Hyundai SA boss ‘not a fan of multi-franchise’ dealers
Hyundai Automotive SA’s boss says he’s “not a fan of multi-franchise” dealers, suggesting that “4 or 5 brands” in one dealership results in a loss of focus…
Hyundai’s local CEO says multi-franchise dealers “lose focus”
“I refuse that they multi-franchise [Hyundai] with the Chinese”
Says Motus-owned dealer network “promotes from within”
The head of Hyundai in South Africa says he’s “not a fan of multi-franchise” dealers, suggesting that squeezing “4 or 5 brands” into a single dealership results in a loss of focus.
Stanley Anderson, CEO of Hyundai Automotive South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
“If you look at all these new brands that have come in, they’re all multi-franchise. Especially the independent groups – they’ll put 4 or 5 brands in one building [with] one workshop. I’m not a fan of multi-franchise because you lose focus,” he told us.
“You sell what’s flavour of the month and whoever that manager is, he’s got 4 or 5 brands to keep happy – he’s always in meetings; he’s always away. Whereas 99% of our 43 dealers – and that’s close to 70% of our volume – [are] standalone Hyundai,” said Anderson, adding that way there are “no distractions”.
Year to date at the end of October 2025, Hyundai Automotive SA is 4th overall.
Motus Holdings – which imports and distributes the Hyundai, Kia, Renault, Mitsubishi and Tata (the latter restricted to passenger vehicles) brands in South Africa – said in its latest integrated report that 70% to 75% of its new-vehicles sales volumes were generated through Motus-owned dealerships, with the remainder sold via independent dealerships.
That said, in the retail-operations (as opposed to import and distribution) part of its business, Motus recently increased its Chinese-brand representation, now representing 9 marques from the East Asian country: BAIC, Chery, GWM, Haval, Jetour, Jaecoo, MG, LDV and Omoda.
In June 2025, the Santa Fe launched as Hyundai Automotive SA’s first hybrid.
Anderson emphasised that if an independent dealership group already authorised to sell Hyundai models approached him with a proposal to put a Chinese brand in the same showroom, he would flat-out refuse.
“I refuse that they [independent dealer groups] multi-franchise [Hyundai] with the Chinese – you must choose. If you come to me and say you want to put Jetour in [with a Hyundai dealer], I’ll say ‘well, then choose – either Hyundai or Jetour’. I refuse. Other brands are allowing it, unfortunately, but I just refuse.”
The launch of the Exter has helped increase Hyundai Automotive SA’s sales volumes.
Anderson – who was promoted into the local CEO role in July 2025 after almost 25 years with Hyundai Automotive South Africa – added that his dealers further defined themselves by their “activity-driven culture”.
“We have a very good performance culture in our dealer network. We also promote from within. We’ve seen if you take a dealer principal from Toyota or Volkswagen into Hyundai, it just doesn’t work,” he concluded.
Frequently Asked Questions (FAQ)
Q: What is the CEO of Hyundai Automotive SA’s stance on multi-franchise dealerships?
A: Stanley Anderson, the CEO of Hyundai Automotive South Africa, stated he is “not a fan” of multi-franchise dealers, suggesting that having “4 or 5 brands” in one location results in a loss of focus and distracts from their primary business. He notes that 99% of Hyundai’s 43 dealers are standalone.
Q: Does Hyundai Automotive SA allow its independent dealers to co-franchise with Chinese automotive brands?
A: Anderson explicitly stated, “I refuse that they multi-franchise [Hyundai] with the Chinese – you must choose”. He requires independent groups to select either Hyundai or the Chinese brand if they approach him with such a proposal.
Q: What approach does Hyundai Automotive SA take regarding its dealer network’s staffing and culture?
A: Anderson said that their dealer network operates with an “activity-driven culture” and a policy to “promote from within”. He added that taking a dealer principal from a competitor like Toyota or Volkswagen “just doesn’t work” within the Hyundai network.
Geely has become the umpteenth Chinese car brand to enter/re-enter the South African market over the last two years. But what does the new Geely E5 offer compared to its Chinese rivals?
When Geely exited the local market many years ago, there were no Chery sub-brands like Jetour or Jaecoo. And GWM’s Haval range wasn’t the mainstream hit it has become. Geely now enters a much more competitive South African SUV with the Geely E5.
Geely owns Volvo and holds a significant shareholding in Mercedes-Benz, giving it a good understanding of what luxury car buyers want. Combine that design awareness with the cost advantages of being a Chinese car company, and you know the new-generation Geely vehicles are all about value and an impressive tech stack.
Although it is one of China’s most established car companies, re-entering the South Africa market isn’t easy. But is the value offering strong enough to attract buyers in the frenzy of affordable luxury and tech offered by so many Chinese car companies in South Africa, at the moment?
Full width rear lighting strip is very VW SUV…
What Geely E5 Aspire offers
It’s a mid-sized SUV/crossover with a lot of Macan/Tiguan design inspiration. Clean lines, uncomplicated surfaces and decent passenger/luggage space.
There’s 461 litres of luggage space and a 51-litre underfloor storage area if you need really safe storage for valuable items. Or some wet/muddy adventure gear. But, like many Chinese SUVs the E5 doesn’t have a spare wheel, at all. It doesn’t even have a space saver. This is always an issue on South African roads due to pothole-strike risk.
At the effective R600 000 pricing threshold, the E5 Aspire offers a lot more standard cabin comfort and convenience equipment than you’d find on any Toyota or VW. There’s a 6-way electrically adjustable driver’s seat, front-seat ventilation, a 15.4-inch touchscreen, and a 10.2-inch instrument cluster.
The value offering is enhanced by the absence of many superfluous features that add cost without real value. Features like a panoramic sunroof and multi-colour ambient cabin lighting.
In a market with so many Chinese value SUVs with blended petrol-electric powertrains, why does E5 matter? Because it’s being marketed, at its launch price, as the most affordable PHEV. Total system outputs with the 1.5-litre naturally aspirated engine and electric motor are 193 kW. Don’t expect crazy acceleration, though, because E5 is hauling along a heavy 18.4 kWh lithium-iron phosphate battery back.
Benchmark acceleration is adequate: 0-100km/h in only 8 seconds. But it is underwhelming for something with nearly 200 kW. Why? Because E5 PHEV is heavy, at 1730 kg.
Efficiency was Geely’s goal with this PHEV SUV. Not performance. E5 is capable of a daily commute (80 km) on pure battery power. The total theoretical driving range, in ideal conditions, with a fully charged battery and a brimmed tank of fuel, is 943 km.
Geely is making a bold launch statement with the E5 Aspire, at R599 900. But does it really offer better value than other similarly-sized Chinese PHEV SUVs?
Power, space and a full size spare. Chery gets a lot right with this PHEV.
Chery Tiggo 7 CSH Plus R619 900
Same battery and engine size as the E5, but turbocharged. That helps the Tiggo 7 CSH to a total system output of 265 kW, making it a third more powerful.
The average fuel consumption with full battery assist is 4.9l/100 km, and the Tiggo 7 CSH has a theoretical driving range of 1200 km. And 93 km of pure EV-mode driving, which should cover a daily commute and school run with ease.
Chery’s most affordable mid-size PHEV SUV offers impressive standard equipment that Geely’s E5 Aspire doesn’t have. Inside the Tiggo 7 CSH, you’ll find powered front seats that also feature heating and cooling. There’s wireless charging, which the E5 Aspire doesn’t have, and front parking sensors with 540-degree surround camera functionality – both missing on the E5 Aspire.
There is a significant space difference between E5 Aspire and Tiggo 7 CSH is in the luggage area. The Tiggo 7 CSH’s luggage capacity is nearly a fifth larger at 626-litres. And crucially, it has a full-size spare wheel, which is a big win and proves that whoever did the local product planning for the Tiggo 7 listened to South African driver needs.
Chery’s Tiggo 7 CSH Plus is only about R20 000 more than Geely’s E5 Aspire, but it has significantly more performance, luggage space, standard equipment, and that anxiety-reducing full-size spare wheel.
Aero wheels, plenty power and many standard features. J7 offers a lot.
