Double cab bakkies are the most aspirational vehicle class in South Africa. And we have the research to support that statement. What are the best value Chinese 4×2 double cabs?
For decades, double cab bakkies were niche vehicles. Used by farmers, hunters, geologists, civil engineering crews and wildlife management people. But over the last two decades, double cab bakkies have become much more comfortable and luxurious.
Manufacturers have invested in equipping these bakkies with more car-like interiors, while retaining their all-terrain ability and load-carrying and towing capacity. R1m double cabs are now a legitimate luxury family car for wealthy South Africans, who are increasingly choosing them over traditional German luxury sedans, crossovers and SUVs.
Why Chinese double cab 4x2s matter
Very few double cabs sold locally are permanent or part-time all-wheel drive. They are mostly rear-wheel drive 4x2s. Because the majority of double cab buyers know they won’t ever go off roading in challenging terrain.
Most double cab drivers just want a rear differential lock for traction security when putting a boat in the water, on a slipway, or to conquer 100m of mild sandy tracks, on their way to that weekend getaway venue.
You want a double cab 4×2 bakkie, with diesel power, but you don’t want an agri- or mining-spec cabin. Chinese automakers do value unlike any other. So which are some of the best-value Chinese double cab 4×2 diesels for South African buyers?
Foton Tunland G7 R399 900
Tunland has more towing capacity, than you’d expect for a Chinese bargain double cab.
You see Foton’s trucks everywhere. If they are popular with demanding logistics fleet managers, surely the bakkies should be decent, too?
Foton’s Tunland G7 is very affordable, but not short on equipment. The interior features a 12.3-inch touchscreen infotainment system with CarPlay/Android Auto integration and a rearview camera.
Powering the G7 is a 2-litre turbodiesel, rated at 120 kW and 390 Nm. Those aren’t amazing outputs, but the six-speed manual gearbox has well-spaced ratios, to ensure reasonable performance and economy.
G7’s utility aspects are sound, too. The braked tow rating is a very useful 3000kg, and G7 has 210mm of ground clearance, which is average but useful for a 4×2 bakkie. The problem is a lack of traction aids. Unlike most legacy 4×2 double cab bakkies, the G7 4×2 doesn’t have a rear differential lock. So if you need to get up a slightly loose, marginal incline, or want to pull off on a slick slipway, it might get embarrassing.
T8 has a stacked cabin full of infotainment tech. But a poor tow rating.
This isn’t the cheapest double cab model in JAC’s South African range. It actually sits between the ultra-entry-level T6 and the flagship T9.
Like all JACs, the T8 has a bold grille design. And behind it, is a 2-litre turbodiesel, which isn’t wildly powerful, at only 104 kW and 320 Nm.
Like you’d expect from a Chinese double cab, the cabin specification is comprehensive. There’s a 9-inch touchscreen infotainment system with full CarPlay/Android Auto integration, and a reverse camera.
Dynamic safety spec is good, too. The T8 features ABS, EBD, ESC, and hill-start hold control. Amazingly, given the bargain price, JAC’s T8 has disc brakes at all four wheels, something Toyota still doesn’t offer with the Hilux, which has drum brakes at the rear wheels.
There’s also onboard tyre pressure monitoring, which is a very handy feature in South African conditions, where road debris (especially in rural areas) increases the risk of punctures. And T8’s tyre pressure monitoring system alerts you to an issue, allowing you to stop and address it before a slow pressure loss becomes a dangerous tyre blowout.
Weaknesses? Very low braked tow capacity, at only 2000kg.
P300 SX offers a proven GWM bakkie platform and diesel engine. Its tow rating is average, though.
The brand which has done more to establish the credentials of Chinese bakkies, than any other. GWM is the pioneering Chinese auto company in South Africa, and its P300 SX range offers many of the features local double cab buyers value.
Diesel power comes from a 2-litre engine, good for 120 kW and 400 Nm. This is the engine P300 launched in South Africa back in 2020. It has been proven over the last few years, with the P300 range upgrading to GWM’s 2.4 diesel earlier this year.
Capabilities and capacities are good, if not excellent. P300 SX double cab 4×2 has 227mm of ground clearance, which is above average. But like some of the other bargain Chinese double cab 4x2s, the issue is the lack of a rear axle locker. An issue if you are going to be operating on slipways, with towed watercraft, or occasionally need to navigate some mildly muddy or sandy dual track roads. There’s a traction control system that helps, but it can never substitute for a properly locked rear differential.
P300 SX’s tow rating isn’t great if you often need to tow a heavy trailer, caravan, or boat. This GWM is only rated to tow 2250kg, compared to more expensive legacy double cab diesel bakkies, which are rated for 3000- to 3500-kg braked tow capacities.
The new Alfa Romeo Junior has arrived in South Africa, offered exclusively in fully electric form at launch. Here’s what this battery-powered crossover will cost you…
Junior Elettrica arrives in Mzansi as Alfa’s 1st EV
2 Junior derivatives available locally from launch
Top-spec Veloce generates 207 kW and 345 Nm
The Alfa Romeo Junior is back – in name, anyway. Yes, Stellantis South Africa has officially launched the new Junior, which arrives as a front-wheel-drive fully electric crossover (rather than a rear-wheel-drive 2-door coupé, as was the case when this nameplate debuted way back in the 1960s).
At launch in South Africa, the new Junior – which was originally meant to be badged as the “Milano” before the Italian government intervened – is offered exclusively in fully electric (or “Elettrica”) form. For the record, a mild-hybrid turbopetrol version (known as the “Ibrida”) is available in some other markets.
Exactly how big is the Junior, which is Alfa’s 1st stab at an EV and slots in below the Tonale and Stelvio? Well, the Polish-built newcomer rides on the same e-CMP platform as various other Stellantis crossovers, including the Peugeot e-2008, Opel Mokka and Jeep Avenger. It measures 4 173 mm from nose to tail and has a wheelbase of 2 550 mm. For reference, that makes it more compact than something like the Volvo EX30 (4 233 mm).
So, on to the topic of pricing. At launch in Mzansi, 2 derivatives are available – the Junior Elettrica starts at R799 900, while the Junior Elettrica Veloce is offered from R999 900. As you might expect, the R200 000 premium of the latter comes with various performance and specification upgrades.
The Junior Elettrica features a single electric motor on the front axle, with peak outputs of 115 kW and 260 Nm. The motor draws its urge from a 54 kWh (gross capacity) battery pack, which allows a claimed WLTP range of 407 km. This derivative can sprint from zero to 100 kph in a claimed 9.0 seconds and tops out at 152 kph.
Meanwhile, the Junior Elettrica Veloce sticks with a single-motor configuration but generates far meatier maximum figures of 207 kW and 345 Nm, which in turn allow a 0-100 kph sprint in a claimed 5.9 seconds and a maximum speed of 200 kph. Of course, all that extra oomph comes at the sacrifice of WLTP range (from the same size battery pack), which falls to 334 km.
