GWM South Africa has confirmed it plans to launch its Wey luxury brand as a standalone marque towards the middle of 2027. Here’s what we know so far…
Wey luxury brand coming to SA next year
Launch expected towards middle of 2027
Marque offers large crossovers and MPVs
The head of GWM South Africa has confirmed to Cars.co.za that the Chinese automaker plans to introduce its Wey luxury brand to Mzansi as a “standalone” marque towards the middle of 2027.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, made the comments during a wide-ranging interview on the Cars.co.za BizCars podcast ahead of DealerCon 2026. He later also confirmed the news at the 2026 Festival of Motoring at Kyalami.
“We had the [GWM] Group CEO in South Africa at the beginning of this year [2026] to do a market assessment and I think he made the call to say that everything you see in China – that historically used to be left-hand drive and only for domestic-market consumption – is now being opened up for the rest of the world,” Groenewald revealed during the podcast.
“The Wey brand, which is our luxury brand – named after Chairman Wei [Jianjun], the owner of the [GWM] business – that brand will also be launching middle of next year [2027] in South Africa with a full range of products,” Groenewald told us, having earlier confirmed various new Tank models for the local market.
The Wey V8X appears to be a slightly smaller version of the V9X.
GWM established the Wey brand back in 2016, with an initial focus on the Chinese market. However, the Baoding-based company has since rolled out its luxury division to various international markets, with fellow right-hand-drive nation Australia set to welcome the marque before the end of 2026, too.
Though it’s not yet clear exactly which Wey models are planned for South Africa, the brand offers several large crossovers and MPVs in China. Most appear to feature some sort of electrification, with many furthermore offering 3 rows of seating.
A look inside the Chinese-spec V9X.
One of the most recently revealed models is the 3-row Wey V9X, which the company bills as its “global flagship”. In China, the standard version is 5 205 mm long with 3 050 mm between its axles, while the long-wheelbase iteration measures a whopping 5 299 mm from front to back, boasting a 3 150 mm wheelbase.
More details as we have them…
Frequently Asked Questions (FAQ)
Q: When will GWM’s Wey luxury brand officially launch in South Africa?
A: GWM South Africa has confirmed plans to launch the Wey luxury brand as a standalone marque towards the middle of 2027.
Q: What types of vehicles does the Wey luxury brand produce?
A: Wey specialises in large luxury crossovers, SUVs and MPVs, many of which feature electrified powertrains (such as plug-in hybrids) and 3-row seating layouts.
Q: What is Wey’s flagship model and what are its dimensions?
A: The brand’s global flagship is the 3-row Wey V9X. In standard form, it measures 5 205 mm in length with a 3 050 mm wheelbase, while the long-wheelbase variant extends to 5 299 mm in length with a 3 150 mm wheelbase.
The head of GWM South Africa has confirmed the Tank 400 and Tank 700 are coming to Mzansi, while the upcoming Tank 800 is under consideration, too…
Tank 400 and 700 locked in for Mzansi
Upcoming Tank 800 could arrive, too
Tank 400 likely to employ 2.4TD in SA
New twin-turbo 4.0 V8 PHEV for 700?
The head of GWM South Africa has confirmed to Cars.co.za that the Chinese brand plans to expand its off-road-focused Tank range in Mzansi, with the Tank 400 and Tank 700 ladder-frame SUVs already locked in – and the upcoming Tank 800 under consideration as well.
Conrad Groenewald, Chief Operating Officer of GWM South Africa, revealed the news during a wide-ranging interview on the Cars.co.za BizCars podcast ahead of DealerCon 2026, suggesting these new models will allow the company to move further into the “premium space”.
“A full range of Tank products will be coming to South Africa,” Groenewald told us, confirming that the expanding portfolio will again kick off with the Tank 300, a model that has seen a sharp increase in sales since the availability of a turbodiesel motor (and has recently been facelifted in its domestic market).
The GWM Tank 400 has been confirmed for Mzansi.
“Tank 400 will be coming, Tank 500 that we’re expanding [and] Tank 700 will also be coming to South Africa,” the former Ford executive said, adding that there is also “the potential of Tank 800” reaching Mzansi at some stage.
Though Groenewald didn’t touch on specific launch timing for either the Tank 400 or the Tank 700, he did mention that GWM SA was planning as many as 14 product launches over the next 18 months, with the Tank marque set to play a central role in that range expansion.
The Tank 700 is coming, too.
So, what do we know about the Tank 400? Well, this 5-seater SUV has been in production in China since 2023 and seemingly shares its platform with the aforementioned Tank 300. It measures 4 964 mm from nose to tail, making it some 204 mm longer than its 300-badged sibling and 169 mm longer than the 7-seater Toyota Fortuner.
In China, the Tank 400 is available with a range of powertrains, including a 180 kW/380 Nm turbocharged 2.0-litre petrol engine, a 135 kW/480 Nm 2.4-litre turbodiesel motor and a plug-in hybrid electric vehicle (PHEV) powertrain ostensibly generating 635 kW and 1 195 Nm. Of course, the oil-burner – already offered locally in the P300 and P500 – seems the most likely fit for South Africa.
A look inside the Chinese-spec version of the Tank 400.
Meanwhile, the Tank 700 – a likewise body-on-frame SUV that Cars.co.za earlier this year reported was firming for a local introduction – measures 5 105 mm from bow to stern, making it a considerable 280 mm longer than the Mercedes-Benz G450d. It’s also 27 mm lengthier than the Tank 500 (and it’s worth keeping in mind the latter seats 7 occupants, while the Tank 700 is a strict 5-seater).
