The 5 most affordable 7-seater adventure SUVs in SA (2026)
Looking for a new ladder-frame SUV with 7 seats? Here are the 5 most affordable 7-seater adventure SUVs on South Africa’s new-vehicle market right now…
We’ve sorted through South Africa’s new-vehicle market to identify the 5 most affordable 7-seater adventure SUVs. Keep in mind we’ve restricted this list to ladder-frame vehicles with 3 rows of seats. As such, rugged 5-seater SUVs such as the Suzuki Jimny, GWM Tank 300 and Toyota Land Cruiser FJ aren’t eligible for inclusion. In addition, note all derivatives below feature 4×2 set-ups, with 4×4 variants obviously costing more. All pricing is correct in June 2026.
1. Mahindra Scorpio-N 2.2D Z4 6AT 4×2 – R489 999
The most affordable 7-seater adventure SUV on the market right now is the base “Z4” version of Mahindra’s Scorpio-N. Equipped with the Indian brand’s proven 2.2-litre turbodiesel engine (and a 6-speed automatic transmission as standard), this derivative has peak outputs of 129 kW and 400 Nm.
Although a significant step up in price compared to the Indian-built Scorpio-N, the entry-level version of Toyota’s Prospecton-produced Fortuner takes 2nd place on this list. This variant comes with a 6-speed manual gearbox, while its 2.4-litre turbodiesel motor offers maximum outputs of 110 kW and 400 Nm.
The only derivative in Isuzu’s Thai-built MU-X portfolio not fitted with the Japanese brand’s 3.0-litre oil-burner, the entry-level variant (featuring the LS grade) instead makes do with a 1.9-litre turbodiesel unit. Driving the rear axle via a 6-speed automatic cog-swapper as standard, this motor generates 110 kW and 350 Nm.
Compared to the other models on this list, Mitsubishi’s Pajero Sport range is relatively narrow, featuring only a trio of derivatives. The base version slips in under the R800 000 mark, with its 2.4-litre turbodiesel heart sending 133 kW and 430 Nm (the loftiest peak outputs here) to the rear wheels through an 8-speed automatic transmission.
5. Ford Everest 2.0 SiT Active 10AT 4×2 – R825 000
In May 2026, Ford revised its Everest line-up, discontinuing the 2.0 BiT turbodiesel engine and replacing it with the single-turbo version of the 4-cylinder oil-burning motor (now with a timing chain rather than wet belt). The switch to this engine and the return of the Active grade saw the starting price fall R128 000. For the record, the 2.0 SiT mill delivers 125 kW and 405 Nm via the Blue Oval brand’s 10-speed automatic gearbox.
Q: What are the entry points for the most affordable 7-seater ladder-frame adventure SUVs in South Africa?
A: As of June 2026, the local entry point sits under the R500 000 mark. The Mahindra Scorpio-N 2.2D Z4 4×2 leads as South Africa’s most accessible ladder-frame 7-seater starting at R489 999. The next closest rival is the locally produced Toyota Fortuner 2.4GD-6 4×2, which requires a significant step up in budget to start at R685 900.
Q: How do the engine sizes and power outputs compare among these entry-level adventure SUVs?
A: All five vehicles leverage turbodiesel power and 4×2 set-ups at these baseline price points. The Mitsubishi Pajero Sport 2.4DI-D delivers the highest peak performance figures at 133 kW and 430 Nm, paired with an 8-speed automatic. In comparison, the Isuzu MU-X 1.9TD LS is the smallest-displacement option on the list, offering 110 kW and 350 Nm of torque via a 6-speed automatic transmission.
Q: What recent line-up changes have impacted the pricing of the premium options on this list?
A: In May 2026, Ford heavily revised its Everest line-up by re-introducing the Active trim grade and replacing the previous 2.0 BiT turbodiesel engine with a new 2.0 SiT single-turbo engine (featuring a timing chain). This mechanical and specification realignment dropped the entry-level price threshold of the Everest family down by R128 000, bringing the Everest 2.0 SiT Active 4×2 onto the list at R825 000.
The new Hyundai i20 revealed in Brazil switches to the K3 platform, features crossover-inspired exterior styling and boasts dual screens in its cabin…
New Hyundai i20 hatchback shown in Brazil
Exterior scores crossover-inspired makeover
Hatchback switches to evolved K3 platform
The new Hyundai i20 has been officially revealed in Brazil, billed as a “bridge” between a traditional hatchback and a compact SUV thanks to its crossover-inspired black-plastic cladding and added ride height.
Still, it remains to be seen whether the upcoming version for India – the country from which Hyundai Automotive South Africa imports its i20 units – will stick with this slightly raised ride height or pivot to a more traditional, lower-riding iteration.
So, what do we know about the BC4-series Hyundai i20, which is based on an “evolved” version of the K3 platform (rather than the current model’s K2 architecture)? Well, measuring 4 130 mm from front to back, the new-generation hatchback is some 135 mm longer than the model offered in South Africa today.
However, the wheelbase is unchanged at 2 580 mm. Still, we should keep in mind the current Indian-built version is restricted to under 4 metres (measuring 3 995 mm long, to be exact) to allow it to qualify for reduced taxes in that market.
According to Hyundai’s Brazilian division, the new i20’s luggage compartment can swallow some 346 litres (measured using the VDA method), expandable to 1 152 litres with the rear seats folded down. The South Korean firm claims rear-seat space is a “strong point”, saying the bench offers 917 mm of legroom, 961 mm of headroom and 1 391 mm of shoulder room.
In Brazil, the new i20 is available with a 12.3-inch digital instrument cluster and an infotainment screen of the same size. Other cabin highlights for the South American market include vertical air vents, a 6-speaker sound system, paddle shifters, a reverse-view camera and a raft of advanced driver-assistance system (ADAS) features.
Engine options in Brazil include a 1.0-litre, 3-cylinder petrol engine available in naturally aspirated and turbocharged form. The latter configuration is, of course, familiar from the current flagship in the local i20 line-up, the 1.0T N Line (90 kW and 172 Nm). We’d speculate this engine and indeed the atmospheric 1.2-litre 4-pot from the current Indian-built range would carry over to the new line-up in Mzansi.
In 2025, local sales of the 3rd-generation Hyundai i20 – which arrived back in May 2021 – dipped 19.3% year on year to 3 819 units, though this model still cracked the list of South Africa’s 10 best-selling hatchbacks for the year. Over the opening 5 months of 2026, Hyundai Automotive SA has registered a further 2 409 units.
Frequently Asked Questions (FAQ)
Q: What are the key architectural and design upgrades featured on the newly revealed Hyundai i20?
A: The new-generation Hyundai i20 transitions from the previous K2 architecture to an evolved version of the K3 platform. Visually, the model embraces a crossover-inspired aesthetic, utilising raised ride height and protective black-plastic exterior cladding to act as a bridge between a conventional hatchback and a compact SUV.
Q: How do the dimensions of the new K3-platform i20 compare to the model currently sold in South Africa?