According to Alfa Romeo SA’s website, the Junior Elettrica comes standard with 18-inch alloy wheels, fabric seats, a 10.25-inch touchscreen, a 10.25-inch instrument cluster, a 4-speaker sound system, rain-sensing wipers, rear parking sensors, various advanced driver assistance system features and a 7 kW onboard charger.
The Veloce upgrades to 20-inch alloys and scores a 25 mm lower suspension plus a limited-slip differential and an 11 kW onboard charger. It furthermore features fabric-and-vinyl upholstery, electrically adjustable front seats (including a massage function for the driver), ambient cabin lighting, keyless go, adaptive cruise control, a 6-speaker sound system and a model-specific design for the “V-shield” grille.
How much is the Alfa Romeo Junior in South Africa?
DERIVATIVE
PRICE
Alfa Romeo Junior Elettrica
R799 900
Alfa Romeo Junior Elettrica Veloce
R999 900
The prices above include a 5-year/100 000 km vehicle warranty, an 8-year/150 000 km battery-pack warranty and a 5-year/100 000 km service plan.
Frequently Asked Questions (FAQ)
Q: How much does the new Alfa Romeo Junior cost in South Africa, and what derivatives are available at launch?
A: The Alfa Romeo Junior is launched in South Africa exclusively in fully electric form, with 2 derivatives: the Junior Elettrica starting at R799 900 and the top-spec Alfa Romeo Junior Elettrica Veloce offered from R999 900.
Q: What are the key performance specifications for the two electric derivatives?
A: The standard Junior Elettrica produces 115 kW and 260 Nm of torque, with a claimed WLTP range of 407 km and a 0-100 kph time of 9.0 seconds. The more powerful Elettrica Veloce generates 207 kW and 345 Nm, achieving 0-100 kph in 5.9 seconds, but has a shorter WLTP range of 334 km.
Q: What platform and dimensions does the Alfa Romeo Junior have?
A: The Junior rides on the Stellantis e-CMP platform. It measures 4 173 mm from nose to tail and has a wheelbase of 2 550 mm, making it a compact crossover that slots in below the Tonale and Stelvio models.
EVs ‘just not viable’ for SA, says Hyundai’s local boss
The head of Hyundai in South Africa says fully electric vehicles (EVs) are “just not viable” for the local market, suggesting they won’t make a “massive impact” here…
Hyundai’s local CEO says EVs are “just too expensive”
Anderson instead suggests hybrids as the sweet spot
Says motorists in South Africa “don’t like hassle” of EVs
Waiting for Hyundai Automotive South Africa to introduce its first fully electric vehicle (EV)? Well, such a move doesn’t appear to be in the brand’s immediate plans, with Hyundai’s local CEO saying battery-powered vehicles are “just not viable” for Mzansi.
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.
“Look, we [Hyundai Automotive SA] have EVs available to us – we could start ordering and bringing in EVs – but it’s just not viable. They’re just too expensive,” said Anderson, who was promoted to the CEO position in July 2025 after almost a quarter of a century with Hyundai.
In certain overseas markets, the South Korean brand sells an all-electric version of the 2nd-generation Kona, along the Ioniq range of EVs (including the Ioniq 5, Ioniq 6 and Ioniq 9). There’s also the Inster, a Korean-built fully electric crossover that won the World Car Awards title for EVs earlier this year.
The Inster is Hyundai’s entry-level EV in certain markets.
“One of our Chinese competitors have just launched one [an EV] between R300 000 and R400 000. It’ll be interesting to see how those sales take off,” Anderson added, making reference to the freshly introduced BYD Dolphin Surf, which starts at R339 900 and is thus SA’s most affordable EV.
“I’m still a believer [that] a full EV is not going to have a massive impact in our market. Hybrid – or plug-in hybrid – is probably the sweet spot,” he added, suggesting such technology would sidestep both range anxiety and any concerns over local charging infrastructure.
The sleekly styled Ioniq 6 in N Line guise.
“We’re a very comfortable nation – we don’t like hassle. And when you a drive EV, you need to work out: ‘when can I charge’ and ‘where can I charge’, especially when you do longer distances. And I think that’s still a big deterrent to customers buying EVs.
“It’s never going to be your first car in the family, anyway – it’ll be your 3rd or 4th car, for short commutes. But it’s also not free to run – you still have to pay [for] electricity. Especially when you charge at the public charging stations, it’s quite expensive,” Anderson said.
In some markets, Hyundai offers an electric version of the 2nd-gen Kona.
Back in June 2024, the brand brought 2 units of an Ioniq product (likely the Ioniq 5) into South Africa, but didn’t ever officially launch the vehicle here. A year later, Hyundai Automotive SA introduced its very first hybrid electric vehicle (HEV) in the form of the 5th-generation Hyundai Santa Fe. It’s expected to launch the likewise hybrid 2nd-gen Palisade in 2026, too.
Frequently Asked Questions (FAQ)
Q: Why does the CEO of Hyundai in South Africa consider fully electric vehicles (EVs) not viable for the local market?
A: Stanley Anderson, CEO of Hyundai Automotive South Africa, states that EVs are “just too expensive” and are not expected to make a “massive impact” in the market. He also noted that South African motorists “don’t like hassle” related to working out when and where to charge, which is a major deterrent for buyers.
Q: What vehicle technology does Hyundai’s local CEO suggest is the “sweet spot” for South African motorists?
A: Anderson suggests that hybrid or plug-in hybrid technology is the “sweet spot” for the market. He says he believes this technology would help sidestep common concerns like range anxiety and issues with the local charging infrastructure.
Q: Does Hyundai Automotive South Africa plan to introduce any fully electric vehicles soon?
A: The introduction of a fully electric vehicle does not appear to be in Hyundai Automotive SA’s immediate plans, according to CEO Stanley Anderson. The company instead recently introduced its first hybrid electric vehicle (HEV), the 5th-generation Hyundai Santa Fe, and plans to launch the hybrid 2nd-gen Palisade in 2026.
Affordable Chinese double cab 4×4 alternatives to Hilux
The Chinese double-cab bakkie market continues to grow, with many new models. But how do they offer better value than the ageing Toyota Hilux?
Hilux defines the local new-vehicle market. It has relevance way beyond just bakkies. But Chinese double cab rivals are closing in, with the current Hilux ageing and set to be replaced within a year.
A sales champion, quarter after quarter, year after year. South African economic fortunes might change, but 1 thing remains constant – Hilux defines South Africa’s most important vehicle segment: bakkies.
But when you are the market leader, you aren’t just a standard. You become a target, too. Chinese vehicles have made a massive impact on the South African new-vehicle market since 2010.
A 2014 GWM Steed 5, which already showed notable improvements over its immediate predecessor.
