each axle and a 112.5 kWh (net) battery pack, this variant has total system outputs of 335 kW and 660 Nm. The WLTP range is 692 km and the listed 0-100 kph time some 5.5 seconds.
That leaves the M760e xDrive to top the portfolio, starting at R3 367 000. Again built around a 3.0-litre straight-six petrol engine, this M Performance plug-in hybrid powertrain upgrades from the outgoing version’s peak power output of 420 kW to a loftier 450 kW, with maximum torque remaining 800 Nm. Equipped with an 18.7 kWh (net) battery pack, the all-electric range is listed as 80 km (WLTP), while the 0-100 kph time is a claimed 4.1 seconds.
The M60e xDrive serves as the 7 Series flagship.
Of course, various options are available locally for the refreshed Dingolfing-built 7 Series, including special paint colours (costing up to R120 000 apiece), fresh 22-inch alloy wheels (priced at R20 000) and the M Sport Package Pro (the latter costing R40 000). From what we can tell, specifying the 740d xDrive, 740 and i7 50 xDrive in M Sport guise will also add R40 000 to the price.
As a reminder, the German automaker claims the refreshed 7 Series represents “the most extensive model update ever carried out by the BMW Group”. We’ll leave you to decide what to make of the exterior design, which here includes a fresh take on the brand’s kidney grille as well as what BMW describes as “minimalist crystal headlights” and redesigned taillamps.
Note the panoramic display at the base of the windscreen.
Still, it seems the cabin benefits from the most significant updates. The interior gains BMW’s latest panoramic iDrive display (at the base of the windscreen) as well as a new passenger-side screen. There’s also an upgraded “theatre screen” for rear-seat passengers, a revised ambient lighting set-up and a Bowers & Wilkins sound system (complete with Dolby Atmos support).
The interior furthermore scores fresh seat designs, new steering-wheel designs, updated automatic doors, a digital interior mirror and features such as a panoramic glass roof (with “Sky Lounge”) and four-zone automatic climate control.
What do the facelifted BMW 7 Series & i7 cost in SA?
DERIVATIVE
PRICE
BMW 740d xDrive
R2 804 439
BMW 740
R2 807 630
BMW i7 50 xDrive
R2 890 000
BMW M760e xDrive
R3 367 000
The prices above include BMW’s 2-year/unlimited kilometre warranty (likely plus an 8-year/100 000 km battery-pack warranty for the hybrid and electric derivatives) and a 5-year/100 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What does the refreshed BMW 7 Series cost in South Africa?
A: Pricing for the facelifted BMW 7 Series range starts at R2 804 439 for the 740d xDrive, moves to R2 807 630 for the petrol-powered 740, rises to R2 890 000 for the fully electric i7 50 xDrive and tops out at R3 367 000 for the flagship M760e xDrive PHEV.
Q: Which powertrains are available in the updated South African BMW 7 Series line-up?
A: The local line-up comprises four distinct powertrain options: a 230 kW/670 Nm 3.0L inline-six turbodiesel (740d xDrive), a 294 kW/580 Nm 3.0L turbo-petrol (740), a 335 kW/660 Nm dual-motor fully electric setup (i7 50 xDrive) and a 450 kW/800 Nm 3.0L turbo-petrol plug-in hybrid (M760e xDrive).
Q: What key technological and interior updates does the facelifted 7 Series feature?
A: The updated interior gains BMW’s latest panoramic iDrive display at the base of the windscreen, a new front passenger display screen, an upgraded rear-seat “theatre screen”, Operating System X software and a Bowers & Wilkins sound system with Dolby Atmos support.
The head of Mazda in South Africa says the Japanese brand’s local division is “continually looking at” the feasibility of bringing the BT-50 bakkie back to Mzansi…
BT-50 was axed in South Africa in 2024
Mazda SA boss hasn’t ruled out return
Next-gen model tipped for 2028 release
The head of Mazda Southern Africa has left the door open for a BT-50 return, revealing that the Japanese brand’s local division is “continually looking at” the feasibility of re-introducing the bakkie to Mzansi.
