Affordable Chinese double cab 4×4 alternatives to Hilux

The Chinese double-cab bakkie market continues to grow, with many new models. But how do they offer better value than the ageing Toyota Hilux?

Hilux defines the local new-vehicle market. It has relevance way beyond just bakkies. But Chinese double cab rivals are closing in, with the current Hilux ageing and set to be replaced within a year.

A sales champion, quarter after quarter, year after year. South African economic fortunes might change, but 1 thing remains constant – Hilux defines South Africa’s most important vehicle segment: bakkies.

But when you are the market leader, you aren’t just a standard. You become a target, too. Chinese vehicles have made a massive impact on the South African new-vehicle market since 2010.

A 2014 GWM Steed 5, which already showed notable improvements over its immediate predecessor.

A range of dramatically better designs, often featuring pioneering infotainment technology and affordability, has given rise to top-10 sellers produced on the Mainland – something unimaginable a decade ago, when Chinese vehicles in the South African market were still considered average, at best.

Chinese brands and models might be surging in popularity in the crossover and SUV segments, but bakkies remain a market where legacy brands are entrenched. But that is changing, too. With more Chinese brands bringing new bakkie platforms to market, with generously equipped interiors.

Toyota Hilux Legend

Is the runout Toyota Hilux vulnerable?

Could these emerging Chinese double cabs finally challenge Hilux’s absolute dominance? Toyota’s most regarded vehicle is old. It’s been on the market for a decade, and several technical aspects are ageing. Especially the cabin architecture and infotainment stack, 2 features where Chinese interior designers and technology integration offer a very compelling alternative.

The new generation of Chinese double-cab bakkies might have impressive cabins, but the one issue that remains is the powertrain. South African bakkie buyers want turbodiesel power, across all brands. It’s why virtually all Hilux double cabs ordered are built with turbodiesel engines.

Old interior architecture and that 6-speed automatic transmission show Hilux’s age.

Can the current offering of new-generation Chinese turbodiesel double cabs rival the ageing class standard, that is, the Hilux? There are several Chinese double-cab bakkies, with diesel power and low-range transfer cases, priced in the R600 000-to-R700 000 segment.

That undercuts the entry-level Hilux 2.4 GD-6 4×4 Raider auto, which is priced at R716 300 (October 2025). But what do these Chinese bakkies really offer South African double-cab buyers?

New Toyota Hilux Specs & Prices in South Africa

Find a new/used Hilux listed for sale on Cars.co.za

GWM P300 2.4T double cab LTD 4×4

Factory kitted for off-road adventuring and using a proven platform, this GWM is very convincing.

GWM is the most successful Chinese brand in South Africa. Its product planning team knows the local market well and what South African bakkie buyers want – and need.

The GWM P300 2.4T double cab LTD 4×4, listed for R699 900 (October 2025), is configured for harsh South African conditions. To be used by bakkie owners who spend a lot of time outside urban areas. It features all-terrain tyres, a high-intake snorkel, and all the 4×4 drivetrain hardware you need.

Like the Hilux, the P300 2.4T double cab LTD 4×4 is a steel ladder-frame chassis with a live rear axle. To ensure secure traction in demanding off-road terrain, the P300 2.4T double cab LTD 4×4 features a lockable rear differential and a ‘virtual’ front locker that uses traction control. Importantly, it has disc brakes at the rear, too, which is a superior technical specification to Hilux, which still uses drums.

GWM’s upgraded 2.4-litre 4-cylinder engine is possibly the best Chinese turbodiesel yet. Producing peak outputs of 135 kW and 480 Nm of torque, it gives the P300 2.4T double cab LTD 4×4 far better performance than the Hilux 2.4 GD-6 4×4 Raider auto, which, to reiterate, costs R716 300.

Since its launch in 2020, the GWM P300 range has used ZF’s brilliant 8-speed automatic transmission. But a drivetrain change this year saw the switch to a GWM-developed 9-speed auto ‘box.

This offers an extra gear, but not quite the smoothness or intuitive shifting patterns of the ZF. Still, it’s a world better than the Hilux’s aged 6-speed auto.

Watch David Taylor’s video review of the 2025 GWM P300:

There are several standard features on the P300 2.4T double cab LTD 4×4 that Hilux Raider owners can only wish for: a 360-degree surround view camera, lane departure assist, and adaptive cruise control.

The P300 2.4T double cab LTD 4×4 has power adjustment for both front seats, too, which you don’t get on a Raider-grade Hilux. And the 12.3-inch infotainment system has much better processing power and graphics than Toyota’s ageing system, with better digital ergonomics.

New GWM P300 Specs & Prices in South Africa

Find a new/used GWM P300 listed for sale on Cars.co.za

JAC T9 2.0CTI double cab 4WD Hunter

More power and mellower looks. Exactly what the market wanted, from JAC’s T9 range.

Unlike some of the other JAC T9s, the 2.0CTI double cab 4WD Hunter (R689 900 in October 2025) doesn’t look absolutely crazy, with its normalised grille, nudge bar and less OTT appearance.

The most important features are its engine and drivetrain. It now features a more powerful version of JAC’s 2.0-litre 4-cylinder turbodiesel, which has been updated as part of an ongoing technical upgrade announced in October. With outputs of 144 kW and 487 Nm, it’s easily more powerful than a Hilux 2.4. Those engine outputs are also channelled to the wheels via ZF’s excellent 8-speed auto transmission.

Watch Jacob Moshokoa’s video review of the JAC T9:

Real-world diesel consumption at just below highway cruising speeds has been tested at 6.2 L/100 km at 115 kph. Useful if you drive slowly, everywhere.

Hunter’s semi-independent rear suspension makes the JAC T9 slightly less robust on challenging off-road trails than the Hilux, however.

New JAC T9 Specs & Prices in South Africa

Find a new/used JAC T9 listed for sale on Cars.co.za

LDV Terron 9 2.5TD double cab Elite 4×4

LDV Terron 9
A bit big for technical or narrow off-road trails. But Terron 9 brings the diesel power at a reasonable price.

Is the JAC T9 grille not crazy enough for you? Well, you can go with the LDV Terron 9, which has possibly the most ornate bakkie grille you can buy in South Africa. The 3-derivative range kicks off with the 2.5TD double cab Elite 4×4 that retails for R699 900 (October 2025).

The LDV Terron 9 is bigger than Hilux, by quite some margin, being 175 mm longer. That means it is a chore to park and navigate through hectic urban traffic.

What the LDV Terron 9 offers a lot for the price is its 2.5-litre 4-cylinder turbodiesel engine. You can’t really buy more power and a better transmission combination for the price.

The LDV Terron 9’s 2.5-litre turbodiesel boosts 163 kW and 540 Nm of torque. Those are much better numbers than a Hilux 2.4 and also notably more power than the GWM P300. Best of all, the supersized double cab’s 2.5-litre turbodiesel is paired with ZF’s proven 8-speed automatic transmission.

Even the Elite version is generously equipped. Like most Chinese double cabs, and unlike Hilux, the LDV Terron 9 does feature rear disc brakes. The Elite version also does without the more expensive Terron 9 variants’ turnover tailgate, which has a panel that opens. Which is something that is possibly going to become a wear issue if you travel a lot on poorly surfaced, corrugated, dirt roads.

New LDV Terron-9 Specs & Prices in South Africa

Find a new/used LDV listed for sale on Cars.co.za

New Hyundai Venue confirmed for South Africa

The new Hyundai Venue has been revealed, boasting bolder exterior styling, extra interior space and a curved panoramic display. And it’s coming to SA in 2026…

  • Hyundai’s new Venue crossover fully revealed in India
  • Taller and wider than original, with longer wheelbase
  • Locked in for SA with local launch planned for Q2 2026

Meet the new Hyundai Venue. Freshly revealed in India, the 2nd-generation version of the small crossover adopts the South Korean firm’s latest design language along with extra interior space. And it’s been confirmed for South Africa, with a local launch likely to take place in the 2nd quarter of 2026.