In production since 2024, the Tank 700 is available in China with an Hi4-T powertrain (a twin-turbo 3.0-litre V6 PHEV) as well as a new Hi4-Z arrangement (featuring a turbocharged 2.0-litre, 4-cylinder PHEV). But GWM has also confirmed its new twin-turbo 4.0-litre V8 PHEV for right-hand-drive export versions of the Tank 700. The brand’s latest 3.0-litre turbodiesel motor could potentially be employed here, too.
The Tank 700 is larger than even Mercedes-Benz’s G450d.
Finally, GWM has yet to reveal the production version of its upcoming Tank 800, though this flagship offering is expected to feature not only its own ladder-frame platform and 3 rows of seats but potentially also the aforementioned twin-turbo 4.0-litre V8 PHEV powertrain. More details as we have them…
Frequently Asked Questions (FAQ)
Q: Which new GWM Tank models are confirmed for South Africa?
A: GWM South Africa COO Conrad Groenewald has officially confirmed to Cars.co.za that both the Tank 400 and flagship Tank 700 ladder-frame SUVs are locked in for local release, while the upcoming 3-row Tank 800 is under consideration for Mzansi, too.
Q: What are the key specs and likely engine choices for the Tank 400 in South Africa?
A: Measuring 4 964 mm in length (204 mm longer than the Tank 300), the 5-seater Tank 400 shares its platform with its 300-badged sibling. For the South African market, the 135 kW/480 Nm 2.4-litre turbodiesel engine is considered the most likely powertrain choice.
Q: How does the Tank 700 compare in size and what powertrains are expected?
A: The Tank 700 is a large 5-seater SUV measuring 5 105 mm long — 280 mm longer than a Mercedes-Benz G450d and 27 mm longer than the Tank 500. It is earmarked for export with GWM’s newly developed twin-turbo 4.0-litre V8 PHEV powertrain, while the brand’s 3.0-litre turbodiesel motor is also a potential candidate for local introduction.
The new Lexus ES sedan will soon launch in South Africa, available in both hybrid and – for the first time – fully electric form. Here’s what it will cost you…
New ES range comprises 3 variants
Pair of HEV derivatives & EV flagship
Starting price crosses into 7 figures
The new Lexus ES is scheduled to hit the market in South Africa soon, offered in both traditional hybrid electric vehicle (HEV) and fully electric vehicle (EV) guise. And Cars.co.za can confirm pricing for this 8th-generation luxury sedan ahead of launch.
Revealed in China in April 2025, the new ES measures 5 140 mm from nose to tail, making its some 165 mm longer than the outgoing version. The wheelbase, meanwhile, grows 80 mm to 2 950 mm, with overall height and width both up, too.
The new version is 165 mm longer than the outgoing model.
With the IS and LS no longer available new in Mzansi, the ES soldiers on as the last surviving Lexus sedan. The local XZ20-series Lexus ES line-up again comprises a trio of derivatives. However, while the outgoing portfolio featured purely petrol-powered and hybrid derivatives, the 8th-gen version is offered in both hybrid and – for the first time – fully electric form.
The new Lexus ES 350h EX is priced at R1 051 200. With the old petrol-only ES 250 EX gone, the range’s starting price effectively increases by R199 700 (meaning the ES no longer represents the entry point to the broader Lexus line-up, with the R957 100 UX 300h EX – the only Lexus derivative still priced under 7 figures – inheriting that role).
Note the narrow air intake (below the front badge) that visually distinguishes the HEV from the EV.
The new ES 350h EX draws its urge from what Lexus describes as an “upgraded” version of the 7th-gen model’s 2.5-litre self-charging hybrid powertrain, which again powers the front wheels. While the naturally aspirated 4-pot alone delivers 139 kW and 235 Nm via a continuously variable transmission (CVT), total system power stands at 182 kW thanks to the hybrid system’s electric motor.
The new Lexus ES 350h SE employs precisely the same HEV powertrain – and thus has an identical claimed 0-100 kph time of 7.7 seconds – but starts at R1 232 700, since it features additional standard kit (more on that in a bit). Both hybrid derivatives have a listed fuel economy of 4.4 L/100 km.
The electric version of the ES (overseas model shown, with different alloys).
Finally, the Lexus ES 350e SE – which arrives as the Toyota-backed luxury brand’s 2nd fully electric offering after the RZ – tops the 8th-gen ES range, priced from R1 561 000. Equipped with a front-mounted electric motor, the ES 350e SE generates peak system power of 165 kW, which affords it a claimed 0-100 kph time of 8.0 seconds.
This EV’s 74.69 kWh lithium-ion battery pack offers a listed 615 km of single-charge range, though it’s worth noting that’s using the typically optimistic NEDC standard. According to Lexus, a 150 kW public DC fast charger can move the battery capacity from zero to 80% in just 30 minutes. Top speed is listed as 160 kph, down from the HEV variants’ maximum of 200 kph.
All derivatives feature a 14-inch touchscreen, bamboo accents and a panoramic sunroof.
So, what are the key equipment differences between the trio of derivatives? Well, the ES 350h EX ships standard with items like 19-inch alloy wheels, LED headlamps (with auto high beams), faux-leather upholstery, powered front seats, a 14-inch touchscreen, a reverse-view camera, a 10-speaker sound system, a panoramic sunroof, 7 airbags and a raft of advanced driver-assistance system (ADAS) features.