As a reminder, the 3rd-generation BT-50 – which was unveiled back in mid-2020, is based on the current Isuzu D-Max and continues to be produced in Thailand – was discontinued in South Africa in March 2024, ending the nameplate’s 18-year run (and even longer B-Series heritage) in the country.
However, Bonite van der Merwe, Managing Director at Mazda Southern Africa, suggested there was a possibility the BT-50 might one day make a comeback to the local market. She made the comments during an interview in Cars.co.za’s custom-built podcast booth at Naamsa’s SA Auto Week 2026 event in Durban, KwaZulu-Natal in October.
“We still have the BT-50 globally. It’s a phenomenal product and bakkies [are] extremely important in South Africa. The light-commercial vehicle segment is important for [our market],” Van der Merwe told us.
The Aussie-spec version of the facelifted BT-50.
“As we assess the industry, we always consider what products we can bring into this market, because we need to be able to be competitive – and for the consumer to look at the BT-50 and say: ‘that makes sense’. So, from my perspective, we are continually looking at it,” she added.
At the time of the slow-selling BT-50’s local axing, Craig Roberts – Van der Merwe’s direct predecessor and then-MD of Mazda SA – said the company had made the “difficult decision” based on the dominance of locally manufactured bakkies (think Toyota Hilux, Ford Ranger and Isuzu D-Max) and an “extremely challenging landscape for imported vehicles”.
The updated model was revealed in October 2024.
In October 2024, the facelifted Mazda BT-50 was revealed overseas, though remained firmly off the table for South Africa. According to CarsGuide, however, Mazda is already working on a new-generation BT-50, with a potential introduction pencilled in for some point in 2028.
The Australian publication suggests the Japanese automaker has two options regarding the development of a new BT-50. The first is to continue to work with Isuzu and base the fourth-gen bakkie on the next D-Max. The second, meanwhile, is to leverage its joint venture with Changan and use the Chinese firm’s bakkie as a base.
A look inside the facelifted BT-50’s cabin.
As a reminder, the original BT-50 was revealed back in 2006, based on the Ford Ranger and built at the Blue Oval brand’s Silverton facility right here in South Africa. The 2nd-generation version debuted in Mzansi in 2012, initially again produced locally by Ford, before Mazda SA switched to a Thai-built version at the facelift in 2017. The third-gen model then touched down in Mzansi in 2021.
Frequently Asked Questions (FAQ)
Q: Is Mazda considering bringing the BT-50 bakkie back to South Africa?
A: Mazda Southern Africa Managing Director Bonite van der Merwe confirmed to Cars.co.za that the brand is “continually looking at” the feasibility of re-introducing the BT-50 to the local market in the future.
Q: When was the Mazda BT-50 discontinued in South Africa?
A: The third-generation BT-50 was axed in South Africa in March 2024, concluding an 18-year local run for the nameplate due to intense competition from locally built bakkies and tough conditions for imported vehicles.
Q: What are the future expectations for a next-generation Mazda BT-50?
A: Industry reports suggest a new fourth-generation BT-50 could debut around 2028, with potential development paths including a continued partnership with Isuzu (based on the next D-Max) or utilising a platform from joint-venture partner Changan.
Scoop! We have pricing for the new Hyundai Venue – including the flagship N Line derivative – ahead of this small crossover’s official launch in South Africa…
New Venue to hit South Africa soon
Local range to comprise 3 variants
Pricing is set to start at R319 900
1.2 NA and 1.0T petrol powerplants
N Line variant boasts sporty styling
The new Hyundai Venue – featuring the South Korean firm’s latest design language, ostensibly along with extra interior space compared to the original – is set to launch in South Africa soon, but Cars.co.za has managed to unearth local pricing a little early [note: this article was originally published on 28 October 2026].
Yes, we can confirm that the 2nd-generation Venue line-up in Mzansi will comprise a trio of derivatives at launch, with this Indian-built crossover again slotting in between the more compact Exter and the larger Creta.
The new Venue without the N Line adornments.