Yes, Stanley Anderson, CEO of Hyundai Automotive South Africa, recently told Cars.co.za during an interview at Naamsa’s South African Auto Week 2025 in Gqeberha that the new Venue would be coming to Mzansi next year, “hopefully” in the 2nd quarter.

So, how does the new Venue differ from the original? Well, while it again measures 3 995 mm from bow to stern, the 2nd-gen version’s wheelbase has grown by 20 mm to 2 520 mm. In addition, this model stands 48 mm taller (at 1 665 mm, depending on the derivative) and 30 mm wider (at 1 800 mm) than the outgoing version.

Exterior highlights of the Indian-spec newcomer include what Hyundai describes as “twin-horn” LED daytime running lights, quad-beam LED headlamps, a dark-chrome grille, chunkier wheel arches, 16-inch diamond-cut alloy wheels and a full-width LED bar at the rear. New exterior paint colours for the sub-continental market include “Hazel Blue” and “Mystic Sapphire”.

Inside, the most significant upgrade comes in the form of a curved panoramic display comprising an infotainment screen and a digital instrument cluster, each measuring 12.3 inches in diameter. The new steering wheel, meanwhile, features a quartet of illuminated dots (apparently representing “H” in morse code) rather than the familiar Hyundai logo.

Furthermore, the Seoul-based automaker claims rear legroom in the Venue has been improved thanks both to the longer wheelbase and the “scooped” seatbacks of the redesigned front pews. The rear seats gain a 2-step reclining function and the doors are said to open wider than before, too.

Interestingly, Hyundai appears to have carried over the original Venue’s powertrain line-up. That means the range again kicks off with a 1.2-litre, 4-cylinder petrol engine (61 kW/115 Nm) that drives the front axle via a 5-speed manual gearbox.

Meanwhile, a turbocharged 1.0-litre, 3-cylinder petrol motor powers higher-spec derivatives, offering 88 kW and 172 Nm through a 7-speed dual-clutch transmission. In India, a 1.5-litre turbodiesel mill is furthermore available.

As a reminder, the outgoing Hyundai Venue range in South Africa comprises 6 derivatives (including a pair of Cargo-badged panel-van variants), currently priced from R309 900 to R499 900. This model launched locally in late 2019 before being lightly facelifted in 2022, with Hyundai Automotive SA then repositioning the Venue in mid-2024 (cutting its starting price by R19 000).

According to our records, Hyundai registered as many as 5 156 units of the Venue in South Africa in 2023, with that figure dropping to 2 753 units in 2024. Year to date at the end of September 2025, the brand has sold 1 900 more examples.

Frequently Asked Questions (FAQ)

Q: When is the new Hyundai Venue expected to launch in South Africa?

A: The new Hyundai Venue is locked in for a South African launch, which is planned for the 2nd quarter of 2026 (Q2 2026). This was confirmed by Stanley Anderson, CEO of Hyundai Automotive South Africa.

Q: What are the key interior changes in the second-generation Hyundai Venue?

A: The most significant interior upgrade is a curved panoramic display that combines the infotainment screen and the digital instrument cluster, with each measuring 12.3 inches in diameter. Other changes include a new steering wheel (featuring 4 illuminated dots), improved rear legroom and rear seats with a 2-step reclining function.

Q: How has the size of the new Venue changed compared to the original model?

A: While the overall length remains the same at 3 995 mm, the wheelbase has grown by 20 mm to 2 520 mm. Furthermore, the 2nd-generation Venue is 48 mm taller (at 1 665 mm) and 30 mm wider (at 1 800 mm) than the outgoing version.

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BMW SA boss says X3 production is ‘maxed out’

BMW Group SA’s boss says production of the X3 at Plant Rosslyn is “maxed out”, adding that around half of the units currently being built in Mzansi are PHEVs…

  • Production at Plant Rosslyn is “maxed out”, says BMW SA boss
  • “About half” of X3 units currently being built in SA are PHEVs
  • PHEVs represent approximately 10% of X3 sales in South Africa

The head of BMW Group South Africa says production of the G45-series X3 at Plant Rosslyn is “maxed out”, adding that about half of the units being built locally are the plug-in hybrid electric vehicle (PHEV) version.

Peter van Binsbergen, CEO of BMW Group South Africa, was speaking during an interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.

Peter van Binsbergen (left) in conversation with Cars.co.za’s Alan Quinn.

Back in 2018, Plant Rosslyn switched from producing the 3 Series to building the G01-series X3, before changing to the G45-series X3 in October 2024 (and becoming the only facility in the world producing the X3 30e xDrive PHEV). Van Binsbergen described the move to an SUV as “great strategy”.

“The [BMW] Group saw that the sedan market was declining worldwide, and the SUV market was growing. So, they predicted that we needed more SUV capacity and switched our plant to X3. So, great strategy and a great result,” he told us.

Plant Rosslyn switched to building the G45-series X3 in October 2024.

“In the last-generation X3, right until runout, we were fully sold out. And with the current generation of X3, which we started producing last year October, we are maxed out in our production at Rosslyn. So, we’re in a very good space right now because of good strategy.”

Interestingly, Van Binsbergen – who has been in the top job since the beginning of 2021 – said the company was “seeing a massive trend towards PHEVs right now”, revealing that “about half of our volume currently being produced in Rosslyn [including for export] is the PHEV”.

The PHEV is badged as the X3 30e xDrive

“Our PHEV sales are probably 3 times what our battery-electric vehicle sales are, so it’s definitely the more suitable product for South Africa given that you don’t have the issues with range when it comes to travelling further.

“For a one-car household, a PHEV fits into your daily routine – you can commute in the week electrically and on the weekend you can run on petrol, right? So, there’s definitely higher demand there. With the X3 itself, we’re seeing about 10% of our X3 mix locally sold is PHEV,” he added.

Plant Rosslyn exports the X3 to more than 40 countries.

Plant Rosslyn in Gauteng currently builds the X3 20 (petrol), X3 20d (diesel), X3 40d xDrive (diesel) and X3 30e xDrive (PHEV). Producing units in both left- and right-hand drive, the facility exports to more than 40 countries.

Frequently Asked Questions (FAQ)

Q: Is production of the BMW X3 at Plant Rosslyn currently at full capacity?

A: Yes, according to Peter van Binsbergen, CEO of BMW Group South Africa, production of the G45-series X3 at Plant Rosslyn is currently “maxed out”.

Q: What proportion of the BMW X3 units being built at Plant Rosslyn are Plug-in Hybrid Electric Vehicles (PHEVs)?

A: Approximately half (about 50%) of the BMW X3 volume currently being produced at Plant Rosslyn (including units for export) is the Plug-in Hybrid Electric Vehicle (PHEV) version, the X3 30e xDrive, according to Van Binsbergen.

Q: What percentage of the X3 sales mix in South Africa are PHEV models?

A: Locally in South Africa, the PHEV models account for approximately 10% of the overall BMW X3 sales mix, says Van Binsbergen.

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Is Jetour T2 a boxy crossover or a true GWM Tank 300 rival?

The Jetour T2 looks like an adventure vehicle, not a crossover. But which is it, really? And how does it compare to rivals in the competitive South African all-terrain-vehicle market?

Jetour’s designers avoided crazy body panel creases and ornate chrome garnishes with the new Jetour T1 and T2, the latter of which stars in our video: Jetour T2 Durability Test: We Roll It Down a Hill! Just a simple 2-box design, like all true all-terrain SUVs. It looks kind of reminiscent of a smaller Defender 110!