Jaecoo J7 SHS R689 900
Another Chery sub-brand offering a lot more power and spec than the Geely E5 Aspire, for not a lot more money.
Similar powertrain to the Tiggo 7 CSH, but slightly less total system power at 255 kW. Acceleration, overtaking performance and cruising refinement are still excellent. So is the range and average consumption. With a fully charged battery, you have 90 km of pure EV driving range. Start a journey with the 60-litre fuel tank and battery pack both full, and you have 1200 km of theoretical ideal cruising range.
J7 SHS has a lot more equipment than E5 Aspire, which is expected, as it’s priced nearly R100 000 higher. A panoramic sunroof, wireless charging, 15.8-inch touchscreen with Apple CarPlay/Android Auto, and a 360-degree camera are all standard features on the J7 SHS.
Its only real point of vulnerability is the missing spare wheel. This is a real issue on South African roads, where potholes and road debris can trigger tyre failure at the most inopportune times. In the J7 SHS, you’re relying on a tyre-inflation kit if anything goes wrong.
BYD is globally renowned for its advanced battery tech and futuristic interiors.
BYD Sealion 6 Comfort R639 900
Everyone knows BYD is the global leader in EVs, but the BYD PHEVs are what really matter to South African buyers.
The most affordable Sealion 6 Comfort can’t match the performance of any of the other Chinese PHEVs listed here. It has a similar-sized battery pack (18.3 kWh) and a 1.5-turbopetrol engine, but BYD’s engineers have configured the front-wheel drive Sealion 6 Comfort for peak efficiency instead of performance.
Sealion 6, in its front-wheel-drive configuration, has a total system output of only 160 kW. That means average acceleration (0-100km/h in 8.5 seconds), but the EV-only driving range is decent enough at 80km. With all energy systems charged and a full tank of petrol, you can expect average real-world consumption of 5.5l/100km.
Its luggage space is also the smallest of all, at only 425-litres. And there’s no spare wheel, either.
Sealion 6 has a lot of standard equipment. There’s a full ADAS suite with all the collision-avoidance and intervention systems you need, and a panoramic sunroof, which you really don’t need.
Inside, there is dual wireless charging and 8-way power adjustment for the driver seat. The 15.6-inch rotating infotainment touchscreen has excellent graphics, clarity and processing power. Best of all, it supports both Apple CarPlay and Android Auto.
Is the Y62-series Nissan Patrol worth considering as a used buy? Let’s take a look at this V8-powered ladder-frame-based SUV’s strengths and weaknesses…
Endowed with a naturally aspirated V8 petrol engine, a robust ladder-frame chassis and 7 seats, the Y62-series Nissan Patrol was unashamedly “old school”. But despite its advanced age and comparatively out-of-date configuration, this 3-row behemoth survived in South Africa all the way into 2025.
Entirely fitting, if you ask us, considering the Patrol still holds the title of the Yokohama-based brand’s longest-running model series, with a legacy that stretches back to the “4W60” of 1951.
The Patrol arrived in SA nearly 8 years after its global reveal.
Of course, the Y62 series positively dwarfed the 4W60 original. In fact, measuring a whopping 5 165 mm long and standing nearly 2 metres broad (excluding its side mirrors), the 7th-gen Nissan Patrol was perhaps dimensionally overqualified to serve as the Japanese brand’s flagship SUV in Mzansi.
Interestingly, the Patrol effectively replaced the closely related Infiniti QX80 in the local market, with the latter Z62-series model enduring a short but comparatively unsuccessful stay in South Africa. Just like the Infiniti brand itself, then.
Considering its positioning, it’s no surprise the Patrol wasn’t a volume driver.
Still, the Patrol was anything but a volume driver. In fact, according to figures reported to industry representative body Naamsa, the Japanese firm sold just 115 units in 2023, a figure that fell to a mere 81 examples in 2024. Just a few units were registered in the opening months of 2025, before Nissan SA quietly pulled the plug on the Patrol.
Although the Y63-series Nissan Patrol, which features a twin-turbo 3.5-litre V6, was unveiled in September 2024 and has since gone on sale in various Middle Eastern markets (as well as in North America), a delay in right-hand-drive production means it’s planned to arrive in South Africa only in 2027.
Nissan Patrol (Y62) model line-up in SA
By the time the Y62 Patrol arrived in SA, it had already been facelifted.
The Y62-series Nissan Patrol was revealed in Abu Dhabi in February 2010. However, South Africa had to wait until December 2017 – yes, nearly 8 years later – for this model to make local landfall (the Infiniti QX80, meanwhile, plugged part of that gap, from 2015 until the Patrol’s arrival).
When it did finally touch down, the Patrol had already benefitted from a facelift. At launch in Mzansi, just a single derivative was available. Curiously, while the press material referred to this variant as the “Premium” grade, official specification sheets and brochures listed the trim level as “LE”.
In August 2020, an updated version of the Patrol arrived in South Africa, sporting more modern front-end styling, revised taillamps and a fresh design for its 18-inch alloy wheels.
Inside, the upgraded SUV gained new diamond-stitch quilted leather seats (with “added padding”), while extra insulation saw “significant reductions” in noise and vibration, according to Nissan.
The Patrol scored another styling update in 2020.
Nissan SA made no further official updates to the Patrol. However, in 2023, the BB Group of Nissan dealerships launched a “Black Hawk” limited-edition variant, complete with an aggressively styled body kit and a supercharger boosting the V8’s outputs to 396 kW and 772 Nm. We’re told these updates were “endorsed” by Nissan SA, with the warranty and service plan seemingly remaining intact.
In the end, the Y62-series Patrol enjoyed a nearly 8-year run in South Africa. Still, by the time it had quietly driven off into the local sunset around April 2025 (despite right-hand-drive production continuing for markets such as Australia), this generation was more than 15 years old.
What are the Y62-series Nissan Patrol strengths?
The Y62-series Patrol was all about the V8.
Plenty of V8 shove: What was the burly Patrol’s defining feature? We’d argue it was its powertrain. The naturally aspirated 5.6-litre V8 (VK56 K1) churned out a heady 298 kW at 5 800 rpm and 560 Nm at 4 000 rpm, peak outputs that were delivered to all 4 corners via a 7-speed automatic transmission.
Though Nissan didn’t list an official 0-100 kph time, the figure was thought to be somewhere around 7.5 seconds, despite the Patrol weighing in at more than 2.7 tonnes. Since there was no need to wait for pesky turbochargers to spool up, the smooth-revving V8 exhibited near-instantaneous throttle response.
Effortless overtaking oomph? Check.
This resulting effortless overtaking grunt was accompanied by a creamy V8 engine soundtrack, though the exhaust note was somewhat muted – in line with this SUV’s premium character. All that oomph also made the Patrol a highly capable towing vehicle, with Nissan listing a braked towing capacity of 3 500 kg.
Genuine off-road ability: The Y62-series Patrol was an exceedingly comfortable SUV on tarmac, thanks to its forgiving suspension set-up and meaty 265/70 R18 tyres. But it also excelled off the beaten track, where it benefitted from a 4WD system featuring “Auto”, “4H” and “4L” settings (activated via an electronically controlled part-time transfer case) plus “Rock”, “Sand” and “Snow” modes.
The hulking SUV was highly capable off the beaten track.
Other useful 4WD features included a rear differential lock, a rear helical limited-slip differential (LSD) and hill-descent control, while the listed ground clearance was a lofty 272 mm. The approach, breakover and departure angles came in at 34.3-, 24.4- and 26.2 degrees, respectively. Interestingly, the Patrol came fitted with Nissan’s “Hydraulic Body Motion Control” system rather than air suspension.
Loads of interior space and spec: Considering its exterior dimensions, it should come as no surprise that the Patrol’s cabin was cavernous. Nissan claimed the Y62 series boasted the “largest interior space in its class”, while even the 3rd row of 2 seats was capable of accommodating average-sized adults.
Plenty of space inside.
Befitting its flagship status, specification levels were lofty. The front seats, for instance, were not only trimmed in leather but power adjustable and climate controlled. A heated steering wheel, an electrically adjustable steering column, dual-zone climate control (with dedicated 2nd-row controls), satellite navigation and a 13-speaker Bose audio system (with a subwoofer and amplifier) were also standard.