According to our information, the new portfolio will kick off with the Venue 1.2 Premium 5MT, priced from R319 900. Hyundai has carried over the entry-level 1.2-litre petrol engine from the original range, with this 61 kW/115 Nm 4-cylinder motor again driving the front axle via a 5-speed manual gearbox.
Expect the list of standard features to include items like 16-inch steel wheels (with plastic covers), automatic halogen headlamps, LED daytime running lights, black cloth upholstery, a 10.25-inch touchscreen, a reverse-view camera, rear parking sensors, 6 airbags and electronic stability control.
The new model features full-width taillamps.
Priced from R349 900, the Venue 1.0T Premium 7DCT will serve as the mid-tier option, offering the same grade as the entry-level variant (with a grey interior colour scheme) but scoring a turbocharged 1.0-litre, 3-cylinder petrol powerplant, likewise carried over from the outgoing version. Peak outputs remain 88 kW and 172 Nm, delivered via a 7-speed dual-clutch transmission.
Finally, the sportily styled Venue 1.0T N Line 7DCT looks set to top the local line-up, priced some R150 000 higher at R499 900 (though it’s worth keeping in mind that’s precisely what the previous version cost). It will employ the same turbocharged 1.0-litre motor and dual-clutch cog-swapper.
Note the rear wing and twin-exhaust tailpipe.
The N Line grade will include derivative-specific bumpers, a cheeky rear wing, body-coloured wheel-arch cladding, 17-inch alloy wheels, red brake callipers, a twin-exhaust tailpipe, a smattering of “N Line” badges and red detailing along its flanks. Inside, expect yet more red accents and “N Line” logos, along with alloy pedals.
The flagship derivative will furthermore feature some additional equipment, such as wireless smartphone charging, an electronic parking brake, push-button start, automatic (rather than manual) air conditioning, cruise control, a powered sunroof, LED headlamps, tyre-pressure monitoring, faux-leather upholstery, front-seat ventilation and a powered driver’s seat.
A look at the flagship N Line derivative’s cabin.
Revealed in October 2025, the 2nd-generation Hyundai Venue again measures 3 995 mm from bow to stern, though its wheelbase has grown by 20 mm to 2 520 mm. In addition, this model stands 48 mm taller (at 1 665 mm, depending on the derivative) and 30 mm wider (at 1 800 mm) than the outgoing version.
Furthermore, the Seoul-based automaker claims rear legroom in the Venue has been improved thanks both to the longer wheelbase and the “scooped” seatbacks of the redesigned front pews. The doors are said to open wider than before, too.
The 2nd-gen Venue is wider than the original.
The original Venue launched locally in late 2019 before being lightly facelifted in 2022, with Hyundai Automotive SA repositioning the Venue in mid-2024. Hyundai registered 5 156 units of the Venue in SA in 2023, with that figure dropping to 2 753 units in both 2024 and 2025 (yes, precisely the same number sold in each year). Some 624 units have been registered year to date in 2026, with stock running dry early in the 2nd quarter of the year.
What does the new Hyundai Venue cost in SA?
DERIVATIVE
PRICE
Venue 1.2 Premium 5MT
R319 900
Venue 1.0T Premium 7DCT
R349 900
Venue 1.0T N Line 7DCT
R499 900
We expect the prices above to include Hyundai’s standard 7-year/200 000 km warranty and a 3-year/45 000 km service plan.
Frequently Asked Questions (FAQ)
Q: What does the new 2nd-generation Hyundai Venue cost in South Africa?
A: According to Cars.co.za, pricing for the new 2nd-generation Hyundai Venue range starts at R319 900 for the 1.2 Premium 5MT, moves to R349 900 for the 1.0T Premium 7DCT and tops out at R499 900 for the flagship 1.0T N Line 7DCT.
Q: Which engines power the new South African Hyundai Venue line-up?
A: The local line-up features two carried-over petrol powerplants: a naturally aspirated 1.2-litre 4-cylinder engine producing 61 kW and 115 Nm (mated to a 5-speed manual) and a turbocharged 1.0-litre 3-cylinder engine delivering 88 kW and 172 Nm (paired with a 7-speed dual-clutch transmission).