Watch David Taylor and Jacob Moshokoa put the Jetour T2 through an epic off-road challenge:

The Jetour T2 looks like business because it is designed to be, but it’s not quite the hardcore adventure vehicle you might imagine, judging purely on appearance and Jetour’s marketing efforts.

However, we can attest to its ability to survive a gradient rollover, with the safety cell and vehicle structure remaining completely intact.

The story of the Jetour T2 is also that of the GWM Tank 300. Jetour’s product people have clearly seen the success of GWM’s Tank 300 range, wooing many South African buyers with its rugged body-on-frame platform, true all-terrain ability, and simple, 2-box proportions.

And now Jetour wants some of the GWM Tank 300 market share. Can the Jetour T2 be an alternative to the GWM Tank 300 and Toyota Fortuner?

See also: Jetour T2 Durability Test: We Roll It Down a Hill!

Engineered for all-terrain touring

Lots of high-grade steel. But it’s still a unibody, not a traditional steel ladder frame set-up.

Beyond the bold design and proportions, this is a monocoque SUV – not a body-on-frame vehicle, like the GWM Tank 300 or Toyota Fortuner.

The Jetour T2’s monocoque structure does feature a lot of bracing and reinforcement. Monocoque SUVs can be very capable (the Land Rover Defender, for example). But the Jetour T2 is not designed to be a low-range rock crawler for conquering remote Lesotho, Baviaanskloof, or Cederberg mountain trails. That’s also why it lacks a low-range transfer case, despite having a mechanical rear differential lock.

Ground clearance is reasonable, at 220 mm, and engineers at Jetour have worked with one of the best transmission brands to give the Jetour T2 great traction.

BorgWarner supplies the Jetour T2‘s intelligent all-wheel-drive system, and although it has several modes, it’s still not a hardcore grade 3, 4 or 5 off-road obstacle transmission. Why? Because all the clever calibration can’t compensate for a lack of low-range gearing.

When you need to apply as much torque as possible to those wheels at the lowest possible speed in technical, consequential terrain, nothing can substitute for a low-range transfer case.

No low-range? No issue? 

Crawl control might be okay for sandy tracks and shallow mud. But not for real adventure-type off-road terrain.  

There are examples where vehicles have had credible off-road ability without a low-range transfer case. The previous-generation Volkswagen Amarok V6 is one of those.

See also: Epic Overlanding in the V6 Amarok across Oman

VW’s 1st-gen Amarok V6 used the combination of a very torquey 3.0-litre V6 turbodiesel and an ultra-short first ratio on ZF’s 8-speed automatic transmission, to create a “pseudo” climbing gear for steeper off-road trails. Without the presence of a low-range transfer case. The T2 doesn’t have a torque output to match that of the 1st-gen Amarok V6 or its legendary ZF 8-speed torque converter auto transmission.

Even with its crawl system and an automated torque split that can vary torque 50:50 between the front and rear axles, or apportion up to 100% to a single axle, without low-range, the Jetour T2 could never follow a GWM Tank 300 or Toyota Fortuner into challenging terrain.

The Jetour T2 diesel-engine question

With lots of aero drag elements on the roof rack and a thirsty 2.0-litre turbopetrol – don’t expect amazing range.

Powertrains for South African-market SUVs don’t need sample groups or deep research: people want diesel. Buyers who want the energy density of diesel fuel, which delivers great range and driving economy. The low- to mid-range torque of turbodiesel engines, for confident highway overtaking – especially in an SUV that’s fully laden for an extended vacation road trip.

Diesel is also preferred for its consistent low-speed throttle response when off-roading. And that’s where the Jetour T2’s powertrain offering is lacking compared to its rivals, which offer turbodiesel engines.

Jetour’s all-wheel-drive T2s are powered by a 2.0-litre turbopetrol rated at 187 kW and 390 Nm, which are very healthy numbers for an engine of that size. And should deliver the Jetour great throttle response and highway overtaking performance, especially with the rapid-shifting 7-speed dual-clutch autobox.

Jetour T2 DCT and off-road terrain

Dual-clutch transmissions can cope with mild sand tracks. But it can be challenged by very steep, rocky gradients.

High-power turbopetrol engines with quick-shifting gearboxes are very effective for sand track and dune driving. But the peaky power delivery of a turbopetrol and the snatchy low-speed disadvantages of a dual-clutch transmission can be less than ideal when slowly trying to steer and keep a traction line in steep, rocky, technical off-road terrain.

Why? Dual-clutch transmissions need to slip clutches. Remember, the system always has another gear “primed” to engage with the additional clutch. And in steep, technical terrain, where the load strain on a transmission’s internals is massive (even at very slow speeds), a dual-clutch design is particularly vulnerable to accelerated wear.

Many dual-clutch transmissions also override driver inputs, reducing “full manual” control. And having a dual-clutch transmission’s electronics disobeying what you need when trying to roll up a steep, technical trail feature is one of the reasons these transmissions have never been popular with adventure 4×4 drivers… They prefer the predictable throttle response and drivetrain behaviour of a torque converter automatic transmission and a low-range transfer case.

What do the Jetour T1 and T2 cost in South Africa?

JETOUR T1 DERIVATIVEPRICE
Jetour T1 1.5T Edge 7DCTR514 900
Jetour T1 1.5T Aspire 7DCTR544 900
Jetour T1 2.0T Xplora 7DCT 4WDR594 900
Jetour T1 2.0T Odyssey 7DCT 4WDR634 900
JETOUR T2 DERIVATIVEPRICE
Jetour T2 1.5T Aspire 7DCTR569 900
Jetour T2 2.0T Xplora 7DCT 4WDR639 900
Jetour T2 2.0T Odyssey 7DCT 4WDR679 900

The prices above (correct in October 2025) include a 7-year/200 000 km warranty, a 10-year/1-million km engine warranty (linked to the 1st owner) and a 7-year/75 000 km service plan.

Jetour T1 and T2 (2025) Price & Specs

Find a new/used Jetour model listed for sale on Cars.co.za

Jetour T2 rivals

Is this an adventure-look crossover, instead of a true all-terrain SUV?

With a design that silhouettes the Land Rover Defender and clearly targets South African buyers who have embraced the Tank 300, the Jetour T2 is up against 2 of the most proven adventure 5-door wagons (from GWM and Toyota, and another outlier Japanese family SUV with real off-road credentials.

The high-spec Jetour T2 retails for R679 900 (October 2025) and is packed with features. But how does it compare to established South African adventure SUVs?

GWM Tank 300 Super Luxury 2.4 TD

GWM Tank 300
Tank 300 has serious off road ability. And a diesel engine option.  

Like Jetour T2, the GMW Tank 300 is styled in the 2-box vehicle form to appeal to those who are partial to traditional 4×4 station wagon aesthetics. Solidly engineered, with a body-on-frame platform and a solid rear axle, this GWM has the off-road capability to support its adventure-wagon appearance.

The GWM Tank 300 2.4TD 4WD, priced from R699 900 (October 2025), can’t match a Jetour T2’s most powerful 2.0-litre 4-cylinder turbopetrol mill for high-speed overtaking, but the GWM should be more economical. And with more constant throttle responses, when navigating really technical terrain.

Watch Ciro De Siena’s GWM Tank 300 Diesel video review:

Low-range and a solid rear axle make the GWM Tank 300 notably more capable off-road than the Jetour T2; turbodiesel versions of the model are wildly popular with South African buyers.

Find a new/used GWM Tank 300 listed for sale on Cars.co.za

Toyota Fortuner 2.4 GD6 4×4 Auto

Nearing the end of its product lifecycle. But still a very capable and versatile South African adventure vehicle.   

Nearly aged out, but still the class standard 5-door off-road SUV for South African families. Feature-for-feature, the T2 offers much better trim and equipment levels than the Fortuner.