Occupants of the 2nd row enjoyed access to 8-inch screens fitted to the rear of the front-seat headrests, while 9 cupholders and 4 bottle holders were scattered around the cabin. A sunroof, a powered tailgate and a raft of safety features (from a 360-degree camera, parking sensors and intelligent cruise control to lane-departure warning and an off-road monitor) also made the list.
What are the Y62-series Nissan Patrol’s weaknesses?
The V8 had a bit of a drinking problem…
Extremely thirsty V8 engine: There is no escaping the fact that the Y62-series Patrol‘s V8 powerplant was incredibly thirsty. In fact, the Japanese automaker’s local division listed a claimed combined fuel consumption as high as 14.4 L/100 km. In the real world, of course, the figure was even loftier.
While this likely wasn’t an issue for customers in oil-rich Middle Eastern markets, it surely put off several potential buyers here in South Africa. Still, at least Nissan fitted the Patrol with a 140-litre tank, allowing it to compete with more fuel-frugal competitors on cruising range (and indeed overlanding potential).
At least the Patrol had a 140-litre fuel tank.
In addition to significant fuel spend, buyers had to contend with arguably higher-than-average general running costs. The Patrol’s hefty weight, for instance, resulted in accelerated wear and tear on friction components such as brakes and tyres.
Lack of a turbodiesel option: If the Y62-series Patrol had been available in turbodiesel form, would it have attracted more local buyers? The answer is unquestionably “yes”, since diesel was – and remains today – the fuel of choice in this segment.
Outdated cabin: Despite being crammed full of standard equipment, the Patrol’s cabin felt outdated from the very moment the vehicle landed in Mzansi. Unsurprising, perhaps, considering the Nissan’s Y62 series traced its roots all the way back to 2010.
We suspect there were few fans of the glossy woodgrain trim applied to the centre console and dashboard, while the 8-inch touchscreen that did duty throughout the Patrol’s local lifecycle felt primitive compared to rival systems. This lack of modern infotainment was all the more frustrating since various other markets upgraded to a larger touchscreen (with Apple CarPlay and Android Auto) and a redesigned centre console years before the SUV was discontinued in our market.
How much is a used Nissan Patrol in SA?
When viewing a used example for sale, check for underbody damage.
In South Africa, the Y62-series Patrol shipped standard with a 6-year/150 000 km warranty, as well as a 3-year/90 000 km service plan (with intervals of 15 000 km). The only listed options were “Nissan Approved Accessories” in the form of a detachable flange-type tow bar and an electrical towing kit.
At launch back in December 2017, the Patrol was priced at R1 299 000, while the last list price we saw for this model before its exit from the South African market in 2025 was R1 779 900.
At the time of writing, most examples on the used market were facelifted models.
When shopping on the used market, we’d suggest steering clear of modified examples, where possible. Furthermore, since the Patrol was lauded for its off-road prowess, it’s imperative to check for underbody damage that may have been sustained during overly enthusiastic jaunts off sealed surfaces.
At the time of writing, we found only 12 examples of the Y62-series Nissan Patrol on Cars.co.za. Just 4 took the form of the pre-2020 version, while 3 were supercharged “Black Hawk” derivatives. Another 2 examples were fitted with superchargers; 1 of those units also featured a so-called “Falcon” body kit.
The unmistakable front end of the Black Hawk edition.
Mileages ranged from just 500 km on the single 2025 model-year unit listed to 140 000 km on a stock-standard 2017 example. White was the most common paint colour, accounting for 7 of the 12 listings.
Below R800 000: We discovered just 3 listings below this price point, with one example from each of the opening 3 model years. All showed mileage over 90 000 km and all appeared unmodified.
R800 000 to R1 000 000: A further 3 units were positioned between these pricing bookends. Here we found a low-mileage 2019 example along with a pair of 2021 units, each showing around 80 000 km.
R1 000 000 and up: A 7-figure budget unlocked access to the remaining 6 listings. This group comprised a standard 2024 unit along with the 5 supercharged examples mentioned above. The most expensive Patrol we found was a 2023 Black Hawk – fitted with a B6 discreet armouring package, no less – listed for R3 599 999.
Which Y62-series Nissan Patrol should I buy?
The updated model featured thoroughly overhauled styling, front and rear.
Since the Nissan Patrol was available locally with just a single powertrain option, you need only decide which exterior design you prefer: the earlier version or the updated iteration that arrived in August 2020.
Of course, your budget may ultimately make that decision for you. But we’d argue the more modern styling of the latter – led by the so-called “V-motion” grille up front – is considerably easier on the eye, so we’d favour a later model year.
What models competed against the Y62-series Patrol?
The Patrol’s key rival was Toyota’s Land Cruiser 200.
In South Africa, the Y62-series Nissan Patrol’s chief rivals were the likewise ladder-frame Toyota Land Cruiser 200 and the Toyota Land Cruiser 300 that followed in 2021. By extension, the Lexus LX – initially in J200 form and later in J310 guise – was also a Patrol competitor.
Shoppers in this large 7-seater SUV segment might also have considered the 5th-gen Land Rover Discovery and even the L663-series Land Rover Defender (either the 110 with an optional 3rd row or the longer 130). There were also the usual German suspects, but they appealed to a different kind of buyer.
The Patrol has a modestly sized yet loyal fanbase.
Ultimately, the biggest thorn in the Patrol’s side in local-sales terms was Toyota’s Land Cruiser, which was crucially available in turbodiesel form. While the big Nissan wasn’t anywhere near as popular in South Africa as its Toyota-badged rivals – which makes unearthing a well-maintained, stock-standard example anything but straightforward – it nevertheless built up a modest but loyal local following.
After all, there’s something eminently charming about an old-school SUV with a thumping V8 under its bonnet – particularly to shoppers who have a least 1 foot planted in the “there’s no replacement for displacement” camp. Add proven mechanicals and authentic off-road chops, and we can certainly see the appeal. Now, if only petrol were a mite cheaper…
Stellantis SA boss says new Chinese brands must ‘invest’
The head of Stellantis SA says Chinese brands “build great vehicles” and have a “right” to enter the local market, though he has called on newcomers to “invest in the country”…
Local Stellantis boss calls for “level playing field”
Says modern Chinese brands “build great vehicles”
Stellantis launches China-founded Leapmotor in SA
While the man at the helm of Stellantis South Africa says new Chinese brands have “a right” to enter the local market, he has called on government to strongly encourage them to “invest in the country”.
Mike Whitfield, Managing Director of Stellantis South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.
Mike Whitfield during the Cars.co.za podcast.
“The competition is real – it’s not going to change – and protectionism has a short-term impact. However, let’s not underestimate the importance of ensuring that we at least put the local market on a level playing field,” the veteran executive told us.
“By the same taken, there needs to be strong encouragement for [new brands] – and I’m not talking about [companies that sell] 100 or 200 [units a month], but the bigger players that are coming in – to invest in the country, one way or another, in terms of manufacturing.”
The brands under the Stellantis umbrella.
Whitfield, who took the helm at Stellantis SA in September 2023 after a 42-year career with Japanese automaker Nissan, added that modern Chinese brands generally “build great vehicles”, something he suggested they could be doing locally, too.
“They’ve got a right [to come into SA] – they build great vehicles. Quality is good, technology is good, design is good. Competition is healthy, but it must be on a level playing field. I really believe that government should be working very closely with those brands to invest in the country and do proper investment,” he said.
The Stellantis site in Coega (image distributed late in 2024 by the Coega Development Corporation).
“Protectionism is not the long-term solution. We need to create the business environment – and a strong enough business case – for those who want to be part of this economy and benefit from it, to also invest in it.”
Interestingly, Stellantis SA – which plans to start local assembly the Peugeot Landtrek in the Eastern Cape “towards the end of 2027” – recently welcomed a Chinese brand to its stable. Leapmotor International is a joint venture (with exclusive rights outside of China) between Chinese firm Zhejiang Leapmotor Technology and Stellantis, with the latter holding a 51% majority stake.
Stellantis SA launched the Leapmotor brand in SA in October 2025.