A: The new hatchback measures 4 130 mm from nose to tail, making it 135 mm longer than the model currently available on the South African market. Despite this growth in overall length, the wheelbase remains identical at 2 580 mm. The increased footprint yields an expanded luggage capacity of 346 litres (VDA), which opens up to 1 152 litres with the rear bench folded down.
Q: What powertrain options are expected for the local market?
A: The South African line-up is expected to retain its familiar engine choices. This includes the entry-level atmospheric 1.2-litre four-cylinder engine and the top-spec 1.0-litre three-cylinder turbopetrol motor, which currently delivers 90 kW and 172 Nm in the local N Line flagship variant.
Which Toyota Hilux model is the best overall package?
Now that we know what the new Hilux costs, it’s time to dissect this highly anticipated new Toyota’s spec sheet and find the variant that represents the best package.
Although Toyota has unrivalled brand equity in South Africa, and the Hilux has an incredibly loyal fanbase, the brand has been careful to keep pricing of the new model in check at launch. Toyota’s product planners know that the VW Amarok and Ford Ranger offer more powerful, sophisticated luxury double cabs with 3.0 V6 turbodiesel engines. These bakkie twins also have an automatic transmission with many more gears than the new Hilux.
That’s not to say that we won’t soon see more expensive versions of the new Toyota. You can be sure there will be Dakar and GR-S versions of the new Hilux coming to fulfil halo bakkie needs. But, for now, the interesting things to note are the return of the SRX trim at the entry level, plus the fact that only the 2.8-litre turbodiesel is offered, and only in 6-speed auto form.
Right, let’s look at the range and where you should ideally spend your money.
Why no manual gearbox?
Want a manual gearbox for precision dune driving? That’s not an option anymore.
More people spec their leisure bakkies with autos instead of manuals. The former transmission type is less taxing to use in traffic because the manual gearboxes used in bakkies are engineered for heavy towing and hard off-road work, with resultant heavy shifts and long throws.
That said, hardcore 4×4 double-cab owners still prefer a manual gearbox for simplicity and ultimate control in sand driving.
Similarly, there was a time when most double-cab 4×4 drivers preferred manual gearboxes for controlled descents using engine compression. However, since electronic hill-descent control has become standard, the benefit of a manual gearbox over an automatic in technical off-road driving is negligible. And for nervous or inexperienced off-roaders, an automatic is easier to operate.
A manual gearbox does exist in the Hilux…
Toyota South Africa Motors does not offer a Hilux 2.8GD-6 manual in its new line-up. And that might annoy some hardcore commercial users, but it makes sense. The mid- to high-spec double-cab bakkie market, including Hilux rivals like the Ranger and Isuzu D-Max, don’t offer manual gearboxes.
Ford does sell a base-spec Ranger XL double cab with a 6-speed manual. Toyota will likely have to counter that with a manual version of the new Hilux. This should form part of the model range’s growth over the next year.
There is a manual option available in other markets (like Australia). The likelihood of that being introduced as the South African range expands is almost a certainty.
SRX returns
SRX spec at the top. Note the absence of a bash plate.
If you live and breathe everything Toyota and body-on-frame bakkies, you’ll be familiar with the entry-level SRX badge. It has a longer legacy than many of Toyota’s other Hilux trim levels.
For farmers and commercial fleet owners, this is the ideal Hilux. SRX equipment levels are “functional”, with manual air-conditioning and a reverse camera (now indispensable in any bakkie).
The SRX rolls on 17-inch steel wheels, the hardier choice for Hilux owners who are actually going to use their bakkies’ maximum payload on punishing roads.
Strangely, despite its billing as a utilitarian option that will work harder than the more luxurious Hilux grades, the SRX does not appear to have a front bash plate, unlike the Raider.
Ford’s retirement of the Ranger 2.0 BiT has given Toyota’s 2.8 the price-to-power advantage.
The Hilux SRX’s 8-inch infotainment system can’t compete with the Ranger’s 12-inch touchscreen in size, graphics quality, processing power, or UX. This is standard across the Ford bakkie line-up, even on the base XL and XLT double cab models. It remains the best infotainment system in a legacy double cab.
The SRX might not have the biggest touchscreen, but Toyota has been clever; all current Hilux models feature the 2.8 GD-6 engine. That makes the SRX more powerful than Ford’s 2.0 SiT engine, which now power all entry-level and mid-grade Rangers. Toyota is exploiting the Ranger’s powertrain gap after the retirement of the 2.0 BiT.
Is the Toyota Hilux Raider the ideal spec?
Look at that rear corner: the Hilux now has a clever step bumper slot like the Ford Ranger…
Mid-grade is usually the best value in any extensive model line-up. And when you consider the size of what the new Hilux’s line-up will grow into, we reckon the best-value offering is the Raider.
Firstly, Raider upgrades to a 12.3-inch touchscreen system. It also has wireless charging, which is a useful feature for more than 1 reason: it’s a handy storage spot to keep your smartphone secure when traversing corrugated roads.
The Raider models now feature tyre-pressure monitoring as standard.
A small sensor upgrade on the Raider representing a big win for Toyota drivers is the inclusion of tyre-pressure monitoring. Road works and construction projects mean lots of nails and screws spilling onto the road. And those fasteners can become embedded in your tyres, creating a slow air leak and pressure loss. Knowing about a leak before it becomes a major problem is a big win.
Toyota’s product planners have also wisely resisted the trend of bigger wheels on lower-profile tyres. Bakkie tyres with a larger-profile sidewall absorb pothole impacts and corrugated dirt roads. That’s why the new Raider rolls on 17-inch alloy wheels instead of 18s.
The top-spec Hilux undercuts the Ranger V6 4×4 Sport.
Legend is peak-spec Hilux at launch and likely the ideal choice for affluent buyers of leisure bakkies. Spec highlights include myriad driver-assistance systems and a 9-speaker JBL audio system, which upgrades from the Raider’s 6 speakers.
While the Legend trim might not be the first choice in the Hilux range for Richtersveld exploration, Toyota has again been sensible with the wheel choice. The Legend remains on 18-inch alloy wheels when rivals fit 19s or even 20s, often wrapped in low-profile rubber.
Double cab bakkies are large and cumbersome in traffic. They can be a bit of a nightmare to park, too. That’s why the Legend trim features Toyota’s comprehensive driver-assist suite with rear cross-traffic alert and 360-degree cameras.
Now 48 V only on the Legend
A 48 V integrated starter motor/generator is great for overtaking but tricky for overlanding-fridge configurations.
The Hilux Legend range is available only with the 2.8-litre turbodiesel engine in mild-hybrid (MHEV) configuration with a 48 V integrated starter-generator system as standard. It’s not really a true hybrid; it’s more of a compliance feature for markets with severe emissions tax laws.
The mild-hybrid system’s influence on consumption is negligible. The claim is an improvement of 10%, but that is in an ideal, almost-impossible-to-replicate driving cycle. The MHEV’s greatest benefit is the 12 kW/65 Nm momentary boost when you need to overtake.
The other consideration with the MHEV is running a secondary battery system. Many Hilux double-cab owners fit such a system for overlanding or 4×4 adventure driving. However, it’s much more costly and complicated to set up a dual-battery system on a MHEV vehicle.