The entry-level 2.4 GD-6 4×4 auto (R739 100 in October 2025) has antiquated 3rd-row seating, a very old-school 6-speed auto transmission, and an engine that seems wildly underpowered compared to the Jetour T2. The Fortuner 2.4-litre turbodiesel only makes 110 kW, but its 400 Nm really matters off-road.

Watch Ciro De Siena’s video review of a 2023 Toyota Fortuner:

The Fortuner doesn’t have class-leading angles or clearances, but it’s a well-proven and, therefore, top-selling Adventure SUV. And unlike the Jetour T2, it has a low-range gearing and a solid rear axle. Since the current-generation Fortuner was launched locally nearly a decade ago, thousands of these vehicles have explored the most challenging Southern African trails and backcountry routes without issue.

When you own an all-terrain vehicle and use it as intended, Toyota South Africa Motors’ vast and credible dealer network across South Africa makes a big difference, too.

Find a new/used Toyota Fortuner listed for sale on Cars.co.za

Mitsubishi Pajero Sport 2.4DI-D 4×4 Auto

Mitsubishi is a niche brand in SA. But Pajero Sport has terrific deep engineering, enabling its all-terrain ability.

Most expensive of the Jetour T2 rivals, but possibly the best SUV of all. Vastly underrated in South Africa, the Mitsubishi Pajero Sport 2.4DI-D 4×4 (R854 990, in October 2025) combines terrific all-terrain driving ability with spaciousness and bombproof Mitsubishi build quality.

The 2.4-litre 4-cylinder turbodiesel engine produces 133 kW/430 Nm, which is decent enough, but it’s the Pajero Sport’s Super Select II transmission and transfer case that make the difference. It’s capable of running as a true all-wheel-drive system at high speeds, unlike the default 50:50 torque split that most transfer cases deliver when you select ‘4H’ for dirt-road driving. Or high-speed sand driving.

Why does that matter? Because you don’t want the terminal understeer of a 50:50 drive split, when you need better steering authority and responses, mid-way through a high-speed gravel road sweep, deep in the Karoo. The Pajero Sport is still very much the thinking SUV owners’ all-terrain vehicle.

Find a new/used Mitsubishi Pajero Sport listed for sale on Cars.co.za

Jetour T2 Durability Test: We Roll It Down a Hill!

Join Cars.co.za presenters David Taylor and Jacob Moshokoa as they put the all-new Jetour T2 to the ultimate durability test in an epic off-road challenge near Grabouw!

This is far more than just a test drive; it’s a high-stakes, adrenaline-fuelled Capture the Flag race across challenging terrain, followed by a dramatic finale to test the build quality of the Jetour T2 to the limit!

Built for Adventure: Jetour T2 price & specs

The Jetour T2 is a ruggedly styled, keenly priced compact SUV that is said to offer surprisingly good off-road capability despite its monocoque platform (most serious off-roaders are cab-on-chassis vehicles).

The local range, launched in late October 2025, starts at R569 900 for the entry-level T2 1.5 T-GDI Aspire DCT, while the flagship 2.0-litre 4WD variants are priced from R639 900 to R679 900.

Both the 4×2 and 4×4 T2 derivatives are available in a choice of 2 turbopetrol powertrains:

  • 1.5-litre T-GDI: Produces 147 kW and 270 Nm, exclusively powering the front wheels (4×2).
  • 2.0-litre T-GDI: Generates a robust 187 kW and 390 Nm of torque, delivering power through an XWD intelligent four-wheel-drive system (4×4).

The Jetour T2 also boasts a generous 220 mm of ground clearance, which will prove critical to its success in this gruelling off-road race.

See also: Jetour T1 and T2 (2025) Price & Specs

The Epic Jetour T2 Challenge: 4×4 vs 4×2

The challenge is simple, but punishing: 2 Jetour T2s, 2 flags, and 2 routes. David Taylor pilots the T2 4×2 on a shorter, less technical path, relying on the variant’s inherent ruggedness and traction control.

Meanwhile, Jacob Moshokoa takes the 4×4 T2 on the longer, more challenging off-road route, leveraging the SUV’s all-wheel-drive system and Sand Mode to tackle cross-axle obstacles with surprising ease.

The core question driving the race is whether the 4×2 variant can overcome its drivetrain limitations with sheer speed and smart driving, or if the full 4×4 capabilities are essential to conquering rough terrain?

Key Obstacles & Challenges:

  • Military-Grade Chase Vehicle: From the moment they start, the presenters are pursued by an ominous military vehicle, adding pressure and urgency to the race.
  • Paintball Ambush: Along the route, both David and Jacob must navigate around and absorb hits from a barrage of paintballs flying in from snipers.
  • Blind Corners and Rocks: Both vehicles are forced to prove their ground clearance and suspension comfort over hard rocks and smooth, high-speed gravel. Jacob even uses his T2 4×4 to crawl over a boulder that stops the chase vehicle dead in its tracks.

See also: Is Jetour T2 a boxy crossover or a true GWM Tank 300 rival?

The Cooler Box Challenge & The Winner

The race takes a twist when the presenters reach the summit: they must each collect a cooler box full of water and rush back down the hill. Points are awarded not just for speed, but for the least amount of water lost – a true test of control and composure on the descent.

While David’s 4×2 managed a clean run, it was Jacob who ultimately secured the victory, despite his cooler box detaching from the roof midway through the descent! As he was the first to successfully reach the finish line, he secured his victory and condemned David’s vehicle to the ultimate punishment.

The Ultimate Durability Test: The Rollover

As per the terms of the challenge, the loser’s car must face the final, most extreme test: being rolled down a hill! To minimise the environmental impact of the rollover, all the fluids were drained from David’s T2 4×2, and after his personal belongings had been removed, the Jetour was pushed over the edge.

What to expect in the dramatic finale:

  • The Roll: Watch the T2 tumble multiple times down the steep incline, sustaining heavy damage.
  • A Sign of Life: Despite the brutal crash, David approaches the wreckage to see if the Jetour T2 4×2‘s core systems survived. The results are astonishing: the car door still opens, the Android Auto screen is still on, and a Taylor Swift track is still playing!
  • The Final Ignition: Can the rolled-over SUV start? The moment of truth arrives, proving the Jetour T2 4×2’s extreme resilience and solid build quality in a way no laboratory test ever could.

Don’t miss this must-watch video to see the Jetour T2 pushed beyond its limits, testing the differences between the 4×4 and 4×2 variants, and demonstrating the model’s sheer toughness against the odds.

Editor’s Note: The T2 vehicles featured in this video were supplied to us by Jetour. The vehicle that was rolled over was used to homologate the model for the local market, not intended for use on public roads, and destined to be crushed. The rollover was conducted with permission from Jetour South Africa.

Frequently Asked Questions

What was the main event or test featured in the video?

The main event was a high-stakes, adrenaline-fuelled “Capture the Flag” off-road race between the Jetour T2 4×4 model and the 4×2 model, culminating in an extreme durability test where the loser’s car was rolled down a hill.

Which specific version of the Jetour T2 was rolled?

The loser of the race, David Taylor, was driving the 4×2 T2 version, and this vehicle was the one that was rolled down the steep incline for the ultimate durability test.

What are the power and torque outputs of the two available engines?

The 1.5-litre T-GDI engine (4×2) produces 147 kW and 270 Nm. The 2.0-litre T-GDI engine (4×4) generates 187 kW and 390 Nm of torque.

What astonishing result occurred after the rollover?

Despite the brutal multi-roll crash down the hill, the car door still opened, the Android Auto screen was still on, and music was still playing, demonstrating the vehicle’s extreme resilience and solid build quality.

What was the status of the vehicles used for the challenge?