A range of dramatically better designs, often featuring pioneering infotainment technology and affordability, has given rise to top-10 sellers produced on the Mainland – something unimaginable a decade ago, when Chinese vehicles in the South African market were still considered average, at best.
Chinese brands and models might be surging in popularity in the crossover and SUV segments, but bakkies remain a market where legacy brands are entrenched. But that is changing, too. With more Chinese brands bringing new bakkie platforms to market, with generously equipped interiors.
Is the runout Toyota Hilux vulnerable?
Could these emerging Chinese double cabs finally challenge Hilux’s absolute dominance? Toyota’s most regarded vehicle is old. It’s been on the market for a decade, and several technical aspects are ageing. Especially the cabin architecture and infotainment stack, 2 features where Chinese interior designers and technology integration offer a very compelling alternative.
The new generation of Chinese double-cab bakkies might have impressive cabins, but the one issue that remains is the powertrain. South African bakkie buyers want turbodiesel power, across all brands. It’s why virtually all Hilux double cabs ordered are built with turbodiesel engines.
Old interior architecture and that 6-speed automatic transmission show Hilux’s age.
Can the current offering of new-generation Chinese turbodiesel double cabs rival the ageing class standard, that is, the Hilux? There are several Chinese double-cab bakkies, with diesel power and low-range transfer cases, priced in the R600 000-to-R700 000 segment.
That undercuts the entry-level Hilux 2.4 GD-6 4×4 Raider auto, which is priced at R716 300 (October 2025). But what do these Chinese bakkies really offer South African double-cab buyers?
Factory kitted for off-road adventuring and using a proven platform, this GWM is very convincing.
GWM is the most successful Chinese brand in South Africa. Its product planning team knows the local market well and what South African bakkie buyers want – and need.
The GWM P300 2.4T double cab LTD 4×4, listed for R699 900 (October 2025), is configured for harsh South African conditions. To be used by bakkie owners who spend a lot of time outside urban areas. It features all-terrain tyres, a high-intake snorkel, and all the 4×4 drivetrain hardware you need.
Like the Hilux, the P300 2.4T double cab LTD 4×4 is a steel ladder-frame chassis with a live rear axle. To ensure secure traction in demanding off-road terrain, the P300 2.4T double cab LTD 4×4 features a lockable rear differential and a ‘virtual’ front locker that uses traction control. Importantly, it has disc brakes at the rear, too, which is a superior technical specification to Hilux, which still uses drums.
GWM’s upgraded 2.4-litre 4-cylinder engine is possibly the best Chinese turbodiesel yet. Producing peak outputs of 135 kW and 480 Nm of torque, it gives the P300 2.4T double cab LTD 4×4 far better performance than the Hilux 2.4 GD-6 4×4 Raider auto, which, to reiterate, costs R716 300.
Since its launch in 2020, the GWM P300 range has used ZF’s brilliant 8-speed automatic transmission. But a drivetrain change this year saw the switch to a GWM-developed 9-speed auto ‘box.
This offers an extra gear, but not quite the smoothness or intuitive shifting patterns of the ZF. Still, it’s a world better than the Hilux’s aged 6-speed auto.
Watch David Taylor’s video review of the 2025 GWM P300:
There are several standard features on the P300 2.4T double cab LTD 4×4 that Hilux Raider owners can only wish for: a 360-degree surround view camera, lane departure assist, and adaptive cruise control.
The P300 2.4T double cab LTD 4×4 has power adjustment for both front seats, too, which you don’t get on a Raider-grade Hilux. And the 12.3-inch infotainment system has much better processing power and graphics than Toyota’s ageing system, with better digital ergonomics.
More power and mellower looks. Exactly what the market wanted, from JAC’s T9 range.
Unlike some of the other JAC T9s, the 2.0CTI double cab 4WD Hunter (R689 900 in October 2025) doesn’t look absolutely crazy, with its normalised grille, nudge bar and less OTT appearance.
The most important features are its engine and drivetrain. It now features a more powerful version of JAC’s 2.0-litre 4-cylinder turbodiesel, which has been updated as part of an ongoing technical upgrade announced in October. With outputs of 144 kW and 487 Nm, it’s easily more powerful than a Hilux 2.4. Those engine outputs are also channelled to the wheels via ZF’s excellent 8-speed auto transmission.
Watch Jacob Moshokoa’s video review of the JAC T9:
Real-world diesel consumption at just below highway cruising speeds has been tested at 6.2 L/100 km at 115 kph. Useful if you drive slowly, everywhere.
Hunter’s semi-independent rear suspension makes the JAC T9 slightly less robust on challenging off-road trails than the Hilux, however.
A bit big for technical or narrow off-road trails. But Terron 9 brings the diesel power at a reasonable price.
Is the JAC T9 grille not crazy enough for you? Well, you can go with the LDV Terron 9, which has possibly the most ornate bakkie grille you can buy in South Africa. The 3-derivative range kicks off with the 2.5TD double cab Elite 4×4 that retails for R699 900 (October 2025).
The LDV Terron 9 is bigger than Hilux, by quite some margin, being 175 mm longer. That means it is a chore to park and navigate through hectic urban traffic.
What the LDV Terron 9 offers a lot for the price is its 2.5-litre 4-cylinder turbodiesel engine. You can’t really buy more power and a better transmission combination for the price.
The LDV Terron 9’s 2.5-litre turbodiesel boosts 163 kW and 540 Nm of torque. Those are much better numbers than a Hilux 2.4 and also notably more power than the GWM P300. Best of all, the supersized double cab’s 2.5-litre turbodiesel is paired with ZF’s proven 8-speed automatic transmission.
Even the Elite version is generously equipped. Like most Chinese double cabs, and unlike Hilux, the LDV Terron 9 does feature rear disc brakes. The Elite version also does without the more expensive Terron 9 variants’ turnover tailgate, which has a panel that opens. Which is something that is possibly going to become a wear issue if you travel a lot on poorly surfaced, corrugated, dirt roads.
The new Hyundai Venue has been revealed, boasting bolder exterior styling, extra interior space and a curved panoramic display. And it’s coming to SA in 2026…
Hyundai’s new Venue crossover fully revealed in India
Taller and wider than original, with longer wheelbase
Locked in for SA with local launch planned for Q2 2026
Meet the new Hyundai Venue. Freshly revealed in India, the 2nd-generation version of the small crossover adopts the South Korean firm’s latest design language along with extra interior space. And it’s been confirmed for South Africa, with a local launch likely to take place in the 2nd quarter of 2026.
Yes, Stanley Anderson, CEO of Hyundai Automotive South Africa, recently told Cars.co.za during an interview at Naamsa’s South African Auto Week 2025 in Gqeberha that the new Venue would be coming to Mzansi next year, “hopefully” in the 2nd quarter.
So, how does the new Venue differ from the original? Well, while it again measures 3 995 mm from bow to stern, the 2nd-gen version’s 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.