For the aforementioned reason, plus its excellent balance of spec versus price, our recommendation of the ideal Hilux is the Raider … for now.
Chinese firm Nio seemingly has plans to introduce its fully electric Firefly hatchback in South Africa, though says launch timing has yet to be determined…
Firefly trademark application pending in SA
Various social-media pages set up locally
Firefly hatch similar in size to Dongfeng Box
Will Chinese automaker Nio launch its new Firefly electric vehicle – which was recently named 2026 World Urban Car – in South Africa? Well, the evidence certainly suggests the battery-powered hatchback is planned for Mzansi, though the company’s head office in China told Cars.co.za that launch timing is “still to be determined”.
For the record, Shanghai-based Nio was founded back in 2014. The Chinese automaker unveiled Firefly as its 3rd brand as recently as November 2024, before revealing the eponymous 5-door hatchback the following month.
The Firefly’s exterior styling is similar to that of the since-discontinued Honda e.
A year later, Nio displayed a right-hand-drive version of the Firefly at Auto Guangzhou in China, before launching this model in Singapore in January 2026 and then entering fellow right-hand-drive market Thailand in March 2026. That had us wondering whether SA was also being lined up.
So, we started digging. We soon discovered that Nio had filed to trademark its logo in South Africa as long ago as June 2021, with registration taking place in April 2024. Then, in May 2024, the company applied to protect the Firefly badge here in Mzansi.
The vehicle has already launched in certain right-hand-drive markets.
Next, we came across the “www.niosouthafrica.co.za” domain, which was set up in July 2025 though has yet to go live (at the time of writing, anyway). Interestingly, a Johannesburg-based company called the Lebano Group is listed as the domain’s registrant organisation.
We then discovered Facebook pages created in the names of “Nio South Africa” (likewise set up in July 2025) and “Firefly South Africa” (established the following month), plus similar accounts on other social-media platforms. However, the last posts from the Firefly South Africa account went out in November 2025 – yes, some 7 months ago – suggesting the EV hatch was “coming soon”.
One of the last posts (at the time of writing) from the seemingly unofficial “Firefly South Africa” Facebook page.
So, we sent queries to the listed local email address and WhatsApp number, asking approximately when the vehicle was due to hit the market in SA. However, these questions went unanswered. Further investigation suggested the WhatsApp number shown on the “Firefly SA” Facebook page was also linked to the Lebano Group.
Next we made contact with Nio’s global division, which referred us to a senior key account manager based at the company’s headquarters in Shanghai. This executive suggested to us that the “Firefly South Africa” Facebook page was “not [an] official channel”, adding that “expected launching time is still to be determined”.
Basic cabin layout featuring a pair of screens.
So, for now, it remains unclear precisely when this new model is due to arrive. But what do we know about the Firefly itself? Well, this battery-powered hatchback measures 4 003 mm from front to back, making it 78 mm longer than the BYD Dolphin Surf but 17 mm and 132 mm shorter than the Dongfeng Box and Geely E2, respectively.
Based on overseas specification lists, the 5-seater Firefly employs a rear-mounted electric motor that generates peak outputs of 105 kW and 200 Nm. It draws its urge from a 41.2 kWh (net) battery pack that offers a claimed WLTP range of up to 330 km. The Chinese company claims a 0-100 kph time of 8.1 seconds and a top speed of 150 kph.
Frequently Asked Questions (FAQ)
Q: What is the official status of Nio’s Firefly electric vehicle launch in South Africa?
A: While localised trademark applications, social media pages and a web domain point to infrastructure preparations, Nio’s global headquarters in Shanghai has clarified that the official launch timing for South Africa is “still to be determined”. Furthermore, the global division indicated that the existing “Firefly South Africa” Facebook page is not an official company channel.
Q: What right-hand-drive market progress has the Firefly made ahead of its potential SA arrival?
A: Nio has actively targeted right-hand-drive regions with the Firefly hatchback (the recipient of the 2026 World Urban Car award). Following its right-hand-drive showcase at Auto Guangzhou in late 2025, the vehicle officially launched in Singapore in January 2026 and expanded into Thailand in March 2026, paving the logistical path for other right-hand-drive markets like South Africa.
Q: How does the Nio Firefly compare to competitor models in terms of dimensions and drivetrain performance?
A: Measuring 4 003 mm long, the Firefly sits comfortably within the compact urban EV space, tracking slightly longer than the BYD Dolphin Surf but remaining shorter than the Dongfeng Box and Geely E2. It utilises a rear-mounted electric motor producing 105 kW and 200 Nm of torque, powered by a 41.2 kWh battery pack that delivers a claimed WLTP driving range of up to 330 km.
Global NCAP says Sonet and Jolion ‘fall short’ on safety
Global NCAP has released crash-test results for SA-spec entry-level versions of the Kia Sonet and Haval Jolion, saying these popular models have “fallen short” on safety…
Sonet handed 1 star while Jolion manages 2 stars
Results “driven largely” by lack of curtain airbags
Both automakers respond to Global NCAP results
Global NCAP says its recently released crash-test results for the entry-level versions of the Kia Sonet and the GWM Haval Jolion sold in South Africa show that these popular crossovers “fall short” on safety.
In collaboration with the Automobile Association (AA) of South Africa, the organisation handed the Indian-built Sonet just 1 star for adult-occupant protection and the Chinese-made Jolion only 2 stars in the same category. Both models were awarded 3 stars for child-occupant protection.
Global NCAP typically tests entry-level derivatives – in this case, the Sonet LS (with 2 airbags) and the Jolion City (with 4 airbags), each of which features electronic stability control as standard. The AA said both “demonstrated serious gaps in the safety protection offered to occupants, driven largely by a lack of standard side head-protection airbags [curtain airbags]”.
According to the crash-test report for the Sonet, this model’s footwell area and bodyshell “were unstable and not capable of withstanding further loadings”. In the side-impact test, “poor chest protection limited the adult protection rating to 1 star, while abdomen protection was rated as adequate”.
Meanwhile, Global NCAP said the Jolion provided “good protection to the head, neck and chest” in the frontal impact, though knee protection “was marginal”. The side movable-barrier test showed “good protection”, while (as with the Sonet) the side pole test was not conducted because side head-protection airbags were not fitted as standard.
For the record, while Kia’s LS, LX and EX grades for the Sonet each feature only 2 airbags, the EX+ and SX trim levels come with 6 airbags (including curtain items). It’s a similar case with the Jolion line-up, where the City Plus and Jolion Pro Premium – like the tested City – feature 4 airbags, and all derivatives above that gaining curtain airbags.
The Jolion City scored 2 stars for adult-occupant protection.
“It is unacceptable that global manufacturers continue to sell cars in Africa with safety standards they would never offer in markets like Europe. The Kia Sonet’s 1-star result and the GWM Haval Jolion’s 2-star result show how far the industry still has to go. Side head-protection airbags should be standard on every new car, in every market. African motorists deserve the same life-saving protection as drivers in the rest of the world,” said Richard Woods, CEO of Global NCAP.