The new-to-Mzansi brand thus falls under the broader Stellantis umbrella, alongside marques such as Alfa Romeo, Citroën, Fiat, Jeep, Opel and Peugeot. As such, it effectively leverages Stellantis South Africa’s existing sales and service network.
As a reminder, Stellantis is a Netherlands-based multinational corporation that was formed in early 2021 with the merger of Fiat Chrysler Automobiles and the PSA Group.
Frequently Asked Questions (FAQ)
Q: What is the Stellantis South Africa Managing Director’s view on modern Chinese vehicle brands entering the local market?
A: Mike Whitfield, Managing Director of Stellantis South Africa, stated that modern Chinese brands generally “build great vehicles” with good quality, technology, and design, and that they have a “right” to enter the South African market.
Q: What action did the head of Stellantis SA call for regarding Chinese brands entering the country?
A: Whitfield called on the government to strongly encourage new Chinese brands, particularly the bigger players, to “invest in the country,” especially in terms of manufacturing. He believes this is necessary to ensure a “level playing field” for the local market.
Q: How is Stellantis SA directly involved with a Chinese brand?
A: Stellantis SA recently launched the Chinese brand Leapmotor in South Africa. Leapmotor International is a joint venture (with exclusive rights outside of China) between Stellantis, which holds a 51% majority stake, and Chinese firm Zhejiang Leapmotor Technology.
Value-hunting South Africans seeking a crossover that combines style and features need look no further than the Haval brand’s popular lineup of compact to medium SUV models. Deciding between the Jolion, H6, or H7 can be tough. We’ll help you decide.
When Chinese manufacturers arrive, market disruption is inevitable. The Haval SUV brand sits within Great Wall Motor’s (GWM‘s) stable, which now includes the P-Series, Tank and Ora ranges. Launched in 2017, the H2 small crossover (shown below) was the first Haval SUV to be offered in the Republic.
Since then, the Haval story has become a sales phenomenon of well-matched products tuned to the needs of budget-conscious and discerning South African crossover and SUV buyers.
Diverse yet uniquely appealing, models like the now-discontinued H2, its slightly more substantial Jolion replacement, and the H6 family car have been runaway successes, propelling GWM into the ranks of top-selling Chinese automakers in the country alongside Chery, which has several sub-brands of its own.
As the business model of legacy brands that insist on pricing luxury features as optional extras continues to falter, Haval’s recipe for success remains simple and effective: offering more for less. In January 2025, Haval launched the H7, a rugged, retro-inspired, semi-off-roader that occupies a position above the H6.
Watch GWM’s 18 years in South Africa – What’s next for Haval, Tank and Ora?
Haval‘s new-vehicle sales figures prove the point: the Jolion and H6 have redefined the family crossover landscape by sharing the same winning Haval DNA: low cost, excellent technology, and purposeful looks.
However, when it comes to serving the unique needs of your home, from the single commuter to the large, extended family, each Haval SUV model carries its own distinct blueprint. Let us take a closer look.
The price brackets dotting the R300 000 to R600 000 range are unquestionably where the most intense competition is found in the new vehicle market. This segment is saturated with crossovers, forcing manufacturers to fight hard on both price and features to capture the budget-conscious buyer.
The ever-increasing cost of living means finding optimal value in major purchases is critical. Put simply, your hard-earned Rands need to reach the maximum value. In the Haval Jolion, they do that, and more.
It is worth noting that in early 2024, the Jolion range was subdivided into the City and Pro grades. The Jolion City is positioned as the volume-driven price fighter, offering the most accessible entry point to the Haval SUV brand.
Nevertheless, the City grade is specified with an extensive list of standard luxuries, such as an Android Auto/Apple CarPlay-compatible 10.25-inch touchscreen infotainment system, front 12V power socket, front and rear USB ports, cruise control, keyless entry, and tyre-pressure monitoring. Indeed, the entry-level Jolion variants are highly competitive offerings at the budget end of the small-crossover market.
Watch Ciro De Siena’s video review of the 2021 Haval Jolion:
Stepping up, the 5-strong Jolion Pro range levels up with a sportier exterior and more in-car tech for the Haval small SUV. The more upmarket Jolion Pro is also enhanced with advanced safety gear not typically available in its peers at this price point. All derivatives from the mid-spec upwards are equipped with an active safety suite, the depth of which is stepped according to the model grade.
The range-topping Ultra Luxury trim adds substantial amenities such as wireless charging, heated front seats (with venting for the driver), a head-up display, and 18-inch alloy wheels.
The latter – a 1.5-litre petrol-electric hybrid – significantly increases the overall range’s appeal, providing a compelling option for those for whom fuel efficiency is top priority.
It may not be South Africa’s cheapest hybrid, but it is certainly the best-specced one at that price point. It achieves this by combining the petrol engine with an electric motor to deliver both robust acceleration and improved economy, making it a highly practical choice for urban commuting and longer journeys.
Simply put, the Haval Jolion offers superior size and standard features for the price, significantly undercutting all its main competitors in the crucial value-for-money metric. It also boasts one of the most powerful engines in its class, although this performance often comes at the cost of overall fuel economy in the non-hybrid versions.
Such substantial specification is typically reserved for larger, more expensive vehicles, leaving the Jolion’s rivals, such as the Volkswagen T-Cross and Hyundai Venue, in what is probably the country’s most crowded segment, struggling to compete.
Watch Jacob Moshokoa’s video review of the Haval Jolion Pro:
How much does a Haval Jolion or Jolion Pro cost in South Africa?
Prices (correct in November 2025) include a 7-year/200 000 km warranty, 7-year unlimited km roadside assistance, and a 7-year/75 000 km service plan. Hybrids’ batteries carry an 8-year/150 000 km warranty. Services are scheduled every 12 months or 15 000 km.
Could you ever imagine a waiting list for a Chinese car? When the first H6 landed in Mzansi in 2021, that was indeed the case, as H6 units flew off the showroom floors faster than Haval could bring them in.
That demand was entirely due to its barely believable pricing. At launch four years ago, prices varied between R419 000 for the entry-level model and R514 000 for the fully-loaded flagship.
The latter was still cheaper than the competing rep-spec Volkswagen Tiguan. This aggressive pricing positioning announced Haval’s intent in the market.
With cavernous rear passenger space, a genuine premium build feel, more than adequate performance from two engine types and two drivetrain configurations, and a specification list usually found in a far more expensive vehicle, the Haval H6 is arguably one of the most compelling buys in its category.
Like the Jolion Pro, the Haval H6 sports one of the beefiest engines (a 2.0-litre 4-cylinder turbopetrol producing 170 kW/380 Nm) in its category. It is also in the ballpark for one of the least expensive all-wheel-drive models; only the Chery Tiggo 7 Max 1.6T AWD undercuts the Haval, and only marginally.
There are also two range-topping 1.5T HEV (petrol-electric hybrid) variants to choose from, equipped with strong powertrains (179 kW/530 Nm) and delivering a commendable claimed fuel consumption of 5.2 L/100 km, although consumption is likely to be higher outside of laboratory conditions.
Watch Ciro De Siena’s launch review video of the 2025 Haval H6 1.5T HEV Ultra Luxury:
As a comfortable family car that combines bold design, impressive features and technology, plus performance and efficiency, at impressive price points, the Haval H6 is a compelling proposition.
Interestingly, the mid-to-high R600 000 price points of the H6 1.5T HEV variants create an in-house dilemma for Haval. This is because the brand’s design-focused H6 GT variants, with their undeniably eye-catching, coupe-inspired styling, start from R665 950 (for the 2.0GDIT 4WD Super Luxury).
The flagship of the H6 GT – the halo model of the Haval SUV range – is the ultra-quick 1.5T PHEV 4WD Ultra Luxury plug-in hybrid, which retails at R799 900 (November 2025). Ultimately, the H6 GT provides a niche, performance-styled offering that sits neatly alongside the brand’s headline family car.
Prices (correct in November 2025) include a 7-year/200 000 km warranty, 7-year unlimited km roadside assistance, and a 7-year/75 000 km service plan. Hybrids’ batteries carry an 8-year/150 000 km warranty. Services are scheduled every 12 months or 15 000 km.