Q: How have the dimensions of the new Hyundai Venue changed compared to the original model?
A: While maintaining its sub-4-metre length at 3 995 mm, the 2nd-generation Venue features a 20 mm longer wheelbase (2 520 mm), stands 48 mm taller (1 665 mm) and is 30 mm wider (1 800 mm), ostensibly providing improved cabin space and rear legroom.
Chery Group SA recalls Tiggo 4 Pro and C5 over rear-axle issue
Chery Group South Africa has announced a recall of certain Tiggo 4 Pro and Omoda C5 units over a potential issue with these Chinese crossovers’ respective rear axles…
Tiggo 4 Pro and C5 recalled in South Africa
Issue involves potentially defective rear axle
Recall includes over 20 000 units in Mzansi
Chery Group South Africa has announced what it describes as a “precautionary recall campaign” for certain Tiggo 4 Pro (a model that has since been supplanted by the Tiggo 4 Cross) and Omoda C5 units to “inspect the rear axle and replace it where necessary”.
The announcement comes shortly after Chery initiated a recall of nearly 54 000 units in China for the same “manufacturing issue” with rear axles. This was seemingly prompted by at least two instances in Malaysia (in 2024 and 2026) where the rear axle of affected vehicles completely detached.
According to Chery Group SA, the recall action in South Africa includes 17 508 units of the Tiggo 4 Pro and 2 685 units of the C5, all produced between 6 June 2022 and 31 December 2023. The company says “replacement parts are available in South Africa” and that “repairs will be prioritised”.
“These vehicles are being recalled as a precautionary measure, and inclusion in the campaign does not mean that every vehicle has a defective rear axle. Affected models are no longer being produced, and current models on sale in South Africa are not part of the affected batch of units,” Chery Group SA said in a statement.
“The campaign relates to a rear axle manufacturing issue that may affect the weld between the rear axle trailing arm and sleeve on some vehicles. In extreme and rare circumstances, the weld could fail and separate, which could affect wheel control and increase the risk of an accident,” the statement added.
Chery Group SA further emphasised that “inclusion in the recall does not mean that every vehicle has a defective rear axle”. The Chinese firm’s local division says the campaign “covers vehicles that may have been fitted with an axle from the identified production batch and is being undertaken as a precautionary measure to ensure that all potentially affected vehicles are checked”.
Vehicles included in the campaign will be inspected by one of Chery’s authorised dealers and, “where necessary”, affected units will have the “complete rear axle” replaced “free of charge”. Chery Group SA encouraged owners to check whether their vehicles were included in the campaign by entering their Tiggo 4 Pro’s VIN into the recall checker on Chery’s website or their C5’s VIN into a similar tool on Omoda’s website.
Frequently Asked Questions (FAQ)
Q: Why has Chery Group South Africa issued a recall for the Tiggo 4 Pro and Omoda C5?
A: Chery Group SA initiated a precautionary recall campaign to inspect and potentially replace rear axles on selected vehicles due to a manufacturing defect affecting the weld between the rear axle trailing arm and sleeve, which could compromise wheel control under extreme conditions.
Q: How many vehicles are affected by the Chery and Omoda rear axle recall in South Africa?
A: The South African recall affects a total of 20 193 vehicles produced between 6 June 2022 and 31 December 2023, comprising 17 508 Chery Tiggo 4 Pro units and 2 685 Omoda C5 units.
Q: How can South African Chery and Omoda owners check if their vehicle is recalled?
A: Vehicle owners can verify whether their model is part of the recall batch by entering their VIN into the online recall checker on Chery’s or Omoda’s South African websites. Inspections and complete rear axle replacements are carried out by authorised dealers free of charge.
The Volkswagen Caravelle is one of the most storied nameplates in South African family motoring, and now the all-new model has arrived exclusively as a plug-in hybrid. VW pitches it as an alternative to a luxury 7-seater SUV, but at almost R1.8 million, does this electrified Volksiebus make sense?
We like: Driving refinement; fuel efficiency; Caravelle comes generously equipped as standard.