The ES 350h SE adds features like side-mirror memory, a digital rear-view mirror, steering-wheel heating, a head-up display, a panoramic-view monitor, heated-and-ventilated front seats, a 17-speaker Mark Levinson sound system and wireless smartphone charging. Finally, the flagship ES 350e SE furthermore boasts 21-inch alloy wheels, adaptive high beams and semi-aniline leather upholstery.
What does the new Lexus ES cost in South Africa?
DERIVATIVE
PRICE
Lexus ES 350h EX
R1 051 200
Lexus ES 350h SE
R1 232 700
Lexus ES 350e SE
R1 561 000
The prices above include a 7-year/105 000 km vehicle warranty, an 8-year/160 000 km battery pack warranty (applicable to both the HEV and EV batteries) and a 7-year/105 000 km maintenance plan.
Frequently Asked Questions (FAQ)
Q: What is the starting price for the new 8th-generation Lexus ES in South Africa?
A: The new Lexus ES range starts at R1 051 200 for the entry-level ES 350h EX hybrid derivative. The mid-tier ES 350h SE is priced from R1 232 700, while the range-topping, fully electric ES 350e SE tops the lineup at R1 561 000.
Q: What powertrains are offered in the local Lexus ES range?
A: The line-up consists of two powertrain types: an updated 2.5-litre self-charging hybrid (HEV) producing a total system output of 182 kW in the ES 350h models and a single front-mounted electric motor producing 165 kW in the fully electric (EV) ES 350e SE.
Q: What are the battery performance and range figures for the first-ever electric Lexus ES 350e SE?
A: The Lexus ES 350e SE features a 74.69 kWh lithium-ion battery pack offering a claimed NEDC range of up to 615 km. It supports 150 kW DC fast charging, allowing a 0 to 80% charge in approximately 30 minutes, and achieves a 0–100 km/h sprint in 8.0 seconds.
The Geely E5 PHEV promises over 1 000 km of total range, punchy electric performance and great value for money. We evaluate the flagship Apex derivative to see if it moves the game forward in the crowded family-crossover segment.
We like: E5 PHEV hybrid powertrain is smooth and generally quiet; strong real-world fuel efficiency and total range; high-definition infotainment display and crisp user interface; generous rear passenger space and practical boot.
We don’t like: ADAS overly intrusive; straining engine note under hard acceleration; light interior will need frequent cleaning.
Geely has launched its E5 crossover lineup in South Africa, available as both a fully electric vehicle (BEV) and a versatile plug-in hybrid (PHEV) carrying the EM-i moniker. Positioned right in the sweet spot of the midsize-SUV market, the Geely E5 PHEV aims to offer maximum efficiency and range without triggering public charging anxiety.
Priced at R679 999 in flagship Apex trim, it enters a fiercely contested arena dominated by Chinese new-energy offerings such as the Chery Tiggo 7 CSH, Jaecoo J7 SHS, BYD Sealion 6 and Haval H6 PHEV. For buyers seeking a mid-sized family vehicle with hybrid frugality and modern tech, it also presents an intriguing alternative to traditional internal-combustion models.
Visually, the E5 adopts a clean, uncluttered (some would say generic) design language. Rather than pushing radical styling cues, its rounded proportions present a neat aesthetic that prioritises aerodynamic efficiency and broad appeal. Conventional pull-type door handles distinguish the PHEV variant from its flush-handled BEV sibling.
Inside, as expected, the cabin leans into a minimalist, tech-focused ambience. The 15.4-inch high-resolution central infotainment screen dominates the dashboard, supported by a slim digital driver instrument cluster spanning 10.2 inches.
The upholstery options include an Ivory White light interior trim, but note that this material will require more regular cleaning. Geely offers Ebony Black as an alternative. Passenger space in the rear is generous with ample legroom and headroom, while luggage capacity sits at a practical 528 litres.
Performance & Efficiency
Under the bonnet, Geely has opted for a naturally aspirated 1.5-litre 4-cylinder petrol engine paired with an electric motor and an 18.4 kWh battery pack. Systems outputs are 160 kW and 262 Nm of torque, sent exclusively to the front wheels. The decision to use a naturally aspirated engine rather than a turbocharged unit favours long-term mechanical simplicity, but there are some drawbacks.
The charging cable is housed in the recess formed by the spare wheel.
In straight-line testing, we found the performance to be brisk and responsive, with initial acceleration provided seamlessly by the electric motor. Driving modes are neatly structured into EV-focused, hybrid, and dynamic power settings.
Claimed overall range extends beyond 1 000 km on a full (50-litre) tank and battery charge, which is wholly unrealistic. Real-world fuel usage drops into the sub-6.0 L/100 km region during unsparing hybrid driving, which is still impressive considering this is a petrol-powered, heavy crossover. Fast DC charging takes the battery from nearly depleted to 80% in roughly 20 minutes.
Ride, Handling & Comfort
On-road, the E5 delivers a generally quiet and refined driving experience. Noise isolation is well managed, with the petrol engine operating almost imperceptibly under light throttle inputs. However, request brisker acceleration and the 1.5-litre pipes up and makes its presence known a touch more than expected. The transition between electric power and engine is smooth, however.
Regenerative braking force can be tailored through multiple settings via the central touchscreen menu, allowing for efficient energy harvesting when decelerating. The suspension is tuned primarily for ride comfort, soaking up road imperfections with ease.
As has become commonplace, the most irritating driving quirk is the ADAS interference. The active safety alerts can feel over-sensitive at times, issuing frequent warnings during routine, attentive driving.
Price & After-sales support
The Geely E5 EM-i range offers a 5-year/75 000 km service plan and a 6-year/150 000 km vehicle warranty. Geely adds 2 years and 50 000 km onto this warranty for the EM-i’s battery system.