Whereas the Haval H6 is the shark in an ocean of me-too-ing softroaders, the more rugged, off-road focused Haval H7 targets a niche only rivalled by a handful of competitors (such as the BAIC B40 Plus, GWM Tank 300 and perhaps the Mahindra Scorpio N).
This is especially true for the 4×4 Super Luxury variant of the Haval H7, which has 200 mm of ground clearance, a locking rear differential, and no fewer than 9 off-road drive modes.
Of these, the aptly named Tank is the most appropriately equipped for gravel travel with its ladder-frame chassis and low-range transfer case. Nonetheless, the Haval H7 with its retro-modern front-end styling, sports respective approach and departure angles of 24 degrees and 30 degrees.
The H7 shares its platform with the H6, but it’s longer, wider, taller, and offers more occupant and load space. All variants but the range-topping 1.5T HEV Super Luxury (which gets the H6’s hybrid powertrain) are powered by a 2.0-litre 4-cylinder turbopetrol motor mated with a 9-speed automatic transmission.
Tech-wise, even the entry-level 2.0T Luxury (R604 950 in November 2025) is equipped with a 14.6-inch infotainment screen, a 12.3-inch digital instrument cluster, a panoramic sunroof, wireless Apple CarPlay and Android Auto, and heated seats, as well as an extensive array of safety features, including 6 airbags.
Despite its off-road promise, many buyers will not require a 4-wheel-drive (4WD) version. If styling and space are your primary motivations, it is tempting to save R70 000 (based on the November 2025 price list) and choose the entry-level variant over the 2.0T 4WD Super Luxury.
And, if you are not entirely obsessed with the H7’s styling and simply want a family car with all-paw traction and a comprehensive array of features, the H6 2.0T Ultra Luxury 4WD is a good alternative.
Prices (correct in November 2025) include a 7-year/200 000 km warranty, 7-year unlimited km roadside assistance, and a 7-year/75 000 km service plan. Hybrids’ batteries carry an 8-year/150 000 km warranty. Services are scheduled every 12 months or 15 000 km.
Q: What is the Haval brand’s main strategy for success in the South African market?
A: Haval’s recipe for success is simple: offering superior value by including more luxury features and technology as standard, significantly undercutting legacy brands in the segment.
Q: Which Haval SUV model is positioned as the entry-level price fighter in South Africa?
A: The Haval Jolion City grade is positioned as the volume-driven price fighter, offering the most accessible entry point to the Haval SUV brand for budget-conscious buyers.
Q: What is the key difference between the Haval Jolion City and the Jolion Pro grades?
A: The Jolion Pro range levels up with a sportier exterior, more in-car technology, and advanced active safety gear compared to the volume-driven, budget-focused Jolion City grade.
Q: What kind of driver is the new Haval H7 designed for?
A: The rugged, off-road-focused Haval H7 targets a niche buyer looking for retro-inspired styling, more occupant and load space, and genuine off-road features like 200 mm ground clearance and 9 off-road drive modes.
Q: What is the claimed fuel efficiency for the Haval H6 1.5T HEV hybrid model?
A: The Haval H6 1.5T HEV hybrid variants deliver a commendable claimed fuel consumption of 5.2 L/100 km (litres per 100 km).
BMW Crossover models for Sale in South Africa
Still the go-to gateway badge for sparking suburban envy, the X1, X2, X3 and X4 are BMW premium crossover models that blend luxury appeal with family-car practicality. Which one is right for you? Here are prices and specs for those models.
Be it for survival or greed, ever since the advent of the segment-defining X5 in 1999, BMW has milked the definition of its self-styled “sports activity vehicle.” In this article, we discuss internal combustion engine and PHEV versions of the BMW brand’s premium crossover models (X1 and X2), as well as the locally produced X3 executive SUV and its X4 coupe-esque sibling. Info is correct for November 2025.
BMW devised the “Sports Activity Vehicle” (SAV) concept to disassociate its SUVs – and, more recently, premium crossover models – with the body-on-frame construction (and associated dynamic and safety limitations) of traditional off-roaders in favour of a more luxurious approach to rakish family cars.
These “SAVs” sure looked the part (that was job 1) and often featured all-wheel drive, but weren’t meant to leave the tarmac; at the same time, they didn’t have the dynamic ability of the brand’s sports sedans.
The market, however, had no misgivings about that “disconnect” – the tremendous success of X models emboldened BMW to expand its line-up of urban adventure vehicles (and churn out faintly ridiculous M-badged ones). They became so popular that they now easily outsell the sedans that made BMW famous.
The BMW X3 has subsequently become the Bavarian brand’s sometime best single-model performer, which spun off into the X1 in 2010, the X4 (as a shrunken X6) in 2014 and finally the X2 in 2018.
None of this would have been possible without an obsessive bout of platform sharing, as today the X1, X2 and 1 Series are mechanically identical, using the front-driven Mini Countryman platform. That leaves the X3 and X4 to rely on the rear-driven platform also found in the 3 Series, 4 Series and 5 Series.
Despite the shared DNA, styling differences and creative buzzword soup has somehow managed to still individually define the roughly-same-sized BMW X1, X2, X3 and X4. Which one, then, should you buy?
BMW X1 premium crossover
Essentially a grown-up Mini, the BMW X1 is a (not-so-small, but technically, the smallest) BMW premium crossover that balances badge promise with budget and a reasonable breadth of capability.
Three engine types are available – turbopetrol, plug-in hybrid and turbodiesel; as well as a range-topping M35i performance variant with its 2.0-litre 4-cylinder turbopetrol engine shared by the M135i/M235i.
While miles removed from what once made BMW great, the 3rd-gen BMW X1 offers a future-first cabin, engaging-for-its-category road manners, and remains a better-packaged buy than say, an Audi A3 Sportback – in terms of interior space, it’s only really challenged by the Alfa Romeo Tonale.
This iteration of the X1 was a World Car of the Year finalist in 2023 and won the Premium Crossover and Electric Vehicle (in iX1 guise) categories of the 2023/24 Cars.co.za Consumer Awards programme.
Entry-level it may be, but proportionally, today’s X1 just about matches its 2003-era X3 forebear in terms of dimensions. It may not be all that engaging to drive, but for its target market, it ticks ALL the boxes.
Watch Ciro De Siena’s video review of the 2023 X1 sDrive18i xLine:
Now for the less positive. The coupe-inspired X2 personifies compromise. Neither boulder-busting off-roader nor heart-in-the-throat hot hatch, unless for aesthetic motivations – it’s hard to rationalise why anyone would pick the X2 over the better-priced and more practical (though mechanically similar) X1.
Watch Ciro De Siena’s launch review of the BMW X2:
On the other hand, even the base model is specced in M Sport grade (mind you, still R36k dearer than the X1 M Sport equivalent); alongside the range-topping BMW M35i version of the coupe-like premium crossover that, owing to its 1 700 kg mass, is nowhere as athletic as its numbers suggest.
Watch Jacob Moshokoa’s video review of the BMW X2 M35i:
Recognising the X2’s urban fanbase, BMW have opted not to offer a hybrid option for the local line-up – only serving to underline the car’s limited appeal beyond that of a glamour model.
Remember the days when a new 3 Series still cost R300 000? (That’s the surest way of feeling really old, really fast.) The answer, should you care, is around 2010. Today, a rep-spec 320i will set you back more than 3 times that: nearly a 7-digit price for an entry-level BMW sedan fitted with zero options.
There’s a multitude of factors to blame for that spine-chilling jump in price, yet most significantly the cessation of local production by BMW of the F30-gen 3 Series, and replacing it with the imported G20-iteration of the business class sedan, which was subjected to a raft of SARS-appeasing taxes and duties.
For that money, it’s no wonder that smart buyers have eschewed the 3 Series – and not just in Mzansi – in favour of the more commanding X3 with a manageable SUV footprint and broader palette of lifestyle-enabling abilities. Unlike in the X2, all 3 engine types make a welcome return, and the proudly South African-made X3 is pleasingly headlined by the M50, powered by BMW’s superb turbocharged inline-6.