Exterior highlights of the Indian-spec newcomer include what Hyundai describes as “twin-horn” LED daytime running lights, quad-beam LED headlamps, a dark-chrome grille, chunkier wheel arches, 16-inch diamond-cut alloy wheels and a full-width LED bar at the rear. New exterior paint colours for the sub-continental market include “Hazel Blue” and “Mystic Sapphire”.
Inside, the most significant upgrade comes in the form of a curved panoramic display comprising an infotainment screen and a digital instrument cluster, each measuring 12.3 inches in diameter. The new steering wheel, meanwhile, features a quartet of illuminated dots (apparently representing “H” in morse code) rather than the familiar Hyundai logo.
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 rear seats gain a 2-step reclining function and the doors are said to open wider than before, too.
Interestingly, Hyundai appears to have carried over the original Venue’s powertrain line-up. That means the range again kicks off with a 1.2-litre, 4-cylinder petrol engine (61 kW/115 Nm) that drives the front axle via a 5-speed manual gearbox.
Meanwhile, a turbocharged 1.0-litre, 3-cylinder petrol motor powers higher-spec derivatives, offering 88 kW and 172 Nm through a 7-speed dual-clutch transmission. In India, a 1.5-litre turbodiesel mill is furthermore available.
As a reminder, the outgoing Hyundai Venue range in South Africa comprises 6 derivatives (including a pair of Cargo-badged panel-van variants), currently priced from R309 900 to R499 900. This model launched locally in late 2019 before being lightly facelifted in 2022, with Hyundai Automotive SA then repositioning the Venue in mid-2024 (cutting its starting price by R19 000).
According to our records, Hyundai registered as many as 5 156 units of the Venue in South Africa in 2023, with that figure dropping to 2 753 units in 2024. Year to date at the end of September 2025, the brand has sold 1 900 more examples.
Frequently Asked Questions (FAQ)
Q: When is the new Hyundai Venue expected to launch in South Africa?
A: The new Hyundai Venue is locked in for a South African launch, which is planned for the 2nd quarter of 2026 (Q2 2026). This was confirmed by Stanley Anderson, CEO of Hyundai Automotive South Africa.
Q: What are the key interior changes in the second-generation Hyundai Venue?
A: The most significant interior upgrade is a curved panoramic display that combines the infotainment screen and the digital instrument cluster, with each measuring 12.3 inches in diameter. Other changes include a new steering wheel (featuring 4 illuminated dots), improved rear legroom and rear seats with a 2-step reclining function.
Q: How has the size of the new Venue changed compared to the original model?
A: While the overall length remains the same at 3 995 mm, the wheelbase has grown by 20 mm to 2 520 mm. Furthermore, the 2nd-generation Venue is 48 mm taller (at 1 665 mm) and 30 mm wider (at 1 800 mm) than the outgoing version.
BMW Group SA’s boss says production of the X3 at Plant Rosslyn is “maxed out”, adding that around half of the units currently being built in Mzansi are PHEVs…
Production at Plant Rosslyn is “maxed out”, says BMW SA boss
“About half” of X3 units currently being built in SA are PHEVs
PHEVs represent approximately 10% of X3 sales in South Africa
The head of BMW Group South Africa says production of the G45-series X3 at Plant Rosslyn is “maxed out”, adding that about half of the units being built locally are the plug-in hybrid electric vehicle (PHEV) version.
Peter van Binsbergen, CEO of BMW Group 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.
Peter van Binsbergen (left) in conversation with Cars.co.za’s Alan Quinn.
Back in 2018, Plant Rosslyn switched from producing the 3 Series to building the G01-series X3, before changing to the G45-series X3 in October 2024 (and becoming the only facility in the world producing the X3 30e xDrive PHEV). Van Binsbergen described the move to an SUV as “great strategy”.
“The [BMW] Group saw that the sedan market was declining worldwide, and the SUV market was growing. So, they predicted that we needed more SUV capacity and switched our plant to X3. So, great strategy and a great result,” he told us.
Plant Rosslyn switched to building the G45-series X3 in October 2024.
“In the last-generation X3, right until runout, we were fully sold out. And with the current generation of X3, which we started producing last year October, we are maxed out in our production at Rosslyn. So, we’re in a very good space right now because of good strategy.”
Interestingly, Van Binsbergen – who has been in the top job since the beginning of 2021 – said the company was “seeing a massive trend towards PHEVs right now”, revealing that “about half of our volume currently being produced in Rosslyn [including for export] is the PHEV”.
The PHEV is badged as the X3 30e xDrive
“Our PHEV sales are probably 3 times what our battery-electric vehicle sales are, so it’s definitely the more suitable product for South Africa given that you don’t have the issues with range when it comes to travelling further.
“For a one-car household, a PHEV fits into your daily routine – you can commute in the week electrically and on the weekend you can run on petrol, right? So, there’s definitely higher demand there. With the X3 itself, we’re seeing about 10% of our X3 mix locally sold is PHEV,” he added.
Plant Rosslyn exports the X3 to more than 40 countries.
Plant Rosslyn in Gauteng currently builds the X3 20 (petrol), X3 20d (diesel), X3 40d xDrive (diesel) and X3 30e xDrive (PHEV). Producing units in both left- and right-hand drive, the facility exports to more than 40 countries.
Frequently Asked Questions (FAQ)
Q: Is production of the BMW X3 at Plant Rosslyn currently at full capacity?
A: Yes, according to Peter van Binsbergen, CEO of BMW Group South Africa, production of the G45-series X3 at Plant Rosslyn is currently “maxed out”.
Q: What proportion of the BMW X3 units being built at Plant Rosslyn are Plug-in Hybrid Electric Vehicles (PHEVs)?
A: Approximately half (about 50%) of the BMW X3 volume currently being produced at Plant Rosslyn (including units for export) is the Plug-in Hybrid Electric Vehicle (PHEV) version, the X3 30e xDrive, according to Van Binsbergen.
Q: What percentage of the X3 sales mix in South Africa are PHEV models?
A: Locally in South Africa, the PHEV models account for approximately 10% of the overall BMW X3 sales mix, says Van Binsbergen.
Is Jetour T2 a boxy crossover or a true GWM Tank 300 rival?
The Jetour T2 looks like an adventure vehicle, not a crossover. But which is it, really? And how does it compare to rivals in the competitive South African all-terrain-vehicle market?
Watch David Taylor and Jacob Moshokoa put the Jetour T2 through an epic off-road challenge:
The Jetour T2 looks like business because it is designed to be, but it’s not quite the hardcore adventure vehicle you might imagine, judging purely on appearance and Jetour’s marketing efforts.
However, we can attest to its ability to survive a gradient rollover, with the safety cell and vehicle structure remaining completely intact.
The story of the Jetour T2 is also that of the GWM Tank 300. Jetour’s product people have clearly seen the success of GWM’s Tank 300 range, wooing many South African buyers with its rugged body-on-frame platform, true all-terrain ability, and simple, 2-box proportions.