Like practically all its Chinese rivals, the Geely E5 EM-i proves to be a well-executed, refined plug-in hybrid crossover that nails the fundamentals of daily usability. Its smooth power delivery, general refinement and realistic low fuel consumption make it a solid choice for buyers looking to step into electrified motoring without undue lifestyle compromises.
Does the Geely E5 stand out among a raft of similar competitors, however? Not really, but that’s hardly a criticism when the field’s this packed…
Frequently Asked Questions (FAQ)
Q: What powertrain is featured in the Geely E5 EM-i Apex plug-in hybrid?
A: The E5 EM-i pairs a naturally aspirated 1.5-litre 4-cylinder petrol engine with an electric motor and an 18.4 kWh battery pack, delivering a combined 160 kW and 262 Nm to the front wheels.
Q: How fast does the Geely E5 PHEV charge using a DC fast charger?
A: DC fast charging takes the battery from nearly depleted to 80% in approximately 20 minutes.
Q: What is the retail price of the flagship Geely E5 EM-i Apex in South Africa?
A: The flagship Geely E5 EM-i Apex is priced at R679 999, with the lineup starting from R599 999 for the Aspire derivative (pricing correct as of August 2026).
5 most powerful double-cab bakkies in SA (2026)
Prefer your bakkie with upwards of 200 kW? These are the 5 most powerful double-cab bakkies on South Africa’s new-vehicle market right now…
These days, not all bakkies are workhorses. In fact, thanks to the sustained growth of the so-called “leisure bakkie” segment, many South African buyers now consider modern double cabs their preferred luxury-vehicle status symbol. And, with luxury often comes power. So, which are the most powerful double-cab bakkies available right now?
Well, we’ve combed through Mzansi’s new-vehicle market and picked out the 5 double-cab bakkies with the most potent power figures (well, actually 6 since there’s a tie for the final spot). Interestingly, 2 models featured here are locally built, while 3 are imported from China and 1 comes over from Thailand. Note that all pricing is correct as of October 2026.
1. BYD Shark 6 Performance 2.0T DMO AWD – 350 kW
The Performance-badged version of the BYD Shark 6 is the local market’s most powerful double-cab bakkie. The Chinese automaker’s electrified bakkie makes 350 kW and 700 Nm courtesy of a PHEV powertrain that combines a turbocharged 2.0-litre, 4-cylinder petrol engine with a 29.6 kWh (gross capacity) battery pack and an electric motor on each axle. For the most part, the petrol engine acts as a generator to top up the battery. BYD claims a 0-100 kph time of just 5.5 seconds. For the record, the original Premium-badged derivative (which uses a 1.5T in its PHEV set-up) offers 321 kW and 650 Nm.
Starting price: R1 149 900 (or R989 900 for Premium)
Fuel consumption (claimed): TBC
Payload: 725 kg (or 790 kg for Premium)
Braked towing capacity: 3 500 kg (or 2 500 kg for Premium)
Launched in late August 2026, Geely Auto SA’s fully electric Riddara RD6 Apex AWD – the flagship derivative in this unibody range – takes 2nd place on the list of South Africa’s most powerful double-cab bakkies. Equipped with an electric motor on each axle, this variant boasts peak outputs of 315 kW and 595 Nm. A 73 kWh (gross) battery pack offers a claimed NEDC range of 424 km, while the Chinese company says the 0-100 kph sprint takes just 4.5 seconds (in “ideal operating conditions” and using highway-terrain tyres). Top speed is rated at 190 kph.
The freshly launched plug-in hybrid version of the P300 is currently the 3rd most powerful double-cab bakkie on the market. Its PHEV powertrain is built around a turbocharged 2.0-litre petrol engine (180 kW/380 Nm), with a 130 kW/495 Nm electric motor integrated into the 9-speed automatic transmission. According to GWM, the combined system outputs are as lofty as 310 kW and 750 Nm, while the all-electric range comes in at a claimed 115 km (using the NEDC method), courtesy of a 33.1 kWh lithium iron phosphate battery pack.
Shipped over from Thailand rather than built alongside its standard Ranger siblings at Ford’s Silverton facility in Gauteng, the Raptor boasts the largest-capacity engine here. This halo derivative’s twin-turbo 3.0-litre V6 petrol engine drives all 4 wheels through a 10-speed automatic transmission as standard, generating 292 kW and 583 Nm in the process. Still, it’s the Raptor’s suspension set-up – including a Watt’s linkage at the rear and special Fox shock absorbers all round – that benefitted most from Ford’s significant R&D spend.
Added as part of Ford’s updated Ranger portfolio, the turbocharged 2.3-litre, 4-cylinder petrol engine is available in double-cab form in both Sport and Wildtrak guise. This EcoBoost mill generates 222 kW and 452 Nm, sent exclusively to the rear wheels via a 10-speed automatic transmission. Interestingly, the Blue Oval brand doesn’t currently offer this petrol motor in all-wheel-drive flavour here in South Africa.
5=. VW Amarok 2.3 TSI PanAmericana/Aventura 4Motion – 222 kW
Built by Ford alongside the Ranger in Silverton, the 2nd-generation Volkswagen Amarok is also offered with the Dearborn-based company’s turbocharged 2.3-litre 4-pot (which VW rebrands as a “TSI” engine). However, in Amarok guise, this likewise 222 kW/452 Nm powerplant – employing the same 10-speed automatic, of course – drives all 4 wheels as standard. The German firm claims a 0-100 kph time of 7.6 seconds.
Q: Which double-cab bakkie is the most powerful in South Africa?