Released as an all-new model in 2024, the latest-gen X3 is big on tech but equally big on divisive looks; and certainly its compatriot rivals in the Mercedes-Benz GLC and Audi Q5 prove that less is usually more in the styling stakes.
Besides, as far as size is concerned, more is more. As another oversized BMW crossover, well, more of an executive SUV, today’s X3 easily compares to the first-gen X5 once the tape measure is rolled out.
Watch Ciro De Siena’s video review of the BMW X3 M50:
Some discontinued cars eventually turn into classics – and some don’t. As part of a consolidation of its model line-up ahead of the arrival of the Neue Klasse electric platform in 2027, BMW is discontinuing several of its slow-selling cars, including the 8 Series, Z4 and X4, with no replacements in the pipeline.
Of these, the X4 will be the least missed. Yes, the Quasimodo-backed X6 is a spatially and visually compromised version of the X5 premium SUV, but for better or worse, it has plenty of kerb presence.
As a shrunken version of the X6, the X4 does BMW no favours when the Mercedes-Benz GLC Coupe and Range Rover Velar are better-looking and more respectable takes on the humpback crossover genre.
Watch a drag race between a Jeep Trackhawk and a BMW X4 M:
To its credit, the X4 (based on the previous iteration of the X3) is sportier than the current X3, which is admirable. Except – if you’re truly after a sport utility, why aren’t you considering a Porsche Macan?
As far as BMW’s even-numbered X models go, and radical styling jeopardises practicality – especially in family vehicles – thinking out of the box is overrated: you’re best off with everyday superheroes like the X1, or X3, provided your budget allows it.
Q: What are the core mechanical differences between the smaller BMW X1/X2 and the larger X3/X4?
A: The BMW X1 and X2 are mechanically identical, using the front-driven Mini Countryman platform. In contrast, the X3 and X4 rely on the rear-driven platform also found in the 3 Series, 4 Series, and 5 Series.
Q: Which BMW crossover won the Premium Crossover category at the 2023/24 Cars.co.za Consumer Awards?
A: The 3rd-generation BMW X1 won the Premium Crossover and Electric Vehicle (in iX1 guise) categories of the 2023/24 Cars.co.za Consumer Awards programme.
Q: Is the BMW X4 being discontinued?
A: Yes, as part of a consolidation of its model line-up ahead of the Neue Klasse electric platform in 2027, BMW is discontinuing the slow-selling X4, with no replacement currently in the pipeline.
Q: What does BMW call its SUV/Crossover models?
A: BMW devised the “Sports Activity Vehicle” (SAV) concept to differentiate its SUVs and premium crossover models from traditional body-on-frame off-roaders.
BMW i4 (2025) Price & Specs
The BMW i4 line-up in South Africa has been tweaked, with the eDrive35 derivative gaining a little extra range and the 442 kW M60 xDrive arriving as the new flagship…
BMW quietly revises i4 EV line-up in Mzansi
eDrive35 variant scores some extra range
442 kW M60 xDrive arrives as new flagship
The 2-strong BMW i4 portfolio in South Africa has been quietly adjusted, with these latest changes coming approximately a year after the facelifted version of this fully electric fastback (which technically features the Gran Coupé body) touched down on local soil.
Thanks to the ever-vigilant folks over at duoporta.com, we know BMW Group SA has revised its G26-series i4 line-up, handing the eDrive35 M Sport derivative a little extra range and replacing the M50 xDrive with a new M60 xDrive flagship.
The i4 eDrive35 M Sport gains some extra range.
Now priced at R1 500 000 (an increase of R153 500), the i4 eDrive35 M Sport gains silicon carbide semi-conductor components in its power electronics, which the Munich-based brand says reduces consumption “by around 4.5%”. The claimed single-charge range from the 67 kWh (net) battery pack thus increases from 483 km to 502 km.
As before, the i4 eDrive35’s rear axle is powered by an integrated electric motor generating peak outputs of 210 kW and 400 Nm, facilitating a 0-100 kph sprint in a claimed 6.0 seconds and a top speed of 190 kph.
The i4 M60 xDrive generates 442 kW.
Meanwhile, the i4 M50 xDrive falls away, replaced by the new i4 M60 xDrive. Priced at R1 750 000, the fresh all-wheel-drive flagship derivative comes at a R55 000 premium over its predecessor, though it offers even more oomph.
Yes, the i4 M60 xDrive boasts peak power of 442 kW (up 42 kW compared with the M50 xDrive), while maximum torque is unchanged at 795 Nm. That added power sees the claimed 0-100 kph time improve from 3.9- to 3.7 seconds. Top speed is again 225 kph, while the listed single-charge range from the 81 kWh (net) battery pack comes in at 538 km.
What does the BMW i4 cost in South Africa?
DERIVATIVE
PRICE
BMW i4 eDrive35 M Sport
R1 500 000
BMW i4 M60 xDrive
R1 750 000
The prices above include a 2-year/unlimited kilometre vehicle warranty, an 8-year/100 000 km battery-pack warranty and a 5-year/100 000 km maintenance plan.
Q: What is the new flagship model in the BMW i4 line-up and what is its price?
A: The new flagship model is the 442 kW BMW i4 M60 xDrive, which replaces the M50 xDrive. It is priced from R1 750 000 in South Africa.
Q: How has the claimed driving range of the BMW i4 eDrive35 M Sport changed?
A: The claimed single-charge range of the i4 eDrive35 M Sport has increased from 483 km to 502 km. This improvement is attributed to the addition of silicon carbide semi-conductor components in its power electronics, reducing consumption by about 4.5%.
Q: What are the key performance differences between the new i4 M60 xDrive and its predecessor, the M50 xDrive?
A: The new i4 M60 xDrive generates a peak power of 442 kW (up 42 kW) and improves the claimed 0-100 kph sprint time from 3.9 seconds to 3.7 seconds. Maximum torque is unchanged at 795 Nm.
This trio of large to oversized BMW SUV models caters for everyone from the blue-light brigade to upstanding wealthy citizens. So grab that Gucci bag filled with kickback cash: this article will help you decide whether a BMW X5, X6 or X7 is right for you.
At the beginning of the millennium (not that long ago), BMW was a luxury car brand purely focused on building the most engaging rear-wheel-drive sedans, mainly powered by naturally-aspirated inline-6 engines and guided by the hard-won racing prowess of the awe-inspiring M badge. But that began to change when the 1st-gen X5 was launched in 1999 – today, BMW is best known for its SUV models!
This fork in the path inexorably charted BMW’s future towards that of a luxury SUV maker whose driver’s cars have been reduced to an afterthought – as is the case with its archrivals, Audi and Mercedes-Benz.
What was initially only greed dressed as market diversification could be blamed for the birth of the X5, or indeed the Mercedes ML and Audi Q7; for then-struggling Porsche, it was about survival. The Cayenne (launched in 2002) became its best-selling model overnight and saved the company from bankruptcy.
Francisco Nwamba presents a F15 BMW X5 (2014-2019) Buyer’s Guide:
So, too, did the X5’s success in the US and China strengthen BMW’s resolve to shift its focus to high-riding unibody utility vehicles with car-like handling, as consumers increasingly moved away from hatchbacks and sedans from 2010 onwards.
BMW X5
The recipe of a premium badge, high ground clearance and tech-laden interior hasn’t changed towards the end goal of quintessential suburban aspiration. The X5 has inspired all subsequent BMW SUV models – even compact ones such as the X1, X2, X3, X4, and more recently, electric iX-prefixed SUVs.
Unquestionably, over 25 years and 4 generations, the BMW X5 has come to iconise the premise of a spacious, luxurious and tech-heavy full-size family vehicle sporting various degrees of performance.
The current, 4th-gen X5 model has raked in sales as well as awards: it was named the winner of the Best Premium category in the 2019/20 and 2024/25 programmes of the Cars.co.za Consumer Awards.
The current BMW X5 range spans 2 turbopetrol engines (including a hybrid) in various states of tune and a 3.0-litre inline-6 turbodiesel motor – arguably the pick of the litter – delivering 2 respective outputs.
With modularisation key to production efficiency, this arrangement is repeated in the X6 and X7 line-ups.