As noted in the Editor’s Note, the T2 vehicles were supplied by Jetour for homologation purposes, were not intended for use on public roads, and were already destined to be crushed.

Toyota GR Yaris (2025) Launch Review

Toyota South Africa Motors has released the 2025 GR Yaris, replete with improved power and torque, the option of an automatic transmission, plus a host of other detail upgrades. We take the latest iteration of Toyota’s most distilled GR model for a spin!

In today’s hyper-homogenised motoring world, in which car manufacturers would much rather copy each other’s work than risk introducing something truly original, the 2025 Toyota GR Yaris is as close as dammit to a cult car – a latter-day unicorn that pays homage to apex road-going rally cars iconised by the Subaru Impreza WRX STI and Mitsubishi Lancer Evo that ruled the WRC from the late 1990s to the early 2000s. Those (now long-discontinued) road rockets featured permanent all-wheel-drive, variable centre clutch arrangements (to shuffle torque fore/aft) and delivered physics-defying handling ability.

See also: Hyper hatches that keep the WRC spirit alive

However, it took Toyota until late 2019 to take a similar route and develop a ground-up production car around which its rallying programme could be built. It suffered a troubled birth: when the GR Yaris finally emerged, the FIA was intent on introducing a different set of rules called Rally1 for 2022 (hybridised with a space frame) – that decision instantly rendered Toyota’s painstaking design ineligible for competition.

Toyota never rallied it, but no matter…

Still, with the GR Yaris road car too close to maturation to pull the plug, the Aichi-based company, which had launched the GR Supra (co-developed with the BMW Group) in 2019, persisted with the project, and thank heavens it did. After all, the Gazoo Racing performance division was just hitting its stride in 2020; the GR Yaris followed its Supra sibling and paved the way for the 2nd-gen GR86 and GR Corolla models.

Now that the GR Supra is near the end of its model life, the feisty, visceral GR Yaris is the talisman, if not the kingpin, of the GR line-up. The 1st-gen GR Yaris arrived as a Frankensteinian creation; as if conjured through witchcraft. With the front end of a GA-B Yaris, the rear end of a GA-C Corolla and equipped with double-wishbone suspension all round, it was the hottest, most unhinged Toyota the world had seen.

Raw as iron from the forge, in manual form, the GR Yaris gifted its driver the analogue, hard-wired immersion so sorely lacking in modern cars, and the ultimate what-if fantasy of “if Toyota had decided to try beating Subaru and Mitsubishi at their own game in the late-1990s.” (Yes, arguably the ST205 Celica was a rival to these, but was being wound down just as the WRX STI and Lancer Evo hit their strides.)

See also: Treat a Toyota GR Yaris badly… and it will reward you

Minor exterior updates, apart from large-bore exhausts

Now, in 2025, Toyota South Africa Motors has introduced an automatic version as part of the 2nd-gen, 2025 GR Yaris line-up. Other than the upsizing of the now fist-sized exhaust tips that are impossible to ignore, the newcomer’s exterior updates are truly too minor to mention. All the more so when really the most notable – and important changes – have been made where they really matter.

For all its life-affirming purity, the 1st-gen Toyota GR Yaris was tainted by a poor driving position that made the driver feel as if they sat on the car rather than in it. By lowering the redesigned (and long-distance-friendly) front seats by 25 mm, the new car addresses this shortcoming quite satisfactorily.

The infotainment touchscreen has expanded to 12.3 inches in size and is angled more towards the driver, although in a car whose essence is to challenge the laws of nature, such trivialities don’t really feature.

Through a mishmash of internal upgrades – particularly cooling (take a bow, manual intercooler spray button) – the peak outputs of the 1.6-litre, 3-cylinder G16E-GTS turbopetrol engine have increased by 12 kW and 40 Nm respectively, to 210 kW at 6 500 rpm and 400 Nm from 3 250 to 4 100 Nm.

This translates to a 0.3-second saving when sprinting from the starting blocks to 100 kph, Toyota claims. That time – to 5.2 seconds – is incidentally and somewhat curiously identical to that of the manual!

It’s also worth knowing that the 2025 Toyota GR Yaris’ 8-speed paddleshift automatic is a conventional torque-converter-type transmission that intelligently – beyond the vehicle speed inputs – also monitors throttle and brake inputs to anticipate better-timed gear changes, at least according to Toyota.

See also: GR Yaris (2025) 8-speed auto explainer and rivals

No longer a weekend toy only

Under unhurried driving conditions, this self-shifting option does bring a degree of calm over the leash-tugging GR Yaris. So, too have slightly softer springs than before, along with the pairing of improved front sports seats and a reconfigured suspension setup, turned the otherwise fiery 3-door compact hatchback into a usable daily driver that urban dwellers no longer need to exclusively unleash over weekends.

It’s when the roads do clear, though, that the tough questions arise: if a Volkswagen Golf GTI or Hyundai i30 N is defined by a dual-clutch auto gearbox, how does a 2025 GR Yaris, whose very character is defined by its unfilteredness, react to a component that inevitably dilutes the purity of that purpose?

See also: GR Yaris (2025) 8-speed auto explainer and rivals

Advances in technology have seen to it that the torque converter is no longer a poor cousin of the dual-clutch transmission in performance circles; today, almost all contemporary BMW M cars employ the former to devastating effect in their most brutal drive modes.

Whether due to cost, reliability, engineering (or who knows?), Toyota has never employed a dual-clutch gearbox – not even in the Lexus LFA supercar. Expecting one, then, to feature in an uber-niche model, such as the GR Yaris, is not realistic. Bottom (but pedantic) line: only on track is the lack of crisp, near-instantaneous shifts noticeable. In every other scenario, the auto box enhances the Toyota’s usability.

2025 GR Yaris gains Gravel mode

The GR Yaris’ 60/40 front-rear drive apportioning remains unchanged in its default drive mode. Sport mode has disappeared (don’t worry – Track is still there) and has been replaced by Gravel mode. Each of the 3 drive modes heralds an adjustable share of torque that gets distributed according to surface-dependent propulsion requirements, with a maximum of 70% able to be sent rearwards.

On track that turns the GR Yaris into a weapon able to adjust its line mid-corner and refuses to understeer on corner exit. Volkswagen and sister brand Audi’s, as well as BMW and Mercedes-Benz’s, all-wheel-drive systems are all fundamentally front-biased. That means they still ultimately push wide under power because of the limited percentage of torque sent to the rear. It almost beggars belief that in the Honda Civic Type R, 235 kW is sent to the front wheels that have to additionally steer and brake!

But the GR Yaris implores its pilot to get on the power progressively early, safe in the knowledge that the unused torque will be shuffled to the rear to fire the car out of corners. With so much grip being applied so intelligently, it’s hard to imagine anything costing less being faster on a wet or washboard road.

See also: Toyota GR Yaris (2021) Review (incl. track video)

What does the 2025 Toyota GR Yaris cost in South Africa?

Ah, cost. That 4-letter word. The 2025 Toyota GR Yaris automatic will set you back R971 300. Faintly ludicrous, that’s Fortuner VX money for a 3-door hatchback (offered in Platinum White Pearl, Lunar Black, Glacier White, Fierce Red and Midnight Grey exterior paint finishes), which has the same luggage capacity as a shoebox and needs to be serviced every 10 000 km (covered by the service plan, but still).

Toyota GR Yaris 1.6T GR-Four Rally 6-spd manualR942 200
Toyota GR Yaris 1.6T GR-Four Rally 8-spd autoR971 300

Prices (October 2025) include a 3-year/100 000 km warranty and a 9-service/90 000 km service plan.