Kia and GWM respond to Global NCAP results
Kia South Africa has since released a statement saying its Sonet range “meets all applicable South African legislative safety requirements as stipulated by the National Regulator for Compulsory Specifications (NRCS)”. It added that it welcomed “independent assessment as a mechanism for accountability and continuous improvement across the industry”.
Kia SA says plans to launch a new LS+ variant with curtain airbags.
The South Korean brand’s local division also pointed out it planned to introduce a new Sonet LS+ derivative to the local line-up in the 3rd quarter of 2026, confirming this variant would offer 6 airbags as standard.
Meanwhile, GWM South Africa said that as part of its “ongoing product enhancement strategy”, it was “working to align the safety specifications” of entry-level models “more closely” with those of higher-grade variants. It confirmed that “future” Jolion City and Jolion Pro Premium derivatives would be equipped with curtain airbags as standard.
GWM SA says “future” versions of its Jolion City will future curtain airbags.
Bobby Ramagwede, CEO of the AA, suggested South African motorists “exercise extreme caution when purchasing a new or used entry-level vehicle, as the recent series of crash tests has shown a worrying trend with entry-level models on sale in South Africa lacking adequate crash safety and, perhaps more worryingly, very few of the vehicles tested offering safety ratings similar to those of the same models on sale abroad”.
“The tests also show the significant difference that basic safety features such as side-impact airbags and electronic stability control can make. These features offer a major safety boost to any vehicle and, in most cases, can be added with only a marginal increase in vehicle price,” Ramagwede added.
Frequently Asked Questions (FAQ)
Q: What were the specific Global NCAP crash-test scores for the SA-spec Kia Sonet and Haval Jolion?
A: In the recent safety assessments conducted in collaboration with the AA of South Africa, the entry-level Kia Sonet LS received a 1-star rating for adult-occupant protection. The entry-level GWM Haval Jolion City performed slightly better, securing a 2-star rating for adult protection. Both compact crossovers achieved a 3-star rating for child-occupant protection.
Q: Why did these entry-level variants score poorly in the adult protection category?
A: The low scores were driven primarily by the absence of standard side head-protection (curtain) airbags, preventing Global NCAP from conducting the critical side-pole impact test. Additionally, the Kia Sonet’s structural integrity raised concerns, with its footwell and overall bodyshell rated as unstable and unable to withstand further structural loads. It also demonstrated poor chest protection during side-impact evaluations.
Q: How have Kia South Africa and GWM South Africa responded to these critical safety findings?
A: Both automotive brands committed to specification upgrades. Kia SA announced plans to introduce a new Sonet LS+ derivative in Q3 2026 featuring 6 airbags as standard. Similarly, GWM SA confirmed that future production cycles of the Jolion City and Jolion Pro Premium will be upgraded to include curtain airbags across the board.
The Land Rover Defender facelift has quietly made landfall in SA. Here’s a look at what’s changed & whether it’s still one of the ultimate adventure vehicles.
We like: Image; capability; tech; powerful D350 engine; desirable blend of rugged and luxury; possibly the ultimate vehicle solution?
We don’t like: Driver monitoring intrudes; pricey when fully optioned; our Powerball numbers have yet to materialise.
The Defender has been an absolute winner for the Land Rover brand, with sales effortlessly exceeding expectations. Given this success, it made perfect sense to leverage the brand and name into as many niches as possible. Carry more people? Get a 130. Just the 2 of you and parking’s a hassle? How about a tasty 90? Have access to your own filling station and contemplating an off-road rally experience? Octa.
It’s remarkable to think this new-gen Defender is already nearly 7 years old – it still manages to look fresh, premium and relevant. When sales have been this good, it’s imperative that a brand doesn’t stray from what’s clearly a winning formula. For this facelifted model, the exterior changes are minor, in a way that you’ll need to park the pre-facelift next to the newcomer to point them out.
One of the telltale signs of the Defender facelift is rear lights that are now flush with the door surface.
There’s a slightly revised headlight design, while the rear tail lamps now sit flush with the rear door. There’s some inspired textures on the bonnet inserts and some gloss-black goodness on the wheel caps and grille bar. Land Rover has added new colours, too, like this Woolstone Green. Inside, there’s an updated infotainment system with the touchscreen growing to 13.1 inches.
There are ergonomic changes, like the repositioned gear shifter and more cleverly thought-out storage and practicality solutions. The car also features a driver-facing camera to encourage keeping your eyes constantly on the road, but this tech is more of an annoyance than anything else. Sorry, Land Rover and every other brand who have gone this route.
The facelifted Defender features this annoying driver-facing camera that monitors behaviour and attentiveness.
As you can see, the changes represent a gentle nip ‘n’ tuck that should keep buyers interested in a very competitive segment that runs the gamut of serious off-roaders and pavement poseurs. If you’re genuinely serious about traversing Matroosberg Pass on a snowy winter’s day, we’d say the Defender D350’s rivals are the Lexus GX 550 and the Toyota Land Cruiser 300.
If you’re more urban-orientated and the extent of your off-tar adventures is the gravel driveway up to Kleinhoekkloof Wine Farm outside Ashton (tell ’em I sent you), look to the German trio of the BMW X5, Audi Q8 and Mercedes-Benz GLE. (As an aside, you can get optional off-road packages for the X5 and GLE that raise the ride height.)
How the Land Rover Defender fares in terms of…
Design, Packaging & Features
With the slightest of visual updates, the Defender still continues to be an eye-catching blend of rugged and premium. Car design is a subjective conversation, but in our opinion the modern Defender has aged very well. This begs the question: did it even need these updates?
The interior is an exercise in industrial design wrapped in premium goodness. You get a rugged look, exposed rivets and tough easy-to-clean plastics on the one hand, countered by some of the most comfortable and supportive seats wrapped in quality leather, and a high-tech infotainment system.
Land Rover’s Pivi Pro infotainment system has long been regarded by this publication as one of the best in the business, boasting ultra responsiveness from its own power source separate from the car’s main power so there’s no lag right from the get-go. It’s also a clean and easy-to-follow layout. Thankfully, the Defender still retains physical buttons for drive modes, climate control and heated seats, unlike its more premium siblings from Range Rover that now have all functionality integrated into the screen.
The connectivity is all-encompassing, too, with Wi-Fi, Bluetooth and more USB ports than you’d ever need. They’re strategically placed, allowing for devices to be plugged in and then stored. Wireless Android Auto and Apple CarPlay are also included.
The Defender also supports over-the-air software updates, so don’t be surprised if you wake up and the car’s conveniently downloaded improved software overnight.
The tech and features at this price point are predictably long and comprehensive. When you’re paying R2 million for a do-it-all family SUV, things like Matrix LED headlights, panoramic sunroof, heated/cooled leather seats, digital instrument cluster, high-resolution parking cameras and electronically adjustable steering column are non-negotiables.