We don’t like: It’s undoubtedly pricey; not as spacious as some rivals; small fuel tank.
Where does the Volkswagen Caravelle eHybrid fit in?
Ask any South African of a certain vintage about the Volkswagen Caravelle, and you’re likely to hear fond stories of family holidays along our national highways, school lift clubs and, if they’re somewhat interested in automotive history, the locally developed Audi-engined 2.5i and 2.6i models of the late 1980s and early 1990s. Of course, there are also those iconic David Kramer TV advertisements… Few nameplates have carried as much cachet in the people-mover segment.
The new Caravelle (T7) is a significant departure from its predecessors. It was developed by Volkswagen independently of the Ford-based Transporter (sold here in various Kombi-badged passenger variants), and here it’s offered in a single specification: the 1.5 TSI eHybrid Style 4Motion in the short wheelbase (SWB) body style. Gone is the trusty 2.0 TDI turbodiesel; in its place is a plug-in hybrid powertrain that combines a 1.5-litre turbopetrol engine with an electric motor on each axle and a 19.7 kWh battery pack.
Volkswagen is pitching the Caravelle as an alternative to luxury 7-seater SUVs, but it does have more traditional rivals too. Its only true direct competitor in South Africa is the GAC M8 Master PHEV Executive Plus (R1 499 900), another plug-in hybrid luxury MPV, which we haven’t yet tested, so we can compare the two only on specification and dimensions. Then there’s the all-electric Mercedes-Benz EQV 300, which costs a whopping R2.3 million and offers a claimed range of only 363 km. And, as we’ll see, there are other options well worth considering if your heart isn’t set on electrification…
How the Volkswagen Caravelle eHybrid fares in terms of…
Design
The Caravelle’s styling is clean and contemporary, with slim LED headlights joined by an illuminated light bar and a partially blanked-off grille that hints at the electrified powertrain. Specify one of the two-tone paint finishes and the Caravelle stands out more. In a single, sober hue, like the all-white of our test unit, it blends into the background somewhat.
And therein lies a dilemma. Volkswagen wants the Caravelle to be cross-shopped against luxury SUVs and, rationally, the comparison holds water. But luxury SUVs aren’t desirable only because they’re versatile all-rounders. They’re desirable because of the image they project and their muscular road presence.
A Land Rover Defender or Toyota Land Cruiser Prado says something about its owner when it pulls up at the school gate or a Constantia restaurant. A relatively conservative-looking bus, however well-specified on the inside, struggles to make the same statement, and in a very superficial world, that matters more than many buyers would care to admit.
Interior & Practicality
Volkswagen’s Digital Cockpit Pro instrument cluster and a 10-inch infotainment touchscreen (with wireless Apple CarPlay and Android Auto) dominate the dashboard, which is modern in its design, if not exactly cutting-edge; the system is VW’s older generation, rather than the larger-screened set-up found in the brand’s latest passenger cars. It unfortunately still has those annoying touch-sensitive slider controls for the volume and climate controls, just below the main infotainment screen. More disappointing, at this price, are the hard plastics used on the lower sections of the dashboard and door cards.
The driving position is excellent, however. You sit high, visibility is good in all directions and the major controls are easy to find and operate. The Style specification includes a 13-speaker Harman Kardon sound system, tri-zone climate control, 30-colour ambient lighting and, crucially for a family vehicle, electrically operated sliding doors on both sides alongside an electric tailgate.
The individual rear seats are mounted on rails, so the cabin can be configured in a variety of ways, and the much-loved Caravelle multifunction table is still present and correct. The seats weigh around 20 kg each, which is claimed to be 25% lighter than before. In terms of practicality, the Caravelle comfortably beats any luxury SUV at its price.
That said, the Caravelle isn’t quite as spacious as you might expect. A look at the dimensions explains why. At 1 941 mm wide and 1 907 mm tall, the VW is competitive with its rivals (the GAC M8 is 1 893 mm wide and 1 823 mm tall, while the EQV measures 1 928 mm and 1 901 mm). Its 3 124 mm wheelbase is also on par: longer than the GAC’s (3 070 mm); shorter than the EQV’s (3 200 mm).