From the outset, the BMW X6 was controversial because it sacrificed much of the X5‘s practicality at the altar of “style”. Because BMW didn’t deem the X5 to be hatchback-ey enough, the brand took an angle grinder to the SUV’s rear roofline, then started calling it a coupe even when its 4 doors were plain to see.
As a result, the chopped roof limits rear headroom for adult occupants and that evocatively (or is that provocatively?) sloped tailgate eats into load-bay capacity. BMW has improved those aspects of the X6‘s packaging throughout the model’s evolution, but even today, ingress to the back is an awkward affair.
Although mechanically identical to the BMW X5, the X6 is positioned as the sportier sibling and is priced accordingly. Put differently, you’re paying more for less space and not going any faster. If you want high-riding athleticism, why are you even looking at anything other than a Porsche Cayenne Coupe?
Owing to this niche appeal, globally the BMW X6 has trailed its X5 sibling on the sales charts. Over the years, this limited appeal has been mirrored in rival showrooms; Mercedes-Benz will similarly discontinue the GLC and GLE coupes in 2026 (as indeed, BMW has already ceased production of the X4).
Drag race! BMW X6 M Competition vs Jaguar F-Type R AWD (2020)
When size matters, more can only be more in the biggest of the SUV models that BMW produces today.
With 3 rows of seats, enough leather to make Greenpeace weep and the tech to launch a space shuttle, the interior of the BMW X7 provides the perfect chamber for concluding billion-rand business deals, all the while enjoying adaptive air suspension, rear-wheel steering and a triple-section panoramic glass roof.
Curiously, the X7’s turbodiesel variants feature a more powerful iteration of the 3.0-litre inline-6, but the turbopetrol M60i has the same output as its X5 and X6 siblings, so the X6 M Competition outguns it.
Concerns? As is the fashion with German premium cars (even ones that cost THIS much), the tastiest tech treats (such as the 15 000-LED “Sky Lounge” enhancement of the sunroof) are optional extras.
What’s more, at over 5 metres long, you’d want to think twice about driving – let alone parking it – in tight urban spaces; and then there’s the not-inconsiderable issue of out-of-warranty maintenance, which itself will affect the vehicle’s residual value over time as the 100 000 km cutoff continues to creep ever-nearer.
If you have to have a BMW X7 (and let’s face it, enough affluent people totally do), buy a year-old model after the first owner has taken all of the pain, allowing you to merely surf the wave of depreciation.
Balancing space, practicality and value (if, with out-of-the-box prices starting at R1.8-million, that still matters to you), alongside the pricier, less attractive X6 with its compromised load bay and cramped rear quarters – and the X7 behemoth – the X5, as the original BMW SUV, remains the pick of the bunch.
On the other hand, owing to the latest BMW X3 having grown in size, it’s an awkwardly close fraternal alternative to the X5, making it quite possibly the smartest buy among all of the BMW SUV models.
Frequently Asked Questions (FAQ)
Q: Which BMW SUV model is recommended as the “pick of the bunch” among the X5, X6, and X7?
A: The BMW X5 is generally considered the “pick of the bunch.” It is the original BMW SUV and best balances space, practicality, and value when compared to its siblings like the X6 and X7.
Q: What makes the BMW X6 controversial compared to the X5?
A: The BMW X6 is controversial because it sacrifices much of the X5’s practicality, specifically rear headroom for adult occupants and load-bay capacity, in favor of a sloped, coupé-like roofline, while being mechanically identical and priced higher.
Q: What defines the BMW X7, and what are its potential drawbacks?
A: The BMW X7 is the brand’s largest and most luxurious SUV, featuring three rows of seats, adaptive air suspension, and high-tech features. Drawbacks include its size (over 5 meters long, making urban parking difficult) and the high cost of out-of-warranty maintenance.
Affordable Chinese alternatives to X3
The G45-gen X3 epitomises BMW’s driver-focused engineering in the executive SUV segment. But with Chinese manufacturers aggressively entering the premium space, which new models are the most compelling alternative to the Bavarian benchmark?
BMW is currently outperforming luxury SUV market expectations, despite legacy German brands being under pressure from emerging Chinese models. As the most successful German mid-sized luxury SUV in South Africa, the X3 is a class standard.
X3 Rugged is one X3 spec the Chinese don’t have an answer for – yet
What makes X3 different
X3 also offers a diverse selection of powertrains, from turbocharged petrol and diesel, to plug-in hybrid (PHEV). Crucially, all those different powertrains are available on the same X3 platform. This is a very different strategy from BMW’s legacy German rivals, such as Audi and Mercedes-Benz, which have developed specialist platforms for internal combustion and electric vehicles.
BMW has always been the engineer’s car company. And it’s the reason why its resourceful engineers managed to convince finance people that overinvesting in fewer vehicle platforms that could accommodate all the different powertrain types would create better vehicles and a better driving experience. As opposed to diluting engineering resources across more platforms for each vehicle size to create separate petrol/diesel and PHEV/BEV models.
What BMW has are several diesel engine options, which have become increasingly rare in the segment. And for many South African luxury SUV buyers who travel long distances, a BMW turbodiesel engine still has considerable merit. Combining strong highway overtaking performance, excellent cruising speed fuel economy and the ability to take the best gravel travel detours.
Like the 3 Series, which it shares most of its core mechanical structure with, the X3 has that steering balance, suspension set-up, and great high-speed balance and confidence that BMWs are celebrated for.
The BMW approach appears to be winning and proves, yet again, that it remains the company that knows what customers who value the driving experience really want. But what about all those Chinese X3 alternatives that have entered the local market over the last year?
X3’s driver-centric cabin ergonomics are unrivalled. But Chinese SUVs offer more standard kit.
Chinese alternatives to X3
The lucrative mid- to large-sized SUV has huge profit potential. And Chinese car companies aren’t ignoring the possibilities.
There are several new Chinese SUVs on the South African market, offering an interesting alternative to BMW’s X3. For buyers who are PHEV-curious, the Chinese models offer better battery technology and PHEV powertrains than BMW. With more power and sophistication.
We’ve evaluated price, spec, power, and space. To highlight whether some Chinese X3 rivals offer an alternative for South African buyers looking beyond BMW for their next mid-sized luxury SUV.
Daring design. Respectable build quality. Massive PHEV performance. For much less than an X3.
Omoda C9
The newest model to join Chery’s premium sub-brand in South Africa. With two powertrain options, both of which offer a lot of power.
The C9 1.5T PHEV is twice as powerful as BMW’s X3 PHEV. Rated at 440 kW and 915 Nm, the C8 1.5T PHEV has legitimate high-performance acceleration credentials (0-100km in 4.9 sec). And that performance also gives it unmatched overtaking acceleration at highway speeds. Light on fuel too, running 1.5l/100km with a fully charged battery pack and capable of 900km real-world range.
If you aren’t into managing the recharging cycles for a C9 PHEV, the more relevant comparison is between C9 1.5T and BMW’s turbodiesels. Omoda’s non-hybrid C9 has a 192 kW version of the Chery 2-litre turbopetrol engine. But it’s not that quick. With 0-100km/h in only 8.52 seconds, and punishingly heavy fuel consumption. This is where the X3 xDrive 30d makes all the numbers that matter: 620 Nm, 0-100km/h in 5.8 seconds and 6.4l/100km fuel consumption.
C9’s cabin architecture, seat comfort, and interior finishings are easily the measure of German rivals. The value offering is tremendous, with C9s undercutting their BMW X3 rivals by at least R300 000 per model.
Omoda’s C9 has several standard features that are only options on the X3. Like a panoramic sunroof, 540-degree camera, and thermal regulating seats. And there’s only one grade of infotainment, which includes everything operating through a 12.3-inch screen, complemented by a 12.3-inch instrument cluster.
Steering feel, brake and throttle calibration are still superior on the BMW X3, as you’d expect. The German mid-sized SUV offers a more harmonised high-speed driving experience.
Conventional two-box design should age well. But J7’s in-car digital UX can be a bit overwhelming.
Jaecoo J7
Bargain luxury SUV from another Chery sub-brand. The J7 range is known for its enormous infotainment screens and slight tech overload, but there’s no arguing with the price-to-performance ratio and available luggage space.