New Toyota GR Yaris Specs & Prices in South Africa

Find a new/used Toyota GR Yaris listed for sale on Cars.co.za

Summary

However, this is a car that, in the age of Greta Thunberg, environmental wokeness and the relentless war on speed, shouldn’t really exist. With the Hyundai i30 N no longer for sale in South Africa (although it may come back, at some point) at that price, nothing else new will provide the same thrills, ask so little, while rewarding so generously, and whose virtues are so exquisitely crafted from function over form.

History and art exist to immortalise not the ordinary, but those who chose to defy the odds, often at a huge cost, which makes the Toyota GR Yaris – as a future classic – the ultimate act of rebellion.

Welcome to the revolution.

Frequently Asked Questions

What are the main new features of the 2025 Toyota GR Yaris?

The 2025 GR Yaris introduces several upgrades, including increased power and torque (210 kW/400 Nm), the addition of an 8-speed automatic transmission option, a much-improved driving position (front seats lowered by 25 mm), and minor interior updates like a larger 12.3-inch infotainment touchscreen.

What are the peak outputs of the 2025 GR Yaris engine?

The 1.6-litre, 3-cylinder G16E-GTS turbopetrol engine now produces 210 kW at 6,500 rpm and 400 Nm of torque from 3,250 to 4,100 rpm. This represents an increase of 12 kW and 40 Nm over the previous version.

How fast is the 2025 GR Yaris from 0 to 100 kph?

Toyota claims a 0 to 100 kph sprint time of 5.2 seconds for both the manual and automatic versions, which is a 0.3-second improvement over the previous generation.

What type of automatic gearbox is used in the new model?

The 2025 GR Yaris features a conventional torque-converter-type 8-speed paddleshift automatic. The author notes that this decision, while not a dual-clutch unit, enhances the car’s usability in all scenarios outside of a race track.

How much does the 2025 Toyota GR Yaris cost in South Africa?

As of October 2025, the Toyota GR Yaris 1.6T GR-Four Rally 6-spd manual costs R942 200, and the 8-spd auto costs R971 300.

Jetour T1 and T2 (2025) Price & Specs

The Jetour T1 and T2 have finally arrived in South Africa, with sales set to start in mid-November 2025. Here’s what these boxy Chinese crossovers cost…

  • 1.5- and 2.0-litre turbopetrol engines on offer
  • 4-strong T1 portfolio kicks off at R514 900
  • T2 range (3 variants) available from R569 900

Just over a year after entering the market with the Dashing and X70 Plus, Jetour South Africa has effectively doubled the size of its local line-up with the introduction of the Jetour T1 and T2 (models the Chinese company collectively calls the “T-Series”).

The Jetour T1 is a little longer than a RAV4.

Set to go on sale in mid-November 2025, the T1 and T2 are boxy crossovers that share a unibody platform. The T1 measures 4 705 mm from nose to tail (for reference, that’s 90 mm longer than the outgoing Toyota RAV4), while the T2 is slightly larger at 4 785 mm (including a tailgate-mounted spare wheel). At launch, the T1 line-up comprises 4 variants, with the T2 offered in 3 guises.

So, what do these newcomers cost? Well, the T1 1.5T Edge 7DCT kicks off at R514 900, with the T1 1.5T Aspire 7DCT priced from R544 900. These derivatives employ a turbocharged 1.5-litre, 4-cylinder petrol engine delivering 125 kW and 270 Nm to the front axle via a 7-speed dual-clutch transmission (a gearbox that’s standard across the range).

The T2 is slightly larger than its T1 sibling.

The Jetour T1 is furthermore available with a 180 kW/375 Nm turbocharged 2.0-litre, 4-cylinder petrol motor, which drives all 4 wheels. The T1 2.0T Xplora 7DCT 4WD starts at R594 900, while the T1 2.0T Odyssey 7DCT 4WD comes in from R634 900.

What about the T2? Well, the same powertrains do duty here, with the front-wheel-drive T2 1.5T Aspire 7DCT priced from R569 900 and the all-paw T2 2.0T Xplora 7DCT 4WD and T2 2.0T Odyssey 7DCT 4WD starting at R639 900 and R679 900, respectively.

David Taylor and Jacob Moshokoa put the Jetour T2 through an epic off-road challenge:

See also: Jetour T2 Durability Test: We Roll It Down a Hill!

In each case, adding the “Dark Knight” package (which seemingly comprises a matte-black colour scheme) adds R25 000 to the price. While Jetour SA has yet to release a detailed specification sheet, it does say all T1 and T2 derivatives come standard with a 540-degree camera system, rear parking sensors, tyre-pressure monitoring and automatic LED headlamps. 

The 2.0-litre derivatives furthermore feature Jetour’s “XWD” 4-wheel-drive system and 8 driving modes, along with a 15.6-inch infotainment screen. The flagship Odyssey grade also scores a 9-speaker Sony surround-sound system.

The 2.0T 4WD derivatives feature a 15.6-inch touchscreen (T1 pictured).

At the launch event, Jetour SA mentioned a raft of so-called “bonus” features. For instance, the company is offering a complimentary tow-bar (which it says is valued at R8 000) for all T1 and T2 4WD derivatives sold before the end of 2025.

Other incentives include a roof rack and crystal gear knob (together valued at a claimed R20 000), a model car (apparently worth at R2 000) and an off-road experience for 4WD variants (likewise valued at R2 000).

See also: Is Jetour T2 a boxy crossover or a true GWM Tank 300 rival?

What do the Jetour T1 and T2 cost in South Africa?

JETOUR T1 DERIVATIVEPRICE
Jetour T1 1.5T Edge 7DCTR514 900
Jetour T1 1.5T Aspire 7DCTR544 900
Jetour T1 2.0T Xplora 7DCT 4WDR594 900
Jetour T1 2.0T Odyssey 7DCT 4WDR634 900
JETOUR T2 DERIVATIVEPRICE
Jetour T2 1.5T Aspire 7DCTR569 900
Jetour T2 2.0T Xplora 7DCT 4WDR639 900
Jetour T2 2.0T Odyssey 7DCT 4WDR679 900

The prices (correct in October 2025) include a 7-year/200 000 km warranty, a 10-year/1-million km engine warranty (linked to the first owner) and a 7-year/75 000 km service plan.

Frequently Asked Questions (FAQ)

Q: What is the starting price for the Jetour T1 and T2 in South Africa?

A: The Jetour T1 line-up starts at R514 900 for the 1.5T Edge 7DCT. The larger Jetour T2 range begins at R569 900 for the 1.5T Aspire 7DCT variant.

Q: When will the Jetour T1 and T2 officially be available for sale?

A: The Jetour T1 and T2 are set to officially go on sale in South Africa in mid-November 2025.

Q: What engine and drivetrain options are available for the new Jetour T-Series crossovers?

A: Both the T1 and T2 offer a choice between a front-wheel-drive (FWD) 1.5-litre turbopetrol engine (125 kW/270 Nm) or an all-wheel-drive (4WD) 2.0-litre turbopetrol engine (180 kW/375 Nm). All variants come standard with a 7-speed dual-clutch transmission.

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GWM SA ‘fighting for more production’ of diesel Tank 300

GWM SA says it’s “fighting for more production” of the 2.4-litre turbodiesel Tank 300, an engine derivative that has sparked a surge in local sales of the ladder-frame SUV…

  • Diesel Tank 300 a “gamechanger” for GWM SA
  • GWM’s local boss is seeking larger allocation
  • 2.4TD powertrain sees Tank 300 sales spike

The head of GWM in South Africa says the Chinese firm’s local division is “fighting for more production” of the 2.4-litre turbodiesel version of the Tank 300, an engine derivative that immediately proved popular with local buyers.

Conrad Groenewald, Chief Operating Officer of GWM South Africa, was speaking during a wide-ranging interview conducted in Cars.co.za’s custom-built podcast booth at Naamsa’s South African Auto Week 2025 in Gqeberha in the Eastern Cape at the start of October.