However, at 4 973 mm long, the Caravelle is notably shorter overall than the M8 (5 212 mm), the EQV (5 140 mm) and even the diesel-powered Kia Carnival (5 155 mm) and Hyundai Staria (5 253 mm). In other words, the Caravelle’s cabin is generously proportioned, but its rivals offer more overall length to play with – including Volkswagen’s own Kombi SWB, by the way.
The Caravelle has a claimed payload of 592 kg (fully fuelled, with the driver aboard), which is sufficient for five passengers and a boot full of luggage, and it can tow a braked trailer of up to 1 570 kg. The latter figure is almost identical to the Kia Carnival’s. A Staria, however, can tow 2 500 kg and a Volkswagen Kombi (in SWB Style 4Motion guise) manages an impressive 2 800kg.
Performance & Driving
The Caravelle’s 1.5 TSI engine produces 130 kW and 250 Nm on its own; combined with the electric motors, the system outputs are 180 kW and 350 Nm. VW claims a 0-100 km/h time of 8.2 seconds, which is respectable for a vehicle weighing more than 2.2 tonnes. We just about matched the claim during our testing (8.24 seconds).
On paper, the GAC M8 Master is considerably more muscular (274 kW and 630 Nm), but it drives only its front wheels, whereas the VW benefits from 4Motion all-wheel drive courtesy of the rear-mounted electric motor. That’s a meaningful advantage on a wet, steep driveway with a full complement of passengers aboard.
The Caravelle starts up in EV mode by default and, with a fully charged battery, it can cover 90-95 km on electric power alone at speeds of up to 130 kph. That’s more than enough for the average day’s commuting and school runs. In Hybrid mode, the petrol engine and electric motors work together pretty much seamlessly.
On the road, the Caravelle is genuinely nice to drive. It feels more like a large passenger car than a van, which makes sense given that it rides on VW’s MQB Evo platform. The suspension strikes a good balance between long-distance comfort and composure through corners, the steering is light but accurate, and there’s enough in reserve for confident overtaking. As a cross-country tourer, it’s a pleasant companion and it’s very easy to manoeuvre around town, too.
Efficiency & Charging
Volkswagen claims a fuel consumption figure of just 1.9 L/100 km when the battery is charged, but as with all PHEVs, that number is achievable only if you plug in regularly. Once the battery is depleted, the claimed figure rises to 8.1 L/100 km (slightly more in our experience), and that’s where the Caravelle’s small 45-litre fuel tank becomes a limitation. But if you factor in regular charging into your schedule, the consumption will come down significantly.
VW quotes a combined range (petrol and electric) of between 556 and 700 km, which is modest for a vehicle that might be considered for long-distance family road trips. By comparison, the GAC M8 Master (with a 56-litre tank and a 25.6 kWh battery) claims a combined range of more than 1 000 km. Of course, GAC’s claims remain unverified.
The Caravelle eHybrid is sold with a 7.4 kW AC wallbox home charger, providing a charging time of five and a half hours. Fast charging is supported, allowing charging from 10% to 80% in 26 minutes under “optimal conditions”. For a plug-in hybrid, it’s a handy feature on a long trip, but most owners are likely to do the vast majority of their charging at home.
Charging costs
The Caravelle eHybrid supports up to 11 kW AC and 40 kW DC fast charging. Keep in mind charging speed drops significantly after 80% to safeguard battery health. If time is limited, charging to 80% is recommended.
Supplier
Rate per kWh
Cost (10% to 80% / 13.79 kWh)
Cost per km
Residential home
~R3.50/kWh
R48.27
R0.51/km
Public AC charging
~R5.88/kWh
R81.09
R0.85/km
Public DC fast charging
~R7.25/kWh
R99.98
R1.05/km
Public ultra-fast DC charging
~R8.35/kWh
R115.15
R1.21/km
Price & After-sales support
The Volkswagen Caravelle 1.5 TSI eHybrid Style 4Motion costs R1 794 000, which includes a 5-year/100 000 km maintenance plan, a 3-year/120 000 km vehicle warranty and an 8-year/160 000 km hybrid battery warranty. That warranty looks a touch stingy next to the GAC M8 Master’s 5-year/150 000 km cover (it also has a 5-year/100 000 km service plan), but VW’s extensive dealer network remains a significant advantage, particularly when you’re far from home on a cross-country road trip.