Even with all that, and then some, the Defender configurator allows for even more customisation and add-ons. If you take your Cederberg off-roading very seriously, may we suggest the optional tyre compressor for around R20 000? “Our” Defender’s options list included an electrically deployable tow bar (R7 400), off-road pack (R15 700), adaptive off-road cruise control (R9 600), 3rd row seats with 3-zone climate control and air quality sensor/purification (R35 300), head-up display (R21 800) and Meridian surround sound (R17 400).
Given its size, the Defender facelift remains a solid family vehicle with generous amounts of rear legroom and headroom. As mentioned, our unit came with the optional 3rd row of seats which neatly stow away into the boot. This author is too tall to origami himself in there, but we reckon they’re adequate for the little ones. If 7 seats are a requirement, rather look to the Defender 130.
Throughout the boot of the 110, there are clever touches such as the ability to lower the rear air suspension to make access easier and a 2-pin 230 V plug point. It’s nice to see the use of easy-to-clean materials.
Performance & Efficiency
During the facelift, Land Rover dropped the 2.0-litre, 4-cylinder turbodiesel and replaced it with a detuned version of the 3.0-litre. That version is available as the entry-level D250 and develops 183 kW and 570 Nm.
The engine on duty in the D350, however, is a different beast altogether. The 3.0-litre turbocharged 6-cylinder diesel from the Ingenium modular family is called the AJ300D and the outputs are a stout 257 kW and 700 Nm. Power goes to all four wheels via an 8-speed automatic transmission.
Fast? You bet! Our test equipment recorded a 0-100 kph time of 6.57 seconds, on par with the sporty Volkswagen Polo GTI!
Those 700 Newtons serve two purposes. Firstly, the D350 is amusingly effortless in its ability to overtake slower traffic. Secondly, this model has an impressive maximum braked towing capacity of 3 500 kg. Again, a reminder the tow bar is an optional extra.
When it comes to economy, the Defender D350 is claimed to consume 8.5 L/100 km, but after a few hundred kilometres behind the wheel, we came away with an average of 11.0 L/100 km. It’s certainly heavier than expected but a worthwhile price to pay for the D350’s tremendous shunting power and capabilities. If you’re planning on long adventures, this Defender has an 89-litre tank, giving it a range of just over 1 000 km between fill ups on Land Rover’s claimed figure.
Ride, Handling & Comfort
Given its shape, height and chunky tyres, you’d think this would be an off-road review, but when you think about how many Defenders are driving on tarred roads, it makes sense to start there first. Despite the 110’s heft and high centre of gravity, its on-road manners are impeccable. It’s more agile than you’d think given it’s a large off-road-biased SUV, thanks to a sharp and direct steering setup which feels just right.
Every Defender 110 comes with air suspension, which adds a premium plushness to the ride quality. Combined with the higher-profile tyres, very few big family SUVs offer this level of quietness, compliance and polish. It feels like you could be in the poshest of Range Rover Autobiography vehicles, which also happen to cost almost double the price of the 110 D350!
It’s quite remarkable that the Defender is marketed as – and indeed is – one of the more capable off-roaders in the premium segment when it lacks the key component required: a ladderframe architecture. Instead, it makes do with a unibody setup. Officially called the D7X, this platform allows for a talented blend of on-road comfort and refinement, as well as impressive off-road abilities.
New for this model is the optional adaptive off-road cruise control, which is essentially an enhanced version of the outgoing All Terrain Progress Control. Still, tech aside, the core off-road numbers make for deeply impressive reading. A ground clearance of 290 mm with the air suspension fully extended, a wading depth of 900 mm and approach/departure angles of 38 degrees front and 40 degrees at the back. The car’s electronics are rated to IP67 – they can be submerged in water for up to an hour without incurring damage. Something we didn’t fancy testing…
But wait, there’s more. There’s a low-range transfer case, locking centre differential as well as an active rear locking differential. This is all controlled by the car’s Terrain Response tech and, to make things easier, there are various drivetrain modes. Or, do what we did and just leave everything in auto; the majority of the time, the car’s smart enough to just figure it all out. We did enjoy the data and system readouts, showing us exactly what the vehicle is doing when trudging across off-road terrain.
Price & After-sales support
The Defender is sold with a 5-year/100 000 km warranty and a 5-year/100 000 km maintenance plan.
Defender 110 D250 X-Dynamic SE
R1 871 200
Defender 110 D350 X-Dynamic HSE
R2 033 000
Defender 110 P425 X-Dynamic SE
R2 083 200
Defender 110 P425 X-Dynamic HSE
R2 111 100
Defender 110 P400e X-Dynamic HSE PHEV
R2 370 200
Defender 110 P400e X
R2 446 400
Defender 110 Octa
R3 739 200
Pricing correct as of June 2026.
Verdict
We can’t imagine this update was one the Defender team was looking forward to. Much like each generation of Porsche 911, how do you improve on an already outstanding product?
Luxury pricing aside, the facelifted Land Rover Defender D350 blew the Cars.co.za team away. It’s easy to see why the pre-facelifted derivative took home the trophy for Best Adventure SUV at the 2024/25 Cars.co.za Awards. There’s a clamouring for the key when a Defender derivative arrives at the offices (Ashley Oldfield usually wins). And now, the best got even better.
If you’re in the market for a Defender, you won’t be disappointed with the capabilities, power and image of this 110 D350. Configure it carefully for your specific needs and you’ll have one of the best premium SUVs money can buy.
What are the main body styles available for the Defender?
The Defender line-up is split into four distinct body styles:
Defender 90: The compact, short-wheelbase three-door variant.
Defender 110: The standard, highly versatile five-door model available in 5 or 5+2 seating configurations.
Defender 130: The elongated five-door body styled primarily to carry up to eight passengers across three rows.
Defender OCTA: The ultimate ultra-performance all-terrain flagship variant.
What engine options power the Land Rover Defender in South Africa?
The Defender offers an extensive powertrain selection in South Africa, which features:
D350 Diesel: An uprated 3.0-litre twin-turbocharged inline-six pushing out 257 kW and 700 Nm.
P400e Plug-In Hybrid (PHEV): A 2.0-litre four-cylinder turbo paired with an electric motor to produce a combined 297 kW.
P425 V8: A supercharged 5.0-litre V8 delivering 313 kW of pure performance.
OCTA Twin-Turbo V8: A mild-hybrid 4.4-litre twin-turbo V8 outputting a massive 467 kW.
What is the fuel consumption of the Land Rover Defender?
Claimed combined fuel consumption figures vary widely across the drivetrain options:
P400e Hybrid: A claimed 2.8 L/100 km, assuming full utilization of the electric battery.
D350 Diesel: Approximately 7.6 to 8.0 L/100 km under mixed driving cycles.
P400 Petrol: Around 9.9 L/100 km.
P525 V8: Roughly 12.8 L/100 km.
What standard warranty and maintenance cover is provided?
All new Land Rover Defender models purchased through official local channels include a comprehensive 5-year/100 000 km vehicle warranty alongside a matching 5-year/100 000 km full maintenance plan for peace of mind.