The Jetour T2’s monocoque structure does feature a lot of bracing and reinforcement. Monocoque SUVs can be very capable (the Land Rover Defender, for example). But the Jetour T2 is not designed to be a low-range rock crawler for conquering remote Lesotho, Baviaanskloof, or Cederberg mountain trails. That’s also why it lacks a low-range transfer case, despite having a mechanical rear differential lock.
Ground clearance is reasonable, at 220 mm, and engineers at Jetour have worked with one of the best transmission brands to give the Jetour T2 great traction.
BorgWarner supplies the Jetour T2‘s intelligent all-wheel-drive system, and although it has several modes, it’s still not a hardcore grade 3, 4 or 5 off-road obstacle transmission. Why? Because all the clever calibration can’t compensate for a lack of low-range gearing.
When you need to apply as much torque as possible to those wheels at the lowest possible speed in technical, consequential terrain, nothing can substitute for a low-range transfer case.
No low-range? No issue?
Crawl control might be okay for sandy tracks and shallow mud. But not for real adventure-type off-road terrain.
There are examples where vehicles have had credible off-road ability without a low-range transfer case. The previous-generation Volkswagen Amarok V6 is one of those.
VW’s 1st-gen Amarok V6 used the combination of a very torquey 3.0-litre V6 turbodiesel and an ultra-short first ratio on ZF’s 8-speed automatic transmission, to create a “pseudo” climbing gear for steeper off-road trails. Without the presence of a low-range transfer case. The T2 doesn’t have a torque output to match that of the 1st-gen Amarok V6 or its legendary ZF 8-speed torque converter auto transmission.
Even with its crawl system and an automated torque split that can vary torque 50:50 between the front and rear axles, or apportion up to 100% to a single axle, without low-range, the Jetour T2 could never follow a GWM Tank 300 or Toyota Fortuner into challenging terrain.
The Jetour T2 diesel-engine question
With lots of aero drag elements on the roof rack and a thirsty 2.0-litre turbopetrol – don’t expect amazing range.
Powertrains for South African-market SUVs don’t need sample groups or deep research: people want diesel. Buyers who want the energy density of diesel fuel, which delivers great range and driving economy. The low- to mid-range torque of turbodiesel engines, for confident highway overtaking – especially in an SUV that’s fully laden for an extended vacation road trip.
Diesel is also preferred for its consistent low-speed throttle response when off-roading. And that’s where the Jetour T2’s powertrain offering is lacking compared to its rivals, which offer turbodiesel engines.
Jetour’s all-wheel-drive T2s are powered by a 2.0-litre turbopetrol rated at 187 kW and 390 Nm, which are very healthy numbers for an engine of that size. And should deliver the Jetour great throttle response and highway overtaking performance, especially with the rapid-shifting 7-speed dual-clutch autobox.
Jetour T2 DCT and off-road terrain
Dual-clutch transmissions can cope with mild sand tracks. But it can be challenged by very steep, rocky gradients.
High-power turbopetrol engines with quick-shifting gearboxes are very effective for sand track and dune driving. But the peaky power delivery of a turbopetrol and the snatchy low-speed disadvantages of a dual-clutch transmission can be less than ideal when slowly trying to steer and keep a traction line in steep, rocky, technical off-road terrain.
Why? Dual-clutch transmissions need to slip clutches. Remember, the system always has another gear “primed” to engage with the additional clutch. And in steep, technical terrain, where the load strain on a transmission’s internals is massive (even at very slow speeds), a dual-clutch design is particularly vulnerable to accelerated wear.
Many dual-clutch transmissions also override driver inputs, reducing “full manual” control. And having a dual-clutch transmission’s electronics disobeying what you need when trying to roll up a steep, technical trail feature is one of the reasons these transmissions have never been popular with adventure 4×4 drivers… They prefer the predictable throttle response and drivetrain behaviour of a torque converter automatic transmission and a low-range transfer case.
What do the Jetour T1 and T2 cost in South Africa?
JETOUR T1 DERIVATIVE
PRICE
Jetour T1 1.5T Edge 7DCT
R514 900
Jetour T1 1.5T Aspire 7DCT
R544 900
Jetour T1 2.0T Xplora 7DCT 4WD
R594 900
Jetour T1 2.0T Odyssey 7DCT 4WD
R634 900
JETOUR T2 DERIVATIVE
PRICE
Jetour T2 1.5T Aspire 7DCT
R569 900
Jetour T2 2.0T Xplora 7DCT 4WD
R639 900
Jetour T2 2.0T Odyssey 7DCT 4WD
R679 900
The prices above (correct in October 2025) include a 7-year/200 000 km warranty, a 10-year/1-million km engine warranty (linked to the 1st owner) and a 7-year/75 000 km service plan.
Is this an adventure-look crossover, instead of a true all-terrain SUV?
With a design that silhouettes the Land Rover Defender and clearly targets South African buyers who have embraced the Tank 300, the Jetour T2 is up against 2 of the most proven adventure 5-door wagons (from GWM and Toyota, and another outlier Japanese family SUV with real off-road credentials.
The high-spec Jetour T2 retails for R679 900 (October 2025) and is packed with features. But how does it compare to established South African adventure SUVs?
GWM Tank 300 Super Luxury 2.4 TD
Tank 300 has serious off road ability. And a diesel engine option.
Like Jetour T2, the GMW Tank 300 is styled in the 2-box vehicle form to appeal to those who are partial to traditional 4×4 station wagon aesthetics. Solidly engineered, with a body-on-frame platform and a solid rear axle, this GWM has the off-road capability to support its adventure-wagon appearance.
The GWM Tank 300 2.4TD 4WD, priced from R699 900 (October 2025), can’t match a Jetour T2’s most powerful 2.0-litre 4-cylinder turbopetrol mill for high-speed overtaking, but the GWM should be more economical. And with more constant throttle responses, when navigating really technical terrain.
Watch Ciro De Siena’s GWM Tank 300 Diesel video review:
Low-range and a solid rear axle make the GWM Tank 300 notably more capable off-road than the Jetour T2; turbodiesel versions of the model are wildly popular with South African buyers.
Nearing the end of its product lifecycle. But still a very capable and versatile South African adventure vehicle.
Nearly aged out, but still the class standard 5-door off-road SUV for South African families. Feature-for-feature, the T2 offers much better trim and equipment levels than the Fortuner.
The entry-level 2.4 GD-6 4×4 auto (R739 100 in October 2025) has antiquated 3rd-row seating, a very old-school 6-speed auto transmission, and an engine that seems wildly underpowered compared to the Jetour T2. The Fortuner 2.4-litre turbodiesel only makes 110 kW, but its 400 Nm really matters off-road.