Volkswagen Caravelle 1.5 TSI eHybrid Style 4Motion
R1 794 000
Pricing correct in November 2026.
Verdict
The new Volkswagen Caravelle eHybrid is a niche offering. It blends the practicality of an MPV with a dose of luxury and the feel-good factor of electrification. It’s a pleasant, refined vehicle to drive. For a family that would otherwise consider a luxury seven-seater SUV, it makes a sound rational case. It’s more practical than any SUV at its price, its 4Motion drivetrain inspires confidence and VW’s dealer network offers peace of mind.
But rational doesn’t necessarily mean desirable. At almost R1.8 million, the Caravelle lacks the image of the SUVs it hopes to lure buyers away from; its cabin is less spacious than I’d anticipated; and its small fuel tank limits its range on long hauls. The cheaper, more powerful GAC M8 Master looks a strong proposition on paper, if you really must have a PHEV.
The Caravelle makes the most sense as a primarily city- or town-based runner, recharged every night and used mostly on electric power during the week, then pressed into service on weekends for sport or lifestyle outings. In that role, its electric range, all-wheel drive and flexible cabin all come into their own. Its main USP is refinement. However, is that alone worth its near-R400 000 premium?
If you really want to hit the long road with the same vehicle and have a genuinely all-in-one people mover, however, look elsewhere. There are a number of (mainly diesel-powered) offerings from Volkswagen itself – as well as the Ford vehicles upon which they are based – at significant savings. We would argue, however, that the Ford/VW siblings are nowhere near as refined and are much more van-like in character than the more upmarket Caravelle.
We think that the Caravelle’s deadliest minibus/MPV rivals are actually two Koreans, but for different reasons. Pick the Hyundai Staria if you prioritise space; it remains the king of long-distance, real-world family travel with a hint of luxury and style. Or pick the Kia Carnival if you want superb practicality with a strong dose of tech, design and luxury. Both use frugal turbodiesel engines that excel over long distances, and either will leave you with almost half a million rand to spare.
AARTO fines and demerit points: How to check, pay and appeal online
Most drivers see AARTO as a demerit points system. What’s often overlooked is how its deadlines affect what a fine actually costs. Here’s how to save money and avoid a nasty surprise on your NaTIS profile.
Despite several false starts over the past few years, the Administrative Adjudication of Road Traffic Offences (AARTO) system continues to be rolled out in phases. It aims to move minor traffic violations from a criminal process to an administrative one, while encouraging compliance through a standardised fine structure.
Most drivers are more concerned about demerit points, but these are also linked to how fines are calculated and when they’re paid. While the administrative enforcement process is being implemented, the demerit points system itself is not yet in operation.
How will AARTO demerit points work?
Image courtesy of unsplash.com.
Under the planned AARTO demerit points system, the days of racking up fine after fine without further consequences will be numbered. Each violation will carry a monetary penalty and, where applicable, demerit points linked to a driver’s profile.
Under the 2026 AARTO regulations, the planned threshold is 15 demerit points for both learner drivers and licensed drivers. If you exceed it, your licence will be suspended for 3 months for every point over the limit.
For example, 17 points would mean a 6-month suspension: 3 months for each of the 2 points over the limit.
If you’re disqualified for the third time, your driving licence will be cancelled. Once the disqualification period has ended, you may reapply for a driving licence under the applicable road traffic laws.
On the plus side, demerit points will not be permanent. One point will be deducted for every 3 months in which you commit no violations.
The 4-stage AARTO enforcement process
Image courtesy of unsplash.com.
There’s more good news: AARTO’s enforcement process is not all-or-nothing. A fine moves through several stages, giving you opportunities to respond. Ignore the warnings, though, and the costs and admin can mount.