A: As of October 2026, the BYD Shark 6 Performance 2.0T DMO AWD holds the top spot with a output of 350 kW and 700 Nm of torque generated from its plug-in hybrid electric (PHEV) setup.
Q: What are the top 5 most powerful double-cab bakkies currently on the market in SA?
A: Ranked by peak power output, the top contenders are: 1. BYD Shark 6 Performance (350 kW), 2. Geely Riddara RD6 Apex AWD (315 kW), 3. GWM P300 2.0T Pioneer Hi4-T PHEV (310 kW), 4. Ford Ranger 3.0T V6 Raptor (292 kW), and tied for 5th, the Ford Ranger 2.3T Sport/Wildtrak (222 kW) and VW Amarok 2.3 TSI PanAmericana/Aventura (222 kW).
Q: Which of South Africa’s most powerful bakkies use fully electric or plug-in hybrid powertrains?
A: Three of the top five most powerful bakkies feature electrified powertrains: the BYD Shark 6 Performance (PHEV), the GWM P300 Pioneer Hi4-T (PHEV) and the Geely Riddara RD6 Apex AWD (fully electric EV).
The mastermind behind Top Gear sits down for an exclusive chat with Cars.co.za
Following the release of his highly anticipated memoir, Mr Wilman’s Motoring Adventure, Andy Wilman joins us for his first South African interview since publishing the book in an exclusive chat for Cars.co.za’s podcast.
When it comes to automotive television, few figures carry as much legendary weight as Andy Wilman. As the executive producer and creative visionary behind Top Gear, The Grand Tour and now Clarkson’s Farm, Wilman was the secret “puppet master” who turned 3 self-described idiots messily driving cars into a multi-billion-dollar global phenomenon.
A special connection with South Africa
Throughout the wide-ranging podcast conversation, Wilman takes us behind the curtain of television history, reflecting on the long-standing love affair between the show’s team and South Africa. From record-breaking stadium live shows to filming iconicTV segments across the country, South Africa always provided a unique home away from home.
In the interview, Wilman also dives into:
Happy accidents: How spontaneous moments – like creating The Stig out of pure production necessity, or expanding an Alabama road trip – turned into defining memories.
Behind-the-scenes chaos: The staggering logistical realities (and eye-watering budgets) of moving tents, hundreds of crew members and high-end supercars around the world.
Celebrity encounters: Hilarious anecdotes from the track, including why Tom Cruise was an absolute dream guest and how Kimi Räikkönen had to be coaxed out of his motorhome.
Calling time: Why Jeremy Clarkson, Richard Hammond and James May finally decided to step away while still at the top of their game.
From quiet beginnings to a global hit
That sense of finality forms the emotional core of Wilman’s debut memoir, Mr Wilman’s Motoring Adventure: Top Gear, Grand Tour and Twenty Years of Magic and Mayhem. Far from a standard tell-all, the book acts as an uncensored, backstage pass to a global phenomenon. Wilman pulls back the curtain on how a modest UK consumer car show was transformed over pints in a pub into a juggernaut reaching hundreds of millions of viewers worldwide.
In the memoir, Wilman doesn’t shy away from the darker, more turbulent Top Gear chapters, too: high-speed crashes, intense production pressures, the infamous Patagonia special escape and the eventual end of their BBC run. It’s an affectionate, brutally honest tribute to 2 decades of creative alchemy.
Watch the full podcast interview to hear the master storyteller himself recount the triumphs, spats and sheer madness of a legendary broadcast career.
Chery Q (2026) Price & Specs
Official pricing for the new Chery Q in South Africa has been announced. Here’s what this fully electric crossover official will cost you in Mzansi…
Chery’s EV starts at R349 900
Local range features 2 variants
RWD with 90 kW and 115 Nm
Claimed 400 km range (NEDC)
Chery South Africa has announced full pricing for its new fully electric Chery Q, with this battery-powered Chinese crossover having now officially hit the market.
Available from R349 900, the new Q slots into 4th place on the list of SA’s most affordable EVs, behind the Geely E2 Aspire (R339 900), BYD Dolphin Surf Comfort (R341 900) and Dongfeng Box E2 430 (R349 000).
As we reported earlier, the new Chery Q is available in South Africa in 2 trim levels: Comfort and Elite. The Comfort derivative is priced at R349 900, with the Elite variant comes in at R389 900.
What sort of size is this new model? Well, Chery’s electric crossover – which is badged as the “QQ3” (remember that name?) in its domestic market of China but is called the “Q” in South Africa – measures 4 195 mm from front to back. That makes it 60 mm longer than Geely’s E2 and a considerable 270 mm lengthier than BYD’s Dolphin Surf.
It features a rear-mounted electric motor generating 90 kW and 115 Nm. Though a smaller battery pack is available in China, the SA market will receive only the larger 42.7 kWh lithium iron phosphate item, which offers a claimed 400 km on the NEDC standard (and therefore likely sub-350 km on the more stringent WLTP cycle).
Inside the Q, you’ll find a 15.6-inch touchscreen with Apple CarPlay and Android Auto, as well as an 8.8-inch digital instrument cluster. The listed luggage capacity is 375 litres (expandable to 1 450 litres), while a separate front trunk offers an additional 70 litres of storage space. We expect the battery-powered crossover is available in a choice of 4 paint colours: white, silver, beige and purple.
Though Chery SA has yet to add a specification sheet to its website, it seems both derivatives ship standard with 6 airbags. Based on the images on the Chinese brand’s local website, the Comfort and Elite variants features different wheel designs. We’ll update this article once other equipment distinctions between the 2 grades are confirmed.