Watch Ciro De Siena’s video review of a 2023 Toyota Fortuner:
The Fortuner doesn’t have class-leading angles or clearances, but it’s a well-proven and, therefore, top-selling Adventure SUV. And unlike the Jetour T2, it has a low-range gearing and a solid rear axle. Since the current-generation Fortuner was launched locally nearly a decade ago, thousands of these vehicles have explored the most challenging Southern African trails and backcountry routes without issue.
When you own an all-terrain vehicle and use it as intended, Toyota South Africa Motors’ vast and credible dealer network across South Africa makes a big difference, too.
Mitsubishi is a niche brand in SA. But Pajero Sport has terrific deep engineering, enabling its all-terrain ability.
Most expensive of the Jetour T2 rivals, but possibly the best SUV of all. Vastly underrated in South Africa, the Mitsubishi Pajero Sport 2.4DI-D 4×4 (R854 990, in October 2025) combines terrific all-terrain driving ability with spaciousness and bombproof Mitsubishi build quality.
The 2.4-litre 4-cylinder turbodiesel engine produces 133 kW/430 Nm, which is decent enough, but it’s the Pajero Sport’s Super Select II transmission and transfer case that make the difference. It’s capable of running as a true all-wheel-drive system at high speeds, unlike the default 50:50 torque split that most transfer cases deliver when you select ‘4H’ for dirt-road driving. Or high-speed sand driving.
Why does that matter? Because you don’t want the terminal understeer of a 50:50 drive split, when you need better steering authority and responses, mid-way through a high-speed gravel road sweep, deep in the Karoo. The Pajero Sport is still very much the thinking SUV owners’ all-terrain vehicle.
Jetour T2 Durability Test: We Roll It Down a Hill!
Join Cars.co.za presenters David Taylor and Jacob Moshokoa as they put the all-new Jetour T2 to the ultimate durability test in an epic off-road challenge near Grabouw!
This is far more than just a test drive; it’s a high-stakes, adrenaline-fuelled Capture the Flag race across challenging terrain, followed by a dramatic finale to test the build quality of the Jetour T2 to the limit!
Built for Adventure: Jetour T2 price & specs
The Jetour T2 is a ruggedly styled, keenly priced compact SUV that is said to offer surprisingly good off-road capability despite its monocoque platform (most serious off-roaders are cab-on-chassis vehicles).
The local range, launched in late October 2025, starts at R569 900 for the entry-level T2 1.5 T-GDI Aspire DCT, while the flagship 2.0-litre 4WD variants are priced from R639 900 to R679 900.
Both the 4×2 and 4×4 T2 derivatives are available in a choice of 2 turbopetrol powertrains:
1.5-litre T-GDI: Produces 147 kW and 270 Nm, exclusively powering the front wheels (4×2).
2.0-litre T-GDI: Generates a robust 187 kW and 390 Nm of torque, delivering power through an XWD intelligent four-wheel-drive system (4×4).
The Jetour T2 also boasts a generous 220 mm of ground clearance, which will prove critical to its success in this gruelling off-road race.
The challenge is simple, but punishing: 2 Jetour T2s, 2 flags, and 2 routes. David Taylor pilots the T24×2 on a shorter, less technical path, relying on the variant’s inherent ruggedness and traction control.
Meanwhile, Jacob Moshokoa takes the 4×4 T2 on the longer, more challenging off-road route, leveraging the SUV’s all-wheel-drive system and Sand Mode to tackle cross-axle obstacles with surprising ease.
The core question driving the race is whether the 4×2 variant can overcome its drivetrain limitations with sheer speed and smart driving, or if the full 4×4 capabilities are essential to conquering rough terrain?
Key Obstacles & Challenges:
Military-Grade Chase Vehicle: From the moment they start, the presenters are pursued by an ominous military vehicle, adding pressure and urgency to the race.
Paintball Ambush: Along the route, both David and Jacob must navigate around and absorb hits from a barrage of paintballs flying in from snipers.
Blind Corners and Rocks: Both vehicles are forced to prove their ground clearance and suspension comfort over hard rocks and smooth, high-speed gravel. Jacob even uses his T2 4×4 to crawl over a boulder that stops the chase vehicle dead in its tracks.
The race takes a twist when the presenters reach the summit: they must each collect a cooler box full of water and rush back down the hill. Points are awarded not just for speed, but for the least amount of water lost – a true test of control and composure on the descent.
While David’s 4×2 managed a clean run, it was Jacob who ultimately secured the victory, despite his cooler box detaching from the roof midway through the descent! As he was the first to successfully reach the finish line, he secured his victory and condemned David’s vehicle to the ultimate punishment.
The Ultimate Durability Test: The Rollover
As per the terms of the challenge, the loser’s car must face the final, most extreme test: being rolled down a hill! To minimise the environmental impact of the rollover, all the fluids were drained from David’s T2 4×2, and after his personal belongings had been removed, the Jetour was pushed over the edge.
What to expect in the dramatic finale:
The Roll: Watch the T2 tumble multiple times down the steep incline, sustaining heavy damage.
A Sign of Life: Despite the brutal crash, David approaches the wreckage to see if the Jetour T2 4×2‘s core systems survived. The results are astonishing: the car door still opens, the Android Auto screen is still on, and a Taylor Swift track is still playing!
The Final Ignition: Can the rolled-over SUV start? The moment of truth arrives, proving the Jetour T2 4×2’s extreme resilience and solid build quality in a way no laboratory test ever could.
Don’t miss this must-watch video to see the Jetour T2 pushed beyond its limits, testing the differences between the 4×4 and 4×2 variants, and demonstrating the model’s sheer toughness against the odds.
Editor’s Note: The T2 vehicles featured in this video were supplied to us by Jetour. The vehicle that was rolled over was used to homologate the model for the local market, not intended for use on public roads, and destined to be crushed. The rollover was conducted with permission from Jetour South Africa.
Frequently Asked Questions
What was the main event or test featured in the video?
The main event was a high-stakes, adrenaline-fuelled “Capture the Flag” off-road race between the Jetour T2 4×4 model and the 4×2 model, culminating in an extreme durability test where the loser’s car was rolled down a hill.
Which specific version of the Jetour T2 was rolled?
The loser of the race, David Taylor, was driving the 4×2 T2 version, and this vehicle was the one that was rolled down the steep incline for the ultimate durability test.
What are the power and torque outputs of the two available engines?
The 1.5-litre T-GDI engine (4×2) produces 147 kW and 270 Nm. The 2.0-litre T-GDI engine (4×4) generates 187 kW and 390 Nm of torque.
What astonishing result occurred after the rollover?
Despite the brutal multi-roll crash down the hill, the car door still opened, the Android Auto screen was still on, and music was still playing, demonstrating the vehicle’s extreme resilience and solid build quality.
What was the status of the vehicles used for the challenge?
As noted in the Editor’s Note, the T2 vehicles were supplied by Jetour for homologation purposes, were not intended for use on public roads, and were already destined to be crushed.