In March 2025, GWM SA introduced a pair of new 2.4TD 4×4 derivatives, bringing turbodiesel power to a line-up that had previously comprised only turbopetrol and hybrid electric vehicle (HEV) powertrains. In late August 2025, the brand furthermore added a rear-wheel-drive variant with the oil-burning engine.

Groenewald described the availability of the new 2.4-litre, 4-cylinder turbodiesel engine (codenamed GW4D24) – which generates 135 kW and 480 Nm, peak outputs that are delivered via a 9-speed automatic transmission – as a “gamechanger” for the Chongqing-built ladder-frame Tank 300 range.

The Tank 300 turbodiesel derivatives launched in March 2025.

“We always said to our superiors overseas: ‘South Africa is a diesel market – we need a diesel’. The beauty of being in GWM is we’ve got overseas investors [who] still listen. So, if the market is saying ‘we need a diesel’, they’re open to that conversation,” Groenewald told us.

“That vehicle, we’re oversold at the moment. We asked them for 200 vehicles a month and they said: ‘no, you’re over-optimistic, you won’t sell it’. We’ve proven that we’re getting there. So, we’re now fighting for more production,” he added.

The oil-burning GW4D24 motor makes 135 kW and 480 Nm.

In 2024, GWM registered 526 units of the Tank 300 in South Africa (an average of 44 units a month), with a further 41 units sold in January 2025 and 58 examples in February 2025. With the arrival of the turbodiesel engine, sales in March 2025 jumped to 103 units (beating the previous high of 62 units), before spiking again to 178 units in July 2025 and 177 units in September 2025.

“Unfortunately, the 9-speed automatic transmission in that Tank [300] diesel is globally constrained – we’re oversold on that specific gearbox. So, we’re getting the short end of the stick, but I think we can do better. We’re fighting to get more production, but it’s definitely been a gamechanger for us,” Groenewald said.

The Tank 300 range now includes turbopetrol, hybrid and turbodiesel variants.

The listed fuel-economy figure for the Tank 300 2.4TD powertrain comes in at 7.7 L/100 km, which compares favourably with the turbopetrol and HEV claims of 9.5 L/100 km and 8.4 L/100 km, respectively. Interestingly, the new diesel derivatives roll on all-terrain tyres (265/65 R17 for the Luxury and Super Luxury, and 265/60 R18 for the Ultra Luxury) rather than the “highway terrain” rubber used by the other variants.

Frequently Asked Questions (FAQ)

Q: Why is GWM SA fighting for more production of the Tank 300?

A: GWM South Africa is “fighting for more production” of the 2.4-litre turbodiesel Tank 300 because the engine derivative has proven immediately popular with local buyers and has sparked a surge in local sales, with the company currently oversold on the vehicle. The availability of the diesel engine was described as a “gamechanger” for the Tank 300 range.

Q: When did GWM SA introduce the turbodiesel engine for the Tank 300?

A: GWM SA introduced a pair of new 2.4TD 4×4 derivatives, bringing turbodiesel power to the Tank 300 line-up, in March 2025. They furthermore added a rear-wheel-drive version in late August 2025.

Q: What are the peak outputs of the 2.4-litre turbodiesel Tank 300 engine?

A: The 2.4-litre, 4-cylinder turbodiesel engine (codenamed GW4D24) in the Tank 300 generates 135 kW and 480 Nm of peak outputs, which are delivered via a 9-speed automatic transmission.

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GR Yaris (2025) 8-speed auto explainer and rivals

Yaris GR is the purist’s hot hatch, sacrificing practicality for performance. The latest version adds power and a self-shifting transmission. Are there any other hot hatches that can rival it?

Toyota’s production positioning intuition is unrivalled, and it’s not limited to bakkies and SUVs. But hot hatches, too.

As most of its European and Japanese rivals discontinued their hot hatches, Toyota introduced the Yaris GR. Since 2021, the compact Toyota hot hatch has been the purists’ choice, offering a more engaging driving experience than anything else. A driving experience, much enhanced by its six-speed manual gearbox option.

Five years is the tempo for model upgrades, and Toyota’s latest version of the Yaris GR is now available. But what’s new, why does it matter, and are there any credible rivals to the all-conquering Toyota super city car?

Yaris GR gains power – and a torque converter

There have been several legendary Toyota 1.6 hot hatch engines. This is the latest of those…

The three-cylinder 1.6-litre engine has no core component or mechanical upgrades as part of the latest range update, but it makes notably more power.

Some digital engine control trickery has boosted peak power from 198 to 224 kW, with torque swelling from 360 to 400 Nm. In a car as light as the Yaris GR, an extra 26 kW and 40 Nm isn’t academic.

In a market where German hot hatches from Audi, BMW, and Mercedes-Benz don’t offer manual gearboxes (something purists value and are willing to pay for) Toyota’s six-speed manual gearbox option for the Yaris GR has always been a strong demand driver.

Unlike Porsche, Toyota product planners won’t charge you extra for choosing a manual, even with the auto now offering a second drivetrain option.

For many Yaris GR owners, most of the time, the auto will be a better option.

But Toyota’s product people also know that some Yaris GR owners use their cars as daily drivers, which means they face the reality of awful, crawl-speed morning and afternoon traffic.

A high-performance turbocharged car, with a six-speed manual gearbox, isn’t a fantastic driving experience. That’s why the option on an automatic transmission is so essential. Because everyone loves the idea of a manual hot hatch, until they are crawling along in Midrand traffic, getting thigh cramps.

Why not a dual clutch?

Everyone wants a manual hot hatch. Until the third day they’re stuck in traffic with one.

Unlike many other dual-pedal performance cars, which usually feature a dual-clutch transmission, Toyota’s Yaris GR engineering team opted for the proven reliability of a torque converter automatic.

Dual-clutch transmissions offer rapid shifts and the most immersive driving experience. Still, they have many moving parts and can become a long-term maintenance burden, especially in a performance car where throttle and shift demands are extreme.

In peak city traffic, the Yaris GR’s 8-speed automatic is the easiest and least taxing drivetrain to operate. Torque-converter automatics tend to be more reliable than automated manuals, dual-clutch transmissions or CVTs. And with dedicated software calibration, the Yaris GR’s 8-speed auto, with its paddle shifters and selectable shift modes, will give drivers complete manual control, when they want, to exploit the Yaris GR driving experience to the full.

There’s a small weight burden with the 8-speed automatic option – it’s 20 kg heavier than a 6-speed manual. But when you are cruising along, without left leg cramps, in Midrand or Cape Town N1/2 ttraffic, that 20kg weight gain over the 6-speed manual is entirely irrelevant.

Yaris GR rivals

There are precious few 3-door compact hot hatches in production anymore. And that means the market for Yaris GR rivals, is very narrow, especially in South Africa. Most legacy hot-hatch nameplates have been retired or discontinued in the local market.

We’ve selected the rivals for Yaris GR based on comparable engine power and performance. Not purely on size or door count.

Golf 8.5 GTI

Volkswagen Golf 8 GTI
Bigger and slightly less of a 10/10ths driver’s car than Yaris GR. But GTI remains the defining hot hatch.

The defining hot hatch and as version 8.5, possibly the best family performance car you can buy. It’s bigger than Yaris GR (obviously), so if you need five-door convenience and rear passenger comfort, it’s much better than the smaller, more driver-focused Toyota.

GTI’s bigger 2-litre engine makes less power than the Yaris GR (195 kW versus 224 kW), and it’s front-wheel drive only. Not as quick, agile or rewarding to drive as the Yaris GR, for those who want the most from the invested hot hatch Rands. But it’s a lot more practical.

Like the Yaris GR, a well-kept Golf 8.5 GTI will retain a lot of its value over time. It’s an iconic nameplate.