BYD Atto 2 DM-i (2026) Price & Specs
The new BYD Atto 2 DM-i has officially arrived in South Africa, launching as the local market’s most affordable PHEV. Here’s what this plug-in Chinese crossover costs…
New Atto 2 DM-i arrives as SA’s cheapest PHEV
BYD Auto SA offering 2 derivatives from launch
PHEV powertrain generates 122 kW and 300 Nm
BYD Auto’s steady expansion in South Africa continues with the arrival of the new BYD Atto 2 DM-i crossover, which launches as the Chinese new-energy brand’s 10th nameplate and the local market’s most affordable plug-in hybrid electric vehicle (PHEV).
Known as the “Yuan Up” in its domestic market of China, the Atto 2 is produced in both fully electric and PHEV form, with only the latter configuration available at launch in South Africa (though we believe the fully electric version will follow soon).
At launch, the Chinese automaker’s local division offers the Atto 2 DM-i in 2 flavours: Comfort and Dynamic. The Atto 2 DM-i Comfort is priced from R449 900, while the Atto 2 DM-i Dynamic comes in at R489 900.
That sees the new BYD Atto 2 DM-i grab the title of Mzansi’s most affordable PHEV from its stablemate, the BYD Sealion 5 Comfort DM-i (which launched at R499 900 late in 2025, though has had its price recently adjusted to R509 900).
The SA-spec Atto 2 DM-i employs a PHEV powertrain comprising a 1.5-litre petrol engine, a front-mounted electric motor and a 7.85 kWh battery pack. The resulting peak outputs are 122 kW and 300 Nm. Though BYD Auto SA has yet confirm this model’s all-electric range, overseas specifications suggest a WLTP figure of 40 km, pushing total range to a listed 930 km.
From what we can tell, the Dynamic derivative is set apart from the entry-level Comfort grade by features such as faux-leather upholstery, a powered driver’s seat, a larger touchscreen, wireless smartphone charging and a raft of additional advanced driver-assistance system (ADAS) features.
The Atto 2 DM-i measures 4 330 mm from nose to rump, with a wheelbase of 2 620 mm. That makes the newcomer some 40 mm longer than the fully electric Dolphin hatchback but 125 mm shorter than the likewise battery-powered Atto 3.
What does the new BYD Atto 2 DM-i cost in South Africa?
DERIVATIVE
PRICE
BYD Atto 2 DM-i Comfort
R449 900
BYD Atto 2 DM-i Dynamic
R489 900
The prices above include 5-year/150 000 km warranty, an 8-year/200 000 km battery warranty and a 4-year/60 000 km service plan.
Frequently Asked Questions (FAQ)
Q: What is the pricing for the new BYD Atto 2 DM-i in South Africa, and what title does it hold?
A: The new BYD Atto 2 DM-i launches in South Africa in two variants: the entry-level Comfort priced from R449 900 and the higher-spec Dynamic from R489 900. With this aggressive pricing, the Atto 2 DM-i officially becomes South Africa’s most affordable plug-in hybrid electric vehicle (PHEV), undercutting its larger stablemate, the BYD Sealion 5 DM-i.
Q: What are the powertrain specifications and range capabilities of the SA-spec Atto 2 DM-i?
A: The crossover is equipped with BYD’s DM-i plug-in hybrid system, combining a 1.5-litre petrol engine with a front-mounted electric motor and a 7.85 kWh battery pack. It delivers a total system output of 122 kW and 300 Nm. The powertrain offers an estimated all-electric range of up to 40 km (WLTP), contributing to a combined total driving range of approximately 930 km.
Q: How do the Comfort and Dynamic trim levels differ, and what are the vehicle’s dimensions?
A: While both models share the same hybrid drivetrain, the premium Dynamic variant upgrades the package with faux-leather upholstery, a larger infotainment touchscreen, wireless smartphone charging and an extended suite of advanced driver-assistance systems (ADAS). In terms of size, the Atto 2 measures 4 330 mm in length with a 2 620 mm wheelbase, positioning it neatly between the smaller electric Dolphin hatchback and the larger Atto 3 SUV.
Looking for the most affordable PHEVs on the market in South Africa right now? Here are the 8 most accessible plug-in hybrid options.
South Africa’s plug-in hybrid electric vehicle (PHEV) segment has grown rapidly over the past year or so. Several Chinese brands have moved into this space, seeing the segment’s entry point – which not long ago was more than R1 million – drop dramatically. These, then, are SA’s 8 most affordable PHEVs (all pricing is correct as of June 2026).
1. BYD Atto 2 DM-i – from R449 900
The freshly launched Atto 2 DM-i employs a PHEV powertrain comprising a naturally aspirated 1.5-litre petrol engine, a front-mounted electric motor and a battery pack. The resulting peak outputs come in at 122 kW and 300 Nm. The Comfort grade starts at just under R450 000, though BYD also offers a Dynamic derivative for R489 900.
Battery pack size: 7.85 kWh
Claimed all-electric range: 40 km
2. BYD Sealion 5 DM-i – from R509 900
The front-wheel-drive BYD Sealion 5‘s powertrain is also built around a naturally aspirated 1.5-litre petrol motor. With some help from a front-mounted electric motor, this arrangement offers peak system power of 156 kW. The base Comfort version is priced at R509 900, while the better-equipped Dynamic derivative comes in at R569 900.
Battery pack size: 12.96 kWh
Claimed all-electric range: 52 km
3. Geely E5 EM-i – from R599 999
Geely‘s recent return to Mzansi started with the launch of the E5 EM-i, which very briefly held the title of SA’s most affordable PHEV. Directing its drive to the front axle, an atmospheric 1.5-litre petrol mill combines with an electric motor to offer a total system output of 193 kW. The Aspire grade is priced at R599 999, while the appropriately named Apex flagship comes in at R679 999.
Battery pack size: 18.4 kWh
Claimed all-electric range: 83 km
4. Chery Tiggo 7 1.5T CSH – from R619 900
Like the Sealion 5 above, the Chery Tiggo 7 CSH is front-wheel drive. However, it employs a turbocharged 1.5-litre petrol engine mated with an electric motor to offer a considerably higher system output of 265 kW. The Plus specification comes in at around R620 000, though there’s also an Ultra grade for R679 900.
Battery pack size: 18.3 kWh
Claimed all-electric range: 93 km
5. BYD Sealion 6 – from R639 900
The BYD Sealion 6 range offers 2 distinct PHEV powertrain options. The Comfort (R639 900) and Dynamic (R696 900) variants are front-wheel drive, offering 160 kW from a naturally aspirated 1.5-litre petrol engine and an electric motor. Meanwhile, the flagship Premium derivative (R779 900) boasts a turbocharged 1.5-litre petrol unit and gains a rear-mounted electric motor, resulting in all-wheel drive and pushing peak power to 238 kW.
Battery pack size: 18.3 kWh
Claimed all-electric range: 70 km (Premium); 80 km (Comfort and Dynamic)
6=. Jaecoo J7 1.5T SHS – from R689 900
Interestingly, 6th place on the list of SA’s most affordable PHEVs is shared by 3 models from Chery Group sub-brands. First up is the Jaecoo J7 SHS, which combines a turbocharged 1.5-litre petrol unit with an electric motor to generate total system power of 255 kW. Just a single front-driven derivative is available in Mzansi.