The 1.6 turbopetrol trims (Vortex, Glacier, Inferno) offer decent performance, with 145 kW and 290 Nm. Although the J7’s 7-speed DCT gearboxes aren’t as smooth-shifting as the ZF 8-speed automatics in X3. BMW’s X3 xDrive 20d offers much better real-world fuel consumption than the thirsty J7 1.6 turbopetrol engine.
J7 1.5T SHS PHEV is a bargain luxury SUV with strong performance and the promise of very low fuel consumption. Chinese PHEV engineers know that big batteries don’t only mean great overtaking and acceleration, but also very low fuel consumption.
The J7 SHS’s PHEV set-up uses an 18.3 kWh battery (nearly the size of the X3 PHEV’s), with a total system output of 255 kW and 525 Nm. Real-world acceleration isn’t amazing, with a 0-100km/h time of only 8.2 seconds, but the economy numbers are terrific. A fully charged and fuelled J7 SHS PHEV uses only 1l/100km, rising to 4.7l/100km.
Despite its boxy shape, J7 has less luggage space than X3. And the overall dynamic driving experience, regarding steering, brake, and throttle responses, aren’t in the X3 league. Especially when you are cruising at high speed, or navigating a windy, challenging mountain road.
The J7 SHS offers incredible spec for the price. It undercuts an equivalent X3 30e xDrive by nearly R500 000 and comes with a standard panoramic sunroof, an 8-speaker Sony premium sound system, thermal-regulating seats, and a 14.8-inch infotainment screen. Which are all options on the X3.
Storming PHEV performance from South Africa’s most established Chinese brand.
Haval H6 GT
With a sloping roofline and an angled tailgate section, this is more of an X4 alternative, but for the price and technology on offer, this is a real X3 PHEV rival if you are in the market for a plug-in hybrid SUV. And it has a much bigger battery pack, which makes it more powerful, faster, but also more economical than teh X3 30e.
The Haval proves just how advanced Chinese car companies are with battery power and drivetrain tech. It’s hybrid system has total system outputs of 321 kW and 762 Nm. Those numbers give H6 GT legitimate supercar-like acceleration and a lot more overtaking performance than an X3 PHEV.
BMW’s most advanced powertrain version of the X3 only has 220 kW and 450 Nm. And when you compare economy, the H6’s larger battery makes it more efficient too. The Haval has a 35.4 kWh battery pack, the X3 PHEV only 17.9 kWh. That means the Chinese PHEV has a real-world petrol-electric range of nearly 1000km, while the BMW’s total range is around 800km.
You pay twice the price for the X3 PHEV, too, and the H6 GT PHEV standard equipment list includes.
But the BMW has much better luggage capacity, at 460 litres, compared to the H6 GT PHEV’s 392 litres.
Chinese firm Geely’s return to South Africa kicks off with the fully electric Geely E5 and the plug-in hybrid Geely E5 EM-i crossovers. Here’s what they’ll cost you…
Geely marks return to SA with E5 and E5 EM-i launch
E5 EM-i debuts as local market’s most affordable PHEV
Fully electric E5 crossover offers up to 430 km of range
Back in April 2024, Cars.co.za reported that Geely appeared to be plotting a comeback to South Africa, news we confirmed in March 2025. Now we have pricing details of the models with which the Zhejiang-based company will officially mark its relaunch.
Yes, after quietly exiting Mzansi approximately a decade ago, the Geely Auto brand is back, with the Chinese group’s Zeekr, Farizon and Riddara sub-brands also planned. The first vehicles on the menu, though, are the Geely E5 electric vehicle (EV) and Geely E5 EM-i plug-in hybrid electric vehicle (PHEV).
The E5 EM-i launches as SA’s most affordable PHEV.
Let’s start with the latter. Launching as South Africa’s most affordable PHEV, the E5 EM-i Aspire is priced from R599 999, seeing it undercut the likes of the Chery Tiggo 7 1.5T CSH Plus (R619 900) and the BYD Sealion 6 Comfort (R639 900). The Chinese firm also offers the higher-specced E5 EM-i Apex for R679 999.
Both derivatives pair a naturally aspirated 1.5-litre, 4-cylinder petrol engine (73 kW and 125 Nm) with an electric motor (160 kW and 320 Nm), with the total system power coming in at 193 kW. The 0-100 kph dash takes a claimed 8.0 seconds for the Aspire and 8.1 seconds for the slightly heavier Apex.
A look at the E5 EM-i’s cabin (note the 15.4-inch display).
In each case, an 18.4 kWh lithium-iron phosphate battery pack offers a listed all-electric range of up to 83 km, pushing the total claimed WLTP range to 943 km. The Geely E5 EM-i measures 4 740 mm long (making it a little longer than a Haval H6, for instance), with a wheelbase of 2 755 mm. The Chinese firm lists a luggage-capacity figure of 528 litres.
While the E5 EM-i Aspire includes a 15.4-inch touchscreen, a 10.2-inch instrument cluster, 18-inch alloy wheels, automatic LED headlamps and adaptive cruise control, the Apex grade gains a panoramic sunroof, 19-inch alloy wheels, front parking sensors, a powered tailgate, 256-colour ambient lighting, a head-up display, a 16-speaker “premium” sound system (with head-rest speakers), powered front seats, wireless smartphone charging and additional advanced driver assistance system (ADAS) features.
The fully electric Geely E5.
Meanwhile, the fully electric Geely E5 Aspire starts at R699 999, with the E5 Apex priced from R759 999. Both are powered by a front-mounted electric motor that produces 160 kW and 320 Nm. A 60.22 kWh lithium-iron phosphate battery pack offers a claimed WLTP range of 430 km for the Aspire variant and 410 km for the Apex derivative.
The 0-100 kph sprint takes a claimed 6.9 seconds in the former and 7.1 seconds in the latter. At 4 615 mm long, the E5 is interestingly slightly more compact than its E5 EM-i sibling, with its wheelbase some 5 mm shorter (at 2 750 mm), too. The listed luggage capacity for this electric crossover comes in at 461 litres.
The E5’s claimed WLTP range tops out at 430 km.
The E5 Aspire ships standard with features like a 6-way electrically adjustable driver’s seat, front-seat ventilation, a 15.4-inch touchscreen, a 10.2-inch instrument cluster and 18-inch alloys. The E5 Apex, meanwhile, adds a panoramic sunroof, a powered tailgate, 256-colour ambient lighting, a front-seat massage (and memory) function, a head-up display, front parking sensors, 19-inch rims and the aforementioned 16-speaker audio system.
What does the Geely E5 cost in South Africa?
DERIVATIVE
PRICE
Geely E5 EM-i Aspire
R599 999
Geely E5 EM-i Apex
R679 999
Geely E5 Aspire
R699 999
Geely E5 Apex
R759 999
The prices above include a 6-year/150 000 km vehicle warranty and an 8-year/200 000 km battery pack warranty. The E5 EM-I PHEV derivatives come with a 5-year/75 000 km service plan, while the E5 EV variants feature a 6-year/120 000 km service plan.
In addition, Geely Auto SA says a “wallbox charger is complimentary” with every E5 and E5 EM-i purchase, along with R10 000 in free public charging for the former and R5 000 in free public charging for the latter.
Frequently Asked Questions (FAQ)
Q: What are the South African starting prices for the Geely E5 EM-i (PHEV) and the fully electric Geely E5?
A: The E5 EM-i plug-in hybrid starts at R599 999 (Aspire) and the fully electric E5 starts at R699 999 (Aspire).
Q: What is the claimed electric driving range for the fully electric E5 and the PHEV E5 EM-i?
A: The fully electric E5 (Aspire) has a claimed WLTP range of 430 km. The E5 EM-i plug-in hybrid has an all-electric range of up to 83 km and a total claimed WLTP range of 943 km.
Q: What warranty and service plans are included with the new Geely E5 models?
A: All models include a 6-year/150 000 km vehicle warranty and an 8-year/200 000 km battery pack warranty. The E5 EM-I PHEVs come with a 5-year/75 000 km service plan, while the E5 EVs feature a 6-year/120 000 km service plan.