What does the new Chery Q cost in South Africa?
DERIVATIVE
PRICE
Chery Q Comfort
R349 900
Chery Q Elite
R389 900
Chery SA has yet to confirm the standard warranty and service-plan details for its new electric vehicle.
Frequently Asked Questions (FAQ)
Q: What is the starting price for the new Chery Q electric crossover in South Africa?
A: The new Chery Q range starts at R349 900 for the entry-level Comfort derivative, while the range-topping Elite variant is priced at R389 900.
Q: What are the performance and battery specifications for the Chery Q in South Africa?
A: The Chery Q is powered by a rear-mounted electric motor producing 90 kW and 115 Nm. It features a 42.7 kWh lithium iron phosphate battery pack that delivers a claimed NEDC driving range of up to 400 km.
Q: How does the Chery Q rank among South Africa’s most affordable electric vehicles?
A: With a starting price of R349 900, the Chery Q slots into 4th place on the list of South Africa’s most affordable new EVs, trailing the Geely E2 Aspire, BYD Dolphin Surf Comfort and Dongfeng Box E2 430.
Geely Auto South Africa has officially added the Riddara RD6 electric bakkie to its range, with the flagship derivative boasting 315 kW. Here’s a look at local pricing…
Riddara RD6 officially launches in SA
Trio of double-cab variants on offer
Flagship Apex AWD makes 315 kW
Geely Auto South Africa has expanded its local portfolio with the official introduction of the Riddara RD6 electric bakkie, offering this unibody double cab in a trio of outputs – with the flagship derivative boasting 315 kW, enough for it to rank as SA’s 2nd most powerful bakkie.
Interestingly, this isn’t Mzansi’s first look at the Riddara, with Enviro Automotive – a multi-brand electric-vehicle importer and distributor – having brought in the battery-powered bakkie in low volumes from around the middle of 2025.
The Riddara RD6 now falls under the Geely Auto SA banner.
But now Riddara – which is described as an “independent brand within the wider Geely Holding Group” – is officially available under the Geely Auto SA banner. At launch, the Chinese automaker is offering a trio of derivatives, each with distinct outputs and claimed ranges.
The unibody RD6 measures 5 260 mm long (so, about 60 mm shorter from nose to tail than a 9th-gen Toyota Hilux double cab), while standing 1 880 mm tall, with a ground clearance of between 220 mm and 225 mm, depending on the derivative. It features multi-link suspension at the rear, rather than leaf springs.
DC charging speeds for Econ derivatives are up to 90 kW, a figure that increases to 110 kW for the Apex variant.
The range kicks off with the Riddara RD6 Econ Aspire RWD, which is priced from R611 900. Featuring a single, rear-mounted electric motor, this derivative has listed peak outputs of 180 kW and 309 Nm, while its 63 kWh lithium iron phosphate battery pack facilitates a claimed range of 369 km (by the NEDC standard, anyway). Geely lists a payload of 1 115 kg.
Next is the Riddara RD6 Econ Aspire AWD, which adds a front-mounted electric motor (for all-wheel drive) and upgrades to a 73 kWh battery pack. Priced from R681 900, this variant has a claimed NEDC range of 390 km and total outputs of 280 kW and 485 Nm, according to the Chinese firm. Like the RWD version, top speed is limited to 160 kph, though the listed payload increases to an even loftier 1 235 kg.
Riddara (rather than Geely) badging on the steering wheel.
Finally, the Riddara RD6 Apex AWD tops the portfolio, priced from R781 900 and boasting peak outputs as lofty as 315 kW and 595 Nm. That power figure sees it rank as South Africa’s 2nd most powerful double-cab bakkie, beaten only by the BYD Shark 6 PHEV (which makes 321 kW in Premium guise and 350 kW in Performance form).
Likewise employing a 73 kWh battery pack, the claimed NEDC range for this derivative comes in at 424 km. The company says the 0-100 kph sprint takes just 4.5 seconds (in “ideal operating conditions” and using highway-terrain tyres) and top speed is 190 kph, while the listed payload is 1 030 kg. The AWD derivatives are rated to tow 3 000 kg (braked), while the RWD variant has a max of 2 500 kg.
Extra packing space freed up be raising the rear bench.
From what we can tell, the RD6 Econ Aspire RWD features halogen headlamps, 17-inch alloy wheels, an 8.8-inch instrument cluster, an 8.0-inch central control screen, a 4-speaker sound system, a 6-way adjustable powered driver’s seat, automatic air conditioning, rear parking sensors and a reverse-view camera, though only 2 airbags. The Riddara RD6 Econ Aspire AWD is very similarly specified but gains 4-way power adjustment for the front-passenger seat and upgrades to 4 airbags.
Finally, the flagship RD6 Apex AWD scores illuminated grille lettering, LED headlamps, a panoramic sunroof, side steps, 18-inch alloys, a 10.2-inch instrument cluster, a 14.6-inch touchscreen, an 8-speaker sound system, wireless smartphone charging, “premium” leather seats (with ventilation), dual-zone air con, a 360-degree camera system and a raft of advanced driver-assistance system (ADAS) features. It also upgrades from indirect to direct tyre-pressure monitoring and features 2 extra airbags, for a total of 6.
What does the Geely Riddara RD6 cost in SA?
DERIVATIVE
PRICE
Riddara RD6 Econ Aspire RWD
R611 900
Riddara RD6 Econ Aspire AWD
R681 900
Riddara RD6 Apex AWD
R781 900
The prices above include a 6-year/150 000 km warranty, an 8-year/200 000 km battery-pack warranty and a 6-year/120 000 km service plan. Geely Auto SA says the first 200 units sold will each gain an additional year and 50 000 km on its vehicle warranty an additional year and 20 000 km on its service plan.