Battery pack size: 18.3 kWh
Claimed all-electric range: 90 km
6=. Omoda C7 1.5T SHS – from R689 900
As you might have guessed, the Omoda C7 SHS appears to use the same powertrain as its J7 sibling above (and one no doubt closely related to the Tiggo 7 1.5T CHS above, too, considering all fall under the Chery Group banner). Curiously, however, this likewise front-driven derivative’s claimed all-electric range is 15 km higher than that of its J7 relative, at a listed 105 km.
Battery pack size: 18.3 kWh
Claimed all-electric range: 105 km
6=. Jetour T1 1.5T i-DM – from R689 900
The i-DM-badged version of Jetour’s boxy T1 employs a PHEV powertrain built around – yes, you guessed it – a turbocharged 1.5-litre petrol engine paired with a single electric motor and a battery pack. The Chinese brand claims the front-wheel-drive T1 i-DM boasts total system outputs of 250 kW and 530 Nm.
Battery pack size: 18.4 kWh
Claimed all-electric range: 100 km
Frequently Asked Questions (FAQ)
Q: What are the entry points and top contenders for the most affordable PHEVs in South Africa?
A: As of June 2026, the local market’s entry point for plug-in hybrid electric vehicles (PHEVs) has dropped well below the R500 000 mark. The BYD Atto 2 DM-i leads as South Africa’s most affordable PHEV starting from R449 900, followed by the BYD Sealion 5 DM-i from R509 900 and the Geely E5 EM-i starting at R599 999.
Q: Which affordable plug-in hybrids offer the highest power outputs and electric driving ranges?
A: The Chery Tiggo 7 1.5T CSH offers the highest total system output among the lower-priced options at 265 kW, paired with a 93 km all-electric range. For absolute pure-electric distance, the Omoda C7 1.5T SHS leads this price bracket with a claimed zero-emission driving range of 105 km, closely followed by the Jetour T1 1.5T i-DM at 100 km.
Q: How do the battery sizes and drivetrains compare among the options priced under R700 000?
A: Most models in this entry-to-mid tier utilize front-wheel-drive architectures coupled with battery capacities hovering around 18 kWh (including the Geely E5, Chery Tiggo 7, Jaecoo J7, Omoda C7, and Jetour T1). The exceptions are the budget-oriented BYD Atto 2 and Sealion 5, which keep costs down by using smaller 7.85 kWh and 12.96 kWh battery packs respectively, while the BYD Sealion 6 family provides a choice between front-wheel drive (160 kW) and an all-wheel-drive Premium flagship (238 kW).
What it really costs to charge your EV at home in 2026
Charging your EV at home with solar is a no-brainer in sunny South Africa. But once a home battery system enters the mix, the math gets a lot less straightforward. Capacity limits, efficiency losses, and battery degradation all start to chip away at the “free fuel” narrative. Here’s what the numbers really look like.
Too often, buyers don’t consider an EV’s running costs when signing on the dotted line. Unlike refuelling an internal combustion engine (ICE) vehicle, where you know exactly what a litre of fuel will cost, the various scenarios in which you can charge an EV differ greatly in price. While first prize is a high-voltage station at the office where rapid charging happens for free, the reality of hybrid work, weekends, and holidays dictates that you’ll occasionally have to charge elsewhere – including at home.
Here is how the standard at-home options compare in real-world costs.
How much does it actually cost to charge an EV at home in South Africa?
Charging scenario
Source tariff (per kWh)
Storage wear cost (per kWh)
Total true cost (per kWh)
Real cost per 100 km
Financial verdict
Direct daytime solar
R0.00
R0.00 (bypasses home battery)
R0.00
R0.00
Free, but the car must be plugged in during peak daylight hours.
Standard municipal grid
R4.00
R0.00 (direct to car)
R4.00
R60.00
Significantly cheaper than internal combustion, but subject to tariff hikes.
Overnight home battery (stored solar/grid power)
R0.00 to R4.00
R1.00 (inverter battery wear)
R1.00 to R5.00
R15.00 to R75.00
Drawing power into a home battery to dump it into an EV adds a heavy premium in hardware wear.
Internal combustion engine averaging 6.75 L/100 km
n/a
n/a
n/a
R190.00 (at R28/L)
Double the cost of standard grid charging, but requires no behavioural adjustments.
(Note: EV calculations are based on an average efficiency of 1 kWh per 6.6 km, or roughly 15 kWh/100 km).
Eskom tariffs vs solar energy: Is charging via panels truly free?
With enough solar panels, you can run practically anything in your household off the sun, provided there’s enough light to power a suitably sized solar array. During peak solar periods – say, between 10:00 and 14:00 – you could theoretically charge your EV for free.
However, that assumes you’ve already made the capital outlay for a solar system capable of dealing with the demands of a 7.4 kW single-phase or an 11 kW 3-phase AC wallbox charger – most modern solar panels produce around 550 Wh, so simple math suggests you’ll need a minimum of 15 panels on your roof.
If it’s cloudy, or your inverter capacity is limited to 8 kW, attempting to charge your EV means you will have to forgo topping up your home backup system. In such a scenario, the house’s backup battery won’t reach a full state of charge. This forces you to use expensive grid power to top up the shortfall overnight.
Ultimately, achieving “free” charging demands a significant lifestyle change and careful daily planning.
The hidden costs: Why depleting your home battery to charge your EV is a mistake
It’s tempting to think that a home storage battery can easily be used to charge an EV overnight. But the hardware physics prove otherwise.
A standard 5.12 kWh home battery can only boost a typical EV battery (which ranges from 50 kWh to 100 kWh) by about 30 km worth of range. A single standard home battery simply doesn’t have the capacity to feed a massive vehicle battery. More importantly, pulling a continuous high load from the home battery causes rapid thermal degradation, prematurely eating through its finite lifespan of charging cycles.
Trying to run a 7.4 kW wallbox charger off a lone 5.12 kWh battery will drain the home storage to 0% in less than 45 minutes. You are effectively trading away your household load-shedding protection for a mere 30 km of driving range.
The true cost of storage wear: Assuming a quality 5.12 kWh LiFePO4 (lithium iron phosphate) battery costs roughly R30 000, dividing this upfront cost by its expected lifetime energy throughput (5.12 kWh x 6 000 cycles) yields a relative storage cost of R1.00 per kWh.
While your solar panels might harvest the energy for free, routing it through your home battery adds R1.00 per unit in hidden hardware depreciation. If a typical 40 km daily commute adds 10 kWh of demand to your home system overnight, it would require nearly 2 full charges of a 5.12 kWh battery just for the car. Combined with regular domestic usage, this forces the battery to operate at an unsustainable cycle rate, cutting its expected usable lifespan from 15 years down to under 6.
The lesson? Configure your inverter to skip the home battery when the car is plugged in. You save R1.00 per unit in hardware wear every single time.