Toyota GR Yaris (2025) Launch Review
Toyota South Africa Motors has released the 2025 GR Yaris, replete with improved power and torque, the option of an automatic transmission, plus a host of other detail upgrades. We take the latest iteration of Toyota’s most distilled GR model for a spin!
In today’s hyper-homogenised motoring world, in which car manufacturers would much rather copy each other’s work than risk introducing something truly original, the 2025 Toyota GR Yaris is as close as dammit to a cult car – a latter-day unicorn that pays homage to apex road-going rally cars iconised by the Subaru Impreza WRX STI and Mitsubishi Lancer Evo that ruled the WRC from the late 1990s to the early 2000s. Those (now long-discontinued) road rockets featured permanent all-wheel-drive, variable centre clutch arrangements (to shuffle torque fore/aft) and delivered physics-defying handling ability.
However, it took Toyota until late 2019 to take a similar route and develop a ground-up production car around which its rallying programme could be built. It suffered a troubled birth: when the GR Yaris finally emerged, the FIA was intent on introducing a different set of rules called Rally1 for 2022 (hybridised with a space frame) – that decision instantly rendered Toyota’s painstaking design ineligible for competition.
Toyota never rallied it, but no matter…
Still, with the GR Yaris road car too close to maturation to pull the plug, the Aichi-based company, which had launched the GR Supra (co-developed with the BMW Group) in 2019, persisted with the project, and thank heavens it did. After all, the Gazoo Racing performance division was just hitting its stride in 2020; the GR Yaris followed its Supra sibling and paved the way for the 2nd-gen GR86 and GR Corolla models.
Now that the GR Supra is near the end of its model life, the feisty, visceral GR Yaris is the talisman, if not the kingpin, of the GR line-up. The 1st-gen GR Yaris arrived as a Frankensteinian creation; as if conjured through witchcraft. With the front end of a GA-B Yaris, the rear end of a GA-C Corolla and equipped with double-wishbone suspension all round, it was the hottest, most unhinged Toyota the world had seen.
Raw as iron from the forge, in manual form, the GR Yaris gifted its driver the analogue, hard-wired immersion so sorely lacking in modern cars, and the ultimate what-if fantasy of “if Toyota had decided to try beating Subaru and Mitsubishi at their own game in the late-1990s.” (Yes, arguably the ST205 Celica was a rival to these, but was being wound down just as the WRX STI and Lancer Evo hit their strides.)
Minor exterior updates, apart from large-bore exhausts
Now, in 2025, Toyota South Africa Motors has introduced an automatic version as part of the 2nd-gen, 2025 GR Yaris line-up. Other than the upsizing of the now fist-sized exhaust tips that are impossible to ignore, the newcomer’s exterior updates are truly too minor to mention. All the more so when really the most notable – and important changes – have been made where they really matter.
For all its life-affirming purity, the 1st-gen Toyota GR Yaris was tainted by a poor driving position that made the driver feel as if they sat on the car rather than in it. By lowering the redesigned (and long-distance-friendly) front seats by 25 mm, the new car addresses this shortcoming quite satisfactorily.
The infotainment touchscreen has expanded to 12.3 inches in size and is angled more towards the driver, although in a car whose essence is to challenge the laws of nature, such trivialities don’t really feature.
Through a mishmash of internal upgrades – particularly cooling (take a bow, manual intercooler spray button) – the peak outputs of the 1.6-litre, 3-cylinder G16E-GTS turbopetrol engine have increased by 12 kW and 40 Nm respectively, to 210 kW at 6 500 rpm and 400 Nm from 3 250 to 4 100 Nm.
This translates to a 0.3-second saving when sprinting from the starting blocks to 100 kph, Toyota claims. That time – to 5.2 seconds – is incidentally and somewhat curiously identical to that of the manual!
It’s also worth knowing that the 2025 Toyota GR Yaris’ 8-speed paddleshift automatic is a conventional torque-converter-type transmission that intelligently – beyond the vehicle speed inputs – also monitors throttle and brake inputs to anticipate better-timed gear changes, at least according to Toyota.
Under unhurried driving conditions, this self-shifting option does bring a degree of calm over the leash-tugging GR Yaris. So, too have slightly softer springs than before, along with the pairing of improved front sports seats and a reconfigured suspension setup, turned the otherwise fiery 3-door compact hatchback into a usable daily driver that urban dwellers no longer need to exclusively unleash over weekends.
It’s when the roads do clear, though, that the tough questions arise: if a Volkswagen Golf GTI or Hyundai i30 N is defined by a dual-clutch auto gearbox, how does a 2025 GR Yaris, whose very character is defined by its unfilteredness, react to a component that inevitably dilutes the purity of that purpose?
Advances in technology have seen to it that the torque converter is no longer a poor cousin of the dual-clutch transmission in performance circles; today, almost all contemporary BMW M cars employ the former to devastating effect in their most brutal drive modes.
Whether due to cost, reliability, engineering (or who knows?), Toyota has never employed a dual-clutch gearbox – not even in the Lexus LFA supercar. Expecting one, then, to feature in an uber-niche model, such as the GR Yaris, is not realistic. Bottom (but pedantic) line: only on track is the lack of crisp, near-instantaneous shifts noticeable. In every other scenario, the auto box enhances the Toyota’s usability.
2025 GR Yaris gains Gravel mode
The GR Yaris’ 60/40 front-rear drive apportioning remains unchanged in its default drive mode. Sport mode has disappeared (don’t worry – Track is still there) and has been replaced by Gravel mode. Each of the 3 drive modes heralds an adjustable share of torque that gets distributed according to surface-dependent propulsion requirements, with a maximum of 70% able to be sent rearwards.
On track that turns the GR Yaris into a weapon able to adjust its line mid-corner and refuses to understeer on corner exit. Volkswagen and sister brand Audi’s, as well as BMW and Mercedes-Benz’s, all-wheel-drive systems are all fundamentally front-biased. That means they still ultimately push wide under power because of the limited percentage of torque sent to the rear. It almost beggars belief that in the Honda Civic Type R, 235 kW is sent to the front wheels that have to additionally steer and brake!
But the GR Yaris implores its pilot to get on the power progressively early, safe in the knowledge that the unused torque will be shuffled to the rear to fire the car out of corners. With so much grip being applied so intelligently, it’s hard to imagine anything costing less being faster on a wet or washboard road.
What does the 2025 Toyota GR Yaris cost in South Africa?
Ah, cost. That 4-letter word. The 2025 Toyota GR Yaris automatic will set you back R971 300. Faintly ludicrous, that’s Fortuner VX money for a 3-door hatchback (offered in Platinum White Pearl, Lunar Black, Glacier White, Fierce Red and Midnight Grey exterior paint finishes), which has the same luggage capacity as a shoebox and needs to be serviced every 10 000 km (covered by the service plan, but still).