Want to purchase a new or used Golf GTI? Browse vehicles for sale

Audi S3 Sportback

S3 Sportback is always stylish and the latest version, with 245 kW, is very rapid.

Some people refer to the Sportback as a pseudo station wagon. Others say it’s a 5-door hatchback. Audi’s marketing people want you to think of the S3 Sportback as a design-centric 5-door performance car, with all the benefits of Quattro traction and 2-litre turbopetrol power.

The interior is an ode to Audi’s design-obsessed cabin architecture, but it’s not better-built or assembled than a Yaris GR.

Can’t match the Yaris GR as a driver’s car, but it’s probably the apt choice for hot hatch owners who value status and cars as sculpture. And need something with crushing highway overtaking performance.

Want to purchase a new or used S3 Sportback? Browse vehicles for sale

BMW M135i

Some BMW fans might (still) struggle with the ‘idea’ of M135 being front-wheel drive.

The latest M135i is a very different car from BMW’s original hot hatch, which shared the same name, was rear-wheel drive, and had an inline-six engine, offering something very unique in the hot hatch market.

BMW’s current M135i is all-wheel drive, with a turbocharged 2-litre four-cylinder that delivers very decent outputs of 233 kW and 400 Nm. Heavier than a Yaris GR, so it’s slightly slower on the timing stats (0-100 km/h in 4.9 sec), but the driving position, steering, and suspension tuning are typical BMW. So, it delivers a rewarding driving experience.

The 7-speed dual-clutch transmission is rapid-shifting, but, like all transmissions of this type, it costs some preventive maintenance to keep operating smoothly at very extended mileages.

Want to purchase a new or used M135i? Browse vehicles for sale

Mercedes-AMG A35

More of a very high performance highway hatch – than a mountain pass or track day machine.  

Powerful, but less of a driver’s hot hatch than Yaris GR.

All-wheel drive traction, 235 kW, and AMG’s 8-speed dual-clutch transmission make the A35 hatch a very rewarding car on the right roads for experienced drivers. Firm ride equates to great high-speed stability on smooth roads, but on poorer South African backroad surfaces, the AMG can become a lot of work.

A35’s larger cabin and 5-door configuration make it a better high-speed touring car than the Yaris GR, but it’s not quite as exciting or involving. The rear three-quarter blindsports can be an issue for shorter drivers. And doesn’t have the same future collectability status.

Want to purchase a new or used A35 hatch? Browse vehicles for sale

Mini JCW

A lot less power, but closest in spirit and intent, to the Yaris GR.   

Possibly the truest rival to Yaris GR, because engineers at Mini still prioritise the core hot hatch driving experience with their JCWs.

Like Yaris GR, it’s got a 3-door bodyshell, making it notably impractical if you ever have more than one passenger along for the ride. But the added body structural stiffness of a 3-door over a 5-door hatch is a real thing, benefitting the on-the-limit driving experience.

The JCW’s 2-litre turbocharged four-cylinder engine is in a milder state of tune than its similar capacity German rivals. It also has a lot less power than Yaris GR’s 1.5-litre powerplant at only 170 kW and 380 Nm.

True to its Mini performance car heritage, JCW’s agile vehicle architecture rewards the skilful and confident hot hatch owner. Making it the (slightly) more affordable rival to Toyota’s Yaris GR.

Want to purchase a new or used Mini Cooper JCW? Browse vehicles for sale

Hyundai i20 – Which Engines are Available in SA?

Interested in the Hyundai i20 but not sure how the various engine options measure up? Let’s take a closer look at the motors available in this hatchback in South Africa…

In July 2024, the facelifted Hyundai i20 arrived in South Africa, with a trio of engine options available. These 3 motors were carried over from the pre-facelift line-up, so the information in this article applies to such models, too.

Watch Ciro De Siena’s video review of the pre-facelift Hyundai i20:

All 3 engines available in the Hyundai i20 locally are petrol-powered, with the 4-cylinder units being naturally aspirated and the flagship derivative’s 3-pot benefitting from forced induction.

For the record, the Hyundai i20 sold in South Africa is imported from Chennai, India in BI3-series form (as opposed to the BC3-series model produced in Turkey and sold in Europe).

Naturally aspirated 1.2-litre, 4-cylinder (G4LB)

This MPI engine serves as the entry point to the Hyundai i20 range, available in both the base Premium and mid-tier Executive grades. Displacing 1.2 litres, it delivers 61 kW and 115 Nm to the front wheels through a 5-speed manual gearbox as standard.

Capacity1 197 cm3
Maximum power61 kW at 6 000 rpm
Maximum torque115 Nm at 4 200 rpm
Transmission5-speed manual gearbox
Fuel economy (claimed)5.9 L/100 km
0-100 kph (claimed)12.9 seconds
Top speed169 kph

Hyundai claims this 4-cylinder mill can sip unleaded petrol at a rate of 5.9 L/100 km. Taking into account all i20 derivatives use a 37-litre fuel tank, that figure translates to a theoretical cruising range of 627 km.

Naturally aspirated 1.4-litre, 4-cylinder (G4LC)

Like the 1.2-litre unit above, this MPI engine is from the Korean automaker’s “Kappa” range of powerplants. Thanks to its increased capacity, the 1.4-litre engine generates higher peak outputs of 74 kW and 133 Nm.

Capacity1 368 cm3
Maximum power73 kW at 6 000 rpm
Maximum torque133 Nm at 4 000 rpm
Transmission6-speed automatic
Fuel economy (claimed)6.9 L/100 km
0-100 kph (claimed)12.5 seconds
Top speed173 kph

In the local i20 line-up, this motor is likewise available in Premium and Executive guise, though ships standard with a 6-speed automatic transmission rather than in 3-pedal form. Using the claimed fuel-economy figure of 6.9 L/100 km, this engine offers a theoretical range of 536 km.

Turbocharged 1.0-litre, 3-cylinder (G3LC)

The flagship engine in the Hyundai i20 portfolio features 1 fewer cylinder than the powerplants above, but gains a turbocharger. Offered exclusively in range-topping N Line form, this unit sends 90 kW and 172 Nm to the front axle via a 7-speed dual-clutch automatic transmission.

Capacity998 cm3
Maximum power90 kW at 6 000 rpm
Maximum torque172 Nm at 1 500-4 000 rpm
Transmission7-speed dual-clutch
Fuel economy (claimed)6.9 L/100 km
0-100 kph (claimed)9.9 seconds
Top speed187 kph

Hyundai claims a combined fuel figure of 6.9 L/100 km for this GDI-badged engine, interestingly matching that of the G4LC motor above. Still, courtesy of forced induction, this 3-pot offers markedly improved performance figures, with the listed 0-100 kph time falling below 10 seconds.

Find a used Hyundai i20 on Cars.co.za!

Frequently Asked Questions (FAQ)

Q: What are the three engine options available for the Hyundai i20 in South Africa?

A: The facelifted Hyundai i20 in South Africa is available with three petrol engines: a naturally aspirated 1.2-litre (G4LB), a naturally aspirated 1.4-litre (G4LC), and a turbocharged 1.0-litre (G3LC).

Q: What are the power, torque and transmission details for the entry-level 1.2-litre engine?

A: The naturally aspirated 1.2-litre, 4-cylinder (G4LB) engine delivers 61 kW of power and 115 Nm of torque. It is paired with a 5-speed manual gearbox and has a claimed fuel economy of 5.9 L/100 km.

Q: What are the performance specifications and transmission of the flagship 1.0-litre turbo engine?

A: The flagship turbocharged 1.0-litre, 3-cylinder (G3LC) unit produces 90 kW and 172 Nm. It is paired with a 7-speed dual-clutch transmission and has a claimed 0-100 kph time of 9.9 seconds.

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