The following process applies to AARTO infringements in areas where the system has been implemented.
Stage 1: Infringement notice. You’ll receive a notice in person, electronically or by registered mail. This is the cheapest and least painful stage: you may qualify for a 50% discount if you act within the applicable 32-day period.
Stage 2: Courtesy letter. If you haven’t acted after 32 days, you can expect a reminder. By then, the 50% discount has fallen away and an admin fee has been added.
Stage 3: Enforcement order. Still determined to tough it out? Your next notice will be an enforcement order. This brings more admin through a NaTIS hold, which can prevent the issuing or renewal of your driving licence, professional driving permit or vehicle licence disc.
Stage 4: Warrant of execution. If the matter proceeds to further enforcement, a warrant of execution may be issued. This allows measures such as financial deductions or the attachment of assets to settle the outstanding amount.
How to check and pay AARTO fines online
Image courtesy of unsplash.com.
Several online channels let you check, track and pay traffic fines without visiting a traffic department.
Official portal: The official AARTO portal lets you check relevant infringements and access the available payment and dispute options. What’s available depends on the issuing authority and whether the AARTO process applies.
Third-party payment platforms: PayThat, FinePay, Easypay, PayCity and FinesSA let you look up fines across several municipalities. Not every platform covers every municipality.
Municipal portals: The City of Cape Town and City of Johannesburg portals let you view camera-offence photos and pay fines directly. AARTO applies only where it has been implemented. The Western Cape is excluded from the current rollout, so check Cape Town fines through the city’s own channels rather than assuming they fall under AARTO.
Most banking apps and digital wallet services, such as Zapper, SnapScan and Masterpass, also let you pay by entering the fine reference number or scanning the QR code on the fine.
How to dispute or appeal an AARTO fine
Image courtesy of unsplash.com.
AARTO has its own administrative process for challenging infringements, including representations and appeals to the AARTO Appeals Tribunal. Your options depend on the stage your notice has reached.
Nominating another driver. You have 32 days to provide the details of the driver caught on camera: their full name, ID number, address and licence information. If the nomination is successful, the fine will be transferred to their profile, along with any applicable demerit points once the points system is in operation.
Submitting a representation. If you believe a fine is legally invalid – for example, because it contains incorrect vehicle details, involves duplicate number plates or was recorded by an incorrectly calibrated camera – you can challenge it with supporting documents. Your submission will be assessed. If it succeeds, the fine and all penalties will be withdrawn. If not, the fine and any additional penalties will be payable.
Image courtesy of unsplash.com.
Paying in instalments. If your dispute is rejected, or you cannot afford to pay the fine in full, you can apply to pay in instalments, subject to the applicable rules. The repayment period depends on those rules and the amount owed. You may lose the 50% early-payment discount, so check the terms before proceeding. It’s best to act before an enforcement order is issued.
Appealing to the AARTO Appeals Tribunal. If your representation is unsuccessful, you can appeal within the applicable deadline stated in the notice or decision you receive.
Stage
Document code
Action window
Financial impact
NaTIS/licence impact
Infringement notice
AARTO 01 / 02 / 03
First 32 days
50% discount on base fine
Demerit points not yet in operation
Courtesy letter
AARTO 12
Next 32 days
Discount withdrawn + admin fee added
System warning issued
Enforcement order
AARTO 13
After the next 32-day period expires
Full fine + admin fees
NaTIS block may apply; demerit points are not yet in operation
Planned demerit-point threshold
Not applicable
Once system is in operation
Not applicable
3-month suspension per point over 15
What many drivers fear about AARTO – and probably despise – is its demerit points system.
Viewed more objectively, though, it’s an administrative framework that aims to ease the burden on the justice system by rewarding proactivity and penalising procrastination.
Image courtesy of unsplash.com.
Taking a few minutes to check your AARTO status every few months can help you avoid extra admin fees and a nasty surprise when it’s time to renew your licence.
Best of all, it could keep a few pennies in your pocket – or, more accurately, prevent more from leaving it. That’s a pretty rare treat when you’ve landed on the wrong side of the law.