Frequently Asked Questions (FAQ)
Q: What is the starting price for the Geely Riddara RD6 electric bakkie in South Africa?
A: The Geely Riddara RD6 lineup starts at R611 900 for the Econ Aspire RWD model. The mid-spec Econ Aspire AWD is priced from R681 900, while the flagship Apex AWD model tops the range at R781 900.
Q: How powerful is the flagship Riddara RD6 Apex AWD and how does it rank in South Africa?
A: The flagship Riddara RD6 Apex AWD delivers an impressive 315 kW and 595 Nm of torque. This output makes it South Africa’s 2nd most powerful double-cab bakkie, trailing only the BYD Shark 6 PHEV.
Q: What are the battery size, claimed range and towing capacities of the Riddara RD6 variants?
A: The entry-level RWD derivative uses a 63 kWh battery (369 km NEDC range, 2 500 kg braked towing capacity). Both AWD variants feature a larger 73 kWh battery pack, offering up to 390 km (Econ AWD) and 424 km (Apex AWD) of claimed NEDC range, with a 3 000 kg braked towing capacity.
The new Volkswagen T-Roc has officially hit the market in South Africa, with the 3-strong local line-up’s starting price having dropped some R49 000…
New T-Roc touches down in Mzansi
Starting price decreases by R49 000
All derivatives use 1.4 TSI and 8AT
The new Volkswagen T-Roc has officially launched in South Africa, with this 2nd-generation range’s starting price coming in some R49 000 lower than that of the line-up it replaces.
Revealed in August 2025, the new T-Roc again slots into the Wolfsburg-based firm’s local crossover portfolio between the Taigo and Tiguan. That said, it has grown compared to the original, measuring some 122 mm longer at 4 373 mm (while sporting a 28 mm increase in its wheelbase, too).
The new version is 122 mm longer than the original.
While the outgoing range was priced from R648 900 to R760 100, the new T-Roc portfolio has pricing bookends of R599 900 and R709 900. Note that while the line-up again comprises 3 derivatives, the 2.0 TSI 4Motion powertrain has been ditched.
Instead, all variants employ the VW Group’s familiar turbocharged 1.4-litre petrol engine, which drives the front wheels via an 8-speed automatic transmission. As before, this seemingly unchanged 4-cylinder motor makes peak outputs of 110 kW and 250 Nm. Listed fuel consumption is 6.6 L/100 km, while the 0-100 kph sprint takes a claimed 8.4 seconds.
A look at the T-Roc without the R-Line kit.
Imported from Portugal, the new range kicks off with the T-Roc 1.4 TSI Life 8AT, which is priced at R599 900. The T-Roc 1.4 TSI R-Line 8AT comes in at R689 900, while T-Roc 1.4 TSI R-Line Black Style 8AT tops the portfolio at R709 900.
According to VW, the Life grade comes with 16-inch “Bilbao” alloy wheels, LED headlamps, black roof rails, Park Assist, a reverse-view camera, a 10.3-inch infotainment system, a digital instrument cluster and 10-colour ambient lighting.
Inside the R-Line derivative (overseas model pictured, as you’d have gathered).
As you’ve likely worked out, the R-Line specification brings R-Line exterior and interior styling, along with extra standard equipment such as “IQ.Light LED Matrix” headlamps, 18-inch “Coventry” rims and electrically adjustable “Varenna” leather sports comfort seats.
Finally, the R-Line Black Style flagship boasts black finishes for items like its side-mirror caps and 19-inch “York Aero” alloys, along with privacy glass and 30-colour ambient lighting for the cabin. VW says various options are available too, including a head-up display, Harman Kardon sound system and a suite of advanced driver-assistance system (ADAS) functions.
What does the new Volkswagen T-Roc cost in SA?
DERIVATIVE
PRICE
T-Roc 1.4 TSI Life 8AT
R599 900
T-Roc 1.4 TSI R-Line 8AT
R689 900
T-Roc 1.4 TSI R-Line Black Style 8AT
R709 900
The prices above include Volkswagen’s 3-year/100 000 km warranty. Service-plan details have yet to be confirmed.
Frequently Asked Questions (FAQ)
Q: What is the starting price for the new 2nd-generation Volkswagen T-Roc in South Africa?
A: The new Volkswagen T-Roc range starts at R599 900 for the entry-level 1.4 TSI Life derivative. This represents a price decrease of R49 000 compared to the starting price of the outgoing model.
Q: What engine and transmission options are available in the new SA-spec VW T-Roc lineup?
A: The local line-up has dropped the previous 2.0 TSI 4Motion powertrain, standardising across all three derivatives with the front-wheel-drive 1.4-litre turbocharged 4-cylinder petrol engine (110 kW and 250 Nm) paired exclusively with an 8-speed automatic transmission.
Q: How does the new Volkswagen T-Roc compare in size to the previous model?
A: Built on updated proportions, the 2nd-generation T-Roc has grown by 122 mm in overall length to 4 373 mm, while its wheelbase has expanded by 28 mm to offer improved cabin space.
LDV T60 vs Toyota Hilux & Isuzu D-Max: How does the new R300k workhorse compare?
There is a new Chinese entry-level work bakkie on the market. We look at how the LDV T60 Utility compares to the Toyota Hilux and Isuzu D-Max.