Wallbox vs. standard wall socket: Balancing home charging & speed
The other major cost of home charging resides in the ratio between charging speed and upfront investment. Relying on the portable “granny charger” sold with the car as your permanent home charging solution is a non-starter. Standard domestic sockets aren’t designed for a prolonged, maximum-amperage current draw lasting over 24 hours. Doing so introduces significant thermal stress behind the wall, creating severe risks of melted sockets and electrical fires.
Upgrading to a dedicated home charger requires balancing your property’s electrical infrastructure against installation costs – some manufacturers are wise to this and are including the cost and installation of home AC chargers into the price of their vehicles.
Charger type
Electrical supply required
Charging power (kW)
Added range per hour
Time to charge a 60 kWh battery (0-100%)
Usage conditions
Portable charger (included with car)
Standard 3-pin wall socket (10A – 13A)
2.3 kW
10 to 15 km
26 hours
Emergency use only. Continuous high-current draw over a full day creates dangerous thermal stress on standard domestic wiring.
Single-phase wallbox (the most common installation)
Dedicated 32A breaker from DB board
7.4 kW
35 to 40 km
8 hours
The sweet spot. Fits 70% of South African suburban homes. Perfectly aligned with an overnight sleep cycle to fully replenish a daily commute without major grid upgrades.
3-phase wallbox (premium installation)
3-phase power supply (16A per phase)
11 kW
60 km
5.5 hours
Infrastructure dependent. Requires a native 3-phase property connection, which is typically limited to specific agricultural holdings, older large estates, or light commercial properties.
Most South African homes are wired as single-phase, which allows installation of a 7.4 kW wallbox able to fully charge a 60 kWh battery in 8 hours, and without significant revision of electric infrastructure. If not yet installed, upgrading to a full-fat 11 kW wallbox requires:
3-phase power.
A new application to your municipality.
A replacement electricity meter and modifications to your DB board.
Labour and a certificate of compliance.
Combined, the aforementioned could run into tens of thousands of extra rands spent.
The 3 rules for efficient EV home charging are…
Time your charging perfectly: To truly charge using “free” fuel, plug your EV in exclusively during peak daytime solar hours (10:00 to 14:00).
Protect the home storage system: Program your inverter to never drain the household backup battery to charge the car. Use daytime sun to charge the home battery, and let the car pull straight from the panels or the grid.
Stick to a 7.4 kW wallbox: For the vast majority of South Africans, a single-phase 7.4 kW charger offers the best balance of overnight speed without triggering exorbitant municipal infrastructure upgrade fees.
The bottom line
Charging an EV at home in South Africa isn’t as simple as plugging it in and watching the savings roll in. The math proves that the smartest investment you can make isn’t buying more expensive hardware – it’s simply knowing exactly when to plug in.
The Kia Tasman has officially landed, throwing the South Korean brand directly into the deep end of South Africa’s fiercely contested leisure double-cab market. In part 1 of this 2-part review, we assess the newcomer on-road.
We like: Tasman has a bold, unmistakable road presence; highly digitalised and versatile cabin layout; refined power delivery; impressive standard safety suite.
We don’t like: Divisive exterior styling elements; unladen rear ride can feel typically firm over sharp ruts; steering lacks feedback on-centre.
The all-new Kia Tasman marks the South Korean brand’s first-ever foray into the fiercely contested double-cab bakkie market, built from the ground up on a rugged ladder-frame chassis rather than adapting an existing SUV platform.
Visually striking and highly polarising, its boxy, military-inspired exterior strips away traditional bakkie styling conventions to emphasise pure functionality, while the cabin counters with a premium, tech-heavy, car-like environment.
How the Kia Tasman fares in terms of…
Design & Packaging
There is no escaping the Tasman’s exterior design. Kia has deliberately steered clear of the conservative, evolutionary styling language that dominates the bakkie segment. The front end is dominated by a massive, upright grille treatment, vertically oriented LED projector headlamps pushed to the outer edges, and prominent, blocky wheel-arch cladding that integrates storage steps. It is a highly unconventional look that ensures maximum road presence, even if it splits opinion in local parking lots.
Step inside, however, and the narrative shifts entirely toward modern sophistication. The cabin layout borrows heavily from Kia’s premium EV line-up, featuring an expansive panoramic display panel that houses a 12.3-inch digital instrument cluster, a 5-inch climate touchscreen control segment, and a primary 12.3-inch infotainment system. Crucially, Kia has retained a neat row of physical toggle switches for core functions below the screen, balancing tech with daily usability.
Material quality is excellent for a utility vehicle, with extensive use of sustainable materials and robust switchgear.
Practicality is a major highlight, too: the rear seats can slide and recline, and folding them up reveals a generous 29-litre under-seat storage bin. Out back, the load bay features an integrated power outlet, illuminated corner steps and a sliding cargo floor configuration on higher-grade models.
Performance & Efficiency
Under the bonnet, the Tasman relies on a revised iteration of Kia’s proven 2.2-litre four-cylinder Smartstream turbodiesel engine. Producing 154 kW and 440 Nm of torque, it sends power to all 4 wheels via a slick-shifting 8-speed torque-converter automatic transmission.
While it lacks the outright muscularity of V6 rivals, the power delivery is linear and responsive from low revs. In urban traffic, the powertrain is decently quiet and refined, with minimal diesel clatter entering the cabin. Out on the open road, the gear shifts are intuitive, although executing high-speed overtakes when fully loaded requires a bit of forward planning.
Efficiency is a notable strong suit. On our mixed testing route, real-world consumption hovered around 8.4 L/100 km, which is a respectable return for a vehicle of this size and wind-resistant aerodynamic profile.
Ride, Handling & Comfort
On the tarmac, the Tasman prioritises occupant comfort and long-distance refinement. NVH suppression is class-leading, with wind and road noise kept well at bay despite the blocky exterior design and large side mirrors.
The suspension layout utilises a double-wishbone front setup paired with a traditional leaf-spring rear axle to handle heavy payloads (up to 1 195 kg) and a 3 500 kg braked towing capacity. The inclusion of frequency-selective dampers helps mitigate some of the typical agricultural jitteriness associated with empty ladder-frame bakkies, although not entirely. Sharp ruts can still cause a momentary shimmy through the chassis.
This flagship X-Pro derivative ups the ante off-road, adding an automatic electronic locking rear differential, an extra 28 mm of ground clearance (totalling 252 mm), and 17-inch gloss-black wheels wrapped in chunky all-terrain rubber. The steering is light and effortless around town, which simplifies parking manoeuvres, though it does feel somewhat vague and numb around the dead-centre position at highway cruising speeds. The tyres also produce quite a bit of road noise.
Kia Tasman Price & After-sales support
All Tasman models boast a 5-year/90 000 km service plan and 5-year/unlimited km warranty.
The Kia Tasman enters a fiercely competitive segment, but it does so with a very specific set of skills. It offers a massive amount of standard equipment, a nicely finished and practical cabin environment, and a refined powertrain package.
While the polarising exterior design will undoubtedly be the primary talking point for prospective South African buyers, look beneath the skin and you will find an accomplished, comfortable, and deeply rational lifestyle double-cab bakkie.