However, this is a car that, in the age of Greta Thunberg, environmental wokeness and the relentless war on speed, shouldn’t really exist. With the Hyundai i30 N no longer for sale in South Africa (although it may come back, at some point) at that price, nothing else new will provide the same thrills, ask so little, while rewarding so generously, and whose virtues are so exquisitely crafted from function over form.
History and art exist to immortalise not the ordinary, but those who chose to defy the odds, often at a huge cost, which makes the Toyota GR Yaris – as a future classic – the ultimate act of rebellion.
Welcome to the revolution.
Frequently Asked Questions
What are the main new features of the 2025 Toyota GR Yaris?
The 2025 GR Yaris introduces several upgrades, including increased power and torque (210 kW/400 Nm), the addition of an 8-speed automatic transmission option, a much-improved driving position (front seats lowered by 25 mm), and minor interior updates like a larger 12.3-inch infotainment touchscreen.
What are the peak outputs of the 2025 GR Yaris engine?
The 1.6-litre, 3-cylinder G16E-GTS turbopetrol engine now produces 210 kW at 6,500 rpm and 400 Nm of torque from 3,250 to 4,100 rpm. This represents an increase of 12 kW and 40 Nm over the previous version.
How fast is the 2025 GR Yaris from 0 to 100 kph?
Toyota claims a 0 to 100 kph sprint time of 5.2 seconds for both the manual and automatic versions, which is a 0.3-second improvement over the previous generation.
What type of automatic gearbox is used in the new model?
The 2025 GR Yaris features a conventional torque-converter-type 8-speed paddleshift automatic. The author notes that this decision, while not a dual-clutch unit, enhances the car’s usability in all scenarios outside of a race track.
How much does the 2025 Toyota GR Yaris cost in South Africa?
As of October 2025, the Toyota GR Yaris 1.6T GR-Four Rally 6-spd manual costs R942 200, and the 8-spd auto costs R971 300.
Jetour T1 and T2 (2025) Price & Specs
The Jetour T1 and T2 have finally arrived in South Africa, with sales set to start in mid-November 2025. Here’s what these boxy Chinese crossovers cost…
1.5- and 2.0-litre turbopetrol engines on offer
4-strong T1 portfolio kicks off at R514 900
T2 range (3 variants) available from R569 900
Just over a year after entering the market with the Dashing and X70 Plus, Jetour South Africa has effectively doubled the size of its local line-up with the introduction of the Jetour T1 and T2 (models the Chinese company collectively calls the “T-Series”).
The Jetour T1 is a little longer than a RAV4.
Set to go on sale in mid-November 2025, the T1 and T2 are boxy crossovers that share a unibody platform. The T1 measures 4 705 mm from nose to tail (for reference, that’s 90 mm longer than the outgoing Toyota RAV4), while the T2 is slightly larger at 4 785 mm (including a tailgate-mounted spare wheel). At launch, the T1 line-up comprises 4 variants, with the T2 offered in 3 guises.
So, what do these newcomers cost? Well, the T1 1.5T Edge 7DCT kicks off at R514 900, with the T1 1.5T Aspire 7DCT priced from R544 900. These derivatives employ a turbocharged 1.5-litre, 4-cylinder petrol engine delivering 125 kW and 270 Nm to the front axle via a 7-speed dual-clutch transmission (a gearbox that’s standard across the range).
The T2 is slightly larger than its T1 sibling.
The Jetour T1 is furthermore available with a 180 kW/375 Nm turbocharged 2.0-litre, 4-cylinder petrol motor, which drives all 4 wheels. The T1 2.0T Xplora 7DCT 4WD starts at R594 900, while the T1 2.0T Odyssey 7DCT 4WD comes in from R634 900.
What about the T2? Well, the same powertrains do duty here, with the front-wheel-drive T2 1.5T Aspire 7DCT priced from R569 900 and the all-paw T2 2.0T Xplora 7DCT 4WD and T2 2.0T Odyssey 7DCT 4WD starting at R639 900 and R679 900, respectively.
David Taylor and Jacob Moshokoa put the Jetour T2 through an epic off-road challenge:
In each case, adding the “Dark Knight” package (which seemingly comprises a matte-black colour scheme) adds R25 000 to the price. While Jetour SA has yet to release a detailed specification sheet, it does say all T1 and T2 derivatives come standard with a 540-degree camera system, rear parking sensors, tyre-pressure monitoring and automatic LED headlamps.
The 2.0-litre derivatives furthermore feature Jetour’s “XWD” 4-wheel-drive system and 8 driving modes, along with a 15.6-inch infotainment screen. The flagship Odyssey grade also scores a 9-speaker Sony surround-sound system.
The 2.0T 4WD derivatives feature a 15.6-inch touchscreen (T1 pictured).
At the launch event, Jetour SA mentioned a raft of so-called “bonus” features. For instance, the company is offering a complimentary tow-bar (which it says is valued at R8 000) for all T1 and T2 4WD derivatives sold before the end of 2025.
Other incentives include a roof rack and crystal gear knob (together valued at a claimed R20 000), a model car (apparently worth at R2 000) and an off-road experience for 4WD variants (likewise valued at R2 000).
What do the Jetour T1 and T2 cost in South Africa?
JETOUR T1 DERIVATIVE
PRICE
Jetour T1 1.5T Edge 7DCT
R514 900
Jetour T1 1.5T Aspire 7DCT
R544 900
Jetour T1 2.0T Xplora 7DCT 4WD
R594 900
Jetour T1 2.0T Odyssey 7DCT 4WD
R634 900
JETOUR T2 DERIVATIVE
PRICE
Jetour T2 1.5T Aspire 7DCT
R569 900
Jetour T2 2.0T Xplora 7DCT 4WD
R639 900
Jetour T2 2.0T Odyssey 7DCT 4WD
R679 900
The prices (correct in October 2025) include a 7-year/200 000 km warranty, a 10-year/1-million km engine warranty (linked to the first owner) and a 7-year/75 000 km service plan.
Frequently Asked Questions (FAQ)
Q: What is the starting price for the Jetour T1 and T2 in South Africa?
A: The Jetour T1 line-up starts at R514 900 for the 1.5T Edge 7DCT. The larger Jetour T2 range begins at R569 900 for the 1.5T Aspire 7DCT variant.
Q: When will the Jetour T1 and T2 officially be available for sale?
A: The Jetour T1 and T2 are set to officially go on sale in South Africa in mid-November 2025.
Q: What engine and drivetrain options are available for the new Jetour T-Series crossovers?
A: Both the T1 and T2 offer a choice between a front-wheel-drive (FWD) 1.5-litre turbopetrol engine (125 kW/270 Nm) or an all-wheel-drive (4WD) 2.0-litre turbopetrol engine (180 kW/375 Nm). All variants come standard with a 7-speed dual-clutch transmission.