People who don’t use bakkies for work can forget how big the simple steel-wheel single-cab bakkie market in South Africa is. We’re not talking about the expensive single cab 4×4 bakkies. Instead, these are pick-ups that actually work.
Farmers, small business owners, logistics fleets and technical support crews use single-cab bakkies in huge numbers. They need the load-bin length and payload capacity to do real work.
Toyota predictably dominates the single-cab bakkie market. But there’s room for additional players. Cue the Chinese brands, which offer a lot of standard equipment and features in the simple single-cab market. And the latest entrant is the all-new LDV T60 2.0TD single cab Utility.
How does this bargain Chinese single cab compare with established utility-spec versions from Ford, Isuzu and, of course, Toyota?
The LDV T60 Utility power-to-price ratio
Steel wheels and a lot more torque than you’d expect at the price.
The LDV T60 Utility 4×2’s pricing is predictably affordable, undercutting its traditional bakkie rivals by a huge margin. At only R299 900, you get a lot of bakkie for your money.
The engine is a 2.0-litre turbodiesel rated at 120 kW and 410 Nm, and those numbers are better than any of its rivals from Ford, Isuzu, and Toyota. It also has a 6-speed manual gearbox, which makes a big difference to open-road fuel economy because the 6th ratio is effectively an overdrive gear.
Loadability is good, with the T60 Utility rated for 1 170 kg in the load bin and a braked towing capacity of 3 000 kg. This latter number is better than any of its American or Japanese entry-level single cab rivals’.
The T60 Utility offers the traction features you need
A rear diff-lock makes a big difference in the work yard on a 4×2.
Chinese vehicles are renowned for their exceptionally generous standard equipment levels, but the LDV places its price-to-power ratio and load-carrying ability front and centre.
Like many other entry-level single-cab bakkies, it does not have vehicle stability control. Still, it does have ABS with brake force distribution, which is arguably a more useful feature.
Although single-cab utility bakkies aren’t designed for off-roading, they might frequently need to navigate muddy farm tracks or pockmarked roads in industrial zones, often while heavily loaded. And that is where a limited-slip rear differential, or a selectable locking rear differential like the LDV has, is valuable.
Isuzu is one of the most trusted bakkie brands in South Africa, with its D-Max prominently featuring in fleets needing single-cab bakkies that work hard.
However, compared with the LDV T60 Utility single cab, the equivalent Isuzu D-Max is over R130 000 more expensive at R433 860. It is also less powerful than the Chinese bakkie.
The Isuzu D-Max 1.9-litre turbodiesel produces 10 kW less power and 60 Nm less torque than the LDV T60 Utility. But the Isuzu does have a 6-speed manual gearbox, like the LDV, which promises better fuel consumption on extended drives.
In terms of loading ability and traction, the Isuzu is outgunned by the LDV. It does not have a selectable rear differential lock, or even a self-locking limited-slip differential. Braked towing capacity is much lower than the T60’s, too, at only 2 100 kg.
Where the Isuzu 1.9-litre single cab does have the measure of its bargain-priced Chinese rival is payload. At 1 305 kg, it carries 135 kg more than the LDV. In fact, the Isuzu’s rating is class-leading for a highway-capable bakkie. Mahindra’s ultra-cheap bakkie carries more payload, but you wouldn’t want to take it on the highway for a long drive.
To give you an idea of how good the entry-level D-Max single cab is at carrying really heavy loads, its payload is nearly equal to that of the legendary Land Cruiser 76 single cab.
Rival number 2: The Toyota Hilux
The Hilux runs 15-inch wheels instead of 16s, allowing for more affordable tyre options.
The Hilux single-cab range is in a transition phase. Toyota’s biggest-ever South African engineering investment is delivering 9th-generation Hilux double cabs to the market, but the single cabs are still the previous 8th-generation version.
While the new Hilux 2.8 single cab’s pricing and spec have been confirmed, for this single-cab comparison, we’re using the 8th-generation runout version because it’s still the cheapest Hilux you can buy.
Like the Isuzu, if you choose the Toyota Hilux 2.4 S single-cab over the equivalent LDV T60, you’ll pay a price premium of more than R120 000 (R426 300). What do you get for that price jump? Certainly not more performance.
The Toyota Hilux 2.4 S single cab uses the familiar and proven 2,4-litre turbodiesel rated at 110 kW and 343 Nm, which means you pay a lot more for 10 kW less power and 67 Nm less torque. You also sacrifice a gear, as the Hilux features only a 5-speed manual gearbox.
Comparing loading ability and towing prowess, the Hilux can handle a heavier trailer than the Isuzu, but carry less. Its 1 085 kg payload is still acceptable, though, and the 2 500 kg braked towing capacity is slightly above average for the class, but still well short of the LDV T60 Utility’s 3 000 kg.
Like the Isuzu, Toyota’s product planners choose not to fit the entry-level Hilux with a locking or limited-slip differential.
Toyota’s rural-dealership distribution and parts availability are real wins for the Hilux.
Where the Toyota single cab is absolutely unrivalled is in its aftersales support and predicted residual values. Toyota has an enormous South African dealer network, staffed by expert technicians who know bakkies better than anyone.
The brand also has a huge parts-distribution warehouse and distribution systems. Because the Hilux is locally built, most of its parts are sourced from the South African automotive supply chain rather than imported. Compare that to LDV, which is still new to South Africa and needs to import all parts to keep its bakkies running.
The Chinese automotive supply chain has developed into an incredible ecosystem at immense scale. However, there’s still the issue of shipping and distribution delays in getting those parts to all the global markets.
LDV also has only 17 dealers, compared to Toyota’s dealer network, which numbers more than 200.
